JP2016210357A - Hybrid vehicle and transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide technology for improving responsiveness when reverse travel is selected and enabling electric power generation regardless of vehicle speed.SOLUTION: A hybrid vehicle comprises first and second transmission mechanisms, first and second clutches corresponding to the respective first and second transmission mechanisms, an electric motor M connected to the first transmission mechanism, and an internal combustion engine which is connected to and disconnected from the first and second transmission mechanisms by connecting and disconnecting the first and second clutches. The second transmission mechanism 20 includes a gear stage for reverse travel which outputs rotation of the internal combustion engine via a predetermined gear stage for forward travel of the first transmission mechanism 10. The first transmission mechanism makes the predetermined gear stage for forward travel unselective, and by connecting the second clutch C2, the second transmission mechanism enables reverse stage travel of the hybrid vehicle. The hybrid vehicle comprises control means by which the first clutch is connected in a state of selecting the reverse stage travel and the first transmission mechanism transmits rotation of the internal combustion engine to the electric motor to generate electric power.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as a power transmission mechanism of a hybrid vehicle, there is one that employs a dual clutch transmission (see Patent Document 1). FIG. 5 shows a skeleton diagram of an example of a dual clutch transmission A employed in a hybrid vehicle. In this case, when reverse gear traveling (reverse traveling) is performed, the clutch C1 is disengaged and the clutch C2 is engaged. Then, the intermediate shaft 27 and the connecting shaft 28 are connected by the shifter SFr, and the ring gear PGr of the planetary gear mechanism PG and the transmission case 1a are connected by the shifter SF1r. Then, the internal combustion engine Eg → clutch C2 → main shaft 21 / gear Ga → idle gear Gi → gear Gc / intermediate shaft 27 / connection shaft 28 / drive gear Gr → driven shaft Gr ′ / main shaft 11 / sun gear PGs → pinion gear PGp / carrier PGc Power transmission is performed through the path of the connecting shaft 14, the drive gear G 3 → the driven gear G 23, the counter shaft 30, the output gear Gf → the final reduction gear 2, and the reverse gear is realized.

JP2013-169830A

  In the dual clutch transmission A shown in FIG. 5, the shift position is set to R so that the driver can perform reverse travel, and then two shifters (SFr and SF1r) are operated in the transmission, so that reverse travel is possible. In some cases, the time to become longer. In addition, if power generation is attempted using the electric motor M during reverse traveling, sufficient power generation may not be performed at low vehicle speeds (for example, 12 km / h or less). That is, at low vehicle speeds, the clutch C2 is in a half-clutch state, the rotation speed of the rotor Mr of the motor M connected to the main shaft 11 is low, and it may be difficult to make the motor M capable of generating power. It was.

  Accordingly, an object of the present invention is to improve the responsiveness when reverse gear traveling is selected and to enable power generation regardless of the vehicle speed.

  According to the present invention, the first and second transmission mechanisms, the first and second clutches corresponding to the first and second transmission mechanisms, the electric motor connected to the first transmission mechanism, and the first In the hybrid vehicle including the internal combustion engine connected to and disconnected from the first and second transmission mechanisms by connecting and disconnecting the first and second clutches, the second transmission mechanism is a predetermined advance of the first transmission mechanism. A reverse gear stage that outputs the rotation of the internal combustion engine via a gear stage, and the first transmission mechanism deselects the predetermined forward gear stage and connects a second clutch, thereby The two speed change mechanism enables reverse travel of the hybrid vehicle, and the first speed change mechanism transmits the rotation of the internal combustion engine to the electric motor by connecting the first clutch with the reverse speed travel selected. Control means to generate electricity Hybrid vehicle is provided, wherein the was e.

  According to this configuration, since the reverse gear stage uses the reverse gear stage of the second speed change mechanism and deselects the gear stage of the first speed change mechanism, the number of shifters to be operated can be reduced, and the reverse speed stage The time until traveling becomes possible can be shortened. In addition, when reverse gear travel is selected, the rotation of the internal combustion engine is transmitted to the electric motor by connecting the first clutch without affecting the transmission path of the driving force by deselecting the gear position of the first transmission mechanism. Can be generated regardless of the vehicle speed, and the power generation area can be expanded.

  In the present invention, the first speed change mechanism may include an odd number of forward gears, and the second speed change mechanism may include an even number of forward gears.

