Speed changer

Abstract

To provide a speed changer in which an electric motor can be arranged so that the speed changer is not enlarged in size and a state of connection of the electric motor to the speed changer can be properly switched.SOLUTION: A speed changer 10 of a vehicle, which is provided with an internal combustion engine 3 and an electric motor 4, is further provided with: an internal combustion engine-side output shaft 13 that transmits power from the internal combustion engine 3; an electric motor-side output shaft 60 that is connected to the electric motor 4; a speed changer-side input shaft 30 that transmits power of the internal combustion engine-side output shaft 13; and a speed changer-side output shaft 15 that transmits power to a driving wheel. The speed changer-side input shaft 30 comprises: a switching mechanism 70 that switches between an input-side connection state where power can be transmitted between the electric motor-side output shaft 60 and the internal combustion engine-side output shaft 13 and an output-side connection state where power can be transmitted between the electric motor-side output shaft 60 and the speed changer-side output shaft 15; and a drive gear 32 for output of the electric motor that can transmit power to the electric motor-side output shaft 60. The drive gear 32 for output of the electric motor is provided at the internal combustion engine 3 side in an axis line direction of the speed changer-side input shaft 30.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a transmission for a vehicle, and more particularly to a transmission for a hybrid vehicle equipped with an internal combustion engine and an electric motor as power sources. [Background technology]

[0002] Conventionally, hybrid vehicles equipped with an electric motor and an internal combustion engine are known (for example, see Patent Document 1). In such hybrid vehicles, one or both of the electric motor and the internal combustion engine are used as drive sources. Furthermore, the electric motor in a hybrid vehicle functions as a generator that generates electricity using regenerative torque during vehicle braking. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-241331 Summary of the Invention [Problem to be solved by the invention]

[0004] In the prior art described in Patent Document 1, the output shaft of the electric motor is connected to the input shaft and output shaft of the transmission, respectively, and a switching mechanism is used to switch between an input-side connection state in which the output shaft of the electric motor is connected to the input shaft of the transmission and an output-side connection state in which the output shaft of the electric motor is connected to the output shaft of the transmission. However, the prior art described in Patent Document 1 does not disclose a specific arrangement of the electric motor. Therefore, if a commonly assumed arrangement (e.g., the electric motor is arranged diagonally across the transmission from the internal combustion engine) is implemented, there is a problem that the external dimensions of the transmission (electric motor) will be large when viewed from the internal combustion engine. This problem may become particularly pronounced when the external diameter of the electric motor is large. Furthermore, in the prior art described in Patent Document 1, the switching mechanism is provided outside the transmission, which results in a problem of large external dimensions. As such, the prior art described in Patent Document 1 has a problem of poor mountability on a vehicle. Furthermore, in front-engine, rear-drive vehicles (FR vehicles), if the transmission structure described in Patent Document 1 is adopted, the floor tunnel must be enlarged, raising concerns that the driver's foot space will expand toward the passenger compartment, placing a strain on the driver's cab. Also, in FR commercial vehicles, if the transmission structure described in Patent Document 1 is adopted, the luggage compartment must be set high, which is a problem that leads to a decline in marketability.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a transmission that allows the arrangement of an electric motor without increasing the size of the transmission, and that can appropriately switch the connection state between the electric motor and the transmission. [Means for solving the problem]

[0006] (1) The transmission of the present invention, which is provided to solve the above-mentioned problems, is a transmission for a vehicle equipped with an internal combustion engine and an electric motor, and comprises an internal combustion engine side output shaft that transmits power output from the internal combustion engine, an electric motor side output shaft connected to the electric motor, a transmission side input shaft that transmits power from the internal combustion engine side output shaft, and a transmission side output shaft that transmits the power to the drive wheels of the vehicle, wherein the transmission side input shaft comprises a switching mechanism that switches between an input side connection state that enables the transmission of the power between the electric motor side output shaft and the internal combustion engine side output shaft and an output side connection state that enables the transmission of the power between the electric motor side output shaft and the transmission side output shaft, and an electric motor output drive gear that can transmit the power to the electric motor side output shaft, and wherein the electric motor output drive gear is provided on the internal combustion engine side in the axial direction of the transmission side input shaft.

[0007] In the above-described transmission, the electric motor output drive gear that transmits power to the transmission-side input shaft is provided on the internal combustion engine side in the axial direction of the transmission-side input shaft. Therefore, the above-described transmission allows the electric motor (e.g., motor generator) and the transmission to be mounted on a vehicle without arranging them in parallel in the same axial direction. In other words, the above-described transmission can be made compact, and its mountability on a vehicle can be improved. Furthermore, the above-described transmission allows the vehicle to have passenger space and luggage compartments equivalent to those of vehicles equipped with conventional internal combustion engines.

[0008] Furthermore, the above-described transmission is configured such that the electric motor output shaft, the transmission input shaft, the transmission output shaft, and the internal combustion engine output shaft form parallel axes, and gears (also referred to as parallel shaft gears) provided on each shaft are meshed with each other. Therefore, the above-described transmission can obtain (secure) a reduction ratio for starting an internal combustion engine (e.g., an engine) using the electric motor. Furthermore, the above-described transmission can be expected to be compact. Furthermore, the above-described transmission can be expected to be even more compact because the switching mechanism can be housed inside the transmission.

