JP2010162924A - Power transmission device for hybrid vehicle - Google Patents

Power transmission device for hybrid vehicle Download PDF

Info

Publication number
JP2010162924A
JP2010162924A JP2009004420A JP2009004420A JP2010162924A JP 2010162924 A JP2010162924 A JP 2010162924A JP 2009004420 A JP2009004420 A JP 2009004420A JP 2009004420 A JP2009004420 A JP 2009004420A JP 2010162924 A JP2010162924 A JP 2010162924A
Authority
JP
Japan
Prior art keywords
shaft
input
gear
input shaft
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2009004420A
Other languages
Japanese (ja)
Inventor
Naohito Nishida
尚人 西田
Original Assignee
Honda Motor Co Ltd
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd, 本田技研工業株式会社 filed Critical Honda Motor Co Ltd
Priority to JP2009004420A priority Critical patent/JP2010162924A/en
Publication of JP2010162924A publication Critical patent/JP2010162924A/en
Granted legal-status Critical Current

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/10Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00Electrodynamic brake systems for vehicles in general
    • B60L7/10Dynamic electric regenerative braking
    • B60L7/12Dynamic electric regenerative braking for vehicles propelled by dc motors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/10Vehicle control parameters
    • B60L2240/12Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/421Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/44Drive Train control parameters related to combustion engines
    • B60L2240/441Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/48Drive Train control parameters related to transmissions
    • B60L2240/486Operating parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/50Drive Train control parameters related to clutches
    • B60L2240/507Operating parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00Operating Modes
    • B60L2260/20Drive modes; Transition between modes
    • B60L2260/26Transition between different drive modes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7258Optimisation of vehicle performance
    • Y02T10/7275Desired performance achievement

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device for a hybrid vehicle including an internal-combustion engine and a motor, which efficiently transmits their respective driving forces, achieves a compact construction and reduces manufacturing costs. <P>SOLUTION: The power transmission device for the hybrid vehicle includes an input-side transmission shaft 12 for inputting power of the internal-combustion engine 2; a first input shaft 4 separatably connected to the input-side transmission shaft 12 through a first clutch 9; a second input shaft 5 separatably connected to the input-side transmission shaft 12 through a second clutch 10; a sub-shaft 6 having an idle gear 21 for transmitting rotation of the second input shaft 5; an intermediate transmission shaft 7 connected to the sub-shaft 6 through the idle gear 21; an output shaft 8 disposed parallel to the first input shaft 4 and the intermediate transmission shaft 7; a first gear train disposed in the first input shaft 4; a second gear train disposed in the intermediate transmission shaft 7; and a third gear train disposed in the output shaft 8, to which rotations from the first gear train and the second gear train are transmitted. The transmission device inputs power of the motor 3 to the sub-shaft 6. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor.

  Conventionally, as a power transmission device of this type, there are provided a first transmission unit that establishes a plurality of shift stages and a second transmission unit that establishes a plurality of shift stages different from the first transmission unit. In the one in which the input shaft of the first transmission means and the power shaft of the internal combustion engine are connected / disconnected, and the input shaft of the second transmission means and the power shaft of the internal combustion engine are connected / disconnected by the second clutch, One in which the power shaft of an electric motor is connected to the input shaft of the means is known (see Patent Document 1).

  In this case, since the power shaft of the electric motor is connected to the input shaft of one of the speed change means, the overall shaft length becomes long and it cannot be made compact. For this reason, for example, it is difficult to place the vehicle horizontally in a relatively narrow engine room of an FF vehicle (mounted with the axial length direction facing the vehicle width direction).

JP 2002-89594 A (FIG. 1)

  In view of the above points, the present invention includes an internal combustion engine and an electric motor, can efficiently transmit the driving force thereof, and can be configured in a compact manner, and can reduce manufacturing costs. It is an object of the present invention to provide a power transmission device for a hybrid vehicle.

  In order to solve such a problem, the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor, wherein the input side transmission shaft for inputting the power of the internal combustion engine and the input via a first clutch. A first input shaft detachably connected to the side transmission shaft, a second input shaft detachably connected to the input side transmission shaft via a second clutch, and the rotation of the second input shaft are transmitted. A countershaft having an idle gear and disposed in parallel to the second input shaft; and an intermediate transmission shaft disposed in parallel to the second input shaft and connected to the subshaft via the idle gear; An output shaft disposed in parallel with the first input shaft and the intermediate transmission shaft, a first gear train provided on the first input shaft to establish a plurality of shift stages, and provided on the intermediate transmission shaft. A second gear train that establishes a plurality of shift stages different from the first gear train And a third gear train provided on the output shaft to transmit the rotation from the first gear train and the second gear train, and the power of the motor is input to the auxiliary shaft. .

  According to the present invention, since the power of the motor is input to the auxiliary shaft, the entire length is not extended in the axial direction of each input shaft, and the motor is provided with a compact configuration. Can do. When the power of the electric motor is input to the auxiliary shaft, the electric power shaft of the electric motor is directly connected to the auxiliary shaft, or a transmission gear is provided on the power shaft of the electric motor, and this transmission gear is engaged with the idle gear. Is mentioned. By inputting the power of the electric motor to the sub shaft, the reduction ratio can be made relatively large, and the regeneration efficiency can be further improved.

  At this time, the third gear train of the output shaft is shared by at least the transmission of the driving force input from the first input shaft and the transmission of the driving force input from the second input shaft. By providing two common gears, the number of parts (mainly the number of gears) can be drastically reduced and not only a compact configuration can be achieved, but also the manufacturing can be facilitated, thereby reducing the manufacturing cost.

