JPH11170877A - Transmission for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically start an engine quietly in starting the engine after the engine is stopped when the engine speed is lower than the prescribed value by providing a first motor capable of driving an input shaft. SOLUTION: When an automobile is started from a stopped condition, and a driver steps in a throttle pedal, a controller immediately supplies the power according to the step-in quantity of the throttle pedal to a second motor 22. When the acceleration is insufficient only by the drive of the second motor 22, a first sleeve 64 is moved to the right so as to be connected to a first speed output gear 60 together with the energization of the second motor 22, and then, a first motor 20 is energized, or an ignition circuit is connected while a transmission is in a neutral condition together with the energization of the second motor 22, and at the same time, a clutch 16 is connected, and the first motor 20 is energized to start an engine 12.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a synchronous mesh type transmission for an automobile, and mainly to a transmission that automatically performs a gear change operation and an associated clutch engagement / disengagement operation.

[0002]

2. Description of the Related Art Conventionally, as a synchronous meshing type transmission having a clutch for automatically connecting and disconnecting between an engine side and an input shaft of a transmission, a shift operation is performed by a driver and only the connection and disconnection of the clutch are automatically performed. There is a so-called semi-automatic type, and a so-called full-automatic type, in which a shift operation is automatically performed and the clutch is intermittently operated in conjunction with the shift operation.

[0003] In the full-auto type synchronous mesh transmission, fuel efficiency is superior to that of an automatic transmission having a general torque converter and a planetary gear, but the clutch is disengaged due to a shift operation. Since the driving force is interrupted at this time, the acceleration greatly fluctuates when shifting from the first speed to the second speed during acceleration, and particularly in the case of a full-auto type, the shift is performed irrespective of the driver's will. Therefore, there is a problem that the driver feels a strong sense of incongruity.

Accordingly, the present inventor has filed a Japanese Patent Application No. Hei.
Proposed that a motor capable of driving the output shaft of the transmission be provided so that when the clutch is disengaged, the output shaft is driven by the motor to prevent interruption of the driving force during the shifting operation.

[0005]

In the synchronous mesh transmission of the present inventor, as described above, it is possible to eliminate the interruption of the driving force during the shifting operation and to perform automatic shifting without a sense of incongruity. On the other hand, recently, from the viewpoint of environmental problems and the like, it is expected that useless consumption of fuel is suppressed and generation of exhaust gas of the engine is reduced. Accordingly, the present invention provides a synchronous meshing transmission mechanism that automatically stops the engine when the vehicle is stopped during low-speed running or waiting for a traffic light, thereby suppressing wasteful consumption of fuel and improving fuel efficiency. And to reduce exhaust gas. In the present invention,
The purpose is to start and run at low speed only by driving the motor, and to improve the fuel efficiency by increasing the energy regeneration rate during braking. Further, in the present invention,
It also aims to operate the air conditioner compressor with the engine stopped while the car is stopped so that the car can be stopped comfortably in the heat of summer.

[0006]

In order to achieve the above-mentioned object, a vehicle transmission according to the present invention according to the first aspect of the present invention has a structure in which an input shaft to a synchronous mesh type transmission mechanism and a crankshaft of an engine are connected. An automotive transmission that can be connected and disconnected by a clutch and transmits the driving force shifted by a synchronous mesh type transmission mechanism from an output shaft to wheels is provided with a first motor that can drive an input shaft. I do.

Further, in the vehicle transmission according to the present invention, the first motor can start the engine in a state where the clutch is engaged when the synchronous meshing transmission mechanism is neutral. It is characterized by the following.

According to a third aspect of the present invention, there is provided a transmission for an automobile according to the present invention, wherein the first motor drives the input shaft via the sub-clutch.

Further, in the vehicle transmission according to the present invention, the first motor can drive the input shaft in the forward direction of the vehicle through a one-way clutch arranged in parallel with the sub-clutch. It is characterized by having comprised in.

According to a fifth aspect of the present invention, there is provided a transmission for an automobile according to the present invention, wherein the first motor is configured to be able to drive a compressor of a cooler via an electromagnetic clutch.

