JP2019059327A - Power unit for hybrid vehicle - Google Patents

Abstract

To provide a power unit for a hybrid vehicle capable of expanding a range enabling traveling in a parallel HEV traveling mode (speed range where an engine can be used) in a simpler and inexpensive manner.SOLUTION: An HEV-CU 80 for integrally controlling a power unit 1 for a hybrid vehicle connects a first spline 31 and a second spline 32 in a series HEV traveling mode, connects the first spline 31, the second spline 32 and a third spline 33 in a parallel HEV traveling mode, connects the second spline 32 and the third spline 33 in an EV traveling mode, and switches a connection destination of a fifth spline 35 between a fourth spline 34 (first gear pair 26) and a sixth spline 36 (second gear pair 29) in accordance with vehicle speed in the state where the first spline 31, the second spline 32 and the third spline 33 are connected (that is, the parallel HEV traveling mode).SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power unit of a hybrid vehicle including an engine and a motor generator (electric motor) as a driving power source.

  BACKGROUND In recent years, a hybrid vehicle (HEV) that can effectively improve the fuel consumption rate (fuel consumption) of a vehicle by using an engine and a motor generator (electric motor) in combination has been widely put to practical use. By the way, as such hybrid vehicles, various types such as series HEVs, parallel HEVs, strong HEVs and mild HEVs have conventionally been used depending on, for example, the number of motor generators and how to combine or switch between engines and motor generators. The formal ones have been proposed and developed.

  Here, Patent Document 1 includes a series HEV running function that includes an engine, a motor, and a generator, and drives the motor with electric power generated by the engine (generator), and drives the vehicle using both the engine and the motor. There is disclosed a hybrid vehicle having a parallel HEV running function and an EV running function of stopping the engine and running only with a motor.

  More specifically, the hybrid vehicle described in Patent Document 1 separately transmits the power of the engine and the motor (motor) to the output shaft on the drive wheel side, and also transmits the power of the engine to the generator (generator). It has a transaxle. The transaxle includes a first path for power transmission from the engine to the drive wheels, a second path for power transmission from the motor to the drive wheels, and a third path for power transmission from the engine to the generator. It is provided. An engine and a motor are connected in parallel to the drive wheel via a transaxle. In addition, the generator and drive wheels are connected in parallel to the engine via a transaxle.

  A hydraulic clutch for connecting and disconnecting the power transmission is interposed in the middle of the first path described above. The hydraulic clutch is connected when the traveling speed of the vehicle is equal to or higher than a predetermined vehicle speed (during high speed traveling). The engine is driven when the clutch is engaged, and the driving force is transmitted to the drive wheels via the first path (parallel HEV travel). On the other hand, when the traveling speed of the vehicle is less than the predetermined vehicle speed (during medium and low speed traveling), the clutch is disconnected and the engine is disconnected.

  The motor has a function (a parallel HEV running function) for assisting the driving force of the engine and a power running function (EV running function). When starting the vehicle or traveling at low speed with the clutch disconnected, the vehicle travels with only the driving force of the motor (EV travel function). In addition, when the traveling speed of the vehicle reaches a predetermined vehicle speed or more (during high speed traveling), the driving force of the motor is added to the driving force of the engine according to the traveling state (parallel HEV traveling). As described above, the third path is a power transmission path connecting the crankshaft of the engine and the rotating shaft of the generator, and the power at engine start and the power at the time of power generation by the engine (during series HEV travel) Responsible for communication.

  As described above, the hybrid vehicle described in Patent Document 1 uses both the engine and the motor as a driving force source, while using the engine as a driving force source and a series HEV running function that causes the generator to generate electric power using the engine output of the engine. It has a parallel HEV running function to run and an EV running function to run using a motor as a driving power source while the engine is stopped.

JP, 2013-180680, A

  As described above, in the hybrid vehicle described in Patent Document 1, the clutch is engaged and the engine is operated at the time of high speed traveling, and parallel HEV travel is performed by the driving force of the engine and the driving force of the motor. However, in this hybrid vehicle, during parallel HEV travel, the engine and the axle are directly connected via the clutch, so parallel HEV travel can be performed only when traveling at high speeds above a predetermined speed (that is, engine rotation is maintained). You can only use the engine in the high speed area where you can On the other hand, if a separate transmission is provided to widen the parallel HEV travel mode area (i.e., the engine operation area), the system becomes complicated and the weight increases, and the cost also increases.

  The present invention has been made to solve the above problems, and is a power unit of a hybrid vehicle including an engine and two motor generators and having a series HEV drive mode, a parallel HEV drive mode, and an EV drive mode. In the power unit of the hybrid vehicle, it is possible to extend the range (speed range in which the engine can be used) which can be driven in the parallel HEV running mode more simply and at low cost.

  A power unit of a hybrid vehicle according to the present invention is a power unit of a hybrid vehicle including an engine, a first motor generator, and a second motor generator, and a first spline connected with an output shaft of the engine so as to be capable of transmitting torque. A second spline connected in a torque transmittable manner with the rotational shaft of the first motor generator, a third spline coaxially arranged with the first spline and the second spline, and a driving wheel The fourth spline provided on the first gear pair connected to the torque transmitting axle with torque transmitting axles, the fifth spline connected to the third spline, and a gear ratio different from that of the first gear pair are set. Sixth spline provided on the second gear pair connected in a torque transmittable manner with the axle, and first spline and second spline A first sleeve that has splines that can be fitted to the third spline, and switches the connection state of the first spline, the second spline, and the third spline according to the position, a fourth spline, a fifth spline, A second sleeve having a spline formed to be engageable with the sixth spline, and switching the connection destination of the fifth spline between the fourth spline and the sixth spline according to the position, and a first sleeve And an actuator for sliding the second sleeve, and control means for controlling the drive of the actuator, the control means connecting the first spline and the second spline in the series HEV travel mode, and in the parallel HEV travel mode Connect the 1st spline, the 2nd spline, and the 3rd spline, and in the EV travel mode, make the 2nd spline and the 3rd spline Control the actuator so as to connect with the first spline, the second spline, and the third spline in parallel HEV travel mode, the fifth spline connection destination according to the speed of the vehicle, The actuator is controlled to switch between the 4 spline and the 6 spline.

