JP2012001094A - Transmission of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission capable of suppressing a decrease in driving force of a vehicle when a hybrid vehicle is traveling only by driving force of an engine.
A transmission transmits a drive force of a motor MG1 to a first input shaft 11 and a second input shaft 12 to which a drive force of a motor MG1 and a drive force of an engine ENG are input, and the second input shaft 12. A third clutch C3 that can be switched to a transmission state and a non-transmission state that cuts off this transmission, a transmission state that transmits the driving force of the motor MG1 to the first input shaft 11, and a fourth clutch that can be switched to a non-transmission state that cuts off this transmission. And a clutch C4. During traveling by the driving force of the engine ENG, the third clutch C3 and the fourth clutch C4 are brought into a non-transmission state.
[Selection] Figure 1

Description

  The present invention relates to a transmission for a hybrid vehicle including an internal combustion engine and an electric motor.

  2. Description of the Related Art Conventionally, a drive device including a dual clutch transmission of a hybrid vehicle using an internal combustion engine (engine) and an electric motor (motor) as drive sources is known (Patent Document 1).

  The drive device includes a first output shaft to which the driving force of the engine is input via the first clutch and a second output shaft to which the engine driving force is input via the second clutch, and the motor is connected to the second output shaft. Has been.

JP-A-9-123773

  However, when the second clutch is engaged and the driving force of the engine is transmitted to the second output shaft to which the motor is connected, the motor is rotated via the second output shaft. Therefore, a rotational resistance force is generated by the motor, and the driving force of the vehicle is reduced by this rotational resistance force from the driving force of the engine.

  Therefore, an object of the present invention is to provide a transmission that can suppress a decrease in driving force of a vehicle when the hybrid vehicle is traveling only by the driving force of the engine.

The present invention is a transmission of a hybrid vehicle having an internal combustion engine and an electric motor as drive sources,
A first input shaft to which the driving force of the electric motor and the driving force of the internal combustion engine are input;
A second input shaft to which the driving force of the electric motor and the driving force of the internal combustion engine are input;
A first clutch capable of switching between a transmission state for transmitting the driving force of the internal combustion engine to the first input shaft and a non-transmission state for interrupting the transmission;
A second clutch capable of switching between a transmission state for transmitting the driving force of the internal combustion engine to the second input shaft and a non-transmission state for interrupting the transmission;
A third clutch that can be switched between a transmission state in which the driving force of the electric motor is transmitted to the second input shaft and a non-transmission state in which this transmission is interrupted;
A fourth clutch that can be switched between a transmission state in which the driving force of the motor is transmitted to the first input shaft and a non-transmission state in which this transmission is interrupted;
A plurality of drive gears for shifting the driving force input to the first input shaft or the second input shaft;
A plurality of driven gears meshing with the plurality of drive gears;
An output shaft that outputs a driving force shifted through the driving gear and the driven gear;
A connection state in which the driving force input to the first input shaft or the second input shaft is transmitted to the output shaft via the drive gear and the driven gear and a non-transmission state in which this transmission is cut off. Means and
The plurality of drive gears are alternately arranged on the first input shaft and the second input shaft in order of the speed ratio determined by meshing with the driven gear. First invention).

  According to the transmission of the present invention, when the third clutch and the fourth clutch are brought into the non-transmission state, the electric motor is disconnected from the first input shaft and the second input shaft. Therefore, when traveling with the driving force of the internal combustion engine with the first clutch or the second clutch in the transmission state, the driving force of the internal combustion engine is not transmitted to the motor if the third clutch and the fourth clutch are in the non-transmission state. Thus, the electric motor is not rotated by the driving force of the internal combustion engine as in the prior art. Therefore, a decrease in the driving force of the vehicle can be suppressed during traveling by the driving force of the internal combustion engine.

  Further, according to the present invention, the driving force of the internal combustion engine is applied to the first input shaft by setting the first clutch and the third clutch to the transmission state and the second clutch and the fourth clutch to the non-transmission state. Can be transmitted to the second input shaft. At this time, the driving gear disposed on the first input shaft and the driven gear meshing with the driving gear are used to shift the driving force of the internal combustion engine and transmit it to the output shaft, and the driving gear disposed on the second input shaft. With the gear and the driven gear meshing with the drive gear, the driving force of the electric motor is shifted and transmitted to the output shaft.