[0009] Furthermore, the transmission described above has a switching mechanism provided on the transmission input shaft that switches between an input connection state that enables the transmission of power between the electric motor output shaft and the internal combustion engine output shaft and an output connection state that enables the transmission of power between the electric motor output shaft and the transmission output shaft. Therefore, the transmission described above can efficiently switch between regeneration, power running, and internal combustion engine starting in the electric motor. This allows the transmission described above to improve fuel economy and electricity efficiency in a vehicle.

[0010] (2) In the transmission of the present invention described above, the transmission side input shaft may be provided with an output side gear capable of transmitting the power to the transmission side output shaft, and an input side gear capable of transmitting the power of the internal combustion engine side output shaft, and the electric motor output drive gear may be arranged on the internal combustion engine side relative to the input side gear.

[0011] By configuring the transmission as described above, the drive gear for outputting the electric motor can be disposed on the internal combustion engine side, so the electric motor can be disposed on the internal combustion engine side. Furthermore, the transmission can consolidate the input gear, output gear, and drive gear for outputting the electric motor on the transmission input shaft. This allows the transmission to be even more compact and easier to install in a vehicle.

[0012] (3) In the transmission of the present invention described above, the transmission side input shaft is preferably provided with an output side gear capable of transmitting the power to the transmission side output shaft and an input side gear capable of transmitting the power of the internal combustion engine side output shaft, and the switching mechanism is preferably arranged between the output side gear and the electric motor output drive gear, and between the input side gear and the output side gear.

[0013] By adopting such a configuration, the above-described transmission can efficiently accommodate the switching mechanism inside the transmission. Furthermore, in the above-described transmission, since the switching mechanism is disposed between the electric motor output drive gear and the output-side gear, the electric motor output drive gear can be disposed closer to the internal combustion engine. This allows the above-described transmission to dispose the electric motor close to the internal combustion engine, thereby preventing the external dimensions of the transmission from increasing in size as seen from the internal combustion engine. In other words, the above-described transmission can reduce the amount by which the electric motor protrudes from the transmission.

[0014] (4) In the transmission of the present invention described above, the transmission side input shaft is provided with an output side gear capable of transmitting the power to the transmission side output shaft and an input side gear capable of transmitting the power of the internal combustion engine side output shaft, and the switching mechanism has a clutch, and switching in the switching mechanism is performed by switching the connection state of the clutch.

[0015] The transmission described above, with this configuration, can smoothly switch between the input side connected state and the output side connected state via the clutch, thereby reducing the shock of switching in the switching mechanism.

[0016] (5) The transmission of the present invention described above is preferably characterized in that, when the internal combustion engine is operating in the input side connection state, the power output from the internal combustion engine is used to generate electricity in the electric motor via the transmission side input shaft and the electric motor side output shaft, and when the internal combustion engine is stopped in the input side connection state, the power output from the electric motor is used to start the internal combustion engine via the electric motor side output shaft and the transmission side input shaft.

[0017] The above-described transmission can provide the power output from the internal combustion engine to the electric motor when the internal combustion engine is running in the input side connected state. This allows the above-described transmission to use the power from the internal combustion engine to generate electricity with the electric motor. Furthermore, the above-described transmission can provide the power output from the electric motor to start the internal combustion engine when the internal combustion engine is stopped in the input side connected state. As a result, the above-described transmission can efficiently drive the electric motor and the internal combustion engine, which is expected to improve fuel efficiency and electricity consumption.

[0018] (6) The transmission of the present invention described above is preferably characterized in that, when the electric motor is driving in the output side connected state, the power output from the electric motor is used to drive the drive wheels via the electric motor side output shaft and the transmission side input shaft, and when the drive wheels are braked in the output side connected state, the braking force acting on the transmission side output shaft is used to regenerate the electric motor via the transmission side input shaft and the electric motor side output shaft.

[0019] The above-described transmission can use the power output from the electric motor to drive the drive wheels when the electric motor is in a connected output state. That is, the above-described transmission can use the output from the electric motor as a drive source to drive the vehicle in EV mode or assisted driving (HEV mode). Furthermore, the above-described transmission can use the braking force (regenerative energy) acting on the transmission output shaft to regenerate (generate electricity) the electric motor when the drive wheels are braked when the output side is connected. As a result, the above-described transmission can drive the electric motor and internal combustion engine efficiently, which is expected to improve fuel efficiency and electricity consumption.

[0020] In the input-side connected state, the transmission described above can input the power output from the internal combustion engine to the electric motor. This allows the transmission described above to generate electricity using the power from the internal combustion engine. Furthermore, in the input-side connected state, the transmission described above can use the power from the electric motor to start the internal combustion engine. Furthermore, in the output-side connected state, the transmission described above can input the power (regenerative energy) at the transmission output shaft to the electric motor to generate electricity. Furthermore, in the output-side connected state, the transmission described above can drive the transmission-side output shaft using the power of the electric motor. As a result, the transmission described above can efficiently drive the electric motor and the internal combustion engine.