  According to the power unit of the hybrid vehicle of the present invention, the first spline and the second spline are connected in the series HEV travel mode, and the first spline, the second spline, and the third spline are connected in the parallel HEV travel mode, The actuator is controlled such that the second spline and the third spline are connected in the EV travel mode, and the vehicle is in the parallel HEV travel mode in which the first spline, the second spline, and the third spline are connected. The actuator is controlled such that the connection destination of the fifth spline is switched between the fourth spline (first gear pair) and the sixth spline (second gear pair) according to the speed (vehicle speed) . That is, in the parallel HEV travel mode state, the torque transmission path between the third spline (the fifth spline) and the axle is between the fourth spline (the first gear pair) and the sixth spline (the second gear pair). Can be switched by Here, the first gear pair (gear train) and the second gear pair (gear train) are set to different gear ratios. Therefore, for example, the parallel HEV travel region can be expanded by switching the gear pair used at the time of high-speed traveling and middle / low speed traveling. Also, in this case, the parallel HEV travel area can be expanded with two gear pairs, that is, a relatively simple and low-cost configuration. As a result, it is possible to extend the range (the speed range in which the engine can be used) in which the vehicle can travel in the parallel HEV travel mode more simply and at lower cost (without increasing friction).

  In the power unit of the hybrid vehicle according to the present invention, the gear ratio from the fourth spline to the axle in the first gear pair is set to a high gear as compared to the gear ratio from the sixth spline to the axle in the second gear pair. Preferably, the control device controls the actuator to connect the fifth spline and the sixth spline in the EV travel mode.

  In this case, the gear ratio from the fourth spline of the first gear pair (gear train) to the axle is set to a gear higher than the gear ratio from the sixth spline of the second gear pair (gear train) to the axle For example, by using the first gear pair on the high gear side at high speed traveling and using the second gear pair on the low gear side at middle and low speed traveling, it becomes possible to expand the parallel HEV travel region. Further, the second gear pair on the low gear side can be used in the EV travel mode.

  In the power unit of the hybrid vehicle according to the present invention, the first sleeve and the second sleeve are gripped by a single shift fork, and the actuator drives the shift fork to integrate the first sleeve and the second sleeve. It is preferable to make it slide.

  In this case, the first sleeve and the second sleeve are gripped by a single shift fork, and the actuator drives the shift fork so that the first sleeve and the second sleeve slide together (simultaneously) Be done. Therefore, the drive mechanism of the first sleeve and the second sleeve can be configured more simply. Therefore, it is possible to reduce the weight and cost of the system.

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches the connection destination of the fifth spline between the fourth spline and the sixth spline, the fifth spline is in the neutral state and the fifth spline While in the neutral state, the rotational speed of the engine is adjusted to a rotational speed at which the second sleeve and the fourth spline or the sixth spline can be fitted, and then the actuator is driven to generate the fifth spline It is preferable to switch the connection destination between the fourth spline and the sixth spline.

  In this case, when the connection destination of the fifth spline is switched between the fourth spline and the sixth spline, the fifth spline is temporarily brought into the neutral state (neutral state) and the fifth spline is in the neutral state While in the (neutral state), the number of rotations of the engine (or the first motor / generator) is adjusted to the number of rotations that can be fitted with the second sleeve and the fourth spline or the sixth spline (rotation The numbers are matched). Then, after that, the actuator is driven, and the connection destination of the fifth spline is switched between the fourth spline and the sixth spline. Therefore, it is possible to switch the connection destination (high gear and low gear) of the fifth spline while reducing the switching shock.

  In the power unit of the hybrid vehicle according to the present invention, the first spline to the sixth spline, and the first and second sleeves are coaxially disposed, and the first sleeve is the first spline and the second spline. The third sleeve is axially slidable on the outer periphery of the third spline, and the second sleeve is axially slidable on the outer periphery of the fourth spline, the fifth spline, and the sixth spline. Is preferred.

  In this case, the first spline, the second spline, the third spline, and the first sleeve are coaxially disposed, and the first sleeve is disposed on the outer periphery of the first spline, the second spline, and the third spline, It is axially slidable. That is, the first dog clutch is constituted by the spline formed on the first sleeve, the first spline, the second spline, and the third spline, and the first dog is engaged by axially moving the first sleeve. · Series HEV running mode, parallel HEV running mode, EV running by switching the released state (that is, the fitted state between the spline formed on the first sleeve and the first spline, the second spline, and the third spline) The mode can be switched. Similarly, the fourth spline, the fifth spline, the sixth spline, and the second sleeve are coaxially disposed, and the second sleeve is disposed on the outer periphery of the fourth spline, the fifth spline, and the sixth spline, It is axially slidable. That is, the second dog clutch is constituted by the spline formed on the second sleeve, the fourth spline, the fifth spline, and the sixth spline, and the second dog is engaged by axially moving the second sleeve. · The connection destination of the fifth spline in the parallel HEV travel mode by switching the released state (that is, the fitted state of the spline formed in the second sleeve, and the fourth spline, the fifth spline, and the sixth spline) Can be switched between the fourth spline (first gear pair) and the sixth spline (second gear pair) (that is, the gear ratio can be switched).

  In the power unit of the hybrid vehicle according to the present invention, the first to third splines and the fourth to sixth splines are outer splines that can rotate relative to each other, and the first sleeve is the first spline or the second spline. The spline is formed in a cylindrical shape that can be externally fitted to the third spline, and an inner spline extending in the axial direction is formed along the inner circumferential surface, and the second sleeve is a fourth spline, a fifth spline, a sixth spline Preferably, it is formed in a cylindrical shape that can be externally fitted, and an inner spline is formed extending axially along the inner peripheral surface.

  In this case, each of the first spline, the second spline, and the third spline is an external spline that can rotate relative to one another, and the first sleeve can have a cylindrical shape that can be externally fitted to the first spline, the second spline, and the third spline. And an axially extending inner spline is formed on the inner circumferential surface thereof. Therefore, a dog clutch capable of connecting and disconnecting three elements (that is, with a relatively simple configuration) is configured by the inner spline formed on the cylindrical first sleeve and the first spline, the second spline and the third spline consisting of the outer spline. can do. Similarly, each of the fourth spline, the fifth spline, and the sixth spline is an external spline rotatable relative to one another, and the second sleeve is a cylindrical shape that can be externally fitted to the fourth spline, the fifth spline, and the sixth spline. And an axially extending inner spline is formed on the inner circumferential surface thereof. Therefore, by the inner spline formed on the cylindrical second sleeve, and the fourth spline, the fifth spline and the sixth spline consisting of the outer spline (that is, with a relatively simple configuration), the first gear pair and the second gear pair And a switchable (selectable) dog clutch can be configured.

