JP2019116157A - Drive of hybrid vehicle - Google Patents

Abstract

To provide a drive of a hybrid vehicle, which can increase the amount of regeneration during the regeneration, and improve fuel efficiency, without reducing drive torque during the driving.SOLUTION: A drive 1 of a hybrid vehicle comprises: a first gear stage switching mechanism 71 which is interposed between an output shaft and a front drive pinion shaft 50, and which has two gear pairs 711, 712; a second gear stage switching mechanism 72 which is interposed between a propeller shaft and a rear drive pinion shaft 62, and which has two gear pairs 721, 722; a first actuator 714 for switching the gear pair connected to the front drive pinion shaft 50, between the two gear pairs 711, 712; a second actuator 724 for switching the gear pair connected to the rear drive pinion shaft 62, between the two gear pairs 721, 722; and a hybrid vehicle control unit (HEV-CU) 80 and a transmission control unit (TCU) 83 for controlling drive of the first actuator 714 and the second actuator 724 on the basis of operating conditions of the vehicle.SELECTED DRAWING: Figure 1

Description

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

  In recent years, hybrid vehicles (HEVs) and plug-in hybrid vehicles (PHVs) that can effectively improve the fuel consumption rate (fuel consumption) of vehicles by using an engine and an electric motor together have been widely put to practical use . In addition, electric vehicles (EVs) that use only an electric motor as a power source and do not discharge exhaust gas have also been put to practical use.

  Here, Patent Document 1 discloses a hybrid vehicle having a hybrid travel mode, a motor travel mode, and a regenerative travel mode as travel modes. More specifically, in the hybrid travel mode, the hybrid vehicle travels with both the engine and the motor generator MG2 as a driving power source while causing the motor generator MG1 to generate power using the engine output of the engine. In the motor traveling mode, the motor generator MG2 is used as a driving power source while traveling with the engine stopped. In the regenerative travel mode, the motor generator MG2 generates power using energy input through the reduction gear when a predetermined condition such as a deceleration request is satisfied.

  Here, the reduction gear includes a sun gear connected to the motor generator MG2, a ring gear disposed concentrically with the sun gear, a plurality of pinion gears engaged with the sun gear and the ring gear, and one end fixed to the main body case And a carrier having a support shaft that rotatably supports the pinion gear. That is, the reduction gear constitutes a planetary gear mechanism that amplifies the driving torque by decelerating the rotation transmitted from the motor generator MG2 using a sun gear, a ring gear and a pinion gear as rotating elements.

  When the motor generator MG2 functions as a motor, the reduction gear decelerates the rotation transmitted from the motor generator MG2, amplifies the driving torque, and outputs the amplified torque from the ring gear. On the other hand, the reduction gear accelerates the rotation by the power input to the ring gear, attenuates the driving torque, and outputs it from the sun gear, thereby causing the motor generator MG2 to function as a generator.

JP, 2014-125048, A

  As described above, in the hybrid vehicle of Patent Document 1, torque is transmitted (input and output) via the reduction gear both at the time of driving (the hybrid traveling mode and the motor traveling mode) and at the time of regeneration (the regenerative traveling mode). Here, the rotational speed of motor generator MG2 at the time of regeneration depends on the gear ratio of the reduction gear.

  However, the gear ratio of the reduction gear (motor / reduction gear) is set in consideration of the motor assist torque (drive torque) required during driving, that is, the gear ratio of the reduction gear is set according to the drive side Because of this, the gear ratio is not necessarily suitable for regeneration. Therefore, there is a possibility that the amount of regeneration (regeneration efficiency) may be reduced. Also, for example, when the charge amount / state of charge (SOC) of the battery is sufficient (i.e., when the battery can not be charged), regeneration can not be performed. Therefore, there is a possibility that the fuel efficiency improvement of the vehicle may be suppressed (hindered).

  The present invention has been made to solve the above-mentioned problems, and it is possible to increase the amount of regeneration at the time of regeneration without lowering the driving torque at the time of driving, and to further improve the fuel consumption rate (fuel consumption). The aim is to provide a drive for a possible hybrid vehicle.

  A drive system for a hybrid vehicle according to the present invention is a drive system for a hybrid vehicle including an engine and a motor / generator, comprising: a front wheel axle for transmitting torque between the engine and the motor generator and a front wheel; A rear wheel axle transmitting torque between the generator and the rear wheel, a center differential unit absorbing a rotational difference between the front wheel axle and the rear wheel axle, and a plurality of gear pairs interposed in the front wheel axle And a first gear stage switching mechanism for converting and outputting the input torque, and a second gear stage interposed in the rear wheel axle, having a plurality of gear pairs, and converting and outputting the input torque A switching mechanism, first switching means for switching a gear pair connected to a front wheel axle among a plurality of gear pairs constituting the first gear stage switching mechanism, and a second gear stage switching mechanism A second switching means for switching the gear pair connected to the rear wheel axle among the number of gear pairs; and a control means for controlling the driving of the first switching means and the second switching means based on the driving state of the vehicle. It is characterized by having.

  According to the drive system for a hybrid vehicle according to the present invention, the first gear stage switching mechanism, which has a plurality of gear pairs interposed between the front wheel axle and converts and outputs the input torque, and the rear wheel axle A plurality of second gear switching mechanisms that are interposed, have a plurality of gear pairs, and convert and output the input torque, and that constitute the first gear switching mechanism based on the driving state of the vehicle Among the gear pairs, the gear pair connected to the front wheel axle is switched, and the gear pair connected to the rear wheel axle is switched among the plurality of gear pairs constituting the second gear stage switching mechanism. Therefore, for example, it is possible to switch the gear ratio of each of the first gear stage switching mechanism and the second gear stage switching mechanism between driving and regeneration. That is, at the time of driving (at the time of acceleration), a gear pair having a gear ratio suitable for driving (acceleration) can be used, and at the time of regeneration, a gear pair having a gear ratio suitable for regeneration (good regeneration efficiency) can be used. As a result, it is possible to increase the amount of regeneration at the time of regeneration without reducing the driving torque at the time of driving, and it is possible to further improve the fuel consumption.