According to a sixth aspect of the present invention, there is provided a vehicle transmission according to the present invention, further comprising a second motor capable of driving an output shaft, wherein at least at the time of starting or low-speed acceleration of the vehicle, the first motor is driven. In addition to driving the input shaft of the motor, the second
The output shaft can be driven by a motor.

Further, in the vehicle transmission according to the present invention, the first motor is rotatably provided on the auxiliary shaft or the output shaft while meshing with the gear fixed to the input shaft. It is characterized by driving a gear.

Further, in the vehicle transmission according to the present invention, the first motor can drive the output shaft via the second sub-clutch in addition to driving the input shaft. It is characterized by having done.

[0014]

In the vehicle transmission according to the first aspect of the present invention, the engine is stopped when the speed of the vehicle becomes lower than a predetermined speed, and the clutch is engaged for the subsequent start. One motor drives the input shaft of the synchronous meshing transmission mechanism to start the engine silently and automatically. Further, by driving with the first motor at the time of starting or accelerating at low speed traveling, a larger acceleration force can be obtained. Furthermore, the first motor may be switched to a generator to perform energy regeneration during braking. In addition, the first motor may be controlled so that the input shaft rotation speed is optimized during the speed change operation.

According to a second aspect of the present invention, when the synchronous meshing type speed change mechanism is neutral and the clutch is connected, the input shaft rotates integrally with the crankshaft of the engine via the clutch. As a result, the first motor drives the input shaft to rotate the crankshaft, so that the engine is easily and automatically started at any time, regardless of whether the vehicle is stopped or running.

According to the third aspect of the present invention, since a sub-clutch is provided between the first motor and the input shaft, power transmission / interruption is switched between the first motor and the input shaft. Becomes possible. Therefore, if the sub-clutch is disengaged during a downshift operation that requires an increase in the rotation speed of the input shaft, the load on the synchronization mechanism due to the inertia of the first motor does not become excessive, and a smooth and quick shift can be performed.

According to a fourth aspect of the present invention, there is provided a transmission for an automobile according to the present invention, wherein a one-way clutch is provided between the first motor and the input shaft in addition to the sub-clutch in parallel with the sub-clutch. Since the input shaft can transmit power only in the forward direction, the drive by the first motor before and after the speed change operation is normally performed mechanically even with the sub-clutch disengaged. As a result, control of the controller can be simplified.

Further, in the vehicle transmission according to the present invention, even when the engine is stopped or the like, the electromagnetic clutch can be connected and driven by the first motor. The air conditioner can be cooled by driving the compressor of the cooler.

Further, in the vehicle transmission according to the present invention, at least at the time of starting the vehicle or accelerating at low speed, the second motor is driven in addition to the input shaft drive by the first motor. Drive the output shaft. For this reason, it is possible to run with both motors even when the engine is stopped at low speed. This traveling uses regenerative energy during braking before stopping, so that significant improvement in fuel efficiency and reduction in emission of exhaust gas can be expected. Of course, both motors may be switched to generators during braking for energy regeneration during braking.

Further, in the vehicle transmission according to the present invention, the first motor is rotatably provided on the auxiliary shaft or the output shaft while meshing with the gear fixed to the input shaft. Since the gears are configured to be driven, the degree of freedom in selecting the place where the first motor is installed is improved.

Further, in the vehicle transmission according to the present invention, the first motor can drive the output shaft via the second sub-clutch in addition to driving the input shaft. As a result, the output shaft can be immediately driven just by connecting the second sub-clutch, so that it is possible to quickly shift from the output shaft driving state by the first motor to the engine starting operation and return to the output shaft driving state again. further,
By connecting the sub-clutch and the second sub-clutch, the power of the engine can be transmitted without passing through the first sleeve and the second sleeve, so that the transmission ratio is different from the first to fourth speeds of the synchronous mesh transmission mechanism. Can drive the output shaft, and the degree of freedom in selecting a drive system by the engine is improved.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a skeleton diagram of a synchronous mesh transmission of the present invention, and FIG. 2 shows an entire system including an engine and a control system. First, the entire system of FIG. 2 will be described. The system shown in FIG. 2 is a fully automatic system in which the shifting operation is also automated.