  According to this configuration, since the first speed change mechanism connected to the electric motor includes the first speed stage, the first speed stage can be arranged in the electric motor, and the transmission unit can be reduced in size.

  In the present invention, the predetermined forward gear stage may be a third gear stage.

  According to this configuration, it is possible to select the third speed, which is the gear with the largest reduction ratio after the first speed, from among the odd-numbered forward gears when traveling in the reverse speed, so that the driving force required when starting the reverse speed Can be secured.

  In this invention, it is good also as providing the driven side motor connected to the said motor, and supplying the electric power generated with the said motor to the said driven side motor.

  According to this configuration, the electric power generated when reverse gear traveling is selected can be converted into another driving force via the driven motor.

  In the present invention, a first input shaft connected to the electric motor, and a first speed change mechanism that outputs the rotation of the first input shaft to the drive output shaft via one gear selected from a plurality of gears. A second input shaft, a second transmission mechanism for outputting the rotation of the second input shaft to the drive output shaft through one gear selected from a plurality of gears, an internal combustion engine, and the first input A transmission comprising: a first clutch that connects and disconnects a shaft; and a second clutch that connects and disconnects the internal combustion engine and the second input shaft. The second transmission mechanism includes a predetermined gear of the first transmission mechanism. A reverse gear stage for reverse rotation that outputs the rotation of the internal combustion engine to the drive output shaft via a stage, wherein the first speed change mechanism deselects the predetermined gear stage and connects a second clutch. The second speed change mechanism outputs a reverse rotation, During the reverse rotation, the first transmission mechanism, by connecting the first clutch, it is also possible to connect the internal combustion engine and said first input shaft.

  According to this configuration, since the reverse gear stage of the second transmission mechanism is used for reverse rotation and the gear stage of the first transmission mechanism is not selected, the number of shifters to be operated can be reduced, and reverse rotation is possible. Time to become can be shortened. In addition, when reverse rotation is selected, the gear position of the first speed change mechanism is not selected, so that the rotation of the internal combustion engine is transmitted to the motor by connecting the first clutch without affecting the transmission path of the reverse driving force. Can be generated regardless of the vehicle speed, and the power generation area can be expanded.

  In the present invention, the second speed change mechanism is further provided with an idle gear that is disposed on an idle shaft and meshes with the reverse gear, and the predetermined gear is disposed so as to be relatively rotatable with respect to the first input shaft. The reverse gear stage is disposed so as not to rotate relative to the predetermined gear stage, and is reverse-rotated via the idle gear, so that the predetermined gear can be connected to the first input shaft via a synchronization device. A reverse rotation may be transmitted to the drive output shaft through a stage.

  According to this configuration, the reverse gear stage is disposed so as not to rotate relative to the predetermined gear stage of the first transmission mechanism, and the reverse rotation is realized by releasing the engagement between the predetermined gear stage and the first input shaft. Therefore, by connecting the first clutch, it is possible to generate electric power by transmitting the rotation of the internal combustion engine to the electric motor via the first input shaft that is not in the reverse driving force transmission path.

  In the present invention, the first speed change mechanism may include an odd number of forward gears, and the second speed change mechanism may include an even number of forward gears.

  According to this configuration, since the first speed change mechanism connected to the electric motor includes the first speed stage, the first speed stage can be arranged in the electric motor, and the transmission unit can be reduced in size.

  In the present invention, the predetermined gear stage may be a third gear stage.

  According to this configuration, it is possible to select the third speed stage, which is the gear with the largest reduction ratio after the first speed stage, among the odd number of forward gear stages during the reverse rotation, so that the necessary driving force at the time of reverse start is ensured. can do.

  As described above, according to the present invention, it is possible to improve the responsiveness when reverse gear traveling (reverse rotation) is selected, and to provide a technique that enables power generation regardless of the vehicle speed.

The schematic connection block diagram of the hybrid vehicle which concerns on 1st embodiment of this invention. The skeleton figure of the transmission shown in FIG. The schematic connection block diagram of the hybrid vehicle which concerns on 2nd embodiment of this invention. The skeleton figure of the transmission which concerns on 3rd embodiment of this invention. The skeleton figure of the conventional transmission.