  Alternatively, by setting the second clutch and the fourth clutch in the transmission state and setting the first clutch and the third clutch in the non-transmission state, the driving force of the internal combustion engine is applied to the second input shaft and the driving force of the electric motor is the first driving force. Each can be transmitted to the input shaft. At this time, the drive gear arranged on the first input shaft and the driven gear meshing with the drive gear are used to shift the driving force of the motor and transmit it to the output shaft, and the drive gear arranged on the second input shaft. The driven gear meshing with the drive gear shifts the driving force of the internal combustion engine so that it can be transmitted to the output shaft.

  According to the present invention, the drive gears are alternately arranged on the first input shaft and the second input shaft in the order of the speed ratio determined by the engagement of the drive gear and the driven gear. The transmission ratio of the drive gear of one input shaft and the driven gear meshing with the drive gear is different from the transmission ratio of the drive gear of the second input shaft and the driven gear meshing with the drive gear.

  Therefore, since the driving force of the internal combustion engine and the driving force of the electric motor can be shifted and output at different speed ratios in any of the above two transferable states, the gear ratio and the electric motor that maximize the driving force output efficiency of the internal combustion engine. By selecting a gear ratio that maximizes the driving force output efficiency, the vehicle can be driven with high efficiency.

  In the first aspect of the invention, an electric motor different from the electric motor connected to the output shaft of the internal combustion engine is provided, and the additional electric motor is provided between the first clutch and the second clutch and the internal combustion engine. It is preferable that the second invention is performed.

  According to this, since another electric motor is connected to the output shaft of the internal combustion engine, the rotational speed of the output shaft of the internal combustion engine can be controlled by driving the other electric motor.

  Therefore, when the first clutch is brought into the transmission state, the rotation speed of the output shaft of the internal combustion engine can be matched with the rotation speed of the first input shaft, so that wear of the first clutch can be suppressed. In addition, when the second clutch is in the transmission state, the rotation speed of the output shaft of the internal combustion engine can be matched with the rotation speed of the second input shaft, so that wear of the second clutch can be suppressed.

  Furthermore, when the connection / disconnection means is in the transmission state, the rotation speed of the output shaft of the internal combustion engine can be matched with the rotation speed of the first input shaft or the second input shaft, so that wear of the connection / connection means can be suppressed. Moreover, it is not necessary to mount a synchronization mechanism (so-called synchro mechanism) that adjusts the rotational speed by friction as the connecting / disconnecting means.

  Further, when the third clutch or the fourth clutch is in the transmission state and the vehicle is running with the driving force of the electric motor, the first clutch and the second clutch are in the non-transmission state and the internal combustion engine is driven, thereby running Another electric motor can be regenerated without affecting the power.

  Further, the internal combustion engine can be started by rotating and igniting the internal combustion engine by driving another electric motor. Therefore, it is not necessary to mount a starter motor dedicated to starting the internal combustion engine.

  In the first invention or the second invention, the output shaft includes a first output shaft provided with the driven gear meshed with the drive gear of the first input shaft, and the driven gear meshed with the drive gear of the second input shaft. It is preferable that it is comprised by the 2nd output shaft provided with a gear (3rd invention).

  According to this, since it comprises the two output shafts of the first output shaft and the second output shaft, the number of driven gears of one output shaft can be reduced.

  The arrangement of the first input shaft, the second input shaft, and the output shaft needs to be determined in accordance with factors (such as the number of teeth and the size) that determine the gear ratio by the drive gear and the driven gear. If the number of driven gears on the output shaft increases, there is a high possibility that the desired gear ratio cannot be set due to structural reasons such as the distance between the shafts.

  Therefore, by providing two output shafts, the number of driven gears provided on one output shaft can be reduced, and the degree of freedom in setting the gear ratio of each gear stage can be increased.

  In any one of the first to third inventions, it is preferable that the third clutch and the fourth clutch are provided inside an electric motor as the drive source (fourth invention).

  According to this, the length of the axial direction of a 1st input shaft or a 2nd input shaft can be shortened by providing a 3rd clutch and a 4th clutch inside an electric motor.

  In the second invention, it is preferable that the first clutch and the second clutch are provided inside the other electric motor (fifth invention).

  According to this, the length of the axial direction of a 1st input shaft or a 2nd input shaft can be shortened by providing a 1st clutch and a 2nd clutch inside another electric motor.

