Power transmission system and vehicle with power transmission system

Abstract

Power transmission system, including: a drive shaft (4) wherein a force is transmitted between the drive shaft (4) and an internal combustion engine (60); an output shaft (5) which can be coupled to the input shaft (4) using a shifting mechanism (11), whereby the force is transmitted between the output shaft (5) and a differential gear (50); a first motor rotating shaft (41), wherein the power is transmitted between the first motor rotating shaft (41) and a motor generator (40); and a drive train (12) that can connect the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) to provide power transmission between the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) when a vehicle (100) is stationary, wherein the drive train (12) is the first drive train (12), and further comprises: a second drive train (13) that can connect the output shaft (5) and the first motor rotating shaft (41) without using the shifting mechanism (11) to provide power transmission between the output shaft (5) and the first motor rotating shaft (41) without using the shifting mechanism (11); the power transmission system further includes: a return shaft (6), which is a reverse shaft (6), wherein the reverse shaft (6), the input shaft (4) and the output shaft (5) are parallel; a first reverse drive train element (14) that can provide power transmission between the drive shaft (4) and the reverse shaft (6); a second reverse drive train element (15) that can provide power transmission between the output shaft (5) and the reverse shaft (6); where: the first drive train (12) includes the first reverse drive train element (14) and a first drive train element (16) that can provide power transmission between the first motor drive shaft (41) and the first reverse drive train element (14); the second drive train (13) includes the second reverse drive train element (15) and a second drive train element (17) that can provide power transmission between the first engine drive shaft (41) and the second reverse drive train element (15); and the first motor drive shaft (41) can be selectively connected to and disconnected from a selected drive element (16) and the second drive element (17) by means of a switching element (47).

Description

[Technical field]

[0001] The present invention relates to a power transmission system and to a vehicle with the power transmission system. [State of the art]

[0002] Hybrid electric vehicles, in which an internal combustion engine and a motor generator are used as drive sources to power the drive wheels, are known. JP 2005-153691A discloses an example of the hybrid electric vehicles of the type described above. The hybrid electric vehicle disclosed by JP 2005-153691A enables the transmission of the internal combustion engine's power from a drive shaft of a transmission to an output shaft via a shifting mechanism or by using a shifting mechanism that includes a group of switchable gear pairs. The group of switchable gear pairs includes a first through sixth gear pair, each pair consisting of one input or drive gear on the drive shaft and the associated driven gear or countershaft gear on the output shaft. The power transmitted to the output shaft is transferred from a first drive gear on the output shaft to a differential gear.

[0003] On the other hand, the engine power, which is transmitted from a drive gear of the motor-generator via a driven gear to an intermediate reduction shaft, is transmitted by a second drive gear on the intermediate reduction shaft to the differential. With this configuration, the power from the internal combustion engine and that from the motor-generator is transmitted via the differential to the drive axles and drive wheels. [State of the art][Patent literature] Patent literature 1: JP 2005- 153 691 A Patent literature 2: US 2005 / 0 139 401 A1 Patent literature 3: US 2014 / 0 283 646 A1 Patent literature 4: US 2005 / 0 032 598 A1 Patent literature 5: DE 10 2015 216 495 A1 [Brief description of the invention][Technical problem]

[0004] The well-known hybrid drive system has a problem in that, when the vehicle is stationary, it is difficult to operate an electrical component such as an air conditioner that consumes a high electrical current over a long period of time, as there is a power limit for the battery attached to the vehicle.

[0005] To address the aforementioned problem, there is an idea that when the vehicle is stationary, the power from the internal combustion engine is transferred to the motor generator to compensate for a lack of electrical current, causing the motor generator to produce electricity.

[0006] In the hybrid drive system described in JP 2005-153691A, the differential is located between the internal combustion engine and the motor-generator. Therefore, when the internal combustion engine's power is transferred to the motor-generator to implement the aforementioned idea, some of the engine's power is transmitted to the drive wheels via the differential. This makes it impractical to use the internal combustion engine's power to generate electricity via the motor-generator, due to the difficulty of keeping the vehicle stationary.

[0007] Document US 2005 / 0139401A1 describes a vehicle propulsion system for a hybrid vehicle with an internal combustion engine and an electric motor, in which the electric motor can be decoupled from the transmission by means of a motor insulating agent in order to minimize the motor resistance.

[0008] Document US 2014 / 0283646A1 describes a transmission system for a hybrid vehicle comprising a primary input shaft, for example for an internal combustion engine, a secondary input shaft, for example for an electric motor, and an output shaft. A transmission connects the primary input shaft and the output shaft. By means of a selection mechanism, the secondary input shaft can be connected in a first configuration to drive the output shaft and in a second configuration to drive the primary input shaft.

[0009] The transmission for a hybrid vehicle described in US 2005 / 0032598A1 comprises a first rotating shaft, a first clutch connecting an internal combustion engine and the first rotating shaft, a second rotating shaft connected to an electric motor, a second clutch connecting the first and second rotating shafts, and a third rotating shaft transmitting the drive force from the first or second rotating shaft to a drive wheel, wherein various combinations of gears arranged between the first and third rotating shafts and between the second and third rotating shafts can be selected by means of a shifting mechanism.

[0010] German patent application DE 10 2015 216 495 A1 describes a drive arrangement comprising a first drive unit, which can be coupled to an output unit via a first gear assembly, and a second drive unit, which can be coupled to the output unit via a second gear assembly, wherein the drive torque of the first drive unit can be transmitted to the output unit independently of the second drive unit, and the drive torque of the second drive unit can be transmitted to the output unit independently of the first drive unit via the first gear assembly. Furthermore, the drive torque of the first drive unit can also be transmitted to the output unit simultaneously via the first gear assembly and the drive torque of the second drive unit can be transmitted to the output unit simultaneously via the second gear assembly.

[0011] One object of the present invention is to provide a power transmission system capable of transferring power from an internal combustion engine to a motor generator in order to generate electricity when a vehicle is stationary, and to provide a vehicle in which the power transmission system is installed. [Solution to the problem]

[0012] This problem is solved by the features of claim 1, claim 2, and claim 3, respectively. Further developments of the invention are defined in the dependent claims. [Advantageous effect of the invention]

[0013] This configuration allows the combustion engine power to be transferred to the motor generator, causing the motor generator to produce electricity when the vehicle is stationary. [Brief description of the drawings] Fig. Figure 1 is a kinematic diagram of a hybrid electric vehicle equipped with an embodiment of a power transmission system according to the present invention; Fig. Figure 2 is a diagram of the power transmission system of the hybrid electric vehicle, showing how a drive shaft, an output or countershaft, a differential gear, a return or reverse shaft, a first motor rotation shaft, and a second motor rotation shaft are related; Fig. Figure 3 is a block diagram showing the system configuration of the power transmission system of the hybrid electric vehicle; Fig. Figure 4 is a diagram showing a force path during the forward propulsion of the hybrid electric vehicle in a drive mode powered by an internal combustion engine; Fig. Figure 5 is a diagram showing a force path during the reverse propulsion of the hybrid electric vehicle in a drive mode powered by an internal combustion engine; Fig. Figure 6 is a diagram showing a power path without the use of a switching mechanism in a power generation mode powered by an internal combustion engine; Fig. Figure 7 is a diagram showing a force path when using the switching mechanism in a power generation mode powered by an internal combustion engine; Fig. Figure 8 is a diagram showing a force path without using the shifting mechanism in an electric vehicle (EV) drive mode; Fig. Figure 9 is a diagram showing a force path when using the shifting mechanism in an electric vehicle (EV) drive mode; Fig. Figure 10 is a diagram showing a power path without the use of the switching mechanism during an internal combustion engine start powered by a motor generator; Fig. Figure 11 is a diagram showing a force path when using the switching mechanism during a motor-generator-driven internal combustion engine start in a hybrid electric vehicle (HEV) drive mode; Fig. Figure 12 is a diagram showing a power path without using the shifting mechanism in an HEV drive mode; Fig. Figure 13 is a diagram showing a force path when using the shifting mechanism in an HEV drive mode; Fig. Figure 14 is a diagram showing a force path without the use of the shifting mechanism during a regenerative braking process in an HEV drive mode; Fig. Figure 15 is a diagram showing a force path when using the shifting mechanism during a regenerative braking process in an HEV drive mode; Fig. Figure 16 is a kinematic diagram showing the configuration of a hybrid electric vehicle equipped with a further embodiment of a power transmission system according to the present invention. [Emphasis of the invention]

[0014] A power transmission system according to one embodiment comprises: a drive shaft that can be coupled to an internal combustion engine; an output shaft that can be coupled to the drive shaft using a shifting mechanism, the output shaft being coupled to a differential gear; a first motor rotating shaft connected to a motor generator; and a drive train that can connect the drive shaft and the first motor rotating shaft without using the shifting mechanism to provide power transmission between the drive shaft and the first motor rotating shaft without using the shifting mechanism.

[0015] This configuration allows the combustion engine power to be transferred to the motor generator, causing the motor generator to produce electricity when the vehicle is stationary. [Versions]

[0016] For illustrative purposes, the terms "above", "below", "right", "left", "back", "front" and derivatives thereof in the figures consistently refer to the invention as it appears in Fig. 1 is oriented.

[0017] With reference to the attached drawings, the power transmission system and the vehicle equipped with the power transmission system according to the present invention are described.

[0018] The Fig. Figures 1 to 16 are diagrams illustrating a power transmission system. The configuration is described first.

[0019] In Fig. 1 comprises a motor vehicle in the form of a hybrid electric vehicle (HEV) 100, a hybrid drive system in the form of a power transmission system with a first drive machine in the form of an internal combustion engine 60 and a second drive machine in the form of a motor generator 40. The vehicle 100 includes an automatic transmission 1. The automatic transmission 1 provides six forward gears and one reverse gear.

[0020] In the present embodiment, the automatic transmission 1 is in the form of an automated manual transmission (AMT). An AMT is a transmission that is mechanically similar to a manual transmission with a gearshift lever, except that it contains a computer that performs the clutch and shifting operations. It functions essentially like an automatic transmission.

[0021] The automatic transmission 1 includes a transmission housing 2. The interior of the transmission housing 2 accommodates: a clutch 3; a drive shaft 4; a countershaft or output shaft 5 extending in one direction parallel to the drive shaft 4; and a reverse shaft or return shaft 6 extending in one direction parallel to the drive shaft 4.

