WO2013111275A1

WO2013111275A1 - Hybrid system

Info

Publication number: WO2013111275A1
Application number: PCT/JP2012/051470
Authority: WO
Inventors: 塩入　広行; 正太郎加藤; 寛之柴田; 圭佑大室; 浩平三宅
Original assignee: トヨタ自動車株式会社
Priority date: 2012-01-24
Filing date: 2012-01-24
Publication date: 2013-08-01
Also published as: JP5790792B2; JPWO2013111275A1

Abstract

A hybrid system is provided with: an engine (10); a first and a second motor/generators (MG1, MG2); a first differential mechanism (20) that can mutually differentially rotate rotating elements to which an engine rotating shaft (11), an MG1 rotating shaft (62), an MG2 rotating shaft (63), and a drive wheel are individually connected; a second differential mechanism (30) with a plurality of mutually differentially rotatable rotating elements to one of which the MG1 rotating shaft (62) is connected; a first speed-change ratio fixing mechanism (40) that stops the operation of the first motor/generator (MG1) and that fixes a system speed-change ratio determined by the first and the second differential mechanisms (20, 30) to a constant speed-change ratio; and a second speed-change ratio fixing mechanism (50) that stops the rotation of the rotating elements of the second differential mechanism (30) other than the rotating element to which the MG1 rotating shaft (62) is connected, and that fixes the system speed-change ratio to an over-driving constant speed-change ratio.

Description

Hybrid system

The present invention relates to a hybrid system including an engine, two motors / generators, and a differential mechanism.

Conventionally, as this type of hybrid system, the engine and the first motor / generator (MG1) are respectively connected to different rotating elements of a power split mechanism (single pinion type planetary gear mechanism), and in the power split mechanism Further, those disclosed in the following Patent Documents 1 to 4 in which the second motor / generator (MG2) and the drive wheel side are connected to another rotating element are known.

Here, in the hybrid system of Patent Document 1, a lock mechanism (MG1 lock mechanism) capable of stopping the operation of the first motor / generator and the rotating element coupled thereto is provided. The power split mechanism is fixed at a constant gear ratio by stopping the motor / generator and the like. The gear ratio is for improving fuel consumption during high-speed driving, for example. This hybrid system is a multi-shaft type in which the rotation shafts of the first motor / generator and the second motor / generator are not arranged concentrically.

On the other hand, the hybrid systems of Patent Documents 2 to 4 are of a single shaft type in which the rotation shafts of the first motor / generator and the second motor / generator are arranged concentrically. In the hybrid system of Patent Document 2, a speed change mechanism composed of a single pinion type and a double pinion type planetary gear mechanism is interposed between the power split mechanism and the second motor / generator. In the hybrid system disclosed in Patent Document 2, a brake mechanism is provided for each planetary gear mechanism that forms a speed change mechanism, and the speed change mechanism performs a two-step shift. This Patent Document 2 also discloses a Ravigneaux type planetary gear mechanism. Further, the hybrid system of Patent Document 3 includes a parking gear connected to a rotating element of a power split mechanism to which the second motor / generator and the drive wheel side are coupled, a parking lock mechanism capable of stopping the rotation of the parking gear, MG1 lock mechanism similar to that of Patent Document 1. In the hybrid system of Patent Document 3, a motor as a power source for operating the parking lock mechanism and the MG1 lock mechanism is shared. Moreover, the hybrid system of Patent Document 4 includes a brake mechanism that can stop the operation of a certain rotating element of the power split mechanism. By stopping the rotating element with the brake mechanism, an overdrive state ( The speed ratio of the power split mechanism is fixed at a state where the engine speed is smaller than the output speed.

