JP2012236508A - Driving device of hybrid vehicle and hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a hybrid vehicle to generate electric power even in vehicle stop time, even if the hybrid vehicle includes a motor generator added to an existing transmission.SOLUTION: A driving device of the hybrid vehicle 1 includes: an automatic transmission (AMT (Automatic Manual transmission) ) 20; a differential device 50 for transmitting power which is output from an output shaft 22 of the automatic transmission 20, to driving shafts 53 and 54 to which driving wheels 55 and 56 are connected; the motor generator 73 which is disposed on the way of a transmission path of power from an input shaft 21 to the driving shafts 53 and 54 via an output shaft 22 so that a power may be transmitted and received, and which performs power running for outputting power to the transmission path, and performs power generation using power of an engine 2, which is transmitted through the transmission path; and a clutch 61 for performing off and on of the driving shaft, which cuts a path for transmitting power from the driving shafts 53 and 54 to the driving wheels 55 and 56, from the path for transmitting the power of the engine 2 in the transmission path to the motor generator 73.

Description

  The present invention relates to a technology related to a hybrid vehicle including an engine and a motor generator as drive sources.

Hybrid vehicle drive devices include AT (Automatic Transmission), CVT (Continuously Variable Transmission), DCT (Dual Clutch Transmission), etc., all of which are expensive.
On the other hand, AMT (Automated Manual Transmission) having an MT (Manual Transmission) structure is overwhelmingly cheap. However, in AMT, temporarily disengaging torque occurs when the clutch is disengaged at the time of shifting, which may cause a loss of comfort.

  On the other hand, in a hybrid vehicle based on AMT, a motor generator is mounted on the power transmission path of the engine such as a differential gear, so that power is replenished from the motor generator at the time of shifting to prevent torque loss. (See Patent Documents 1 and 2, for example).

JP 2005-186740 A JP 2006-36165 A

However, in such a technique, the engine is rotated during power generation to rotate the motor generator, so that a differential gear or the like on the power transmission path of the engine also operates.
Therefore, a hybrid vehicle that employs such a technology has a problem that when the vehicle is stopped, power cannot be generated to prevent the vehicle from moving.
An object of the present invention is to make it possible to generate electric power even when the vehicle is stopped in a hybrid vehicle in which an existing transmission including AMT is slightly changed and a motor generator is added.

  In order to solve the above-described problems, according to this embodiment, an input shaft to which engine power is input via a first clutch, an output shaft that is disposed opposite to the input shaft and outputs the power to the drive wheel side , A transmission having a transmission mechanism that changes the power of the input shaft at different gear ratios and transmits the power to the output shaft, and transmits the power output from the output shaft to a drive shaft to which drive wheels are connected. A differential device, a power running that is capable of transmitting and receiving power in the middle of the power transmission path from the input shaft to the drive shaft via the output shaft and the power transmission that outputs power to the transmission path and the transmission through the transmission path And a motor generator for generating electric power using the power of the engine, wherein the power of the engine in the transmission path is converted to the motor generator. Possible to provide a driving apparatus for a hybrid vehicle characterized in that it comprises from the drive shaft with respect to the path for transmitting the over data a second clutch which allows cutting a path for transmitting power to the driving wheels.

Here, the transmission is intended for AT, AMT, CVT, DCT and the like.
Further, in this embodiment, the motor generator can transmit and receive power via a gear meshing with a ring gear of the differential device to which power output from the output shaft is transmitted, and the second clutch , Arranged on the drive shaft.

In this embodiment, the motor generator is a gear fixed to the output shaft, and can transmit and receive power to and from the transmission path via a gear different from an output gear that outputs power to the differential device. The second clutch is disposed between the output gear and the another gear on the output shaft.
In the present embodiment, when the vehicle is stopped, the second clutch is disconnected.
Moreover, according to this embodiment, a hybrid vehicle characterized by having such a hybrid vehicle drive device can be provided.