  In the drive system for a hybrid vehicle according to the present invention, the gear ratio of each gear pair included in the first gear position switching mechanism and the gear ratio of each gear pair included in the second gear position switching mechanism are set to be the same. Is preferred.

  In this way, it is possible to prevent the occurrence of unnecessary rotational difference between the front wheel and the rear wheel.

  In the drive device for a hybrid vehicle according to the present invention, when the accelerator operation is off, the control means is more highly geared when viewed from the front wheel side among the plurality of gear pairs constituting the first gear position switching mechanism. It is preferable to switch to a higher gear pair as viewed from the rear wheel side among the plurality of gear pairs constituting the second gear stage switching mechanism, while switching to a proper gear pair.

  In this case, when the accelerator operation is off, the gear pair is switched to a higher gear pair as viewed from the front wheel side among the plurality of gear pairs constituting the first gear position switching mechanism, and the second gear position switching is performed. Among the plurality of gear pairs constituting the mechanism, the gear pair is switched to a higher gear pair as viewed from the rear wheel side. Therefore, for example, when in the coasting state, it is possible to increase the number of rotations of the motor generator, that is, to increase the regeneration efficiency to execute the regeneration operation.

  In the drive device for a hybrid vehicle according to the present invention, the first switching means is axially slidably provided on a first hub that rotates integrally with the front wheel axle and an outer periphery of the first hub. A sleeve and a first actuator for switching the gear pair connected to the front wheel axle among the plurality of gear pairs by sliding the first sleeve and switching the gear pair connected to the first hub; The second switching means slides a second hub that rotates in unison with a second hub that rotates integrally with the rear wheel axle, and a second sleeve that is axially slidably provided on the outer periphery of the second hub. It is preferable to have a second actuator that switches the gear pair connected to the rear wheel axle among the plurality of gear pairs by switching the gear pair connected to the second hub.

  In this case, by moving the first sleeve and switching the gear pair connected to the first hub, the gear pair connected to the front wheel axle is switched among the plurality of gear pairs constituting the first gear stage switching mechanism. . Therefore, the gear ratio (final gear ratio) on the front wheel side can be switched by sliding the first sleeve with the first actuator. Similarly, by moving the second sleeve and switching the gear pair connected to the second hub, the gear pair connected to the rear wheel axle among the plurality of gear pairs constituting the second gear stage switching mechanism is switched Be Therefore, by sliding the second sleeve with the second actuator, it is possible to switch the rear wheel gear ratio (final gear ratio).

  In the drive device for a hybrid vehicle according to the present invention, the first switching means is configured to be able to take a neutral state in which the front wheel axle is not connected to any gear pair, and the second switching means is Preferably, the wheel axle is configured to be able to assume a neutral state not connected to any gear pair.

  In this way, by setting the first switching means in the neutral state in which the front wheel axle is not connected to any gear pair, torque transmission between the front wheels is interrupted (the front wheels are disconnected), and drag loss is reduced. It can be reduced. Also, by setting the second switching means to a neutral state in which the rear wheel axle is not connected to any gear pair, torque transmission between the rear wheel and the rear wheel is interrupted (the rear wheel is disconnected), and drag loss is reduced. can do. Furthermore, for example, when the battery charge / state of charge (SOC) is sufficient (i.e., the battery can not be charged) so that regeneration can not be performed, all front wheels and rear wheels should be separated to reduce drag loss. You can also. That is, the vehicle is driven in the AWD (all wheel drive) state, the FF (front wheel drive) state in which the rear wheels are separated, the FR (rear wheel drive) state in which the front wheels are separated, and N in which all the wheels are separated. It is possible to switch between (neutral: neutral) states. Therefore, depending on the driving condition of the vehicle (for example, the required driving force (accelerator opening), vehicle speed, SOC, etc.), the drive type and the front wheel axle are controlled so that the efficiency of the vehicle (drive device) becomes the best overall. It is possible to switch the gear ratio as well as the gear ratio of the rear wheel axle.

  In the drive device for a hybrid vehicle according to the present invention, a synchro mechanism for synchronizing both rotations between one of the gears constituting each gear pair included in the first gear stage switching mechanism and the first hub is used. It is preferable that a synchro mechanism is provided between the second hub and one of the gears that make up each gear pair included in the second gear stage switching mechanism. .

  In this case, a synchro mechanism for synchronizing the rotation of the first hub (sleeve) with one of the gears constituting each gear pair included in the first gear stage switching mechanism is provided, Even when the rotational speed of the first hub (sleeve) and the gear is different when the sleeve is fitted with the spline provided on the gear, the sleeve and the spline provided on the gear can be connected more smoothly can do. Similarly, since a synchro mechanism for synchronizing the rotation of both gears is provided between one gear of each gear pair included in the second gear switching mechanism and the second hub (sleeve), Even when the second hub (sleeve) and the gear have different rotational speeds when the sleeve is fitted with the spline provided on the gear, the sleeve and the spline provided on the gear can be connected more smoothly can do.

  In the drive system for a hybrid vehicle according to the present invention, the control means moves the first sleeve and switches the gear pair connected to the front wheel axle, the first switching means is temporarily connected to the neutral state. The motor / generator speed is controlled to match the speed of the gear pair with the speed of the front wheel axle, the second sleeve is moved, and the gear pair connected to the rear wheel axle is switched It is preferable to control the number of revolutions of the motor generator so that the number of revolutions of the connected gear pair is matched with the number of revolutions of the rear wheel axle, with the switching means temporarily in a neutral state.

  In this case, when moving the first sleeve and switching the gear pair connected to the front wheel axle, the first switching means is temporarily set to the neutral state, and the rotational speed of the connected gear pair is The number of revolutions of the motor generator is controlled to match the number. Therefore, the shock (switching shock) when switching the gear pair can be reduced. Similarly, when moving the second sleeve and switching the gear pair connected to the rear wheel axle, the second switching means is temporarily brought into a neutral state, and the rotational speed of the connected gear pair is The number of revolutions of the motor generator is controlled to match the number of revolutions of the motor generator. Therefore, the shock (switching shock) when switching the gear pair can be reduced.