  FIG. 1 is a partially schematic connection configuration diagram of a drive system of a hybrid vehicle HV according to an embodiment of the present invention. The control device mounted on the hybrid vehicle HV according to the present invention is realized by, for example, an electronic control unit (ECU) that controls the entire vehicle. The hybrid vehicle HV includes at least left and right drive wheels DW connected via an internal combustion engine Eg, an electric motor (motor generator) M, a battery BT, a transmission 1, a final reduction gear 2, and a drive shaft 3. And comprising. The rotational driving force of the internal combustion engine Eg and the electric motor M is transmitted to the left and right drive wheels DW via the transmission 1, the final reduction gear 2, and the drive shaft 3. The internal combustion engine Eg is an internal combustion engine that generates a driving force for running the vehicle HV by mixing fuel with air and burning it.

  The electronic control unit ECU is not only configured as a single unit, but also, for example, an engine ECU for controlling the internal combustion engine Eg, a motor generator ECU for controlling the electric motor M, and a capacitor BT. You may comprise from several ECUs, such as battery ECU and AT ECU for controlling the transmission 1. FIG. In the following embodiments, the electronic control unit ECU will be described as controlling the internal combustion engine Eg and controlling the transmission 1, the battery BT, and the motor M.

  The electronic control unit ECU performs “control for generating power by connecting an internal combustion engine and an electric motor during reverse traveling” as control related to the present embodiment. In addition, the electronic control unit ECU performs motor independent traveling (EV traveling) using only the electric motor M as a power source, engine independent traveling using only the internal combustion engine Eg, and the internal combustion engine Eg according to the various operating conditions. Various controls can be performed, for example, control is performed so as to perform cooperative traveling or the like using both of the motors M as power sources. Further, the electronic control unit ECU performs shift control according to an accelerator pedal opening detected by an accelerator pedal opening detector (not shown) and various other known operation parameters, and controls necessary for other various operations. I do.

  Further, as is generally known in a hybrid vehicle HV, when the internal combustion engine Eg and the electric motor M are traveling together or when only the electric motor M is traveling, the electric energy of the battery BT is used to drive the vehicle HV. The electric motor M can be made to function as a motor that generates a driving force for running. Moreover, it functions also as a generator which generates electric power by regeneration of the electric motor M at the time of deceleration of the vehicle HV. During regeneration of the electric motor M, the battery BT is charged with electric power (regenerative energy) generated by the electric motor M.

<First embodiment>
FIG. 2 shows a skeleton diagram of the transmission 1 shown in FIG. 1 and a configuration around the transmission 1. In general, the driving force output from the internal combustion engine Eg or the electric motor M is transmitted to the driving shaft 3 via the transmission 1 and the final reduction gear 2, and the driving wheel DW is rotated to obtain the driving force of the hybrid vehicle. The vehicle is accelerated. Further, the braking force of the hybrid vehicle is obtained by the deceleration regeneration by the electric motor M and the brake device 4 to decelerate the vehicle.

  The internal combustion engine Eg is, for example, a gasoline engine, and clutches C1 and C2 are connected to its output shaft (crankshaft) as starting devices. The clutch C1 connects and disconnects the first transmission mechanism 10 of the transmission 1, particularly the main shaft 11 and the internal combustion engine Eg, and the clutch C2 connects and disconnects the second transmission mechanism 20 of the transmission 1, particularly the main shaft 21 and the internal combustion engine Eg. The clutches C1 and C2 employ, for example, dry friction disk clutches, but other types of friction clutches can also be employed.

  The electric motor M is, for example, a three-phase brushless motor, and includes a rotor Mr and a stator Ms. The electric motor M receives the supply of electric power stored in the battery BT via an inverter IT (not shown in FIG. 1) and outputs a driving force (power running). Also, the electric motor M functions as a generator and stores the battery via the inverter IT. Electric power is stored in BT (regeneration). A braking force can be obtained by using the rotational resistance generated in the rotor Mr during regeneration. The battery BT is a secondary battery, for example.

  In the case of this embodiment, the electric motor M is connected to the first transmission mechanism 10. Specifically, the electric motor M is disposed coaxially with the main shaft 11 (first input shaft) of the first transmission mechanism 10, and the rotor Mr of the electric motor M is fixed to the end of the main shaft 11 of the first transmission mechanism 10. The rotor Mr rotates on the same axis as the main shaft 11. For this reason, the rotational force of the main shaft 11 is always transmitted to the rotor Mr. In the present embodiment, the main shaft 11 and the rotor Mr are fixed. However, any configuration in which the rotational force of the main shaft 11 is constantly transmitted to the electric motor M can be employed.