[0022] The internal combustion engine 60 is mounted on the transmission housing 2. The drive shaft 4 is aligned with a crankshaft 61 of the internal combustion engine 60 such that the drive shaft 4 has an axis of rotation that is aligned with an axis of rotation of the crankshaft 61. The crankshaft 61 converts a reciprocating motion of each piston 62 into a rotary motion. When the clutch 3 is engaged, the force converted into rotary motion is transmitted from the crankshaft 61 to the drive shaft 4. In the present embodiment, the engine 60 forms an internal combustion engine as claimed. In the present embodiment, the countershaft 5 forms an output shaft as claimed.

[0023] A clutch actuator 21 (see Fig. 3) is provided to engage clutch 3. When clutch 3 is engaged, drive shaft 4 is connected to crankshaft 61. When clutch 3 is disengaged, drive shaft 4 is disconnected from crankshaft 61. Engaging clutch 3 allows power to be transmitted from internal combustion engine 60 to drive shaft 4, while disengaging clutch 3 interrupts the transmission of power from the internal combustion engine.

[0024] Referring to Fig. 1 is a shifting mechanism designated 11. The shifting mechanism 11 includes a group of switchable gear pairs 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E, and 4F / 5F. The input shaft 4 can be connected to the countershaft or output shaft 5 via the group of switchable gear pairs 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E, and 4F / 5F. The input shaft 4 carries the first-speed input gear 4A, the second-speed input gear 4B, the third-speed input gear 4C, the fourth-speed input gear 4D, the fifth-speed input gear 4E, and the sixth-speed input gear 4F. The drive gears 4A and 4B are rigidly held in place by the drive shaft 4, rotating with it as a single unit. The drive gears 4C, 4D, 4E, and 4F are intermediate gears that are rotatable relative to the drive shaft 4.

[0025] The output shaft 5 carries the first-speed intermediate gear 5A, the second-speed intermediate gear 5B, the third-speed intermediate gear 5C, the fourth-speed intermediate gear 5D, the fifth-speed intermediate gear 5E, and the sixth-speed intermediate gear 5F. These intermediate gears 5A, 5B, 5C, 5D, 5E, and 5F mesh with the drive gears 4A, 4B, 4C, 4D, 4E, and 4F, respectively.

[0026] The intermediate gears 5A and 5B are rotatable and mounted on the output shaft 5. The intermediate gears 5C to 5F are rigidly mounted on the output shaft 5, rotating with it as a single unit.

[0027] A hub sleeve (or switching element) 7 and a hub sleeve (or switching element) 8 are provided on the drive shaft 4. The hub sleeves 7 and 8 are toothed with the drive shaft 4 in such a way that the hub sleeves 7 and 8 can move along the axis of the drive shaft 4, but cannot rotate relative to the axis of the drive shaft 4.

[0028] The hub sleeves 7 and 8 are connected by means of a switching actuator 22 (see Fig. 3) activated. The switching actuator 22 includes a switching drum and switching forks such that these can be moved along the axis of the drive shaft 4.

[0029] Hub sleeve 7 is located between the third and fourth drive gears 4C and 4D and is shared by them. Hub sleeve 8 is located between the fifth and sixth drive gears 4E and 4F and is shared by them. When hub sleeves 7 and 8 are in their neutral positions, drive gears 4C, 4D, 4E, and 4F are disengaged from the drive shaft 4 to rotate as intermediate gears such that they are rotatable relative to the drive shaft 4. This configuration interrupts the transmission of force (or torque) from the drive shaft 4 to the output shaft 5 via the shiftable gear pairs 4C / 5C, 4D / 5D, 4E / 5E, and 4F / 5F.

[0030] The drive gear 4C is coupled to the drive shaft 4 via the hub sleeve 7 by means of the actuator 22, which moves the hub sleeve 7 from the neutral position to the right side, or the side of the drive gear 4C, so that the drive gear 4C and the intermediate gear 5C are now active. The drive gear 4D is coupled to the drive shaft 4 via the hub sleeve 7 by means of the actuator 22, which moves the hub sleeve 7 from the neutral position to the left side, or the side of the drive gear 4D, so that the drive gear 4D and the intermediate gear 5D are now active.

[0031] When the gear pair 4C / 5C is engaged by coupling the drive gear 4C to the drive shaft 4 via the hub sleeve 7, the third speed or third gear is selected, so that when the slip clutch 3 is engaged, the torque is transmitted from the drive shaft 4 to the output shaft 5 via the switchable gear pair 4C / 5C. When the gear pair 4D / 5D is engaged by coupling the drive gear 4D to the drive shaft 4 via the hub sleeve 7, the fourth speed or fourth gear is selected, so that when the slip clutch 3 is engaged, the torque is transmitted from the drive shaft 4 to the output shaft 5 via the switchable gear pair 4D / 5D.

[0032] The drive gear 4E is coupled to the drive shaft 4 via the hub sleeve 8 by means of the actuator 22, which moves the hub sleeve 8 from the neutral position to the right side, or the side of the drive gear 4E, so that the drive gear 4E and the intermediate gear 5E are now active. The drive gear 4F is coupled to the drive shaft 4 via the hub sleeve 8 by means of the actuator 22, which moves the hub sleeve 8 from the neutral position to the left side, or the side of the drive gear 4F, so that the drive gear 4F and the intermediate gear 5F are now active.

[0033] When the gear pair 4E / 5E is engaged by coupling the drive gear 4E to the drive shaft 4 via the hub sleeve 8, the fifth speed or fifth gear is selected, so that when the slip clutch 3 is engaged, the torque is transmitted from the drive shaft 4 to the output shaft 5 via the switchable gear pair 4E / 5E. When the gear pair 4F / 5F is engaged by coupling the drive gear 4F to the drive shaft 4 via the hub sleeve 8, the sixth speed or sixth gear is selected, so that when the slip clutch 3 is engaged, the torque is transmitted from the drive shaft 4 to the output shaft 5 via the switchable gear pair 4F / 5F.

[0034] A hub sleeve (or switching element) 9 is provided on the output shaft 5. The hub sleeve 9 is toothed with the output shaft 5 in such a way that the hub sleeve 9 can be moved along the axis of the output shaft 5, but cannot rotate relative to the axis of the input shaft 5.

[0035] The hub sleeve 9 is activated by the switching actuator 22 such that it can be displaced along the axis of the output shaft 5. The hub sleeve 9 is located between the intermediate gears 5A and 5B and is shared by them. When the hub sleeve 9 is in the neutral position, the intermediate gears 5A and 5B are disengaged and inactive, so that the intermediate gears 5A and 5B are not rotating with the output shaft 5. This configuration interrupts the transmission of torque from the input shaft 4 via the switchable gear pairs 4A / 5A and 4B / 5B to the output shaft 5.

[0036] The intermediate gear 5A is coupled to the output shaft 5 via the hub sleeve 9 by means of the actuator 22, which moves the hub sleeve 9 from the neutral position to the right side, or the side of the intermediate gear 5A, so that the drive gear 4A and the intermediate gear 5A are now active. The intermediate gear 5B is coupled to the output shaft 5 via the hub sleeve 9 by means of the actuator 22, which moves the hub sleeve 9 from the neutral position to the left side, or the side of the intermediate gear 5B, so that the drive gear 4B and the intermediate gear 5B are now active.

[0037] When the gear pair 4A / 5A is engaged by coupling the intermediate gear 5A to the output shaft 5 via the hub sleeve 9, first speed or first gear is selected, so that when the slip clutch 3 is engaged, the torque is transmitted from the input shaft 4 to the output shaft 5 via the switchable gear pair 4A / 5A. When the gear pair 4B / 5B is engaged by coupling the intermediate gear 5B to the output shaft 5 via the hub sleeve 9, second speed or second gear is selected, so that when the slip clutch 3 is engaged, the torque is transmitted from the input shaft 4 to the output shaft 5 via the switchable gear pair 4B / 5B.

[0038] It should be noted here that coupling one of the drive gears 4A, 4B, 4C, 4D, 4E and 4F with the drive shaft 4 or coupling one of the intermediate gears 5A, 5B, 5C, 5D, 5E and 5F with the output shaft 5 means coupling the former with the latter after the former have been synchronized with the latter.

[0039] It should be noted here that decoupling one of the drive gears 4C, 4D, 4E and 4F from the drive shaft 4 or decoupling one of the intermediate gears 5A and 5B from the output shaft 5 means decoupling the former from the latter to allow the latter to rotate with respect to the associated shaft.

[0040] An axle drive gear 5G is rigidly coupled to the output shaft 5 such that the axle drive gear 5G and the output shaft 5 rotate as a single unit. The switchable gear pairs 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E and 4F / 5F form a switching mechanism 11.

[0041] The hub sleeves 7, 8 and 9 can be operated on the basis of the upshift or downshift point, which is determined by, for example, in the case where a shift lever (not shown) is manually placed by the vehicle operator at a drive range position, retrieving a gear shift characteristic with an accelerator pedal position and a vehicle speed.

[0042] The axle drive gear 5G meshes with an axle output gear 51 of a differential gear 50. The differential gear 50 is housed in a gearbox housing 2. The differential gear 50 is coupled to a left and a right drive gear (not shown) via a left and a right drive axle 52L and 52R.

[0043] The differential gear 50 transmits the power, which is transmitted via the axle drive gear 5G of the output shaft 5 to the axle output gear 51, via the drive axles 52L and 52R to the left and right wheels, while regulating a difference in rotation between the left and right wheels.

[0044] A reverse drive gear 4R is rigidly coupled to the drive shaft 4 such that the reverse drive gear 4R and the drive shaft 4 can rotate as a single unit. A driven reverse intermediate gear (or intermediate gear) 6A and a reverse drive intermediate gear (or intermediate gear) 6B are held by the reverse shaft 6 such that the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B can rotate with respect to the reverse shaft 6.

[0045] With reference also to Fig. 2. The driven reverse intermediate gear 6A meshes with the reverse drive gear 4R. The reverse drive intermediate gear 6B meshes with the driven reverse gear 5R. The driven reverse gear 5R is rigidly held by the output shaft 5 such that the driven reverse gear 5R and the output shaft 5 can rotate as a single unit.

[0046] A reverse or reverse shift hub sleeve 10 is held by means of the return shaft 6. The reverse hub sleeve 10 is activated by the shift actuator 22 such that it can be moved along the axis of the return shaft 6.

[0047] The reverse hub sleeve 10 is switchable to provide a first state in which the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are coupled as a unit for one rotation, and a second state in which the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are decoupled.

[0048] When the reverse hub sleeve 10 is activated by means of the switching actuator 22 to perform a switching operation to provide the second state, the reverse drive intermediate gear 6B is decoupled from the driven reverse intermediate gear 6A, so that the reverse drive intermediate gear 6B does not follow the rotation of the driven intermediate gear 6A.