JP 2011-131739 A JP 2009-061923 A JP 2005-291439 A JP 2009-208721 A

By the way, in this type of hybrid system, the system loss during high-speed driving is greater than during low-speed driving such as urban driving. When driving at high speed, the operating state of each motor / generator is in the power circulation mode, and since the power running speed of the first motor / generator is higher, the amount of power supplied from the battery is higher than when driving at medium and low speeds. This is because an increase in loss and copper loss becomes remarkable. Further, the hybrid system is desired to improve the fuel consumption more than ever. Here, as a fuel efficiency improvement technique in this type of hybrid system, driving in the fixed gear ratio mode when the first motor / generator is stopped as described above or in the fixed gear ratio mode in the overdrive state is known. However, in order to realize each fixed gear ratio mode, it is necessary to provide an individual gear ratio fixing mechanism (lock mechanism) for fixing the gear ratio for each fixed gear ratio mode, and the system configuration is complicated. There is a risk of increasing the size and size.

Therefore, an object of the present invention is to provide a hybrid system that can improve the disadvantages of the conventional example and realize a fixed gear ratio mode capable of improving two types of fuel consumption with a simple system configuration.

To achieve the above object, the present invention provides an engine, first and second motor / generators, a rotation shaft of the engine, a rotation shaft of the first motor / generator, and a rotation shaft of the second motor / generator. And a first differential mechanism capable of differentially rotating the rotating elements individually connected to the drive wheels, and one of the plurality of rotating elements capable of differentially rotating with each other. The second differential mechanism to which the rotation shaft of the first motor / generator is coupled, and the operation of the first motor / generator are stopped, and the system speed ratio composed of the first and second differential mechanisms is changed at a constant speed. The rotation ratio of the first gear ratio fixing mechanism to be fixed to the ratio and the rotation element other than the rotation element to which the rotation shaft of the first motor / generator is coupled in the second differential mechanism are stopped, and the system speed ratio is exceeded. Dora Is characterized by comprising a second fixed gear ratio mechanism for fixing at a constant speed ratio of the probe state, the.

Here, it is preferable that the first gear ratio fixing mechanism and the second gear ratio fixing mechanism are arranged adjacent to each other.

Further, it is desirable that the first gear ratio fixing mechanism and the second gear ratio fixing mechanism are arranged close to the second differential mechanism.

Further, it is desirable that the first gear ratio fixing mechanism and the second gear ratio fixing mechanism are arranged close to the first motor / generator.

Further, it is desirable that the first gear ratio fixing mechanism is disposed between the second gear ratio fixing mechanism and the first motor / generator.

The first gear ratio fixing mechanism includes a locking member that stops the operation of the first motor / generator, and a drive member that operates the locking member, and the second gear ratio fixing mechanism includes: A locking member that stops the rotation of the rotation element to be stopped; and a driving member that operates the locking member. The first gear ratio fixing mechanism and the second gear ratio fixing mechanism are shared actuators. It is desirable to operate each of the driving members.

And a parking lock mechanism having a locking member for stopping the rotation of the rotation shaft of the second motor / generator and a driving member for operating the locking member, the driving member of the parking lock mechanism being the actuator. It is desirable to operate with.

Further, the drive shafts of the first gear ratio fixing mechanism, the second gear ratio fixing mechanism, and the parking lock mechanism are provided on the rotation shaft of the actuator, and the rotation shaft of the actuator is fixed to the first gear ratio fixing mechanism. It is desirable that the mechanism and the second gear ratio fixing mechanism have a split structure in which the side where the drive member is disposed and the side where the drive member of the parking lock mechanism is disposed can rotate relative to each other.

The hybrid system according to the present invention includes two gear ratio fixing mechanisms, and one of them can fix the system gear ratio to a gear ratio in a state where the operation of the first motor / generator is stopped. On the other hand, the system speed ratio can be fixed to the speed ratio in the overdrive state. In this hybrid system, the operating range at zero rotation of the first motor / generator (the output torque is 0) can be mechanically maintained, so that the operating range of the first motor / generator itself is adjusted compared to the case where the first motor / generator itself adjusts. Loss is small and fuel efficiency is improved. Further, in this hybrid system, by fixing the system speed ratio in the overdrive state, it is possible to improve fuel efficiency during high-speed driving. Thus, since this hybrid system is provided with two gear ratio fixing mechanisms (first gear ratio fixing mechanism and second gear ratio fixing mechanism) each having an effect of improving fuel efficiency, the fuel efficiency can be improved compared with the conventional system. Can also be improved.