  Further, by setting the rotation speed of the intermediate transmission shaft to be larger than that of the first input shaft, the reduction ratio can be further increased, and a relatively small electric motor can be employed. Furthermore, the shaft length of the auxiliary shaft can be shortened as compared with the case where the rotational speed of the intermediate transmission shaft is set to be smaller than that of the first input shaft. In other words, when the rotation speed of the intermediate transmission shaft is set to be smaller than that of the first input shaft, transmission from the idle gear directly to the intermediate transmission shaft is not possible due to the gear ratio, and the intermediate shaft is not connected to the intermediate shaft. It is necessary to add a gear for transmitting to the transmission shaft. On the other hand, if the rotation speed of the intermediate transmission shaft is set to be larger than that of the first input shaft, it can be transmitted directly from the idle gear to the intermediate transmission shaft. It is possible to reduce the length of the auxiliary shaft.

  In the present invention, the second input shaft includes a drive gear for the highest speed stage, and the drive gear is connected to both the intermediate transmission shaft and the output shaft. According to this, the number of bites of the gear including the connection with the electric motor provided in the idle gear is reduced, and the driving force can be efficiently transmitted in the driving region of the internal combustion engine and the electric motor.

  Further, in the present invention, the first input shaft and the second input shaft are formed hollow and disposed on an outer periphery between one end and the other end of the input-side transmission shaft, and the first clutch is The second clutch is provided on the other end side of the input side transmission shaft, and the input side transmission shaft is connected to the internal combustion engine from one end or the other end thereof. And a second electric motor for inputting power to the first input shaft is provided outside the first clutch.

  Since the electric motor (first electric motor) not only inputs power from the auxiliary shaft, but also the second electric motor inputs power from the first input shaft, the gear position by the intermediate transmission shaft and the gear speed by the first input shaft In any case, driving and regeneration by an electric motor can be performed. In addition, by providing the second electric motor outside the first clutch, specifically, the first clutch can be accommodated inside the rotor of the second electric motor, and the second electric motor can be maintained while being compact. An electric motor can be added.

  In this case, the first input shaft includes a plurality of gears that establish a plurality of shift speeds, and connection means that switches and connects each gear to the first input shaft, and the intermediate transmission shaft includes a plurality of gear speeds. And other connecting means for switching and connecting each gear to the intermediate transmission shaft, and the output shaft is at a position corresponding to the connecting means and the other connecting means. It is preferable to provide a final-stage output gear that outputs to the output. Usually, the output gear for the final stage is provided at the shaft end of the output shaft. In the present invention, however, a space can be provided between the connecting means and the other connecting means by the above configuration, and the output shaft By providing the final-stage output gear, the shaft length of the output shaft can be shortened and a compact configuration can be achieved.

  At this time, the internal combustion engine is further disconnected by the first clutch and the second clutch, and either the first electric motor that inputs power to the auxiliary shaft or the second electric motor that inputs power to the first input shaft The vehicle can be driven by one power, and the internal combustion engine can be started by the other motor and regenerated by the motor. This eliminates the need for a starter for starting the internal combustion engine, and thus can be configured at low cost and in a lightweight and compact manner.

  When the first motor and the second motor are provided, the output of one motor may be smaller than that of the other motor. Thus, for example, the internal combustion engine can be started and generated by the small output side motor while supplying the driving force during vehicle travel from the large output side motor. It is possible to adopt a compact configuration.

Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 1st Embodiment of this invention. Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 2nd Embodiment of this invention. Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 3rd Embodiment of this invention. Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 4th Embodiment of this invention. Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 5th Embodiment of this invention. Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 6th Embodiment of this invention.

  FIG. 1 schematically shows a power transmission device 1A for a hybrid vehicle according to a first embodiment of the present invention. As shown in FIG. 1, the power transmission device 1A includes an engine 2 (internal combustion engine) and an electric motor 3 (motor / generator) as driving sources. The power transmission device 1 </ b> A includes a first input shaft 4, a second input shaft 5, a counter shaft 6, an intermediate transmission shaft 7, and an output shaft 8, and is adjacent to each other on the same axis on the engine 2 side. The first clutch 9 and the second clutch 10 which are wet clutches are provided.

  The first clutch 9 includes a friction plate 11 connected to one end of the first input shaft 4 to connect / disconnect the first input shaft 4 and the engine power shaft 12 (input-side transmission shaft) of the engine 2. The second clutch 10 includes a friction plate 13 connected to one end of the second input shaft 5 to connect / disconnect the second input shaft 5 and the engine power shaft 12.

  The first input shaft 4 has a third speed drive gear 14, a fifth speed drive gear 15, a seventh speed drive gear 16, and a first speed drive gear 17 in order from the first clutch 9 side (that is, in order from the right side in FIG. 1). Is arranged. The first speed drive gear 17 is provided integrally with the first input shaft 4. Further, the third speed drive gear 14, the fifth speed drive gear 15, and the seventh speed drive gear 16 are all provided to be rotatable with respect to the first input shaft 4.

  The third speed drive gear 14 and the fifth speed drive gear 15 are switched and connected to the first input shaft 4 by first connection means 18 (synchromesh mechanism) that is operated by hydraulic pressure. The first connecting means 18 connects either the third speed driving gear 14 or the fifth speed driving gear 15 to the first input shaft 4, but in the neutral position, the first speed driving gear 14, the fifth speed driving gear 15, Are separated from the first input shaft 4. The seventh speed drive gear 16 is connected to the first input shaft 4 by second connection means 19 (synchromesh mechanism) that is operated by hydraulic pressure.

