JP6390750B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Patent Document 1 discloses an FF (front engine / front drive) type hybrid vehicle including an engine, a rotating machine, a transaxle, a drive shaft, and drive wheels. In the transaxle case, a damper, a torque converter, a transmission mechanism, a differential, and the like are provided, and the damper and the torque converter are arranged on the same axis as the output shaft of the engine. The transmission mechanism is arranged such that the output shaft of the engine and the input shaft of the transmission mechanism are on the same axis, and the output shaft of the engine and the output shaft of the transmission mechanism are on different axes. The rotating machine is on an axis different from the output shaft of the engine and is disposed outside the case of the transaxle, and the power output from the output shaft of the rotating machine together with the power output from the output shaft of the engine, It is configured to be able to transmit to the drive wheel.

Japanese Patent Laid-Open No. 10-339185

  In the hybrid vehicle described in Patent Document 1, when a problem occurs in which the torque converter cannot be locked up by the lock-up clutch, there is a problem that the engine cannot be started with the power of the rotating machine.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a hybrid that can start an engine with the power of a rotating machine when a problem occurs in which a torque converter cannot be locked up by a lock-up clutch. Is to provide a vehicle.

  In order to solve the above-described problems and achieve the object, a hybrid vehicle according to the present invention is a hybrid vehicle including an engine, a rotating machine, a torque converter, and a transmission mechanism, and the rotating machine and the torque converter are The transmission mechanism is arranged on the same axis as the output shaft of the engine, the transmission mechanism is arranged on an axis different from the output shaft of the engine, and the rotating machine, the torque converter, and the transmission mechanism are arranged in this order. The power is transmitted.

  The hybrid vehicle according to the present invention is characterized in that, in the above-mentioned invention, a case is provided in which the rotating machine and the speed change mechanism are accommodated.

  Further, in the hybrid vehicle according to the present invention, in the above invention, a differential in which a diffring gear is provided is accommodated in the case, and the rotating machine is disposed on a radial extension line of the diffring gear. It is characterized by being.

  In the hybrid vehicle according to the present invention, since the rotating machine is arranged on the same axis line as the engine output shaft and closer to the engine than the torque converter, the torque converter cannot be locked up by the lockup clutch. Even if it is a case, there exists an effect that an engine can be started with the motive power of a rotary machine.

FIG. 1 is a skeleton diagram of a hybrid vehicle according to an embodiment. FIG. 2 is a skeleton diagram of a hybrid vehicle when a drive transmission mechanism constituted by three gears is used. FIG. 3 is a skeleton diagram of a hybrid vehicle when a drive transmission mechanism configured by a pair of pulleys and a chain is used. FIG. 4 is a skeleton diagram of a hybrid vehicle when a speed change mechanism including a planetary gear mechanism is used. FIG. 5 is a skeleton diagram of a hybrid vehicle when a speed change mechanism including a continuously variable transmission is used. FIG. 6 is a diagram showing a positional relationship of each component in the transaxle case when the transaxle is viewed from the engine side in the axial direction. FIG. 7 is a skeleton diagram of the hybrid vehicle in the case where the diff ring gear is disposed in the axial direction on the engine side of the motor generator. FIG. 8 is a diagram showing the positional relationship of each component in the transaxle case when the transaxle of the hybrid vehicle shown in FIG. 7 is viewed from the engine side in the axial direction. FIG. 9 is a skeleton diagram of the hybrid vehicle when the motor generator and the diff ring gear are arranged so that the motor generator is positioned on the radial extension line of the diff ring gear. FIG. 10 is a diagram showing a positional relationship of each component in the transaxle case when the transaxle of the hybrid vehicle shown in FIG. 9 is viewed from the engine side in the axial direction.

  Hereinafter, an embodiment of an FF (front engine / front drive) hybrid vehicle to which the present invention is applied will be described with reference to the drawings. Note that the present invention is not limited to the present embodiment, and the present invention can also be applied to, for example, a hybrid vehicle employing an RR (rear engine / rear drive) system.

  FIG. 1 is a skeleton diagram of a hybrid vehicle 1 according to the embodiment. As shown in FIG. 1, the hybrid vehicle 1 according to the embodiment includes an engine 2 that is an engine, a transaxle 10, and a pair of drive wheels 9.

  The transaxle 10 includes a damper 3, a motor generator 4 as a rotating machine, a torque converter 5, a drive transmission mechanism 6, a transmission mechanism 7, a differential 8, and the like in a transaxle case 11 that is a casing of the transaxle 10. Contained. The transaxle 10 constitutes a power transmission device that transmits drive torque input from the engine 2 to the pair of drive wheels 9.

