transmission

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 of a vehicle. More specifically, it relates to a transmission in a hybrid vehicle equipped with an internal combustion engine and an electric motor as power sources.

Background Art

[0002] Conventionally, hybrid vehicles equipped with an electric motor (motor) and an internal combustion engine (engine) are known (for example, Patent Document 1). In such hybrid vehicles, one or both of the electric motor and the internal combustion engine are used as drive sources. Further, the electric motor in a hybrid vehicle is assumed to function as a generator that generates electricity by regenerative torque during vehicle braking.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Incidentally, the prior art described in Patent Document 1 above has an output shaft of an electric motor connected to the input shaft and output shaft of a transmission, respectively, and a switching mechanism allows switching between an input-side connection state where the output shaft of the electric motor is connected to the input shaft of the transmission and an output-side connection state where 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 above does not disclose the specific arrangement of the electric motor. Therefore, if an arrangement that is normally assumed (for example, the electric motor is arranged diagonally opposite the internal combustion engine via the transmission) is used, there is a problem that the external dimensions of the transmission (electric motor) as seen from the internal combustion engine side become large. In particular, there is a concern that this problem will become more pronounced if the outer diameter of the electric motor is large. Furthermore, in the prior art described in Patent Document 1 above, the switching mechanism is provided on the outside of the transmission, which also contributes to the problem of increased external dimensions. Thus, the prior art described in Patent Document 1 above has the problem of poor mountability in vehicles. Furthermore, in front-engine, rear-wheel-drive (FR) vehicles, adopting the transmission structure described in Patent Document 1 would require a larger floor tunnel, raising concerns that the driver's footwell space would bulge outwards into the passenger compartment, thus constricting the driver's cabin. Additionally, in FR commercial vehicles, adopting the transmission structure described in Patent Document 1 would require a higher cargo area, leading to a decrease in marketability.

[0005] Therefore, the present invention aims to provide a transmission that allows for the placement 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, provided to solve the above-mentioned problems, is a transmission for a vehicle equipped with an internal combustion engine and an electric motor, comprising: 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 capable of transmitting the power to the electric motor side output shaft, 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 aforementioned transmission, the drive gear for the motor output, which transmits power to the transmission-side input shaft, is located on the internal combustion engine side in the axial direction of the transmission-side input shaft. Therefore, the aforementioned transmission allows the motor (e.g., motor generator) and transmission to be mounted in a vehicle without having to arrange them in parallel in the same axial direction. In other words, the aforementioned transmission can be made more compact and its mountability in a vehicle can be improved. Furthermore, the aforementioned transmission can ensure that the passenger compartment and cargo space of the vehicle are equivalent to those of conventional vehicles equipped with internal combustion engines.

[0008] Furthermore, the aforementioned transmission is constructed by having the output shaft on the electric motor side, the input shaft on the transmission side, the output shaft on the transmission side, and the output shaft on the internal combustion engine side form parallel shafts, and by meshing gears (also called parallel shaft gears) provided on each shaft. Therefore, the aforementioned transmission can obtain (secure) a reduction ratio for starting an internal combustion engine (e.g., an engine) with an electric motor. In addition, the aforementioned transmission can be made more compact. Moreover, since the switching mechanism can be housed inside the transmission, even greater compactness can be expected.

[0009] Furthermore, the aforementioned transmission has a switching mechanism provided on the transmission-side input shaft that switches between an input-side connection state that enables the transmission of power between the 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 motor-side output shaft and the transmission-side output shaft. As a result, the aforementioned transmission can efficiently switch between regeneration, acceleration, and internal combustion engine starting in the motor. This allows the aforementioned transmission to improve fuel efficiency and energy consumption in the vehicle.

[0010] (2) In the transmission of the present invention as described above, the transmission-side input shaft comprises 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 from the internal combustion engine-side output shaft, and the motor output drive gear is positioned on the internal combustion engine side relative to the input-side gear.

[0011] The aforementioned transmission, with this configuration, allows the drive gear for the motor output to be located on the internal combustion engine side, thus enabling the motor to be positioned on the internal combustion engine side. Furthermore, the aforementioned transmission allows the input gear, output gear, and motor output drive gear to be integrated and arranged on the transmission side input shaft. Therefore, the aforementioned transmission can be expected to be even more compact, and its mountability in vehicles can be further improved.