  The second input shaft 5 is formed hollow and is provided on the outer periphery of the first input shaft 4, and is rotatable independently of the first input shaft 4. A first connection gear 20 is integrally provided on the second input shaft 5.

  The countershaft 6 is rotatably provided in parallel with the second input shaft 5, and is provided with an idle gear 21 and a reverse drive gear 22 so as to be rotatable. The idle gear 21 always meshes with the first connection gear 20 of the second input shaft 5. The reverse drive gear 22 is connected to and disconnected from the auxiliary shaft 6 by third connection means 23 (synchromesh mechanism) that is operated by hydraulic pressure. Further, the idle gear 21 of the auxiliary shaft 6 is engaged with a second connecting gear 25 provided on the motor power shaft 24 of the electric motor 3 so that input / output of the electric motor 3 can be performed with respect to the auxiliary shaft 6. Yes. Thereby, even if the electric motor 3 is provided, the total length of the power transmission device 1A is short, and it is configured compactly.

  The intermediate transmission shaft 7 is rotatably provided in parallel to the auxiliary shaft 6. In the intermediate transmission shaft 7, a third coupling gear 26, a second speed drive gear 27, a fourth speed drive gear 28 and a sixth speed drive gear 29 are arranged in order from the right side in FIG. The third connecting gear 26 is provided integrally with the intermediate transmission shaft 7 and always meshes with the idle gear 21 of the auxiliary shaft 6. In FIG. 1, for convenience of explanation, the auxiliary shaft 6 and the intermediate transmission shaft 7 are shown separated in plan view, but in actuality, the auxiliary shaft 6 and the intermediate transmission shaft 7 are on the back side of FIG. Located next to each other. Further, the second speed drive gear 27, the fourth speed drive gear 28 and the sixth speed drive gear 29 are each provided rotatably with respect to the intermediate transmission shaft 7. The second-speed drive gear 27 and the fourth-speed drive gear 28 are switched and connected to the intermediate transmission shaft 7 by the fourth connection means 30 (synchromesh mechanism) operated by hydraulic pressure, and the sixth-speed drive gear 29 is It is connected to the intermediate transmission shaft 7 by 5 connecting means 31 (synchromesh mechanism). The fourth connecting means 30 connects either the second speed drive gear 27 or the fourth speed drive gear 28 to the intermediate transmission shaft 7, but in the neutral position, the second speed drive gear 27 and the fourth speed drive gear 28 are connected to each other. Both are separated from the intermediate transmission shaft 7.

  The output shaft 8 is rotatably provided in parallel to the first input shaft 4 and the intermediate transmission shaft 7. The output shaft 8 includes, in order from the right side in FIG. 1, a final reduction drive gear 32, a first shared driven gear 33 (shared gear), a second shared driven gear 34 (shared gear), and a third shared driven gear 35 (shared gear). ) And a first-speed driven gear 36 are provided. The final reduction drive gear 32 is provided integrally with the output shaft 8 and meshes with the final reduction driven gear of the differential gear mechanism (not shown), and drives the drive wheels of the vehicle via the differential gear mechanism. ing. The first speed driven gear 36 is connected to the output shaft 8 via a one-way clutch 37.

  The first shared driven gear 33 is always meshed with the third speed drive gear 14 of the first input shaft 4, is always meshed with the second speed drive gear 27 of the intermediate transmission shaft 7, and further, the reverse drive gear 22 of the auxiliary shaft 6 is engaged. Always mesh. The second shared driven gear 34 always meshes with the fifth speed drive gear 15 of the first input shaft 4 and always meshes with the fourth speed drive gear 28 of the intermediate transmission shaft 7. The third shared driven gear 35 always meshes with the seventh speed drive gear 16 of the first input shaft 4 and always meshes with the sixth speed drive gear 29 of the intermediate transmission shaft 7. As described above, the first common driven gear 33 is shared as the driven gears of the third speed driving gear 14, the second speed driving gear 27, and the reverse driving gear 22, and the fifth speed driving gear 15 and the fourth speed driving gear 28 are respectively used. The second shared driven gear 34 is shared as the driven gear of the second gear, and the second shared driven gear 34 is shared as the driven gears of the seventh speed driving gear 16 and the sixth speed driving gear 29. ) Can be drastically reduced and a compact configuration can be achieved.

  The first speed drive gear 17, the third speed drive gear 14, the fifth speed drive gear 15 and the seventh speed drive gear 16 establish the first speed L, the third speed III, the fifth speed V and the seventh speed VII. Therefore, the first gear train of the present invention is configured. The second speed drive gear 27, the fourth speed drive gear 28, and the sixth speed drive gear 29 constitute the second gear train of the present invention for establishing the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI. ing. The first speed driven gear 36, the first shared driven gear 33, the second shared driven gear 34, and the third shared driven gear 35 constitute a third gear train in the present invention.

  In the power transmission device 1A having the above-described configuration, the setting of each gear position and the power transmission path will be described. The power transmission device 1 </ b> A can travel by driving the engine 2 by switching connection / disconnection between the first clutch 9 and the second clutch 10 when driving force is supplied from the engine 2. Further, the power transmission device 1 </ b> A can travel by driving the electric motor 3 by separating the second input shaft 5 and the engine power shaft 12 by the second clutch 10. By connecting the second input shaft 5 and the engine power shaft 12 by the second clutch 10, the driving force of the electric motor 3 can be added to the driving force of the engine 2 or regeneration during braking can be performed. The following describes the seven shift stages (first speed L to seventh speed VII) and the reverse range R in the forward range.

