JP2019064335A - Power unit of hybrid vehicle - Google Patents

Abstract

To provide a power unit of a hybrid vehicle which can reduce a loss resulting from a motor generator when the motor generator is not used for the drive of the vehicle further simply and inexpensively.SOLUTION: An HEV-CU 80 for integrally controlling a power unit 1 of a hybrid vehicle controls an actuator 75 so as to switch, on the basis of a traveling state of the vehicle, a first mode (series HEV/EV traveling mode) for separating a first spline 31 and a second spline 32, and connecting a third spline 33 and a fourth spline 34, a second mode (parallel HEV traveling mode) for connecting the first spline 31 and the second spline 32, and connecting the third spline 33 and the fourth spline 34, and a third mode (parallel HEV/engine traveling mode) for connecting the first spline 31 and the second spline 32, and separating the third spline 33 and the fourth spline 34.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 the vehicle starts or when traveling at low speed with the clutch disconnected, the vehicle travels with only the driving force of the motor (EV travel). 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, since the motor is directly connected to the axle, when it is not necessary to use the motor for driving the vehicle (when driven only by the engine), for example, the electric loss associated with zero torque control of the motor Friction loss occurs due to co-rotation. On the other hand, if a separate clutch is provided to separate the motor when it is not necessary to drive the motor in order to suppress the occurrence of such loss, the system becomes complicated and the weight increases, which is costly. 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 running function, a parallel HEV running function, and an EV running function. In the hybrid vehicle, it is possible to reduce the loss (loss) due to the motor generator when the motor generator is not used to drive the vehicle (when driven only by the engine) more simply and at low cost. Aims to provide a power unit of

  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, an output shaft of the engine, and a rotational shaft and torque of the first motor generator. The first spline connected transmissiblely, the second spline coaxially arranged with the first spline and torque connected to the axle, and torque transmissible with the rotation shaft of the second motor / generator A third spline connected and a fourth spline coaxially connected to the third spline and connected to an axle in a torque transmittable manner, and a spline formed to be engageable with the first spline and the second spline , And switches the connection state of the first spline and the second spline according to the position. , And a second sleeve that has splines that can be fitted to the third spline and the fourth spline, and switches the connection state of the third spline and the fourth spline according to the position, the first sleeve, and the second sleeve An actuator for sliding the sleeve and a control means for controlling the drive of the actuator, the control means disconnects the first spline and the second spline based on the traveling state of the vehicle, and the third spline and the fourth spline The actuator is controlled to switch between a first mode for connecting the first and second splines and a third mode for disconnecting the third and fourth splines.

  According to the power unit of the hybrid vehicle of the present invention, the first spline and the second spline are separated based on the traveling state of the vehicle, and the third spline and the fourth spline are connected; The actuator is controlled such that the first spline and the second spline are connected, and the third mode in which the third spline and the fourth spline are separated is switched. Therefore, when the driving force by the second motor generator is unnecessary, switching to the third mode and disconnecting the second motor generator causes loss (for example, the second motor generator) to be lost. It is possible to reduce the electric loss and the friction loss due to the corotation around the zero torque control of the generator. Also, in this case, the second motor generator can be disconnected by releasing the dog clutch configured to have the third spline, the fourth spline, and the second sleeve. As a result, when the second motor generator is not used to drive the vehicle, it is possible to reduce loss (loss) caused by the second motor generator more simply and at low cost.

  Further, in the power unit of the hybrid vehicle according to the present invention, the control means connects the first mode, the third mode, and the first spline and the second spline based on the traveling state of the vehicle, and The actuator is controlled to switch between the second mode connecting the 3 spline and the fourth spline, and when switching the mode between the first mode and the third mode, the second mode is passed. It is preferable to control the actuator.

  In this case, based on the traveling state of the vehicle, the first mode and the third mode, and further, the first spline and the second spline are connected, and the third mode is connected to the fourth spline. And the actuator is controlled to go through the second mode when the mode is switched between the first mode and the third mode. Therefore, when the mode is switched, at least one of the first sleeve (engine, first motor / generator) and the second sleeve (second motor / generator) is always connected to the axle. As a result, when the mode is switched, it is possible to prevent a feeling of running of the vehicle due to a decrease in inertia (torque loss). Also, in the second mode, since both the first sleeve (engine, first motor generator) and the second sleeve (second motor generator) are connected to the axle, the engine, the first motor generator, and the second motor All generators can be used to drive the vehicle. Therefore, it is possible to perform strong traveling.

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches from the first mode to the second mode and the third mode, the number of revolutions of the first motor / generator is set to the first sleeve and the second spline. Adjust the number of rotations that can be fitted, and then drive the actuator to move the first sleeve so that the first spline and the second spline are connected, from the third mode to the second mode, to the first mode When switching, the rotational speed of the second motor generator is adjusted to a rotational speed at which the second sleeve and the third spline can be fitted, and then the actuator is driven to make the fourth spline and the third spline Preferably, the second sleeve is moved to be connected.

