KR20160035331A - Power transmission apparatus for hybrid electric vehicle - Google Patents

Abstract

The purpose of the present invention is to provide a transmission for a motor vehicle, which realizes soft acceleration and fast gear shift by adding a double clutch transmission structure to a motor and a generator, and realizes regenerative braking and acceleration charge to be applied to a hybrid electric motor vehicle. The transmission for a motor vehicle in accordance with an embodiment of the present invention, comprises: a first input shaft which is selectively connected through a first clutch at an output side of an engine, wherein one or more input gears are arranged on an outer circumferential face; a second input shaft which is hollow, is arranged without rotation interference with the first input shaft, and is selectively connected through a second clutch at the output side of the engine, wherein one or more input gears are arranged on an outer circumferential face; a first shift output apparatus which is constructed on a first output shaft arranged in parallel with the first and second input shafts, and shifts rotational power input by a plurality of change gears externally engaged with one input gear among the input gears by a synchronization unit to be output through a first output gear; a second shift output apparatus which is constructed on a second output shaft arranged in parallel with the first and second input shafts, and shifts rotational power input by the plurality of change gears externally engaged with one input gear among the input gears by the synchronization unit to be output through a second output gear; and an electric power unit which selectively transfers rotational power of an electric power source on a third input shaft arranged at the rear side of the first input shaft on the same shaft line to any one of the first and second output shafts of the first and second shift output apparatuses or the first input shaft.

Description

TECHNICAL FIELD [0001] The present invention relates to a shift device for a vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular transmission, and more particularly, to a vehicular transmission that can be applied to a hybrid electric vehicle by providing a motor / generator in a double clutch transmission (DCT) .

Eco-friendly technology in vehicles is a core technology with survival of the future automobile industry, and car makers are concentrating on developing environment-friendly vehicles to achieve environmental and fuel efficiency regulations.

The future type of automobile technology can be exemplified by Electric Vehicle (EV), Hybrid Electric Vehicle (HEV), Double Clutch Transmission (DCT) and the like, which are improved in efficiency and convenience .

In addition, automobile makers are expected to improve the efficiency of the power transmission system in order to satisfy exhaust gas regulations of the respective countries and to improve the fuel efficiency performance by using an ISG (Idle Stop And Go) device and a regenerative braking device We are trying to put the technology into practical use.

The ISG device is a technique for stopping the engine while the vehicle is stopped and starting the engine when starting the engine. The regenerative braking device drives a generator using kinetic energy of the vehicle instead of braking by existing friction at the deceleration control of the vehicle , And the electric energy generated at this time is stored in the battery and reused.

The hybrid electric vehicle related to the transmission of the present invention can be combined in various ways as an automobile using two or more energy sources. Generally, a hybrid electric vehicle using a gasoline engine or a diesel engine using conventional fossil fuels And a motor / generator driven by electric energy are hybridized.

DCT (Double Clutch Transmission) is one example of a transmission capable of being applied to the hybrid electric vehicle as described above. In DCT, two clutches are applied to a manual transmission structure to increase efficiency and convenience have.

That is, the DCT is a transmission in which two clutches are applied to alternately operate the odd-numbered and even-numbered units. The mechanism for alternately operating the shifting of the odd-numbered and the even- Automatic manual transmission) can be improved.

However, in the DCT, when the clutch is slipped, the DCT is disadvantageous in terms of the clutch disconnection and the energy loss due to the clutch slip, and the back slip due to the clutch slip occurs excessively during the back plate oscillation. And therefore, there is a problem in that the shift shock is larger than the automatic transmission.

The embodiment of the present invention provides a vehicular transmission that can be applied to a hybrid electric vehicle by adding a motor / generator to a double clutch transmission structure to realize smooth oscillation and quick shifting, and realize regenerative braking and oscillation charging. I want to.

Further, it is possible to separately configure a gear stage for an EV (electric vehicle) so as not to cause a disconnection of the motor / generator torque at the time of shifting of the engine gear stage, thereby providing excellent damping sensation during regenerative braking, To thereby improve the vehicle speed.