The transmission 10 is integrally connected to the engine 12. The transmission 10 is provided with a shift actuator 14 for performing a shift operation, a clutch actuator 18 for intermittently operating a clutch 16 described later, a first motor 20, a second motor 22, and a speed sensor 24. The engine 12 is provided with a throttle actuator 26 for opening and closing a throttle valve (not shown).

The controller 28 is connected to the shift actuator 14, the clutch actuator 18, the first motor 20, the second motor 22, the speed sensor 24, and the throttle actuator 26.
A position sensor 32 for detecting the movement of the shift lever 30, a throttle sensor 36 for detecting the amount of depression of a throttle pedal 34, a brake sensor 40 for detecting the depression of a brake pedal 38, and a battery 4
2 and so on. Although not shown, the controller 28 has a function of controlling the on / off of the ignition circuit of the engine and the on / off of the cooling as described later, and is also connected to those related devices.

The shift lever 30 is, like a general automatic transmission, "P" for parking, "R" for reverse, "N" for neutral, "D" for normal running, engine brake, etc. You can select a position such as "L" to be used for. The first motor 20 and the second motor 22 can be switched to a generator by the action of the controller 28,
When power is generated, the battery 42 is charged.

Next, the transmission 10 shown in FIG. 1 will be described. Reference numeral 44 denotes a crankshaft of the engine 12 shown in FIG. The input shaft 46 is connected to a clutch disk 48. The clutch disk 48 can be connected to and disconnected from the crankshaft 44 of the engine 12 by operating the clutch 16 by the clutch actuator 18 shown in FIG. On the input shaft 46, a first speed input gear 50 and a second speed input gear 52 are provided so as to be able to rotate integrally at all times, and a first reduction gear 54-A and a second reduction gear 54-B integrated therewith are freely rotatable. Supported by

The countershaft 56 is integral with the reduction input gear 58, and the reduction input gear 58 is engaged with the first reduction gear 54-A. The first-speed output gears 60 and 2
A speed output gear 62 is rotatably provided, and a first speed output gear 6
0 meshes with the first speed input gear 50 and the second speed output gear 62 meshes with the second speed input gear 52, respectively. The counter shaft 56 is shown in FIG.
The first moving operation by the speed change actuator 14 of FIG.
The sleeve 64 can be selectively connected to the first speed output gear 60 and the second speed output gear 62, respectively. Although not shown, between the first sleeve 64 and the first speed output gear 60 and the second speed output gear 62, there is provided a synchronization mechanism having a conical friction surface for smooth shifting.

The output shaft 66 is integrated with a reduction output gear 68 meshed with the second reduction gear 54-B, and drives the wheels of the automobile via a differential device (not shown). Therefore, the output shaft 66 is connected to the sub shaft 56 via the reduction input gear 58, the first reduction gear 54-A, the second reduction gear 54-B, and the reduction output gear 68. The output shaft 66 has 3
A third speed output gear 70 and a fourth speed output gear 72 are rotatably provided, and the third speed output gear 70 is
The speed output gear 72 meshes with the second speed input gear 52, respectively. The output shaft 66 is connected to the transmission actuator 1 shown in FIG.
The third speed output gear 70 and the fourth speed output gear 72 can be selectively connected to the third speed output gear 70 and the fourth speed output gear 72 by a second sleeve 74 moved and operated by the fourth speed gear 4. Although not shown, between the second sleeve 74 and the third-speed output gear 70 and the fourth-speed output gear 72, there is provided a synchronization mechanism having a conical friction surface for smooth shifting. These first sleeve 64, first speed output gear 6
The 0th and 2nd speed output gear 62, the second sleeve 74, the 3rd speed output gear 70, the 4th speed output gear 72, and the like constitute a forward 4-speed synchronous mesh transmission.