  Further, in the power unit of the hybrid vehicle according to the present invention, the total gear ratio of the transmission path of the torque transmitted from the second motor generator to the axle is greater than the total gear ratio of the transmission path of the torque transmitted from the engine to the axle It is preferable that the low gear be set.

  Generally, the electric motor can be used at a higher speed than the engine. In this case, the total gear ratio of the transmission path of the torque transmitted from the second motor generator to the axle (drive wheel) is lower than the total gear ratio of the transmission path of the torque transmitted from the engine to the axle (drive wheel). It is set to. Therefore, each of the engine and the second motor generator can be operated efficiently.

  According to the present invention, in the power unit of a hybrid vehicle having an engine and two motor generators and having a series HEV drive mode, a parallel HEV drive mode, and an EV drive mode, the parallel HEV drive can be performed more simply and at low cost. It is possible to expand the range in which the vehicle can travel in the mode (speed range in which the engine can be used).

1 is a skeleton diagram showing a configuration of a power unit of a hybrid vehicle according to an embodiment and a block diagram showing a configuration of a control system thereof. It is a figure which shows the torque transmission path (thick line) via the dog clutch in series HEV driving mode. FIG. 7 is a diagram showing a torque transmission path (thick line) via a dog clutch in the parallel HEV travel mode (high gear). FIG. 7 is a diagram showing a torque transmission path (thick line) via a dog clutch in a parallel HEV travel mode (during low gear). It is a figure which shows the torque transmission path (thick line) via the dog clutch in EV driving mode.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals are used for the same or corresponding parts. Further, in the respective drawings, the same elements are denoted by the same reference numerals, and duplicate explanations will be omitted.

  First, the configuration of the power unit 1 of the hybrid vehicle according to the embodiment will be described with reference to FIG. FIG. 1 is a skeleton diagram showing a configuration of a power unit 1 of a hybrid vehicle and a block diagram showing a configuration of a control system thereof.

  The hybrid vehicle includes an engine 10, a first motor generator 21 and a second motor generator 22 as a driving force source of the vehicle. The engine 10 may be of any type, but for example, an engine or the like in which thermal efficiency is improved by increasing the compression ratio by a high expansion ratio cycle is preferably used. The engine 10 is controlled by an engine control unit (hereinafter referred to as "ECU") 81.

  Connected to the ECU 81 are various sensors such as a crank angle sensor 96 for detecting the rotational position (engine speed) of the crankshaft. The ECU 81 controls the fuel injection amount, the ignition timing, the electronically controlled throttle valve, etc. based on the acquired various information and control information from the hybrid vehicle / control unit (hereinafter referred to as "HEV-CU") 80 described later. The engine 10 is controlled by controlling various devices. Further, the ECU 81 transmits various information such as the engine speed to the HEV-CU 80 via a CAN (Controller Area Network) 100.

  An output shaft 12 is connected to a crankshaft 10 a (corresponding to an output shaft described in the claims) of the engine 10 via a flywheel damper 11 that absorbs rotational fluctuation of the engine 10. A first spline 31 is formed on the outer peripheral surface of the end of the output shaft 12. That is, the crankshaft 10 a of the engine 10 is connected to the first spline 31 so as to be able to transmit torque via the flywheel damper 11 and the output shaft 12.

  The first motor generator 21 and the second motor generator 22 have both a function as a motor for converting supplied electric power to mechanical power and a function as a generator for converting input mechanical power to electric power. It is configured as a synchronous generator motor. That is, each of the first motor generator 21 and the second motor generator 22 operates as a motor that generates a driving torque when the vehicle is driven, and operates as a generator during regeneration. The first motor generator 21 mainly operates as a generator, and the second motor generator 22 mainly operates as a motor.

  The rotation shaft (input / output shaft) 21a of the first motor generator 21 is connected to the output shaft 24 via a pair of gears 23 (drive gear 23a and driven gear 23b). A second spline 32 is formed on the outer peripheral surface of the end of the output shaft 24. That is, the rotary shaft 21 a of the first motor generator 21 is connected to the second spline 32 so as to be capable of transmitting torque via the gear 23 and the output shaft 24.

  A third spline 33 is disposed coaxially with the first spline 31 and the second spline 32. The third spline 33 is formed on the outer peripheral surface of one end of the output shaft 27 rotatably supported. The output shaft 27 is hollow, and a fifth spline 35 is formed on the outer periphery of the other end. That is, the third spline 33 and the fifth spline 35 are connected via the output shaft 27. The above-described output shaft 24 is rotatably disposed in the hollow portion (internal space) of the output shaft 27.

  The rotation shaft (input / output shaft) 22a of the second motor generator 22 is connected to the front drive shaft (front wheel output shaft) 40 via a pair of gears 25 (drive gear 25a and driven gear 25b). The front drive shaft 40 is connected in parallel with a first gear pair 26 formed of a pair of gears and a second gear pair 29.

  More specifically, a driven gear 26b constituting a first gear pair 26 (gear train) is attached to the front drive shaft 40, and a fourth spline 34 is mounted on a drive gear 26a (gear cone) meshing with the driven gear 26b. Is provided. Similarly, a driven gear 29b constituting a second gear pair 29 (gear train) is attached to the front drive shaft 40, and a sixth spline 36 is provided on a drive gear 29a (gear cone) meshing with the driven gear 29b. ing. The gear ratio of the first gear pair 26 and the gear ratio of the second gear pair 29 are set to be different from each other. In this embodiment, the gear ratio of the first gear pair 26 (the gear ratio from the fourth spline 34 to the front drive shaft 40) when viewed from the engine 10 side (the first motor / generator 21 side) The gear ratio is set to be higher (smaller gear ratio) than the gear ratio of 29 (the gear ratio from the sixth spline 36 to the front drive shaft 40).

  The fifth spline 35 described above is provided coaxially between the fourth spline 34 and the sixth spline 36.

  A front drive shaft 40 (corresponding to an axle) transmits torque between a front differential (front differential) 42 connected to a front wheel (corresponding to a driving wheel). That is, the front wheels are connected in a torque transmittable manner to the second motor generator 22 via the front drive shaft 40 and the gear 25, and the front drive shaft 40, the first gear pair 26 / the second gear pair 29, and The third spline 33 is connected to be able to transmit torque via the output shaft 27.