  The final reduction gear 2 includes a differential mechanism connected to the drive shafts 3 and 3, and transmits power to and from the transmission 1 via the output gear Gf of the transmission 1. The brake device 4 is a friction-type brake device. In the example of FIG. 1, a disc brake provided with a caliper on the vehicle body side and a brake disc on the drive wheel DW or the drive shaft 3 side is assumed. However, other friction brake devices such as a drum brake can also be used.

<Configuration of transmission>
The transmission 1 is a transmission having seven forward speeds and one reverse speed, and includes a first transmission mechanism 10 and a clutch C1 that realize an odd number of forward gears, an even number of forward gears, and This is a dual clutch transmission that mainly includes a second speed change mechanism 20 and a clutch C2 that realize a reverse speed.

  The first speed change mechanism 10 includes a main shaft 11 having one end fixed to the clutch C1 and the other end fixed to the rotor Mr of the electric motor M.

  A sun gear PGs of the planetary gear mechanism PG is also fixed to the other end portion of the main shaft 11. The planetary gear mechanism PG is disposed coaxially with the main shaft 11 and supports the sun gear PGs, the ring gear PGr, the sun gear PGs, the pinion gear PGp meshing with the ring gear PGr, and the pinion gear PGp rotatably, and a carrier rotatable around the main shaft 11. PGc.

  The carrier PGc is a cylindrical body that is coaxial with the main shaft 11 and is supported by a connecting shaft 14 that is rotatably supported coaxially with the main shaft 11. A driving gear G5 for fifth speed is fixed to the connecting shaft 14, and the connecting shaft 14, the carrier PGc, the pinion gear PGp, and the driving gear G3 are coaxially rotatable with the main shaft 11 in an integrated manner. .

  The connecting shafts 12 and 13 are cylindrical bodies coaxial with the main shaft 11 and are supported coaxially with the main shaft 11 so as to be relatively rotatable. A driving gear (3rd gear stage) G3 for the third speed is fixed to the connecting shaft 12, and a driving gear G7 for the seventh speed is fixed to the connecting shaft 13, respectively. The connecting shaft 12, the driving gear G3, and the connecting shaft are fixed. 13 and the drive gear G7 are respectively rotatable on the same axis as the main shaft 11 so as to be integrally rotatable. A driven gear Gr 'that is always meshed with the reverse drive gear Gr (reverse gear, reverse rotation reverse gear) is fixed to the drive gear G3 so as not to be relatively rotatable.

  The first-speed shifter SF1 connects / releases the ring gear PGr of the planetary gear mechanism PG and the transmission case 1a. The fifth and seventh speed shifters SF57 connect / release the main shaft 11 and the connecting shaft 14 (drive gear G5), and connect / release the main shaft 11 and the connecting shaft 13 (drive gear G7). The third-speed shifter SF3 connects / releases the main shaft 11 and the connecting shaft 12 (drive gear G3). These shifters are engaging mechanisms such as a dog clutch or a brake having a synchronizer.

  The second speed change mechanism 20 is a cylindrical body that is coaxial with the main shaft 11, and includes a main shaft 21 (second input shaft) that is rotatably supported coaxially with the main shaft 11. A clutch C2 is fixed to one end of the main shaft 21, and a gear Ga is fixed to the other end.

  The second transmission mechanism 20 also includes an idle shaft 26 and an intermediate shaft 22 that are rotatably provided in parallel with the main shaft 11. An idle gear Gi that always meshes with the gear Ga is fixed to the idle shaft 26. A gear Gb that always meshes with the idle gear Gi is fixed to the intermediate shaft 22.

  The connecting shafts 23 to 25 are cylindrical bodies coaxial with the intermediate shaft 22, and are rotatably supported coaxially with the intermediate shaft 22. The connecting shaft 23 has a driving gear G2 for second speed and a parking gear Gp constituting a parking lock mechanism, the connecting shaft 24 has a driving gear G6 for sixth speed, and the connecting shaft 25 has a driving gear G4 for fourth speed. Are fixed to each other, and are respectively rotatable coaxially with the intermediate shaft 22.

