JP3893938B2 - Hybrid vehicle drive structure with transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a second motor generator MG2 from being large and to obtain required axle torque characteristics against speed while properly maintaining the fuel consumption of an internal combustion engine, in hybrid vehicle drive structure in which an output shaft of the internal combustion engine is connected to a first motor generator and a wheel drive shaft through a power distribution mechanism, and a second motor generator is connected to the wheel drive shaft. SOLUTION: Transmissions (100, 101, 102) are provided at least either at the middle of a wheel drive shaft or at the middle of the connection of the second motor generator to the wheel drive shaft.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive structure of a hybrid vehicle that drives wheels by a combination of an internal combustion engine and an electric motor.
[0002]
[Prior art]
In recent years, under the recognition of the increasing importance of conservation of the air environment and saving of fuel resources, hybrid vehicles in which wheels are driven by a combination of an internal combustion engine and an electric motor have been in the spotlight. When driving an automobile wheel that requires various combinations of rotational speeds and driving torques with an internal combustion engine and an electric motor, various modes will be possible as to how to drive the vehicle. It was originally driven exclusively by internal combustion engines, and hybrid vehicles in the field of automobiles started by replacing part of the drive by conventional internal combustion engines only with electric drive as the situation allows. Therefore, it is natural that even a hybrid vehicle can be driven only by an internal combustion engine. In JP-A-11-198669, a power shaft driven by one or both of an internal combustion engine and an electric motor is configured by connecting a first motor generator in series to a crankshaft of the internal combustion engine, A hybrid vehicle drive structure in which the output shaft of the second motor generator is connected to the ring gear and sun gear of the planetary gear mechanism, combined, and the carrier of the planetary gear mechanism is used as the output shaft to which the transmission is connected. It is shown. According to such a hybrid vehicle drive structure, even if only the internal combustion engine is operated as a prime mover, the transmission function of the transmission can be obtained and the various operation modes required for the automobile can be dealt with in the same manner as the conventional internal combustion engine vehicle. This seems to be a typical example that reflects the origin of the hybrid vehicle as described above.
[0003]
However, on the other hand, on the occasion of combining an internal combustion engine and an electric motor as a motor for an automobile, the internal combustion engine output shaft resulting from the difference between the rotational speed required for wheels and the driving torque obtained from the internal combustion engine, and It was proposed by the same applicant as the present applicant to differentially absorb the difference in rotational speed between the axles by the electric motor and eliminate the conventionally required transmission between the output shaft of the internal combustion engine and the axle. . FIG. 1 attached herewith is a schematic diagram showing the driving structure of such a hybrid vehicle.
[0004]
In FIG. 1, reference numeral 1 denotes an internal combustion engine, which is attached to a vehicle body not shown in the drawing. 2 is the output shaft (crankshaft). 3 is a planetary gear unit, 4 is its sun gear, 5 is a ring gear, 6 is a planetary pinion, and 7 is a carrier. The crankshaft 2 is connected to the carrier 7. A first motor generator (MG 1) 8 has a coil 9 and a rotor 10, and the rotor 10 is connected to the sun gear 4. The coil 9 is supported from the vehicle body. One end of a propeller shaft 11 is connected to the ring gear 5. Thus, the planetary gear device 3 constitutes a power distribution mechanism that distributes the output of the internal combustion engine that appears on the output shaft 2 of the internal combustion engine to the first motor generator 3 and the propeller shaft 11 that forms the wheel drive shaft. A second motor generator (MG2) 12 is connected in the middle of the propeller shaft 11. The second motor generator 12 has a coil 13 and a rotor 14, and the coil 13 is supported by the vehicle body. The rotor 14 may be connected to the propeller shaft 11 with an arbitrary structure, but in the illustrated example, a gear 16 that is supported by the rotor 14 and rotates with a gear 15 provided on the propeller shaft 11 is engaged. ing. The other end of the propeller shaft 11 is connected to a pair of axles 18 via a differential device 17. A wheel 19 is attached to each axle 18.