  In this case, when the mode is switched from the first mode to the second mode and the third mode, the number of rotations of the first motor / generator is adjusted to the number of rotations capable of fitting the first sleeve and the second spline. The actuator is driven to move the first sleeve such that the first spline and the second spline are connected. That is, after the rotational speed adjustment between the first spline (the first motor / generator) and the second spline (the axle) is performed (that is, after the rotational deviation is reduced), the first spline and the second spline are connected. The first sleeve is moved as it is. Similarly, when the mode is switched from the third mode to the second mode and the first mode, the number of rotations of the second motor generator is adjusted to the number of rotations at which the second sleeve and the third spline can be fitted. The actuator is driven to move the second sleeve so that the fourth spline and the third spline are connected. That is, after the rotational speed adjustment between the third spline (the second motor / generator) and the fourth spline (the axle) is performed (that is, after the rotational deviation is reduced), the third spline and the fourth spline are connected The second sleeve is moved as it is. Therefore, it is possible to switch the mode more smoothly while suppressing the shock.

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches from the first mode to the second mode and the third mode, it performs zero torque control so that the output torque of the second motor generator becomes zero. When switching from the third mode to the second mode and the first mode, it is preferable to perform zero torque control so that the output torque of the first motor generator becomes zero.

  In this case, when switching from the first mode to the second mode and the third mode, zero torque control is performed so that the output torque of the second motor generator becomes zero, and the third mode to the second mode, the first When switching to the mode, zero torque control is performed such that the output torque of the first motor generator becomes zero. As a result, when the mode is switched, the drive torque applied to the spline from which the sleeve is removed is reduced, so that the mode can be switched more smoothly.

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches from the first mode to the second mode or the third mode, the rotational speed fluctuation of the axle when the rotational speed fluctuation of the axle is equal to or greater than the predetermined rotational speed When the second motor generator is controlled to suppress the second motor mode and the mode is switched from the third mode to the second mode and the first mode, the rotational speed fluctuation of the axle is Preferably, the first motor generator is controlled to suppress.

  In this case, when switching from the first mode to the second mode or the third mode, the second motor generator is configured to suppress the rotational speed fluctuation of the axle when the rotational speed fluctuation of the axle is equal to or greater than the predetermined rotational speed. When being controlled and switched from the third mode to the second mode, to the first mode, the first motor generator is configured to suppress the rotational speed fluctuation of the axle when the rotational speed fluctuation of the axle is equal to or greater than the predetermined rotational speed. It is controlled. Therefore, when the mode is switched, it is possible to prevent the respective elements constituting the dog clutch from being brought into contact and fitted at different rotational speeds.

  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. Sliding is preferred.

  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, the first spline to the fourth spline, and the first and second sleeves are coaxially disposed, and the first sleeve is the first spline and the second spline. It is preferable that the outer periphery of the second sleeve is configured to be slidable in the axial direction, and the second sleeve is configured to be slidable in the axial direction on the outer periphery of the third spline and the fourth spline.

  In this case, the first spline, the second spline, and the first sleeve are coaxially arranged, and the first sleeve is axially slidable on the outer periphery of the first spline and the second spline. It is done. That is, the first dog clutch is constituted by the spline formed on the first sleeve, the first spline and the second spline, and the first dog clutch is moved in the axial direction to engage or disengage the first dog clutch (ie, It is possible to switch between the spline formed on the first sleeve and the fitted state of the first spline and the second spline. Similarly, the third spline, the fourth spline, and the second sleeve are coaxially arranged, and the second sleeve is axially slidable on the outer periphery of the third spline and the fourth spline. It is done. That is, the second dog clutch is constituted by the spline formed on the second sleeve, the third spline and the fourth spline, and the second dog clutch is moved in the axial direction to engage and release the second dog clutch (ie, It is possible to switch between the spline formed on the second sleeve and the fitted state of the third spline and the fourth spline.

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

  In this case, each of the first spline and the second spline is an external spline that can rotate relative to each other, and the first sleeve is formed in a cylindrical shape that can be externally fitted to the first spline and the second spline. An axially extending inner spline is formed on the Therefore, the first dog clutch can be configured by the inner spline formed on the cylindrical first sleeve and the first spline and the second spline consisting of the outer spline (that is, by a relatively simple configuration). Similarly, each of the third spline and the fourth spline is an outer spline rotatable relative to each other, and the second sleeve is formed in a cylindrical shape that can be externally fitted to the third spline or the fourth spline, and the inner peripheral surface thereof An axially extending inner spline is formed on the Therefore, the second dog clutch can be configured by the inner spline formed on the cylindrical second sleeve and the third spline and the fourth spline consisting of the outer spline (that is, by a relatively simple configuration).