  An output shaft 2 a that is an output shaft of the engine 2 is connected to an input shaft 4 a of the motor generator 4 via a damper 3. The damper 3 is for suppressing and absorbing torque fluctuation between the output shaft 2a and the input shaft 4a.

  The motor generator 4 functions as an electric motor and a generator, and includes a stator 4c and a rotor 4d that is a rotor rotatably provided on the inner diameter side of the stator 4c. The input shaft 4a and the output shaft 4b of the motor generator 4 are arranged on the same axis as the output shaft 2a. A clutch 14 capable of interrupting power transmission between the engine 2 and the motor generator 4 is disposed on the inner diameter side of the rotor 4d, and is opposite to the side connected to the damper 3 of the input shaft 4a. It is connected to the shaft end. Since the clutch 14 is disposed on the inner diameter side of the rotor 4d of the motor generator 4, the motor generator 4 and the clutch 14 are connected to each other in the axial direction of the output shaft 2a (hereinafter referred to as “axial direction” in the present embodiment) As long as the target axis is not specified and described, it means the axial direction of the output shaft 2a.) The length of the transaxle 10 in the axial direction is shorter than the case where the axes are arranged in series. can do. The rotor 4 d of the motor generator 4 is supported via a bearing 13 on a pair of wall portions 12 a and 12 b provided in the transaxle case 11 and facing each other via the motor generator 4.

  The torque converter 5 includes a pump impeller 5a, a turbine runner 5b, a stator 5c, a one-way clutch (not shown), a cover 5d, and a lock-up clutch 5e. The output shaft 4b of the motor generator 4 is connected to a pump impeller 5a via a cover 5d, and the pump impeller 5a transmits torque to the turbine runner 5b via a working fluid. The stator 5c is for amplifying torque transmitted from the pump impeller 5a to the turbine runner 5b. The one-way clutch (not shown) regulates the rotation direction of the stator 5c in one direction. The turbine runner 5 b is connected to the output shaft 5 f of the torque converter 5. By engaging the lock-up clutch 5e, it becomes possible to directly transmit power from the cover 5d to the output shaft 5f of the torque converter 5.

  The torque converter 5 is supported by a wall 12b that supports the rotor 4d of the motor generator 4 and a wall 12c that faces the wall 12b via the torque converter 5 in the axial direction. As described above, the wall portion 12b also serves as a support for the rotor 4d of the motor generator 4 and the torque converter 5, so that the transaxle 10 has a compact structure in the axial direction.

  In the hybrid vehicle 1 according to the embodiment, as shown in FIG. 1, a damper 3, a motor generator 4, and a torque converter 5 are arranged on the same axis line as the output shaft 2 a of the engine 2 in order from the engine 2. The power of the engine 2 is transmitted in the order of the damper 3, the motor generator 4, and the torque converter 5. Here, when the torque converter 5 is arranged on the engine 2 side of the motor generator 4 in the axial direction, when the engine 2 is started by the power of the motor generator 4, the torque converter 5 is locked by the lock-up clutch 5e. It is made in a state of being up. Therefore, when a problem that the torque converter 5 cannot be locked up by the lock-up clutch 5e occurs, the engine 2 may not be started with the power of the motor generator 4. On the other hand, as in the hybrid vehicle 1 according to the embodiment, the motor generator 4 is provided closer to the engine 2 than the torque converter 5 in the axial direction, so that the torque converter 5 is locked by the lockup clutch 5e. Even when a problem that cannot be raised occurs, the engine 2 can be started with the power of the motor generator 4.

  The drive transmission mechanism 6 has a drive transmission gear train composed of two gears: a first gear 6 a provided on the output shaft 5 f of the torque converter 5 and a second gear 6 b provided on the input shaft 7 a of the transmission mechanism 7. Has been. In this drive transmission mechanism 6, power is transmitted from the output shaft 5f of the torque converter 5 to the input shaft 7a of the transmission mechanism 7 by decelerating at a predetermined reduction ratio via the first gear 6a and the second gear 6b. .