[0012] (3) In the transmission of the present invention as described above, the transmission-side input shaft comprises 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 positioned between the output-side gear and the motor output drive gear, and between the input-side gear and the output-side gear.

[0013] The aforementioned transmission, with this configuration, allows the switching mechanism to be efficiently housed inside the transmission. Furthermore, since the switching mechanism is positioned between the motor output drive gear and the output gear, the motor output drive gear can be positioned closer to the internal combustion engine. As a result, the aforementioned transmission allows the motor to be positioned close to the internal combustion engine, thus suppressing an increase in the external size of the transmission as seen from the internal combustion engine side. In other words, the aforementioned transmission can reduce the amount the motor protrudes from the transmission.

[0014] (4) In the transmission of the present invention as described above, the transmission-side input shaft comprises 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 from the internal combustion engine-side output shaft, and the switching mechanism has a clutch, and the switching in the switching mechanism is performed by switching the engagement state of the clutch.

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

[0016] (5) The transmission of the present invention described above is characterized in that, when the internal combustion engine is driven in the input-side connected state, the power output from the internal combustion engine is used to generate electricity for 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 connected 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 aforementioned transmission, when the internal combustion engine is running with the input side connected, can use the power output from the internal combustion engine to generate electricity for the electric motor. This allows the transmission to generate electricity using the power from the internal combustion engine. Furthermore, when the internal combustion engine is stopped with the input side connected, the transmission can use the power output from the electric motor to start the internal combustion engine. As a result, the transmission can efficiently drive both the electric motor and the internal combustion engine, leading to improved fuel efficiency and electricity consumption.

[0018] (6) The transmission of the present invention described above is characterized in that, when the motor is driven in the output-side connected state, the power output from the motor is used to drive the drive wheels via the 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 for regeneration of the motor via the transmission-side input shaft and the motor-side output shaft.

[0019] The aforementioned transmission, when the output side is connected and the motor is being driven, can use the power output from the motor to drive the drive wheels. In other words, the aforementioned transmission can use the output from the motor as a drive source to make the vehicle run in EV mode or assisted mode (HEV mode). Furthermore, when the output side is connected and the drive wheels are being braked, the aforementioned transmission can use the braking force (regenerative energy) acting on the transmission output shaft to regenerate (generate) the motor. As a result, the aforementioned transmission can efficiently drive the motor and the internal combustion engine, and improvements in fuel efficiency and electricity consumption can be expected.

[0020] In the above-described transmission, in the input-side connection state, the power output from the internal combustion engine can be input to the electric motor. Thereby, the above-described transmission can generate electricity by the electric motor using the power from the internal combustion engine. Further, in the input-side connection state, the above-described transmission can supply the power from the electric motor for starting the internal combustion engine. Further, in the output-side connection state, the above-described transmission can input the power (regenerative energy) at the transmission output shaft to the electric motor to generate electricity. Further, in the output-side connection state, the above-described transmission can drive the transmission-side output shaft using the power of the electric motor. By these, the above-described transmission 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 includes 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, and a reverse idler gear for reversing the rotation direction of the internal combustion engine-side output shaft is provided on the reverse idler shaft, and it is preferable that the reverse idler gear and the input-side gear are engaged with each other.

[0022] With such a configuration, the above-described transmission can use the reverse idler gear for extracting the power by the input-side gear, so there is no need to separately provide a gear. Therefore, the above-described transmission can be expected to reduce costs and be made more compact.

Effects of the Invention

[0023] According to the present invention, it is possible to provide a transmission that can arrange the electric motor while preventing the transmission from becoming large-sized and can appropriately switch the connection state between the electric motor and the transmission.

Brief Description of the Drawings

[0024] [Figure 1] It is an overall front view with a notch in the cover of the transmission according to an embodiment of the present invention. [Figure 2] FIG. 1 is a side view of the transmission shown in FIG. 1 as viewed from the direction of the internal combustion engine. [Figure 3] FIG. 4 is a schematic skeleton diagram of a transmission according to an embodiment of the present invention.