  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 a power unit of a hybrid vehicle having an engine and two motor / generators and having a series HEV traveling function, a parallel HEV traveling function, and an EV traveling function, the motor / generator can be simpler and less expensive. When it is not used to drive a vehicle, it is possible to reduce the loss caused by the motor generator.

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 1st mode (series HEV / EV driving mode). It is a figure which shows the torque transmission path (thick line) via the dog clutch in 2nd mode (parallel HEV driving mode). It is a figure which shows the torque transmission path (thick line) via the dog clutch in the 3rd mode (parallel HEV / engine travel 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. The output shaft 12 has a first spline 31 formed on an outer peripheral surface of an end (or a hub attached to the end). 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 12 via a pair of gears 23 (drive gear 23a and driven gear 23b). As described above, the first spline 31 is formed on the outer peripheral surface of the end of the output shaft 12. That is, the rotary shaft 21 a of the first motor generator 21 is also connected to the first spline 31 so as to be able to transmit torque via the gear 23 and the output shaft 12.

  The second splines 32 are disposed coaxially with the first splines 31. The second spline 32 is provided on a drive gear 26a (or its gear cone) that constitutes a pair of gears 26 (26a, 26b) attached to a front drive shaft 40 (corresponding to a front wheel output shaft, an axle). More specifically, a driven gear 26b constituting a pair of gears 26 (gear train) is attached to the front drive shaft 40, and a second spline is attached to a drive gear 26a (or its gear cone) meshing with the driven gear 26b. 32 are provided. That is, the second spline 32 is connected to the front drive shaft 40 (axle) so as to transmit torque. The drive gear 26a is formed hollow, and the output shaft 12 described above is rotatably disposed in the hollow portion (internal space) thereof.

  A planetary gear (motor reduction gear) 25 is attached to a rotation shaft (input / output shaft) 22 a of the second motor generator 22. The planetary gear 25 has a planetary gear mechanism including a sun gear 25a, a ring gear 25b, a pinion gear 25c, and a planetary carrier 25d. When the second motor generator 22 functions as a motor, the planetary gear 25 decelerates the rotation transmitted from the second motor generator 22 (increases the torque) and outputs it from the planetary carrier 25 d. On the other hand, the planetary gear 25 accelerates the rotation due to the torque (driving force) input to the planetary carrier 25 d and reduces the torque to output it from the sun gear 25 a, thereby causing the second motor generator 22 to function as a generator. .

  A third spline 33 is provided on a planetary carrier 25 d (or a gear cone thereof) constituting the planetary gear 25. That is, the third spline 33 is connected to the rotation shaft 22 a of the second motor generator 22 so as to be capable of transmitting torque. The planetary gear 25 (the sun gear 25a and the planetary carrier 25d) is formed hollow, and a propeller shaft 60 (corresponding to a rear wheel output shaft, an axle) is rotatably disposed in the hollow portion (internal space) thereof. ing.

  The fourth spline 34 is disposed coaxially with the third spline 33. The fourth spline 34 is formed on the outer peripheral surface of the propeller shaft 60 (or a hub attached to the propeller shaft 60). That is, the fourth spline 34 is connected to the propeller shaft 60 (axle) so as to transmit torque.

  The front drive shaft 40 (axle) transmits torque with the front differential (front differential) 42 connected to the front wheels (drive wheels). That is, the front wheel is connected to the second spline 32 so as to be able to transmit torque via the front drive shaft 40 and the gear pair 26, and the fourth spline 34 via the front drive shaft 40, the gear pair 28 and the propeller shaft 60. And torque transferable.

  Thus, the torque 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 60 is connected to the front drive shaft 40 via a pair of gears 28 (a drive gear 28 a and a driven gear 28 b). The propeller shaft 60 transmits torque with a rear differential (rear differential) 62 connected to a rear wheel (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 transmitted to the propeller shaft 60 is distributed in accordance with 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 and the second spline 32 is formed on the outer periphery of the shaft (the output shaft 12 or the hub attached to the output shaft 12) or the drive gear 26a (or its gear cone) that can rotate relative to each other. External splines. The first spline 31 (output shaft 12) and the second spline 32 (drive gear 26a) are coaxially arranged.

  Similarly, each of the third spline 33 and the fourth spline 34 is formed on an outer periphery of a shaft (a propeller shaft 60 or a hub attached to the propeller shaft 60) rotatable relative to each other or a planetary carrier 25d (or its gear cone). It is an outer spline. The third spline 33 (planer carrier 25 d) and the fourth spline 34 (propeller shaft 60) are coaxially arranged with the first spline 31 and the second spline 32.