The figure which shows schematic structure of the transmission of the hybrid vehicle in this invention. FIG. 2 is a diagram illustrating states of clutches C1, C2, C3, and C4 and meshing mechanisms SM1 and SM2 when each gear stage is established during ENG traveling or EV traveling in the transmission of FIG. FIG. 2 is a diagram illustrating states of clutches C1, C2, C3, and C4 and meshing mechanisms SM1 and SM2 when each gear position during HEV traveling is established in the transmission of FIG. FIG. 2 is a diagram illustrating a transmission path of driving force of an engine ENG (first speed) and a motor MG1 (first speed) during HEV traveling in the transmission of FIG. FIG. 2 is a diagram illustrating a transmission path of driving force of an engine ENG (first speed) and a motor MG1 (second speed) during HEV traveling in the transmission of FIG.

  FIG. 1 is a diagram showing a schematic configuration of a transmission of a hybrid vehicle according to an embodiment of the present invention.

  The hybrid vehicle of the present embodiment includes an internal combustion engine ENG composed of an engine as a drive source and an electric motor (motor) MG1. Motor MG1 includes a stator MG1a and a rotor MG1b. The battery BATT can be charged by being driven by being supplied with electric power from the battery BATT which is a power source of the motor MG1, and by regenerating the motor MG1.

  The transmission has two input shafts, a first input shaft 11 and a second input shaft 12, two output shafts, a first output shaft 21 and a second output shaft 22, and drive wheels via a final differential gear GF. The output part 23 which consists of an output gear which outputs motive power to the right and left front wheels, and a plurality of gear trains G1 to G4 having different gear ratios are provided. The first input shaft 11 is disposed on the same axis as the output shaft of the engine ENG, and the first output shaft 21 and the second output shaft 22 are disposed in parallel to the first input shaft 11.

  Fixed to the first input shaft 11 are drive gears G1a and G3a of odd-numbered gear trains G1 and G3 that establish odd-numbered gears in the gear ratio order. Fixed to the second input shaft 12 are drive gears G2a and G4a of even-numbered gear trains G2 and G4 that establish even-numbered gears in the gear ratio order. That is, the drive gears of the respective speed stages are alternately arranged on the first input shaft 11 and the second input shaft in the order of the speed ratio determined by the engagement of the drive gear and the driven gear.

  The first output shaft 21 is rotatably supported by driven gears G1b and G3b that mesh with the drive gears G1a and G3a. The second output shaft 22 is rotatably supported by driven gears G2b and G4b that mesh with the drive gears G2a and G4a. Further, the first output gear Go1 fixed to the first output shaft 21 and the second output gear Go2 fixed to the second output shaft 22 mesh with the final differential gear GF of the output unit 23.

  The first input shaft 11 receives the driving force of the engine ENG via the first clutch C1 and the driving force of the motor MG1 via the fourth clutch C4. The second input shaft 12 receives the driving force of the engine ENG via the second clutch C2, and receives the driving force of the motor MG1 via the third clutch C3.

  The first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 are configured by a hydraulically operated dry friction clutch or a wet friction clutch.

  The first clutch C1 is configured to be switchable between a transmission state in which the driving force of the engine ENG can be transmitted to the first input shaft 11 while changing the transmission degree, and a non-transmission state in which this transmission is cut off. The second clutch C2 is configured to be switchable between a transmission state in which the driving force of the engine ENG can be transmitted to the second input shaft 12 while changing the transmission degree and a non-transmission state in which the transmission is cut off.

  The third clutch C3 is configured to be switchable between a transmission state in which the driving force of the motor MG1 can be transmitted to the second input shaft 12 by changing the degree of transmission and a non-transmission state in which this transmission is cut off. The fourth clutch C4 is configured to be switchable between a transmission state in which the driving force of the motor MG1 can be transmitted to the first input shaft 11 by changing the degree of transmission and a non-transmission state in which this transmission is cut off.

  Further, a motor MG2 is provided separately from the motor MG1 as a drive source. Motor MG2 includes a stator MG2a and a rotor MG2b.

  The motor MG2 is connected to be able to control the rotation speed of the engine ENG, and is configured between the first clutch C1 and the second clutch C2 and the engine ENG. The motor MG2 can generate regenerative power to the battery BATT that is the power source of the motor MG2 by the driving force of the engine ENG. This battery BATT is shared with the power source of the motor MG1.

  Further, the engine ENG can be started by driving the motor MG2 to rotate and ignite the engine ENG. Therefore, it is not necessary to mount a dedicated starter motor for starting the engine, and the vehicle can be reduced in weight and cost.

  Motor MG2 corresponds to another electric motor in the second invention.

  The first clutch C1 and the second clutch C2 are disposed inside the motor MG2 (corresponding to the fifth invention). Further, the third clutch C3 and the fourth clutch C4 are arranged inside the motor MG1 (corresponding to the fourth invention). As a result, the shaft length of the transmission can be shortened. In the present embodiment, the clutches C1 to C4 are arranged inside the motors MG1 and MG2 in order to shorten the axial length. However, when the axial length is not shortened, the clutches C1 to C4 are arranged inside. You don't have to.