MODE FOR CARRYING OUT THE INVENTION

[0025] Hereinafter, a transmission 10 according to an embodiment of the present invention will be described in detail with reference to the drawings. Note that each figure is schematically represented for easy understanding, and it should be noted that it may differ from the actual shape, size, and arrangement of components. Also, it should be noted that it may be omitted that each axis is supported by an appropriate bearing or the like and is rotatable. Also, hereinafter, 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 FIGS. 1 and 3, an internal combustion engine 3 and an electric motor 4 are connected to the transmission 10. The internal combustion engine 3 is composed of, for example, an engine such as a gasoline engine or a diesel engine. The internal combustion engine 3 has a drive shaft (not shown) connected to the internal combustion engine side output shaft 13 in the transmission 10. Therefore, the power output by the internal combustion engine 3 is input to the transmission 10 through the internal combustion engine side output shaft 13.

[0027] The electric motor 4 is composed of, for example, a motor generator and can output driving force and generate electricity. The motor shaft 4A (see FIG. 3) of the electric motor 4 is connected to the electric motor side output shaft 60 in 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. Although details will be described later, regenerative power (regenerative energy) from the 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 for power generation.

[0028] The transmission 10 has multiple 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 the regenerated energy to the electric motor 4. The transmission 10 includes a torque converter 12, an output shaft 13 on the internal combustion engine side, 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 also includes an input shaft 30 on the transmission side, an output shaft 60 on the electric motor side, and a switching mechanism 70, etc.

[0029] The torque converter 12 includes a pump impeller 12A, a turbine runner 12B, and a lock-up mechanism 12C (lock-up clutch 12C), etc. The pump impeller 12A is connected to the internal combustion engine side output shaft 13 and is able to rotate integrally with the internal combustion engine side output shaft 13 around the same rotation axis. The turbine runner 12B is rotatable around the same rotation axis as the pump impeller 12A. The lock-up mechanism 12C is provided to directly connect / disconnect the pump impeller 12A and the turbine runner 12B. When the lock-up mechanism 12C is engaged (lock-up on), the pump impeller 12A and the turbine runner 12B are directly connected, and when the lock-up mechanism 12C is released (lock-up off), the pump impeller 12A and the turbine runner 12B are separated.

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

[0031] The transmission-side output shaft 15 is positioned at a rearward (Rr) distance from the internal combustion engine-side output shaft 13. The transmission-side output shaft 15 is positioned so that its axis aligns with the axis of the internal combustion engine-side output shaft 13. Although not shown in the illustration, the transmission-side output shaft 15 can transmit power to the vehicle's drive wheels via a drive shaft or the like. A transmission-side output shaft gear 16 is integrally formed on the transmission-side output shaft 15. The transmission-side output shaft gear 16 meshes with a secondary output gear 25, which will be described later.

[0032] The continuously variable transmission 20 is provided with 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 mounted on the primary shaft 21 so as to be rotatable relative to it. The primary input gear 22 meshes with the internal combustion engine side output shaft gear 14. A secondary input gear 24 and a secondary output gear 25 are mounted on the secondary shaft 23. The secondary input gear 24 is rotatable relative to the secondary shaft 23. The secondary output gear 25 is mounted so as not to be rotatable relative to the secondary shaft 23. The secondary output gear 25 meshes with the transmission side output shaft gear 16, which is 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 hydraulic pressure supplied to the hydraulic chambers (not shown) of the primary pulley 26 and the secondary pulley 27 is controlled, and the groove widths of the primary pulley 26 and the secondary pulley 27 are changed, thereby continuously changing the belt gear ratio (pulley ratio between the primary pulley 26 and the secondary pulley 27) within a constant gear ratio range. The rotational force (power) of the shifted secondary shaft 23 is transmitted to the transmission-side output shaft 15 via the secondary output gear 25 and the transmission-side output shaft gear 16, driving the drive wheels (not shown).

[0035] The reverse transmission mechanism 40 is a mechanism that transmits power (rotation) from the output shaft 13 on the internal combustion engine side 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 reverse idler gear 42), and a second reverse idler gear 43.

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

[0037] The second reverse idler gear 43 is formed integrally with the reverse idler shaft 41 at the rear Rr of the first reverse idler gear 42 and meshes with the secondary input gear 24.

[0038] The forward clutch 51 (clutch device 50) is provided to allow / prevent the rotation of the primary input gear 22 relative to the primary shaft 21. The forward clutch 51 forms a clutch device 50 that includes a clutch drum, clutch piston, friction material, and hydraulic chamber, although these are not shown in the figures. The forward clutch 51 controls the engagement of the clutch by controlling the supply of oil to the hydraulic chamber according to the output value of a solenoid (not shown).

