JP2012201117A - Transmission of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel economy by enabling a smooth speed change and enabling the stop and start of an engine during motor running.SOLUTION: A transmission of a hybrid vehicle including the engine 10 and an electric motor 39 as traveling drive sources includes: a clutch 2 that is connected to a driving shaft 11 of the engine 10; a power transmission shaft 3 that is connected to the clutch 2 and to which power from the engine 10 is transmitted via the clutch 2; a first input shaft 4 that includes speed change gears 31, 33, 35 and 37 for odd stages; a second input shaft 5 that includes speed change gears 32, 34, 36 for even stages; a switching mechanism 8 that selectively connects either of the first and second input shafts 4 and 5 to the power transmission shaft 3; and a drive shaft 21 that is selectively to the speed change gears 31-37 for the respective steed change stages and to which the power is transmitted via the speed change gears 31-37. The electric motor 39 can transmit the power to the speed change gears 32, 34, 36 for the even stages.

Description

  The present invention relates to a transmission used for a hybrid vehicle.

  In a hybrid vehicle including an engine and an electric motor, a vehicle capable of traveling by driving the engine and the electric motor independently has been developed. In such a hybrid vehicle, for example, it is controlled to run with an electric motor when starting or at a low speed and to run with an engine at a high speed, and when high output is required, both the engine and the electric motor are driven. Controlled. In addition, the electric motor is used as a power regeneration generator during deceleration or the like, and is also used as an engine starter motor.

The transmission used in the hybrid vehicle including the engine and the electric motor as described above is required to be able to selectively connect two drive sources to the output shaft. Furthermore, it is desirable for the vehicle to smoothly switch the gear position.
Therefore, for example, a plurality of shift stages are divided into odd and even stages, and a first input shaft connected to the odd stages and a second input shaft connected to the even stages are provided. Has been developed that can be selectively connected to the first input shaft and the second input shaft, and further has a structure in which a motor can be connected to the first input shaft (Patent Document 1).

JP 2009-292215 A

  However, in the transmission device of Patent Document 1 described above, when the power switching mechanism is switched, the rotational speed of the engine is controlled and synchronized. Therefore, when the engine is stopped, the rotation cannot be synchronized and smooth transmission is possible. Becomes difficult. Therefore, in the vehicle provided with the transmission of Patent Document 1, the engine cannot be stopped during traveling, and it becomes difficult to improve fuel consumption compared to a hybrid vehicle that can stop the engine during traveling by the motor. Have the following problems.

  The present invention has been made to solve such problems, and its object is to be used in a hybrid vehicle equipped with an engine and a motor as a travel drive source, enabling smooth gear shifting, An object of the present invention is to provide a transmission for a hybrid vehicle that can stop and start the engine during traveling by a motor and improve fuel efficiency.

  In order to achieve the above object, the invention of claim 1 is a transmission for a hybrid vehicle having an engine and a motor as a travel drive source, the clutch connected to the drive shaft of the engine, the clutch connected to the clutch, A power transmission shaft through which power is transmitted from the engine via a clutch; a first input shaft provided with a transmission gear of a first group of the plurality of transmission stages divided into two groups; A second input shaft provided with a transmission gear of a second group of the plurality of shift speeds, and one of the first input shaft and the second input shaft is selectively used as a power transmission shaft Is connected to the switching means connected to the first gear and the gears of the first group and the second group of gears, and power is transmitted from the first input shaft or the second input shaft via the gears. Power transmitted to the drive wheels Comprising an output shaft for the motor is characterized in that power is configured to be transmitted to the first group and one gear of the one group gear of the second group.

The invention according to claim 2 is characterized in that, in claim 1, one of the first group and the second group is an odd-numbered shift stage, and the other is an even-numbered shift stage.
According to a third aspect of the present invention, in the first or second aspect, the first group transmission gear and the second group transmission gear are combined in the axial direction of the first input shaft and the second input shaft, respectively. And the switching means is arranged between the first group of transmission gears and the second group of transmission gears.

  According to a fourth aspect of the present invention, in any one of the first to third aspects, the second input shaft is formed in a hollow shape, and the power transmission shaft is inserted into the second input shaft. It is characterized by being arranged.

  According to the hybrid vehicle transmission of the first aspect of the present invention, by switching the switching means, the engine to the output shaft via the transmission gear of one of the first group and the second group. Since the power can be transmitted, the engine can travel by transmitting the power to the output shaft at any of the two speeds of the two groups. Further, the motor is allowed to travel by transmitting power to the output shaft at the second group of gear positions.