  The first output shaft 21 is composed of a synchromesh mechanism, and is connected to the first speed driven gear G1b and the first output shaft 21 (transmitted state) in the first speed side connected state, the third speed driven gear G3b and the first output shaft. 21 is connected (transmitted state) to the 3rd speed side connected state, the 1st speed driven gear G1b and the 3rd speed driven gear G3b are disconnected from the first output shaft 21 (non-transmitted state) and are in any neutral state. A first meshing mechanism SM1, which is a first connecting / disconnecting means that can be switched, is provided.

  The second output shaft 22 is composed of a synchromesh mechanism, and is connected to the second speed driven gear G2b and the second output shaft 22 (transmitted state) in the second speed side connected state, the fourth speed driven gear G4b and the second output shaft. The second output shaft 22 is disconnected (non-transmission state) or in the neutral state, in which the second output shaft 22 is disconnected (four-speed side connection state) in which the second output shaft 22 and the second speed driven gear G2b are coupled (transmission state). A second meshing mechanism SM2 that is a second connecting / disconnecting means that can be switched is provided.

  The first engagement mechanism SM1 and the second engagement mechanism SM2 correspond to the connection / disconnection means in the present invention.

  As described above, in this embodiment, two output shafts, the first output shaft 21 and the second output shaft 22, are provided (corresponding to the configuration of the output shaft of the third invention). When there is only one output shaft, after considering all the gears, the factors (number of gear teeth and size) that determine the gear ratio of the gears established by the drive gear and the driven gear are: It is necessary to determine the arrangement of the input shaft and the output shaft. As the number of driven gears on the output shaft increases, the possibility that the desired gear ratio cannot be set increases due to structural reasons such as the distance between the shafts.

  Therefore, by providing two output shafts, the speed stages arranged on one output shaft are dispersed. By doing so, the gear speed of one output shaft is reduced, and the degree of freedom in setting the gear ratio of each gear speed is increased.

  Therefore, by providing two output shafts, it is possible to increase the degree of freedom in setting the gear ratio that matches the concept of the vehicle on which the transmission is mounted (for example, priority on fuel consumption, emphasis on driving performance).

  A vehicle equipped with the transmission according to the present embodiment travels with ENG using only the driving force of the engine ENG and drives the motor MG1, thereby driving HEV (Hybrid Electric Vehicle) that assists the driving force of the engine ENG and driving only with the motor MG1. EV (Electric Vehicle) traveling with power can be performed. Further, during ENG traveling, the motor MG1 can be regenerated to charge the storage battery of the motor MG1.

  The switching of the travel is controlled by an ECU (Electronic Control Unit, not shown) mounted on the vehicle according to the storage amount of the storage battery of the motor MG1 and the travel speed of the vehicle. This ECU not only switches the running, but also switches the gear position of the transmission.

  The operation of the transmission configured as described above will be described with reference to FIGS.

  FIG. 2 shows the states of the clutches C1 to C4 and the meshing mechanisms SM1 and SM2 when each gear position is established by ENG traveling and EV traveling. FIG. 3 shows the states of the clutches C1 to C4 and the first meshing mechanisms SM1 and SM2 when each gear position is established by HEV traveling. The rows of the clutches C1 to C4 represent the clutches in which “O” is in a transmission state, and the rows of the meshing mechanisms SM1 and SM2 are driven gears (G1b connected to the first output shaft 21 or the second output shaft 22). , G2b, G3b, G4b).

  1st represents the first speed, 2nd represents the second speed, 3rd represents the third speed, and 4th represents the fourth speed. “N” represents a neutral state in which no gear stage has been established, and the motor MG1 during ENG traveling and the engine ENG during EV traveling do not output driving force, and are set to N.

  When establishing the first speed of ENG traveling, as shown in FIG. 2, the first meshing mechanism SM1 is set to the first speed side connected state in which the first speed driven gear G1b and the first output shaft 21 are connected, The first clutch C1 is in the transmission state. The driving force of the engine ENG is output from the output unit 23 via the first clutch C1, the first input shaft 11, the first speed gear train G1, the first output shaft 21, the first output gear Go1, and the final differential gear GF. Is done.