The first motor 20 is connected to a first drive gear 80 via a sub-clutch 76 and a one-way clutch (hereinafter referred to as OWC) 78 provided in parallel with the sub-clutch 76. The first speed output gear 60 is engaged. OWC 78 is the first motor 20
Moves the input shaft 46 in the same rotation direction as the rotation of the engine 12,
That is, the power is transmitted only when the vehicle is driven in the forward direction. Therefore, the first motor 20 can drive the input shaft 46 via the sub-clutch 76 and the OWC 78, and further via the first drive gear 80, the first speed output gear 60 and the first speed input gear 50.

The first motor 20 is further connected via an electromagnetic clutch 82 to a compressor 84 of a cooler (not shown) used for cooling the vehicle, and the compressor 84 can be driven by connecting the electromagnetic clutch 82. The transmission 10 further includes a second motor 2
2, a second drive gear 86 connected to the second motor 22 is engaged with the reduction output gear 68, and the second motor 22 can drive the output shaft 66. Second
Motor 22 can also act as a generator under the command of controller 28.

Next, the operation of the transmission 10 having the above configuration and the entire system will be described. The clutch 16 is intermittently controlled by a controller 28. That is, the shift operation involving the movement of the first sleeve 64 and the second sleeve 74, and the compressor 8
4, the clutch 16 is disengaged and power is not transmitted, and the first sleeve 64 and the second sleeve 74 are disengaged.
Is connected to a predetermined gear, or can be connected when the engine is started by the first motor 20 as described later.

When the clutch 16 is disengaged, the throttle actuator 26 of the engine 12 is actuated based on a command of the controller 28 to close a throttle valve (not shown), thereby preventing unnecessary rotation of the engine 12 from rising. I have.

When the clutch 16 is disengaged due to a gear shift operation or the like as described later while the throttle pedal 34 is depressed, the controller 28 sends a signal from the controller 28 based on the depression amount of the throttle pedal 34 transmitted from the throttle sensor 36. A predetermined current is supplied to the second motor 22, and the second motor 22 drives the output shaft instead of the engine 12. After the speed change operation, if either the first sleeve 64 or the second sleeve 74 is connected to the predetermined gear, the first motor 20 is also energized and the input shaft 46 is turned on.
, The output shaft 66 can be driven.

Next, a description will be given of an operation in which the vehicle stops from a low speed running, starts, and shifts. If the speed of the vehicle becomes lower than a certain speed while the shift lever 30 is set to the "D" range, the controller 28 shuts off an ignition circuit (not shown) of the engine 12 and automatically stops the engine 12. Therefore, when stopping at a traffic light or the like, wasteful use of fuel can be suppressed, and exhaust gas of the engine 12 can be suppressed in an acceleration state at a low speed.

In addition, when the engine 12 is automatically stopped as described above during a hot summer season, it is necessary to operate a cooler compressor 84 (not shown) for cooling. In this case, the clutch 16 is disengaged in a neutral state in which neither the first sleeve 64 nor the second sleeve 74 is connected to the predetermined gear, the electromagnetic clutch 82 is connected, and the first motor 20 is rotated. At this time, the input shaft 46 rotates, but the transmission 10 is neutral, so the output shaft 46 is not driven, and the clutch 16 is disengaged, so that the engine 12 is also stopped. Only the compressor 84 is driven. Therefore, the combination of the fact that the engine 12 is stopped and the driving by the first motor 20 allows the air conditioner to be quietly activated.

When the power stored in the battery 42 is insufficient in such a stopped state, the ignition circuit is connected by the operation of the controller 28 and the clutch 16 is connected, whereby the engine 12 is rotated by the first motor 20 and started. I do. Since the first drive gear 80 and the first speed output gear 60 driven by the first motor 20 are helical gears, like a general transmission, power transmission with excellent quietness is possible, and a general engine Since it can be started quietly compared to the loud gear meshing noise of a starter motor, it is suitable for automatic starting. When the engine 12 starts operating, the first motor 20 is switched to the generator by the command of the controller 28 and the battery 4
2 can be charged. At this time, it goes without saying that the engine 12 can also drive the compressor 84.