  Since a clutch is provided between the engine and the power transmission shaft, the clutch can be disengaged to enable the motor to run with the engine stopped, and the clutch can be synchronized with the rotation when the switching means is switched. Can be performed. Therefore, when the motor is running, the engine can be started from a stopped state, and the clutch can be connected to smoothly shift to running by the engine. As a result, the engine can be stopped and started during traveling by the motor, and fuel consumption can be improved.

Further, since the switching means is connected to either the first input shaft or the second input shaft with respect to the power transmission shaft, the transmission gear of a group other than the transmission gear connected when the engine is running and The input shaft is not driven, and power loss in the transmission can be suppressed, thereby improving fuel efficiency.
According to the hybrid vehicle transmission device of claim 2 of the present invention, the first group and the second group are divided into odd-numbered shift stages and even-numbered shift stages. When shifting from the state where the engine is running at the shift stage to the previous or subsequent shift stage, the shift means is always switched to shift to the shift stage of the other group. Therefore, it is possible to perform a pre-shift that connects the next target shift stage before cutting the shift stage. Then, after performing pre-shifting in this manner, the shifting can be performed by switching the switching means. Therefore, if the synchronizing function in the switching means is ensured, the synchronizing function in the transmission gear of each gear stage can be simplified. The cost of parts in the entire transmission can be reduced.

In the hybrid vehicle transmission according to claim 3 of the present invention, the switching means is disposed between the first group of transmission gears and the second group of transmission gears. As the synchronizing means, the same synchronizing means as that normally used for the transmission gear can be used, and the cost of the switching means can be suppressed.
According to the hybrid vehicle transmission of claim 4 of the present invention, since the power transmission shaft is arranged to be inserted into the second input shaft, the axial dimension of the entire input shaft can be suppressed. Therefore, it is possible to reduce the size of the transmission.

It is a schematic diagram of the transmission part of the transmission which concerns on the 1st Embodiment of this invention. It is explanatory drawing which shows the transmission state of the motive power at the time of the engine starting by an electric motor, and the time of the electric power generation in a stop. It is explanatory drawing which shows the transmission state of the motive power at the time of driving | running | working only by an electric motor. It is explanatory drawing which shows the transmission state of the motive power at the time of driving | running | working only by an engine. It is explanatory drawing which shows the transmission state of the motive power at the time of the drive assist by the electric motor during driving | running | working with an engine, and the time of power regeneration. It is a schematic diagram of the transmission part of the transmission of the hybrid vehicle which concerns on the 2nd Embodiment of this invention. It is a schematic diagram of the transmission part of the transmission of the hybrid vehicle which concerns on the 3rd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
The present invention is applied to a hybrid vehicle including the engine 10 and the electric motor 39 as a travel drive source.
FIG. 1 is a schematic diagram of a transmission unit 1 of a transmission according to a first embodiment of the present invention.
As shown in FIG. 1, the transmission unit 1 is switched between one clutch 2, one power transmission shaft 3, two input shafts 4, 5, and two auxiliary shafts 6, 7. And a mechanism 8 (switching means).

  The power transmission shaft 3 is transmitted with power from the drive shaft 11 of the engine 10 via the clutch 2 at one end, and a switching mechanism 8 is connected to the other end. The first input shaft 4 is disposed coaxially with the power transmission shaft 3 on the opposite side of the engine 10 across the switching mechanism 8, and the end on the engine 10 side is connected to the switching mechanism 8. The second input shaft 5 is formed in a hollow shape, the power transmission shaft 3 is inserted therein and is arranged coaxially with the power transmission shaft 3, and a switching mechanism 8 is provided at the end opposite to the engine 10. It is connected.

The switching mechanism 8 has a function of transmitting power by selectively connecting the first input shaft 4 and the second input shaft 5 to the power transmission shaft 3.
The first auxiliary shaft 6 and the second auxiliary shaft 7 are disposed so as to be separated from the power transmission shaft 3, the first input shaft 4, and the second input shaft 5 so that their axes are parallel to each other. The power can be transmitted to a traveling drive wheel (not shown) via the differential 20 and the drive shaft 21 (output shaft).