[0005]
In the illustrated driving structure, the rotation of the crankshaft 2 and the rotation of the carrier 7 are the same, and this rotation number is represented by Nc. Further, the rotation of the first motor generator 8 and the rotation of the sun gear 4 are the same, and this rotation number is now represented by Ns. On the other hand, the rotation of the ring gear 5, the rotation of the second motor generator 12, and the rotation of the wheel 19 correspond to each other and finally correspond to the vehicle speed. It depends on the ratio of the number of teeth between them, the reduction ratio in the differential device 17 and the tire diameter. However, here, for the sake of convenience, the rotational speed of these portions is represented by the rotational speed of the ring gear 5 and is Nr. Then, between the rotational speeds Nc, Ns, and Nr of the internal combustion engine and the two motor generators MG1 and MG2 in the hybrid vehicle drive structure in which the internal combustion engine and the two motor generators are combined as shown in the drawing with a planetary gear device. Is represented by the diagram shown in FIG. 2 based on the principle of the planetary gear device. In the figure, ρ is the number of teeth of the sun gear with respect to the number of teeth of the ring gear (ρ <1). Since Nc is determined by the engine speed and Nr is determined by the vehicle speed, Ns is determined by Ns = (1 + 1 / ρ) Nc− (1 / ρ) Nr depending on the engine speed and the vehicle speed.
Determined as
[0006]
On the other hand, assuming that the torques of the carrier, the sun gear, and the ring gear are Tc, Ts, and Tr, these are Ts: Tc: Tr = ρ / (1 + ρ): 1: 1 / (1 + ρ)
Therefore, when any of these three elements generate or absorb torque, torque is exchanged between them until the above equilibrium is established.
[0007]
In the hybrid vehicle having the drive structure as described above, the operation of the internal combustion engine, MG1, and MG2 is performed by the vehicle operation control device (not shown in the figure) according to the operation command from the driver and the operation state of the vehicle. Controlled based on. That is, the vehicle operation control device includes a microcomputer, calculates the target vehicle speed and the target wheel drive torque based on the operation command from the driver and the operation state of the vehicle detected by various sensors, and charges the power storage device. Calculate the current output allowed for the power storage device based on the state or the amount of power generation required for charging the power storage device, and on the basis of these calculation results, what operating state should be operated including the shutdown, Further, it is calculated in which electric state or power generation state the MG1 and MG2 should be operated, and the operation of the internal combustion engine, MG1, MG2 is controlled based on the calculation result.
[0008]
[Problems to be solved by the invention]
As described above, according to the hybrid vehicle drive structure in which the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through the power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. For example, as can be understood from FIG. 2, the values of the rotational speed Nc of the output shaft of the internal combustion engine and the rotational speed Nr corresponding to the vehicle speed and the relative relationship therebetween change the rotational speed Ns of the first motor generator. Therefore, in such a hybrid vehicle drive structure, a transmission has been made unnecessary. That is, depending on the adjustment of the power distribution mechanism, the relationship between Nc and Nr can be freely changed, and even when the vehicle is stopped (Nr = 0), the engine is operated (Nc> 0). Even when the vehicle is moving forward (Nr> 0), the engine can be stopped (Nc = 0), or the vehicle can move backward (Nr <0) regardless of whether the engine is operating or stopped (Nc ≧ 0).
[0009]
However, since the rotational speed of MG2 depends on the speed of the vehicle, and the degree of charge of the power storage device is irrelevant to the vehicle speed, there is a great restriction on the operation of MG2 as a generator for charging the power storage device. Therefore, charging of the power storage device depends exclusively on MG1, and conversely, electric driving of the wheels depends exclusively on MG2. Therefore, in the hybrid vehicle drive structure as described above that does not include a transmission, in order to ensure vehicle driving performance that can obtain high wheel drive torque as required even in the low vehicle speed region, 畢竟 MG2 Must be enlarged.