  Thus, the torque of the second motor generator 22 or the like transmitted to the front drive shaft 40 is transmitted to the front differential (front differential) 42. The front differential 42 is, for example, a bevel gear differential. The torque from the front differential 42 is transmitted to the left front wheel (not shown) via the left front wheel drive shaft, and is also transmitted to the right front wheel (not shown) via the right front wheel drive shaft.

  Further, a propeller shaft (rear wheel output shaft) 60 is connected to the front drive shaft 40 via a pair of gears 28 (drive gear 28 a and driven gear 28 b). The propeller shaft 60 transmits torque with a rear differential (rear differential) 62 connected to a rear wheel (corresponding to a drive wheel).

  The propeller shaft 60 is provided with a transfer clutch 61 for adjusting the torque transmitted to the rear wheel side. The transfer clutch 61 controls the fastening force (i.e., the torque distribution ratio to the rear wheels) in accordance with the driving state of the four wheels (for example, the slip state of the front wheels) and the driving torque. Therefore, the torque of the second motor / generator 22 or the like transmitted to the propeller shaft 60 is distributed according to the fastening force of the transfer clutch 61 and is also transmitted to the rear wheel side.

  The torque transmitted to the propeller shaft 60 and adjusted (distributed) by the transfer clutch 61 is transmitted to the rear differential (rear differential) 62. A rear left wheel drive shaft and a right rear wheel drive shaft (not shown) are connected to the rear differential 62. The driving force from the rear differential 62 is transmitted to the left rear wheel (not shown) via the left rear wheel drive shaft and is also transmitted to the right rear wheel (not shown) via the right rear wheel drive shaft.

  As described above, each of the first spline 31, the second spline 32, and the third spline 33 has a shaft (the output shaft 12, the output shaft 24, the output shaft 27) (or a hub attached to the shaft) that can rotate relative to each other. Is an outer spline formed on the outer periphery of. The first spline 31 (output shaft 12), the second spline 32 (output shaft 24), and the third spline 33 (output shaft 27) are coaxially arranged.

  Similarly, each of the fourth spline 34, the fifth spline 35, and the sixth spline 36 is an external spline formed on the outer periphery of the gears 26a and 29a (gear cone) and the output shaft 27 (hub) that can rotate relative to each other. The fourth spline 34, the fifth spline 35, and the sixth spline 36 are coaxially arranged with the first spline 31, the second spline 32, and the third spline 33.

  Then, on the outer periphery (outside) of the first spline 31, the second spline 32, and the third spline 33, a spline 371a that can be fitted with the first spline 31, the second spline 32, and the third spline 33 is provided. The first sleeve 371 is provided to switch the connection state of the first spline 31, the second spline 32, and the third spline 33 in accordance with the position of the spline 371a. That is, the first dog clutch 301 is configured by the first spline 31, the second spline 32, the third spline 33, and the first sleeve 371.

  Here, the first sleeve 371 is formed in a cylindrical shape that can be externally fitted to the first spline 31, the second spline 32, and the third spline 33, and an inner spline 371a extending in the axial direction along the inner circumferential surface is formed. ing. That is, the first sleeve 371 is provided slidably (movable) in the axial direction on the outer circumferences of the first spline 31, the second spline 32, and the third spline 33.

  Similarly, on the outer periphery (outside) of the fourth spline 34, the fifth spline 35, and the sixth spline 36, a spline 372a that can be fitted to the fourth spline 34, the fifth spline 35, and the sixth spline 36. The second sleeve 372 is provided to switch the connection destination of the fifth spline 35 between the fourth spline 34 and the sixth spline 36 in accordance with the position of the spline 372a. That is, the fourth dog 34, the fifth spline 35, the sixth spline 36, and the second sleeve 372 constitute a second dog clutch 302. The first dog clutch 301 and the second dog clutch 302 constitute a dog clutch 30.

  Here, the second sleeve 372 is formed in a cylindrical shape that can be externally fitted to the fourth spline 34, the fifth spline 35, and the sixth spline 36, and an inner spline 372a extending in the axial direction is formed along the inner circumferential surface. ing. The second sleeve 372 is axially slidably provided (movable) on the outer periphery of the fourth spline 34, the fifth spline 35, and the sixth spline 36 while always fitting to the fifth spline 35. There is.

  The first sleeve 371 and the second sleeve 372 are slid by the actuator 75. The actuator 75 moves the first sleeve 371 to switch the connection state of the first spline 31, the second spline 32, and the third spline 33, thereby achieving series HEV travel mode, parallel HEV travel mode, and EV travel mode. Switch. The actuator 75 moves the first sleeve 371 and connects the first spline 31 and the second spline 32 when in the series HEV travel mode, and when in the parallel HEV travel mode, the first spline 31, the second spline 32, and the third The splines 33 are connected, and in the EV travel mode, the second splines 32 and the third splines 33 are connected.

  At the same time, the actuator 75 moves the second sleeve 372 in a state in which the first spline 31, the second spline 32, and the third spline 33 are connected (parallel HEV travel mode), and the connection destination of the fifth spline 35 Are switched between the fourth spline 34 and the sixth spline 36. That is, the torque transmission path between the third spline 33 (fifth spline 35) and the axle (front drive shaft 40) is formed between the first gear pair 26 (high gear) and the second gear pair 29 (low gear). Switch to one another.

  More specifically, in the first sleeve 371 and the second sleeve 372, a single shift fork 39 having an U-shaped cross section in the axial direction is engaged with an annular groove formed on the outer periphery of each of the first sleeve 371 and the second sleeve 372 And is moved integrally (cooperatively) with the movement of the shift fork 39 in the axial direction. The actuator 75 is connected to the shift fork 39, and the shift fork 39 (i.e., the first sleeve 371 and the second sleeve 372) is axially moved by the actuator 75, and the travel mode and the parallel HEV travel mode as described above. The gear ratio of the hour is switched. As the actuator 75, for example, an electric motor or the like is suitably used. The actuator 75 is driven and controlled by the HEV-CU 80 described later.

  Here, the total gear ratio of the transmission path of the torque transmitted from the second motor generator 22 to the axle (front drive shaft 40) is the first spline 31, the first sleeve 371, the third spline 33, and the fifth spline 35. , The second gear 372, and the fourth gear 34 / sixth spline 36, it is set to a lower gear than the total gear ratio of the transmission path of the torque transmitted from the engine 10 to the axle (front drive shaft 40) There is.