[0049] When the reverse hub sleeve 10 is activated by means of the shift actuator 22 to perform a reverse shift operation to provide the first state, the reverse drive intermediate gear 6B and the driven reverse intermediate gear 6A are coupled so that the reverse drive intermediate gear 6B and the driven intermediate gear 6A rotate as a unit.

[0050] When the hub sleeves 7, 8 and 9 are in their neutral positions, coupling the driven reverse gear 6A and the reverse drive intermediate gear 6B allows the transmission of force from the drive shaft 4 to the driven reverse intermediate gear 6A.

[0051] The force transmitted to the driven reverse intermediate gear 6A is transmitted via the reverse drive intermediate gear 6B and the driven reverse gear 5R to the output shaft 5, and the force is transmitted from the output shaft 5 via the axle drive gear 5G to the axle output gear 51 of the differential gear 50.

[0052] This causes the axle output gear 51 of the differential gear 50 to rotate in the opposite direction to the direction in which the axle output gear 51 rotates when the hybrid electric vehicle 100 is traveling forward, which causes the left and right wheels to rotate in the opposite direction via the drive axles 52L and 52R. This enables the hybrid electric vehicle 100 to move in reverse.

[0053] When the reverse drive intermediate gear 6B is decoupled from the driven reverse intermediate gear 6A by activating the reverse hub sleeve 10, rotation of the driven reverse intermediate gear 6A relative to the reverse drive intermediate gear 6B is enabled. This allows the hybrid electric vehicle 100 to move forward, as no force is transmitted from the reverse drive gear 4R to the reverse drive intermediate gear 6B.

[0054] In the present embodiment, the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are rotatably mounted by means of the reverse shaft 6 such that, when the reverse hub sleeve 10 is switched to provide the second (or inactive) state in which the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are disengaged, the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are intermediate gears. When the reverse hub sleeve 10 is switched to provide the first (or active) state, the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are coupled. The present embodiment is not limited to the configuration mentioned above.

[0055] The present embodiment can, for example, be configured such that one of the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B is held non-rotatably (or rigidly) by the reverse shaft 6, while the other is held rotatably by the reverse shaft 6.

[0056] When the reverse hub sleeve 10 is switched to provide the second (or inactive) state, the other is decoupled from the reverse shaft 6 by the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B. When the reverse hub sleeve 10 is switched to provide the first (or active) state, the other is coupled to the reverse shaft 6 by the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B such that the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B are coupled as a unit for one rotation.

[0057] A motor-generator 40 is mounted on the gearbox housing 2. An inverter (not shown) is connected to the motor-generator 40. In drive mode, the inverter converts direct current (DC) power from the battery into alternating current (AC) power and supplies the converted AC power to the motor-generator 40. In regenerative mode, the inverter converts AC power generated by the motor-generator 40 into DC power and supplies the converted DC power to the battery for charging.

[0058] The motor-generator 40 has a motor-rotating shaft 41. The force generated by the motor-generator 40 is transmitted to the motor-rotating shaft 41. The motor-rotating shaft 41 is housed in the gearbox housing 2. The motor-rotating shaft 41 extends in one direction parallel to the input shaft 4 and the output shaft 5. A motor-driven gear 42 is rigidly held by the motor-rotating shaft 41.

[0059] The gearbox housing 2 accommodates another motor drive shaft 43. The motor drive shaft 43 extends in one direction parallel to the input shaft 4 and the output shaft 5. A driven motor gear 44, a gear 45 on the input shaft side, and a gear 46 on the output shaft side are held by the motor drive shaft 43.

[0060] The driven motor gear 44 is mounted as a single unit on the motor shaft 43 for rotation with the motor shaft 43. The driven motor gear 44 meshes with the motor input gear 42 to transmit power from the driven motor gear 44 to the motor input gear 42 or from the motor input gear 42 to the driven motor gear 44. The gear 45 on the input shaft side meshes with the driven reverse intermediate gear 6a to transmit power between the gear 45 on the input shaft side and the driven reverse intermediate gear 6a. The gear 46 on the output shaft side meshes with the driven reverse gear 5R to transmit power between the gear 46 on the output shaft side and the driven reverse gear 5R.

[0061] The motor drive shaft 43 has a hub sleeve 47 attached to it. The hub sleeve 47 is toothed to the motor drive shaft 43 in such a way that the hub sleeve 47 can be moved along the axis of the motor drive shaft 43, but cannot be rotated relative to the axis of the motor drive shaft 43.

[0062] The hub sleeve 47 is actuated by means of a motor actuator 23 (see Fig. 3) activated. The motor actuator 23 includes a switching motor and shift forks (not shown) so that it can be moved along the axis of the motor drive shaft 43. The hub sleeve 47 is located between the gear 45 on the input shaft side and the gear 46 on the output shaft side and is shared by them.

[0063] When the hub sleeve 47 is in its neutral position, the gear 45 on the input shaft side and the gears 46 on the output shaft side are disengaged from the motor shaft 43 and rotate as intermediate gears such that the gear 45 on the input shaft side and the gears 46 on the output shaft side are rotatable with respect to the motor shaft 43. With this configuration, the power transmission between the motor shaft 41 and the input shaft 4, as well as the power transmission between the motor shaft 41 and the output shaft, is interrupted.

[0064] The gear 45 on the input shaft side is coupled to the motor shaft 43 via the hub sleeve 47 by moving the hub sleeve 47 from the neutral position to the left side, or the side of the gear 45 on the input shaft side, using the motor actuator 23. The gear 46 on the output shaft side is coupled to the motor shaft 43 via the hub sleeve 47 by moving the hub sleeve 47 from the neutral position to the right side, or the side of the gear 46 on the output shaft side, using the motor actuator 23.

[0065] When the gear 45 on the side of the drive shaft is coupled to the motor rotating shaft 43 via the hub sleeve 47, the drive shaft 4 is coupled to the motor rotating shaft 43 via the reverse drive gear 4R, the driven reverse intermediate gear 6A, the gear 45 on the side of the drive shaft, the motor rotating shaft 43, the driven motor gear 44 and the motor drive gear 42.

[0066] This power path is a path that can connect the motor drive shaft 43 and the drive shaft 4 without using the shifting mechanism 11. When the clutch 3 is engaged, this power path provides power transmission from the drive shaft 4 via the hub sleeve 47 to the motor generator 40. The drive shaft 4 is connected to the motor drive shaft 41 via the reverse drive gear 4R, the driven reverse intermediate gear 6A, the gear 45 on the side of the drive shaft, the motor drive shaft 43, the driven motor gear 44, the motor drive gear 42, and the motor drive shaft 41. This enables the motor generator 40 to generate electricity.

[0067] Furthermore, the aforementioned power path provides the power transmission from the motor generator 40 via the motor drive shaft 41, the motor drive gear 42, the driven motor gear 44, the motor drive shaft 43, the gear 45 on the side of the drive shaft, the driven reverse intermediate gear 6A and the reverse drive gear 4R to the drive shaft 4.

[0068] In the present embodiment, the reverse drive gear 4R, the driven reverse intermediate gear 6A, the gear 45 on the drive shaft side, the motor drive shaft 43, the driven motor gear 44, and the motor drive gear 42 form elements of a drive train or a first drive train 12, as claimed. The drive train 12 can connect the drive shaft 4 and the motor drive shaft 41 without using the shifting mechanism 11, thereby providing power transmission between the drive shaft 4 and the motor drive shaft 41 without using the shifting mechanism 11.

[0069] When the gear 46 on the output shaft side is coupled to the motor drive shaft 43 via the hub sleeve 47, the output shaft 5 is connected to the motor drive shaft 41 via the driven reverse gear 5R, the gear 46 on the output shaft side, the motor drive shaft 43, the driven motor gear 44 and the motor drive gear 42.

[0070] This power path is a path that can connect the motor drive shaft 43 and the output shaft 5 without using the shifting mechanism 11. This power path provides power transmission from the output shaft 5 via the driven reverse gear 5R, the gear 46 on the output shaft side, the motor drive shaft 43, the driven motor gear 44, and the motor drive gear 42 to the motor drive shaft 41.

[0071] Furthermore, the aforementioned power path provides the power transmission from the motor generator 40 via the motor drive shaft 41, the motor drive gear 42, the driven motor gear 44, the motor drive shaft 43, the gear 46 on the output shaft side and the driven reverse gear 5R to the output shaft 5.

[0072] In the present embodiment, the driven reverse gear 5R, the gear 46 on the output shaft side, the motor drive shaft 43, the driven motor gear 44, and the motor drive gear 42 form elements of a second drive train 13, as claimed. The second drive train 13 can connect the output shaft 5 and the motor drive shaft 41 without using the shifting mechanism 11 to provide power transmission between the output shaft 5 and the motor drive shaft 41. In the present embodiment, the reverse shaft 6 forms a reverse shaft, as claimed, which is activated during operation of the hybrid electric vehicle 100 in reverse.

[0073] In the present embodiment, the reverse drive gear 4R and the driven reverse intermediate gear 6A form a first reverse drive train element 14, which can transmit a force between the drive shaft 4 and the reverse shaft 6. In the present embodiment, the reverse drive intermediate gear 6B and the driven reverse gear 5R form a second reverse drive element 15, which can transmit a force between the output shaft 5 and the reverse shaft 6.

[0074] In the present embodiment, the gear 45 on the drive shaft side forms a first drive train element 16 that can transmit a force between the motor drive shaft 41 and the first reverse drive train element 14. This configuration can transmit a force between the motor drive shaft 41 and the drive shaft 4 via the reverse drive gear 4R, the driven reverse intermediate gear 6A, and the gear 45 on the drive shaft side.

[0075] In the present embodiment, the gear 46 on the output shaft side forms a second drive train element 17, which can transmit a force between the motor rotating shaft 41 and the second reverse drive train element 15. This configuration can transmit a force between the motor rotating shaft 41 and the output shaft 5 via the driven reverse gear 5R and the gear 46 on the output shaft side.

[0076] In the present embodiment, the hub sleeve 47 can selectively couple the gear 45 on the drive shaft side with the motor drive shaft 43 and decouple the gear 45 on the drive shaft side from the motor drive shaft 43, thereby selectively connecting the gear 45 on the drive shaft side via the driven motor gear 44 and the motor drive gear 42 and separating the gear 45 on the drive shaft side from the motor drive shaft 41.

[0077] Furthermore, the hub sleeve 47 can selectively couple the gear 46 on the output shaft side with the motor rotating shaft 43 and decouple the gear 46 on the output shaft side from the motor rotating shaft 43, thereby selectively connecting the gear 46 on the output shaft side to the motor rotating shaft 41 via the driven motor gear 44 and the motor drive gear 42 and separating the gear 46 on the output shaft side from the motor rotating shaft 41.