  The first speed L, the third speed III, the fifth speed V, and the seventh speed VII can be obtained by rotationally driving the first input shaft 4. That is, the first clutch 9 is connected and operated with the second clutch 10 disconnected, and the first input shaft 4 is connected to the engine power shaft 12. Thereby, the rotational driving force of the engine 2 is transmitted from the engine power shaft 12 to the first input shaft 4. Then, the first connecting means 18 or the second connecting means 19 is operated according to each vehicle speed stage, the gears constituting each vehicle speed stage are connected to the first input shaft 4, and the rotational driving force is transmitted to the output shaft 8. Let At the first speed L, the first connecting means 18 and the second connecting means 19 are in the neutral position, and the first speed drive gear 17 provided on the first input shaft 4 and the first speed driven gear meshing therewith. 36, the rotational driving force is transmitted to the output shaft 8 by the one-way clutch 37. Thereby, the driving force by each vehicle speed stage is output via the final reduction drive gear 32.

  The second speed stage II, the fourth speed stage IV, and the sixth speed stage VI can be obtained by rotationally driving the intermediate transmission shaft 7 via the auxiliary shaft 6. When traveling by driving the engine 2, the second clutch 10 is connected and operated, and the idle gear 21 of the auxiliary shaft 6 is rotated via the second input shaft 5. When traveling by driving the electric motor 3, the second clutch 10 is disengaged and the idle gear 21 of the countershaft 6 is rotated. And according to each vehicle speed stage, the 4th connection means 30 or the 5th connection means 31 is operated, the gear which comprises each vehicle speed stage is connected with the intermediate transmission shaft 7, and rotational drive force is transmitted to the output shaft 8. .

  In the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI, the so-called assist travel mode is selected in which the second clutch 10 is engaged and the driving force of the motor 3 is added to the driving force of the engine 2. Alternatively, power generation by the electric motor 3 can be performed in a traveling state by the driving force of the engine 2. Furthermore, when the vehicle 2 is decelerated from the traveling state by the driving force of the engine 2, the second clutch 10 can be disconnected and efficient regeneration by the electric motor 3 can be performed.

  The reverse range R can be obtained by rotationally driving the intermediate transmission shaft 7 via the auxiliary shaft 6. And it sets by operating the 3rd connection means 23 and connecting the reverse drive gear 22 to the countershaft 6. FIG. The rotation transmitted to the idle gear 21 is transmitted to the output shaft 8 via the reverse drive gear 22 and the first shared driven gear 33 meshing with the reverse drive gear 22. As a result, the driving force by the reverse range R is output via the final reduction drive gear 32.

  In FIG. 1, the second connecting gear 25 is provided on the motor power shaft 24 of the electric motor 3 and the power of the electric motor 3 is input to the idle gear 21 of the auxiliary shaft 6. However, the present invention is not limited to this. For example, the motor power shaft 24 of the electric motor 3 may be integrally connected to the auxiliary shaft 6 so as to be integrated therewith.

  Moreover, as a 2nd Embodiment of this invention, it can comprise as shown in FIG. The power transmission device 1B according to the second embodiment is a modification of the power transmission device 1A according to the first embodiment. The first input shaft 4 includes a second speed drive gear 38, a fourth speed drive gear 39, and 6; A fast drive gear 40 is provided. The second input shaft 5 is provided with a seventh speed drive gear 41 (the drive gear for the highest speed stage), and the intermediate transmission shaft 7 is provided with a first speed drive gear 42, a third speed drive gear 43, and a fifth speed. A drive gear 44 is provided. Also with the power transmission device 1B configured as described above, it is possible to obtain the same effect as that of the power transmission device 1A according to the first embodiment described above.

  Moreover, as a 3rd Embodiment of this invention, it can comprise as shown in FIG. Unlike the power transmission device 1A in the first embodiment, the power transmission device 1C in the third embodiment is configured to obtain six shift stages (first speed L to sixth speed VI) in the forward range. Is. In this power transmission device 1 </ b> C, the connection gear 45 provided on the intermediate transmission shaft 7 meshes with the idle gear 46 provided on the auxiliary shaft 6. The rotational speed of the transmission shaft 7 is set to be larger than that of the first input shaft 4. In a hybrid vehicle including the engine 2 and the electric motor 3, the electric motor 3 can be downsized by increasing the reduction ratio of the output shaft 8 to the motor power shaft 24 of the electric motor 3. For this reason, it is preferable to make the rotation speed of the motor power shaft 24 larger than the rotation speed of the first input shaft 4 by the engine 2. Therefore, by setting the rotation speed of the intermediate transmission shaft 7 to be larger than that of the first input shaft 4 and taking a large reduction ratio, the motor 3 can be reduced in size and can be configured compactly and at low cost. it can.

  Furthermore, in the power transmission device 1B (see FIG. 2) of the second embodiment, the intermediate transmission shaft 7 is set so that the rotational speed is smaller than that of the first input shaft 4. On the other hand, as shown in FIG. 3, the power transmission device 1 </ b> C in the third embodiment is set so that the rotational speed of the intermediate transmission shaft 7 is larger than that of the first input shaft 4. The power can be transmitted to the intermediate transmission shaft 7 simply by providing the single idle gear 46, and the shaft length of the auxiliary shaft 6 and the number of gears can be reduced.