  Further, a power supply system for supplying power to the actuator 75 is a double system. More specifically, the power supply system steps down to 12 V from the high voltage battery 70 of about several hundreds of V that supplies power to the first motor generator 21 and the second motor generator 22 via the DC / DC converter 71. System having a first power supply path 73 for supplying the output power and a second power supply path 74 for supplying power from the low voltage battery 72 whose output terminal voltage is lower than the high voltage battery 70 (eg 12V) It is assumed. Then, when an abnormality (fail) occurs in any one of the first power supply path 73 and the second power supply path 74 (for example, the second power supply path 74) (for example, when a disconnection occurs) ) Is configured to be supplied with power from the other power supply path (for example, the first power supply path 73) (ie, the power supply paths are switched).

  The engine 10, which is a driving power source of the vehicle, the second motor generator 22, and the first motor generator 21 are comprehensively controlled by the HEV-CU 80. The HEV-CU 80 also controls the drive of the actuator 75 (the first sleeve 371 and the second sleeve 372).

  The HEV-CU 80 is a microprocessor that performs computations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as computation results, and a backup RAM that retains the stored contents. And an input / output I / F.

  The HEV-CU 80 includes, for example, an accelerator pedal sensor 91 that detects the amount of depression of an accelerator pedal, a throttle opening degree sensor 92 that detects the opening degree of the throttle valve, and a G sensor (acceleration sensor that detects the longitudinal and lateral acceleration of the vehicle 93, a vehicle speed sensor 94 for detecting the speed of the wheels, a rotation speed sensor 95 for detecting the rotation speed of the front drive shaft 40, a resolver 97 for detecting the rotation position (rotation speed) of the first motor generator 21 Various sensors including a resolver 98 for detecting the rotational position (rotational speed) of the 2-motor generator 22 are connected. In addition, the HEV-CU 80 mutually interacts with the ECU 81 that controls the engine 10 via the CAN 100, the vehicle dynamic control unit (hereinafter referred to as "VDCU") 85, etc. that improves the running stability by suppressing the side slip of the vehicle. It is communicably connected to The HEV-CU 80 receives, for example, various information such as the engine speed and the brake operation amount from the ECU 81 and the VDCU 85 via the CAN 100.

  The HEV-CU 80 comprehensively controls the driving of the engine 10, the second motor generator 22, and the first motor generator 21 based on the acquired various information, and an actuator 75 (first sleeve 371). The drive mode is switched between the series HEV drive mode, the parallel HEV drive mode (low gear or high gear), and the EV drive mode. The HEV-CU 80 requests the engine 10 based on, for example, the accelerator pedal opening (driver's requested driving force), the operating state of the vehicle, the state of charge (SOC) of the high voltage battery 70, and the BSFC of the engine 10 An output and a torque command value of the second motor generator 22 and the first motor generator 21 are obtained and output, and a drive command value (control target value) of the actuator 75 is output.

  The ECU 81 adjusts, for example, the opening degree of the electronically controlled throttle valve based on the above-mentioned required output. Further, a power control unit (hereinafter referred to as "PCU") 82 drives the second motor generator 22 and the first motor generator 21 via the inverter 82a based on the torque command value. Here, the inverter 82 a converts the DC power of the high voltage battery 70 into three-phase AC power and supplies it to the second motor generator 22 and the first motor generator 21. On the other hand, the inverter 82a converts the alternating voltage generated by the second motor generator 22 (and / or the first motor generator 21) into a direct current voltage and charges the high voltage battery 70 during regeneration or the like.

  The HEV-CU 80 drives the actuator 75 (the first sleeve 371 and the second sleeve 372) to switch the traveling mode between the series HEV traveling mode, the parallel HEV traveling mode, and the EV traveling mode, as well as the series HEV traveling mode A switching control unit 80a is functionally provided to switch the current gear (low gear / high gear). In the HEV-CU 80, the program stored in the ROM or the like is executed by the microprocessor to realize the function of the switching control unit 80a. The switching control unit 80a functions as a control unit described in the claims.

  The switching control unit 80a performs switching control of the traveling mode mainly based on the required driving force and the vehicle speed. More specifically, for example, at the time of start or the like, the switching control unit 80a selects the EV travel mode in which the engine is stopped and the vehicle is driven by the driving power of the first motor / generator 21 and / or the second motor / generator 22. Do. In addition, the switching control unit 80a uses the electric power generated by the first motor / generator 21 when the vehicle is traveling at a low speed (during low load traveling) or when the SOC of the high voltage battery 70 is reduced. The series HEV drive mode is selected to drive by driving the generator 22. Furthermore, the parallel HEV travel mode in which the switching control unit 80a travels by the driving force of the first motor / generator 21 and / or the second motor / generator 22 and the driving force of the engine 10 according to the required driving force or vehicle speed. Choose

  When selecting the series HEV travel mode, the switching control unit 80a controls (drives) the actuator 75 (first sleeve 371) so as to connect the first spline 31 and the second spline 32. Further, when selecting the parallel HEV travel mode, the switching control unit 80a controls (drives) the actuator 75 (first sleeve 371) so as to connect the first spline 31, the second spline 32, and the third spline 33. Do. Furthermore, when selecting the EV travel mode, the switching control unit 80a controls (drives) the actuator 75 (first sleeve 371) so as to connect the second spline 32 and the third spline 33.

  By being configured as described above, the power unit 1 of the hybrid vehicle according to the present embodiment stops the engine and travels by EV driving with the driving power of the first motor / generator 21 and / or the second motor / generator 22. Function, series HEV running function for driving by driving the second motor generator 22 using electric power generated by the first motor generator 21, driving power of the first motor generator 21 and / or the second motor generator 22 And a driving force of the engine 10 to perform a parallel HEV running function.

  Further, the switching control unit 80 a connects the first spline 31, the second spline 32, and the third spline 33 by the first sleeve 371 in order to widen the range (speed range in which the engine can be used) which can travel in the parallel HEV travel mode. In the state (i.e., in the parallel HEV travel mode), the connection destination of the fifth spline 35 is between the fourth spline 34 and the sixth spline 36 according to, for example, the required driving force and the vehicle speed (vehicle speed). The actuator 75 (second sleeve 372) is controlled to switch. More specifically, the switching control unit 80a switches the connection destination of the fifth spline 35 to the fourth spline 34 (high gear), for example, when the vehicle speed is relatively high (high speed travel region) and the required driving force is low. When the vehicle speed is relatively low (low speed travel region) and the required driving force is high, the connection destination of the fifth spline 35 is switched to the sixth spline 36 (low gear).