  When establishing the first speed of EV traveling, as shown in FIG. 2, the fourth clutch C4 is set in the transmission state instead of the first clutch C1 as compared with the case of establishing the first speed of ENG traveling. . The driving force of the motor MG1 is output from the output unit 23 via the fourth clutch C4, the first input shaft 11, the first speed gear train G1, the first output shaft 21, the first output gear Go1, and the final differential gear GF. Is done.

  When HEV traveling is performed at the first speed or when decelerating regeneration, the first meshing mechanism SM1 is connected to the first speed driven gear G1b and the first output shaft 21 as shown in FIG. The first clutch C1 and the fourth clutch C4 are set in the transmission state. At this time, HEV traveling can be performed if the driving force is transmitted from the motor MG1, and the transmission path of the driving force of the engine ENG is the same as that during ENG traveling, as shown in FIG. Output from the output unit 23 via the 1-input shaft 11, the first-speed gear train G1, the first output shaft 21, the first output gear Go1, and the final differential gear GF, and the transmission path of the driving force of the motor MG1 is EV traveling. Similarly to the time, the output is output from the output unit 23 via the fourth clutch C4, the first input shaft 11, the first speed gear train G1, the first output shaft 21, the first output gear Go1, and the final differential gear GF. Further, if the brake is applied by the motor MG, deceleration regeneration can be performed.

  In the first gear, when the ECU predicts an upshift, a pre-shift state in which the second meshing mechanism SM2 is connected to the second speed side in which the second speed driven gear G2b and the second output shaft 22 are connected; To do. As a result, the upshift can be performed only by setting the second clutch C2 or the third clutch C3 to the transmission state and the first clutch C1 or the fourth clutch C4 to the non-transmission state. Can be performed smoothly without interruption.

  When establishing the second speed stage of ENG traveling, as shown in FIG. 2, the second meshing mechanism SM2 is brought into a second speed side connected state in which the second speed driven gear G2b and the second output shaft 22 are connected, The second clutch C2 is in the transmission state. The driving force of the engine ENG is output from the output unit 23 via the second clutch C2, the second input shaft 12, the second speed gear train G2, the second output shaft 22, the second output gear Go2, and the final differential gear GF. Is done.

  When establishing the second speed of EV traveling, as shown in FIG. 2, the third clutch C3 is not in the transmission state, rather than the second clutch C2, as compared with the case of establishing the second speed of ENG traveling. To do. The driving force of the motor MG1 is output from the output unit 23 via the third clutch C3, the second input shaft 12, the second speed gear train G2, the second output shaft 22, the second output gear Go2, and the final differential gear GF. Is done.

  In the case of HEV traveling at the second speed stage or when performing deceleration regeneration, the second meshing mechanism SM2 is connected to the second speed driven gear G2b and the second output shaft 22 as shown in FIG. The second clutch C2 and the third clutch C3 are set in the transmission state. At this time, if driving force is transmitted from the motor MG1, HEV traveling can be performed. The transmission path of the driving force of the engine ENG is the same as that during ENG traveling, and the transmission path of the driving force of the motor MG1 is during EV traveling. Will be the same. Further, if the brake is applied by the motor MG, deceleration regeneration can be performed.

  In the second speed stage, when the ECU predicts an upshift, a pre-shift state in which the first meshing mechanism SM1 is connected to the third speed side in which the third speed driven gear G3b and the first output shaft 21 are connected to each other. To do. As a result, the upshift can be performed only by setting the first clutch C1 or the fourth clutch C4 to the transmission state and the second clutch C2 or the third clutch C3 to the non-transmission state. Can be performed smoothly without interruption.

  On the other hand, when the ECU predicts a downshift at the second speed, the first meshing mechanism SM1 is set to the first speed side connected state in which the first speed driven gear G1b and the first output shaft 21 are connected. Pre-shift state. As a result, the downshift can be performed only by setting the first clutch C1 or the fourth clutch C4 to the transmission state and the second clutch C2 or the third clutch C3 to the non-transmission state. Can be performed smoothly without interruption.

  When establishing the third speed of ENG traveling, as shown in FIG. 2, the first meshing mechanism SM1 is set to the third speed side connected state in which the third speed driven gear G3b and the first output shaft 21 are connected, The first clutch C1 is in the transmission state. The driving force of the engine ENG is output from the output unit 23 via the first clutch C1, the first input shaft 11, the third speed gear train G3, the first output shaft 21, the first output gear Go1, and the final differential gear GF. Is done.

  When establishing the third speed of EV traveling, as shown in FIG. 2, the fourth clutch C4, not the first clutch C1, is set in the transmission state as compared to the case of establishing the third speed of ENG traveling. To do. The driving force of the motor MG1 is output from the output unit 23 via the fourth clutch C4, the first input shaft 11, the third speed gear train G3, the first output shaft 21, the first output gear Go1, and the final differential gear GF. Is done.