  According to the present invention, in a drive device of a hybrid vehicle including an engine and a motor / generator, the amount of regeneration at the time of regeneration can be increased without reducing the driving torque at the time of driving, and the fuel consumption rate (fuel consumption) can be further increased. It is possible to improve.

BRIEF DESCRIPTION OF THE DRAWINGS They are a skeleton diagram which shows the structure of the drive device of the hybrid vehicle which concerns on embodiment, and a block diagram which shows the structure of the control system. It is a list which shows the driving modes which can be taken in the drive device of the hybrid vehicle concerning an embodiment. FIG. 7 is a view showing a torque transmission path (thick line) via the first gear shift mechanism and the second gear shift mechanism in traveling mode 1; FIG. 7 is a view showing a torque transmission path (thick line) via a first gear shift mechanism and a second gear shift mechanism in traveling mode 2; FIG. 7 is a view showing a torque transmission path (thick line) via a first gear shift mechanism and a second gear shift mechanism in traveling mode 3; FIG. 7 is a view showing a torque transmission path (thick line) via a first gear stage switching mechanism and a second gear stage switching mechanism in traveling mode 4; FIG. 7 is a diagram showing a torque transmission path (thick line) via a first gear shift mechanism and a second gear shift mechanism in a traveling mode 6; FIG. 7 is a view showing a torque transmission path (thick line) through the first gear shift mechanism and the second gear shift mechanism in a traveling mode 7; FIG. 7 is a view showing a torque transmission path (thick line) via the first gear stage switching mechanism and the second gear stage switching mechanism in a traveling mode 8; FIG. 7 is a view showing a torque transmission path (thick line) via a first gear shift mechanism and a second gear shift mechanism in a traveling mode 9;

  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 a drive device 1 for a hybrid vehicle according to the embodiment will be described using FIG. 1. FIG. 1 is a skeleton diagram showing a configuration of a drive system 1 of a hybrid vehicle, and a block diagram showing a configuration of a control system thereof. Here, the case where the drive device 1 of the hybrid vehicle is applied to a series parallel hybrid vehicle (HEV) will be described as an example. The drive device 1 of the hybrid vehicle mainly includes a power unit including an engine 20, a first motor generator 11, and a second motor generator 12, a drive power dividing mechanism 30, a motor reduction gear 32, an output shaft 40, and a front drive pinion. A drive train (drive mechanism) including a shaft 50, a center differential unit 61, a propeller shaft 60, a rear drive pinion shaft 62 and the like is provided. The details will be described below.

  The engine 20 may be of any type, but for example, an engine or the like in which the thermal efficiency is improved by increasing the compression ratio by a high expansion ratio cycle is preferably used. The engine 20 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 that detects 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 20 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.

  A power split mechanism 30 is connected to a crankshaft of the engine 20 via a pair of gears 21. A pair of gears (counter gears) 31 and a first motor generator (MG) 11 are connected to the power split mechanism 30. The power split mechanism 30 has, for example, a planetary gear mechanism configured of a sun gear 30a, a ring gear 30b, a pinion gear 30c, and a planetary carrier 30d, and generates drive torque generated from the engine 20 into a pair of gears (counter gear). It divides and transmits to 31 and the first motor generator 11.

  More specifically, the carrier 30 d is coupled to the crankshaft of the engine 20 via a pair of gears 21. The sun gear 30 a is connected to the first motor generator 11. On the other hand, the ring gear 30 b is connected to an output shaft (output shaft) 40 via a pair of gears (counter gears) 31.

  When the first motor generator 11 functions as a generator (generator), the power distribution mechanism 30 transmits torque (driving force) from the engine 20, which is input from the planetary carrier 30d, to both the sun gear 30a and the ring gear 30b. Distribute according to the ratio. On the other hand, when the first motor generator 11 functions as a motor (motor), the power distribution mechanism 30 receives the torque from the engine 20 input from the planetary carrier 30 d and the first motor generator 11 input from the sun gear 30 a. And the torque from the gear are output to the ring gear 30b. The torque output to the ring gear 30 b is output to the output shaft (output shaft) 40 via the pair of gears (counter gears) 31.

  On the other hand, the second motor generator (MG) 12 is also connected to the output shaft (output shaft) 40. More specifically, the second motor generator 12 is connected to an output shaft (output shaft) 40 via a motor reduction gear 32.

  The first motor generator 11 and the second motor generator 12 have a function as a motor for converting the supplied electric power to a mechanical power and a function as a generator for converting the input mechanical power to the electric power. It is configured as a synchronous generator motor. That is, each of the first motor generator 11 and the second motor generator 12 operates as a motor that generates driving torque when the vehicle is driven, and operates as a generator during regeneration. The first motor generator 11 mainly operates as a generator, and the second motor generator 12 mainly operates as a motor.

  The motor reduction gear 32 is composed of a planetary gear. More specifically, the motor reduction gear 32 has, for example, a planetary gear mechanism including a sun gear 32a, a ring gear 32b, a pinion gear 32c, and a planetary carrier 32d. When the second motor generator 12 functions as a motor, the motor reduction gear 32 decelerates the rotation transmitted from the second motor generator 12 (increases the torque) and outputs it from the planetary carrier 32 d. On the other hand, the motor reduction gear 32 accelerates the rotation by the torque (driving force) input to the planetary carrier 32 d and reduces the torque and outputs it from the sun gear 32 a, thereby generating the second motor generator 12 as a generator. Act as

  The output shaft (output shaft) 40 is a drive pinion shaft (front drive pinion shaft) 50 on the front wheel side via a first gear stage switching mechanism (sub transmission) 71 (corresponding to the front wheel axle described in the claims) And a propeller shaft 60 via a center differential unit 61. Also, the propeller shaft 60 corresponds to the rear wheel drive pinion shaft (rear drive pinion shaft) 62 (the rear wheel axle described in the claims) via the second gear change mechanism (sub transmission) 72. )It is connected to the. The output shaft (output shaft) 40 and the front drive pinion shaft 50 transmit torque with the front wheels. Also, the propeller shaft 60 and the rear drive pinion shaft 62 transmit torque with the rear wheel.