In one or more embodiments of the present invention, a first input shaft is selectively connected to the output side of the engine via a first clutch, and one or more input gears are disposed on an outer circumferential surface thereof; A second input shaft which is composed of a hollow shaft and which is disposed without rotating interference with the first input shaft and is selectively connected to the output side of the engine through a second clutch and on which one or more input gears are disposed; A rotational power input via a plurality of transmission gears that are formed on a first output shaft disposed in parallel to the first and second input shafts and which are in external engagement with one input gear among the input gears are shifted by a synchronizing unit A first shift output mechanism for outputting through a first output gear; And a rotation power input via a plurality of transmission gears that are formed on a second output shaft disposed in parallel to the first and second input shafts and which are in external engagement with one input gear among the input gears, A second shift output mechanism for outputting the output through a second output gear; Wherein a rotational power of an electric power source on a third input shaft arranged on the same axis as the rear of the first input shaft is transmitted to either one of the first output shaft and the second output shaft of the first and second shift output mechanisms, And electric power means for selectively transmitting the electric power to the vehicle.

The first input shaft may be provided with an input gear associated with an odd-numbered gear stage, and the second input shaft may be arranged with an input gear associated with an even-numbered gear stage.

The input gear on the first input shaft may include a first input gear for implementing the fifth speed, a second input gear for implementing the first speed, and a third input gear for implementing the third speed from the front side to the rear side And the input gear on the second input shaft may be arranged in order from the front side to the rear side, the fourth input gear for implementing the second speed and the fifth input gear for implementing the fourth or sixth speed.

The first shift output mechanism may include a first output shaft disposed in parallel with the first and second input shafts; Third and fourth input gears disposed on the first output shaft without rotational interference and circumferentially engaged with second and third input gears on the first input shaft and fourth and fifth input gears on the second input shaft, 2nd gear, 4th gear; First and second synchronizers selectively and synchronously connecting the first or third speed and the second or fourth speed change gear to the first output shaft; And a first output gear fixed to one end of the first output shaft and outputting a rotational power of the first output shaft.

The second shift output mechanism may include a second output shaft disposed in parallel with the first and second input shafts; Fifth and sixth speed change gears disposed on the second output shaft without rotation intervention and being in external engagement with the first input gear on the first input shaft and the fifth input gear on the second input shaft, respectively; Third and fourth synchronizers for synchronously connecting the fifth and sixth speed change gears to the second output shaft, respectively; And a second output gear fixed to one end of the second output shaft and outputting rotational power of the second output shaft.

Further, the electric power means includes an electric power source disposed radially outward of the third input shaft; A motor drive gear fixedly disposed on a third input shaft on the opposite side of the electric power source; A motor driven gear which is disposed on the outer circumferential surface of the rear side of the second output shaft without rotating interference and is in external engagement with the motor drive gear; An idle gear disposed adjacent to the motor driven gear without rotation interference on the second output shaft and circumscribed with one input gear on the first input shaft; An electric vehicle clutch selectively synchronously connecting the motor driven gear and the second output shaft; And an idle clutch for selectively synchronously connecting the idle gear and the driven gear to the motor.

The electric power source may include a motor connected to the third input shaft, and a motor / generator connected to the outer periphery of the rotor and configured to be fixed to the transmission housing.

In addition, the electric vehicle clutch and the idle clutch may be made of a synchronizer.

In addition, each of the synchronizers forming the electric vehicle clutch and the idler clutch can be configured to operate in opposite directions by one actuator.

Further, the electric power means includes an electric power source disposed radially outward of the third input shaft; A motor drive gear fixedly disposed on a third input shaft on the opposite side of the electric power source; An intermediate shaft disposed on the rear side on the same axis as the second output shaft; A motor driven gear fixedly disposed on the intermediate shaft and in external engagement with the motor drive gear; An idle gear disposed adjacent to the motor driven gear without rotation interference on the intermediate shaft and in outer circumferential engagement with one input gear on the first input shaft; And an electric vehicle / idle selection clutch disposed between the second output shaft and the idle gear for selectively synchronously connecting the intermediate shaft to the idle gear or the second output shaft.

The electric power source may include a motor connected to the third input shaft, and a motor / generator connected to the outer periphery of the rotor and configured to be fixed to the transmission housing.

Also, the electric vehicle / idle selection clutch may be a synchronizer.

The embodiment of the present invention realizes the forward fixed speed change stage by the rotational power of the engine and implements the HEV mode forward speed change stage by the rotational power of the engine and the motor / Which can be applied to a hybrid electric vehicle.

In addition, charging may be possible when the state of charge (SOC) is insufficient during the stopping of the vehicle.

In addition, a gear stage for an EV (electric vehicle) is separately provided so as to prevent the motor / generator torque from being disconnected at the time of shifting of the engine gear stage. In regenerative braking, the damping feeling is excellent, The transmission feeling is improved.