[0010]
This is shown in FIG. 3 as an ability characteristic diagram of axle torque with respect to vehicle speed. That is, now, the internal combustion engine of the vehicle is operated with high fuel efficiency over a wide vehicle speed range, and the vehicle has the performance shown by the line A as the limit performance desired as the vehicle speed vs. axle torque performance of the vehicle. If this is the case, the vehicle speed vs. axle torque performance of the internal combustion engine that obtains high fuel efficiency becomes almost flat as in region B, so the rest must be supplemented exclusively by MG2, and the vehicle speed vs. axle torque performance covers region C. Must be a thing. Therefore, MG2 must be made large in size so that high torque can be generated at a low rotational speed.
[0011]
However, if FIG. 3 is examined, it will be questioned that the depth of the area | region C may be a little too deep compared with the depth of the area | region B. FIG. From a different point of view, this is a problem of the relative balance of the sizes of the three prime movers, the internal combustion engine and the first and second motor generators, particularly the balance of the sizes of the internal combustion engine and the second motor generator. It is. The present invention originates from such a question, and an object of the present invention is to further improve the hybrid vehicle drive structure as described above.
[0012]
[Means for Solving the Problems]
In order to solve such a problem, in the present invention, an output shaft of an internal combustion engine is connected to a first motor generator and a wheel drive shaft through a power distribution mechanism, and a second motor generator is connected to the wheel drive shaft. In the connected hybrid vehicle drive structure, a transmission is provided in the middle of the connection of the second motor generator to the wheel drive shaft, and the input shaft of the transmission is provided only for the second motor generator. Connected , the transmission includes a reverse gear, and includes means for selecting between vehicle reverse drive by the reverse gear of the transmission and vehicle reverse drive by adjustment of the power distribution mechanism. Or the wheel drive shaft is connected to the power distribution mechanism at one end and to the differential device at the other end, and the transmission is in the middle of the connection of the second motor generator to the wheel drive shaft. The transmission includes a reverse gear. And means for selecting between vehicle reverse drive by the reverse gear of the transmission and vehicle reverse drive by adjustment of the power distribution mechanism, or the second electric drive to the wheel drive shaft A transmission including a reverse gear is provided in the middle of the generator connection, and includes means for selecting between vehicle reverse drive by the reverse gear of the transmission and vehicle reverse drive by adjustment of the power distribution mechanism. Or at least one of the wheel drive shaft or the connection of the second motor generator to the wheel drive shaft is provided with a transmission including a reverse gear, and the vehicle reverse drive by the reverse gear of the transmission; The present invention proposes a hybrid vehicle drive structure including means for selecting between vehicle reverse drive by adjusting the power distribution mechanism .
[0013]
The term “motor generator” refers to a means having both functions of an electric motor and a generator. However, in the present invention, the output shaft of the internal combustion engine passes through a power distribution mechanism into the first motor generator and the wheel drive shaft. The present invention relates to a short-term vehicle drive performance of a hybrid vehicle drive structure in which a second motor generator is connected to the wheel drive shaft. In other words, the internal combustion engine drive and the electric drive in the hybrid drive of the vehicle And the long-term vehicle drive performance that involves the interrelationship of the self-charging action with respect to the power storage device, the first and second motor generators are simply electric motors as far as the actions and effects of the present invention are concerned. It can be. Certainly, as already mentioned, as the actual vehicle drive system, the second motor generator must operate exclusively as an electric motor (but can also operate as a generator), so it can operate in the long term. In order to construct a simple vehicle drive device, the first motor generator needs to have a power generation function, but this necessity is not related to the technical idea of the present invention. Therefore, in the structure of this invention, the means described as a motor generator shall include the motor which does not have a power generation function as the equivalent.