FIG. 1 is a diagram showing a configuration of an embodiment of a hybrid system according to the present invention. FIG. 2 is a diagram illustrating the configuration of the first and second transmission ratio fixing mechanisms. FIG. 3 is a diagram showing the configuration of the first and second transmission ratio fixing mechanisms. FIG. 4 is a diagram illustrating the configuration of the first and second transmission ratio fixing mechanisms and the parking lock mechanism. FIG. 5 is a diagram showing the configuration of the first and second transmission ratio fixing mechanisms and the parking lock mechanism. FIG. 6 is a diagram illustrating the rotation axis of the actuator. FIG. 7 is a cross-sectional view taken along the axial direction for explaining the configuration of the manual unlocking mechanism. FIG. 8 is a cross-sectional view taken perpendicular to the axial direction for explaining the configuration of the manual unlocking mechanism. FIG. 9 is a diagram for explaining the operation of the manual lock release mechanism. FIG. 10 is a view showing a groove of the release member in the manual lock release mechanism. FIG. 11 is a cross-sectional view taken along the axial direction for explaining another configuration of the manual unlocking mechanism. FIG. 12 is a cross-sectional view taken along the axial direction for explaining still another configuration of the manual unlocking mechanism. 13 is a cross-sectional view taken perpendicularly to the axial direction for explaining the configuration of the manual unlocking mechanism of FIG. FIG. 14 is a diagram showing a configuration of a modification of the hybrid system according to the present invention. FIG. 15 is a diagram showing a configuration of a modified example of the hybrid system according to the present invention. FIG. 16 is a diagram showing a configuration of a modified example of the hybrid system according to the present invention.

Hereinafter, embodiments of the hybrid system according to the present invention will be described in detail with reference to the drawings. This hybrid system includes an engine, first and second motor / generators (MG1, MG2), an engine rotation shaft (hereinafter referred to as "engine rotation shaft") and a first motor / generator rotation shaft ( Hereinafter, the rotation element in which the rotation axis of the second motor / generator (hereinafter referred to as “MG2 rotation axis”) and the drive wheel are individually connected directly or indirectly to each other. A first differential mechanism capable of differentially rotating the first and second differential mechanisms, and a second differential mechanism having an MG1 rotation shaft coupled to one of a plurality of rotational elements capable of differentially rotating between each other , With. The hybrid system further includes a first speed ratio fixing mechanism that stops the operation of the first motor / generator and fixes a system speed ratio composed of the first and second differential mechanisms to a constant speed ratio; A second gear ratio fixing mechanism for stopping rotation of a rotating element other than the rotating element connected to the MG1 rotating shaft in the differential mechanism and fixing the system gear ratio to a constant gear ratio in an overdrive state; It is. The present invention is not limited to the embodiments.

[Example]
An embodiment of a hybrid system according to the present invention will be described with reference to FIGS.

1 in FIG. 1 indicates the hybrid system of the present embodiment. The hybrid system 1 has the above-described various configurations, and the first motor / generator MG1 and the second motor / generator MG2 are concentrically arranged by shifting the MG1 rotation shaft 62 and the MG2 rotation shaft 63 in the radial direction. It is a multi-shaft type that is not arranged above.

The engine 10 is a power source such as an internal combustion engine or an external combustion engine that outputs mechanical power (engine torque) from an engine rotation shaft (crankshaft) 11. On the other hand, the first and second motor / generators MG1, MG2 can operate as a power source by power running drive, and can also operate as a generator by regenerative drive. For example, the first and second motor / generators MG1, MG2 are configured as permanent magnet type AC synchronous motors. Although a motor / generator as a motor generator is taken as an example here, it may be replaced with a motor capable of regenerative driving or a generator capable of power running.