  Further, when switching the connection destination of the fifth spline 35 between the fourth spline 34 and the sixth spline 36 (ie, the fifth spline 35 and the fourth spline 34 are connected). When the fifth spline 35 and the sixth spline 36 are connected), the fifth spline 35 is temporarily brought into the neutral state (neutral state), and the fifth spline 35 is in the neutral state ( While in the neutral state), the rotational speed of the engine 10 (or the first motor generator 21) is set to a rotational speed at which the second sleeve 372 and the fourth spline 34 or the sixth spline 36 can be fitted. Adjust (adjust the rotation speed). After that (after adjusting the rotational speed), the actuator 75 is driven to connect the fifth spline 35 to the fourth spline 34 (first gear pair 26: high gear) or the sixth spline 36 (second gear). 29: Switch to low gear).

  Here, FIG. 2 shows a torque transmission path (indicated by a thick line) via the dog clutch 30 in the series HEV travel mode. Similarly, FIG. 3 shows a torque transmission path (indicated by a thick line) via the dog clutch 30 in the parallel HEV travel mode (high gear). Further, FIG. 4 shows a torque transmission path (indicated by a thick line) via the dog clutch 30 in the parallel HEV travel mode (during low gear). Furthermore, FIG. 5 shows a torque transmission path (indicated by a thick line) via the dog clutch 30 in the EV travel mode.

  As shown by thick lines in FIG. 2, in the series HEV running mode, the first sleeve 371 and the second sleeve 372 are slid in the left direction in the drawing (from the center position). The first spline 31 and the second spline 32 are connected by the first sleeve 371. That is, the engine 10 and the first motor generator 21 are connected via the first spline 31, the first sleeve 371, and the second spline 32. On the other hand, the second motor generator 22 is connected to an axle (front drive shaft 40 and propeller shaft 60). Therefore, the first motor generator 21 is driven by the engine 10 to operate as a generator, and the second motor generator 22 is driven by the electric power generated by the first motor generator 21 to drive the drive wheel (vehicle). Is driven. In this case, since the engine 10 and the first motor generator 21 are disconnected without using a hydraulic clutch, no drag loss of the clutch occurs. At the same time, the fourth spline 34 and the fifth spline 35 are connected by the second sleeve 372, and the first gear pair 26 (high gear) is selected. However, in the series HEV running mode, the first gear pair 26 does not participate in torque transmission.

  In the parallel HEV running mode (high gear), the first sleeve 371 is slid to the center left position and the second sleeve 372 is slid to the left position, as shown by the thick line in FIG. The second spline 32 and the third spline 33 are connected by the first sleeve 371. That is, the engine 10, the first motor generator 21, and the second motor generator 22 are connected to an axle (the front drive shaft 40 and the propeller shaft 60). Thus, the drive wheels (vehicles) are driven by the engine 10 and the second motor generator 22 and / or the first motor generator 21. In this case, since three elements (the first spline 31, the second spline 32, the third spline 33) are fastened without using the hydraulic clutch, the loss due to the hydraulic pressure (oil pump loss, sealing friction, etc.) Does not occur. At the same time, the fourth spline 34 and the fifth spline 35 are connected by the second sleeve 372, and the first gear pair 26 (high gear) is selected. Therefore, the driving torque of the engine 10 and the first motor generator 21 is transmitted to the front drive shaft 40 via the first gear pair 26 (high gear).

  On the other hand, in the parallel HEV travel mode (in the low gear), as shown by the thick line in FIG. 4, the first sleeve 371 is slid to the center right position and the second sleeve 372 is moved to the right position. Then, the first spline 31, the second spline 32, and the third spline 33 are connected by the first sleeve 371. That is, the engine 10, the first motor generator 21, and the second motor generator 22 are connected to an axle (the front drive shaft 40 and the propeller shaft 60). Thus, the drive wheels (vehicles) are driven by the engine 10 and the second motor generator 22 and / or the first motor generator 21. At the same time, the fifth spline 35 and the sixth spline 36 are connected by the second sleeve 372, and the second gear pair 29 (low gear) is selected. Therefore, the driving torque of the engine 10 and the first motor generator 21 is transmitted to the front drive shaft 40 via the second gear pair 29 (low gear).

  In the EV travel mode, as indicated by a thick line in FIG. 4, the first sleeve 371 is slid to the right in the drawing (from the center position), and the second sleeve 372 is slid to the right position. Then, the second spline 32 and the third spline 33 are connected by the first sleeve 371. That is, the first motor generator 21 and the second motor generator 22 and an axle (the front drive shaft 40 and the propeller shaft 60) are connected. Thus, the drive wheel (vehicle) is driven by the second motor generator 22 and / or the first motor generator 21. In this case, since the engine 10 is shut off without using the hydraulic clutch, a drag loss of the clutch does not occur. Further, in addition to the second motor / generator 22, the first motor / generator 21 can also be used for EV driving, so that strong EV travel becomes possible. At the same time, the fifth spline 35 and the sixth spline 36 are connected by the second sleeve 372, and the second gear pair 29 (low gear) is selected. Thus, the drive torque of the first motor generator 21 is transmitted to the front drive shaft 40 via the second gear pair 29 (low gear).

  As described above in detail, according to the present embodiment, the first dog clutch 301 is configured by the spline 371a formed on the first sleeve 371, the first spline 31, the second spline 32, and the third spline 33. Switching the engagement / disengagement state of the first dog clutch 301 (that is, the engagement state between the spline 371 a formed on the first sleeve 371 and the first spline 31, the second spline 32, and the third spline 33). Thus, the series HEV drive mode, the parallel HEV drive mode, and the EV drive mode are switched. Therefore, during the EV travel where the engine 10 is disconnected (the first spline 31 is disconnected) for traveling, no drag loss such as that of a hydraulic clutch occurs. In addition, since the second spline 32 and the third spline 33 are connected and the fifth spline 35 and the sixth spline 36 are connected during EV traveling, the first motor / generator 21 and the second motor / generator Both can be used to drive the vehicle. As a result, drag loss can be eliminated (i.e., fuel efficiency can be improved) when the engine 10 is disconnected (when the clutch is released), and EV traveling is performed using two (all) motor generators 21 and 22 as driving power sources. In other words, it is possible to increase the driving force during EV travel, expand the EV travel area, improve drivability, and the like, without increasing the size of the second motor generator 22.