According to this embodiment, in a hybrid vehicle equipped with a transmission in which AT, CVT, DCT, etc., including AMT are changed, the second clutch is disengaged when the vehicle is stopped, so that the engine power is It is possible to prevent the power of the engine from being transmitted to the drive wheels while generating power by transmitting to the generator.
Further, according to the present embodiment, it is possible to prevent the power of the engine from being transmitted to the drive wheels while generating power when the vehicle is stopped by such a simple configuration including the second clutch.

Further, according to the present embodiment, even in a configuration in which the motor generator can transmit and receive power via a gear meshing with a ring gear of a differential device to which power output from the output shaft is input, the second clutch Can be prevented from being transmitted to the drive wheels while generating electricity when the vehicle is stopped.
Moreover, according to this embodiment, it is possible to generate electric power when the vehicle is stopped while using the existing transmission by arranging the motor generator in the space around the differential device.

  Further, according to this embodiment, the motor generator is a gear fixed to the output shaft, and the transmission path and the power can be transmitted and received via a gear different from the output gear that transmits the power to the differential device. Even in such a configuration, the power of the engine is transmitted to the drive wheels while generating electricity when the vehicle is stopped by a simple configuration in which the second clutch is disposed between the output gear and another gear on the output shaft. Can be prevented.

Further, according to this embodiment, the motor generator is arranged in the space around the output shaft, so that power can be generated when the vehicle is stopped while using the existing transmission.
Moreover, according to this embodiment, since the differential device does not rotate during power generation, drive loss can be reduced.
Further, according to this embodiment, when the vehicle is stopped, the second clutch is disengaged to reliably prevent the vehicle from moving while the engine power is being transmitted to the motor generator. it can.

It is a figure which shows the structural example of the drive system of the hybrid vehicle of this embodiment. It is a figure which shows the structure and operation | movement of a clutch for driving shaft interruption. It is a flowchart which shows an example of the process sequence of a power control unit and a clutch control part. It is a figure which shows the structural example of the drive system of the hybrid vehicle of the modification of this embodiment.

The present embodiment is a hybrid vehicle.
FIG. 1 shows a configuration example of a drive system of the hybrid vehicle 1.
As shown in FIG. 1, this vehicle roughly includes a motor drive unit 70 including an engine 2, an automatic transmission (AMT) 20, a differential device 50, a motor generator 73, and the like. In addition, as shown in the skeleton diagram, this vehicle is provided between the crankshaft 3 of the engine 2 and the input shaft 21 of the automatic transmission 20 so that the crankshaft 3 and the input shaft 21 can be intermittently connected. A clutch 4 is provided.

  For example, the first clutch 4 is provided with a pressure plate on a flywheel connected to an end of the crankshaft 3, and a clutch disk is disposed between the flywheel and the pressure plate. The first clutch 4 is intermittently operated by the clutch actuator 5. Here, the intermittent operation of the clutch actuator 5 is controlled by the AMT control unit 45.

The automatic transmission 20 is arranged in parallel to the input shaft 21 to which the power of the engine 2 is input via the first clutch 4 and is output in parallel to the input shaft 21 to output the power after the shift to the drive wheels 55 and 56. Output shaft 22. The input shaft 21 is connected at its input end to the clutch disk of the first clutch 4.
The automatic transmission 20 is a speed change mechanism that changes the power of the input shaft 21 with different speed ratios and transmits the power to the output shaft 22, and a first speed gear train 23, a second speed gear train 24, a third speed gear train 25, and A 4-speed gear train 26 is provided. In the automatic transmission 20, the first-speed gear train 23, the second-speed gear train 24, the third-speed gear train 25, and the fourth-speed gear train 26 are arranged in this order from the input end side (engine 2 side) of the input shaft 21. ing.