  The shift gear SF46 for 4th and 6th speeds connects / releases the intermediate shaft 22 and the connecting shaft 25 (drive gear G4), and connects / releases the intermediate shaft 22 and the connecting shaft 24 (drive gear G6). The shifter SF2 for the second speed connects / releases the intermediate shaft 22 and the connecting shaft 23 (drive gear G2). These shifters are engaging mechanisms such as a dog clutch provided with a synchronization device.

  The second transmission mechanism 20 also includes an intermediate shaft 27 that is rotatably provided in parallel with the main shaft 11. A gear Gc that always meshes with the reverse rotation gear Gi is fixed to the intermediate shaft 27. The connecting shaft 28 is a cylindrical body that is coaxial with the intermediate shaft 27 and is rotatably supported on the same axis as the intermediate shaft 27. A driving gear Gr (reverse gear stage, reverse rotation reverse gear stage) is fixed to the connecting shaft 28. The reverse shifter SFr connects / releases the intermediate shaft 27 and the connecting shaft 28 (drive gear Gr). This shifter SFr is an engagement mechanism such as a dog clutch.

  The transmission 1 includes a counter shaft (drive output shaft) 30 that is rotatably provided in parallel with the main shaft 11. The counter shaft 30 includes an output gear Gf that always meshes with the differential mechanism of the final reduction gear 2, a driven gear G45 for 4th and 5th speed, a driven gear G67 for 6th and 7th speed, and a second speed and 3rd speed. The driven gear G23 for speed is fixed.

  The driven gear G45 always meshes with the drive gears G4 and G5. The driven gear G67 is always meshed with the drive gears G6 and G7. The driven gear 23 is always meshed with the drive gears G2 and G3.

  The aspect at the time of each gear stage selection of the transmission 1 having such a configuration when the internal combustion engine Eg is used as a drive source will be described. First, the case of the first speed, the third speed, the fifth speed, and the seventh speed will be described. When selecting these shift speeds, the clutch C1 is in the engaged state and the clutch C2 is in the released state.

  In the case of the first speed, the ring gear PGr of the planetary gear mechanism PG and the transmission case 1a are connected by the shifter SF1. Then, the power is transmitted through the path of the internal combustion engine Eg → clutch C → main shaft 11 / sun gear PGs → pinion gear PGp / carrier PGc / connection shaft 14 / drive gear G5 → driven gear G45 / counter shaft 30 / output gear Gf → final reduction gear 2. And 1st speed is realized.

  In the case of the third speed, the main shaft 11 and the connecting shaft 12 are connected by the shifter SF3. Then, power transmission is performed through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / connection shaft 12 / drive gear G3 → driven gear G23 / counter shaft 30 / output gear Gf → final reduction gear 2 to realize the third speed. Is done.

  In the case of the fifth speed, the main shaft 11 and the connecting shaft 14 are connected by the shifter SF57. Then, power transmission is performed through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / connection shaft 14 / drive gear G5 → driven gear G45 / counter shaft 30 / output gear Gf → final reduction gear 2 to achieve the fifth speed. Is done.

  In the case of the seventh speed, the main shaft 11 and the connecting shaft 13 are connected by the shifter SF57. Then, the power is transmitted through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / connection shaft 13 / drive gear G7 → driven gear G67 / counter shaft 30 / output gear Gf → final reduction gear 2 to realize the seventh speed. Is done.

  When selecting the second speed, fourth speed, and sixth speed, the clutch C1 is disengaged and the clutch C2 is engaged.

  In the case of the second speed, the intermediate shaft 22 and the connecting shaft 23 are connected by the shifter SF2. Then, internal combustion engine Eg → clutch C → main shaft 21 / gear Ga → idle gear Gi → gear Gb / intermediate shaft 22 / connection shaft 23 / drive gear G2 → driven gear G23 / counter shaft 30 / output gear Gf → final reduction gear 2 The power transmission is performed through the path No. 2 to achieve the second speed.

  In the case of the fourth speed, the intermediate shaft 22 and the connecting shaft 25 are connected by the shifter SF46. Then, the internal combustion engine Eg → clutch C2 → main shaft 21 / gear Ga → idle gear Gi → gear Gb / intermediate shaft 22 / connection shaft 25 / drive gear G4 → driven gear G45 / counter shaft 30 / output gear Gf → final reduction gear 2 Power transmission is performed through the path of No. 4, and the fourth speed is realized.