When the brake pedal 38 is not depressed or the parking brake (not shown) is not actuated even when the vehicle is stopped, the second motor 22
In this case, it is possible to cause a slight current to flow through the vehicle to cause the vehicle to move at a very low speed, that is, to perform a so-called creep effect, or to stop the creep effect by a manual switch (not shown).
All of these operations are also performed via the controller 28.

Subsequently, when the shift lever 30 is kept in the "D" range and the engine 12 is stopped and the vehicle starts moving from a neutral stopped state, the driver need only depress the throttle pedal 34. Immediately, the controller 28 applies the throttle pedal 3 to the second motor 22.
4 supplies electric power according to the amount of depression. The supplied electric power is controlled to be larger as the depression amount of the throttle pedal 34 is larger, the output shaft 66 is driven with a larger torque, and the automobile starts.

If the driving force of the second motor 22 alone is insufficient, the controller 28 increases the driving force by selecting from the following two means depending on the situation. First,
In parallel with energization of the second motor 22, the first sleeve 64
To the right to connect with the first speed output gear 60,
Power is supplied to the motor 20. The first motor 20 includes the OWC 78, the first drive gear 80, and the first-speed output gear 6 as described above.
0, the output shaft 66 is driven via the reduction input gear 58, the first reduction gear 54-A, the second reduction gear 54-B, and the reduction output gear 68. Therefore, the output shaft 66 is driven by both the first motor 20 and the second motor 22.

Another means is the second motor 2
As described above, the transmission 10 is connected to the ignition circuit while the transmission 10 is in the neutral state, the clutch 16 is connected, and the first motor 20 is energized.
To start. Immediately after the engine 12 starts, the power supply to the first motor 20 is cut off, the clutch 16 is temporarily disengaged, the first sleeve 64 is connected to the first speed output gear 60, and then the throttle actuator 26 is controlled to rotate the engine 12 The clutch 16 is connected by increasing the number appropriately. This allows the engine 1
2 is performed at the first forward speed. At this time, the second
If the power supply to the motor 22 is continued, the drive by both the engine 12 and the second motor 22 is performed, and it is also possible to supply power to the first motor 20 to increase the driving force.
These controls are also automatically performed by the operation of the controller 28 in accordance with the amount of depression of the throttle pedal 34, the vehicle speed obtained from the speed sensor 24, and the like.

Further, in order to suppress the exhaust gas of the engine 12 at the time of acceleration at a low speed by utilizing the energy regeneration at the time of braking, which will be described later, only the first motor 20 and the second motor 22 are driven up to a certain speed. Can also. In this case, in parallel with the energization of the second motor 22, the first sleeve 64 is moved to the right while the clutch 16 is disengaged, and is connected to the first-speed output gear 60.
Is driven by both motors 20 and 22.

When switching from driving by the two motors 20 and 22 to driving by the engine 12, the power supply to the first motor 20 is temporarily stopped, the first sleeve 64 is neutralized, the clutch 16 is immediately connected, and the first motor 20 is connected again. The motor 12 is energized to start the engine 12 as described above, and the clutch 16 is disengaged again to connect the first sleeve 64 to the first-speed output gear 60 or the second-speed output gear 62, and immediately connect the clutch 16. After that, the three drive sources of the engine 12, the first motor 20, and the second motor 22 can be arbitrarily used or selectively used as described above.

Next, a description will be given of a shift during traveling by the engine 12. The speed change includes an upshift such as a first speed to a second speed and a downshift such as a fourth speed to a third speed, but the operation is basically the same. That is, "D"
In the range, shifting is automatically performed by the command of the controller 28 based on the depression amount of the throttle pedal 34 and the vehicle speed.

The shift operation is started by first disengaging the clutch 16. At this time, if the throttle pedal 34 is depressed, the clutch 16 is disengaged, and at the same time, the throttle actuator 26 is actuated to close a throttle valve (not shown) to reduce the rotation speed of the engine 12, and at the same time, the second motor 22 A current corresponding to the depression amount of the key 34 is supplied. That is, even if the clutch 16 is disengaged and the driving force from the engine 12 is interrupted, the second motor 22 drives the output shaft 66, so that the speed change operation can be performed without interruption of the driving force.