[0021] (7) In the transmission of the present invention described above, the transmission side input shaft is provided with an output side gear capable of transmitting the power to the transmission side output shaft and an input side gear capable of transmitting the power of the internal combustion engine side output shaft, a reverse idler shaft is provided between the internal combustion engine side output shaft and the transmission side input shaft, a reverse idler gear is provided on the reverse idler shaft that reverses the direction of rotation of the internal combustion engine side output shaft, and the reverse idler gear and the input side gear are preferably meshed.

[0022] With this configuration, the above-described transmission can utilize the reverse idler gear to extract power from the input gear, eliminating the need for a separate gear, which is expected to reduce costs and make the transmission more compact. [Effects of the Invention]

[0023] According to the present invention, it is possible to provide a transmission in which an electric motor can be arranged without increasing the size of the transmission, and in which the connection state between the electric motor and the transmission can be appropriately switched. [Brief explanation of the drawings]

[0024] [Figure 1] FIG. 2 is an overall front view of a transmission according to an embodiment of the present invention, with a cover cut away. [Figure 2] FIG. 2 is a side view of the transmission in FIG. 1 as seen from the direction of the internal combustion engine. [Figure 3] 1 is a schematic skeleton diagram of a transmission according to an embodiment of the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0025] A transmission 10 according to one embodiment of the present invention will be described in detail below with reference to the drawings. Note that each drawing is a schematic representation for ease of understanding, and may differ from the actual shape, size, and arrangement of components. Note also that the fact that each shaft is supported by an appropriate bearing or the like and is rotatable may be omitted. In the following description, the front side of the vehicle may be referred to as the front Fr, and the rear side may be referred to as the rear Rr.

[0026] As shown in Figures 1 and 3, an internal combustion engine 3 and an electric motor 4 are connected to a transmission 10. The internal combustion engine 3 is configured as an engine such as a gasoline engine or a diesel engine. A drive shaft (not shown) of the internal combustion engine 3 is connected to an internal combustion engine-side output shaft 13 of the transmission 10. Therefore, the power output by the internal combustion engine 3 is input to the transmission 10 via the internal combustion engine-side output shaft 13.

[0027] The electric motor 4 is configured, for example, as a motor generator, and is capable of outputting driving force and generating electricity. The electric motor 4 has a motor shaft 4A (see FIG. 3) connected to an electric motor side output shaft 60 of the transmission 10 via a universal joint 5. Therefore, the power output by the electric motor 4 is input to the transmission 10 via the electric motor side output shaft 60. As will be described in detail later, regenerative power (regenerative energy) from drive wheels (not shown) and power from the internal combustion engine 3 are input to the electric motor 4 via the electric motor side output shaft 60 and can be used to generate electricity.

[0028] The transmission 10 has a plurality of gears, and is configured to change the speed of the power generated by the internal combustion engine 3 and the electric motor 4, and to transmit regenerated energy to the electric motor 4. The transmission 10 is equipped with a torque converter 12, an internal combustion engine output shaft 13, a continuously variable transmission 20 (CVT 20), a reverse transmission mechanism 40, a forward clutch 51 (clutch device 50), and a reverse clutch 55 (clutch device 50). In addition to the above, the transmission 10 is also equipped with a transmission input shaft 30, an electric motor output shaft 60, a switching mechanism 70, etc.

[0029] The torque converter 12 includes a pump impeller 12A, a turbine runner 12B, and a lockup mechanism 12C (lockup clutch 12C). The pump impeller 12A is connected to an internal combustion engine output shaft 13 and is rotatable integrally with the internal combustion engine output shaft 13 about the same rotational axis. The turbine runner 12B is provided so as to be rotatable about the same rotational axis as the pump impeller 12A. The lockup mechanism 12C is provided to directly connect / disconnect the pump impeller 12A and the turbine runner 12B. When the lockup mechanism 12C is engaged (lockup on), the pump impeller 12A and the turbine runner 12B are directly connected, and when the lockup mechanism 12C is released (lockup off), the pump impeller 12A and the turbine runner 12B are disconnected.

[0030] The internal combustion engine output shaft 13 is disposed so that its axis coincides with the rotation axis of the torque converter 12. The internal combustion engine output shaft 13 is capable of transmitting power output from the internal combustion engine 3. An internal combustion engine output shaft gear 14 is formed integrally with the internal combustion engine output shaft 13. A front Fr end of the internal combustion engine output shaft 13 is inserted into the torque converter 12.

[0031] The transmission-side output shaft 15 is disposed rearwardly (Rr) with a gap therebetween relative to the internal combustion engine-side output shaft 13. The transmission-side output shaft 15 is disposed so that its axis is aligned with the axis of the internal combustion engine-side output shaft 13. Although not shown, the transmission-side output shaft 15 can transmit power to the driving wheels of the vehicle via a drive shaft or the like. A transmission-side output shaft gear 16 is formed integrally with the transmission-side output shaft 15. The transmission-side output shaft gear 16 is in mesh with a secondary output gear 25, which will be described later.