  Moreover, as a 4th Embodiment of this invention, it can comprise as shown in FIG. The power transmission device 1D according to the fourth embodiment can obtain eight shift speeds (1st speed L to 8th speed VIII) in the forward range. In the power transmission device 1D, the first input shaft 4 is provided with a second speed drive gear 47, a fourth speed drive gear 48, a sixth speed drive gear 49, and an eighth speed drive gear 50. A first speed drive gear 51, a third speed drive gear 52, a fifth speed drive gear 53, and a seventh speed drive gear 54 are provided. In particular, the power transmission device 1D is provided with four shared driven gears 55, 56, 57, and 58 in order from the right in FIG. 4 on the output shaft 8, so that a relatively large number of gears such as eight gears can be established. However, the number of gears can be reduced and the configuration can be made extremely compact.

  Next, a power transmission device 60A according to a fifth embodiment of the present invention will be described with reference to FIG. The power transmission device 60A includes an engine 61 (internal combustion engine), a first electric motor 62, and a second electric motor 63 as driving sources, and includes a first input shaft 64, a second input shaft 65, a sub shaft 66, and an intermediate transmission. A shaft 67 and an output shaft 68 are provided. Further, from the engine 61, an input side transmission shaft 70 provided integrally with an engine power shaft 69 (input side transmission shaft) extends. The input side transmission shaft 70 is provided with a hollow first input shaft 64 and a hollow second input shaft 65. Further, a first clutch 71 is provided on the engine 61 side, and a second clutch 72 is provided on the opposite side.

  A second electric motor 63 is provided on the outer periphery of the first clutch 71. That is, the stator 63a of the second electric motor 63 is disposed on the outermost periphery, and the first clutch 71 is accommodated in the rotor 63b on the inner side. Then, the first input shaft 64 rotates integrally with the rotor 63b of the second electric motor 63. By providing the second electric motor 63 on the outer periphery of the first clutch 71, a compact configuration can be achieved.

  The first input shaft 64 is connected to and disconnected from the input-side transmission shaft 70 by the operation of the first clutch 71. On the first input shaft 64, a third speed drive gear 73, a fifth speed drive gear 74, and a first speed drive gear 75 are all arranged in order from the right side in FIG. 5 so as to be rotatable with respect to the first input shaft 64. Has been. The first speed drive gear 75 is connected to the first input shaft 64 via a one-way clutch 76. The third speed drive gear 73 and the fifth speed drive gear 74 are switched and connected to the first input shaft 64 by first connection means 77 (synchromesh mechanism) operated by hydraulic pressure. The first connecting means 77 connects either the third speed driving gear 73 or the fifth speed driving gear 74 to the first input shaft 64, but the third speed driving gear 73, the fifth speed driving gear 74, or the like in the neutral position. Are separated from the first input shaft 64.

  The second input shaft 65 is connected to and disconnected from the input transmission shaft 70 by the operation of the second clutch 72. The second input shaft 65 is integrally provided with a 6-speed drive gear 78 (drive gear for the highest speed stage).

  The countershaft 66 is rotatably provided in parallel to the second input shaft 65, and is provided with an idle gear 79 and a reverse drive gear 80 so as to be rotatable. The idle gear 79 always meshes with the sixth speed drive gear 78 of the second input shaft 65. The reverse drive gear 80 is connected to and disconnected from the auxiliary shaft 66 by the second connection means 81 (synchromesh mechanism) that is operated by hydraulic pressure.

  Further, the idle gear 79 of the countershaft 66 meshes with a first connection gear 83 provided on the motor power shaft 82 of the first electric motor 62, and the input / output of the first electric motor 62 is input to the subshaft 66. Can be done. Thereby, even if the 1st electric motor 62 is provided, the full length of 60 A of power transmission devices becomes short, and is comprised compactly.

  The intermediate transmission shaft 67 is rotatably provided in parallel to the sub shaft 66. A fourth speed drive gear 84, a second speed drive gear 85, and a second connection gear 86 are disposed on the intermediate transmission shaft 67 in order from the right side in FIG. The second connecting gear 86 is provided integrally with the intermediate transmission shaft 67 and always meshes with the idle gear 79 of the auxiliary shaft 66. In FIG. 5, for convenience of explanation, the sub shaft 66 and the intermediate transmission shaft 67 are shown in plan view apart from each other, but in actuality, the sub shaft 66 and the intermediate transmission shaft 67 are on the back side of FIG. Located next to each other. Each of the 4-speed drive gear 84 and the 2-speed drive gear 85 is provided so as to be rotatable with respect to the intermediate transmission shaft 67, and is provided by third connection means 87 (synchromesh mechanism) that is operated by hydraulic pressure. The intermediate transmission shaft 67 is switched and connected. The third connecting means 87 connects either the 4-speed drive gear 84 or the 2-speed drive gear 85 to the intermediate transmission shaft 67, but in the neutral position, the third-speed drive gear 84 and the 2-speed drive gear 85 are connected to each other. Both are separated from the intermediate transmission shaft 67.

  The output shaft 68 is rotatably provided in parallel to the first input shaft 64 and the intermediate transmission shaft 67. The output shaft 68 includes a first common driven gear 88 (common gear), a final reduction drive gear 89 (final output gear), a fifth speed driven gear 90, and a second common driven gear 91 in order from the right side in FIG. (Shared gear) and 6-speed driven gear 92 are provided. The first shared driven gear 88 always meshes with the third speed drive gear 73 of the first input shaft 64 and always meshes with the fourth speed drive gear 84 of the intermediate transmission shaft 67.