  Here, the configuration of the first gear stage switching mechanism (sub transmission) 71 will be described. First, the output shaft 40 and the front drive pinion shaft 50 are provided in parallel. At the front end of the output shaft 40, drive gears (drive gears) 711a and 712a of first and second speeds are fixed. On the other hand, driven gears (driven gears) 711 b and 712 b of first and second speeds are rotatably attached to the rear end of the front drive pinion shaft 50. The drive gears 711a and 712a and the driven gears 711b and 712b mesh with each other to form a shift gear pair (gear stage). That is, the first gear pair 711 is formed by the drive gear 711a and the driven gear 711b, and the second gear pair 712 is formed by the drive gear 712a and the driven gear 712b. The gear ratio of the first gear pair 711 is lower when viewed from the second motor / generator 12 (first motor / generator 11) side than when the second gear pair 712 is lower (ie, when viewed from the front wheel side) High gear) is set.

  The front drive pinion shaft 50 is connected to the first and second gear stages in a power transmission state and a neutral state (that is, the front drive pinion shaft 50 is connected to both the first gear pair 711 and the second gear pair 712 A first switching mechanism 713 (corresponding to a first switching means described in the claims) for switching to a state of not being mounted is mounted.

  The first switching mechanism 713 is disposed between the two driven gears 711 b and 712 b of the first speed and the second speed, and the first hub 713 a that rotates integrally with the front drive pinion shaft 50, and the first switching mechanism 713 always meshes with this. And a sleeve 713b. When the first sleeve 713b meshes with the spline 711c integrally formed with the driven gear 711b, it is set to the first speed (low gear), and conversely, when meshed with the spline 712c integrally formed with the driven gear 712b, the second speed (high gear) Set to

  The first switching mechanism 713 is a synchromesh mechanism. That is, between the driven gear 711b (spline 711c) and the first sleeve 713b, and between the driven gear 712b (spline 712c) and the first sleeve 713b, a synchronization mechanism (synchronizer ring) that synchronizes both rotations at the time of connection operation ) Is provided.

  In order to operate the first switching mechanism 713, the first sleeve 713b is gripped by a shift fork (not shown), and the first sleeve 713b moves in the axial direction as the shift fork moves. The shift fork is connected to the first actuator 714, and the movement of the first sleeve 713b accompanying the movement of the first actuator 714 switches the desired gear to the power transmission state. The first switching mechanism 713 and the first actuator 714 function as a first switching unit described in the claims. As the first actuator 714, for example, an electric motor or the like is suitably used. The first actuator 714 is drive-controlled by a transmission control unit (hereinafter referred to as “TCU”) 83 described later.

  The torque transmitted to the front drive pinion shaft 50 via the first gear position switching mechanism 71 is transmitted to a front differential (hereinafter also referred to as “front differential”) 53. The front differential 53 is, for example, a bevel gear differential. The torque from the front differential 53 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.

  On the other hand, as described above, the output shaft (output shaft) 40 is connected to the propeller shaft 60 via the center differential unit 61. The propeller shaft 60 is also connected to the rear drive pinion shaft 62 via a second gear change mechanism (sub transmission) 72.

  Here, the center differential unit 61 mainly uses, for example, a bevel gear that differentially absorbs the rotational difference between the front wheel (output shaft 40) and the rear wheel (propeller shaft 60), and for differential limiting (suppresses differential rotation). And a transfer clutch. The transfer clutch controls the fastening force (i.e., the torque distribution ratio to the rear wheels) according to the driving state of four wheels (for example, the slip state of the front wheels) and the transmission torque. Therefore, the torque transmitted to the output shaft 40 is distributed according to the engagement force of the transfer clutch and is also transmitted to the rear wheel side.

  The torque adjusted (distributed) by the center differential unit (transfer clutch) 61 and transmitted to the propeller shaft 60 is transmitted to the rear drive pinion shaft 62 via the second gear stage switching mechanism 72.

  Here, the configuration of the second gear stage switching mechanism 72 will be described. First, the propeller shaft 60 and the rear drive pinion shaft 62 are provided in parallel, as in the first gear stage switching mechanism 71 described above. At the tip of the propeller shaft 60, drive gears (drive gears) 721a and 722a of first and second speeds are fixed. On the other hand, at the rear end of the rear drive pinion shaft 62, driven gears (driven gears) 721b and 722b of first and second speeds are rotatably mounted. The drive gears 721 a and 722 a and the driven gears 721 b and 722 b mesh with each other to form a shift gear pair (gear stage). That is, the first gear pair 721 is formed by the drive gear 721 a and the driven gear 721 b, and the second gear pair 722 is formed by the drive gear 722 a and the driven gear 722 b. The gear ratio of the first gear pair 721 is lower when viewed from the second motor / generator 12 (first motor / generator 11) side than when the second gear pair 722 is viewed lower (that is, when viewed from the rear wheel side). Is set to high gear). Further, the gear ratios of the respective gear pairs (first gear pair 711, second gear pair 712) constituting the first gear stage switching mechanism 71, and the respective gear pairs constituting the second gear stage switching mechanism 72 (first The gear ratio of each of the gear pair 721 and the second gear pair 722 is set to be the same.

  The rear drive pinion shaft 62 is provided with a second switching mechanism 723 (corresponding to a second switching means described in the claims) for switching the first and second gear stages between the power transmission state and the neutral state. ) Is attached.

  The second switching mechanism 723 is disposed between the first and second driven gears 721 b and 722 b and rotates integrally with the rear drive pinion shaft 62, and the second switching mechanism 723 is always in mesh with the second hub 723 a. And 2 sleeves 723b. When the second sleeve 723b is engaged with the spline 721c integrally formed with the driven gear 721b, a second speed (high gear) is set when the second sleeve 723b is engaged with the spline 722c integrally formed with the driven gear 722b. Set to

  The second switching mechanism 723 is a synchromesh mechanism. That is, between the driven gear 721b (spline 721c) and the second sleeve 723b, and between the driven gear 722b (spline 722c) and the second sleeve 723b, a synchronization mechanism (synchronizer ring) that synchronizes both rotations at the time of connection operation ) Is provided.