[0032] The continuously variable transmission 20 includes a primary shaft 21, a secondary shaft 23, a primary pulley 26, a secondary pulley 27, and a belt 28.

[0033] A primary input gear 22 is attached to the primary shaft 21 so as to be rotatable relative to the primary shaft 21. The primary input gear 22 is in mesh with the internal combustion engine side output shaft gear 14. A secondary input gear 24 and a secondary output gear 25 are attached to the secondary shaft 23. The secondary input gear 24 is rotatable relative to the secondary shaft 23. The secondary output gear 25 is attached so as not to be rotatable relative to the secondary shaft 23. The secondary output gear 25 is in mesh with the transmission side output shaft gear 16 provided on the transmission side output shaft 15.

[0034] In the continuously variable transmission 20, a belt 28 is stretched between a primary pulley 26 and a secondary pulley 27. In the continuously variable transmission 20, the oil pressure supplied to each oil pressure chamber (not shown) of the primary pulley 26 and the secondary pulley 27 is controlled to change the groove width of each of the primary pulley 26 and the secondary pulley 27, thereby continuously and infinitely changing the belt speed ratio (pulley ratio between the primary pulley 26 and the secondary pulley 27) within a certain speed ratio range. The rotational force (power) of the secondary shaft 23 whose speed has been changed is transmitted to the transmission-side output shaft 15 via the secondary output gear 25 and the transmission-side output shaft gear 16, and the drive wheels (not shown) are driven.

[0035] The reverse transmission mechanism 40 is a mechanism that transmits the power (rotation) of the internal combustion engine output shaft 13 to the secondary input gear 24. The reverse transmission mechanism 40 is provided with a reverse idler shaft 41, a first reverse idler gear 42 (corresponding to the reverse idler gear of the present invention, and also referred to as the reverse idler gear 42), and a second reverse idler gear 43.

[0036] The first reverse idler gear 42 is formed integrally with the reverse idler shaft 41 and is in mesh with the internal combustion engine output shaft gear 14. That is, the first reverse idler gear 42 can reverse the rotation direction of the internal combustion engine output shaft gear 14 (internal combustion engine output shaft 13). The first reverse idler gear 42 also meshes with the input gear 31 and can reverse the rotation direction of the input gear 31 (transmission input shaft 30).

[0037] The second reverse idler gear 43 is formed integrally with the reverse idler shaft 41 at a position Rr rearward of the first reverse idler gear 42 and is in mesh with the secondary input gear 24 .

[0038] The forward clutch 51 (clutch device 50) is provided to allow / prohibit rotation of the primary input gear 22 relative to the primary shaft 21. Although not shown, the forward clutch 51 forms the clutch device 50 which includes a clutch drum, a clutch piston, friction material, a hydraulic chamber, etc. The forward clutch 51 controls the supply of oil into the hydraulic chamber according to the output value of a solenoid (not shown), thereby controlling clutch engagement.

[0039] When forward clutch 51 is engaged (engaged state), relative rotation of primary input gear 22 with respect to primary shaft 21 is prohibited. In other words, engagement of forward clutch 51 causes primary shaft 21 and primary input gear 22 to rotate integrally. As a result, forward driving force is transmitted to transmission-side output shaft 15 via continuously variable transmission 20, and drive wheels (not shown) are driven in the forward direction. On the other hand, when forward clutch 51 is disengaged (disengaged state), relative rotation of primary input gear 22 with respect to primary shaft 21 is permitted. Therefore, even if primary input gear 22 rotates, the rotation is not transmitted to primary shaft 21.

[0040] The reverse clutch 55 (clutch device 50) is provided to allow / prohibit rotation of the secondary input gear 24 relative to the secondary shaft 23. The reverse clutch 55 has a similar configuration to the forward clutch 51, and therefore a detailed description thereof will be omitted.

[0041] When the reverse clutch 55 is engaged (engaged state), relative rotation of the secondary input gear 24 with respect to the secondary shaft 23 is prohibited. In other words, when the reverse clutch 55 is engaged, the secondary shaft 23 and the secondary input gear 24 rotate together. As a result, a driving force in the reverse direction is transmitted to the transmission-side output shaft 15, and the drive wheels (not shown) are driven in the reverse direction. On the other hand, when the reverse clutch 55 is disengaged (disengaged state), relative rotation of the secondary input gear 24 with respect to the secondary shaft 23 is permitted. Therefore, even if the secondary input gear 24 rotates, the rotation is not transmitted to the secondary shaft 23.

[0042] The transmission-side input shaft 30 can transmit power from the internal combustion engine-side output shaft 13. Specifically, an input gear 31 that meshes with a first reverse idler gear 42 is journaled on the transmission-side input shaft 30, and the first reverse idler gear 42 is journaled on the internal combustion engine-side output shaft 13 and meshes with an internal combustion engine-side output shaft gear 14 that is journaled on the internal combustion engine-side output shaft 13. Therefore, power output from the internal combustion engine-side output shaft 13 is transmitted to the transmission-side input shaft 30. As will be described in detail later, the transmission-side input shaft 30 is provided with an electric motor output drive gear 32 (also referred to as an MG output drive gear 32), an output gear 33, and a switching mechanism 70. In addition, an output transmission shaft 17 is provided parallel to and spaced from the transmission-side input shaft 30.