1 is a schematic diagram of a transmission according to a first embodiment of the present invention.
2 is a shift operation table for each drive mode of the transmission according to the first embodiment of the present invention.
3 is a schematic diagram of a transmission according to a second embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In order to clearly illustrate the embodiments of the present invention, parts that are not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the entire specification.

In the following description, the names of the components are denoted by the first, second, etc. in order to distinguish them from each other because the names of the components are the same and are not necessarily limited to the order.

1 is a schematic diagram of a transmission according to a first embodiment of the present invention.

Referring to FIG. 1, the transmission according to the first embodiment of the present invention includes first and second input shafts IS1, IS2, first and second clutches CL1, CL2, Output mechanisms OUT1 and OUT2, and electric drive means EVS.

The first input shaft IS1 is connected to the output side of the engine through the first clutch CL1 and the second input shaft IS2 is formed as a hollow shaft, And is selectively connected to the output side of the engine via the second clutch CL2.

The first input shaft IS1 is provided with first, second and third input gears G1, G2 and G3 having a predetermined number of gear teeth, IS2, and the first, second, and third input gears G1, G2, and G3 are sequentially arranged from the front side.

Fourth and fifth input gears G4 and G5 having a different number of gear teeth are disposed on the second input shaft IS2 with a predetermined interval therebetween. These gears are connected to the fourth and fifth input gears G4 ) G5 are sequentially arranged.

Accordingly, when the first clutch CL1 is operated, the first input shaft IS1 rotates to drive the first, second, and third input gears G1, G2, and G3, and the second clutch CL2 The second input shaft IS2 rotates to drive the fourth and fifth input gears G4 and G5.

The first, second, third, fourth and fifth input gears G1, G2, G3, G4 and G5 are arranged in the first and second shift output mechanisms OUT1 and OUT2 The gear teeth number is determined in consideration of the number of gear teeth of the transmission gear for each gear stage.

That is, the input gears G1, G2, G3, G4, and G5 of the first, second, third, fourth, and fifth input gears G1, The second input gear G2 is an input gear for implementing the first gear, the third input gear G3 is an input gear for implementing the third gear, The number of gear teeth is set so that the fourth gear G4 functions as an input gear for implementing the second gear and the fifth input gear G5 functions as an input gear for implementing the fourth or sixth gear.

In this way, the first input shaft IS1 is provided with input gears for implementing an odd-numbered gear stage, and the second input shaft IS2 is formed with input gears for implementing an even-numbered gear stage. The input gears for realizing an even gear stage are formed on the first input shaft IS1 and the input gears for implementing an odd gear stage on the second input shaft IS2 can be constituted.

The number of the input gears is not limited to five but may vary depending on the number of gear stages to be implemented.

The first and second clutches CL1, CL2 are made of a conventional fluid multiple-plate clutch, and are operated and non-actuated by an unillustrated hydraulic pressure control system.

The first output shaft OS1 is disposed in parallel with the first and second input shafts IS1 and IS2 at a predetermined interval. The first output shaft OS1 has a rotation interference The first and third speed change gears D1 and D3 and the second and fourth speed change gears D2 and D4 are disposed.

The first speed change gear mechanism D1 is in outer circumferential engagement with the second input gear G2 and the third speed change gear mechanism D3 is in outer circumferential engagement with the third input gear G3.

The second speed change gear mechanism D2 is in outer circumferential engagement with the fourth input gear G4 and the fourth speed change gear mechanism D4 is in outer circumferential engagement with the fifth input gear G5.

A first synchronizer SL1 as a synchronizing unit is constituted on the first output shaft OS1 between the first and third speed change gears D1 and D3 and the second and fourth speed change gears D2) and (D4), a second synchronizer SL2 is formed on the first output shaft OS1.

The first synchronizer SL1 is disposed on the rear side of the first output shaft OS1 together with the first and third speed change gears D1 and D3 and the second synchronizer SL2 is disposed on the rear side of the first output shaft OS1, And fourth speed change gears (D2) and (D4) are disposed on the front side of the first output shaft OS1.

Accordingly, the first synchronizer SL1 synchronously connects the first speed change gear mechanism D1 or the third speed change mechanism D3 to the first output shaft OS1, and the second synchronizer SL2 Selectively connects the second speed change gear mechanism D2 or the fourth speed change gear mechanism D4 to the first output shaft OS1.