  The first gear 6a is supported by a wall portion 12c that supports the torque converter 5, and a wall portion 12d that faces the wall portion 12c via the first gear 6a in the axial direction. As described above, the wall portion 12c also serves as a support for the torque converter 5 and the first gear 6a of the drive transmission mechanism 6, so that the transaxle 10 has a compact structure in the axial direction. The first gear 6a may be supported by the transaxle case 11 instead of the wall portion 12d. As a result, it is possible to make the transaxle 10 more compact in the axial direction by providing no additional wall portion between the first gear 6a and the transaxle case 11 in the axial direction.

  FIG. 2 is a skeleton diagram of the hybrid vehicle 1 when the drive transmission mechanism 6 constituted by three gears is used. The drive transmission mechanism 6 shown in FIG. 2 includes a first gear 61a provided on the output shaft 5f of the torque converter 5, a third gear 61c provided on the input shaft 7a of the transmission mechanism 7, a first gear 61a, A drive transmission gear train is constituted by the three gears of the second gear 61b meshing with the three gears 61c. Then, power is transmitted from the output shaft 5f of the torque converter 5 to the input shaft 7a of the speed change mechanism 7 at a predetermined reduction ratio through the first gear 61a, the second gear 61b, and the third gear 61c.

  FIG. 3 is a skeleton diagram of the hybrid vehicle 1 in the case where the drive transmission mechanism 6 constituted by a pair of pulleys 62a and 62b and a chain 62c is used. 3 includes a first pulley 62a provided on the output shaft 5f of the torque converter 5, a second pulley 62b provided on the input shaft 7a of the transmission mechanism 7, a first pulley 62a, and a first pulley 62a. The chain 62c is wound around the two pulleys 62b. Then, power is transmitted from the output shaft 5f of the torque converter 5 to the input shaft 7a of the speed change mechanism 7 through the first pulley 62a, the chain 62c, and the second pulley 62b at a constant speed (gear ratio = 1).

  The speed change mechanism 7 is arranged so that the input shaft 7 a of the speed change mechanism 7 is positioned on an axis different from the output shaft 2 a of the engine 2. As the speed change mechanism 7, a mechanism having a planetary gear mechanism, a mechanism having a continuously variable transmission, or the like can be used.

  FIG. 4 is a skeleton diagram of the hybrid vehicle 1 when the speed change mechanism 7 including the planetary gear mechanism is used. Note that the hybrid vehicle 1 shown in FIG. 4 includes the drive transmission mechanism 6 constituted by the three gears as described above. The transmission mechanism 7 shown in FIG. 4 includes an input shaft 7a, a sun gear shaft 172, a main transmission unit 173, an auxiliary transmission unit 174, and a counter drive gear 175, which are arranged in the transmission mechanism case 170, respectively. The input shaft 7a and the sun gear shaft 172 are rotatably supported by the speed change mechanism case 170. The input shaft 7a and the sun gear shaft 172 are coupled on the same axis, and the input shaft 7a and the sun gear shaft 172 rotate synchronously. The power transmitted from the third gear 61c of the drive transmission mechanism 6 to the input shaft 7a is shifted by one or both of the main transmission unit 173 and the auxiliary transmission unit 174, and is coupled to a carrier CF1 described later of the main transmission unit 173. Output from the counter drive gear 175.

  The main transmission unit 173 includes a planetary gear mechanism 176, a clutch C1, a clutch C2, a brake B2, and a one-way clutch F1. The planetary gear mechanism 176 is disposed around the sun gear shaft 172, and is connected to the sun gear shaft 172 via the clutch C1, a sun gear SF that is coaxial with the sun gear SR and disposed in the axial direction, and a long gear. It has a pinion gear PL, a short pinion gear PS, a ring gear R1, and a carrier CF1. Sun gear SR, sun gear SF, long pinion gear PL, short pinion gear PS, ring gear R1, and carrier CF1 are rotatable. The sun gear SR and the sun gear SF are rotatably supported by the sun gear shaft 172 via bearings.

  Long pinion gear PL is arranged around sun gear SF and sun gear SR. Short pinion gear PS is arranged around sun gear SF. Ring gear R1 is arranged around long pinion gear PL. Ring gear R1 is coupled to sun gear shaft 172 via clutch C2. Ring gear R1 can be fixed to transmission mechanism case 170 by brake B2. The one-way clutch F1 is provided between the transmission mechanism case 170 and the ring gear R1, and allows only rotation in one direction of the ring gear R1 and prevents rotation in the other direction.