[0014]
In the hybrid vehicle drive structure as described above, the transmission may be provided in the middle of the wheel drive shaft and closer to the internal combustion engine than the connecting portion of the second motor generator.
[0015]
Alternatively, in the hybrid vehicle drive structure as described above, the transmission may be provided on the side away from the internal combustion engine from the connecting portion of the second motor generator in the middle of the wheel drive shaft.
[0016]
Furthermore, in the hybrid vehicle drive structure as described above, the transmission may include a reverse gear. In this case, the hybrid vehicle drive structure may further include means for selecting between vehicle reverse drive by the reverse gear of the transmission and vehicle reverse drive by adjustment of the power distribution mechanism.
[0017]
[Action and effect of the invention]
As described above, in the hybrid vehicle drive structure in which the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through the power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. If a transmission is provided in at least one of the wheel drive shaft or the connection of the second motor generator to the wheel drive shaft, when high axle torque is obtained at low vehicle speed, If the transmission is provided in the middle of the wheel drive shaft and closer to the internal combustion engine than the connecting portion of the second motor generator, the power distribution mechanism is adjusted to adjust the rotational speed of the internal combustion engine to the vehicle speed. To meet the demand by increasing the reduction ratio of the transmission to cover the required high axle torque by the internal combustion engine and reducing the torque required for the second motor generator. And the transmission can be used for the wheel drive. If it is provided in the middle of the shaft and on the side separated from the internal combustion engine from the connecting portion of the second motor generator, the power distribution mechanism is adjusted to compare the rotational speed of the internal combustion engine with the vehicle speed. The torque required for the second motor generator is increased by increasing the reduction ratio of the transmission so that the wheels are driven by the cooperation of the internal combustion engine and the second motor generator at the increased reduction ratio. can of meeting this demand by subtracting, also if we provided in the middle speed change machine of the connection of the second motor generator, irrespective the second motor generator of the regulation of the power distribution mechanism The wheel drive torque obtained from the machine can be increased by increasing the speed reduction ratio of the transmission, and this requirement can be met even if the second motor generator is moderately sized. The relative size of the first and second motor generators Maintaining the balance preferred, while operating an internal combustion engine always at high fuel efficiency, it can be obtained which such vehicle speed versus axle torque performance is indicated by line A in FIG. 3, further comprising a transmission reverse gear, the transmission If there is a means to select between the vehicle reverse drive by the reverse gear and the vehicle reverse drive by adjusting the power distribution mechanism, the selection between the two is appropriately performed according to the magnitude of the drive torque required for the vehicle reverse drive Ru can do a more appropriate vehicle operation carried out.
[0018]
Furthermore, in the hybrid vehicle drive structure as described above, if the transmission is configured to include a reverse gear, the transmission can be switched to the reverse gear without adjusting the power distribution mechanism when the vehicle moves backward. This makes it possible to easily reverse the vehicle. In this case, if there is further provided a means for selecting between the vehicle reverse drive by the reverse gear of the transmission and the vehicle reverse drive by adjusting the power distribution mechanism, the reverse of the climb on the slope and the drive wheel are depressed. When it is necessary to reverse the vehicle with a high axle torque, such as when it is depressed, it is possible to cope with it with a sufficient driving torque by selecting the vehicle reverse drive with the reverse gear of the transmission, so that the vehicle reverses on a normal flat ground. When the left-hand axle torque is not required, it is possible to achieve rapid reverse without a transmission switching operation by selecting vehicle reverse drive by adjusting the power distribution mechanism.
[0019]
Furthermore, the above-described transmission itself may be the one with the known overdrive stage having the highest speed stage in various aspects, so that even in a hybrid vehicle, the internal combustion engine can be used for high-speed driving. Operation can be optimized as in a conventional overdrive internal combustion locomotive.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
4, 5, and 6, the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through the power distribution mechanism as shown in FIG. 1, and the second electric motor is connected to the wheel drive shaft. FIG. 2 is a schematic view similar to FIG. 1 showing three embodiments incorporating a transmission according to the present invention in a hybrid vehicle drive structure to which a generator is connected. 4, 5, and 6, portions corresponding to the portions shown in FIG. 1 are indicated by the corresponding reference numerals.