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

[0040] The reverse clutch 55 (clutch device 50) is provided to allow / prevent the rotation of the secondary input gear 24 relative to the secondary shaft 23. Since the reverse clutch 55 has the same configuration as the forward clutch 51, a detailed explanation is 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, the engagement of the reverse clutch 55 causes the secondary shaft 23 and the secondary input gear 24 to rotate together. This transmits a driving force in the reverse direction to the transmission-side output shaft 15, and drives the drive wheels (not shown) in the reverse direction. On the other hand, when the reverse clutch 55 is released (released 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, that 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, the transmission-side input shaft 30 has an input-side gear 31 that meshes with the first reverse idler gear 42, and the first reverse idler gear 42 meshes with the internal combustion engine-side output shaft gear 14, which is mounted on the internal combustion engine-side output shaft 13. Therefore, the 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 more detail later, the transmission-side input shaft 30 is equipped with an electric motor output drive gear 32 (also called the MG output drive gear 32), an output-side gear 33, and a switching mechanism 70. In addition, an output transmission shaft 17 is provided parallel to the transmission-side input shaft 30 at a distance from it.

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

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

[0045] An output transmission shaft gear 18 is mounted to the output transmission shaft 17. The output transmission shaft gear 18 meshes with the transmission-side output shaft gear 16 on the transmission-side output shaft 15. The output transmission shaft gear 18 also meshes with the output-side gear 33 on the transmission-side input shaft 30. Furthermore, the output transmission shaft gear 18 meshes with the transmission-side output shaft gear 16 on the transmission-side output shaft 15. Therefore, the output transmission shaft 17 can transmit power from 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 Figure 2, the motor-side output shaft 60 is positioned parallel to the transmission-side input shaft 30, with a gap between them. As shown in Figures 1 and 3, a universal joint 5 is connected to the front end (front Fr side) of the motor-side output shaft 60. The motor shaft 4A (see Figure 3) of the electric motor 4 (for example, a motor generator) is connected to the front end (Fr side) of the universal joint 5. A motor-side output shaft gear 61 is also fixed to the motor-side output shaft 60.

[0047] The motor-side output shaft gear 61 meshes with the motor output drive gear 32 on the transmission-side input shaft 30. Therefore, when the motor 4 is driven, the power output from the 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 motor 4 via the motor-side output shaft gear 61 and the motor-side output shaft 60.

[0048] The switching mechanism 70 is located in the middle section of the transmission-side input shaft 30. Specifically, the switching mechanism 70 is positioned between the output-side gear 33 and the 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 connection state" that enables power transmission between the motor-side output shaft 60 and the internal combustion engine-side output shaft 13, and an "output-side connection state" that enables power transmission between the motor-side output shaft 60 and the transmission-side output shaft 15, by switching the connection state of the clutch 71 by hydraulics or the like. Specifically, the transmission-side input shaft 30 is divided into a front side Fr and a rear side Rr via the clutch 71 of the switching mechanism 70. A motor output drive gear 32 and an input-side gear 31 are arranged on the front side Fr of the transmission-side input shaft 30, and an output-side gear 33 is provided on the rear side Rr 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 not engaged), and only the front Fr side of the transmission-side input shaft 30 rotates. That is, the motor output drive gear 32 and the input-side gear 31 rotate as the front Fr side of the transmission-side input shaft 30 rotates. 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 used to generate electricity for the motor 4 via the transmission-side input shaft 30 and the 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 motor 4 is used to start the internal combustion engine 3 via the 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 by the engagement of the clutch 71, and the front Fr side and rear Rr side of the transmission-side input shaft 30 rotate together. Therefore, when the electric motor 4 is driven in the "output-side connected state," the power output from the electric motor 4 is used 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 being braked (decelerated) in the "output-side connected state," the braking force acting on the transmission-side output shaft 15 is used for regeneration (power generation) of the electric motor 4 via the transmission-side input shaft 30 and the electric motor-side output shaft 60. Furthermore, the switching mechanism 70 can also interrupt the transmission of power between the motor-side output shaft 60 and the internal combustion engine-side output shaft 13, as well as between the motor-side output shaft 60 and the transmission-side output shaft 15, when the clutch 71 is disengaged (also referred to as the unengaged state).

[0052] The above describes one embodiment of the transmission 10 of the present invention. Next, the effects and advantages realized by the transmission 10 of the present invention will be described below.