  The first-speed gear train 23 includes a first-speed input gear 31 that is rotatably supported by the input shaft 21, and a first-speed output gear 32 that meshes with the first-speed input gear 31 and is fixed to the output shaft 22. The second-speed gear train 24 includes a second-speed input gear 33 that is rotatably supported by the input shaft 21 and a second-speed output gear 34 that meshes with the second-speed input gear 33 and is fixed to the output shaft 22. The third-speed gear train 25 includes a third-speed input gear 35 that is rotatably supported by the input shaft 21 and a third-speed output gear 36 that meshes with the third-speed input gear 35 and is fixed to the output shaft 22. The 4-speed gear train 26 includes a 4-speed input gear 37 that is rotatably supported by the input shaft 21, and a 4-speed output gear 38 that meshes with the 4-speed input gear 37 and is fixed to the output shaft 22. An output gear (final reduction drive gear) 39 is fixed to the output end of the output shaft 22.

  Further, the automatic transmission 20 is a device that switches between these transmission gear trains 23, 24, 25, 26, and a first-speed input gear 31 between a first-speed input gear 31 and a second-speed input gear 33 on the input shaft 21. And a first synchronizer 41 that switches between the second speed input gear 33 and the third speed input gear 35 and the fourth speed input gear 37 on the input shaft 21. And a second synchronizer 42 for switching between. Further, in response to such a configuration, the automatic transmission 20 includes a first synchronizer actuator 43 that causes the first synchronizer 41 to switch between the first speed and the second speed, and a second synchronizer 42 that includes 3 A second synchronizer actuator 44 for switching between a first speed and a fourth speed, and first and second synchronizer actuators 43 and 44 and an AMT controller 45 for controlling the driving of the clutch actuator 5. Yes.

The configuration of the automatic transmission 20 is not limited to such a configuration, and a configuration of a known automatic transmission (AT, CVT, DCT, etc.) may be employed. Further, the first clutch 41 may be a fluid clutch such as a torque converter in addition to the friction clutch.
In the vehicle 1, the ring gear 52 fixed to the gear case 51 of the differential device 50 meshes with the output gear 39 of the output shaft 22. In the differential device 50, one end side of the left and right drive shafts 53 and 54 is connected to a differential gear (not shown) in the gear case 51. Drive wheels 55 and 56 are connected to the other ends of the drive shafts 53 and 54.

The vehicle 1 is positioned in the middle of the drive shaft 53 as a second clutch, and a drive shaft intermittent clutch 61 that intermittently connects the drive shaft 53, and a clutch actuator 63 that intermittently operates the drive shaft intermittent clutch 61. And a clutch control unit 65 for controlling the driving of the clutch actuator 63.
FIG. 2 shows a configuration example of the drive shaft intermittent clutch 61.

As shown in FIG. 2, the drive shaft intermittent clutch 61 includes two external gears 61 a and 61 b that are attached to the respective end portions 53 a and 53 b of the divided drive shaft 53 and face each other, and the shaft of the drive shaft 53. 61c (an internal gear or a spline groove is formed on the inner surface) 61c supported so as to be movable in the direction.
With this configuration, the drive shaft intermittent clutch 61 is moved by the clutch actuator 63 in the axial direction of the drive shaft 53 so that the two external gears 61a, 61a, Each of the 61b and the sleeve 61c mesh with each other to bring the drive shaft 53 into a connected state, or the sleeve 61c does not mesh with the two external gears 61a and 61b as shown in FIG. Is disconnected.

  It goes without saying that the drive shaft intermittent clutch 61 is not limited to this configuration example. That is, the drive shaft intermittent clutch 61 may have another configuration as long as the drive shaft 53 can be intermittently connected. For example, a clutch that connects two splines with a slider, a dog clutch, a wet or dry clutch, a clutch with a gear structure having a synchronization mechanism, a 2-way clutch, and the like may be employed as the drive shaft intermittent clutch 61.

  Returning to FIG. 1, the vehicle includes a motor side gear 71 that meshes with the ring gear 52 of the differential device 50, a motor generator 73 in which the motor side gear 71 is attached to the rotary shaft 72, and a motor drive unit 70. A power control unit 74 that drives the generator 73 and a battery 75 that charges and discharges the motor generator 73 via the power control unit 74 are provided.