In the hybrid system 1, the first differential mechanism 20 is prepared as a power split mechanism, and the second differential mechanism 30 is prepared as a speed change mechanism. In this hybrid system 1, the system speed ratio can be changed steplessly by controlling the differential state of the first differential mechanism 20 and the second differential mechanism 30. The first differential mechanism 20 and the second differential mechanism 30 are arranged concentrically with the rotation center axis 61 as the center. The first differential mechanism 20 and the second differential mechanism 30 are disposed concentrically with the engine rotation shaft 11 and the MG1 rotation shaft 62.

The first differential mechanism 20 exemplified here is a single-pinion type planetary gear mechanism including a sun gear 21, a ring gear 22, a carrier 23, and a plurality of pinion gears 24 that are rotating elements. The sun gear 21 is connected to the MG1 rotation shaft 62 disposed concentrically, and can rotate integrally with the MG1 rotation shaft 62. The carrier 23 holds each pinion gear 24 so as to rotate and revolve, and is connected to the rotation center shaft 61. Since the carrier 23 is connected to the engine rotation shaft 11 via the rotation center shaft 61 and the damper device 15, power can be transmitted to the engine 10. Further, the carrier 23 is also connected to the carrier 33 of the second differential mechanism 30 through the rotation center shaft 61.

The ring gear 22 also has external teeth, and is indirectly connected to the MG2 rotating shaft 63 and driving wheels (not shown) via the external teeth. The hybrid system 1 includes a first gear 71 that meshes with the external teeth of the ring gear 22. The ring gear 22 is connected to the MG2 rotating shaft 63 and the driving wheel via the first gear 71. The MG2 rotation shaft 63 includes a second gear 72 that rotates integrally. The second gear 72 is in mesh with the first gear 71. Further, the first gear 71 includes a third gear 73 on the same axis. The hybrid system 1 includes a fourth gear 74 that is in mesh with the third gear 73. The fourth gear 74 is attached to the case of the differential device 75 to which the drive wheels are connected. Note that a parking gear 83 of a parking lock mechanism 80 described later is also attached to the MG2 rotation shaft 63.

On the other hand, the second differential mechanism 30 exemplified here is a double-pinion type planetary gear mechanism including a sun gear 31, a ring gear 32, a carrier 33, a plurality of first pinion gears 34, and a plurality of second pinion gears 35 as rotational elements. It is. The sun gear 31 is connected to the MG1 rotation shaft 62 disposed concentrically, and can rotate integrally with the MG1 rotation shaft 62. That is, the MG1 rotation shaft 62 is connected to the sun gears 21 and 31 of the first and second

differential mechanisms

20 and 30, respectively. The carrier 33 holds the first pinion gear 34 and the second pinion gear 35 so as to rotate and revolve, and is connected to the rotation center shaft 61.

The hybrid system 1 is also provided with a first speed ratio fixing mechanism 40 and a second speed ratio fixing mechanism 50 for fixing the system speed ratio to a constant speed ratio.

The first gear ratio fixing mechanism 40 operates so that the MG1 rotating shaft 62 cannot rotate, and holds the first motor / generator MG1 in a stopped state. The first speed ratio fixing mechanism 40 is also for stopping the rotation of the sun gear 21 of the first differential mechanism 20 and for stopping the rotation of the sun gear 31 of the second differential mechanism 30. Therefore, the first gear ratio fixing mechanism 40 can fix the system gear ratio composed of the first and second

differential mechanisms

20 and 30 to a constant gear ratio.