A first speed fixed gear 31 a and third and fifth speed fixed gears 33 a are fixed to the first input shaft 4 so as to rotate together with the first input shaft 4. A second speed fixed gear 32 a and a fourth speed and a sixth speed fixed gear 34 a are fixed to the second input shaft 5 so as to rotate integrally with the second input shaft 5.
The first countershaft 6 includes a first-speed idle gear 31b, a second-speed idle gear 32b, a fifth-speed idle gear 35b, and a sixth-speed idle gear 36b. It is pivotally supported relative to it. The second countershaft 7 is supported by a third-speed idler gear 33b, a fourth-speed idler gear 34b, and a reverse idler gear 37b so as to be rotatable relative to the second auxiliary shaft 7. Yes. The reverse idle gear 37b is arranged to mesh with the first-speed idle gear 31b.

  With this gear arrangement, the first-speed fixed gear 31a and the first-speed idle gear 31b constitute the first-speed gear 31, and the second-speed fixed gear 32a and the second-speed idle gear 32b are the second-speed gear. 32, and the third and fifth fixed gears 33a and the third-speed idle gear 33b constitute the third-speed gear 33, and the fourth and sixth-speed fixed gear 34a and the fourth-speed idler gear 34b. The 4-speed gear 34 is configured, and the 3-speed and 5-speed fixed gear 33a and the 5-speed idle gear 35b are configured as the 5-speed gear 35. The 4-speed and 6-speed fixed gear 34a and the 6-speed idle gear 35b are configured. The rotation gear 36b constitutes a sixth speed gear 36, and the first speed fixed gear 31a, the first speed idle gear 31b, and the reverse idle gear 37b constitute a reverse gear 37.

Further, the second-speed idler gear 32 b is configured to be able to transmit power to the drive shaft 40 of the electric motor 39 via the intermediate shaft 38.
The transmission unit 1 is provided with synchro sleeves 41, 42, 43, and 44. The synchro sleeves 41 to 44 are connected to the axis of the first countershaft 6 or the second countershaft 7 by a shift fork (not shown). Slide along. Of these, the first sync sleeve 41 and the second sync sleeve 42 are installed so as to be slidable along the axis of the first countershaft 6. The third sync sleeve 43 and the fourth sync sleeve 44 are installed so as to be slidable along the axis of the second countershaft 7.

  By sliding the sync sleeves 41 to 44, the first speed gear 31 and the fifth speed gear 35 are moved by the first sync sleeve 41, and the second speed gear 32 and the sixth speed gear 36 are moved by the second sync sleeve 42. The first countershaft 6 can be selectively connected to and disconnected from the first countershaft 6, the third synchro sleeve 43 is connected to the third gear 33 and the reverse gear 37, the fourth synchro sleeve 44 is connected to the fourth gear 34. Each can be selectively connected to the second auxiliary shaft 7.

  That is, in the transmission unit 1 of the present embodiment, the power input from the engine 10 to the power transmission shaft 3 via the clutch 2 is either the first input shaft 4 or the second input shaft 5 by the switching mechanism 8. Selectively communicate to one. The first input shaft 4 is provided with first-speed, third-speed, and fifth-speed, that is, odd-numbered (first group) speed change gears 31, 33, and 35 and a reverse gear 37. Are provided with second, fourth and sixth speed, that is, even-numbered (second group) transmission gears 32, 34 and 36. Therefore, the engine 10 can be selectively connected to the odd and even stages by the switching mechanism 8. The electric motor 39 can be selectively connected to even stages.

Each of the sync sleeves 41 to 44, the switching mechanism 8 and the clutch 2 is operated by an actuator (not shown), and the actuator is controlled based on the operation of the shift lever, the operating state of the engine 10, and the like.
Next, the operation in the transmission unit 1 and the transmission state of power in each driving situation of the hybrid vehicle will be described with reference to FIGS. 2 to 5 are explanatory diagrams showing the transmission state of power in each driving situation. FIG. 2 is a diagram showing when the electric motor 39 starts the engine and generating power while the vehicle is stopped. FIG. 4 shows the time when the engine 10 is running alone, and FIG. 5 shows the time when the electric motor 39 is driving and driving when the engine 10 is running. 2 to 5, the power transmission path in the transmission unit 1 is indicated by a thick line.