  In the case of the sixth speed, the intermediate shaft 22 and the connecting shaft 24 are connected by the shifter SF46. Then, the internal combustion engine Eg → clutch C2 → main shaft 21 / gear Ga → idle gear Gi → gear Gb / intermediate shaft 22 / connection shaft 24 / drive gear G6 → driven gear G67 / counter shaft 30 / output gear Gf → final reduction gear 2 Power transmission is performed in the path of No. 6, and the sixth speed is realized.

  From the above, 1st to 7th gears can be realized. When shifting up and down one gear step, shift time can be shortened by switching to the next step using the shifter before switching the clutch C1, C2 between connection and release. it can.

<Reverse gear>
When selecting the reverse gear, the clutch C1 is disengaged and the clutch C2 is engaged. Then, the intermediate shaft 27 and the connecting shaft 28 are connected by the shifter SFr. Then, internal combustion engine Eg → clutch C → main shaft 21 / gear Ga → idle gear Gi → gear Gc / intermediate shaft 27 / connection shaft 28 / drive gear Gr → driven gear Gr ′ / drive gear G3 → driven gear G23 / counter shaft 30 -Power transmission is performed along the path of the output gear Gf → the final reduction gear 2 to realize the reverse gear. That is, the drive gear Gr (reverse gear stage, reverse reverse gear stage) is engaged with the counter shaft 30 while the third gear (predetermined forward gear stage) is not selected, and the reverse gear ( Reverse running, reverse rotation) is achieved. Therefore, when the driver selects reverse travel, the number of shifters to be operated becomes one, and the time until reverse travel becomes possible can be shortened.

<Control of power generation during reverse gear travel>
A description will be given of a case where the rotation of the internal combustion engine Eg is transmitted to the electric motor M to generate electric power during the reverse travel. When power generation is performed, the electronic control unit ECU places the transmission 1 in the connected state with the clutch C1 while keeping the transmission 1 in the above-described reverse gear state. Then, power transmission is performed through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / sun gear PGs → rotor Mr, and the stator Ms and the rotor Mr rotate relative to each other to realize power generation. At this time, the electric motor M can generate electric power even at a vehicle speed of 0 km / h, for example, regardless of whether or not the reverse gear traveling is actually performed.

  Note that the drive gear G3 (predetermined forward gear stage) of the first transmission mechanism 10 can rotate relative to the main shaft 11, so that the driving force during reverse gear travel can affect the main shaft 11. Absent. Therefore, by deselecting the gear stage of the first transmission mechanism 10 during reverse travel, the internal combustion engine Eg can be rotated by connecting the clutch C1 (first clutch) without affecting the transmission path of the reverse driving force. The electric power can be transmitted to the electric motor M, the electric power can be generated regardless of the vehicle speed, and the power generation area can be expanded.

<Second embodiment>
FIG. 3 shows a hybrid vehicle HV ′ equipped with a motor-assisted four-wheel drive system shown as the second embodiment. A hybrid vehicle HV ′ shown in FIG. 3 includes at least an internal combustion engine Eg, a first electric motor (motor generator) M1, a second electric motor (driven electric motor, motor generator) M2, a battery BT, a transmission 1, Left and right front wheels FW connected to the transmission 1 via the final reduction gear 2 and the drive shaft 3, and rear wheels RW connected to the second electric motor M <b> 2 via the final reduction gear 2 and the drive shaft 3. . The first motor M1 and the connection between the first motor M1 and the transmission 1 are the same as those of the motor M and the transmission 1 described in the first embodiment. Therefore, when the vehicle travels in the reverse speed, by setting the clutch C1 in the transmission 1 to the connected state, the rotation of the internal combustion engine Eg is transmitted to the first electric motor M1, and the first electric motor M1 can generate electric power.

  In the present embodiment, when the vehicle travels in reverse, the second motor M2 can be driven and the rear wheels RW can be driven by supplying the power generated by the first motor M1 to the second motor M2. it can. Therefore, the rear wheel RW can be driven even in the reverse speed traveling at a low vehicle speed, and all four wheels can be driven regardless of the vehicle speed during the reverse speed traveling.