[0078] In the present embodiment, the reverse drive gear 4R forms a first reverse gear as claimed, and the driven reverse intermediate gear 6A forms a second reverse gear as claimed. The reverse drive intermediate gear 6B forms a third reverse gear as claimed, and the driven reverse gear 5R forms a fourth reverse gear.

[0079] In the present embodiment, the motor drive shaft 41 forms a first motor drive shaft as claimed, and the motor drive shaft 43 forms a second motor drive shaft as claimed. The motor drive gear 42 forms a first motor gear as claimed, and the driven motor gear 44 forms a second motor gear as claimed. The gear 45 on the drive shaft side forms a third motor gear as claimed, and the gear 46 on the output shaft side forms a fourth motor gear. The hub sleeve 47 forms a switching element as claimed.

[0080] Referring to Fig. 2 The drive shaft 4 and the output shaft 5 are located between the axle output gear 51 of the differential gear 50 and the return shaft 6. The motor drive shaft 43 is located below the output shaft 5 and the return shaft 6.

[0081] The engine drive shaft 41 is further forward from the differential gear 50 than the engine drive shaft 43. Fig. Figure 2 shows schematically how the drive shaft 4, the output shaft 5, the differential gear 50, the return shaft 6, the first motor drive shaft 41 and the second motor drive shaft 43 are related to each other, such that the mutual relationship with regard to the dimensions of the gears does not correspond to that of the actual gears.

[0082] Referring to Fig. 3 The hybrid electric vehicle 100 is equipped with an electronic control unit (ECU) 20. The electronic control unit 20 consists of a computer unit that includes, but is not limited to, a central processing unit (CPU), random access memory (RAM), read-only memory (ROM), flash memory for data backup, input and output ports.

[0083] The electronic control unit 20 is connected to actuators, including but not limited to the shift actuator 22, a clutch actuator 21, and the engine actuator 23. Furthermore, the electronic control unit 20 is connected to sensors, including but not limited to an accelerator pedal position sensor 35, a vehicle speed sensor 25, a crankshaft position sensor 26, and a transmission range sensor (or switch) 27.

[0084] The accelerator pedal position sensor 24 detects the position of an accelerator pedal (or gas pedal) 24A and provides an accelerator pedal position input to the electronic control unit 20. The vehicle speed sensor 25 detects the speed of the vehicle 100 and provides a vehicle speed input to the electronic control unit 20. The crankshaft position sensor 26 detects the angular position of a crankshaft 61 (see Fig. 1) and provides a crankshaft position input to the electronic control unit 20. The electronic control unit 20 determines an internal combustion engine speed, i.e., a crankshaft speed, of the internal combustion engine 60 in response to the crankshaft position input from the crankshaft position sensor 26.

[0085] The transmission range sensor 27 detects the range position selected by the vehicle operator via a range selection device (or a gearshift lever), not shown. In automatic shift mode, the transmission range sensor 27 provides a position input for a range, e.g., a position input for neutral (N), reverse (R), or drive (D), to the electronic control unit 20. In manual shift mode, the transmission range sensor 27 provides a transmission position input, e.g., for first gear, second gear, third gear, fourth gear, fifth gear, or sixth gear, to the electronic control unit 20.

[0086] The ROM of the electronic control unit 20 stores a gearshift characteristic curve containing various shift points. These shift points can be retrieved using parameters including the accelerator pedal position and vehicle speed. When the driver places the gearshift lever in the range position D, the electronic control unit 20 performs a lookup operation of the gearshift characteristic curve using the vehicle speed input from the vehicle speed sensor 25 and the accelerator pedal position input from the accelerator pedal position sensor 24 to find the appropriate shift point. It then activates the shift actuator 22 to engage the gearshift mechanism 11 in a target gear (or at a target speed) to be set after the gearshift.

[0087] The electronic control unit 20 functions as a mode configuration module 20A. The mode configuration module 20A configures one of several modes, which include, but are not limited to, an electric vehicle (EV) drive mode, a hybrid electric vehicle (HEV) drive mode, an internal combustion engine start mode, and an internal combustion engine-driven power generation mode when the vehicle is stationary.

[0088] The mode configuration module 20A configures, in response to the information generated by the inputs from the accelerator pedal position sensor 24, the vehicle speed sensor 25 and the transmission range sensor 27, a selected mode from the electric vehicle (EV) drive mode, the hybrid electric vehicle (HEV) drive mode, the internal combustion engine start mode and the power generation mode powered by an internal combustion engine when the internal combustion engine is stopped.

[0089] In EV drive mode, the motor-generator 40 is used as a drive source to power the vehicle 100 when the internal combustion engine 60 is stopped. In HEV drive mode, the internal combustion engine 60 and the motor-generator 40 are used as drive sources to power the vehicle 100.

[0090] The combustion engine drive mode, an engine support drive mode, and the power generation drive mode can be configured to form the HEV drive mode. In combustion engine drive mode, the combustion engine 60 is used to power the vehicle 100 instead of powering the motor generator 40.

[0091] In engine support drive mode, the internal combustion engine 60 and the motor-generator 40 are used as drive sources to propel the vehicle 100; that is, the motor-generator 40 operates in drive mode. In power generation drive mode, when the internal combustion engine 60 is used as a drive source to propel the vehicle 100, the motor-generator 40 operates as a generator to charge the battery; that is, the motor-generator 40 operates in regeneration mode.

[0092] In combustion engine start mode, the combustion engine 60, which is stopped, is started, for example, during propulsion in EV drive mode. In combustion engine-driven power generation mode, when the vehicle is stationary, the combustion engine 60 causes the motor-generator 40 to generate current to charge the battery.

[0093] In the case where the HEV drive mode is selected by the mode configuration module 20A, the electronic control unit 20 controls the internal combustion engine 60 with the motor generator 40 as a load such that the operating point, which is determined by the internal combustion engine RPM (or engine speed) of the internal combustion engine 60 and the accelerator pedal position (or engine torque) of the internal combustion engine 60, moves on and along a selected optimal fuel consumption line.

[0094] The electronic control unit 20 functions as a torque demand calculation module 20B. When the HEV or EV drive mode is configured, the torque demand calculation module 20B calculates a torque demand for the vehicle 100 based on inputs from the accelerator pedal position sensor 24, the vehicle speed sensor 25, and the crankshaft position sensor 26. The torque demand calculation module 20B calculates a torque demand and a speed demand for the motor generator 40 such that the torque demand for the vehicle 100 is met.

[0095] The electronic control unit 20 functions as a switching control module 20C. The switching control module 20C of the electronic control unit 20 controls the motor actuator 23 such that the motor actuator 23 switches the hub sleeve 47 to the second position, provided that the torque requirement for the motor generator 40, calculated by the torque requirement calculation module 20B, is less than a predetermined value, as shown in Fig. Figure 8 shows that when the hub sleeve 47 is moved into the second position, the motor drive shaft 41 and the second drive train 13 are connected. The second position is the position of the hub sleeve 47 in which the motor drive shaft 41 and the second drive train 13 are connected.

[0096] The switching control module 20C of the electronic control unit 20 controls the motor actuator 23 such that the motor actuator 23 switches the hub sleeve 47 to the first position, provided that the torque requirement for the motor generator 40, calculated by the torque requirement calculation module 20B, is equal to or greater than the specified value, as shown in Fig. Figure 9 shows that when the hub sleeve 47 is moved into the first position, the motor drive shaft 41 and the first drive train 12 are connected. The first position is the position of the hub sleeve 47 in which the motor drive shaft 41 and the first drive train 12 are connected.

[0097] When the HEV drive mode is configured by the mode configuration module 20A, the shift control module 20C switches the hub sleeve 47 to the second position, as shown in Fig. 8 shown to connect the motor drive shaft 41 to the second drive train 13.

[0098] When the combustion engine-driven power generation mode is configured by the mode configuration module 20A while the vehicle is stationary, or the combustion engine start mode, the switching control module 20C switches the hub sleeve 47 to the first position, which is in Fig. 9 is shown to connect the motor drive shaft 41 to the first drive train 12.

[0099] In the present embodiment, the automated manual transmission (AMT) 1, which includes the input shaft 4, the output shaft 5, the return shaft 6, the gearshift mechanism 11, the first drive train 12 and the second drive train 13, forms the power transmission system as claimed.

[0100] Next, with reference to force pathways in the various, in the Fig. The modes shown, number 4 to 15, describe how the power transmission system works. In the Fig. From 4 to 15, the force path in each of the modes is marked by a thick, bold line. Drive mode powered by the internal combustion engine, force path during forward drive: FIG. 4

[0101] Fig. Figure 4 shows a force path during forward propulsion in the internal combustion engine-driven propulsion mode. The term "internal combustion engine-driven propulsion mode" used herein refers to a propulsion mode in which the vehicle is driven solely by the power of the internal combustion engine 60.

[0102] After the mode configuration module 20A has configured the drive mode powered by an internal combustion engine, the reverse hub sleeve 10 decouples in Fig. 4 the reverse drive intermediate gear 6B from the driven reverse intermediate gear 6A for driving in the forward direction.

[0103] Furthermore, in response to a selected gear (or speed) by the shift actuator 22, the appropriate hub sleeves 7, 8 and 9 are activated to couple the appropriate gears 4C, 4D, 4E, 4F, 5A and 5B with the corresponding input shaft 4 and output shaft 5, wherein: gear 4C is the drive gear 4C of the switchable gear pair 4C / 5C for third gear, gear 4D is the drive gear 4D of the switchable gear pair 4D / 5D for fourth gear, gear 4E is the drive gear 4E of the switchable gear pair 4E / 5E for fifth gear, and gear 4F is the drive gear 4F of the switchable gear pair 4E / 5E for fifth gear. 4F / 5F refers to the sixth gear,Gear 5A is the intermediate gear 5A of the switchable gear pair 4A / 5A for first gear, and gear 5B is the intermediate gear 5B of the switchable gear pair 4B / 5B for second gear.

[0104] In Fig. Clutch 3 is engaged, and the shift hub 7 is, for example, shifted to the right to couple the drive gear 4C with the drive shaft 4, so that the switchable gear pair consisting of the drive gear 4C and the countershaft gear 5C is active to engage third gear. The power from the internal combustion engine 60 is transmitted from the crankshaft 61 via the clutch 3 to the drive shaft 4. The power is transmitted from the drive shaft 4 via the switchable gear pair 4C / 5C to the output shaft 5. The power is transmitted from the axle input gear 5G of the output shaft 5 to the axle output gear 51 of the differential 50.