  Although not shown, the final reduction drive gear 89 meshes with the final reduction driven gear of the differential gear mechanism, and drives the drive wheels of the vehicle via the differential gear mechanism. The final reduction drive gear 89 has an output shaft corresponding to the space formed between the first connecting means 77 (connecting means in the present invention) and the third connecting means 87 (other connecting means in the present invention). 68. As a result, the final reduction drive gear 89 is provided using the space formed between the first input shaft 64 and the intermediate transmission shaft 67, and the overall length can be further reduced, so that it can be configured to be lightweight and compact.

  The fifth speed driven gear 90 always meshes with the fifth speed drive gear 74 of the first input shaft 64. The second shared driven gear 91 always meshes with the first speed drive gear 75 of the first input shaft 64, always meshes with the second speed drive gear 85 of the intermediate transmission shaft 67, and further, the reverse drive gear 80 of the auxiliary shaft 66. Always mesh. The sixth speed driven gear 92 always meshes with the sixth speed drive gear 78 of the second input shaft 65. The second common driven gear 91 and the sixth speed driven gear 92 are each rotatably provided with respect to the output shaft 68, and are driven by fourth connecting means 93 (synchromesh mechanism) that is operated by hydraulic pressure. The output shaft 68 is switched and connected. The fourth connection means 93 connects one of the second shared driven gear 91 and the sixth speed driven gear 92 to the output shaft 68, but in the neutral position, the second shared driven gear 91 and the sixth speed driven gear 92 Are separated from the output shaft 68.

  In this way, the second common driven gear 91 is shared as the driven gears of the third speed driving gear 73 and the fourth speed driving gear 84, respectively, and the first speed driving gear 75, the second speed driving gear 85, and the reverse driving gear 80 are respectively used. Since the second shared driven gear 91 is shared as the driven gear, the number of parts (mainly the number of gears) can be drastically reduced and a compact configuration can be achieved.

  The first speed drive gear 75, the third speed drive gear 73, and the fifth speed drive gear 74 are the first gear train of the present invention for establishing the first speed L, the third speed III, and the fifth speed V. It is composed. The second speed drive gear 85, the fourth speed drive gear 84, and the sixth speed driven gear 92 constitute the second gear train of the present invention for establishing the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI. ing. The 5-speed driven gear 90, the 6-speed driven gear 92, the first shared driven gear 88, and the second shared driven gear 91 constitute the third gear train in the present invention.

  In the power transmission device 60A of the fifth embodiment configured as described above, the first speed stage L, the third speed stage III, and the fifth speed stage V can be obtained by rotationally driving the first input shaft 64. At this time, the first connecting means 77 or the fourth connecting means 93 is operated according to each vehicle speed stage, the gears constituting each vehicle speed stage are connected to the first input shaft 64, and the rotational driving force is applied to the output shaft 68. Communicate. At the first speed L, the first connecting means 77 is moved to the right in FIG. 5 with the first connecting means 77 in the neutral position, and the first speed drive gear 75 connected to the first input shaft 64 by the one-way clutch 76; Then, the rotational driving force is transmitted to the output shaft 68 through the second shared driven gear 91 meshing therewith.

  The second speed stage II, the fourth speed stage IV, and the sixth speed stage VI can be obtained by rotationally driving the intermediate transmission shaft 67 via the auxiliary shaft 66. At this time, the third connecting means 87 or the fourth connecting means 93 is operated according to each vehicle speed stage, the gears constituting each vehicle speed stage are connected to the intermediate transmission shaft 67, and the rotational driving force is transmitted to the output shaft 68. Let In the sixth speed VI, the fourth connecting means 93 is moved to the left in FIG. 5 with the third connecting means 87 as the neutral position, and meshed with the sixth speed driving gear 78 provided on the second input shaft 65. Rotational driving force is transmitted to the output shaft 68 through the 6-speed driven gear 92.

  In the first speed L, the third speed III, and the fifth speed V, the first clutch 71 is connected and the driving force is transmitted from the input-side transmission shaft 70 to the first input shaft 64, so that the engine 61 Can be driven by driving. At this time, the rotor 63 b of the second electric motor 63 also rotates integrally with the first input shaft 64. Therefore, the driving force of the second electric motor 63 can be added to the driving force of the engine 61, or the second electric motor 63 can generate electric power using the driving force of the engine 61. Furthermore, when the first clutch 71 is disengaged during deceleration, the engine 61 can be prevented from dragging and efficient regeneration can be performed.

  In the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI, the driving force is transmitted from the input-side transmission shaft 70 to the second input shaft 65 by connecting the second clutch 72, so that the engine 61 Can be driven by driving. At this time, the motor power shaft 82 of the first electric motor 62 also rotates integrally with the second input shaft 65 via the sixth speed drive gear 78 and the idle gear 79. Therefore, it is possible to add the driving force of the first electric motor 62 to the driving force of the engine 61, or it is possible to generate electric power by the first electric motor 62 using the driving force of the engine 61. Furthermore, when the second clutch 72 is disengaged during deceleration, dragging of the engine 61 can be prevented and efficient regeneration can be performed.