  In order to operate the second switching mechanism 723, the second sleeve 723 b is gripped by a shift fork (not shown), and the second sleeve 723 b moves in the axial direction as the shift fork moves. The shift fork is connected to the second actuator 724, and the movement of the second sleeve 723b accompanying the movement of the second actuator 724 switches the desired gear to the power transmission state. That is, the second switching mechanism 723 and the second actuator 724 function as a second switching unit described in the claims. As the second actuator 724, for example, an electric motor or the like is suitably used. The second actuator 724 is drive-controlled by a TCU 83 described later.

  The torque transmitted to the rear drive pinion shaft 62 via the second gear position switching mechanism 72 is transmitted to a rear differential (hereinafter also referred to as “rear differential”) 63. A left rear wheel drive shaft and a right rear wheel drive shaft (not shown) are connected to the rear differential 63. The driving force from the rear differential 63 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.

  The engine 20 which is a driving force source of the vehicle, and the second motor generator 12 and the first motor generator 11 are comprehensively controlled by the HEV-CU 80.

  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 Various sensors including a vehicle speed sensor 94 for detecting the speed of the wheel, and the like are connected. The HEV-CU 80 also includes an ECU 81 for controlling the engine 20 via the CAN 100, a vehicle dynamic control unit (hereinafter referred to as "VDCU") 85 for improving the running stability by suppressing a side slip of the vehicle, and a TCU 83. Etc. are communicably connected to each other. 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 20, the second motor generator 12, and the first motor generator 11 based on the acquired various information. The HEV-CU 80 has, for example, an accelerator pedal opening degree (driver's requested driving force), a driving state of a vehicle (such as vehicle speed), a state of charge (SOC) of a high voltage battery (hereinafter simply referred to as "battery") 90, etc. , And the torque command value of the second motor generator 12 and the first motor generator 11 are obtained and 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 12 and the first motor generator 11 based on the torque command value. Here, the PCU 82 has an inverter 82 a that converts the DC power of the high voltage battery 90 into three-phase AC power and supplies it to the second motor generator 12 and the first motor generator 11. The PCU 82 drives the second motor generator 12 and the first motor generator 11 via the inverter 82 a based on the torque command value received from the HEV-CU 80. On the other hand, inverter 82a converts the AC voltage generated by second motor generator 12 into a DC voltage and charges high voltage battery 90 during regeneration.

  Furthermore, the HEV-CU 80 is configured to set the first gear based on, for example, the accelerator pedal opening (driver's requested driving force), the driving state of the vehicle (vehicle speed, etc.), the charge state (SOC) of the high voltage battery 90 Information on switching of shift speed (gear ratio) of switching mechanism 71 and information on switching of shift speed (gear ratio) of second gear shift mechanism 72 are set and transmitted to TCU 83. The TCU 83 drives the first actuator 714 based on the switching instruction information of the transmission gear (gear ratio) of the first gear switching mechanism 71 transmitted from the HEV-CU 80, and performs the transmission of the second gear switching mechanism 72. The second actuator 724 is driven based on switching instruction information of the gear (gear ratio).

  Each of HEV-CU 80 and TCU 83 is a microprocessor that performs computation, an EEPROM that stores a program for causing the microprocessor to execute each process, a RAM that stores various data such as computation results, and the stored contents are held. It is configured to have a backup RAM, an input / output I / F, and the like. The TCU 83 also includes a drive circuit (driver circuit) that drives the first actuator 714 and the second actuator 724.

  In particular, the HEV-CU 80 and TCU 83 can increase the amount of regeneration during regeneration (without improving the drivability) without reducing the driving torque during driving (can improve the overall efficiency of the vehicle (drive)) , Has a function to further improve the fuel consumption rate (fuel consumption). Therefore, the HEV-CU 80 is functionally equivalent to the switching control unit 80a that sets switching instruction information of the gear (gear ratio) of the first gear switching mechanism 71 and the gear (gear ratio) of the second gear switching mechanism 72. Have to. In the HEV-CU 80, the program stored in the EEPROM or the like is executed by the microprocessor to implement the function of the switching control unit 80a. Similarly, the TCU 83 functionally includes a drive control unit 83a that controls the drive of the first actuator 714 and the second actuator 724. In the TCU 83, the program stored in the EEPROM or the like is executed by the microprocessor to realize the function of the drive control unit 83a. That is, the HEV-CU 80 (switching control unit 80a) and the TCU 83 (drive control unit 83a) function as control means described in the claims.

  The switching control unit 80a and the drive control unit 83a are configured to generate the first actuator 714 (the first switching unit 713) and the second based on the driving state of the vehicle (for example, the required driving force (accelerator pedal operation), the vehicle speed, the SOC, etc.). The drive of the actuator 724 (second switching mechanism 723) is controlled.

  For example, when the accelerator operation is turned off (during coasting), the switching control unit 80a and the drive control unit 83a are configured of the plurality (two pairs) of gear pairs 711 and 712 that constitute the first gear position switching mechanism 71. Among them, the first gear pair 711 is switched (selected) to a higher gear (a low gear when viewed from the second motor / generator 12 (first motor / generator 11) side) as viewed from the front wheel side. Similarly, among the plurality (two pairs) of gear pairs 721 and 722 constituting the second gear stage switching mechanism 72, the higher gear (the second motor generator 12 (the first motor generator 11) can be viewed from the rear wheel side. Switching to (selecting) the first gear pair 721 which is low gear when viewed from the) side. Details will be described later.

  The switching control unit 80a and the drive control unit 83a move the first sleeve 713b to switch between the gear pairs connected to the front drive pinion shaft 50 among the plurality (two pairs) of gear pairs 711, 712. The second motor generator 12 (the first motor is set so that the rotational speed of the connected gear pair is matched with the rotational speed of the front drive pinion shaft 50 with the first switching means 713 temporarily set in the neutral (neutral) state. It is preferable to control the number of revolutions of the generator 11). Similarly, the switching control unit 80a and the drive control unit 83a move the second sleeve 723b to switch the gear pair connected to the rear drive pinion shaft 62 among the plurality (two pairs) of gear pairs 721 and 722 , And the second switching mechanism 723 is temporarily in a neutral (neutral) state so that the rotation speed of the connected gear pair is matched with the rotation speed of the rear drive pinion shaft 62. It is preferable to control the number of revolutions of the motor generator 11).