[0105] When power is transmitted to the axle output gear 51, the differential gear 50 transmits the power via the drive axles 52L and 52R to the left and right wheels, controlling any difference in rotation between the left and right wheels. This enables the vehicle 100 to move forward. Drive mode powered by the internal combustion engine, power path during reverse driving: FIG. 5

[0106] After the mode configuration module 20A has configured the drive mode powered by the combustion engine, the switching actuator 22 moves the hub sleeves 7, 8, and 9 to their neutral positions for reverse drive. For reverse drive, the reverse hub sleeve 10 couples the driven reverse intermediate gear 6A and the reverse drive intermediate gear 6B.

[0107] When the power of the internal combustion engine 60 is supplied to the drive shaft 4 from the crankshaft 61 via the clutch 3, this configuration enables the power supplied to the drive shaft 4 to be transferred from the reverse drive gear 4R to the driven reverse intermediate gear 6A.

[0108] After the power transmitted to the driven reverse intermediate gear 6A is transferred via the reverse drive intermediate gear 6B and the driven reverse gear 5R to the output shaft 5, the power is transferred from the axle input gear 5G to the axle output gear 51 of the differential 50. This causes the drive axles 52L and 52R to drive the left and right wheels in reverse, i.e., they rotate the left and right drive wheels in reverse. As a result, the hybrid electric vehicle 100 can move in reverse. Power generation mode powered by the internal combustion engine when the vehicle is stationary: FIG. 6

[0109] In the power generation mode powered by the combustion engine, when the hybrid electric vehicle 100 is stationary, the power transmission system 1 can generate electricity by operating the motor generator 40 with the power from the combustion engine 60, without using the switching mechanism 11.

[0110] When the hybrid electric vehicle 100 is at a standstill, the switching actuator 22 switches on Fig. 6, after the mode configuration module 20A has configured the power generation mode powered by the internal combustion engine, the hub sleeves 7, 8 and 9 are returned to their neutral positions.

[0111] Furthermore, the reverse hub sleeve 10 decouples the reverse drive intermediate gear 6B from the driven reverse intermediate gear 6A, and the hub sleeve 47 is switched into the first position in which the gear 45 on the drive shaft side is coupled to the motor drive shaft 43.

[0112] When the power of the internal combustion engine 60 is supplied to the drive shaft 4 from the crankshaft 61 via the clutch 3, this configuration enables the power supplied to the drive shaft 4 to be transmitted from the reverse drive gear 4R to the driven reverse intermediate gear 6A and then via the gear 45 on the side of the drive shaft, the engine drive shaft 43, the driven engine gear 44, the engine drive gear 42 and the engine drive shaft 41 to the motor generator 40. This causes the motor generator 40 to generate current to charge the battery. Power generation drive mode or power generation drive mode powered by the internal combustion engine: FIG. 7

[0113] During the propulsion of the vehicle 100, the shift actuator 22, when the mode configuration module 20A configures the power generation drive mode, switches the appropriate gear from the hub sleeves 7, 8 and 9 to a desired gear to be set.

[0114] Referring to Fig. 7. To engage, for example, first gear, the shift actuator 22 moves the hub sleeve 9 to the side of the intermediate gear 5, thus coupling the intermediate gear 5A to the output shaft 5. Furthermore, the motor actuator 23 moves the hub sleeve 47 into the second shift position to couple the gear 46 on the output shaft side to the motor drive shaft 43.

[0115] In this configuration, power is transmitted from the drive shaft 4 via the drive gear 4A, the intermediate gear 5A, the output shaft 5, the axle input gear 5G, and the axle output gear 51 to the differential 50. From the differential 50, power is transmitted via the drive axles 52L and 52R to the left and right wheels.

[0116] Furthermore, the power from the output shaft 5 is transmitted via the driven reverse gear 5R, the gear 46 on the output shaft side, the motor drive shaft 43, the driven motor gear 44, the motor drive gear 42, and the motor drive shaft 41 to the motor generator 40. This causes the motor generator 40 to produce current. EV drive mode in which power from the motor generator 40 is transmitted without using the switching mechanism 11: FIG. 8

[0117] In the case where it is determined that the torque requirement for the motor generator 40, calculated by the torque requirement calculation module 20B, is less than a predetermined value, the switching control module 20C of the electronic control unit 20 controls the motor actuator 23 such that the motor actuator 23 switches the hub sleeve 47 to the second position, as shown in Fig. 8 shown.

[0118] When the hub sleeve 47 is moved into the second position, the motor drive shaft 41 and the second drive train 13 are connected. In this configuration, the power of the motor generator 40 is transmitted to the output shaft 5 via the motor drive shaft 41, the motor drive gear 42, the driven motor gear 44, the motor drive shaft 43, the gear 46 on the output shaft side, and the driven reverse gear 5R.

[0119] When the power is transmitted to the output shaft 5, it is transferred from the axle input gear 5G to the axle output gear 51 and then from the differential gear 50 via the drive axles 52L and 52R to the drive wheels. This enables the vehicle 100 to move forward by means of the power from the motor generator 40. EV drive mode in which power from the motor generator 40 is transmitted using the switching mechanism 11: FIG. 9

[0120] In the case where it is determined that the torque requirement for the motor generator 40, calculated by the torque requirement calculation module 20B, is equal to or greater than the specified value, the switching control module 20C of the electronic control unit 20 controls the motor actuator 23 such that the motor actuator 23 switches the hub sleeve 47 to the first position, as shown in Fig. 9 shown.

[0121] When the hub sleeve 47 is moved into the first position, the motor drive shaft 41 and the first drive train 12 are connected. In this configuration, the power of the motor generator 40 is transmitted to the drive shaft 4 via the motor drive shaft 41, the motor drive gear 42, the driven motor gear 44, the motor drive shaft 43, the gear 45 on the side of the drive shaft, the driven reverse intermediate gear 6A, and the reverse drive gear 4R.

[0122] For example, when third gear is engaged, power is transmitted from the drive shaft 4 via the drive gear 4C, the intermediate gear 5C, the output shaft 5, and the axle drive gear 5G to the axle output gear 51. When the power is transmitted to the axle output gear 51, the differential 50 transmits the power via the drive axles 52L and 52R to the left and right wheels. This allows the vehicle 100 to move forward in third gear using the power of the motor-generator 40. Internal combustion engine start mode in which power is transmitted without the use of the shift mechanism 11: FIG. 10

[0123] When the mode configuration module 20A configures the internal combustion engine start mode, the shift actuator 22 switches the hub sleeves 7, 8 and 9 to their neutral positions, and the motor actuator 23 switches the hub sleeve 47 to the first position, as shown in Fig. Figure 10 shows. In addition, the clutch actuator 21 engages the clutch 3 to couple the drive shaft 4 and the crankshaft 61.

[0124] When the hub sleeve 47 is switched to the first position, the motor drive shaft 41 and the first drive train 12 are engaged. Fig. 10 connected. With this configuration, the power of the motor-generator 40 is transmitted to the drive shaft 4 via the motor drive shaft 41, the motor input gear 42, the driven motor gear 44, the motor drive shaft 43, the gear 45 on the side of the input shaft, the driven reverse intermediate gear 6A, and the reverse drive gear 4R. The power of the motor-generator 40 is transmitted from the input shaft 4 to the crankshaft 61 to start the internal combustion engine 60.

[0125] Since the switching mechanism 11 is not used during the transmission of power at the motor drive shaft 41 from the first drive train 12 to the drive shaft 4, as described, an increase in the power consumption of the motor generator 40 during the internal combustion engine starting process is prevented or reduced, which supports the starting of the internal combustion engine 60. Internal combustion engine start mode, in which power is transmitted using the switching mechanism 11 during driving in EV drive mode: FIG. 11

[0126] In the present embodiment, the switching mechanism 11 can be used to transmit power from the motor-generator 40 to the internal combustion engine 60. In this case, when the mode configuration module 20A configures the internal combustion engine start mode, the switching actuator 22 switches as shown in Fig. Figure 11 shows the appropriate gear from the hub sleeves 7, 8 and 9 to be set in any desired gear, and the motor actuator 23 shifts the hub sleeve 47 into the second position, as shown. In addition, the clutch actuator 21 engages the clutch 3 to couple the drive shaft 4 and the crankshaft 61.

[0127] When the hub sleeve 47 is moved into the second position, the motor drive shaft 41 and the second drive train 13 are connected. In this configuration, the power of the motor generator 40 is transmitted via the motor drive shaft 41, the motor input gear 42, the driven motor gear 44, the motor drive shaft 43, and the gear 46 on the output shaft side to the driven reverse gear 5R.

[0128] To engage fourth gear, for example, the shift actuator 22 moves the hub sleeve 7 to the side of the drive gear 4D, coupling the drive gear 4D to the drive shaft 4, thus activating the switchable gear pair 4D / 5D. With this configuration, the power of the motor generator 40 is transmitted from the output shaft 5 via the intermediate gear 5D, the drive gear 4D, and the drive shaft 4 to the crankshaft 61, thereby starting the internal combustion engine 60.

[0129] Since the diameter of the drive gear 4D of the switchable gear pair 4D / 5D for fourth gear is larger than the diameter of the countershaft gear 5D, the torque transmitted from the output shaft 5 to the input shaft 4 is high during the transmission of power from the countershaft gear 5D to the drive gear 4D. This configuration improves the starting capability of the internal combustion engine 60, as the drive torque used to start the engine 60 is high. Driving in HEV drive mode, in which the power of the motor generator 40 is transmitted without using the switching mechanism 11: FIG. 12

[0130] When the mode configuration module 20A configures the HEV drive mode, the switching actuator 22 switches on. Fig. 12 the suitable from the hub sleeves 7, 8 and 9 into a desired gear to be set, wherein the suitable from the gears 4C, 4D, 4E, 4F, 5A and 5B is coupled with the associated from the drive shaft 4 and the output shaft 5.

[0131] When the switchable gear pair 4C / 5C is active, for example to select third gear, the power from the internal combustion engine 60 is transmitted from the drive shaft 4 via the switchable gear pair 4C / 5C to the output shaft 5 and from the axle drive gear 5G of the output shaft 5 to the axle output gear 51 of the differential gear 50.

[0132] In the event that the torque requirement for the motor generator 40, calculated by the torque requirement calculation module 20B, is determined to be less than the specified value, the switching control module 20C of the electronic control unit 20 controls the motor actuator 23 such that the motor actuator 23 switches the hub sleeve 47 to the second position, as shown in Fig. 12 shown.

[0133] When the hub sleeve 47 is switched to the second position, the motor drive shaft 41 and the second drive train 13 are connected. With this configuration, the power of the motor generator 40 is transmitted via the second drive train 13 to the output shaft 5.