The rotational power that is shifted through the first shift output mechanism OUT1 is transmitted to the differential output gear OUT1 via a differential reduction gear FG circumscribed with the first output gear OG1 formed at the front end of the first output shaft OS1, (DIFF).

The second output shaft OS2 is disposed in parallel with the first and second input shafts IS1 and IS2 at a predetermined interval and the second output shaft OS2 is provided with a rotation- The fifth and sixth speed change gears D5 and D6 are disposed.

The fifth speed change gear mechanism D5 is in outer circumferential engagement with the first input gear G1 and the sixth speed change gear mechanism D6 is in outer circumferential engagement with the fifth input gear G5.

A third synchronizer SL3 as a synchronizing unit is formed on the second output shaft OS2 adjacent to the fifth speed change gear unit D5 and a second synchronizer SL3 adjacent to the second output shaft O2 adjacent to the sixth speed change gear unit D6. OS2, a fourth synchronizer SL4 is constructed.

The third synchronizer SL3 is disposed on the rear side of the second output shaft OS2 together with the fifth speed change gear mechanism D5 and the fourth synchronizer SL4 is disposed on the rear side of the second output shaft OS2 together with the sixth speed change gear mechanism D6 And is disposed on the front side of the second output shaft OS2.

The third synchronizer SL3 synchronously connects the fifth speed change gear mechanism D5 to the second output shaft OS2 and the fourth synchronizer SL4 synchronously connects the fifth speed change gear mechanism D5 to the sixth speed change gear mechanism D6 ) To the second output shaft OS1.

The rotary power transmitted through the second speed change output mechanism OUT2 is transmitted to the differential output gear OF2 via the longitudinal reduction gear FG circumscribed with the second output gear OG2 formed at the front end of the second output shaft OS2, (DIFF).

Since the first, second, third, and fourth synchronizers SL1 to SL4 are well known in the art, a detailed description thereof will be omitted. The first, second, third, and fourth synchronizers SL1 to SL4, Each of the sleeves SLE1, SLE2, SLE3, and SLE4, which is applied to the control unit SLE1, includes a separate actuator, not shown, as known in the art, and the actuator performs the shift while being controlled by the transmission control unit.

The electric power unit EVS constitutes a motor / generator MG which is an electric power source on a third input shaft IS3 arranged on the same axis as the rear of the first input shaft IS1, (OS2) of the second transmission mechanism (OUT2) or the first input shaft (IS1) of the second transmission mechanism (OUT2).

The electric power unit EVS includes a motor / generator MG, a motor drive gear MIG, a motor driven gear MOG, an idle gear IDG, an electric vehicle clutch EVC, and an idle clutch IDC ).

The motor / generator MG is disposed radially outward of a third input shaft IS3 arranged on the same axis as the rear of the first input shaft IS1.

The motor / generator MG functions as a motor and a generator, and includes a rotor (RT) integrally connected to the third input shaft (IS3), and a rotor (RT) disposed radially outside the rotor And includes a fixed stator ST.

The motor driven gear MIG is fixed to the third input shaft IS3 on the opposite side of the motor / generator MG and the motor driven gear MOG is rotatably supported on the outer peripheral surface of the second output shaft OS2, And is circumferentially engaged with the motor drive gear MIG.

The idle gear IDG is disposed on the second output shaft OS2 without rotation intervention and is circumferentially coupled to the third input gear G3 on the first input shaft IS1 adjacent to the motor driven gear MOG .

The electric vehicle clutch EVC is connected to the second output shaft OS2 and the second output shaft OS2 so as to selectively transmit the rotational power of the motor / generator MG to the second output shaft OS2 of the second speed change output mechanism OUT2. And a motor driven gear (MOG).

The idle clutch IDC is configured between the motor driven gear MOG and the idle gear IDG to transmit the rotational power of the motor / generator MG to the first input shaft IS2.

The electric vehicle clutch ECV and the idle clutch IDC may be configured as a synchronizer, which is a type of dog clutch, and each of the synchronizers and the sleeves SLE5 and SLE6, Is operated by a separate actuator, not shown, and the actuator is controlled by a transmission control unit.

In the above, the synchronizer is expressed as a clutch because the function of the synchronizer selectively connects the rotating body and the rotating body in the same manner as the clutch.

Therefore, the electric vehicle clutch (ECV) and the idle clutch (IDC) are not limited to synchronizers, and a dog clutch capable of automatic control can be applied.