  Here, each travel mode realized by being constituted as mentioned above is explained, referring to Drawing 2-Drawing 9 collectively. FIG. 2 is a list showing traveling modes which can be taken in the drive device 1 of the hybrid vehicle. 3 to 6 are diagrams showing a torque transmission path (thick line) via the first gear shift mechanism 71 and the second gear shift mechanism 72 in each of the travel mode 1 to the travel mode 4. Similarly, FIGS. 7 to 10 are diagrams showing torque transmission paths (thick lines) via the first gear shift mechanism 71 and the second gear shift mechanism 72 in the travel mode 6 to the travel mode 9, respectively. The torque transmission path (thick line) in the traveling mode 4 is shown in FIG.

(1) Mode 1
In mode 1, as shown in FIG. 3, the first gear switching mechanism 71 is a low gear (the first gear pair 711 is selected), and the second gear switching mechanism 72 is a low gear (the first gear pair 721). In the AWD (all-wheel drive) mode in which all the wheels are driven. This mode is selected, for example, at the time of normal start, low speed traveling, acceleration, and the like. Then, for example, when the speed increases (when traveling at high speed), the mode is switched to mode 2 described later. On the other hand, at the time of deceleration, regeneration can be performed by increasing the rotational speed of the second motor / generator 12 (first motor / generator 11) as compared to mode 2 described later. However, for example, in consideration of the driving state (running state) of the vehicle, the operating efficiency of each of the engine 10, the first motor, the generator 11, and the second motor / generator 12, the drag loss of the drive system, etc. The traveling mode may be switched to mode 2, mode 5, mode 6, 7 and mode 8, 9 to be described later, in order to maximize efficiency.

(2) Mode 2
In mode 2, as shown in FIG. 4, the first gear switching mechanism 71 is set to the high gear (the second gear pair 712 is selected), and the second gear switching mechanism 72 is set to the high gear (the second gear pair 722). In the AWD (all-wheel drive) mode in which all the wheels are driven. This mode is selected, for example, when traveling at high speed. Then, for example, when the speed decreases (during low speed travel) or when the accelerator pedal is greatly depressed (deep acceleration), the mode is switched to the mode 1 described above. On the other hand, at the time of deceleration, regeneration may be performed in this mode, but when the rotational speed of the second motor generator 12 (first motor generator 11) is increased, the mode is switched to the above-described mode 1. However, for example, in consideration of the driving state (running state) of the vehicle, the operating efficiency of each of the engine 10, the first motor, the generator 11, and the second motor / generator 12, the drag loss of the drive system, etc. The traveling mode may be switched to mode 5, mode 6, 7 and mode 8, 9 to be described later so as to maximize efficiency.

(3) Mode 3
In mode 3, as shown in FIG. 5, the first gear switching mechanism 71 is a low gear (the first gear pair 711 is selected), and the second gear switching mechanism 72 is a high gear (the second gear pair 722). In the AWD (all-wheel drive) mode in which all the wheels are driven. This mode is not used in normal traveling, and is selected, for example, when traveling using a differential rotation or differential torque of front and rear wheels on an uphill slope or a turn.

(4) Mode 4
In mode 4, as shown in FIG. 6, the first gear switching mechanism 71 is set to a high gear (the second gear pair 712 is selected), and the second gear switching mechanism 72 is set to a low gear (first gear pair 721). In the AWD (all-wheel drive) mode in which all the wheels are driven. This mode is not used in normal traveling, and is selected, for example, when traveling using a differential rotation or differential torque of front and rear wheels on an uphill slope or a turn.

(5) Mode 5
In mode 5, as shown in FIG. 1, the first gear shift mechanism 71 is in neutral (neutral) and the second gear shift mechanism 72 is in neutral (neutral). This mode is selected, for example, when reducing drag loss at the time of deceleration. In particular, this mode is selected, for example, at the time of coasting where the SOC of the high voltage battery 90 is sufficient and regeneration can not be performed.

(6) Mode 6
In mode 6, as shown in FIG. 7, the first gear switching mechanism 71 is set to low gear (the first gear pair 711 is selected), and the second gear switching mechanism 72 is set to neutral (neutral), This is an FF (front wheel drive) mode in which the front wheels are driven. This mode is selected, for example, at the time of start, at low speed, at the time of acceleration, and the like. Then, for example, when the speed increases (when traveling at high speed), the mode is switched to mode 7 described later. On the other hand, at the time of deceleration, regeneration can be performed by increasing the rotational speed of the second motor generator 12 (first motor generator 11) while reducing the drag loss on the rear wheel side.

(7) Mode 7
In mode 7, as shown in FIG. 8, the first gear switching mechanism 71 is set to a high gear (the second gear pair 712 is selected), and the second gear switching mechanism 72 is set to neutral (neutral), This is an FF (front wheel drive) mode in which the front wheels are driven. This mode is selected, for example, when traveling at high speed. Then, for example, when the speed decreases (during low speed traveling) or in the case of rapid acceleration, the mode is switched to the above-described mode 6. On the other hand, during deceleration, regeneration can be performed while reducing the drag loss on the rear wheel side. When the number of revolutions of the second motor generator 12 (first motor generator 11) is increased during regeneration, the mode is switched to the mode 6 described above.

(8) Mode 8
In mode 8, as shown in FIG. 9, the first gear switching mechanism 71 is set to neutral (neutral), and the second gear switching mechanism 72 is set to low gear (the first gear pair 721 is selected), It is an FR (rear wheel drive) mode in which the rear wheels are driven. This mode is selected, for example, at the time of start, at low speed, at the time of acceleration, and the like. Then, for example, when the speed increases (when traveling at high speed), the mode is switched to the mode 9 described later. On the other hand, during deceleration, regeneration can be performed by increasing the rotational speed of the second motor / generator 12 (first motor / generator 11) while reducing the drag loss on the front wheel side.