[0043] The electric motor output drive gear 32 is journaled to the front end side (the internal combustion engine 3 side, the front Fr side) of the transmission side input shaft 30. In other words, the electric motor output drive gear 32 is journaled to the internal combustion engine 3 side in the axial direction of the transmission side input shaft 30. The electric motor output drive gear 32 meshes with an electric motor side output shaft gear 61, which will be described later, and can transmit power from the transmission side input shaft 30 to the electric motor side output shaft 60.

[0044] The output side gear 33 is journaled to the rear end side (rear Rr side) of the transmission side input shaft 30. The output side gear 33 is meshed with an output transmission shaft gear 18 journaled to an output transmission shaft 17, which will be described later.

[0045] An output transmission shaft gear 18 is journalled to the output transmission shaft 17. The output transmission shaft gear 18 meshes with the transmission-side output shaft gear 16 of the transmission-side output shaft 15. The output transmission shaft gear 18 also meshes with the output gear 33 of the transmission-side input shaft 30. The output transmission shaft gear 18 also meshes with the transmission-side output shaft gear 16 of the transmission-side output shaft 15. Therefore, the output transmission shaft 17 can transmit the power of the transmission-side input shaft 30 to the transmission-side output shaft 15 as the transmission-side input shaft 30 rotates.

[0046] As shown in Fig. 2, the electric motor output shaft 60 is arranged laterally and in parallel with the transmission input shaft 30 with a gap therebetween. As shown in Figs. 1 and 3, a universal joint 5 is connected to the front end (front Fr side) of the electric motor output shaft 60. A motor shaft 4A (see Fig. 3) of an electric motor 4 (for example, a motor generator) is connected to the front end (Fr side) of the universal joint 5. In addition, an electric motor output shaft gear 61 is journaled to the electric motor output shaft 60.

[0047] The electric motor-side output shaft gear 61 meshes with the electric motor output drive gear 32 on the transmission-side input shaft 30. Therefore, when the electric motor 4 is driven, the power output from the electric motor 4 is transmitted to the transmission-side input shaft 30. As will be described in detail later, when the transmission-side input shaft 30 is driven by the internal combustion engine 3, the power output from the internal combustion engine 3 is transmitted to the transmission-side input shaft 30 and then used to generate electricity for the electric motor 4 via the electric motor-side output shaft gear 61 and the electric motor-side output shaft 60.

[0048] The switching mechanism 70 is provided in an intermediate portion of the transmission-side input shaft 30. Specifically, the switching mechanism 70 is disposed between the output-side gear 33 and the electric motor output drive gear 32, and between the input-side gear 31 and the output-side gear 33. The switching mechanism 70 includes a clutch 71 and the like.

[0049] The switching mechanism 70 can switch between an "input-side connected state" that enables power transmission between the electric motor-side output shaft 60 and the internal combustion engine-side output shaft 13 and an "output-side connected state" that enables power transmission between the electric motor-side output shaft 60 and the transmission-side output shaft 15, by hydraulically switching the connected state of the clutch 71 or the like. Specifically, the transmission-side input shaft 30 is divided into a front Fr side and a rear Rr side via the clutch 71 of the switching mechanism 70, and the electric motor output drive gear 32 and the input gear 31 are disposed on the front Fr side of the transmission-side input shaft 30, and the output gear 33 is provided on the rear Rr side of the transmission-side input shaft 30.

[0050] Therefore, in the "input side connected state," the rear Rr side of the transmission side input shaft 30 is not connected (the rear Rr side of the clutch 71 is disengaged), and only the front Fr side of the transmission side input shaft 30 rotates. That is, the electric motor output drive gear 32 and the input side gear 31 rotate in accordance with the rotation of the front Fr side of the transmission side input shaft 30. Therefore, when the internal combustion engine 3 is running in the "input side connected state," the power output from the internal combustion engine 3 is supplied to the electric motor 4 for generating electricity via the transmission side input shaft 30 and the electric motor side output shaft 60. On the other hand, when the internal combustion engine 3 is stopped in the "input side connected state," the power output from the electric motor 4 is supplied to the start of the internal combustion engine 3 via the electric motor side output shaft 60 and the transmission side input shaft 30.

[0051] Furthermore, in the "output-side connected state," the rear Rr side of the transmission-side input shaft 30 is connected due to engagement of the clutch 71, and the front Fr side and rear Rr side of the transmission-side input shaft 30 rotate integrally. Therefore, when the electric motor 4 is driving in the "output-side connected state," the power output from the electric motor 4 is provided to drive the drive wheels (not shown) via the electric motor-side output shaft 60 and the transmission-side input shaft 30 (EV driving state or assisted driving (HEV driving) state). On the other hand, when the drive wheels are braked (decelerated) in the "output-side connected state," the braking force acting on the transmission-side output shaft 15 is provided to the electric motor 4 for regeneration (electric power generation) via the transmission-side input shaft 30 and the electric motor-side output shaft 60. In addition, when the clutch 71 is disengaged (also referred to as a disengaged state), the switching mechanism 70 can also cut off the transmission of power between the electric motor side output shaft 60 and the internal combustion engine side output shaft 13, and between the electric motor side output shaft 60 and the transmission side output shaft 15.