  The carrier CF1 is disposed on both sides of the short pinion gear PS and the long pinion gear PL. The carrier CF1 supports the short pinion gear PS via a first pinion shaft T1 that rotatably supports the short pinion gear PS. The carrier CF1 supports the long pinion gear PL via a second pinion shaft T2 that rotatably supports the long pinion gear PL. The sun gear SF is coupled on the same axis to the carrier CR of the planetary gear mechanism 177 constituting the auxiliary transmission unit 174 described later by the spline coupling unit, and rotates synchronously with the carrier CR.

  Long pinion gear PL meshes with sun gear SR and ring gear R1. Short pinion gear PS meshes with long pinion gear PL and sun gear SF. One of the sun gear SR and the ring gear R1 functions as an input element by connecting the clutch C1 and the clutch C2. The planetary gear mechanism 176 is configured to be able to transmit power between the sun gear SR or ring gear R1 as an input element and the carrier CF1 as an output element.

  The counter drive gear 175 meshes with the diff ring gear 8a, and the power output to the counter drive gear 175 is transmitted to the drive shaft 91 connected to the drive wheel 9 via the differential 8 connected to the diff ring gear 8a. Then, the driving wheel 9 is driven.

  The auxiliary transmission unit 174 includes a planetary gear mechanism 177, a brake B1, and a brake B3. The planetary gear mechanism 177 includes a carrier CR disposed rotatably around the sun gear shaft 172, a carrier CF2, a sun gear S2 provided integrally with the sun gear shaft 172, and a ring gear R2 disposed around the sun gear S2. And a pinion gear P2 meshing with the sun gear S2 and the ring gear R2. The carrier CR and the carrier CF2 are disposed on both sides of the pinion gear P2, and support the pinion gear P2 via a pinion shaft T that rotatably supports the pinion gear P2. The carrier CF2 can be fixed to the speed change mechanism case 170 by the brake B1. Ring gear R2 can be fixed to transmission mechanism case 170 by brake B3.

  FIG. 5 is a skeleton diagram of the hybrid vehicle 1 when the speed change mechanism 7 including the continuously variable transmission is used. Note that the hybrid vehicle 1 shown in FIG. 5 includes the drive transmission mechanism 6 constituted by the three gears as described above. 5 includes a forward / reverse switching device 271 connected to the input shaft 7a, an input shaft 272 connected to the forward / backward switching device 271, a continuously variable transmission 273 connected to the input shaft 272, An output shaft 274 connected to the step transmission 273, a reduction gear device 275, and the like are provided.

  The forward / reverse switching device 271 includes a planetary gear device 271p, a forward clutch C, and a reverse brake B. The sun gear 271s of the planetary gear device 271p is connected to the input shaft 7a, the sun gear 271c of the planetary gear device 271p is connected to the input shaft 272, and the ring gear 271r of the planetary gear device 271p is a housing (not shown) via the reverse brake B. ). Further, the sun gear 271c and the sun gear 271s are selectively coupled via the forward clutch C. In the forward / reverse switching device 271 configured as described above, when the forward clutch C is engaged and the reverse brake B is released, a forward power transmission path is formed. When the reverse brake B is engaged and the forward clutch C is released, a reverse power transmission path is formed. Further, when both the forward clutch C and the reverse brake B are released, the forward / reverse switching device 271 enters a neutral state (power transmission cut-off state) in which power transmission is cut off.

  The continuously variable transmission 273 includes a primary pulley 276 provided on the input shaft 272, a secondary pulley 277 provided on the output shaft 274, a transmission belt 278 wound around the primary pulley 276 and the secondary pulley 277, and the like. It has.

  The primary pulley 276 includes a fixed sheave 276 a that is fixed to the input shaft 272, and a movable sheave 276 b that is not rotatable relative to the input shaft 272 and is movable in the axial direction of the input shaft 272. I have. In addition, a hydraulic actuator (not shown) that applies thrust in the primary pulley 276 for changing the V groove width between the fixed sheave 276a and the movable sheave 276b is provided. The secondary pulley 277 includes a fixed sheave 277 a that is fixed to the output shaft 274 and a movable sheave 277 b that is not rotatable relative to the output shaft 274 and is movable in the axial direction of the output shaft 274. I have. In addition, a hydraulic actuator (not shown) that applies thrust in the secondary pulley 277 for changing the V groove width between the fixed sheave 277a and the movable sheave 277b is provided. In the continuously variable transmission 273, the width of the V-groove of the primary pulley 276 and the secondary pulley 277 is changed to change the engagement diameter of the transmission belt 278, thereby changing the gear ratio.