  In the present embodiment, the hybrid vehicle HV ′ has exemplified the form in which the transmission 1 is connected to the front wheel FW and the second electric motor M2 is connected to the rear wheel RW. However, the present invention is not limited to this, and the first vehicle is connected to the front wheel FW. It can also be set as the form with which the transmission 1 was connected to 2 electric motor M2 and the rear-wheel RW.

<Third embodiment>
Further, the number of gears is not limited to that of the transmission 1. FIG. 4 is a diagram showing an outline of a hybrid vehicle according to the third embodiment of the present invention. The transmission 1 ′ in FIG. 4 is a transmission having five forward speeds and one reverse speed, but the basic configuration is the same as that of the transmission 1 in FIG. Therefore, the configuration corresponding to the configuration of the transmission 1 is denoted by the same reference numeral, description thereof is omitted, and only different configurations are described.

  The transmission 1 'does not include the drive gears G6 and G7, the driven gear G67, the shifters SF57, SF3, SF2, and SF46, and the connecting shafts 13 and 24 of the transmission 1. Conversely, the transmission 1 'includes a shifter SF35 for the third speed and the fifth speed, and an SF24 for the second speed and the fourth speed. The shifter SF35 connects / releases the main shaft 11 and the connecting shaft 14 (drive gear G5), and connects / releases the main shaft 11 and the connecting shaft 12 (drive gear G3). The shifter SF24 connects / releases the intermediate shaft 22 and the connecting shaft 25 (drive gear G4), and connects / releases the intermediate shaft 22 and the connecting shaft 23 (drive gear G2).

  Next, a description will be given of an aspect at the time of selecting each gear position when the internal combustion engine Eg is used as a drive source. First, the case of the first speed, the third speed, and the fifth speed will be described. When selecting these shift speeds, the clutch C1 is in the engaged state and the clutch C2 is in the released state.

  In the case of the first speed, the ring gear PGr of the planetary gear mechanism PG and the transmission case 1a are connected by the shifter SF1. Then, the power is transmitted through the path of the internal combustion engine Eg → clutch C → main shaft 11 / sun gear PGs → pinion gear PGp / carrier PGc / connection shaft 14 / drive gear G5 → driven gear G45 / counter shaft 30 / output gear Gf → final reduction gear 2. And 1st speed is realized.

  In the case of the third speed, the main shaft 11 and the connecting shaft 12 are connected by the shifter SF35. Then, power transmission is performed through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / connection shaft 12 / drive gear G3 → driven gear G23 / counter shaft 30 / output gear Gf → final reduction gear 2 to realize the third speed. Is done.

  In the case of the fifth speed, the main shaft 11 and the connecting shaft 14 are connected by the shifter SF35. Then, power transmission is performed through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / connection shaft 14 / drive gear G5 → driven gear G45 / counter shaft 30 / output gear Gf → final reduction gear 2 to achieve the fifth speed. Is done.

  When selecting the second speed, fourth speed, and sixth speed, the clutch C1 is disengaged and the clutch C2 is engaged.

  In the case of the second speed, the intermediate shaft 22 and the connecting shaft 23 are connected by the shifter SF24. Then, internal combustion engine Eg → clutch C → main shaft 21 / gear Ga → idle gear Gi → gear Gb / intermediate shaft 22 / connection shaft 23 / drive gear G2 → driven gear G23 / counter shaft 30 / output gear Gf → final reduction gear 2 The power transmission is performed through the path No. 2 to achieve the second speed.

  In the case of the fourth speed, the intermediate shaft 22 and the connecting shaft 25 are connected by the shifter SF24. Then, the internal combustion engine Eg → clutch C2 → main shaft 21 / gear Ga → idle gear Gi → gear Gb / intermediate shaft 22 / connection shaft 25 / drive gear G4 → driven gear G45 / counter shaft 30 / output gear Gf → final reduction gear 2 Power transmission is performed through the path of No. 4, and the fourth speed is realized.

  When selecting the reverse gear, the clutch C1 is disengaged and the clutch C2 is engaged. Then, the intermediate shaft 27 and the connecting shaft 28 are connected by the shifter SFr. Then, internal combustion engine Eg → clutch C → main shaft 21 / gear Ga → idle gear Gi → gear Gc / intermediate shaft 27 / connection shaft 28 / drive gear Gr → driven gear Gr ′ / drive gear G3 → driven gear G23 / counter shaft 30 -Power transmission is performed along the path of the output gear Gf → the final reduction gear 2 to realize the reverse gear.