  In the case of HEV traveling at the third speed stage or when performing deceleration regeneration, as shown in FIG. 3, the first meshing mechanism SM1 is connected to the third speed driven gear G3b and the first output shaft 21 as the third speed. The first clutch C1 and the fourth clutch C4 are set in the transmission state. At this time, if driving force is transmitted from the motor MG1, HEV traveling can be performed, and the transmission path of the driving force of the engine ENG is the same as that during ENG traveling, and the transmission path of the driving force of the motor MG1 is during EV traveling. Will be the same. Further, if the brake is applied by the motor MG, deceleration regeneration can be performed.

  In the third speed, when the ECU predicts an upshift, a pre-shift state in which the second meshing mechanism SM2 is in a fourth speed side connected state in which the fourth speed driven gear G4b and the second output shaft 22 are connected; To do. As a result, the upshift can be performed only by setting the second clutch C2 or the third clutch C3 to the transmission state and the first clutch C1 or the fourth clutch C4 to the non-transmission state. Can be performed smoothly without interruption.

  On the other hand, when the ECU predicts a downshift at the third speed, the second meshing mechanism SM2 is in the second speed side connected state in which the second speed driven gear G2b and the second output shaft 22 are connected. Pre-shift state. As a result, the downshift can be performed only by setting the second clutch C2 or the third clutch C3 to the transmission state and the first clutch C1 or the fourth clutch C4 to the non-transmission state. Can be performed smoothly without interruption.

  When establishing the fourth speed of ENG traveling, as shown in FIG. 2, the second meshing mechanism SM2 is brought into a fourth speed side connected state in which the fourth speed driven gear G4b and the second output shaft 22 are connected, The second clutch C2 is in the transmission state. The driving force of the engine ENG is output from the output unit 23 via the second clutch C2, the second input shaft 12, the fourth speed gear train G4, the second output shaft 22, the second output gear Go2, and the final differential gear GF. Is done.

  As shown in FIG. 2, when establishing the fourth speed of EV travel, the third clutch C3, not the second clutch C2, is set to the transmission state as compared with the case of establishing the fourth speed of ENG travel. To do. The driving force of the motor MG1 is output from the output unit 23 via the third clutch C3, the second input shaft 12, the fourth speed gear train G4, the second output shaft 22, the second output gear Go2, and the final differential gear GF. Is done.

  In the case of HEV traveling at the fourth speed stage or when performing deceleration regeneration, as shown in FIG. 3, the fourth meshing mechanism SM2 is connected to the fourth speed driven gear G4b and the second output shaft 22 as the fourth speed. The second clutch C2 and the third clutch C3 are set in the transmission state. At this time, if driving force is transmitted from the motor MG1, HEV traveling can be performed, and the transmission path of the driving force of the engine ENG is the same as that during ENG traveling, and the transmission path of the driving force of the motor MG1 is during EV traveling. Will be the same. Further, if the brake is applied by the motor MG, deceleration regeneration can be performed.

  In the fourth speed, when the ECU predicts a downshift, the pre-shift state in which the first meshing mechanism SM1 is connected to the third speed side in which the third speed driven gear G3b and the first output shaft 21 are connected; To do. As a result, the downshift can be performed only by setting the first clutch C1 or the fourth clutch C4 to the transmission state and the second clutch C2 or the third clutch C3 to the non-transmission state. Can be performed smoothly without interruption.

  Further, HEV traveling can be performed at different gear stages between the engine ENG and the motor MG1.

  When the first speed side connected state and the second speed side connected state are established, the first clutch C1 and the third clutch C3 are brought into a connected state, so that the HEV traveling with the engine ENG as the first speed and the motor MG1 as the second speed is performed. By making the second clutch C2 and the fourth clutch C4 in the connected state, HEV traveling with the engine ENG as the second speed and the motor MG1 as the first speed can be performed.

  FIG. 5 shows transmission paths for each driving force in HEV traveling with the engine ENG at the first speed and the motor MG1 at the second speed. The driving force of the engine ENG is the same as in the first-speed ENG traveling, the first clutch C1, the first input shaft 11, the first-speed gear train G1, the first output shaft 21, the first output gear Go1, and the final differential gear GF. Is output from the output unit 23. The driving force of the motor MG1 is the same as in the second speed EV traveling, the third clutch C3, the second input shaft 12, the second speed gear train G2, the second output shaft 22, the second output gear Go2, and the final differential gear GF. Is output from the output unit 23.