[0052] The above is one embodiment of the transmission 10 of the present invention. Next, the effects achieved by the transmission 10 of the present invention will be described below.

[0053] The above-described transmission 10 has the following characteristic configurations (A) to (G). Therefore, the transmission 10 of the present invention can achieve the following unique effects that cannot be achieved by conventional techniques.

[0054] (A) The transmission 10 of this embodiment is a transmission 10 for a vehicle equipped with an internal combustion engine 3 and an electric motor 4, and comprises an internal combustion engine side output shaft 13 that transmits the power output from the internal combustion engine 3, an electric motor side output shaft 60 connected to the electric motor 4, a transmission side input shaft 30 that transmits the power of the internal combustion engine side output shaft 13, and a transmission side output shaft 15 that transmits the power to the drive wheels of the vehicle, and the transmission side input shaft 30 comprises a switching mechanism 70 that switches between an input side connection state that enables the transmission of the power between the electric motor side output shaft 60 and the internal combustion engine side output shaft 13 and an output side connection state that enables the transmission of the power between the electric motor side output shaft 60 and the transmission side output shaft 15, and an electric motor output drive gear 32 that can transmit the power to the electric motor side output shaft 60, and the electric motor output drive gear 32 is characterized in that it is provided on the internal combustion engine 3 side in the axial direction of the transmission side input shaft 30.

[0055] In the transmission 10 described above, the electric motor output drive gear 32 that transmits power to the transmission-side input shaft 30 is provided on the internal combustion engine 3 side in the axial direction of the transmission-side input shaft 30. Therefore, the electric motor 4 (e.g., a motor generator) and the transmission 10 can be mounted on a vehicle without arranging them in parallel in the same axial direction. In other words, the transmission 10 described above can be made compact, and its mountability on a vehicle can be improved. Furthermore, the transmission 10 described above can ensure the same passenger space and luggage compartment as vehicles equipped with a conventional internal combustion engine 3.

[0056] Furthermore, the transmission 10 described above is configured such that the electric motor output shaft 60, the transmission input shaft 30, the transmission output shaft 15, and the internal combustion engine output shaft 13 form parallel axes, and gears (also referred to as parallel shaft gears) provided on each shaft are meshed with each other. Therefore, the transmission 10 described above can obtain (secure) a reduction ratio for starting the internal combustion engine 3 (e.g., an engine) using the electric motor 4. The transmission 10 described above can be expected to be compact. Furthermore, the transmission 10 described above can accommodate the switching mechanism 70 inside the transmission 10, so it can be expected to be even more compact.

[0057] Furthermore, in the transmission 10, the switching mechanism 70 provided on the transmission-side input shaft 30 switches between an input-side connection state that enables the transmission of power between the electric motor-side output shaft 60 and the internal combustion engine-side output shaft 13, and an output-side connection state that enables the transmission of power between the electric motor-side output shaft 60 and the transmission-side output shaft 15. Therefore, the transmission 10 can efficiently switch between regeneration, power running, and internal combustion engine starting in the electric motor 4. As a result, the transmission 10 can improve fuel efficiency and electricity consumption in the vehicle.

[0058] (B) In the transmission 10 of this embodiment, the transmission side input shaft 30 is provided with an output side gear 33 capable of transmitting the power to the transmission side output shaft 15, and an input side gear 31 capable of transmitting the power of the internal combustion engine side output shaft 13, and is characterized in that the electric motor output drive gear 32 is arranged on the internal combustion engine 3 side relative to the input side gear 31.

[0059] By configuring the above-described transmission 10 in this manner, the electric motor output drive gear 32 can be disposed on the internal combustion engine 3 side, and therefore the electric motor 4 can be disposed on the internal combustion engine 3 side. Furthermore, the above-described transmission 10 can consolidate the input side gear 31, output side gear 33, and electric motor output drive gear 32 onto the transmission side input shaft 30. Therefore, the above-described transmission 10 can be expected to be even more compact, and its mountability on a vehicle can be further improved.

[0060] (C) In the transmission 10 of this embodiment, the transmission side input shaft 30 is provided with an output side gear 33 capable of transmitting the power to the transmission side output shaft 15, and an input side gear 31 capable of transmitting the power of the internal combustion engine side output shaft 13, and the switching mechanism 70 is disposed between the output side gear 33 and the electric motor output drive gear 32, and between the input side gear 31 and the output side gear 33.

[0061] By configuring the above-described transmission 10 in this manner, the switching mechanism 70 can be efficiently accommodated inside the transmission 10. Furthermore, in the above-described transmission 10, the switching mechanism 70 is disposed between the electric motor output drive gear 32 and the output-side gear 33, so the electric motor output drive gear 32 can be disposed closer to the internal combustion engine 3. This allows the above-described transmission 10 to dispose the electric motor 4 close to the internal combustion engine 3, thereby preventing the external dimensions of the transmission 10 from becoming larger when viewed from the internal combustion engine 3 side. In other words, the above-described transmission 10 can reduce the amount by which the electric motor 4 protrudes from the transmission 10.