  As described above, the transmission 1 ′ does not have the sixth speed and the seventh speed compared to the transmission 1. Except for this point, the same control as in the first embodiment using the transmission 1 can be performed. When traveling backward, when the rotation of the internal combustion engine Eg is transmitted to the electric motor M to generate electric power, the electronic control unit ECU keeps the transmission 1 'in the above-mentioned reverse gear and keeps it connected to the clutch C1. Then, power is transmitted through the path of the internal combustion engine Eg → clutch C1 → main shaft 11 / sun gear PGs → rotor Mr, and the stator Ms and the rotor Mr rotate relative to each other, thereby realizing power generation. In this embodiment, the same operation and effect as the first embodiment can be obtained.

  In the above embodiment, the clutches C1 and C2 are arranged in series and the dual clutch type transmission in which the main shaft 11 and the main shaft 21 are coaxial in the transmission 1 is illustrated as an example. A configuration in which the clutches C1 and C2 are arranged in parallel and the main shafts of the two transmissions are arranged in parallel can also be employed.

DESCRIPTION OF SYMBOLS 10 1st transmission mechanism, 20 2nd transmission mechanism, C1 1st clutch, C2 2nd clutch, Eg Internal combustion engine, M Electric motor

Claims (8)

First and second transmission mechanisms;
First and second clutches respectively corresponding to the first and second transmission mechanisms;
An electric motor connected to the first transmission mechanism;
An internal combustion engine connected to and disconnected from the first and second transmission mechanisms by connecting and disconnecting the first and second clutches;
In a hybrid vehicle equipped with
The second transmission mechanism includes a reverse gear stage that outputs the rotation of the internal combustion engine via a predetermined forward gear stage of the first transmission mechanism,
The first speed change mechanism deselects the predetermined forward gear stage and connects a second clutch, whereby the second speed change mechanism enables the reverse travel of the hybrid vehicle;
The first transmission mechanism includes control means for transmitting the rotation of the internal combustion engine to the electric motor to generate electric power by connecting the first clutch with the reverse gear traveling selected. Hybrid vehicle. The first speed change mechanism includes an odd number of forward gears,
The hybrid vehicle according to claim 1, wherein the second speed change mechanism includes an even number of forward gears.   The hybrid vehicle according to claim 2, wherein the predetermined forward gear is a third gear. Further comprising a driven motor connected to the motor;
The hybrid vehicle according to claim 1, wherein electric power generated by the electric motor is supplied to the driven electric motor. A first input shaft connected to the electric motor, and a first speed change mechanism for outputting rotation of the first input shaft to the drive output shaft via one gear selected from a plurality of gears;
A second speed change mechanism that outputs rotation of the second input shaft to the drive output shaft via one gear selected from a plurality of gears;
A first clutch that connects and disconnects the internal combustion engine and the first input shaft;
A second clutch that connects and disconnects the internal combustion engine and the second input shaft;
In a transmission comprising:
The second speed change mechanism includes a reverse gear stage for reverse rotation that outputs the rotation of the internal combustion engine to the drive output shaft via the predetermined gear speed of the first speed change mechanism,
The first speed change mechanism deselects the predetermined gear stage, and the second speed change mechanism outputs reverse rotation by connecting a second clutch.
In the reverse rotation, the first transmission mechanism connects the internal combustion engine and the first input shaft by connecting the first clutch. The second speed change mechanism further includes an idle gear disposed on the idle shaft and meshing with the reverse gear stage,
The predetermined gear stage is disposed so as to be rotatable relative to the first input shaft, and is connectable to the first input shaft via a synchronization device;
The reverse gear stage is disposed so as not to rotate relative to the predetermined gear stage, is reverse-rotated via the idle gear, and transmits reverse rotation to the drive output shaft via the predetermined gear stage. The transmission according to claim 5. The first speed change mechanism includes an odd number of forward gears,
The transmission according to claim 6, wherein the second speed change mechanism includes an even number of forward gears.   The transmission according to claim 7, wherein the predetermined gear stage is a third gear stage.

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