  An output gear 279 is attached to the output shaft 274 of the continuously variable transmission 273 so as to rotate integrally. The output gear 279 meshes with the counter driven gear 275a of the reduction gear device 275. The counter drive gear 275 b of the reduction gear device 275 meshes with the diff ring gear 8 a of the differential 8.

  Returning to FIG. 1, the differential 8 is connected to a differential ring gear 8 a that meshes with a drive pinion gear (not shown) to which power from the speed change mechanism 7 is transmitted. The differential 8 is connected to a drive shaft 91, and a pair of drive wheels 9 are attached to both ends of the drive shaft 91 in the axial direction.

  The hybrid vehicle 1 according to the embodiment uses an engine travel mode in which only the engine 2 is used as a drive source, a motor generator travel mode in which only the motor generator 4 is used as a drive source, and both the engine 2 and the motor generator 4. The vehicle has a plurality of travel modes, such as a hybrid travel mode, and travels by switching the travel mode according to the driving state such as the accelerator operation amount (driver's required driving force) and the vehicle speed. In addition, when the accelerator operation amount becomes zero with the accelerator operation amount being zero during traveling in each traveling mode, inertia traveling (free run) is performed, and fuel efficiency can be improved by stopping the engine 2 during the inertia traveling. Further, during inertial running or vehicle deceleration, the rotational force of the drive wheels 9 is transmitted to the motor generator 4 through the power transmission path, thereby generating electric power by regeneration of the motor generator 4 and using the generated electric power as a battery. Charge (not shown).

  The clutch 14 described above is provided in a power transmission path between the engine 2 and the motor generator 4, and by connecting the clutch 14, power transmission between the engine 2 and the motor generator 4 can be performed. The engine 2 and the motor generator 4 can be rotated together. On the other hand, by disengaging the clutch 14, power transmission between the engine 2 and the motor generator 4 is cut off, and the engine 2 and the motor generator 4 can be rotated independently of each other.

  In the hybrid vehicle 1 according to the embodiment, the power transmission path between the motor generator 4 and the drive wheels 9 is connected when the power transmission between the engine 2 and the motor generator 4 is blocked. Electric power can be generated by regeneration of the motor generator 4 by the rotational force from the drive wheel 9 side. Therefore, during inertial running, by disengaging the clutch 14, it is possible to suppress a reduction in the regeneration efficiency of the motor generator 4 due to drag resistance that can occur in the engine 2 that is stopped during inertial running.

  FIG. 6 is a diagram showing the positional relationship of each component in the transaxle case 11 when the transaxle 10 is viewed from the engine 2 side in the axial direction. In the lower part of the space 20 formed in the transaxle case 11, oil 30 used for lubricating the transmission mechanism 7 and the differential 8 is stored, and a part of the motor generator 4 is immersed in the oil 30. Thus, the motor generator 4 can be cooled by bringing the oil 30 stored in the transaxle case 11 into contact with the motor generator 4.

  Further, the oil 30 stored in the lower portion of the space 20 formed in the transaxle case 11 is immersed in a part of the diff ring gear 8a, and the diff ring gear 8a rotates counterclockwise in FIG. The motor generator 4 and the diff ring gear 8a are arranged in the space 20 in such a positional relationship that the oil 30 scraped up by the motor 30 can come into contact with the motor generator 4.

  Specifically, in the hybrid vehicle 1 according to the embodiment, as shown in FIG. 6, a part of the motor generator 4 and a part of the diff ring gear 8a are overlapped when viewed from the axial direction of the output shaft 2a. Further, the diff ring gear 8a is positioned closer to the torque converter 5 than the motor generator 4 in the axial direction (so as to overlap when viewed from the axial direction), and the motor generator 4 and the diff ring gear 8a are arranged. . Further, in the space 20, a shield such as a wall is provided between the motor generator 4 and the diff ring gear 8 a so as to block the oil 30 scraped up by the diff ring gear 8 a from being applied to the motor generator 4. It is not done. As a result, the distance between the motor generator 4 and the diff ring gear 8a can be reduced in the radial direction, so that the oil 30 lifted up by the diff ring gear 8a can be easily applied to the motor generator 4, and the cooling performance of the motor generator 4 can be improved. Can be improved. Further, since the distance between the motor generator 4 and the diff ring gear 8a can be reduced in the radial direction, the radial size of the transaxle 10 can be reduced.