  Further, the second clutch 72 is disengaged, and the first electric motor 62 can run at the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI. At this time, if the first clutch 71 is connected and the rotation of the rotor 63b of the second electric motor 63 is input to the engine power shaft 69, the stopped engine 61 can be started. Similarly, the first clutch 71 is disengaged, and the second electric motor 63 can run at the first speed L, the third speed III, and the fifth speed V. Also in this case, the stopped engine 61 can be started by connecting the second clutch 72 and inputting the rotation of the motor power shaft 82 of the first electric motor 62 to the engine power shaft 69. Thus, since it becomes unnecessary to provide a starter, it can be configured to be lighter and more compact including the engine 2 side.

  An output difference may be provided between the two electric motors 62 and 63. For example, by making the output of the second electric motor 63 smaller than the output of the first electric motor 62, the second electric motor 63 can be made smaller and more compact.

  Moreover, it can comprise as shown in FIG. 6 as 6th Embodiment of this invention. A power transmission device 60B according to the sixth embodiment is a modification of the power transmission device 60A according to the fifth embodiment, in which the engine 61 is disposed on the second hydraulic cylinder 72 side. Further, the first input shaft 64 is provided with a second speed drive gear 94, a fourth speed drive gear 95, and a sixth speed drive gear 96. The second input shaft 65 is provided with a seventh speed drive gear 97 (the drive gear for the highest speed stage), and the first transmission gear 98, the third speed drive gear 99, and the fifth speed drive gear 100 are provided on the intermediate transmission shaft 67. Provided. Also with the power transmission device 60B configured in this way, the same effect as the power transmission device 60A in the fifth embodiment described above can be obtained.

  1A, 1B, 1C, 1D, 60A, 60B ... power transmission device, 2, 61 ... engine (internal combustion engine), 3 ... electric motor, 4,64 ... first input shaft, 5,65 ... second input shaft, 6, 66 ... sub shaft, 7, 67 ... intermediate transmission shaft, 8, 68 ... output shaft, 9, 71 ... first clutch, 10, 72 ... second clutch, 12, 69 ... engine power shaft (input side transmission shaft), 21, 46 ... idle gear, 33, 34, 35, 55, 56, 57, 58, 88, 91 ... shared driven gear (shared gear), 41 ... 7 speed drive gear (drive gear for the highest speed stage), 62 ... 1st electric motor, 63 ... 2nd electric motor, 70 ... Input side transmission shaft, 77 ... 1st connection means (connection means), 78 ... 6 speed drive gear (drive gear for the highest speed stage), 87 ... 1st 3 connection means (other connection means), 89... Final reduction drive gear (final output gear), 97. Dynamic gear (drive gear for the highest speed stage).

Claims (8)

  1. A power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor,
    An input side transmission shaft for inputting the power of the internal combustion engine, a first input shaft detachably connected to the input side transmission shaft via a first clutch, and a separation from the input side transmission shaft via a second clutch A second input shaft that is freely connected, a secondary shaft that has an idle gear that transmits rotation of the second input shaft and is disposed in parallel to the second input shaft, and parallel to the second input shaft An intermediate transmission shaft connected to the auxiliary shaft through the idle gear, an output shaft arranged in parallel to the first input shaft and the intermediate transmission shaft, and the first input shaft. A first gear train that establishes a plurality of shift speeds, a second gear train that is provided on the intermediate transmission shaft and is connected to the idle gear to establish a plurality of shift speeds different from the first gear train, and the output shaft And a third gear that is provided with a rotation transmitted from the first gear train and the second gear train With columns,
    A power transmission device for a hybrid vehicle, wherein the power of the electric motor is input to the auxiliary shaft.
  2.   The third gear train of the output shaft is shared at least two times when the driving force input from the first input shaft is transmitted and when the driving force input from the second input shaft is transmitted. The power transmission device for a hybrid vehicle according to claim 1, further comprising a gear.
  3.   3. The power transmission device for a hybrid vehicle according to claim 1, wherein the intermediate transmission shaft is set to have a rotational speed larger than that of the first input shaft.
  4.   4. The method according to claim 1, wherein the second input shaft includes a drive gear for the highest speed stage, and the drive gear is connected to both the intermediate transmission shaft and the output shaft. A power transmission device for a hybrid vehicle according to the item.
  5.   The first input shaft and the second input shaft are formed to be hollow and disposed on an outer periphery between one end and the other end of the input side transmission shaft, and the first clutch is connected to the input side transmission shaft. The second clutch is provided on the other end side of the input-side transmission shaft, and the input-side transmission shaft is input with power of the internal combustion engine from one end or the other end thereof. 5. The power transmission device for a hybrid vehicle according to claim 1, wherein a second electric motor that inputs power to the first input shaft is provided outside the first clutch. 6. .
  6. The first input shaft includes a plurality of gears that establish a plurality of shift speeds, and connection means for switching and connecting each gear to the first input shaft,
    The intermediate transmission shaft includes a plurality of gears that establish a plurality of shift speeds, and other connection means for switching and connecting each gear to the intermediate transmission shaft,
    6. The power transmission device for a hybrid vehicle according to claim 5, wherein the output shaft includes a final-stage output gear that outputs to a driving wheel of the vehicle at a position corresponding to the connection means and the other connection means. .
  7.   The internal combustion engine is disconnected by the first clutch and the second clutch, and the power of either the first electric motor that inputs power to the auxiliary shaft or the second electric motor that inputs power to the first input shaft. 7. The power transmission device for a hybrid vehicle according to claim 5, wherein when the vehicle is run, the internal combustion engine is started by the other electric motor and regenerated by the electric motor.
  8.   8. The power transmission device for a hybrid vehicle according to claim 5, wherein one output of the first electric motor and the second electric motor is smaller than the other. 9.
JP2009004420A 2009-01-13 2009-01-13 Power transmission device for hybrid vehicle Granted JP2010162924A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009004420A JP2010162924A (en) 2009-01-13 2009-01-13 Power transmission device for hybrid vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009004420A JP2010162924A (en) 2009-01-13 2009-01-13 Power transmission device for hybrid vehicle