[0134] When the power of the motor-generator 40 is transmitted to the output shaft 5, it is combined with the power of the internal combustion engine 60 at the output shaft 5, and the combined forces are transmitted from the axle input gear 5G to the axle output gear 51 of the differential 50. The differential 50 transmits the power via the drive axles 52L and 52R to the left and right wheels. With this configuration, the vehicle 100 moves forward by means of the power of the internal combustion engine 60 and the power of the motor-generator 40.

[0135] Furthermore, the electronic control unit controls the internal combustion engine 60 during driving in HEV drive mode with the motor generator 40 as a load in such a way that the operating point, which is determined by the internal combustion engine RPM (or the internal combustion engine speed) of the internal combustion engine 60 and the accelerator pedal position (or the internal combustion engine torque) of the internal combustion engine 60, moves on and along a selected optimal fuel consumption line.

[0136] Furthermore, the driving comfort during driving in HEV drive mode, in which the power of the motor generator 40 is transmitted without using the shifting mechanism 11, may be affected by the torque reduction associated with shifting, since the power of the internal combustion engine 60 is not transmitted to the drive shaft 4 during a decoupling of the clutch 3 during shifting.

[0137] In the present embodiment, however, the reduction in torque associated with shifting is compensated by the power of the motor-generator 40, which is transmitted to the output shaft 5 via the second drive train 13. This prevents any impairment of driving comfort. Driving in HEV drive mode, in which power from the motor generator 40 is transmitted using the switching mechanism 11: FIG. 13

[0138] When the mode configuration module 20A configures the HEV drive mode, the switching actuator 22 switches on. Fig. 13 the suitable gear from the hub sleeves 7, 8 and 9 into a desired gear to be set, wherein the suitable gear from the gears 4C, 4D, 4E, 4F, 5A and 5B is coupled to the associated gear from the drive shaft 4 and the output shaft 5.

[0139] For example, when the switchable gear pair 4C / 5C is active to set the third gear, the power is transferred from the drive shaft 4 via the switchable gear pair 4C / 5C to the output shaft 5 and from the axle drive gear 5G of the output shaft 5 to the axle output gear 51 of the differential gear 50.

[0140] In the case where it is determined that the torque requirement for the motor generator 40, calculated by the torque requirement calculation module 20B, is equal to or greater than the specified value, the switching control module 20C of the electronic control unit 20 controls the motor actuator 23 such that the motor actuator 23 switches the hub sleeve 47 to the first position, as shown in Fig. 13 shown.

[0141] When the hub sleeve 47 is switched to the first position, the motor drive shaft 41 and the first drive train 12 are connected. In this configuration, the power of the motor-generator 40 is transmitted via the first drive train 12 to the drive shaft 4. Subsequently, the power of the motor-generator 40 is transmitted to the output shaft 5 via the switchable gear pair 4C / 5C, just as with the power of the internal combustion engine 60.

[0142] When the power of the motor-generator 40 is transmitted to the output shaft 5, the power of the internal combustion engine 60, combined with the power of the motor-generator 40, is transmitted from the axle input gear 5G to the axle output gear 51 of the differential 50. The differential 50 transmits the power via the drive axles 52L and 52R to the left and right wheels. With this configuration, the vehicle 100 moves forward by means of the power of the internal combustion engine 60 and the power of the motor-generator 40.

[0143] Furthermore, during driving in HEV drive mode, the electronic control unit 20 controls the internal combustion engine 60 with the motor generator 40 as a load in such a way that the operating point, which is determined by the internal combustion engine RPM (or the internal combustion engine speed) of the internal combustion engine 60 and the accelerator pedal position (or the internal combustion engine torque) of the internal combustion engine 60, moves on and along a selected optimal fuel consumption line.

[0144] In the present embodiment, the power of the motor-generator 40 is transmitted, as described, via the first drive train 12 from the engine's rotating shaft 41 to the drive shaft 4, while the power of the internal combustion engine 60 and the power of the motor-generator 40 are transmitted via the drive shaft 4 and the shift mechanism 11 from the crankshaft 61 to the output shaft 5. This configuration allows for easy adjustment of the torque of the motor-generator 40 and the speed of the output shaft 5 by changing the gear ratio for each gear.

[0145] Furthermore, during operation in HEV drive mode, in which the power of the motor generator 40 is transmitted without using the switching mechanism 11, the hub sleeve 48 can be switched to the first position or the second position regardless of the torque requirement for the motor generator 40. Power generation drive mode or regenerative braking in which a braking torque is transmitted without using the switching mechanism 11: FIG. 14

[0146] When the mode configuration module 20A configures the power generation drive mode, the braking force is generated in response to the release of the accelerator pedal 24a or the depressing of the brake pedal in the vehicle 100.

[0147] In this case, the motor actuator 23 switches the hub sleeve 47 into the second position, as shown in Fig. Figure 14 shows that when the hub sleeve 47 is switched to the second position, the motor drive shaft 41 and the second drive train 13 are connected.

[0148] In this configuration, power from the left and right drive wheels is transmitted via the drive axles 52L and 52R to the differential 50, and power is transmitted from the axle output gear 51 via the axle input gear 5G to the output shaft 5. The power transmitted to the output shaft 5 is then transferred via the second drive train 13 from the output shaft 5 to the motor-generator 40, causing the motor-generator 40 to generate electricity. Power generation drive mode or regenerative braking in which a braking torque is transmitted using the switching mechanism 11: FIG. 15

[0149] In the present embodiment, the braking torque is transmitted to the motor generator 40 using the switching mechanism 11. In this case, when the mode configuration module 20A configures the power generation drive mode, the braking force is generated in response to the release of the accelerator pedal 24A or the depressing of the brake pedal in the vehicle 100.

[0150] In this case, the motor actuator 23 switches the hub sleeve 47 to the first position, as shown in Fig. Figure 15 shows that when the hub sleeve 47 is switched to the first position, the motor drive shaft 41 and the first drive train 12 are connected.

[0151] With this configuration, the power from the left and right drive wheels is transmitted via the drive axles 52L and 52R to the differential gear 50, and the power is transmitted from the axle output gear 51 via the axle drive gear 5G to the output shaft 5.

[0152] For example, when third gear is engaged, power is transferred from output shaft 5 to input shaft 4 via the selectable gear pair 4C / 5C. The power transferred to input shaft 4 is then transmitted by the reverse drive gear 4R, via the driven reverse intermediate gear 6A and gear 45 on the input shaft side, to the motor drive shaft 43.

[0153] The power transmitted to the motor shaft 43 is transferred via the driven motor gear 44, the motor drive gear 42 and the motor shaft 41 to the motor generator 40, causing the motor generator 40 to generate a current.

[0154] In the present embodiment, the power transmission system 1 includes: the drive shaft 4, which can be coupled to the internal combustion engine 60; the output shaft 5, which can be coupled to the drive shaft 4 using the shifting mechanism 11, wherein the output shaft 5 is coupled to the differential gear 50 and the motor drive shaft 41 is connected to the motor generator 40.

[0155] The power transmission system 1 includes the first drive train 12, which can connect the drive shaft 4 and the motor rotating shaft 41 without using the shifting mechanism 11, in order to provide power transmission between the drive shaft 4 and the motor rotating shaft 41 without using the shifting mechanism 11.

[0156] When the vehicle 100 is at a standstill and the hub sleeves 7, 8 and 9 are shifted into their neutral positions to put the gearshift mechanism 11 into neutral, this configuration provides power transmission from the drive shaft 4 to the engine drive shaft 41 without using the shift mechanism 11.

[0157] This configuration allows the motor-generator 40 to be driven by the power of the internal combustion engine 60, causing the motor-generator 40 to generate current to charge the battery. As a result, this enables the long-term operation of electrical devices such as an air conditioner, which requires a significant amount of power when the vehicle 100 is stationary.

[0158] When an electrically powered air conditioner is used, the battery can supply power to the air conditioner as long as its charge level is equal to or greater than a predetermined value, without any need to run the combustion engine 60 to charge the battery. This improves the fuel efficiency of the combustion engine 60.

[0159] Objects supplied with the electricity generated by the motor-generator 40, which is powered by the internal combustion engine 60, are not limited to the electrical devices attached to the vehicle 100. The electricity can be supplied to other electrical devices (including a lighting device and an electrically operated pump), such as an externally connected electrically operated pump and lighting devices.

[0160] Furthermore, in the case where a mechanically driven air conditioning system is used, which can be operated with the power of the internal combustion engine 60, a battery is able to ensure reliable operation of the air conditioning system even if the battery's power is low, since the engine generator 40 can generate current while the vehicle 100 is stopped. In the case where the internal combustion engine 60 is equipped with an alternator or an integrated starter generator (ISG), the alternator or the integrated starter generator can be used to charge the battery by generating current.

[0161] In the present embodiment, the power transmission system 1 further includes the second drive train 13, which can connect the output or countershaft 5 and the motor drive shaft 41 without using the shifting mechanism 11 in order to provide power transmission between the output shaft 5 and the motor drive shaft 41 without using the shifting mechanism 11.

[0162] This configuration allows the power of the motor-generator 40 to be transmitted from the second drive train 13 via the output shaft 5 to the differential 50 without using the shifting mechanism 11. This improves the mechanical efficiency during power transmission from the motor-generator 40 to the output shaft 5, as the power path is simplified.

[0163] Furthermore, the power transmission system 1 includes: the first drive train 12, which can connect the drive shaft 4 and the motor rotating shaft 41 without using the shifting mechanism 11, in order to provide power transmission between the drive shaft 4 and the motor rotating shaft 41 without using the shifting mechanism 11; and the second drive train 13, which can connect the output shaft 5 and the motor rotating shaft 41 without using the shifting mechanism 11, in order to provide power transmission between the output shaft 5 and the motor rotating shaft 41 without using the shifting mechanism 11.

[0164] Due to the provision of the first powertrain 12 and the second powertrain 13 in the existing transmission, the power transmission system can be used in the hybrid electric vehicle 100 without significantly modifying the design of the existing transmission.

[0165] In the present embodiment, the power transmission system 1 further includes a switching element or a hub sleeve 47 by which the motor drive shaft 41 can be selectively connected to and disconnected from a selected part of the first drive train 12 and the second drive train 13.

[0166] When the hub sleeve 47 is switched, one of the power paths without using the switching mechanism 11, as formed on the side of the first drive train 12, and the power path using the switching mechanism 11, as formed on the side of the second drive train 13, can be selected as the power path between the motor generator 40 and the internal combustion engine 60.

[0167] Furthermore, this configuration allows a power path to be defined between the motor generator 40 and the differential gear 50 without using the shifting mechanism 11 in a power path on the side of the first drive train 12 (see the Fig. 6, Fig. 8, Fig. 12 and Fig. 14) and establishing a power path between the motor generator 40 and the differential gear 50 using the shifting mechanism 11 in a power path on the side of the second drive train 13 (see the Fig. 7, Fig. 9, Fig. 13 and Fig. 15).