[0021]
In the first embodiment shown in FIG. 4, the transmission 100 is provided in the middle of the wheel drive shaft and closer to the internal combustion engine than the connecting portion of the second motor generator MG2. In other words, it is provided on the side of the internal combustion engine with respect to the gear 15 that is a part of the propeller shaft 11 that forms a part of the wheel drive shaft and forms the connecting portion of the MG2. The transmission 100 may have two to three stages, and may further include a reverse stage. Such a transmission can be obtained in various modes by a known technique. FIG. 7 shows an example of a transmission having three forward speeds and a reverse speed.
[0022]
In FIG. 7, 20, 22, 24 and 26 are sun gears, ring gears, planetary pinions and carriers constituting one planetary gear mechanism, and 21, 23, 25 and 27 are other planetary gear mechanisms. The sun gear, the ring gear, the planetary pinion, and the carrier are configured, 28 (C1) and 29 (C2) are clutches, 30 (B1) and 31 (B2) are brakes, and 32 (F1) is a one-way clutch. . When these rotating elements are combined as shown in the figure with 33 as an input shaft and 34 as an output shaft, the first speed stage having the largest reduction ratio is achieved by engaging the clutch C1. When the clutch C1 and the brake B1 are engaged, the second speed with a medium reduction ratio is achieved, and when the clutches C1 and C2 are engaged, the reduction ratio is the smallest (reduction ratio = 1) The third speed is achieved, and the reverse speed is achieved by engaging the clutch C2 and the brake B2.
[0023]
In the embodiment of FIG. 4, if the transmission 100 is designed to give three speeds, the performance characteristic diagram of the vehicle speed vs. axle torque is in contrast to FIG. 3 when there is no such transmission. Thus, the change is made as shown in FIG. In this diagram, regions B1, B2, and B3 are mainly covered by the internal combustion engine (in some cases, the internal combustion engine and MG1) by setting the transmission to the first speed stage, the second speed stage, and the third speed stage, respectively. The remaining area C is an area covered by the second motor generator MG2. It will be understood from FIG. 8 that the maximum torque required for MG2 is significantly reduced as compared to the case of FIG.
[0024]
In the second embodiment shown in FIG. 5, the transmission 101 is provided in the middle of the wheel drive shaft and on the side away from the internal combustion engine from the connecting portion of the second motor generator MG2. In terms of the description of FIG. 1, the propeller shaft 11 is a part of the wheel drive shaft and is provided on the side farther from the internal combustion engine than the gear 15 that forms the connecting portion of the MG 2. . The transmission 101 may also be of two to three stages, may further include a reverse stage, and may be as shown in FIG.
[0025]
In the embodiment of FIG. 5, if the transmission 101 is designed to give three speeds, the performance characteristic diagram of the vehicle speed vs. axle torque is compared to FIG. 3 without such a transmission. Thus, it is changed as shown in FIG. In this diagram, regions B1 + C1, B2 + C2, and B3 + C3 are mainly internal combustion engines (in some cases, the internal combustion engine and MG1) by setting the transmission to the first speed stage, the second speed stage, and the third speed stage, respectively. This is an area covered by MG2. Also in this case, as can be seen from FIG. 9, the maximum torque required for MG2 is significantly reduced compared to the case of FIG.
[0026]
In the third embodiment shown in FIG. 6, the transmission 102 is provided in the middle of the connection of the second motor generator MG2 to the wheel drive shaft, and in terms of the explanation for FIG. The MG2 is connected to the propeller shaft 11 that forms part of the wheel drive shaft. The transmission 102 may also be of two to three stages. In this case, since the reverse drive of MG2 can be easily performed by switching the electric circuit, the transmission 102 may not have the reverse gear. However, the transmission 102 may also have a reverse gear and may be as shown in FIG.