Publications (1)

Publication Number Publication Date
JP2010162924A true JP2010162924A (en) 2010-07-29

Family

ID=42579464

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009004420A Granted JP2010162924A (en) 2009-01-13 2009-01-13 Power transmission device for hybrid vehicle

Country Status (1)

Country Link
JP (1) JP2010162924A (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2495160A (en) * 2011-07-11 2013-04-03 Xtrac Ltd Automated manual transmission for a hybrid vehicle
JP2014114954A (en) * 2012-12-10 2014-06-26 Hyundai Motor Company Co Ltd Double clutch transmission
CN105584350A (en) * 2014-11-12 2016-05-18 现代自动车株式会社 Transmission for hybrid vehicle
DE102015224208B3 (en) * 2015-12-03 2017-05-18 Schaeffler Technologies AG & Co. KG Hybrid transmission for a vehicle and vehicle with the hybrid transmission
DE102016225236A1 (en) * 2016-12-16 2018-07-05 Volkswagen Aktiengesellschaft Hybrid powertrain for a motor vehicle, hybrid vehicle and method of operation thereof
DE102017201175A1 (en) 2017-01-25 2018-07-26 Volkswagen Aktiengesellschaft Hybrid drive system for a motor vehicle
DE102017201174A1 (en) 2017-01-25 2018-07-26 Volkswagen Aktiengesellschaft Hybrid drive system for a motor vehicle
DE102017209765A1 (en) * 2017-06-09 2018-12-13 Volkswagen Aktiengesellschaft Drive train and operating method for a hybrid vehicle with a forward-freewheeling gear
DE102018124633A1 (en) * 2018-10-05 2020-04-09 Technische Universität Darmstadt Hybrid drive device for a motor vehicle

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2495160A (en) * 2011-07-11 2013-04-03 Xtrac Ltd Automated manual transmission for a hybrid vehicle
US9358873B2 (en) 2011-07-11 2016-06-07 Xtrac Limited Vehicle transmission system and vehicle drive system comprising the same
JP2014114954A (en) * 2012-12-10 2014-06-26 Hyundai Motor Company Co Ltd Double clutch transmission
US9341239B2 (en) 2012-12-10 2016-05-17 Hyundai Motor Company Double clutch transmission
CN105584350A (en) * 2014-11-12 2016-05-18 现代自动车株式会社 Transmission for hybrid vehicle
US10274050B2 (en) 2014-11-12 2019-04-30 Hyundai Motor Company Transmission for hybrid vehicle
DE102015224208B3 (en) * 2015-12-03 2017-05-18 Schaeffler Technologies AG & Co. KG Hybrid transmission for a vehicle and vehicle with the hybrid transmission
DE102016225236A1 (en) * 2016-12-16 2018-07-05 Volkswagen Aktiengesellschaft Hybrid powertrain for a motor vehicle, hybrid vehicle and method of operation thereof
DE102017201175A1 (en) 2017-01-25 2018-07-26 Volkswagen Aktiengesellschaft Hybrid drive system for a motor vehicle
DE102017201174A1 (en) 2017-01-25 2018-07-26 Volkswagen Aktiengesellschaft Hybrid drive system for a motor vehicle
DE102017209765A1 (en) * 2017-06-09 2018-12-13 Volkswagen Aktiengesellschaft Drive train and operating method for a hybrid vehicle with a forward-freewheeling gear
DE102018124633A1 (en) * 2018-10-05 2020-04-09 Technische Universität Darmstadt Hybrid drive device for a motor vehicle

Similar Documents

Publication Publication Date Title
RU2653904C2 (en) Method of management of a hybrid power transmission, vehicle and electronic device for hybrid power transmission control
JP5786051B2 (en) hybrid vehicle
RU2653723C2 (en) Method of management of a hybrid power transmission for optimization of fuel consumption, vehicle and electronic device for hybrid power transmission control
CN104540699B (en) Hybrid drive system, hybrid vehicle for motor vehicle and application thereof
CN102161310B (en) Drive system, in particular for a motor vehicle
JP5843863B2 (en) Countershaft type dual clutch transmission
JP5648428B2 (en) Transmission device for hybrid vehicle
JP4274210B2 (en) Output shaft reduction type dual clutch transmission
DE102009055885B4 (en) Hybrid powertrain and dual clutch transmission
DE102010004140B4 (en) Hybrid powertrain and dual clutch transmission
KR101588775B1 (en) Power transmission apparatus for vehicle
EP2686187B1 (en) Manual transmission of a hybrid drive for a motor vehicle
JP4285571B2 (en) Vehicle drive device
JP4942212B2 (en) Hybrid power unit
US8677860B2 (en) Transmission
JP5312242B2 (en) Transmission
JP5495247B2 (en) Automatic transmission for vehicles
JP4822891B2 (en) Gear transmission
US8523734B2 (en) Multi-mode hybrid transmission
WO2012073651A1 (en) Hybrid drive apparatus
DE102004032498B4 (en) Double clutch
KR101847312B1 (en) Automatic transmission
JP2012519617A (en) Power transmission device for hybrid vehicle
JP5734287B2 (en) Twin clutch transmission
JP6517865B2 (en) Hybrid transmission for motor vehicles