In addition, the electric vehicle clutch ECV and the sleeves SLE5 and SLE6 constituting the idle clutch IDC are disposed so as to be synchronized with each other by one actuator operating in the opposite direction.

Accordingly, when any one of the sleeves SLE5 or SLE6 is shifted for synchronizing, the other one of the sleeves SLE6 or SLE5 is shifted to the neutral state to release the simultaneous engagement.

In the transmission according to the first embodiment of the present invention configured as described above, when the vehicle is driven by the driving force of the engine, the transmission can be shifted to the sixth fixed speed range, and since the shifting process is already known, The description is omitted.

2 is a shift operation table for each drive mode of the transmission according to the first embodiment of the present invention.

Referring to FIG. 2, a shift process for each drive mode will be described below.

[EV mode]

The EV mode controls the sleeve SEL5 of the electric vehicle EVC to drive the motor / generator MG in a state in which the second output shaft IS2 and the motor driven gear MOG are synchronously connected.

Then, the rotational power of the motor / generator MG is transmitted to the third input shaft IS3, the motor drive gear MIG, the motor driven gear MOG, the electric vehicle clutch ECV, the second output shaft OS2, Is transmitted to the longitudinal reduction gear (FD) and the differential gear (DIFF) through the output gear (OG2), and EV travel is performed.

At this time, when the motor / generator MG rotates in the forward direction, the forward travel is performed. When the motor / generator MG rotates in the reverse direction, the reverse travel is performed, and the idle clutch IDC is not engaged.

The first, second, third, and fourth synchronizers SL1, SL2, SL3, and SL4 may be selectively engaged depending on the running condition of the vehicle.

[HEV 1-speed mode]

The HEV 1 speed (low speed) mode is a mode in which the motor / generator MG is driven as in the EV mode, and the first, second, third, After the four synchronizers SL1, SL2, SL3, and SL4 are selectively engaged, the first and second clutches CL1 and CL2 are selectively engaged.

[HEV 2nd speed mode]

In the HEV 1 speed (high speed) mode, the electric vehicle clutch EVC is deactivated and the idle clutch IDC is actuated.

Then, the rotational power of the motor / generator MG is transmitted to the third input shaft IS3, the motor drive gear MIG, the motor driven gear MOG, the idle clutch IDC, the idle gear IDG, Second, third and fourth synchronizers SL1, SL2 (SL2, SL3, SL4) according to the running state of the vehicle in the state in which the engine ENG is started, SL3) SL4 are selectively engaged, the first and second clutches CL1, CL2 are selectively engaged and implemented.

[Children's charging mode]

In the idle charging mode, the first clutch (CL1) and the idle clutch (IDC) are actuated when the state of charge (SOC) of the battery is insufficient in the idling state.

Then, the rotational power of the engine ENG is transmitted to the motor / generator MG, so that the battery can be charged.

At this time, the second speed change gear mechanism D2 and the first output shaft OS1 can be connected in advance through the sleeve SLE2 of the second synchronizer SL2 of the even-numbered gear position for an early start.

[Rush mode during idle charging]

The idle mode during idle charging is performed when the second synchronizer SL2 of the second synchronizer SL2 drives the second speed change gear D2 and the first output shaft D2 through the second synchronizer SL2 when oscillation is required during charging in the idling state, The first clutch CL2 can be oscillated while slipping the second clutch CL2.

As described above, the transmission for a vehicle according to the first embodiment of the present invention realizes multi-stage forward speed change stages by the rotational power of the engine, and simultaneously, by the rotational power of the engine and the motor / generator, The vehicle can be driven in the EV mode by the rotational power of the electric motor MG, which can be applied to a hybrid electric vehicle.

It is also possible to charge the battery when the state of charge (SOC) is insufficient.

The electric vehicle clutch ECV and the sleeves SLE5 and SLE6 constituting the idle clutch IDC are disposed in such a manner that they can be synchronized while being operated in opposite directions by a single actuator, It is possible to prevent the clutch EVC and the idler clutch IDC from being engaged at the same time.

3 is a schematic diagram of a transmission according to a second embodiment of the present invention.

Referring to FIG. 3, the second embodiment differs from the first embodiment in the structure of the electric power unit (EVS).

That is, the electric power unit (EVS) applied to the second embodiment of the present invention includes a motor / generator (not shown) as an electric power source on the third input shaft IS3 disposed coaxially on the rear side of the first input shaft IS1 MG and selectively transmits the rotational power of the motor / generator MS to the second output shaft OS2 or the first input shaft IS1 of the second speed change output mechanism OUT2 .