  And, on the outer periphery (outside) of the first spline 31 and the second spline 32, there is provided a spline 371a formed to be able to be fitted to the first spline 31 and the second spline 32, and according to the position of the spline 371a. A first sleeve 371 is provided to switch the connection state (connection / disconnection) of the first spline 31 and the second spline 32. A first dog clutch 301 is configured by the first spline 31, the second spline 32, and the first sleeve 371. Therefore, the connection state (engagement / release) of the engine 10 and the first motor generator 21 and the axle (front drive shaft 40) is switched by the first dog clutch 301.

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

  Similarly, on the outer periphery (outside) of the third spline 33 and the fourth spline 34, there is provided a spline 372a formed so as to be able to be fitted to the third spline 33 and the fourth spline 34. Accordingly, a second sleeve 372 is provided to switch the connection state (connection / disconnection) of the third spline 33 and the fourth spline 34. The third dog 33, the fourth spline 34, and the second sleeve 372 constitute a second dog clutch 302. Therefore, the connection state (engagement / release) of the second motor / generator 22 and the axle (propeller shaft 60) is switched by the 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 third spline 33 and the fourth spline 34, and an inner spline 372a extending in the axial direction along the inner circumferential surface is formed. That is, the second sleeve 372 is provided slidably (movable) in the axial direction on the outer periphery of the third spline 33 and the fourth spline 34.

  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 (connection / disconnection) of the first spline 31 and the second spline 32, and moves the second sleeve 372 to move the third spline 33, the fourth spline 34. First mode (series HEV running / EV running mode), second mode (parallel HEV running mode), and third mode (parallel HEV running / engine running mode) by switching the connection state (connection / disconnection) of Switch between The mode is switched between the first mode and the third mode via the second mode.

  The actuator 75 simultaneously moves the first sleeve 371 and the second sleeve 372 to separate the first spline 31 and the second spline 32 in the first mode (series HEV travel / EV travel mode), and the third spline 33 and the third spline 33 The fourth spline 34 is connected. Further, in the second mode (parallel HEV travel mode), the first spline 31 and the second spline 32 are connected, and the third spline 33 and the fourth spline 34 are connected. Furthermore, in the third mode (parallel HEV travel / engine travel mode), the first spline 31 and the second spline 32 are connected, and the third spline 33 and the fourth spline 34 are separated. The details of the first mode, the second mode, and the third mode will be described later.

  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 actuator 75 axially moves the shift fork 39 (that is, the first sleeve 371 and the second sleeve 372) to switch the mode as described above. As the actuator 75, for example, an electric motor (a stepping 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 / propeller shaft 60) is from the engine 10 to the axle (front drive shaft 40 / propeller shaft 60) It is set to a lower gear than the total gear ratio of the transmission path of the torque to be transmitted.

  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 second sleeve 372 is driven to switch the mode between the first mode, the second mode, and the third mode described above. 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 first mode, the second mode, and the third mode. It has functionally. 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 (the traveling state of the vehicle). More specifically, the switching control unit 80a selects the first mode (series HEV running / EV running mode), for example, at the time of start or low / medium speed running. Further, the switch control unit 80a selects the second mode (parallel HEV travel mode) during high load traveling (during sudden acceleration and the like), mode switching, and the like. Furthermore, the switch control unit 80a selects the third mode (parallel HEV travel / engine travel mode) when traveling at high speed or the like.

  When selecting the first mode (series HEV travel / EV travel mode), the switching control unit 80a disconnects the first spline 31 and the second spline 32, and connects the third spline 33 and the fourth spline 34. Control (drive) the actuator 75 (the first sleeve 371, the second sleeve 372). In addition, when selecting the second mode (parallel HEV travel mode), the switching control unit 80a connects the first spline 31 and the second spline 32, and connects the third spline 33 and the fourth spline 34. Control (drive) the actuator 75 (the first sleeve 371, the second sleeve 372). Furthermore, when selecting the third mode (parallel HEV travel / engine travel mode), the switching control unit 80a connects the first spline 31 and the second spline 32, and connects the third spline 33 and the fourth spline 34. The actuator 75 (first sleeve 371 and second sleeve 372) is controlled (driven) so as to be separated.