[0168] This configuration improves the usability of the motor-generator 40 during operation in EV drive mode and during operation in HEV drive mode, since the torque of the motor-generator 40 can be easily adjusted relative to the torque of the combustion engine 60 (see the Fig. 8, Fig. 9, Fig. 12 and Fig. 13).

[0169] Furthermore, this configuration can form a power path that transmits the power of the motor generator 40 from the first drive train 12 to the drive shaft 4 and via the switching mechanism 11 (see Fig. 9) to the differential gear 50 and then to the left and right drive wheels.

[0170] With this configuration, the switching mechanism 11 can easily adjust the torque and RPM (speed) of the motor-generator 40, which is subject to limitations regarding dimensions, RPM, energy output, and so on. This can expand the range in which driving in EV drive mode is possible.

[0171] Furthermore, in the present embodiment, the power transmission system 1 also includes the reverse shaft 6 and the first reverse drive train element 14, which can provide power transmission between the drive shaft 4 and the reverse shaft 6. The reverse shaft 6, the drive shaft 4, and the output shaft 5 are parallel. The transmission system 1 also includes the second reverse drive train element 15, which can provide power transmission between the output shaft 2 and the reverse shaft 6.

[0172] The first drive train 12 includes the first reverse drive train element 14 and a first drive train element 16 that can provide power transmission between the motor drive shaft 41 and the first reverse drive train element 14.

[0173] The second drive train 13 includes the second reverse drive train element 15 and the second drive train element 17, which can provide power transmission between the motor drive shaft 41 and the second reverse drive train element 15.

[0174] The hub sleeve or switching element 47 allows the motor drive shaft 41 to be selectively connected to and disconnected from a selected first drive train element 16 and the second drive train element 17.

[0175] With this configuration, the first drive train 12 and the second drive train 13 can share the existing reverse shaft, the first reverse drive train element 14, and the second reverse drive train element 15. Because the power transmission system can be used in hybrid electric vehicles without significantly modifying the design of the existing transmission, it is possible to reduce the manufacturing costs of the hybrid vehicle.

[0176] In the present embodiment, the first reverse drive train element 14 in the power transmission system includes the reverse drive gear (or the first reverse gear) 4R on the drive shaft 4 and the driven reverse intermediate gear (or a second reverse gear) 6A, which is held by the reverse shaft 6 and meshes with the reverse drive gear 4R.

[0177] The second reverse drive train element 15 includes the reverse drive intermediate gear (or a third reverse gear) 6B, which is held by the reverse shaft 6, and the driven reverse gear (or a fourth reverse gear) 5R, which is located on the output shaft 5 and meshes with the third reverse drive intermediate gear 6B.

[0178] The first drivetrain element 16 includes the motor drive shaft (or a second motor drive shaft) 43, the motor drive gear (or a first motor gear) 42 on the motor drive shaft (or the first mentioned motor drive shaft) 41, the driven motor gear (or a second motor gear) 44 located on the motor drive shaft 43 and meshing with the motor drive gear 42, and the gear 45 on the drive shaft side (or a third motor gear 45) held by the motor drive shaft 43. The motor drive shaft 43, the drive shaft 4, and the output shaft 5 are parallel.

[0179] The second drive train element 17 includes the motor rotating shaft 43, the driven motor gear 44 and the gear 46 on the output shaft side (or a fourth motor gear 46) which is held by the motor rotating shaft 43 and meshes with the driven reverse gear (or the fourth reverse gear) 5R.

[0180] The input shaft 4 and the output shaft 5 are located between the differential 50 and the reverse shaft 6. The engine drive shaft 43 is located below the output shaft 5 and the reverse shaft 6. Furthermore, the engine drive shaft 41 is further away from the differential 50 than the engine drive shaft 43.

[0181] This provides new possibilities regarding the mounting flexibility of the motor-generator 40. The input shaft 4 and the output shaft 5 extend in the same direction with sufficient length to accommodate the group of switchable gear pairs 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E, and 4F / 5F of the shifting mechanism 11. Furthermore, they are mounted close to the differential 50. This makes it difficult to find a mounting space for the motor-generator 40 near the input shaft 4 and the output shaft 5.

[0182] For the aforementioned reason, in the present embodiment, the motor drive shaft 41 is located further away from the differential gear 50 than the motor drive shaft 43, and the motor drive shaft 41 is connected to the drive shaft 4 via the gear 45 on the input shaft side, the driven reverse intermediate gear 6A, and the reverse drive gear 4R. Furthermore, the motor drive shaft 41 is connected to the output shaft 5 via the gear 46 on the output shaft side and the driven reverse gear 5R.

[0183] This provides more possibilities in terms of mounting flexibility for the motor generator 40 than in the case of mounting near the differential gear 50, but ensures a reliable transmission of power between the motor generator 40 and each of the input shaft 4 and the output shaft 5, regardless of the fact that the motor drive shaft 41 is further away from the differential gear than the motor drive shaft 43.

[0184] The reduction ratio between the motor generator 40 and the drive shaft 4 can be increased by adjusting the diameters of the gear 45 on the side of the drive shaft, the driven reverse intermediate gear 6A and the reverse drive gear 4R, while the reduction ratio between the motor generator 40 and the output shaft 4 can be increased by adjusting the diameters of the gear 46 on the side of the output shaft, the reverse drive intermediate gear 6B and the driven reverse gear 5R.

[0185] In the present embodiment of the vehicle 100, which has the power transmission system 1, the motor drive shaft 41 is connected by means of the switching element 47 (see Fig. 8) connected to the second powertrain 13 under the condition that, when the internal combustion engine 60 is stopped, at least one of the torque requirements and speed requirements for the motor generator 40 during driving in electric vehicle (EV) drive mode is less than a predetermined value.

[0186] In this configuration, the motor-generator 40 is connected to the differential 50 via the second drive train 13 of a simple gear train consisting of two gears 46 and 5R, without using the shifting mechanism 11. This improves the mechanical efficiency of the power transmission between the motor-generator 40 and the differential 50, thereby reducing the power consumption of the motor-generator 40.

[0187] In the present embodiment of the vehicle 100, which has the power transmission system 1, the motor drive shaft 41 is connected to the first drive train 12 by means of the switching element 47 under the condition that, when the internal combustion engine 60 is stopped, at least one of the torque requirements and speed requirements necessary for the motor generator 40 during driving in electric vehicle (EV) drive mode is equal to or greater than the specified value.

[0188] With this configuration it is possible, in the event that the power path established by the second drive train 13 is insufficient to meet the torque requirement and / or the speed (RPM) requirement for the motor generator 40, to establish a power path on which a force is transferred from the first drive train 12 to the differential gear 50 using the shifting mechanism 11 (or via the shifting mechanism 11).

[0189] This configuration causes the switching mechanism 11 to increase the torque of the motor-generator 40 or the rotational speed (RPM) supplied to the left and right drive wheels. This extends the range in which driving in EV drive mode is possible.

[0190] In the present embodiment of the vehicle 100, which has the power transmission system 1, the motor drive shaft 41 is during driving in electric vehicle (EV) drive mode (see Fig. 8) or in hybrid electric vehicle (HEV) drive mode (see Fig. 12) connected to the second drive train 13 by means of the switching element 47.

[0191] With this configuration, the power during propulsion in EV drive mode (see Fig. 8) or during propulsion in HEV propulsion mode (see Fig. 12) between the motor-generator 40 and the internal combustion engine 60 without using the shifting mechanism 11. This provides improved efficiency in the transmission of power from the motor-generator 40 to the drive wheels.

[0192] Furthermore, during operation in power generation (EG) mode, in which the internal combustion engine 60 rotates the motor generator 40, or during operation in internal combustion engine start (ES) mode, in which the motor generator 40 starts the internal combustion engine 60, the motor drive shaft 41 is connected to the first drive train 12 by the switching element 47.

[0193] With this configuration, the power during operation in EC mode (see Fig. 6), in which the internal combustion engine 60 rotates the motor generator 40, or during operation in ES mode (see Fig. 10), in which the motor-generator 40 starts the internal combustion engine 60, is transmitted between the motor-generator 40 and the right and left drive wheels without using the shifting mechanism 11. This provides improved efficiency in the transmission of power from the motor-generator 40 to the drive wheels.

[0194] In the present embodiment, each of the first drive train 12 and the second drive train 13 is a gear train, but they are not limited to this. For example, the drive shaft 4 and the motor-generator 40 can be connected to each other by means of a chain or a belt, but they are not limited to this, and the output shaft 5 and the motor-generator 40 can be connected to each other by means of a chain or a belt, but they are not limited to this.

[0195] In the present embodiment, the present invention is applied to automated manual transmissions (AMTs), but is not limited to them. The present invention can be applied to manual transmissions (MTs). The present invention can be applied to stepped transmissions that include a torque converter and at least one planetary gear set, or it can be applied to continuously variable transmissions (CVTs).

[0196] In the present embodiment, the first drive train includes, but is not limited to, the reverse drive gear 4R and the driven reverse intermediate gear 6A as a transmission train to provide power transmission between the drive shaft 4 and the gear 45 on the drive shaft side. For example, if the gear 45 on the drive shaft side is separate from the driven reverse intermediate gear 6A, an independent gear, separate from the reverse drive gear 4R and the driven reverse intermediate gear 6A, may be fitted to the drive shaft 4.

[0197] This provides new possibilities in terms of design flexibility and arrangement flexibility of the first drive train. Furthermore, engaging gear 45 on the drive shaft side and the aforementioned independent gear eliminates the need for a three-gear assembly on one plane, i.e., a gear train with the reverse drive gear 4R, the driven reverse intermediate gear 6A, and gear 45 on the drive shaft side on one plane, thus reducing noise due to gear rattle.

[0198] Furthermore, in the present embodiment, the gear 46 on the output shaft side meshes with the driven reverse gear 5R. Alternatively, as shown in Fig. Figure 16 shows a gear 46 on the side of the output shaft meshing with an axle output gear 51 of a differential gear 50.