  In the second speed side connected state and the third speed side connected state, the second clutch C2 and the fourth clutch C4 are brought into the connected state, so that the HEV traveling with the engine ENG as the second speed and the motor MG1 as the third speed is performed. By making the first clutch C1 and the third clutch C3 in the connected state, HEV traveling with the engine ENG at the third speed and the motor MG1 at the second speed can be performed.

  When the third speed side connected state and the fourth speed side connected state are established, the first clutch C1 and the third clutch C3 are brought into a connected state so that the engine ENG is in the third speed and the motor MG1 is in the fourth speed. By making the second clutch C2 and the fourth clutch C4 in the connected state, HEV traveling with the engine ENG as the fourth speed and the motor MG1 as the third speed can be performed.

  In the case where the engine ENG and the motor MG1 have different speeds as described above, the driving force is not transmitted from the motor MG1, but the motor MG1 can perform deceleration and regeneration by applying a brake.

  As described above, in the transmission according to the present embodiment, since the motor MG1 can be disconnected from the engine ENG by the third clutch C3 and the fourth clutch C4, the gear stage of the motor MG1 and the engine ENG can be freely selected. . Therefore, it is possible to flexibly cope with the control of the braking force at the time of the deceleration regeneration and the traveling that emphasizes the driving force output efficiency of the motor MG1 or the engine ENG according to the traveling state of the vehicle and the state of the battery BATT.

  In addition, since the driving force of the motor MG1 can be changed at each shift stage, it is not necessary to output a large driving force, so that the output of the motor MG1 can be reduced and the vehicle can be reduced in weight.

  For example, when decelerating during ENG traveling at the third speed, if the remaining capacity of the battery BATT is low and it is desired to give priority to charging, deceleration regeneration can be performed in the second speed connected state.

  In the present embodiment, the first meshing mechanism SM1 realizes either the first speed side connected state or the third speed side connected state, and the second meshing mechanism SM2 performs either the second speed side connected state or the fourth speed side connected state. Although realized, a meshing mechanism may be prepared for each gear position. In this way, HEV traveling by the first and third speeds and HEV traveling by the second and fourth speeds can be realized, and a gear stage having a higher degree of freedom can be selected. Therefore, it is possible to respond more flexibly to the control of the braking force during deceleration regeneration and the travel that emphasizes the driving force output efficiency of the motor MG1 or the engine ENG according to the traveling state of the vehicle, the state of the battery BATT, and the like.

  Further, the motor MG1 can be completely disconnected by disabling the third clutch C3 and the fourth clutch C4 during ENG traveling at each gear. Therefore, it is not necessary for the engine ENG to output the driving force for rotating the motor MG1 in addition to the driving force for running the vehicle, so that the reduction of the driving force of the vehicle can be suppressed and further the deterioration of fuel consumption can be suppressed. .

  Further, the motor MG2 for controlling the rotational speed of the engine ENG can be reduced in size because the driving force output from the motor MG1 as the driving source can be made smaller. Therefore, the rotational resistance of the motor MG2 can be made lower than that of the motor MG1, the decrease in the driving force of the vehicle can be suppressed, and further the deterioration of fuel consumption can be suppressed.

  Further, during EV travel at each gear stage, the first clutch C1 and the second clutch C2 are set in a non-transmission state so that the driving force of the engine ENG is not transmitted to the first input shaft 11 and the second input shaft 12, and the engine ENG By driving the motor MG2, the motor MG2 is rotated to perform regeneration. As a result, it is possible to charge the battery BATT, which is the power source of the motor MG1 and the motor MG2, without affecting the running.

  In the present embodiment, since the motor MG1 can be completely disconnected from the engine ENG by the third clutch C3 and the fourth clutch C4, the first meshing mechanism SM1 and the second meshing mechanism SM2 are not synchromesh mechanisms. You may comprise with a dog clutch without a synchro mechanism. In the case of a dog clutch, the rotational speed of the motor MG1 is controlled in accordance with the rotational speed of the output shaft of the gear to be established.

  For example, when shifting from the second gear to the third gear, traveling at the second gear allows the second output gear Go2, the final differential gear GF, and the first output gear Go1 of the second output shaft 22 to travel. The first output shaft 21 is rotating. The third speed driven gear G3b is rotated via the first input shaft 11 and the third speed drive gear G3a by rotating the motor MG1 with the fourth clutch C4 in the transmission state. The rotational speed of the motor MG1 is controlled so that the rotational speeds of the third speed driven gear G3b and the first output shaft 21 are matched, and the first meshing mechanism SM1 is brought into a transmission state.