  By being configured as described above, in the first mode (series HEV / EV travel mode), the second motor generator 22 is driven by the electric power generated by driving the first motor generator 21 by the engine 10 and generating electric power. The series HEV traveling is performed, or the EV traveling in which the engine 10 is stopped and travel is performed only by the second motor generator 22 is performed. Note that switching between series HEV travel and EV travel is performed based on, for example, the SOC of high voltage battery 70 (for example, series HEV travel is selected when SOC is decreasing). Further, in the second mode (parallel HEV travel mode), the vehicle is driven by the engine 10, the first motor generator 21 and the second motor generator 22 (parallel HEV travel). In the second mode, the vehicle may be driven by the remainder of the engine output and the driving force of the second motor generator 22 while generating electric power by the first motor generator 21 using a part of the engine output (see FIG. Parallel HEV run). Furthermore, in the third mode (parallel HEV / engine travel mode), parallel HEV travel in which the vehicle is driven by the engine 10 and the first motor generator 21 or engine travel in which the vehicle is driven by the engine 10 alone is performed.

  That is, the power unit 1 of the hybrid vehicle stops the engine 10 and uses the electric power generated by the first motor generator 21 to operate the engine 10 and the EV traveling function to travel with the driving power of the second motor generator 22. Series HEV running function to drive by driving the second motor generator 22, parallel HEV running function to run 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 Demonstrate.

  Further, when switching from the first mode to the second mode or to the third mode via the second mode, the switching control unit 80a sets the rotational speed of the first motor / generator 21 to the first sleeve 371 and the first sleeve 371. The first sleeve 371 (and the second sleeve 372) is adjusted by adjusting the number of rotations with which the two splines 32 can be fitted, and then driving the actuator 75 to connect the first spline 31 and the second spline 32. Move). Similarly, when switching from the third mode to the second mode or to the first mode via the second mode, the switching control unit 80a sets the rotation speed of the second motor generator 22 to the second sleeve 372 and the second The second sleeve 372 (and the first sleeve 371 is adjusted so that the fourth spline 34 and the third spline 33 are connected by adjusting the number of rotations with which the three splines 33 can be engaged and then driving the actuator 75. Move).

  Furthermore, when switching from the first mode to the second mode or to the third mode via the second mode, the switching control unit 80a performs zero torque control so that the output torque of the second motor generator 22 becomes zero. When switching from the third mode to the second mode or to the first mode via the second mode, it is preferable to perform zero torque control so that the output torque of the first motor generator 21 becomes zero.

  When the switching control unit 80a switches from the first mode to the second mode or to the third mode via the second mode, the rotational speed fluctuation of the axle (front drive shaft 40 / propeller shaft 60) changes by a predetermined amount. When it is more than the number, when controlling the second motor generator 22 so as to suppress the rotational speed fluctuation of the axle and switching from the third mode to the second mode or the first mode via the second mode, It is preferable to control the first motor generator 21 so as to suppress the rotation speed fluctuation of the axle when the rotation speed fluctuation of the axle is equal to or more than a predetermined rotation speed.

  Here, FIG. 2 shows a torque transmission path (indicated by a thick line) via the dog clutch 30 in the first mode (series HEV / EV travel mode). Similarly, a torque transmission path (indicated by a thick line) via the dog clutch 30 in the second mode (parallel HEV travel mode) is shown in FIG. Further, FIG. 4 shows a torque transmission path (indicated by thick lines) via the dog clutch 30 in the third mode (parallel HEV / engine travel mode).

  As shown by a thick line in FIG. 2, in the first mode (series HEV running / EV running mode), the first sleeve 371 and the second sleeve 372 are slid (from the center position) in the right direction in the drawing. Then, the first spline 31 and the second spline 32 are separated, and the third spline 33 and the fourth spline 34 are connected. That is, the engine 10 and the first motor generator 21 are separated from the axle (the front drive shaft 40), and the second motor · via the planetary gear 25, the third spline 33, the second sleeve 372, and the fourth spline 34. The generator 22 and an axle (propeller shaft 60) are connected. On the other hand, the engine 10 is connected to the first motor generator 21 via a gear 23. Therefore, in this first mode, the series HEV traveling by driving the second motor generator 22 by the electric power generated by driving the first motor generator 21 by the engine 10 and traveling is stopped, or the engine 10 is stopped. EV traveling is performed only with the motor generator 22. Note that switching between series HEV travel and EV travel is performed based on, for example, the SOC of high voltage battery 70 (for example, series HEV travel is selected when SOC is decreasing). 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.