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

[0054] (A) The transmission 10 of this embodiment is a transmission 10 in 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 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 power from 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, wherein 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, wherein the electric motor output drive gear 32 is provided on the internal combustion engine 3 side in the axial direction of the transmission side input shaft 30.

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

[0056] Furthermore, the transmission 10 described above is constructed by having the motor-side output shaft 60, the transmission-side input shaft 30, the transmission-side output shaft 15, and the internal combustion engine-side output shaft 13 form a parallel shaft, and by meshing gears (also called parallel shaft gears) provided on each shaft. Therefore, the transmission 10 described above can obtain (secure) a reduction ratio for starting the internal combustion engine 3 (for example, an engine) with the electric motor 4. In addition, the transmission 10 described above can be made more compact. Moreover, since the switching mechanism 70 can be housed inside the transmission 10, even greater compactness can be expected.

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

[0058] (B) In the transmission 10 of this embodiment, the transmission-side input shaft 30 is characterized in that it comprises 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 from the internal combustion engine-side output shaft 13, and the motor output drive gear 32 is arranged on the internal combustion engine 3 side relative to the input-side gear 31.

[0059] As described above, the transmission 10 has the drive gear 32 for motor output positioned on the internal combustion engine 3 side, allowing the motor 4 to be positioned on the internal combustion engine 3 side. Furthermore, the transmission 10 can consolidate the input gear 31, output gear 33, and motor output drive gear 32 on the transmission side input shaft 30. Therefore, the 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 equipped 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 from the internal combustion engine-side output shaft 13, and the switching mechanism 70 is positioned between the output-side gear 33 and the motor output drive gear 32, and between the input-side gear 31 and the output-side gear 33.

[0061] The transmission 10 described above, with this configuration, can efficiently house the switching mechanism 70 inside the transmission 10. Furthermore, in the transmission 10 described above, since the switching mechanism 70 is positioned between the motor output drive gear 32 and the output side gear 33, the motor output drive gear 32 can be positioned closer to the internal combustion engine 3. As a result, the transmission 10 described above can position the motor 4 in close proximity to the internal combustion engine 3, thereby suppressing an increase in the external size of the transmission 10 as seen from the internal combustion engine 3 side. In other words, the transmission 10 described above can reduce the amount of protrusion of the motor 4 from the transmission 10.

[0062] (D) In ​​the transmission 10 of this embodiment, the transmission-side input shaft 30 is equipped 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 from the internal combustion engine-side output shaft 13, and the switching mechanism 70 is equipped with a clutch 71, and the switching in the switching mechanism 70 is performed by switching the engagement state of the clutch 71.

[0063] The transmission 10 described above, with this configuration, can smoothly switch between the input-side connection state and the output-side connection state via the clutch 71. Therefore, the transmission 10 described above can mitigate the shock of 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 driven in the input-side connected state, the power output from the internal combustion engine 3 is used to generate electricity for the electric motor 4 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 connected state, the power output from the electric motor 4 is used to start 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 generate electricity for the electric motor 4 when the internal combustion engine 3 is running with the transmission connected to the input side. This allows the transmission 10 to generate electricity for the electric motor 4 using the power from the internal combustion engine 3. Furthermore, when the internal combustion engine 3 is stopped with the transmission 10 connected to the input side, the power output from the electric motor 4 can be used to start the internal combustion engine 3. As a result, the transmission 10 can efficiently drive the electric motor 4 and the internal combustion engine 3, which can be expected to improve fuel efficiency and electricity consumption.

[0066] (F) The transmission 10 of this embodiment is characterized in that, when the motor 4 is driven in the output-side connected state, the power output from the motor 4 is used to drive the drive wheels via the 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 used for regeneration of the motor 4 via the transmission-side input shaft 30 and the motor-side output shaft 60.

[0067] The transmission 10 described above can use the power output from the electric motor 4 to drive the drive wheels when the electric motor 4 is being driven with the transmission connected to the output side. In other words, the transmission 10 described above can use the output from the electric motor 4 as a drive source to make the vehicle run in EV mode or assisted mode (HEV mode). Furthermore, when the drive wheels are being braked with the transmission 10 connected to the output side, the braking force (regenerative energy) acting on the transmission output shaft can be used for regeneration (power generation) of the electric motor 4. As a result, the transmission 10 described above can efficiently drive the electric motor 4 and the internal combustion engine 3, and improvements in fuel efficiency and electric power consumption can be expected.