  When the engine is started by the electric motor 39 and when the vehicle is stopped, the switching mechanism 8 is operated so that the power transmission shaft 3 and the second input shaft 5 are connected, and the clutch 2 is connected. Further, the operation of the synchro sleeves 42 and 44 is controlled so that the second speed gear 32, the fourth speed gear 34 and the sixth speed gear 36 are not connected to the auxiliary shafts 6 and 7, respectively. As a result, as shown in FIG. 2, when the engine is started, the engine 10 is passed from the electric motor 39 via the intermediate shaft 38, the second gear 32, the second input shaft 5, the switching mechanism 8, the power transmission shaft 3, and the clutch 2. The power is transmitted to the engine 10 and the engine 10 is driven by the electric motor 39. During power generation while the vehicle is stopped, power is transmitted in the direction opposite to that when the engine is started. From the engine 10, the clutch 2, the power transmission shaft 3, the switching mechanism 8, the second input shaft 5, the second speed gear 32, and the intermediate shaft 38 are transmitted. Power is transmitted to the electric motor 39 through the electric motor 39, and the electric motor 39 is driven by the engine 10 to generate electric power.

  When traveling with only the electric motor 39, the switching mechanism 8 is operated so that the power transmission shaft 3 is not connected to the second input shaft 5. The sync sleeve 42 is connected so that the selected transmission gear of the second gear 32, the fourth gear 34, and the sixth gear 36 is connected to the first counter shaft 6 or the second counter shaft 7. , 44 by controlling the operation of the even-numbered transmission gears 32, 34, 36 selected from the electric motor 39, the first countershaft 6 or the second countershaft 7, and the differential 20 to the drive shaft 21. Power is transmitted and the drive shaft 21 is driven by the electric motor 39. FIG. 3 shows a power transmission path when the second speed gear 32 is connected as an example. In the present embodiment, it is possible to shift to only the second speed, the fourth speed, and the sixth speed when traveling only by the electric motor 39. Usually, the maximum rotational speed of the electric motor 39 is significantly larger than the maximum rotational speed of the engine 10. Since it is large, even if it is not possible to select 1st speed, 3rd speed, and 5th speed, it is possible to respond sufficiently.

  When traveling only by the engine 10, the synchro sleeves 41 to 44 are operated so as to be connected to the transmission gears 31 to 37 selected from any one of the first to sixth gears and the reverse gear, and the odd-numbered and reverse gears 31, 33, When the transmission gears 35, 37 are connected, the power transmission shaft 3 and the first input shaft 4 are connected, and when the even-numbered transmission gears 32, 34, 36 are connected, the power transmission shaft 3 and the second input shaft 4 are connected. The switching mechanism 8 is operated so that the input shaft 5 is connected. Then, by connecting the clutch 2, the engine 10, the clutch 2, the power transmission shaft 3, the switching mechanism 8, the first input shaft 4 or the second input shaft 5, the selected transmission gears 31 to 37, the first Power is transmitted to the first counter shaft 6 or the second counter shaft 7, the differential 20, and the drive shaft 21, and the drive shaft 21 is driven by the engine 10. FIG. 4 shows a power transmission path when the third speed gear 33 is connected as an example.

  During driving assist by the electric motor 39 during traveling by the engine 10, the selected transmission gears 31 to 36, the switching mechanism 8 and the clutch 2 are connected as in the case of traveling by the engine 10 only, and the gear shifting selected from the even stages is performed. The gears 32, 34, and 36 are connected. Thus, power is transmitted from the engine 10 to the drive shaft 21 via the clutch 2, the power transmission shaft 3, the switching mechanism 8, the selected transmission gears 31 to 36, the first countershaft 6 or the second countershaft 7. The drive shaft 21 is driven by the engine 10, and the drive shaft 21 is connected via the even-numbered speed change gears 32, 34, 36 selected from the electric motor 39, the first countershaft 6 or the second countershaft 7. Power is transmitted to. FIG. 5 shows a power transmission path when the engine 10 and the electric motor 39 are both connected to the sixth gear 36 as an example.

  At the time of power regeneration, the switching mechanism 8 and the like are connected in the same manner as during driving assist by the electric motor 39 during traveling by the engine 10. As a result, when the drive shaft 21 is connected to the electric motor 39 and the drive shaft 21 is rotated by inertia traveling or traveling on a downhill, the power is supplied to the first sub shaft 6 or the second sub shaft. 7. The power is transmitted to the electric motor 39 through the even-numbered speed change gears 32, 34, 36 and the intermediate shaft 38, and the electric motor 39 is driven to generate power.

  In the present embodiment, torque is applied by the electric motor 39 at the time of shifting while the engine 10 is running to enable shifting without torque drop. For example, when shifting from the first speed to the second speed, the second speed gear 32 is connected before the first speed gear 31 is disconnected, and the drive shaft 21 is rotationally driven by the electric motor 39. Then, with the second speed gear 32 connected, the clutch 2 is disconnected, the first speed gear 31 is disconnected, and the switching mechanism 8 is switched so as to connect the power transmission shaft 3 and the second input shaft 5. The clutch 2 is connected. As a result, the power is transmitted from the electric motor 39 to the drive shaft 21 while the clutch 2 is disengaged while the engine 10 is traveling from the first speed to the second speed. And seamless gear shifting is possible.