As soon as the clutch 16 is disengaged, the first sleeve 64 or the second sleeve 74 is moved to change the gear. This operation is the same as that of a general manual transmission, but in the transmission 10 of the present invention, the operation is performed by the operation of the transmission actuator 14.

At the time of shifting, a synchronizing mechanism (not shown) provided on the first sleeve 64 and the second sleeve 74 acts, for example, to reduce the rotational speed between the first sleeve 64 and the second speed output gear 62 connected thereto. If there is a difference, the synchronization mechanism eliminates the difference in rotation between the two so that they can be smoothly connected.

In this case, the synchronizing mechanism performs a synchronizing action by changing the number of revolutions of the input shaft 46, the clutch disc 48 and the like. At this time, the first motor 20 is
If the first motor 20 is not connected, the inertia of the first motor 20 may hinder the synchronizing action. However, the current supplied to the first motor 20 may increase the rotation speed of the first motor 20 or generate power for the first motor 20. By switching to the machine and substantially braking the first motor 20 to reduce the rotation speed, the synchronization action can be promoted.

However, in the transmission 10 of the present invention, since the OWC 78 and the sub clutch 76 are interposed between the first motor 20 and the first drive gear 80, if the sub clutch 76 is disengaged, the input shaft 46 In a downshift in which the number of rotations is increased, a synchronizing operation can be performed without imposing a load on the inertia of the first motor 20. Also, OWC78
Performs the power transmission in the forward direction of the vehicle, which is the most frequent when the first motor 20 drives the input shaft 46, so that the above-described first motor is normally operated while the sub clutch 76 is disengaged.
Since the driving in the forward direction is performed by the motor 20, the complicated operation of the sub-clutch 76 is not required during the speed change operation, and the control of the controller 28 can be simplified.

In the case of performing the above-mentioned energy regeneration at the time of braking, or in the case where the vehicle is driven by the first motor 20 when moving backward, the input shaft 4 is connected by connecting the sub-clutch 76.
6 and the first motor 20 are connected. That is, when the vehicle is moved backward, the first sleeve 64 is connected to the first speed output gear 6.
When the first motor 20 is reversely rotated after being connected to 0, the reverse rotation drive is performed via the sub-clutch 76. Of course,
At the same time, the second motor 22 is also reversed so that both motors 20,
Needless to say, the reverse drive can be performed at 22.

The energy regeneration at the time of braking is performed by generating power from both motors 20 and 22 when the driver depresses the brake pedal 38 and when the shift lever 30 is set to the “L” range and the throttle pedal 34 is not depressed. Switch to the machine. At this time, the second motor 22
It is possible to selectively use the case where only the first motor 20 generates electric power and the case where the first motor 20 also generates electric power. Therefore, both motors 2
By controlling the power generation amounts of 0 and 22, it is possible to control the effectiveness of the so-called engine brake.

Next, FIG. 3 is a skeleton diagram showing another embodiment of the present invention. The main differences from the embodiment of FIG. 1 are that the arrangement of the first motor 20 and the second motor 22 is different, and that the first motor 20 is
8 so that the output shaft 66 can also be driven.

That is, the second motor 22 is connected to the output shaft 66 via the second drive gear 86 via the second reduction gear 54 -B.
The first motor 20 can drive the input shaft 46 via the fourth-speed output gear 72 via the OWC 78 or the sub-clutch 76, in addition to the third drive gear 90, the second reduction output gear. 92 and the second sub-clutch 8
8, the output shaft 66 can also be driven.

Therefore, the first motor 20 can drive the output shaft 66 via the second sub-clutch 88 even when the first sleeve 64 and the second sleeve 74 are in the neutral state. The operation when starting the engine 12 from the running state using only the two motors 22 is simplified. That is, the first sleeve 64 and the second sleeve 64
By keeping the sleeve 74 neutral and disengaging the second sub-clutch 88 and connecting the clutch 16, the first motor 20
Stops driving the output shaft 66, rotates the engine 12 via the input shaft 46, and starts the engine. Thereafter, when returning to the drive of the output shaft 66 by the first motor 20 again, the movement of the first sleeve 64 and the second sleeve 74 is not required, and the second sub-clutch 88 need only be immediately connected.