  In the second mode (parallel HEV running mode), the first sleeve 371 and the second sleeve 372 are slid to the center position, as shown by thick lines in FIG. Then, the first spline 31 and the second spline 32 are connected, and the third spline 33 and the fourth spline 34 are connected. That is, the engine 10 and the first motor generator 21 and the axle (front drive shaft 40) are connected through the first spline 31, the first sleeve 371, the second spline 32, and the gear pair 26, and the planetary gear 25 The second motor generator 22 and the axle (propeller shaft 60) are connected via the third spline 33, the second sleeve 372, and the fourth spline 34. Thus, the vehicle is driven by the engine 10, the first motor generator 21 and the second motor generator 22 (parallel HEV travel). In this case, since the vehicle can be driven using all of the engine 10, the first motor generator 21 and the second motor generator 22, strong traveling can be performed. The vehicle may be driven by the remainder of the engine output and the driving force of the second motor generator 22 while generating electric power by the first motor generator 21 using a part of the engine output (parallel HEV travel). Also, when switching the mode between the first mode and the third mode, by passing through the second mode, the first dog clutch 301 and the second dog clutch from the axle (front drive shaft 40 / propeller shaft 60) Since both of the members 302 are not released at the same time, a rapid decrease in inertia (torque loss) on the axle is prevented, and a feeling of running of the vehicle due to the decrease in inertia is suppressed. Furthermore, since the first dog clutch 301 and the second dog clutch 302 are engaged without using a hydraulic clutch, loss due to hydraulic pressure (such as oil pump loss or sealing friction) does not occur.

  In the third mode (parallel HEV running / engine running mode), as shown by the thick lines in FIG. 4, the first sleeve 371 and the second sleeve 372 are slid in the left direction of the drawing (from the center position). Then, the first spline 31 and the second spline 32 are connected, and the third spline 33 and the fourth spline 34 are separated. That is, the engine 10 and the first motor / generator 21 and the axle (front drive shaft 40) are connected via the first spline 31, the first sleeve 371, the second spline 32, and the gear pair 26, and The generator 22 is disconnected from the axle (propeller shaft 60). Therefore, in this third mode, parallel HEV travel in which the vehicle is driven by the engine 10 and the first motor / generator 21 or engine travel in which the vehicle is driven by the engine 10 alone is performed. In this case, since the second motor generator 22 is disconnected from the axle (propeller shaft 60), the electric loss associated with the zero torque control of the second motor generator 22 and the friction loss due to the corotation are reduced.

  As described above in detail, according to the present embodiment, the first spline 31 and the second spline 32 are separated based on the traveling state of the vehicle, and the third spline 33 and the fourth spline 34 are separated. A first mode (series HEV / EV travel mode) to be connected, and a second mode (parallel HEV) in which the first spline 31 and the second spline 32 are connected and the third spline 33 and the fourth spline 34 are connected The actuator is switched so as to switch between a traveling mode) and a third mode (parallel HEV / engine traveling mode) in which the first spline 31 and the second spline 32 are connected and the third spline 33 and the fourth spline 34 are separated. Is controlled. Therefore, when the driving force by the second motor generator 22 is unnecessary, switching to the third mode and disconnecting the second motor generator 22 causes loss (for example, a loss due to the second motor generator 22). It is possible to reduce the electric loss and the friction loss due to the corotation around the zero torque control of the 2-motor generator 22. Further, in this case, the second motor generator 22 can be disconnected by releasing the second dog clutch 302 configured to have the third spline 33, the fourth spline 34, and the second sleeve 372. As a result, when the second motor generator 22 is not used to drive the vehicle (that is, when it is driven by only the engine 10 or by the engine 10 and the first motor generator 21), the second motor generator 22 is simpler and less expensive. It is possible to reduce the loss caused by the two-motor generator 22. Since both the first dog clutch 301 and the second dog clutch 302 are engaged, the vehicle can be driven using all of the engine 10, the first motor generator 21 and the second motor generator 22. Therefore, it is possible to perform strong traveling.

  Further, according to the present embodiment, when the mode is switched between the first mode and the third mode, the actuator 75 is controlled to go through the second mode. Therefore, when the mode is switched, at least one of the first dog clutch 301 and the second dog clutch 302 is always connected to the axle (front drive shaft 40 / propeller shaft 60). As a result, when the mode is switched, it is possible to prevent a feeling of running of the vehicle due to a decrease in inertia (torque loss).

  According to the present embodiment, when the mode is switched from the first mode to the second mode or to the third mode via the second mode, the number of rotations of the first motor generator 21 is the first sleeve 371 and the second sleeve 371. The number of rotations that can be fitted with the spline 32 is adjusted, and then the actuator 75 is driven to move the first sleeve 371 so that the first spline 31 and the second spline 32 are connected. That is, after the rotational speed adjustment of the first spline 31 (the first motor / generator 21) and the second spline 32 (axle) is performed (that is, after the rotational deviation is reduced), the first spline 31 and the second spline The first sleeve 371 is moved so that the splines 32 are connected. Similarly, when the mode is switched from the third mode to the second mode or to the first mode via the second mode, the rotational speed of the second motor / generator 22 includes the second sleeve 372 and the third spline 33. The number of rotations that can be fitted is adjusted, and then the actuator 75 is driven to move the second sleeve 372 so that the fourth spline 34 and the third spline 33 are connected. That is, after the rotational speed adjustment of the third spline 33 (second motor / generator 22) and the fourth spline 34 (axle) is performed (that is, after the rotational deviation is reduced), the third spline 33 and the fourth spline 33 The second sleeve 372 is moved so that the splines 34 are connected. Therefore, it is possible to switch the mode more smoothly while suppressing the shock.