  The power control unit 74 includes a boost converter, an inverter, a motor generator ECU (Electronic Control Unit), and the like. The power control unit 74 includes a detection signal from a battery state detection sensor 81 that detects a charge / discharge state (SOC (State Of Charging)) of the battery 75, a detection signal from a vehicle speed sensor 82, and an open / close state of a hood of the vehicle body. A detection signal from the hood open / close state detection sensor 83, a detection signal from the brake operation detection sensor 84, and a detection signal from the accelerator pedal operation state detection sensor 85 are input.

For example, the brake operation detection sensor 84 may detect a brake state by a brake pedal operation, or may detect a brake state by a parking brake (parking shift position).
In the configuration as described above, in the automatic transmission 20, the AMT controller 45 causes the first and second synchronizer actuators 43 to be based on various information such as the vehicle speed, the amount of operation of the accelerator pedal, and the shift position of the shift lever. , 44 and the driving of the clutch actuator 5 are controlled to obtain a shift position according to the vehicle speed, the operation amount of the accelerator pedal, the shift position of the shift lever, and the like. Specifically, at the time of shifting, the first clutch 4 is disengaged by the clutch actuator 5 and the synchronizing devices 41 and 42 are operated by the first and second synchronizing device actuators 43 and 44 so that a desired transmission gear is obtained. A column is selected. After the selection, the clutch 4 is brought into the connected state by the clutch actuator 5. As a result, the power from the engine 2 input to the input shaft 21 is transmitted to the output shaft 22 via the selected transmission gear train.

  Further, the power control unit 74 charges and discharges the battery 75 and performs power running control or power generation control on the battery 75 based on a detection signal from the battery state detection sensor 81 and the like. Specifically, the power control unit 74 performs power running control that adds the driving force of the motor generator 73 to the driving force of the engine 2 or performs power running control that applies the driving force by the motor generator 73 alone.

For example, the power control unit 74 performs power running control in which the vehicle is driven by the driving force of the engine 2 in a normal state and the driving force of the motor generator 73 is added when a large driving force is required during acceleration or the like. Further, the power control unit 74 performs power running control in which a driving force is applied by the motor generator 73 alone when starting.
Furthermore, in the present embodiment, the power control unit 74 controls the power generation of the motor generator 73 while the automatic transmission 20 is temporarily disengaging the clutch 4 at the time of shifting so that the driver does not feel torque out. A driving force is applied to the motor generator 73.

In the present embodiment, the power control unit 74 is a motor generator 73 that is connected to the engine 2 via the automatic transmission 20 when necessary, that is, a motor that is rotated by the power of the engine 2 while the vehicle is stopped. The generator 73 is controlled to generate power and the battery 75 is charged.
FIG. 3 is a flowchart showing an example of processing procedures of the power control unit 74 and the clutch control unit 65 at that time.

As shown in FIG. 3, first, in step S1, the power control unit 74 acquires various signals from various sensors.
In the subsequent step S2, the power control unit 74 determines whether or not the SOC value has decreased based on the detection signal from the battery state detection sensor 81 acquired in step S1. For example, the power control unit 74 determines that the SOC value is lowered when the detection signal becomes smaller than a preset threshold value for performing battery charging. If the power control unit 74 determines that the SOC value has decreased, the process proceeds to step S3. If the power control unit 74 determines that the SOC value has not decreased, the process shown in FIG. 3 ends.

In step S3, the power control unit 74 determines whether or not the vehicle is stopped based on the detection signal from the vehicle speed sensor 82 acquired in step S1. If the power control unit 74 determines that the vehicle is stopped, the process proceeds to step S4. If the power control unit 74 determines that the vehicle is not stopped, the process shown in FIG. 3 is terminated.
In step S3, it may be determined that the vehicle is stopped when the neutral shift position is detected.