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

[0069] (G) In the transmission 10 of this embodiment, the transmission-side input shaft 30 includes 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 from the internal combustion engine-side output shaft 13. 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 together.

[0070] As described above, the transmission 10 can utilize the reverse idler gear 42 for power extraction by the input gear 31, eliminating the need for a separate gear. Therefore, the transmission 10 described above can be expected to reduce costs and become more compact.

[0071] The above describes the configuration and effects of the embodiments of the present invention. However, the transmission 10 of the present invention is not limited to the embodiments described above, 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 this embodiment and can be formed in various shapes and sizes. Furthermore, the internal combustion engine 3 connected to the transmission 10 can be of various types, shapes, and sizes. For example, the internal combustion engine 3 can be a gasoline engine, a diesel engine, or various other types. Also, while this embodiment illustrates the use of a motor generator for the electric motor 4, the electric motor 4 can be a motor generator or any other type of motor or generator. Furthermore, the electric motor 4 can be of various types, shapes, and sizes. Additionally, within the scope of the invention, the number of rotating shafts in the transmission 10 can be increased or decreased as appropriate.

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

[0074] In this embodiment, the switching mechanism 70 switches between the "input side connection state" and the "output side connection state" using a clutch 71. However, the switching mechanism 70 can utilize various switching means other than the clutch 71. Furthermore, the switching of the clutch 71 can be done not only hydraulically but also electrically, and various other methods can be used.

[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 used to generate electricity for the electric motor 4 via the transmission-side input shaft 30 and the electric motor-side output shaft 60. However, the transmission 10 of the present invention is not limited to this. The power output from the internal combustion engine 3 may be used to generate electricity for the electric motor 4 as needed. For example, it is possible to disengage the clutch 71 and use the power output from the internal combustion engine 3 only to drive the drive wheels.

[0076] Furthermore, in this embodiment, when the motor 4 is driven in the "output-side connected state," the power output from the motor 4 is used to drive the drive wheels via the motor-side output shaft 60 and the transmission-side input shaft 30. However, the transmission 10 of the present invention is not limited to this. The power output from the motor 4 may be used to drive the drive wheels as needed. For example, the clutch 71 may be disengaged, and the power output from the motor 4 may be used to drive something other than the drive wheels. Also, in this embodiment, when the drive wheels are braked in the "output-side connected state," the braking force is used to regenerate power to the motor 4. However, regeneration may be performed as needed. For example, when the charge is abundant, regeneration may not be performed.

[0077] In this embodiment, the reverse idler shaft 41 and the reverse idler gear 42 (first reverse idler gear 42) are shared to transmit power from the internal combustion engine side output shaft 13 to the transmission side 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 side output shaft 15 without going through the transmission side input shaft 30.

[0078] The above describes various embodiments and modifications of the transmission according to the present invention. However, the present invention is not limited to those exemplified in the embodiments and modifications described above, and it will be readily apparent to those skilled in the art that other embodiments may exist in the spirit and nature of the teachings, without departing from the scope of the claims. [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: Output shaft on the internal combustion engine side 14: Output shaft gear on the internal combustion engine side 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 motor output (Drive gear for MG output) 33: Output gear 40: Reverse transmission mechanism 41: Reverse Idler Axis 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 in a vehicle equipped with an internal combustion engine and an electric motor, An internal combustion engine side output shaft that transmits power output from the internal combustion engine, The motor-side output shaft connected to the aforementioned motor, The transmission-side input shaft transmits power from the output shaft on the internal combustion engine side, The transmission-side output shaft that transmits the power to the 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 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 motor-side output shaft and the transmission-side output shaft, A drive gear for motor output capable of transmitting the power to the motor-side output shaft, The output shaft on the transmission side is equipped with an output gear capable of transmitting the power, An input gear capable of transmitting power from the output shaft on the internal combustion engine side, Equipped with, A reverse idler shaft is provided between the output shaft on the internal combustion engine side and the input shaft on the transmission side. The reverse idler shaft is provided with a reverse idler gear that reverses the rotation direction of the output shaft on the internal combustion engine side. The reverse idler gear and the input gear are meshed together. A transmission characterized by the following features.

2. The transmission according to claim 1, characterized in that the drive gear for the motor output is located on the internal combustion engine side relative to the input side gear.

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