At this time, the clutch 16, the sub-clutch 76 and the second sub-clutch 88 are all connected while the first sleeve 64 and the second sleeve 74 are kept neutral, so that the output shaft 66 of the engine 12 can be used. Can be driven. In this case, the first sleeve 64 and the second sleeve 64
The sleeve 74 is connected to a predetermined output gear 60, 62, 70, 72.
As a result, the transmission is driven at a speed ratio different from the first to fourth speeds, and thus has substantially the same function as the five-speed transmission, and the drive path of the engine 12 is diversified and selected. The degree of freedom increases. The first sleeve 64 and the second sleeve 74 are neutral and the clutch 1
6, the speed ratio when the engine 12 drives the output shaft 66 by connecting the sub clutch 76 and the second sub clutch 88 can be set to a value corresponding to the first speed of a general transmission.

Of course, in the state where the second sub-clutch 88 is disengaged, as in the embodiment of FIG.
Needless to say, by connecting the first sleeve 64 and the second sleeve 74 to predetermined gears, the output shaft 66 can be driven at a speed ratio corresponding to each of the first to fourth speed ratios.

As described above, the first motor 20 has the third speed output gear 70 or 4 rotatably provided on the output shaft 66.
Even when the speed output gear 72 is configured to be driven, the same operation as the embodiment of FIG. 1 can be obtained. That is, the first motor 2
Since 0 only needs to be able to drive at least the input shaft 46, the installation location of the first motor 20 can be arbitrarily selected due to the layout of the transmission.

The transmission of the present invention uses an electric double layer capacitor called a power capacitor instead of a battery or detects the rotation speed of the engine 12 or the output shaft 46 based on the general knowledge of those skilled in the art. Thus, the present invention can be implemented in a mode in which changes and improvements such as precise control of the operation of the throttle actuator 26 and the on / off of the clutch 16 are provided.

[0058]

As described above, according to the automotive transmission of the present invention, the following effects can be obtained. (1) According to the first aspect of the present invention, in the transmission for a synchronous mesh type vehicle, since the first motor capable of driving the input shaft is provided, the engine is stopped when the vehicle travels at a certain speed or less. In addition to being able to start the engine quietly, the output shaft can be driven by the first motor when the vehicle starts and at least when the vehicle is running at low speed, and the first motor is switched to a generator to efficiently regenerate energy during braking. Can do well.

(2) In the vehicle transmission according to the second aspect of the present invention, the first motor enables the engine to be started in a state where the transmission is neutral and the clutch is engaged, so that the vehicle stops. Automatically and smoothly start the engine at any time, whether running or running

(3) In the vehicle transmission according to the third aspect of the present invention, since the first motor drives the input shaft via the sub-clutch, the first motor can be connected to the input shaft. Despite the provision of the first motor, it is possible to prevent the load on the synchronization mechanism from being excessively increased during the gear shifting operation, thereby enabling smooth and quick gear shifting.

(4) According to the fourth aspect of the present invention, the first motor can drive the input shaft in the forward direction of the vehicle through the one-way clutch arranged in parallel with the sub-clutch. With this configuration, it is possible to prevent the load on the synchronization mechanism from being excessively increased without controlling the sub-clutch every time the gearshift operation is performed in the normal traveling, thereby simplifying the control of the controller.

(5) In the transmission for an automobile according to the fifth aspect of the present invention, since the first motor is configured to be able to drive the compressor of the cooler via the electromagnetic clutch, the engine is stopped when the automobile is stopped. Even when the air conditioner is stopped, air conditioning can be performed while maintaining quietness.