The electric power unit EVS includes a motor / generator MG, a motor drive gear MIG, an intermediate shaft CS, a motor driven gear MOG, an idle gear IDG, an electric vehicle, ECV / IDC).

The motor / generator MG is disposed radially outward of a third input shaft IS3 arranged on the same axis as the rear of the first input shaft IS1.

The motor / generator MG functions as a motor and a generator, and includes a rotor (RT) integrally connected to the third input shaft (IS3), and a rotor (RT) disposed radially outside the rotor And includes a fixed stator ST.

The motor drive gear MIG is fixed to the third input shaft IS3 on the opposite side of the motor / generator MG.

And the intermediate axis CS is arranged on the rear side on the same axis as the second output axis OS2.

The motor driven gear MOG is fixedly disposed on the intermediate shaft CS and circumferentially engaged with the motor drive gear MIG.

The idle gear IDG is disposed on the intermediate shaft CS without rotation intervention adjacent to the motor driven gear MOG and circumscribes the third input gear G3 on the first input shaft IS1.

The electric vehicle / idle selection clutch EVC / IDC is disposed between the second output shaft OS2 and the idle gear IDG so as to connect the intermediate shaft CS to the idle gear IDG or the second output shaft OS2.

The electric vehicle / idle selection clutch (ECV / IDC) may also be a synchronizer, which is a type of dog clutch. The synchronizers and the sleeves (SLE5 / SLE6) And the actuator is controlled by a transmission control unit.

The transmission according to the second embodiment of the present invention configured as described above differs from that of the first embodiment only in the configuration of the electric power means, but the shifting process and the operational effects are the same, so a detailed description will be omitted.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, And all changes in the range of

IS1, IS2, IS3 ... First, second and third input shafts
OS1, OS2 ... First and second output axes
MG ... Motor / generator
CL1, CL2 ... First and second clutches
D1, D2, D3, D4, D5, D6 ... First, second, third, fourth, fifth and sixth speed gears
G1, G2, G3, G4, G5 ... First, second, third, fourth and fifth input gears
SL1, SL2, SL3, SL4 ... First, second, third, and fourth synchronizers
EVS ... electric power means
EVC ... Clutches for electric cars
MIG ... Motor drive gear
MOG ... Motor driven gear
IDC ... Clutch for children
IDG ... idle gear

Claims (25)