  As described above, in this embodiment, the transmission gear is divided into odd and even stages, and the switching mechanism 8 that switches whether the output from the engine 10 is connected to the odd or even stages is provided. The electric motor 39 is connected to the even-numbered stage side, so that the electric motor 39 can be selectively connected to the even-numbered stage and the engine 10 can be selectively connected to all the shift stages. Then, by controlling the operation of the switching mechanism 8, the synchro sleeves 41 to 44 of each gear stage, and the clutch 2, as described above, the engine is started by the electric motor 39, the power is generated while the vehicle is stopped, the traveling by the electric motor 39, the engine 10, driving assistance by the electric motor 39 during traveling by the engine 10, and operation required for the hybrid vehicle such that power regeneration during traveling is possible.

  In particular, in the present embodiment, since one clutch 2 is provided between the engine 10 and the power transmission shaft 3, the clutch 2 is slip-engaged to synchronize with the engine 10, and the engine 10 smoothly supplies power. It can be transmitted to the switching mechanism 8. Therefore, it is possible to start the engine 10 while it is stopped while traveling by the electric motor 39 and smoothly shift to traveling by the engine 10. Therefore, the engine 10 can be stopped during traveling by the electric motor 39, and fuel consumption can be improved.

  Further, in this embodiment, the shift speeds are divided into two groups of odd speeds and even speeds, and are switched by the switching mechanism 8, so that the switching mechanism 8 is always switched when shifting to the front and rear speeds. To the other group. Accordingly, it is possible to perform pre-shifting to connect the target shift stage before the shift stage is disconnected at the time of shifting. Then, after performing pre-shifting in this manner, the shifting can be performed by switching the switching mechanism 8. Therefore, if the synchronizing function of the switching mechanism 8 is secured, the synchronizing function of each of the sync sleeves 41 to 44 is simplified. Accordingly, the actuator for operating the sync sleeves 41 to 44 and the operation control thereof can be simplified. Accordingly, it is possible to reduce the cost of parts in the entire transmission.

Furthermore, in this embodiment, since the output from the engine 10 is switched to either the odd-numbered stage or the even-numbered stage by the switching mechanism 8, when the engine 10 travels, the input that is not connected to the power transmission shaft 3 is input. The shafts 4 and 5 and the transmission gears associated therewith are not driven, power loss in the transmission unit 1 is suppressed, and fuel consumption can be further improved.
Further, in the present embodiment, by using the switching mechanism 8, even if the clutch 2 is reduced from two to one, the pre-shift can be performed as described above as in the double clutch transmission, so that the double clutch type Compared with the transmission, the overall size of the transmission unit 2 can be reduced and the cost can be reduced by reducing the number of clutches 2 that are relatively large parts.

  Further, as in Patent Document 1 cited as the prior art document, when the rotation synchronization of the switching mechanism 8 is performed by the rotation control of the engine 10, the rotation speed of the engine 10 is highly accurate corresponding to the rotation fluctuation of the drive shaft 21. However, in this embodiment, since rotation synchronization is performed by slip engagement of the clutch 2, rotation synchronization can be performed easily and quickly, and the shift time can be shortened.

  Further, in the case of starting from a stop, when the engine 10 is connected after the start by the electric motor 39, the slip engagement by the clutch 2 is performed in this embodiment, so that it is difficult to stop the engine. Therefore, in order to prevent the engine 10 from being stopped when the engine 10 is connected, it is not necessary to increase the size of the electric motor 39 so as to ensure torque, and the cost and mounting space of the electric motor 39 can be suppressed.

Further, since the engine 10 can start due to the slip engagement by the clutch 2, it can start even if the capacity of the battery for driving the electric motor 39 is reduced.
Further, in the present embodiment, the switching mechanism 8 is disposed between the odd-numbered transmission gears 31, 33, 35, and 37 and the even-numbered transmission gears 32, 34, and 36, so that it is used for a normal transmission. Since a synchronizer can be used, the sleeve of the switching mechanism 8 does not need to have a special shape, and an increase in cost can be suppressed.