  As described above, in the hybrid vehicle 1 according to the embodiment, the motor generator 4 is provided in the transaxle case 11, and the space 20 in which the oil 30 stored in the transaxle case 11 and the motor generator 4 can come into contact with each other. The transaxle case 11 is formed. The motor generator 4 is cooled by bringing the oil 30 and the motor generator 4 into contact with each other in the space 20. Thereby, since it is not necessary to provide a dedicated cooling device for cooling the motor generator 4, it is possible to suppress the hybrid vehicle 1 from being enlarged correspondingly. Therefore, the motor generator 4 can be cooled while downsizing.

  In addition, even if there is the shielding object between the motor generator 4 and the differential ring gear 8a, a configuration in which oil 30 is applied to the motor generator 4 by providing piping or the like is conceivable. On the other hand, since the shielding object is not provided between the motor generator 4 and the diff ring gear 8a as in the hybrid vehicle 1 according to the embodiment, components such as the piping can be eliminated, Accordingly, the cost can be reduced.

  Further, as described above, by disposing the motor generator 4 on the engine 2 side of the torque converter 5, the motor generator 4 and the motor generator 4 can be arranged in many component arrangements that can be adopted by the transaxle 10 included in the FF hybrid vehicle 1. It becomes possible to arrange the differential ring gear 8a close to each other. For this reason, disposing the motor generator 4 closer to the engine 2 than the torque converter 5 is effective in ensuring the cooling performance of the motor generator 4 by scooping up the oil of the diffring gear 8a.

  FIG. 7 is a skeleton diagram of the hybrid vehicle 1 in the case where the diff ring gear 8a is positioned on the engine 2 side of the motor generator 4 in the axial direction. FIG. 8 is a diagram showing a positional relationship of each component in the transaxle case 11 when the transaxle 10 of the hybrid vehicle 1 shown in FIG. 7 is viewed from the engine 2 side in the axial direction.

  In the hybrid vehicle 1 according to the embodiment, as shown in FIG. 7 and FIG. 8, the diff ring gear 8 a may be disposed closer to the engine 2 than the motor generator 4 in the axial direction. In this way, even when the motor generator 4 and the diff ring gear 8a are arranged, the motor generator 4 and the diff ring gear 8a can be arranged close to each other, and the oil 30 scraped up by the diff ring gear 8a can be obtained. Can be easily applied to the motor generator 4, and the cooling performance of the motor generator 4 can be improved. Further, since the distance between the motor generator 4 and the diff ring gear 8a can be reduced in the radial direction, the radial size of the transaxle 10 can be reduced.

  FIG. 9 is a skeleton diagram of the hybrid vehicle 1 when the motor generator 4 and the diffring gear 8a are arranged so that the motor generator 4 is positioned on the radial extension line of the diffring gear 8a. FIG. 10 is a diagram showing the positional relationship of each component in the transaxle case 11 when the transaxle 10 of the hybrid vehicle 1 shown in FIG. 9 is viewed from the engine 2 side in the axial direction.

  In the hybrid vehicle 1 according to the embodiment, as shown in FIGS. 9 and 10, the motor generator 4 and the diff ring gear 8a are arranged so that the motor generator 4 is positioned on the radial extension line of the diff ring gear 8a. May be. When the motor generator 4 and the diff ring gear 8a are arranged in this manner, the oil 30 scraped up by the diff ring gear 8a is likely to be applied by the motor generator 4, so that the cooling performance of the motor generator 4 can be improved. it can.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 2a Output shaft 3 Damper 4 Motor generator 4a Input shaft 4b Output shaft 5 Torque converter 5a Pump impeller 5b Turbine runner 5c Stator 5d Cover 5e Lock-up clutch 6 Drive transmission mechanism 6a First gear 6b Second gear 7 Shift Mechanism 8 Differential 9 Drive wheel 10 Transaxle 11 Transaxle case 14 Clutch 20 Space 30 Oil 61a First gear 61b Second gear 61c Third gear 62a First pulley 62b Second pulley 62c Chain 91 Drive shaft

Claims (1)

A hybrid vehicle including an engine, a rotating machine, a torque converter, and a speed change mechanism,
The rotating machine and the torque converter are arranged on the same axis as the output shaft of the engine,
The speed change mechanism is disposed on an axis different from the output shaft of the engine,
The power of the engine is transmitted in the order of the rotating machine, the torque converter, and the speed change mechanism ,
A case containing the rotating machine and the speed change mechanism;
A differential provided with a diff ring gear is accommodated in the case,
The hybrid vehicle , wherein the rotating machine is arranged on an extension line in a radial direction of the diff ring gear .

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