  According to the present embodiment, when switching from the first mode to the second mode or to the third mode via the second mode, the zero torque control is performed so that the output torque of the second motor generator 22 becomes zero. The zero torque control is performed so that the output torque of the first motor generator 21 becomes zero when switching from the third mode to the second mode or to the first mode via the second mode. As a result, when the mode is switched, the driving torque applied to the spline (the first spline 31 or the fourth spline 34) to which the sleeve (the first sleeve 371 or the second sleeve 372) is removed is reduced. It becomes possible to switch modes more smoothly.

  According to the present embodiment, when the mode is switched from the first mode to the second mode or to the third mode via the second mode, the rotational speed fluctuation of the axle (front drive shaft 40 / propeller shaft 60) has a predetermined rotation. When it is more than the number, the second motor generator 22 is controlled so as to suppress the rotational speed fluctuation of the axle, and when the mode is switched from the third mode to the second mode or to the first mode via the second mode When the rotational speed fluctuation of the axle (front drive shaft 40 / propeller shaft 60) is equal to or higher than a predetermined rotational speed, the first motor generator 21 is controlled to suppress the rotational speed fluctuation of the axle. Therefore, when the mode is switched, it is possible to prevent the elements constituting the first dog clutch 301 and the second dog clutch 302 from being brought into contact / engagement at different rotational speeds.

  According to the present embodiment, the first sleeve 371 and the second sleeve 372 are gripped by the single shift fork 39, and the actuator 75 drives the shift fork 39 to thereby drive the first sleeve 371 and the second sleeve 372. The sleeve 372 slides integrally (simultaneously). Therefore, the drive mechanism of the first sleeve 371 and the second sleeve 372 can be configured more simply. Therefore, it is possible to reduce the weight and cost of the system.

  According to the present embodiment, the first spline 31, the second spline 32, and the first sleeve 371 are coaxially disposed, and the first sleeve 371 is formed on the outer periphery of the first spline 31 and the second spline 32. Is axially slidable. That is, the first dog clutch 301 is configured by the spline 371 a formed on the first sleeve 371, the first spline 31, and the second spline 32, and the first dog clutch 301 is moved by moving the first sleeve 371 in the axial direction. The engaged / released state (that is, the fitted state between the spline 371 a formed on the first sleeve 371 and the first spline 31 and the second spline 32) can be switched. Similarly, the third spline 33, the fourth spline 34, and the second sleeve 372 are coaxially disposed, and the second sleeve 372 extends in the axial direction on the outer periphery of the third spline 33 and the fourth spline 34. Is configured to be slidable. That is, the second dog clutch 302 is constituted by the spline 372a formed on the second sleeve 372, the third spline 33, and the fourth spline 34, and the second dog clutch 302 is moved by moving the second sleeve 372 in the axial direction. The engaged / released state (that is, the fitted state between the spline 372a formed on the second sleeve 372 and the third spline 33 and the fourth spline 34) can be switched.

  According to the present embodiment, each of the first spline 31 and the second spline 32 is an external spline that can rotate relative to each other, and a cylinder in which the first sleeve 371 can be externally fitted to the first spline 31 and the second spline 32 The inner spline 371a is formed in the shape of an arc and extends in the axial direction on the inner peripheral surface thereof. Therefore, the first dog clutch 301 can be configured by the inner spline 371a formed on the cylindrical first sleeve 371 and the first spline 31 and the second spline 32 formed of the outer spline (that is, by a relatively simple configuration). it can. Similarly, each of the third spline 33 and the fourth spline 34 is an outer spline rotatable relative to each other, and the second sleeve 372 is formed in a cylindrical shape that can be externally fitted to the third spline 33 and the fourth spline 34. An inner spline 372a extending in the axial direction is formed on the inner peripheral surface of the inner spline 372. Therefore, the second dog clutch 302 can be configured by the inner spline 372a formed on the cylindrical second sleeve 372 and the third spline 33 and the fourth spline 34 formed of the outer spline (that is, by a relatively simple configuration). it can.

  According to the present 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 / propeller shaft 60) is from the engine 10 to the axle (front drive shaft 40 / propeller The total gear ratio of the transmission path of the torque transmitted to the shaft 60) is set to a lower gear. 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, the configuration of the drive system including a plurality of gears and shafts is not limited to the above embodiment. For example, in place of the planetary gear 25, a helical gear or the like can be used.

  Further, the configuration may be such that switching is performed between the first mode and the third mode without passing through the above-described second mode. That is, the second mode may not be provided. In that case, for example, an ON / OFF solenoid can be used as an actuator for moving the first sleeve 371 and the second sleeve 372.