A first input shaft selectively connected to an output side of the engine via a first clutch and having one or more input gears disposed on an outer circumferential surface thereof;
A second input shaft which is composed of a hollow shaft and which is disposed without rotating interference with the first input shaft and is selectively connected to the output side of the engine through a second clutch and on which one or more input gears are disposed;
A rotational power input via a plurality of transmission gears that are formed on a first output shaft disposed in parallel to the first and second input shafts and which are in external engagement with one input gear among the input gears are shifted by a synchronizing unit A first shift output mechanism for outputting through a first output gear; And
And a rotation power input via a plurality of transmission gears that are formed on a second output shaft disposed in parallel to the first and second input shafts and are in external engagement with one input gear among the input gears, A second shift output mechanism for outputting through a second output gear;
Wherein a rotational power of an electric power source on a third input shaft arranged on the same axis as the rear of the first input shaft is transmitted to either one of the first output shaft and the second output shaft of the first and second shift output mechanisms, Electric power means for selectively transmitting the electric power to the electric motor;
And a transmission mechanism. The method according to claim 1,
Wherein the first input shaft is disposed with an input gear associated with an odd-numbered gear stage,
And the second input shaft is disposed with an input gear associated with an even-numbered gear stage. 3. The method according to claim 1 or 2,
The input gear on the first input shaft may include a first input gear for implementing the fifth speed, a second input gear for implementing the first speed, and a third input gear for implementing the third speed sequentially arranged from the front side to the rear side And,
Wherein the input gear on the second input shaft is arranged in order from the front side to the rear side, the fourth input gear for implementing the second speed and the fifth input gear for implementing the fourth or sixth speed. The method of claim 3,
The first shift output mechanism
A first output shaft disposed parallel to the first and second input shafts;
Third and fourth input gears disposed on the first output shaft without rotational interference and circumferentially engaged with second and third input gears on the first input shaft and fourth and fifth input gears on the second input shaft, 2nd gear, 4th gear;
First and second synchronizers selectively and synchronously connecting the first or third speed and the second or fourth speed change gear to the first output shaft;
A first output gear fixed to one end of the first output shaft and outputting a rotational power of the first output shaft;
(20). The method of claim 3,
The second shift output mechanism
A second output shaft disposed parallel to the first and second input shafts;
Fifth and sixth speed change gears disposed on the second output shaft without rotation intervention and being in external engagement with the first input gear on the first input shaft and the fifth input gear on the second input shaft, respectively;
Third and fourth synchronizers for synchronously connecting the fifth and sixth speed change gears to the second output shaft, respectively;
A second output gear fixed to one end of the second output shaft and outputting rotational power of the second output shaft;
(20). The method according to claim 1,
The electric power means
An electric power source disposed radially outward of the third input shaft;
A motor drive gear fixedly disposed on a third input shaft on the opposite side of the electric power source;
A motor driven gear which is disposed on the outer circumferential surface of the rear side of the second output shaft without rotating interference and is in external engagement with the motor drive gear;
An idle gear disposed adjacent to the motor driven gear without rotation interference on the second output shaft and circumscribed with one input gear on the first input shaft;
An electric vehicle clutch selectively synchronously connecting the motor driven gear and the second output shaft;
An idle clutch for selectively synchronously connecting the idle gear and the driven gear to the motor;
(20). 7. The method according to claim 1 or 6,
The electric power source
A rotor connected to the third input shaft, and a motor / generator arranged on an outer circumferential side of the rotor and fixed to the transmission housing. The method according to claim 6,
Wherein the electric vehicle clutch and the idle clutch comprise a synchronizer. 9. The method of claim 8,
And each of the synchronizers forming the clutch for the electric vehicle and the clutch for the idle is configured to operate inversely with one actuator. The method according to claim 1,
The electric power means
An electric power source disposed radially outward of the third input shaft;
A motor drive gear fixedly disposed on a third input shaft on the opposite side of the electric power source;
An intermediate shaft disposed on the rear side on the same axis as the second output shaft;
A motor driven gear fixedly disposed on the intermediate shaft and in external engagement with the motor drive gear;
An idle gear disposed adjacent to the motor driven gear without rotation interference on the intermediate shaft and in outer circumferential engagement with one input gear on the first input shaft;
An electric vehicle / idle selection clutch disposed between the second output shaft and the idle gear for selectively synchronizing the intermediate shaft with the idle gear or the second output shaft;
(20). 11. The method according to claim 1 or 10,
The electric power source
A rotor connected to the third input shaft, and a motor / generator arranged on an outer circumferential side of the rotor and fixed to the transmission housing. 11. The method of claim 10,
Wherein the electric vehicle / idle selection clutch is a synchronizer. A first input shaft selectively connected to an output side of the engine via a first clutch and having first, second and third input gears sequentially arranged from the front side to the rear side on an outer circumferential surface thereof;
A second input gear disposed on the output side of the engine and selectively connected to the output side of the engine through a second clutch, Input shaft;
A rotational power input via a plurality of transmission gears that are formed on a first output shaft disposed in parallel to the first and second input shafts and which are in external engagement with one input gear among the input gears are shifted by a synchronizing unit A first shift output mechanism for outputting through a first output gear; And
And a rotation power input via a plurality of transmission gears that are formed on a second output shaft disposed in parallel to the first and second input shafts and are in external engagement with one input gear among the input gears, A second shift output mechanism for outputting through a second output gear;