  In step S4, the power control unit 74 determines whether or not the hood of the vehicle body is closed based on the detection signal from the hood open / close state detection sensor 83 acquired in step S1. If the power control unit 74 determines that the hood of the vehicle body is closed, the process proceeds to step S5. If the power control unit 74 determines that the hood of the vehicle body is not closed, the process shown in FIG. 3 is terminated.

  In step S5, the power control unit 74 determines whether or not the brake is ON based on the detection signal from the brake operation detection sensor 84 acquired in step S1. If the power control unit 74 determines that the brake is ON, the process proceeds to step S6. If the power control unit 74 determines that the brake is OFF, the process shown in FIG. 3 is terminated.

In step S <b> 6, the clutch control unit 65 controls the drive of the clutch actuator 63 to operate the drive shaft intermittent clutch 61 so that the drive shaft 53 is disconnected.
In subsequent step S <b> 7, the power control unit 74 controls the power generation of the motor generator 73 connected to the engine 2 via the automatic transmission 20 and starts charging the battery 75.

For example, the power control unit 74 outputs a power generation signal to the motor generator 73 in order to perform charging. In step S6, the clutch control unit 65 detects the power generation signal so that the drive shaft 53 is disconnected. You may make it do.
In subsequent step S8, the power control unit 74 determines whether or not the charging is completed. Specifically, the power control unit 74 determines whether or not charging is completed based on the detection signal from the battery state detection sensor 81 acquired in step S1. For example, the power control unit 74 determines that charging is complete when the detection signal is greater than a preset threshold value for determining completion of charging. If the power control unit 74 determines that charging is complete, the process proceeds to step S10. If the power control unit 74 determines that the charging is not completed, the process proceeds to step S9.

  In step S9, the power control unit 74 determines whether or not the accelerator pedal is ON (the accelerator pedal is depressed or the accelerator slot is opened) based on the detection signal from the accelerator pedal operation state detection sensor 85 acquired in step S1. Determine whether. If the power control unit 74 determines that the accelerator pedal is OFF (the accelerator pedal is not depressed or the accelerator slot is closed), the power control unit 74 starts the process again from step S8. If the power control unit 74 determines that the accelerator pedal is ON (the accelerator pedal is depressed or the accelerator slot is open), the process proceeds to step S10.

In step S10, the power control unit 74 finishes charging the battery 75.
In the subsequent step S11, the clutch control unit 65 drives and controls the clutch actuator 63 to operate the drive shaft intermittent clutch 61 to bring the drive shaft 53 into a connected state.
For example, in step S11, the clutch control unit 65 causes the drive shaft 53 to be in a connected state by detecting a power generation signal from the power control unit 74 when charging of the battery 75 in step S10 is terminated. Also good.

  When the SOC value is decreased, the vehicle is stopped, the hood of the vehicle body is closed, and the brake is ON (steps S1 to S5), the clutch control unit 65 is Then, the drive shaft intermittent clutch 61 is operated to bring the drive shaft 53 into a disconnected state (step S6). Then, the power control unit 74 controls the power generation of the motor generator 73 connected to the engine 2 via the automatic transmission 20, and starts charging the battery 75 (step S7).

Thereafter, when the charging is completed (step S8) or the accelerator pedal is turned on (step S9), the power control unit 74 ends the charging of the battery 75 (step S10). Then, the clutch control unit 65 operates the drive shaft intermittent clutch 61 to bring the drive shaft 53 into a connected state (step S11).
As a result, in the hybrid vehicle 1, the drive shaft 53 is disconnected by the drive shaft interrupting clutch 61 during a period in which power generation is performed by the motor generator 73 rotated by the engine 2 when the vehicle is stopped.

As described above, in this embodiment, in the hybrid vehicle to which AMT is applied, the power of the engine 2 in the power transmission path from the input shaft 21 to the drive shaft 53 via the output shaft 22 is transmitted to the motor generator 73. A path for transmitting power from the drive shaft 53 to the drive wheel 55 with respect to the path to be driven can be disconnected by the drive shaft intermittent clutch 61.
Specifically, the motor generator 73 can transmit and receive power via a motor-side gear 71 that meshes with the ring gear 52 of the differential device 50, and the drive shaft intermittent clutch 61 is disposed on the drive shaft 53. ing.