[0027]
In the embodiment of FIG. 6, assuming that the transmission 102 provides three speeds, the performance characteristic diagram of vehicle speed vs. axle torque is compared to FIG. 3 without such a transmission. Thus, it is changed as shown in FIG. In this diagram, the region B is a region mainly covered by the internal combustion engine (in some cases, the internal combustion engine and MG1), and the regions C1, C2, and C3 are the first and second speed gears, respectively. This is an area covered by MG2 by setting the third speed. In FIG. 10, a region C <b> 1 indicates a torque region in which the torque corresponding to the region B is obtained by the internal combustion engine and then the output torque of MG <b> 2 is added by the torque increased by the first speed transmission. Regions C2 and C3 show the same thing. As can be seen from FIG. 10, the maximum torque required for MG2 itself is significantly reduced compared to the case of FIG.
[0028]
8 to 10 show the magnitude of torque that can be provided mainly by the internal combustion engine (in some cases, the internal combustion engine and MG1) and the second motor generator MG2 in the coordinate system of vehicle speed versus axle torque as described above. Is a performance characteristic diagram showing the speed with respect to the vehicle speed, and is not a shift diagram in such a hybrid vehicle drive structure with a transmission. That is, in the embodiment shown in FIGS. 4 and 5, even when the demand for the axle torque is low, the transmission always shifts from the first speed to the second speed as the vehicle speed increases from the low vehicle speed to the high vehicle speed. It does not mean that the vehicle can be switched to the third gear. In these embodiments, when the high axle torque, which is the same as when starting a normal vehicle on a flat ground, is not required, the transmission is maintained at the third speed stage, and the region shown in FIG. Using B, the second speed and the first speed may be used when the required axle torque increases or when the shift lever is switched to the 2 position or the L position, respectively.
[0029]
Further, in any of the above embodiments, driving the vehicle in reverse means that Nr is set to a negative value as seen in FIG. 2, which is whether the internal combustion engine is operated (Nc> 0). This is achieved by adjusting the rotation speed Ns of MG1 and the rotation speed Nr of MG2 according to the internal combustion engine rotation speed Nc so that the rotation speed Nr of MG2 becomes a desired negative value regardless of (Nc = 0). Is done. Such control for adjusting the rotational speeds of MG1 and MG2 can be performed quickly and continuously. In this case, the torque for driving the vehicle backward can be provided only by the motor generator, and therefore the magnitude of the reverse drive torque obtained is large. Is limited. In contrast, when the transmission is provided with a reverse gear be provided in the middle of the wheel drive shaft as in the embodiment shown in FIG. 4 or 5, the the Rikuruma wheels by the internal combustion engine is switched to the reverse gear which If the vehicle is driven backward, it takes some time to switch the transmission, but the vehicle can be driven backward with a large driving torque. Therefore, although not shown in the figure, if a means for selecting between vehicle reverse drive by the reverse gear of the transmission and vehicle reverse drive by adjustment of the power distribution mechanism is provided, the vehicle reverse drive is required. More appropriate vehicle operation can be performed by appropriately selecting between the two according to the magnitude of the driving torque. The means for making such a selection is achieved almost by software according to a vehicle operation control apparatus equipped with a current computer.
[0030]
Although the present invention has been described in detail with respect to several embodiments, the present invention is not limited to these embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a drive structure of a hybrid vehicle to be improved by the present invention.
2 is a diagram showing the relationship between the internal combustion engine and the rotational speeds Nc, Ns, Nr of two motor generators MG1, MG2 in the hybrid vehicle drive structure shown in FIG.
3 is a diagram showing an axle torque to be shared by an internal combustion engine and a motor generator MG2 with respect to vehicle speed in the hybrid vehicle drive structure shown in FIG.