  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.

  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 sleeve 371 and the second sleeve 372 are gripped by the single shift fork 39, and the first sleeve 371 and the second sleeve 372 interlock (integrally) slide. However, the first sleeve 371 and the second sleeve 372 may be separately (independently) driven.

  Further, a synchro mechanism may be provided between the first spline 31 and the second spline 32 to synchronize the rotation of the first spline 31 and the first sleeve 371. Similarly, a synchronization mechanism may be provided between the third spline 33 and the fourth spline 34 to synchronize the rotation of the third spline 33 and the second sleeve 372.

DESCRIPTION OF SYMBOLS 1 Power unit of hybrid vehicle 10 Engine 21 1st motor generator 22 2nd motor generator 30 dog clutch 301 1st dog clutch 302 2nd dog clutch 31 1st spline 32 2nd spline 33 3rd spline 34 4th spline 371 1st sleeve 371a Spline 372 Second sleeve 372a 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 (9)

In a power unit of a hybrid vehicle comprising an engine, a first motor generator, and a second motor generator,
An output shaft of the engine, and a first spline connected in a torque-transmittable manner to a rotation shaft of the first motor / generator;
A second spline coaxially arranged with the first spline and torque connected to an axle;
A third spline connected so as to be capable of transmitting a torque to the rotation shaft of the second motor generator;
A fourth spline coaxially arranged with the third spline and connected in torque transmission with an axle;
A first sleeve having a spline formed to be engageable with the first spline and the second spline, and switching the connection state of the first spline and the second spline according to the position;
A second sleeve that has splines that can be fitted to the third spline and the fourth spline, and switches the connection state of the third spline and the fourth spline according to the position;
An actuator for sliding the first sleeve and the second sleeve;
Control means for controlling the drive of the actuator;
The control means is based on the traveling state of the vehicle
A first mode in which the first spline and the second spline are separated and the third spline and the fourth spline are connected;
A third mode for connecting the first spline and the second spline and separating the third spline and the fourth spline;
And controlling the actuator to switch the power unit of the hybrid vehicle.     The control means connects the first mode, the third mode, and the first spline and the second spline based on the traveling state of the vehicle, and the third spline and the fourth spline are connected. Controlling the actuator to switch between the second mode and the second mode, and switching the mode between the first mode and the third mode by passing the second mode. The power unit of a hybrid vehicle according to claim 1, which controls an actuator. The control means
When switching from the first mode to the second mode and the third mode, the number of rotations of the first motor / generator is adjusted to the number of rotations capable of fitting the first sleeve and the second spline. , And then driving the actuator to move the first sleeve so that the first spline and the second spline are connected,
When switching from the third mode to the second mode and the first mode, the rotational speed of the second motor generator is adjusted to a rotational speed at which the second sleeve and the third spline can be fitted. The power unit according to claim 2, wherein the second sleeve is moved to drive the actuator to connect the fourth spline and the third spline. The control means
When switching from the first mode to the second mode and the third mode, zero torque control is performed such that the output torque of the second motor generator becomes zero,
The zero torque control according to claim 2 or 3, wherein when switching from the third mode to the second mode and the first mode, zero torque control is performed such that the output torque of the first motor generator becomes zero. Hybrid vehicle power unit. The control means
When switching from the first mode to the second mode and the third mode, the rotational speed variation of the axle is suppressed when the rotational speed variation of the axle is greater than or equal to a predetermined rotational speed. Control the generator,
When switching from the third mode to the second mode, the first mode, the first motor is controlled to suppress the rotational speed fluctuation of the axle when the rotational speed fluctuation of the axle is equal to or greater than a predetermined rotational speed. The power unit of a hybrid vehicle according to any one of claims 2 to 4, which controls a generator. The first sleeve and the second sleeve are gripped by a single shift fork,
The hybrid vehicle according to any one of claims 1 to 5, wherein the actuator slides the first sleeve and the second sleeve integrally by driving the shift fork. Power unit. The first spline to the fourth 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 and the second spline,
The hybrid according to any one of claims 1 to 6, wherein the second sleeve is axially slidable on the outer periphery of the third spline and the fourth spline. Vehicle power unit. The first spline and the second spline, and the third spline and the fourth 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 and the second spline, and is formed with an inner spline that extends in the axial direction along the inner circumferential surface.
The second sleeve is formed in a cylindrical shape that can be externally fitted to the third spline and the fourth spline, and an inner spline that extends in the axial direction along the inner circumferential surface is formed. The power unit of the hybrid vehicle according to any one of 1 to 7. 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 A power unit of a hybrid vehicle according to any one of claims 1 to 8, characterized in that.

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