[0062] (D) In ​​the transmission 10 of this embodiment, the transmission side input shaft 30 is provided with an output side gear 33 capable of transmitting the power to the transmission side output shaft 15, and an input side gear 31 capable of transmitting the power of the internal combustion engine side output shaft 13, and the switching mechanism 70 has a clutch 71, and switching in the switching mechanism 70 is performed by switching the connection state of the clutch 71.

[0063] By adopting this configuration, the transmission 10 described above can smoothly switch between the input side connected state and the output side connected state via the clutch 71. Therefore, the transmission 10 described above can reduce the shock caused by switching in the switching mechanism 70.

[0064] (E) The transmission 10 of this embodiment is characterized in that, when the internal combustion engine 3 is running in the input side connection state, the power output from the internal combustion engine 3 is supplied to the electric motor 4 for generating electricity via the transmission side input shaft 30 and the electric motor side output shaft 60, and when the internal combustion engine 3 is stopped in the input side connection state, the power output from the electric motor 4 is supplied to the starting of the internal combustion engine 3 via the electric motor side output shaft 60 and the transmission side input shaft 30.

[0065] The transmission 10 described above can use the power output from the internal combustion engine 3 to drive the electric motor 4 when the internal combustion engine 3 is running in the input side connected state. This allows the transmission 10 described above to use the power from the internal combustion engine 3 to drive the electric motor 4 to generate electricity. Furthermore, the transmission 10 described above can use the power output from the electric motor 4 to start the internal combustion engine 3 when the internal combustion engine 3 is stopped in the input side connected state. As a result, the transmission 10 described above can drive the electric motor 4 and the internal combustion engine 3 efficiently, which is expected to result in improved fuel efficiency and electricity consumption.

[0066] (F) In the transmission 10 of this embodiment, when the electric motor 4 is driving in the output side connected state, the power output from the electric motor 4 is provided to drive the drive wheels via the electric motor side output shaft 60 and the transmission side input shaft 30, and when the drive wheels are braked in the output side connected state, the braking force acting on the transmission side output shaft 15 is provided to the electric motor 4 for regeneration via the transmission side input shaft 30 and the electric motor side output shaft 60.

[0067] When the transmission 10 is in the output side connected state and the electric motor 4 is driving, the power output from the electric motor 4 can be used to drive the drive wheels. That is, the transmission 10 can use the output from the electric motor 4 as a drive source to drive the vehicle in EV driving or assisted driving (HEV driving). Furthermore, when the transmission 10 is in the output side connected state and the drive wheels are braked, the transmission 10 can use the braking force (regenerative energy) acting on the transmission output shaft to regenerate (power generation) the electric motor 4. As a result, the transmission 10 can efficiently drive the electric motor 4 and the internal combustion engine 3, which is expected to improve fuel economy and electricity efficiency.

[0068] In the input side connected state, the transmission 10 described above can input the power output from the internal combustion engine 3 to the electric motor 4. As a result, the transmission 10 described above can generate electricity by using the power from the internal combustion engine 3. Furthermore, in the input side connected state, the transmission 10 described above can use the power from the electric motor 4 to start the internal combustion engine 3. Furthermore, in the output side connected state, the transmission 10 described above can input the power (regenerative energy) at the transmission output shaft to the electric motor 4 to generate electricity. Furthermore, in the output side connected state, the transmission 10 described above can drive the transmission side output shaft 15 by using the power of the electric motor 4. As a result, the transmission 10 described above can drive the electric motor 4 and the internal combustion engine 3 efficiently.

[0069] (G) In the transmission 10 of this embodiment, the transmission side input shaft 30 is provided with an output side gear 33 capable of transmitting the power to the transmission side output shaft 15, and an input side gear 31 capable of transmitting the power of the internal combustion engine side output shaft 13, and a reverse idler shaft 41 is provided between the internal combustion engine side output shaft 13 and the transmission side input shaft 30, and the reverse idler shaft 41 is provided with a reverse idler gear 42 that reverses the rotation direction of the internal combustion engine side output shaft 13, and the reverse idler gear 42 and the input side gear 31 are meshed.

[0070] With this configuration, the above-described transmission 10 can utilize the reverse idler gear 42 to extract power from the input gear 31, eliminating the need for a separate gear. Therefore, the above-described transmission 10 is expected to be more cost-effective and compact.

[0071] The above is the configuration and effects of the embodiment of the present invention, but the transmission 10 of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the present invention.

[0072] The transmission 10 of the present invention is not limited to the present embodiment, and can be formed in various shapes and sizes. Furthermore, various types of internal combustion engines 3 can be used to connect to the transmission 10. For example, various types of internal combustion engines, such as gasoline engines and diesel engines, can be used as the internal combustion engine 3. Furthermore, in the present embodiment, a motor generator is used as the electric motor 4, but the electric motor 4 is not limited to a motor generator; various types of motors and generators can be used. Furthermore, various types of electric motors 4 can be used. Furthermore, the transmission 10 of the present invention can have an increased or decreased number of rotating shafts as appropriate within the scope of the invention.