(9) Mode 9
In mode 9, as shown in FIG. 10, the first gear switching mechanism 71 is in neutral (neutral), and the second gear switching mechanism 72 is in high gear (the second gear pair 722 is selected), It is an FR (rear wheel drive) mode in which the rear wheels are driven. This mode is selected, for example, when traveling at high speed. Then, for example, when the speed decreases (during low speed traveling) or in the case of rapid acceleration, the mode is switched to the mode 8 described above. On the other hand, during deceleration, regeneration can be performed while reducing the drag loss on the front wheel side. When the number of revolutions of the second motor / generator 12 (first motor / generator 11) is increased during regeneration, the mode is switched to the mode 8 described above.

  As described above in detail, according to the present embodiment, the front drive pinion shaft 50 is interposed, has a plurality (two pairs) of gear pairs 711, 712, and converts the input torque / rotational speed. And a plurality of (two pairs) of gear pairs 721 and 722 interposed between the first gear stage switching mechanism 71 for outputting and the rear drive pinion shaft 62, converting the input torque / rotational speed and outputting Of the plurality of (two pairs) of gear pairs 711 and 712 constituting the first gear stage switching mechanism 71 based on the operating state of the vehicle. The gear pair to be connected is switched, and is connected to the rear drive pinion shaft 62 among the plurality (two pairs) of gear pairs 721 and 722 constituting the second gear stage switching mechanism 72. Gear pair is switched. Therefore, for example, it is possible to switch the gear ratio of each of the first gear stage switching mechanism 71 and the second gear stage switching mechanism 72 between driving time and regeneration time. That is, at the time of driving (at the time of acceleration), a gear pair having a gear ratio suitable for driving (acceleration) can be used, and at the time of regeneration, a gear pair having a gear ratio suitable for regeneration (good regeneration efficiency) can be used. As a result, it is possible to increase the amount of regeneration at the time of regeneration without reducing the driving torque at the time of driving, and it is possible to further improve the fuel consumption.

  According to the present embodiment, the gear ratios of the gear pairs 711 and 712 included in the first gear shift mechanism 71 and the gear ratios of the gear pairs 721 and 722 included in the second gear shift mechanism 72 Are set identically. Therefore, it is possible to prevent an unnecessary rotational difference between the front wheel and the rear wheel.

  According to the present embodiment, by moving the first sleeve 713b and switching the gear pair connected to the first hub 713a, a plurality (two pairs) of gear pairs 711 and 712 that constitute the first gear stage switching mechanism 71. Among them, the gear pair connected to the front drive pinion shaft 50 is switched. Therefore, the gear ratio (final gear ratio) on the front wheel side can be switched by driving the first actuator 713 and sliding the first sleeve 713b. Similarly, by moving the second sleeve 723b and switching the gear pair connected to the second hub 723a, the rear of the plurality of (two pairs) gear pairs 721 and 722 constituting the second gear stage switching mechanism 72 The gear pair connected to the drive pinion shaft 62 is switched. Therefore, by driving the second actuator 724 and sliding the second sleeve 723b, it is possible to switch the rear wheel gear ratio (final gear ratio).

  According to the present embodiment, when the accelerator operation is turned off, when viewed from the front wheel side, among the plurality (two pairs) of gear pairs 711 and 712 constituting the first gear stage switching mechanism 71, the gear is more high. The gear pair 711 is switched, and of the plurality of (two pairs) gear pairs 721 and 722 constituting the second gear stage switching mechanism 72, the gear pair 721 is switched to a higher gear pair 721 as viewed from the rear wheel side. Therefore, for example, when in the coasting state, it is possible to increase the number of rotations of the second motor generator 12 (first motor generator 11), that is, to increase the regeneration efficiency to execute the regeneration operation. .

  According to the present embodiment, torque transmission between the first switching mechanism 713 and the front wheel is interrupted by setting the first switching mechanism 713 in the neutral state in which the front drive pinion shaft 50 is not connected to either gear pair 711 and 712 (see FIG. The front wheel can be disconnected), and drag loss can be reduced. In addition, by setting the second switching mechanism 723 to a neutral state in which the rear drive pinion shaft 62 is not connected to either gear pair 721, 722, torque transmission with the rear wheels is interrupted (the rear wheels are separated). And drag loss can be reduced. Furthermore, for example, when the charge amount / state of charge (SOC) of the battery 90 is sufficient (that is, the battery 90 can not be charged) and regeneration can not be performed, all front wheels and rear wheels are separated to reduce drag loss. You can also That is, the vehicle is driven in the AWD (all wheel drive) state, the FF (front wheel drive) state in which the rear wheels are separated, the FR (rear wheel drive) state in which the front wheels are separated, and N in which all the wheels are separated. It is possible to switch between (neutral: neutral) states. Therefore, depending on the driving state of the vehicle (for example, required driving force (accelerator opening), vehicle speed, SOC, etc.), the drive type and the front drive pinion so that the efficiency of the vehicle (drive device) becomes the best overall. It is possible to switch the gear ratio (final gear ratio) of the shaft 50 and the gear ratio (final gear ratio) of the rear drive pinion shaft 62.

  According to this embodiment, between the driven gear 711b (spline 711c) and the first sleeve 713b included in the first gear stage switching mechanism 71, and between the driven gear 712b (spline 712c) and the first sleeve 713b, The first hub 713a (first sleeve 713b) is provided when the first sleeve 713b is engaged with the splines 711c and 712c provided on the driven gears 711b and 712b because a synchronization mechanism for synchronizing both rotations is provided. Even when the rotational speeds of the driven gears 711 b and 712 b are different, the first sleeve 713 b and the splines 711 c and 712 c provided on the driven gears 711 b and 712 b can be connected more smoothly. Similarly, between the driven gear 721b (spline 721c) and the second sleeve 723b included in the second gear stage switching mechanism 72 and between the driven gear 722b (spline 722c) and the second sleeve 723b, both rotation and And the second hub 723a (second sleeve 723b) and the driven gear 721b, when the second sleeve 723b is fitted with the splines 721c and 722c provided on the driven gears 721b and 722b. Even when the rotational speeds of 722b are different, the second sleeve 723b and the splines 721c, 722c provided on the driven gears 721b, 722b can be connected more smoothly.