FIG. 4 is a schematic view showing a first embodiment of the improvement made by the present invention with respect to the hybrid vehicle drive structure shown in FIG. 1;
FIG. 5 is a schematic view showing a second embodiment of the improvement made by the present invention with respect to the hybrid vehicle drive structure shown in FIG. 1;
FIG. 6 is a schematic diagram showing a third embodiment of the improvement made by the present invention with respect to the hybrid vehicle drive structure shown in FIG. 1;
FIG. 7 is a schematic view showing an example of a transmission that provides three shift speeds and a reverse speed.
8 is a diagram showing an axle torque to be shared by each of the internal combustion engine and the motor generator MG2 with respect to the vehicle speed in the hybrid vehicle drive structure shown in FIG.
9 is a diagram showing an axle torque to be shared by an internal combustion engine and a motor generator MG2 with respect to vehicle speed in the hybrid vehicle drive structure shown in FIG.
10 is a diagram showing axle torque with respect to vehicle speed to be shared by the internal combustion engine and the motor generator MG2 in the hybrid vehicle drive structure shown in FIG. 6;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 2 ... Output shaft 3 of internal combustion engine ... Planetary gear apparatus 4 ... Sun gear 5 ... Ring gear 6 ... Planetary pinion 7 ... Carrier 8 ... First motor generator (MG1)
9 ... Coil 10 ... Rotor 11 ... Propeller shaft 12 ... Second motor generator (MG2)
DESCRIPTION OF SYMBOLS 13 ... Coil 14 ... Rotor 15, 16 ... Gear 17 ... Differential device 18 ... Axle 19 ... Wheel 20 ... Sun gear 22 ... Ring gear 24 ... Planetary pinion 26 ... Carrier 21 ... Sun gear 23 ... Ring gear 25 ... Planetary pinion 27 ... Carrier 28, 29 ... Clutch 28, 29 ... Brake 32 ... One-way clutch 100, 101, 102 ... Transmission

Claims (6)

  In the hybrid vehicle drive structure in which the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through a power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. A transmission is provided in the middle of the connection of the second motor generator to the wheel drive shaft, the input shaft of the transmission is connected only to the second motor generator, and the transmission has a reverse gear. A hybrid vehicle drive structure comprising: means for selecting between vehicle reverse drive by a reverse gear of the transmission and vehicle reverse drive by adjustment of the power distribution mechanism.   In the hybrid vehicle drive structure in which the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through a power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. The wheel drive shaft is connected to the power distribution mechanism at one end and to the differential device at the other end, and a transmission is provided in the middle of the connection of the second motor generator to the wheel drive shaft. The hybrid includes a reverse gear, and includes means for selecting between a vehicle reverse drive by a reverse gear of the transmission and a vehicle reverse drive by adjustment of the power distribution mechanism. Car drive structure.   In the hybrid vehicle drive structure in which the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through a power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. A transmission including a reverse gear is provided in the middle of the connection of the second motor generator to the wheel drive shaft, and the vehicle reverse drive by the reverse gear of the transmission and the vehicle reverse drive by adjustment of the power distribution mechanism A hybrid vehicle drive structure comprising means for selecting   In the hybrid vehicle drive structure in which the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft through a power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. A transmission including a reverse gear is provided in the middle of the wheel drive shaft or in the middle of the connection of the second motor generator to the wheel drive shaft, and the vehicle reverse drive and the power distribution by the reverse gear of the transmission are provided. A hybrid vehicle drive structure comprising means for selecting between vehicle reverse drive by adjusting a mechanism.   5. The hybrid vehicle drive structure according to claim 4, wherein the transmission is provided on a side of the internal combustion engine from a connecting portion of the second motor generator in the middle of the wheel drive shaft.   5. The hybrid vehicle drive structure according to claim 4, wherein the transmission is provided in the middle of the wheel drive shaft on a side away from the internal combustion engine from a connecting portion of the second motor generator. .

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