  Further, according to the present embodiment, in the parallel HEV travel mode in which the first spline 31, the second spline 32, and the third spline 33 are connected, the connection destination of the fifth spline 35 according to the required driving force and the vehicle speed. Is switched between the fourth spline 34 (first gear pair 26) and the sixth spline 36 (second gear pair 29). That is, in the parallel HEV travel mode state, the torque transmission path between the third spline 33 (fifth spline 35) and the axle (front drive shaft 40) is the same as the fourth spline 34 (first gear pair 26) and sixth It is possible to switch between the spline 36 (second gear pair 29). Here, the first gear pair 26 and the second gear pair 29 are set to different gear ratios. Therefore, for example, the parallel HEV travel region can be expanded by switching the gear pair used at the time of high-speed traveling and middle / low speed traveling. Also, in this case, the parallel HEV travel area can be expanded with two gear pairs, that is, a relatively simple and low-cost configuration. As a result, it is possible to extend the range (the speed range in which the engine can be used) in which the vehicle can travel in the parallel HEV travel mode more simply and at lower cost (without increasing friction).

  According to the present embodiment, the gear ratio from the fourth spline 34 of the first gear pair 26 (gear train) to the front drive shaft 40 is the same as that of the sixth spline 36 of the second gear pair 29 (gear train). The gear ratio is set to be higher than the gear ratio to 40. For example, by using the first gear pair 26 on the high gear side at high speed traveling and using the second gear pair 29 at the low gear side at medium and low speed traveling. , Parallel HEV can be expanded.

  According to the present embodiment, the first sleeve 371 and the second sleeve 372 are gripped by the single shift fork 39, and the shift fork 39 is driven by the actuator 75 (the switching control unit 80a). The first sleeve 371 and the second sleeve 372 slide integrally. Therefore, the drive mechanism of the first sleeve 371 and the second sleeve 372 can be configured more simply. Therefore, it is possible to achieve further weight reduction and cost reduction of the system.

  According to the present embodiment, when the connection destination of the fifth spline 35 is switched between the fourth spline 34 and the sixth spline 36, the fifth spline 35 is temporarily in the neutral state (neutral state). While the fifth spline 35 is in the neutral state (neutral state), the rotational speed of the engine 10 (or the first motor / generator 21) is the second sleeve 372 and the fourth spline 34 or the sixth spline. It is adjusted to the number of rotations that can be fitted with 36 (the number of rotations is adjusted). After that, the actuator 75 is driven, and the connection destination of the fifth spline 35 is switched between the fourth spline 34 and the sixth spline 36. Therefore, it is possible to switch the connection destination (the high gear and the low gear) of the fifth spline 35 while reducing the switching shock.

  According to the present embodiment, the first spline 31, the second spline 32, the third spline 33, and the first sleeve 371 are coaxially disposed, and the first sleeve 371 is the first spline 31, the second spline The outer periphery of the spline 32 and the third spline 33 is axially slidable. That is, the first dog clutch 301 is constituted by the spline 371a formed on the first sleeve 371, the first spline 31, the second spline 32, and the third spline 33, and the first sleeve 371 is moved in the axial direction. By switching the engaged / released state of the first dog clutch 301 (that is, the fitted state of the spline 371 a formed on the first sleeve 371 and the first spline 31, the second spline 32, and the third spline 33). , HEV running mode, parallel HEV running mode, EV running mode can be switched. Similarly, the fourth spline 34, the fifth spline 35, the sixth spline 36, and the second sleeve 372 are coaxially disposed, and the second sleeve 372 is the fourth spline 34, the fifth spline 35, the fifth The outer periphery of the six splines 36 is axially slidable. That is, the second dog clutch 302 is constituted by the spline 372a formed on the second sleeve 372, the fourth spline 34, the fifth spline 35, and the sixth spline 36, and the second sleeve 372 is moved in the axial direction. By switching the engaged / released state of the second dog clutch 302 (that is, the fitted state of the spline 372 formed on the second sleeve 372, and the fourth spline 34, the fifth spline 35, and the sixth spline 36). In the parallel HEV travel mode, the connection destination of the fifth spline 35 can be switched between the first gear pair 26 (fourth spline 34) and the second gear pair 29 (sixth spline 36) (ie, Can change gear ratio).

  Further, according to the present embodiment, each of the first spline 31, the second spline 32, and the third spline 33 is an external spline that can rotate relative to each other, and the first sleeve 371 is a first spline 31, a second spline. An inner spline 32 is formed in a cylindrical shape that can be externally fitted to the third spline 33, and an axially extending inner spline is formed on the inner circumferential surface thereof. Therefore, the three elements are interrupted by the inner spline 371a formed on the cylindrical first sleeve 371, and the first spline 31, the second spline 32, and the third spline 33 formed by the outer spline (that is, by a relatively simple configuration). A possible first dog clutch 301 can be configured. Similarly, the fourth spline 34, the fifth spline 35, and the sixth spline 36 are each an external spline that can rotate relative to one another, and the second sleeve 372 is a fourth spline 34, a fifth spline 35, and a sixth spline 36. And an inner spline 372a extending in the axial direction is formed on the inner peripheral surface of the cylinder. Therefore, by the inner spline 372a formed on the cylindrical second sleeve 372 and the fourth spline 34, the fifth spline 35 and the sixth spline 36 consisting of the outer spline (that is, with a relatively simple configuration), the first gear pair The second dog clutch 302 can be configured to be switchable (selectable) between the gear 26 and the second gear pair 29.

  According to this embodiment, the total gear ratio of the transmission path of the torque transmitted from the second motor generator 22 to the axle (front drive shaft 40) is transmitted from the engine 10 to the axle (front drive shaft 40) It is set to a lower gear than the total gear ratio of the transmission path. Therefore, each of the engine 10 and the second motor generator 22 can be operated efficiently.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, in the above embodiment, the engine 10 is started by the first motor generator 21. However, a starter (or a starter generator) for starting the engine 10 may be separately provided. Further, the configuration of the drive system configured of a plurality of gears and shafts is not limited to the above embodiment. For example, the arrangement of the first gear pair 26 (high gear) and the arrangement of the second gear pair 29 (low gear) are not limited to the above embodiment, and both may be interchanged (or reversed).

  In the above embodiment, an electric actuator is used as the actuator 75 for moving the first sleeve 371 and the second sleeve 372. However, instead of the electric actuator, for example, a hydraulic actuator may be used. The drive control of the actuator 75 (the first sleeve 371 and the second sleeve 372) may be performed by another ECU instead of the HEV-CU 80 (80B).

  In the above embodiment, although the present invention is applied to an AWD vehicle (all-wheel drive vehicle) as an example, the present invention can also be applied to, for example, a 2WD vehicle (FF vehicle or FR vehicle).