An electric power source disposed radially outward of the third input shaft, a motor drive gear fixedly disposed on a third input shaft on the opposite side of the electric power source, and a motor drive gear disposed on a rear outer circumferential surface of the second output shaft, An idle gear disposed on the second output shaft and rotatably interposed with the third input gear on the first input shaft, the idle gear being circumferentially engaged with the third input gear on the first input shaft, the idle gear being circumferentially engaged with the motor driven gear, An electric power unit comprising an electric vehicle clutch for selectively synchronously connecting two output shafts and an idle clutch for selectively synchronously connecting the idle gear and the motor driven gear;
And a transmission mechanism. 14. The method of claim 13,
The input gear on the first input shaft is composed of a first input gear for implementing the fifth speed, a second input gear for implementing the first speed, and a third input gear for implementing the third speed,
And the input gear on the second input shaft comprises a fourth input gear for implementing the second speed and a fifth input gear for implementing the fourth or sixth speed. The method according to claim 13 or 14,
The first shift output mechanism
A first output shaft disposed parallel to the first and second input shafts;
Third and fourth input gears disposed on the first output shaft without rotational interference and circumferentially engaged with second and third input gears on the first input shaft and fourth and fifth input gears on the second input shaft, 2nd gear, 4th gear;
First and second synchronizers selectively and synchronously connecting the first or third speed and the second or fourth speed change gear to the first output shaft;
A first output gear fixed to one end of the first output shaft and outputting a rotational power of the first output shaft;
Wherein the transmission is a vehicle. The method according to claim 13 or 14,
The second shift output mechanism
A second output shaft disposed parallel to the first and second input shafts;
Fifth and sixth speed change gears disposed on the second output shaft without rotation intervention and being in external engagement with the first input gear on the first input shaft and the fifth input gear on the second input shaft, respectively;
Third and fourth synchronizers for synchronously connecting the fifth and sixth speed change gears to the second output shaft, respectively;
A second output gear fixed to one end of the second output shaft and outputting rotational power of the second output shaft;
Wherein the transmission is a vehicle. The method according to claim 1,
The electric power source
A rotor connected to the third input shaft, and a motor / generator arranged on an outer circumferential side of the rotor and fixed to the transmission housing. The method according to claim 1,
Wherein the electric vehicle clutch and the idle clutch comprise a synchronizer. 19. The method of claim 18,
And each of the synchronizers forming the clutch for the electric vehicle and the clutch for the idle is configured to operate inversely with one actuator. A first input shaft selectively connected to an output side of the engine via a first clutch and having first, second and third input gears sequentially arranged from the front side to the rear side on an outer circumferential surface thereof;
A second input gear disposed on the output side of the engine and selectively connected to the output side of the engine through a second clutch, Input shaft;
A rotational power input via a plurality of transmission gears that are formed on a first output shaft disposed in parallel to the first and second input shafts and which are in external engagement with one input gear among the input gears are shifted by a synchronizing unit A first shift output mechanism for outputting through a first output gear; And
And a rotation power input via a plurality of transmission gears that are formed on a second output shaft disposed in parallel to the first and second input shafts and are in external engagement with one input gear among the input gears, A second shift output mechanism for outputting through a second output gear;
An electric power source disposed radially outward of the third input shaft, a motor drive gear fixedly disposed on a third input shaft on the opposite side of the electric power source, an intermediate shaft disposed on the rear side on the same axis as the second output shaft, An idle gear disposed on the intermediate shaft and rotatably interposed with the input gear on the first input shaft, the idle gear being fixed to the shaft, And an electric vehicle / idle gear disposed between the second output shaft and the idle gear for selectively synchronously connecting the intermediate shaft to the idle gear or the second output shaft;
And a transmission mechanism. 21. The method of claim 20,
The input gear on the first input shaft is composed of a first input gear for implementing the fifth speed, a second input gear for implementing the first speed, and a third input gear for implementing the third speed,
And the input gear on the second input shaft comprises a fourth input gear for implementing the second speed and a fifth input gear for implementing the fourth or sixth speed. 22. The method according to claim 20 or 21,
The first shift output mechanism
A first output shaft disposed parallel to the first and second input shafts;
Third and fourth input gears disposed on the first output shaft without rotational interference and circumferentially engaged with second and third input gears on the first input shaft and fourth and fifth input gears on the second input shaft, 2nd gear, 4th gear;
First and second synchronizers selectively and synchronously connecting the first or third speed and the second or fourth speed change gear to the first output shaft;
A first output gear fixed to one end of the first output shaft and outputting a rotational power of the first output shaft;
Wherein the transmission is a vehicle. 22. The method according to claim 20 or 21,
The second shift output mechanism
A second output shaft disposed parallel to the first and second input shafts;
Fifth and sixth speed change gears disposed on the second output shaft without rotation intervention and being in external engagement with the first input gear on the first input shaft and the fifth input gear on the second input shaft, respectively;
Third and fourth synchronizers for synchronously connecting the fifth and sixth speed change gears to the second output shaft, respectively;
A second output gear fixed to one end of the second output shaft and outputting rotational power of the second output shaft;
Wherein the transmission is a vehicle. 21. The method of claim 20,
The electric power source
A rotor connected to the third input shaft, and a motor / generator arranged on an outer circumferential side of the rotor and fixed to the transmission housing. 21. The method of claim 20,
Wherein the electric vehicle clutch and the idle clutch comprise a synchronizer.

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