  Thus, since engine ENG can be completely disconnected from motor MG1, a dog clutch without a synchro mechanism can be employed as a meshing mechanism for fixing the transmission gear, and cost reduction can be realized.

  Further, since the rotation speed of the engine ENG can be controlled by the motor MG2, the first meshing mechanism SM1 and the second meshing mechanism SM2 may be configured by a dog clutch without a synchro mechanism. In the case of a dog clutch, the rotational speed of the engine ENG is controlled by the motor MG2 in accordance with the rotational speed of the output shaft of the gear to be established.

  For example, when shifting from the third speed to the second speed, traveling at the third speed allows the first output gear Go1, the final differential gear GF, and the second output gear Go2 of the first output shaft 21 to travel. The second output shaft 22 is rotating. Further, by driving the engine ENG with the second clutch C2 in the transmission state, the second-speed driven gear G2b is rotating via the second input shaft 12 and the second-speed drive gear G2a. The rotational speed of the engine ENG is controlled so that the rotational speeds of the second-speed driven gear and the second output shaft 22 are matched, and the second meshing mechanism SM2 is brought into a transmission state.

  Thus, since the rotational speed of the engine ENG can be controlled by the motor MG2, a dog clutch without a synchro mechanism can be employed as the meshing mechanism for fixing the transmission gear, and cost reduction can be realized.

  In this embodiment, the transmission is a four-speed transmission from the first gear to the fourth gear, but any number of gears may be used. For example, a fifth speed transmission and a seventh speed transmission may be used.

  DESCRIPTION OF SYMBOLS 11 ... 1st input shaft, 12 ... 2nd input shaft, 21 ... 1st output shaft, 22 ... 2nd output shaft, C1 ... 1st clutch, C2 ... 2nd clutch, C3 ... 3rd clutch, C4 ... 4th Clutch, ENG ... engine (internal combustion engine), G1a ... first speed drive gear (drive gear for first input shaft), G1b ... first speed driven gear, G2a ... second speed drive gear (drive gear for second input shaft), G2b 2nd speed driven gear, G3a 3rd speed drive gear (first input shaft drive gear), G3b 3rd speed driven gear, G4a 4th speed drive gear (2nd input shaft drive gear), G4b 4th speed driven gear Gear, MG1... Motor (electric motor), MG2... Another motor, SM1... First engagement mechanism (connection / disconnection means), SM2.

Claims (5)

A transmission for a hybrid vehicle having an internal combustion engine and an electric motor as drive sources,
A first input shaft to which the driving force of the electric motor and the driving force of the internal combustion engine are input;
A second input shaft to which the driving force of the electric motor and the driving force of the internal combustion engine are input;
A first clutch capable of switching between a transmission state for transmitting the driving force of the internal combustion engine to the first input shaft and a non-transmission state for interrupting the transmission;
A second clutch capable of switching between a transmission state for transmitting the driving force of the internal combustion engine to the second input shaft and a non-transmission state for interrupting the transmission;
A third clutch that can be switched between a transmission state in which the driving force of the electric motor is transmitted to the second input shaft and a non-transmission state in which this transmission is interrupted;
A fourth clutch that can be switched between a transmission state in which the driving force of the motor is transmitted to the first input shaft and a non-transmission state in which this transmission is interrupted;
A plurality of drive gears for shifting the driving force input to the first input shaft or the second input shaft;
A plurality of driven gears meshing with the plurality of drive gears;
An output shaft that outputs a driving force shifted through the driving gear and the driven gear;
A connection state in which the driving force input to the first input shaft or the second input shaft is transmitted to the output shaft via the drive gear and the driven gear and a non-transmission state in which this transmission is cut off. Means and
The plurality of drive gears are alternately arranged on the first input shaft and the second input shaft in order of the speed ratio determined by meshing with the driven gear. Machine. The transmission according to claim 1, wherein
An electric motor different from the electric motor connected to the output shaft of the internal combustion engine;
The another electric motor is provided between the first clutch and the second clutch and the internal combustion engine. The transmission according to claim 1 or 2,
The output shaft is
A first output shaft comprising the driven gear meshing with the drive gear of the first input shaft;
And a second output shaft provided with the driven gear meshing with the drive gear of the second input shaft.   The transmission according to any one of claims 1 to 3, wherein the third clutch and the fourth clutch are provided inside an electric motor as the drive source.   The transmission according to claim 2, wherein the first clutch and the second clutch are provided inside the another electric motor.

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