Thus, in the present embodiment, in a hybrid vehicle equipped with a transmission in which AT, CVT, DCT, etc. are slightly changed including AMT, when the vehicle is stopped, the drive shaft intermittent clutch 61 is brought into a disconnected state, whereby the engine 2 The power of the engine 2 can be prevented from being transmitted to the drive wheels 55 and 56 while the power of the engine 2 is transmitted to the motor generator 73 to generate power.
Further, in the present embodiment, the engine 2 has a simple configuration including the drive shaft intermittent clutch 61, that is, the design change of the structure of the existing automatic transmission is minimized, and power generation is performed while the vehicle is stopped. Can be prevented from being transmitted to the drive wheels 55 and 56.

  Further, in the present embodiment, the drive shaft intermittent clutch 61 is connected to the drive shaft 53 even in a configuration in which the motor generator 73 can transmit and receive power via the motor-side gear 71 that meshes with the ring gear 52 of the differential device 50. With a simple configuration such as being arranged above, it is possible to prevent the power of the engine 2 from being transmitted to the drive wheels 55 and 56 while generating power when the vehicle is stopped.

Further, in the present embodiment, the motor generator 73 is disposed in the space around the differential gear 50, so that power generation can be performed when the vehicle is stopped while using an existing transmission.
Further, in the present embodiment, since power generation is performed on condition that the brake is ON, inadvertent movement of the vehicle can be prevented when a wet clutch is used as the drive shaft intermittent clutch 61.

For example, depending on the power generation amount and the SOC value, the motor generator 73 may increase the power generation amount, so that the engine 2 speed increases and the vehicle may move due to the friction of the wet clutch, but the brake is turned on. Therefore, it is possible to prevent the vehicle from moving for such a reason during power generation.
Furthermore, the vehicle moves when the drive shaft intermittent clutch 61 is disconnected on a slope, but power generation can be performed while preventing the vehicle from moving on the slope because the brake is ON.

In the present embodiment, power generation is performed on condition that the hood of the vehicle body is closed.
Thereby, in this embodiment, when the hood of the vehicle body is open, it is possible to prevent power generation even when the SOC value is low. Therefore, it is possible to prevent the engine from starting when the driver opens the hood of the vehicle and looks into the hood.
In the present embodiment, the drive shaft intermittent clutch 61 is, for example, a second clutch.

Needless to say, the present invention is not limited to the above-described embodiment.
In other words, the present embodiment is not limited to providing the drive shaft 53 with the drive shaft intermittent clutch 61. That is, as long as the power of the engine 2 is transmitted to the motor generator 73 while the power of the engine 2 can be prevented from being transmitted to the drive wheels 55 and 56, a clutch may be provided at another position.

FIG. 4 shows a configuration example of such a modification of the present embodiment.
As shown in FIG. 4, in this example, the hybrid vehicle 1 is configured to rotationally drive the motor generator 73 by the rotation of the output shaft 22. That is, the hybrid vehicle 1 is configured to rotationally drive the motor generator 73 through the gear train 46 from the end of the output shaft 22 opposite to the end where the output gear 39 is provided. Here, the gear train 46 includes a gear 47 that is fixed to the opposite end of the output shaft 22, and a motor-side gear 71 that meshes with the gear 47 and is provided on the rotating shaft 72 of the motor generator 73. Consists of.

  In the case of such a configuration, the hybrid vehicle 1 has the second clutch 66 between the output end side of the output shaft 22 (in the vicinity of the output gear 39), that is, between the gear 47 and the output gear 39 in the output shaft 22. . The hybrid vehicle 1 includes a clutch actuator 67 that intermittently operates the second clutch 66 and a clutch control unit 65 that controls driving of the clutch actuator 67, as in the above-described embodiment.