  According to the present embodiment, when moving the first sleeve 713b to switch the gear pair connected to the front drive pinion shaft 50, the first switching mechanism 713 is temporarily brought into a neutral state, and the connected gear pair is The rotation number of the second motor generator 12 (first motor generator 11) is controlled to match the rotation number of the front drive pinion shaft 50 with the rotation number of the front drive pinion shaft 50. Therefore, the shock (switching shock) when switching the gear pair 711 and 712 can be reduced. Similarly, when moving the second sleeve 723b to switch the gear pair connected to the rear drive pinion shaft 62, the second switching mechanism 723 is temporarily set in the neutral state, and the rotational speed of the connected gear pair is The rotation speed of the second motor generator 12 (first motor generator 11) is controlled to match the rotation speed of the rear drive pinion shaft 62. Therefore, shock (switching shock) when switching the gear pairs 721, 722 can be reduced.

  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, although the case where the power regeneration device 1 according to the present invention is applied to a series-parallel hybrid vehicle (HEV) is described as an example, the invention can also be applied to hybrid vehicles of different types .

  Moreover, in the said embodiment, although the two electric motors (the 1st motor generator 11 and the 2nd motor generator 12) were included, the number of electric motors is not restricted to two (two motors), 1 There may be one (one motor) or three (three motors) or more. Similarly, the configuration of the hybrid system is not limited to the above embodiment.

  In the above embodiment, the first gear shift mechanism 71 and the second gear shift mechanism 72 have been described as an example of a two-speed shift having two gear pairs 711 and 712 (721 and 722). The first gear shift mechanism 71 and the second gear shift mechanism 72 are not limited to the two-speed shift (two pairs of gear pairs), but may be configured as a three or more shift having three or more gear pairs. .

  In the above-mentioned embodiment, although the electric actuator (electric motor) was used as the first actuator 714 and the second actuator 724, a hydraulic actuator can also be used. Also, for example, HEV-CU 80 and TCU 83 may be integrated.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle drive device 11 1st motor generator 12 2nd motor generator 20 engine 30 drive power split mechanism 32 motor reduction gear 40 output shaft 50 front drive pinion shaft 53 front differential 60 propeller shaft 61 center differential unit 62 rear Drive pinion shaft 63 rear differential 71 first gear stage switching mechanism 711 first gear pair 712 second gear pair 713 first switching mechanism 713a first hub 713b first sleeve 714 first actuator 72 second gear stage switching mechanism 721 first Gear pair 722 Second gear pair 723 Second switching mechanism 723a Second hub 723b Second sleeve 724 Second actuator 80 HEV-CU
80a switching control unit 81 ECU
82 PCU
83 TCU
83a drive control unit 85 VDCU
90 high voltage battery 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 drive device of a hybrid vehicle including an engine and a motor generator,
A front wheel axle that transmits torque between the engine and the motor generator and the front wheel;
A rear wheel axle that transmits torque between the engine and the motor generator and a rear wheel;
A center differential unit that absorbs a rotational difference between the front wheel axle and the rear wheel axle;
A first gear stage switching mechanism interposed in the front wheel axle, having a plurality of gear pairs, and converting and outputting an input torque;
A second gear switching mechanism provided on the rear wheel axle, having a plurality of gear pairs, and converting and outputting an input torque;
First switching means for switching a gear pair connected to the front wheel axle among a plurality of gear pairs constituting the first gear position switching mechanism;
Second switching means for switching a gear pair connected to the rear wheel axle among a plurality of gear pairs constituting the second gear stage switching mechanism;
And a control unit configured to control driving of the first switching unit and the second switching unit based on a driving state of the vehicle.   The gear ratio of each gear pair included in the first gear position switching mechanism and the gear ratio of each gear pair included in the second gear position switching mechanism are set to be the same. The drive device of the hybrid vehicle according to 1.   The control means switches to a gear pair having a higher gear ratio as viewed from the front wheel side among the plurality of gear pairs constituting the first gear position switching mechanism when the accelerator operation is off. 3. The drive device of a hybrid vehicle according to claim 1, wherein among the plurality of gear pairs constituting the gear stage switching mechanism, the gear pair is switched to a higher gear pair as viewed from the rear wheel side. The first switching means is
A first hub that rotates integrally with the front wheel axle;
A first sleeve slidably provided in an axial direction on an outer periphery of the first hub;
Among the plurality of gear pairs, there is a first actuator for switching the gear pair connected to the front wheel axle by sliding the first sleeve and switching the gear pair connected to the first hub. And
The second switching means is
A second hub integrally rotating with the rear wheel axle;
A second sleeve slidably provided in the axial direction on an outer periphery of the second hub;
A second actuator for switching the gear pair connected to the rear wheel axle among the plurality of gear pairs by sliding the second sleeve and switching the gear pair connected to the second hub; The drive device of a hybrid vehicle according to any one of claims 1 to 3, characterized by comprising. The first switching means is configured to be capable of taking a neutral state in which the front wheel axle is not connected to any gear pair,
5. The drive system of a hybrid vehicle according to claim 4, wherein the second switching means is configured to be capable of taking a neutral state in which the rear wheel axle is not connected to any gear pair. A synchro mechanism for synchronizing both rotations is provided between one of the gears constituting each gear pair included in the first gear stage switching mechanism and the first hub,
A synchro mechanism for synchronizing the rotation of both gears is provided between one of the gears constituting each of the gear pairs included in the second gear stage switching mechanism and the second hub. The drive device of the hybrid vehicle according to 4 or 5. The control means
When moving the first sleeve and switching the gear pair connected to the front wheel axle, the first switching means is temporarily set in the neutral state, and the number of rotations of the connected gear pair is determined by rotating the front wheel axle. Control the number of revolutions of the motor generator to match the number,
When moving the second sleeve and switching the gear pair connected to the rear wheel axle, the second switching means is temporarily set in the neutral state, and the rotational speed of the connected gear pair is set to the rear wheel axle 7. The drive device of a hybrid vehicle according to claim 5, wherein the rotation number of the motor generator is controlled to match the rotation number of the motor generator.

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