[0199] Furthermore, in the present embodiment, the motor generator 50 is coupled to the motor shaft 43 via the motor drive shaft 41, the motor drive gear 42, and the driven motor gear 44 in order to increase the reduction ratio for the motor generator 40. This is just one example of coupling the motor generator 40 to the motor shaft 43. The motor generator 40 can also be coupled directly to the motor shaft 43, for example, by eliminating the use of the motor shaft 41, the motor drive gear 42, and the driven motor gear 44. [Description of reference symbols] 1 Automatic transmission (or power transmission system) 4 drive shaft 4R Reverse drive gear (or first reverse gear) 5 Countershaft (or output shaft) 5R driven reverse gear (or fourth reverse gear) 6. Return shaft (or reverse shaft) 6A driven reverse intermediate gear (or second reverse gear) 6B Reverse drive intermediate gear (or third reverse gear) 11. Shifting mechanism 12 first drivetrain 13 second drivetrain 14 first reverse drivetrain element 17 second powertrain element 20 ECU (or electronic control unit) 41 Engine crankshaft (or first engine crankshaft) 42 Motor drive gear (or first motor gear) 43 Engine drive shaft (or second engine drive shaft) 44 driven motor gear (or second motor gear) 45 Gear on the side of the drive shaft (or third motor gear) 46 Gear on the side of the countershaft (or gear on the side of the output shaft or fourth engine gear) 47 Hub sleeve (or shift element) 50 Differential gears 60 Engine (or internal combustion engine) 100 hybrid electric vehicle (or vehicle)

Claims

[1] Power transmission system comprising: a drive shaft (4) wherein a force is transmitted between the drive shaft (4) and an internal combustion engine (60); an output shaft (5) which can be coupled to the input shaft (4) using a shifting mechanism (11), whereby the force is transmitted between the output shaft (5) and a differential gear (50); a first motor rotating shaft (41), wherein the power is transmitted between the first motor rotating shaft (41) and a motor generator (40); and a drive train (12) that can connect the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) to provide power transmission between the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) when a vehicle (100) is stationary, wherein the drive train (12) is the first drive train (12), and further comprises: a second drive train (13) that can connect the output shaft (5) and the first motor rotating shaft (41) without using the shifting mechanism (11) to provide power transmission between the output shaft (5) and the first motor rotating shaft (41) without using the shifting mechanism (11); the power transmission system further includes: a return shaft (6), which is a reverse shaft (6), wherein the reverse shaft (6), the input shaft (4) and the output shaft (5) are parallel; a first reverse drive train element (14) that can provide power transmission between the drive shaft (4) and the reverse shaft (6); a second reverse drive train element (15) that can provide power transmission between the output shaft (5) and the reverse shaft (6); where: the first drive train (12) includes the first reverse drive train element (14) and a first drive train element (16) that can provide power transmission between the first motor drive shaft (41) and the first reverse drive train element (14); the second drive train (13) includes the second reverse drive train element (15) and a second drive train element (17) that can provide power transmission between the first engine drive shaft (41) and the second reverse drive train element (15); and the first motor drive shaft (41) can be selectively connected to and disconnected from a selected drive element (16) and the second drive element (17) by means of a switching element (47). [2] Power transmission system, comprising: a drive shaft (4) wherein a force is transmitted between the drive shaft (4) and an internal combustion engine (60); an output shaft (5) which can be coupled to the input shaft (4) using a shifting mechanism (11), whereby the force is transmitted between the output shaft (5) and a differential gear (50); a first motor rotating shaft (41), wherein the power is transmitted between the first motor rotating shaft (41) and a motor generator (40); and a drive train (12) that can connect the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) to provide power transmission between the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) when a vehicle (100) is stationary, the power transmission system further includes: a switching element (47) by which the first motor drive shaft (41) can be selectively connected to and disconnected from a selected drive shaft from the first drive train (12) and the second drive train (13); a return shaft (6), which is a reverse shaft (6), wherein the reverse shaft (6), the input shaft (4) and the output shaft (5) are parallel; a first reverse drive train element (14) that can provide power transmission between the drive shaft (4) and the reverse shaft (6); a second reverse drive train element (15) that can provide power transmission between the output shaft (5) and the reverse shaft (6); where: the first drive train (12) includes the first reverse drive train element (14) and a first drive train element (16) that can provide power transmission between the first motor drive shaft (41) and the first reverse drive train element (14); the second drive train (13) includes the second reverse drive train element (15) and a second drive train element (17) that can provide power transmission between the first engine drive shaft (41) and the second reverse drive train element (15); and The first motor drive shaft (41) can be selectively connected to and disconnected from a selected drive element (16) and the second drive element (17) by means of the switching element (47). [3] Power transmission system, comprising: a drive shaft (4) wherein a force is transmitted between the drive shaft (4) and an internal combustion engine (60); an output shaft (5) which can be coupled to the input shaft (4) using a shifting mechanism (11), whereby the force is transmitted between the output shaft (5) and a differential gear (50); a first motor rotating shaft (41), wherein the power is transmitted between the first motor rotating shaft (41) and a motor generator (40); and a drive train (12) that can connect the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) to provide power transmission between the drive shaft (4) and the first engine rotating shaft (41) without using the shifting mechanism (11) when a vehicle (100) is stationary, where: the switching mechanism (11) includes a group of switchable gear pairs (4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E, 4F / 5F), where: The drive train (12) includes: a reverse drive gear (4R) rigidly coupled to the drive shaft (4), a driven reverse intermediate gear (6A) meshing with the reverse drive gear (4R), a gear (45) on the side of the drive shaft (4) meshing with the driven reverse intermediate gear (6A), a second motor drive shaft (43) rotatably holding the gear (45) on the side of the drive shaft (4), and a switching element (47) that can selectively connect the gear (45) on the side of the drive shaft (4) to the second motor drive shaft (43) and disconnect the gear (45) on the side of the drive shaft (4) from the second motor drive shaft (43). [4] Power transmission system according to claim 1 or 2, wherein: the first reverse drive train element (14) includes a reverse drive gear (4R), which is a first reverse gear (4R), on the drive shaft (4) and a driven reverse intermediate gear (6A), which is a second reverse gear (6A), which is held by the reverse shaft (6) and meshes with the first reverse gear (4R); the second reverse drive train element (15) includes a reverse drive intermediate gear (6B), which is a third reverse gear (6B) held by the reverse shaft (6), and a driven reverse gear (5R), which is a fourth reverse gear (5R) located on the output shaft (5) and meshing with the third reverse gear (6B); the first drive train element (16) includes a second motor drive shaft (43), a motor drive gear (42) which is a first motor gear (42) on the first motor drive shaft (41), a driven motor gear (44) which is a second motor gear (44) located on the second motor drive shaft (43) and meshing with the first motor gear (42), and a gear (45) on the side of the drive shaft (4) which is a third motor gear (45) held by the second motor drive shaft (43), wherein the second motor drive shaft (43), the drive shaft (4) and the output shaft (5) are parallel; the second drive train element (17) includes the second motor rotating shaft (43), the second motor gear (44) and a gear (46) on the output shaft side (5), which is a fourth motor gear (46) held by the second motor rotating shaft (43) and meshing with the fourth reverse gear (5R); the drive shaft (4) and the output shaft (5) are located between the differential gear (50) and the reverse shaft (6); the second motor drive shaft (43) is located below the output shaft (5) and the reverse shaft (6); and the first engine drive shaft (41) is further away from the differential gear (50) than the second engine drive shaft (43). [5] Power transmission system according to claim 3, wherein: the drive train (12) includes a motor drive gear (42) which is rigidly coupled to the first motor rotating shaft (41) and a driven motor gear (44) which is rigidly coupled to the second motor rotating shaft (43), wherein the driven motor gear (44) meshes with the motor drive gear (42). [6] Power transmission system according to claim 5, further comprising: a second powertrain (13), wherein the second drive train (13) includes: a driven reverse gear (5R) rigidly coupled to the output shaft (5), a gear (46) on the side of the output shaft (5) which meshes with the driven reverse gear (5R) and which is rotatably held by the second motor rotating shaft (43), and the switching element (47) which can selectively connect the gear (46) on the side of the output shaft (5) to the second motor rotating shaft (43) and disconnect the gear (46) on the side of the output shaft (5) from the second motor rotating shaft (43). [7] Power transmission system according to claim 6, wherein: the switching element (47) can selectively connect the second motor rotating shaft (43) to a selected gear (45) on the side of the input shaft (4) and the gear (46) on the side of the output shaft (5) and disconnect the second motor rotating shaft (43) from the selected gear. [8] Power transmission system according to claim 7, further comprising: a reverse drive intermediate gear (6B) that meshes with the driven reverse gear (5R); a return shaft (6) which holds the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) which meshes with the driven reverse gear (5R); and a reverse hub sleeve (10) which is held by the return shaft (6); wherein the reverse hub sleeve (10) is configured to selectively connect the driven reverse intermediate gear (6A) to the reverse drive intermediate gear (6B) and to disconnect the driven reverse intermediate gear (6A) from the reverse drive intermediate gear (6B). [9] Power transmission system according to claim 8, wherein: the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) are held rotatably by the reverse shaft (6), and the reverse hub sleeve (10) is switchable to provide a first state in which the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) are coupled as a unit for one rotation, and a second state in which the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) are decoupled. [10] Power transmission system according to claim 8, wherein one of the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) is held non-rotatable by the reverse shaft (6), while the other is held rotatable by the reverse shaft (6), and the reverse hub sleeve (10) is switchable to provide a first state in which the other is coupled to the reverse shaft (6) by the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) in such a way that the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B) are coupled as a unit for one rotation, and a second state in which the other is decoupled from the reverse shaft (6) by the driven reverse intermediate gear (6A) and the reverse drive intermediate gear (6B). [11] Vehicle (100) with a power transmission system according to claim 1 or 2, wherein: the first motor drive shaft (41) is connected to the second drive train (13) by means of the switching element (47) under the condition that, when the internal combustion engine (60) is stopped, a torque requirement required for the motor generator (40) during driving in electric vehicle (EV) drive mode is less than a first predetermined value and / or a speed requirement required for the motor generator (40) during driving in electric vehicle (EV) drive mode is less than a second predetermined value. [12] Vehicle (100) according to claim 11, wherein: the first motor drive shaft (41) is connected to the first drive train (12) by means of the switching element (47) under the condition that, when the internal combustion engine (60) is stopped, the torque requirement required for the motor generator (40) during driving in electric vehicle (EV) drive mode is equal to or greater than the first specified value and / or the speed requirement required for the motor generator (40) during driving in electric vehicle (EV) drive mode is equal to or greater than the second specified value. [13] Vehicle (100) with the power transmission system according to claim 1 or 2, wherein: the first motor drive shaft (41) is connected to the second drive train (13) by means of the switching element (47) during driving in electric vehicle (EV) drive mode or in hybrid electric vehicle (HEV) drive mode when the internal combustion engine (60) is stopped; and the first motor rotating shaft (41) is connected to the first drive train (12) by means of the switching element (47) during operation in power generation (EG) mode, in which the internal combustion engine (60) rotates the motor generator (40), or during operation in internal combustion engine start (ES) mode, in which the motor generator (40) starts the internal combustion engine (60).

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