As a result, in the hybrid vehicle 1, as in the process of the above-described embodiment, when the electric power is generated by the motor generator 73 rotated by the engine 2 when the vehicle is stopped, the output shaft is set by disengaging the second clutch 66. The rotation of 22 prevents the driving force from being transmitted to the differential device 50.
With such a configuration, the motor generator 73 is a gear fixed to the output shaft 22, and the transmission path and power are transmitted via the motor-side gear 71 that meshes with a gear 47 different from the output gear 39. Even in the configuration in which transmission / reception can be performed, a simple configuration in which the clutch 66 is disposed between the output gear 39 and the gear 47 on the output shaft 22, that is, for example, design change of an existing transmission structure is minimized. Thus, the power of the engine 2 can be prevented from being transmitted to the drive wheels 55 and 56 while generating power when the vehicle is stopped.

Further, in the modification of the present embodiment, the motor generator 73 is disposed in the space around the output shaft 22 so that power can be generated when the vehicle is stopped while using the existing transmission.
Further, in the modified example of the present embodiment, the drive loss can be reduced because the differential gear 50 does not rotate during power generation as compared with the above-described embodiment.
In the present embodiment, an intermediate shaft may be added between the input shaft 21 and the output shaft 22, and the motor generator 73 may be arranged so that power can be transferred to the input shaft 21 or the intermediate shaft.

In the present embodiment, when the motor generator 73 is arranged so as to be able to transmit and receive power to the input shaft 21, the intermediate shaft, or the output shaft 22, the drive path between the output shaft 22 and the differential device 50. A second clutch may be provided.
In the present embodiment, the brake (brake by a brake pedal or parking brake) may be forcibly turned on when generating power while the vehicle is stopped. That is, for example, in the hybrid vehicle 1, even when the brake is not turned on by the driver in the processing of FIG. 3, the brake is forcibly turned on (for example, the wheel cylinder is turned on or the parking brake gear is locked) to generate power. To start. Then, in the hybrid vehicle 1, such forced braking is turned off when the power generation is finished or the accelerator pedal is turned on.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 2 engine, 4 1st clutch, 20 Automatic transmission (AMT), 21 Input shaft, 22 Output shaft, 23, 24, 25, 26 Transmission gear train, 39 Output gear, 41, 42 Synchronizer, 50 Differential device, 52 Ring gear, 53, 54 Drive shaft, 55, 56 Drive wheel, 61 Drive shaft intermittent clutch (second clutch)

Claims (5)

An input shaft to which engine power is input via the first clutch, an output shaft that is disposed opposite to the input shaft and outputs the power to the drive wheels, and the power of the input shaft is changed at different speed ratios to change the power A transmission having a transmission mechanism for transmitting to the output shaft, a differential device for transmitting power output from the output shaft to a drive shaft to which drive wheels are connected, and from the input shaft via the output shaft A power generator arranged to be able to transmit and receive power in the middle of the power transmission path reaching the drive shaft, and a motor generator for generating power by the power of the engine transmitted through the transmission path. In a hybrid vehicle drive device having
A hybrid vehicle comprising: a second clutch that enables disconnecting a path for transmitting power from the drive shaft to the drive wheels with respect to a path for transmitting power of the engine to the motor generator in the transmission path. Drive device. The motor generator is capable of transmitting and receiving power through a gear meshing with a ring gear of the differential device to which power output from the output shaft is transmitted.
The drive device for a hybrid vehicle according to claim 1, wherein the second clutch is disposed on the drive shaft. The motor generator is a gear fixed to the output shaft and is capable of transmitting and receiving power to and from the transmission path via a gear different from an output gear that outputs power to the differential device.
2. The drive device for a hybrid vehicle according to claim 1, wherein the second clutch is disposed on the output shaft between the output gear and the another gear.   4. The hybrid vehicle drive device according to claim 1, wherein the second clutch is disengaged when the vehicle is stopped. 5. A hybrid vehicle comprising the hybrid vehicle drive device according to any one of claims 1 to 4.

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