  In the above embodiment, the first spline 371 and the second spline 372 are gripped by the single shift fork 39, and the first spline 371 and the second spline 372 interlock (integrally) slide. However, the first spline 371 and the second spline 372 may be separately (independently) driven. With such a configuration, it is possible to switch between the high gear and the low gear even in the EV travel mode.

  In addition, between the first spline 31 and the second spline 32 and / or between the second spline 32 and the third spline 33, the first spline 31 and / or the third spline 33 and the first sleeve A synchronization mechanism may be provided to synchronize rotation with 371. Similarly, the fourth spline 34 and / or the sixth spline 36 and the second between the fourth spline 34 and the fifth spline 35 and / or the fifth spline 35 and the sixth spline 36. A synchronization mechanism that synchronizes the rotation with the sleeve 372 may be provided.

  In addition to the configuration described above, the torque from the fifth spline 35 is transmitted to the axle (front drive shaft 40) to the driven gear 26b constituting the first gear pair 26 and the driven gear 29b constituting the second gear pair 29. On the other hand, it may be configured to further include a one-way clutch that interrupts the torque from the axle (front drive shaft 40) without transmitting it to the fifth spline 35 (i.e., the engine 10 and the first motor generator 21 side). In this way, it is possible to adjust (control) the rotational speed of the first motor generator 21 to an arbitrary rotational speed lower than the rotational speed of the axle. That is, the rotation speed of the first spline 31 (engine 10) can be matched with the rotation speed of the second spline 32 (first motor / generator 21). As a result, by moving the sleeve 34 to connect the first spline 31 and the second spline 32, it is possible to smoothly restart the engine 10 even in the EV travel mode. Since the torque from the axle (front drive shaft 40) is transmitted to the second motor generator 22, the regeneration operation can be performed by the second motor generator 22.

1 hybrid vehicle power unit 10 engine 21 first motor generator 22 second motor generator 26 first gear pair (high gear)
29 Second gear pair (low gear)
Reference Signs List 30 dog clutch 301 first dog clutch 302 first spline 32 second spline 33 second spline 34 fourth spline 35 fifth spline 36 sixth spline 371 first sleeve 371 a spline 372 second sleeve 372 a spline 39 shift fork 40 Front drive shaft (front wheel output shaft)
42 front differential 60 propeller shaft (rear wheel output shaft)
61 Transfer Clutch 70 High Voltage Battery 71 DC-DC Converter 72 Low Voltage Battery 75 Actuator 80 HEV-CU
80a switching control unit 81 ECU
82 PCU
85 VDCU
91 accelerator pedal sensor 92 throttle opening sensor 93 G sensor (acceleration sensor)
94 Vehicle speed sensor (wheel speed sensor)
95 RPM sensor 100 CAN

Claims (7)

In a power unit of a hybrid vehicle comprising an engine, a first motor generator, and a second motor generator,
A first spline connected in torque transmission with an output shaft of the engine;
A second spline connected so as to be capable of transmitting a torque with the rotation shaft of the first motor generator;
A third spline arranged coaxially with the first spline and the second spline;
An axle for transmitting a torque between the drive wheels and a fourth spline provided on a first gear pair connected in a torque transmittable manner;
A fifth spline connected to the third spline,
A sixth spline provided on a second gear pair which is set to a gear ratio different from that of the first gear pair and is connected to the axle in a torque transmittable manner;
According to the position, the first spline, the second spline, and the third spline are connected according to the position of the first spline, the second spline, and the third spline. A first sleeve to switch,
The fourth spline, the fifth spline, and a spline formed to be engageable with the sixth spline, and the connection destination of the fifth spline is the fourth spline and the sixth spline according to the position. A second sleeve that switches between the spline and
An actuator for sliding the first sleeve and the second sleeve;
Control means for controlling the drive of the actuator;
The control means connects the first spline and the second spline in the series HEV running mode, connects the first spline, the second spline, and the third spline in the parallel HEV running mode, and performs EV running The actuator is controlled to connect the second spline and the third spline in the mode, and the vehicle is operated in the parallel HEV travel mode in which the first spline, the second spline, and the third spline are connected. And controlling the actuator so as to switch the connection destination of the fifth spline between the fourth spline and the sixth spline in accordance with the speed of the vehicle. The gear ratio from the fourth spline to the axle in the first gear pair is set to a high gear as compared to the gear ratio from the sixth spline to the axle in the second gear pair,
The power unit of a hybrid vehicle according to claim 1, wherein the control device controls the actuator so as to connect the fifth spline and the sixth spline in an EV travel mode. The first sleeve and the second sleeve are gripped by a single shift fork,
The power unit of a hybrid vehicle according to claim 1, wherein the actuator slides the first sleeve and the second sleeve integrally by driving the shift fork.   When switching the connection destination of the fifth spline between the fourth spline and the sixth spline, the control means brings the fifth spline into a neutral state, and the fifth spline becomes a neutral state. In the meantime, the rotational speed of the engine is adjusted to a rotational speed at which the second sleeve and the fourth spline or the sixth spline can be fitted, and then the actuator is driven to The power unit of a hybrid vehicle according to any one of claims 1 to 3, wherein connection destinations of five splines are switched between the fourth spline and the sixth spline. The first spline to the sixth spline, and the first sleeve and the second sleeve are coaxially disposed.
The first sleeve is axially slidable on the outer periphery of the first spline, the second spline, and the third spline.
The second sleeve is axially slidable on the outer periphery of the fourth spline, the fifth spline, and the sixth spline. The power unit of a hybrid vehicle according to claim 1. The first spline to the third spline, and the fourth spline to the sixth spline are external splines that can rotate relative to each other,
The first sleeve is formed in a cylindrical shape that can be externally fitted to the first spline, the second spline, and the third spline, and an inner spline extending in an axial direction along an inner circumferential surface is formed.
The second sleeve is formed in a cylindrical shape that can be externally fitted to the fourth spline, the fifth spline, and the sixth spline, and an inner spline that extends in the axial direction along the inner circumferential surface is formed. The power unit of a hybrid vehicle according to any one of claims 1 to 5, characterized in that: The total gear ratio of the transmission path of the torque transmitted from the second motor generator to the axle is set to a lower gear than the total gear ratio of the transmission path of the torque transmitted from the engine to the axle The power unit of a hybrid vehicle according to any one of claims 1 to 6, characterized in that:

Images