[0073] In this embodiment, the switching mechanism 70 is arranged between the output side gear 33 and the electric motor output drive gear 32, and between the input side gear 31 and the output side gear 33, but as long as the electric motor 4 can be arranged in close proximity to the internal combustion engine 3, the order in which the electric motor output drive gear 32, the input side gear 31, and the output side gear 33 are arranged can be changed as appropriate.

[0074] In this embodiment, the switching mechanism 70 switches between the "input side connected state" and the "output side connected state" by the clutch 71, but various switching means other than the clutch 71 can be used for the switching mechanism 70. Furthermore, the clutch 71 can be switched not only by hydraulic means but also by various means such as electrical means.

[0075] In this embodiment, when the internal combustion engine 3 is operating in the "input side connected state," the power output from the internal combustion engine 3 is supplied to the electric motor 4 for generating electricity via the transmission side input shaft 30 and the electric motor side output shaft 60, but the transmission 10 of the present invention is not limited to this. The power output from the internal combustion engine 3 may be supplied to the electric motor 4 for generating electricity as needed, and for example, it is also possible to disengage the clutch 71 and supply the power output from the internal combustion engine 3 only for driving the drive wheels.

[0076] In addition, in the present embodiment, when the electric motor 4 is in the "output-side connected state," the power output from the electric motor 4 is provided to drive the drive wheels via the electric motor-side output shaft 60 and the transmission-side input shaft 30, but the transmission 10 of the present invention is not limited to this. The power output from the electric motor 4 may be provided to drive the drive wheels as needed; for example, the clutch 71 may be disengaged and the power output from the electric motor 4 may be used to drive something other than the drive wheels. In addition, in the present embodiment, when the drive wheels are braked in the "output-side connected state," the braking force is provided to the electric motor 4 for regeneration; however, regeneration may be performed as needed; for example, regeneration may not be performed when the battery is fully charged.

[0077] In this embodiment, the reverse idler shaft 41 and the reverse idler gear 42 (first reverse idler gear 42) are used in common to transmit the power of the internal combustion engine output shaft 13 to the transmission input shaft 30, but the transmission 10 of the present invention is not limited to this. For example, the reverse idler shaft 41 and the reverse idler gear 42 may transmit power to the transmission output shaft 15 without going through the transmission input shaft 30.

[0078] The above are various embodiments and modifications of the transmission according to the present invention, but the present invention is not limited to the above-mentioned embodiments and modifications, and it will be readily apparent to those skilled in the art that other embodiments are possible within the scope of the claims and the teachings and spirit of the present invention. [Industrial Applicability]

[0079] The present invention can be suitably used as a transmission for a hybrid vehicle equipped with an electric motor and an internal combustion engine. [Explanation of symbols]

[0080] 3: Internal combustion engine 4: Electric motor (motor generator) 5: Universal joint 10: Transmission 12: Torque converter 13: Internal combustion engine output shaft 14: Internal combustion engine output shaft gear 15: Transmission side output shaft 16: Transmission side output shaft gear 20: Continuously variable transmission 30: Transmission side input shaft 31: Input gear 32: Drive gear for electric motor output (drive gear for MG output) 33: Output gear 40: Reverse transmission mechanism 41: Reverse idler shaft 42: First reverse idler gear (reverse idler gear) 43: Second reverse idler gear 50: Clutch device 51: Forward clutch 55: Reverse clutch 60: Motor side output shaft 61: Motor side output shaft gear 70: Switching mechanism 71: Clutch

Claims

1. A transmission for a vehicle equipped with an internal combustion engine and an electric motor, an internal combustion engine output shaft that transmits power output from the internal combustion engine; an electric motor side output shaft connected to the electric motor; a transmission-side input shaft that transmits power from the internal combustion engine-side output shaft; a transmission-side output shaft that transmits the power to drive wheels of the vehicle; Equipped with The transmission side input shaft is a switching mechanism that switches between an input-side connection state that enables the transmission of power between the electric motor-side output shaft and the internal combustion engine-side output shaft and an output-side connection state that enables the transmission of power between the electric motor-side output shaft and the transmission-side output shaft; an electric motor output drive gear capable of transmitting the power to the electric motor side output shaft; Equipped with The transmission is characterized in that the electric motor output drive gear is provided on the internal combustion engine side in the axial direction of the transmission side input shaft.

2. The transmission side input shaft is an output gear capable of transmitting the power to the transmission output shaft; an input gear capable of transmitting power from the internal combustion engine output shaft; Equipped with 2. The transmission according to claim 1, wherein the electric motor output drive gear is disposed on the internal combustion engine side with respect to the input gear.

3. The transmission side input shaft is an output gear capable of transmitting the power to the transmission output shaft; an input gear capable of transmitting power from the internal combustion engine output shaft; Equipped with a reverse idler shaft is provided between the internal combustion engine output shaft and the transmission input shaft, a reverse idler gear that reverses the rotation direction of the internal combustion engine output shaft is provided on the reverse idler shaft, 3. The transmission according to claim 1, wherein the reverse idler gear and the input gear are in mesh with each other.

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