In addition, since the second input shaft 5 is formed in a hollow shape and the power transmission shaft 3 is disposed so as to be inserted into the second input shaft 5, the axial dimensions of the input shafts 3 to 5 as a whole. Thus, the transmission unit 1 can be reduced in size.
FIG. 6 is a schematic diagram of the transmission unit 51 of the transmission according to the second embodiment of the present invention.
In the transmission unit 51 according to the second embodiment of the present invention, the switching mechanism 8 is connected to the clutch 2 outside the even-numbered transmission gears 32, 34, and 36 with respect to the transmission unit 1 according to the first embodiment. It is different in that it is placed between the two. This position is between the gears at the output side ends of the first countershaft 6 and the second countershaft 7. Therefore, the axial dimension of the transmission unit 51 can be suppressed, and the transmission unit 51 can be further downsized.

In the above embodiment, odd-numbered transmission gears 31, 33, 35, and 37 are provided on the first input shaft 4, and even-numbered transmission gears 32, 34, and 36 are provided on the second input shaft 4. However, this may be the opposite. Further, the transmission gear driven by the electric motor 39 may be on the odd number side.
Further, in the above embodiment, the present invention is applied to a hybrid vehicle in which the engine is installed horizontally.

FIG. 7 is a schematic diagram of the transmission unit 71 of the transmission according to the third embodiment of the present invention.
As shown in FIG. 7, the transmission unit 71 is arranged so that the power transmission shaft 3 and the input shafts 4, 5 extend in the vehicle front-rear direction as the engine 10 is placed vertically.
In this embodiment, the countershaft 72 which pivotally supports each idler gear 31b-37b of the transmission part 71 is one, and the differential 20 is connected to the rear end part of the countershaft 72. Different from the first embodiment. Further, a first speed fixed gear 31a, a third speed fixed gear 33a, a fifth speed fixed gear 35a and a reverse fixed gear 37a are fixed to the first input shaft 4, and a second speed fixed gear 37a is fixed to the second input shaft 5. Fixed gear 32a, fixed gear 34a for 4th speed, and fixed gear 36a for 6th speed are fixed, and fixed gears 31a-36a of each gear stage and idle gears 31b-36b corresponding to each shift gear 31-36. Is configured. The reverse gear 37 includes a reverse fixed gear 37a, a reverse intermediate gear 37c, and a reverse idle gear 37b.

  The transmission unit 71 of this embodiment also includes one clutch 2, one power transmission shaft 3, two input shafts 4, 5, and a switching mechanism 8, and a transmission gear. 31 to 37 are divided into odd-numbered stages and even-numbered stages, and the switching mechanism 8 switches whether the output from the engine 10 is connected to the odd-numbered stages or even-numbered stages, and the electric motor 39 supplies power to the transmission gears of one group. Since the transmission structure is adopted, the engine 10 can be stopped during traveling by the electric motor 39 as in the first embodiment, and fuel consumption can be improved.

DESCRIPTION OF SYMBOLS 1, 51, 71 Transmission part 2 Clutch 3 Power transmission shaft 4 1st input shaft 5 2nd input shaft 8 Switching mechanism 10 Engine 21 Drive shaft 39 Electric motor

Claims (4)

A transmission for a hybrid vehicle having an engine and a motor as a travel drive source,
A clutch connected to a drive shaft of the engine;
A power transmission shaft connected to the clutch and through which the power is transmitted from the engine;
A first input shaft provided with a shift gear of a first group of shift stages among a plurality of shift stages divided into two groups;
A second input shaft provided with a shift gear of a second group of the plurality of shift stages;
Switching means for selectively connecting one of the first input shaft and the second input shaft to the power transmission shaft;
The gears are selectively connected to the transmission gears of the first group and the second group, and the power is transmitted from the first input shaft or the second input shaft via the transmission gears. An output shaft for transmitting power to the drive wheels,
The transmission of a hybrid vehicle, wherein the motor is configured to be able to transmit power to a transmission gear of one of the first group and the second group.   2. The hybrid vehicle transmission according to claim 1, wherein one of the first group and the second group is an odd gear and the other is an even gear. 3. The first group of transmission gears and the second group of transmission gears are arranged together and arranged in the axial direction of the first input shaft and the second input shaft, respectively.
3. The hybrid vehicle transmission according to claim 1, wherein the switching unit is arranged between the first group of transmission gears and the second group of transmission gears. 4.   The said 2nd input shaft is formed in hollow shape, and the said power transmission shaft is arrange | positioned so that it may be inserted in a said 2nd input shaft, The any one of Claims 1-3 characterized by the above-mentioned. A transmission for a hybrid vehicle as described in 1.

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