(6) In the vehicle transmission according to the present invention, since the vehicle has the second motor capable of driving the output shaft, the engine can be used when the vehicle starts and at least when the vehicle is accelerated at a low speed. Not only can be driven by the second motor while the motor is stopped, but also
A large driving force can be easily obtained by driving both the motor and the second motor, so that the vehicle can be driven only by the motor at low speed. Also, by switching both motors to generators, the energy regeneration rate during braking can be improved, and the stored power can be used efficiently to significantly improve the fuel efficiency of the vehicle.

(7) In the vehicle transmission according to the present invention, the first motor is rotatably provided on the auxiliary shaft or the output shaft while meshing with the gear fixed to the input shaft. Since the configuration is such that the first gear is driven, the degree of freedom in selecting the place where the first motor is installed is improved, and the layout of the transmission is facilitated.

(8) In the vehicle transmission according to the present invention, the first motor can drive the output shaft via the second sub-clutch in addition to driving the input shaft. Since the output shaft can be immediately driven just by connecting the second clutch, it is possible to quickly shift from the output shaft driving state by the first motor to the engine starting operation and return to the output shaft driving state again. And it can be performed smoothly. Further, by connecting the sub-clutch and the second sub-clutch, the power of the engine can be transmitted to the wheels at a speed ratio different from that of the synchronous mesh transmission mechanism.
As the number of gear stages substantially increases, the degree of freedom in selecting a power transmission path improves.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a vehicle transmission according to the present invention.

FIG. 2 is a diagram showing an entire system including a control system of an automotive transmission according to the present invention.

FIG. 3 is a skeleton diagram of a vehicle transmission according to another embodiment of the present invention.

[Explanation of symbols]

 10: Transmission 12: Engine 14: Transmission actuator 16: Clutch 18: Clutch actuator 20: First motor 22: Second motor 24: Speed sensor 26: Throttle actuator 28: Controller 30: Shift lever 32: Position switch 34: Throttle Pedal 36: Throttle sensor 38: Brake pedal 40: Brake sensor 42: Battery 44: Crankshaft 46: Input shaft 48: Clutch disk 50: 1st speed input gear 52: 2nd speed input gear 54-A: 1st reduction gear 54- B: second reduction gear 56: counter shaft 58: reduction input gear 60: first speed output gear 62: second speed output gear 64: first sleeve 66: output shaft 68: reduction output gear 70: third speed output gear 72: 4 Speed output gear 74: second sleeve 76: Sub-clutch 78: One-way clutch (OWC) 80: First drive gear 82: Electromagnetic clutch 84: Compressor 86: Second drive gear 88: Second sub-clutch 90: Third drive gear 92: Second reduction output gear

Claims (8)

[Claims] An input shaft to a synchronous mesh type transmission mechanism and a crankshaft of an engine can be connected and disconnected by a clutch, and a driving force shifted by the synchronous mesh type transmission mechanism is transmitted from an output shaft to wheels. An automotive transmission, comprising: a first motor capable of driving the input shaft. 2. The transmission according to claim 1, wherein the first motor is capable of starting an engine in a state where the synchronous meshing transmission mechanism is neutral and the clutch is connected. . 3. The motor according to claim 1, wherein the first motor drives an input shaft via a sub-clutch.
2. The transmission for an automobile according to claim 1. 4. The vehicle according to claim 3, wherein the first motor is configured to be able to drive an input shaft in a forward direction of the vehicle via a one-way clutch arranged in parallel with the sub-clutch. transmission. 5. The automotive transmission according to claim 1, wherein the first motor is configured to be able to drive a compressor of a cooler via an electromagnetic clutch. 6. A second motor capable of driving the output shaft, wherein at least at the time of starting or low-speed acceleration of the vehicle, the output shaft is driven by the second motor in addition to driving the input shaft of the first motor. 6. The transmission according to claim 1, wherein the transmission is driven. 7. The motor according to claim 1, wherein the first motor drives a gear rotatably provided on a sub shaft or an output shaft while meshing with a gear fixed to an input shaft. Automotive transmission. 8. The vehicle transmission according to claim 1, wherein the first motor is configured to be able to drive an output shaft via a second sub-clutch in addition to the input shaft. Machine.