The first gear ratio fixing mechanism 40 can be a brake mechanism or a clutch mechanism. For example, in the case of a brake mechanism, a rotating member or rotating portion provided on the MG1 rotating shaft 62, the rotor of the first motor / generator MG1, the sun gear 21 or the sun gear 31 and rotating integrally therewith, and electric or hydraulic pressure And a braking member that stops the rotation of the rotating member or the rotating portion by operating at (not shown). In the case of the clutch mechanism, for example, a locking member or a locking portion that is provided on a side surface of the rotor, the sun gear 21 or the sun gear 31 of the first motor / generator MG1 and rotates integrally therewith, and its locking A dog clutch including an electrically or hydraulically driven locking member that stops the rotation of the locking member or the locking portion by moving in the axial direction toward the member or the locking portion is conceivable (not shown).

Here, the first motor / generator MG1 can adjust its rotational speed to the target rotational speed by its own rotational speed control, and can maintain the target rotational speed or the substantially target rotational speed by its own operation. Therefore, the first gear ratio fixing mechanism 40 can be synchronized with the MG1 rotation shaft 62 when the MG1 rotation shaft 62 is stopped, and also maintains the rotation stop state of the first motor / generator MG1. It doesn't need much torque. For this reason, as the first gear ratio fixing mechanism 40, a simple structure having the locking member 41 and the driving member 42 shown in FIGS. 2 and 3 can be applied.

The locking member 41 is a member for keeping the first motor / generator MG1 in a stopped state. For example, the first gear ratio fixing mechanism 40 is attached to the MG1 rotating shaft 62, the rotor of the first motor / generator MG1, the sun gear 21 or the sun gear 31, and a rotating member that rotates integrally with the attached member. 43 is provided. As the rotating member 43 provided on the MG1 rotating shaft 62, for example, an annular member attached to the outer peripheral surface of the MG1 rotating shaft 62 by welding, press fitting, or the like is used. Further, when the rotating member 43 is provided on the rotor, the sun gear 21 or the sun gear 31 of the first motor / generator MG1, an annular member attached to the side surface thereof is used. The rotating member 43 is formed with a plurality of concave and convex portions 43a such as toothed surfaces of spur gears as engaging portions on the outer peripheral surface thereof. Further, when the first motor / generator MG1 is provided on the rotor, the sun gear 21 or the sun gear 31, the function of the rotating member 43 may be provided in an integrally structured annular rotating portion bulged from the side surface. In this case, a plurality of irregularities 43a are formed on the outer peripheral surface of the annular rotating portion.

2 and 3 show the rotating member 43 attached to the MG1 rotating shaft 62. FIG. The locking member 41 is disposed on the radially outer side of the rotating member 43. Then, the locking member 41 stops the rotation of the rotating member 43 and the MG1 rotation shaft 62 by engaging the convex portion 41a as the engaging portion with any one concave portion of the concave and convex portion 43a of the rotating member 43, As a result, the operation of the first motor / generator MG1 is stopped. For example, the locking member 41 is formed as an arm-shaped member having a convex portion 41 a and is arranged so that the extending direction of the arm is parallel to the side surface of the rotating member 43. The locking member 41 has a rotation axis R parallel to the axial direction of the rotation member 43. By rotating the rotation member R around the rotation axis R, the protrusion 41a is engaged with the recess of the unevenness 43a. The convex part 41a is detached from the concave part of the concave / convex 43a by rotating to the other side. In other words, the first speed ratio fixing mechanism 40 includes a first engagement portion that is formed by the concave and convex portions 43 a that rotate integrally with the MG1 rotation shaft 62 to be stopped, and a second engagement that is formed by the convex portion 41 a of the locking member 41. A meshing mechanism including a joint portion.

The driving member 42 is a member that operates the locking member 41. As this drive member 42, a cam, a gear group, etc. can be considered. 2 and 3 exemplify the former cam as the drive member 42. The illustrated drive member 42 is disposed on the outer side in the radial direction of the rotating member 43, and the locking member 41 is pushed by the cam surface, thereby engaging the convex portion 41a with the concave portion of the concave and convex portion 43a. The drive member 42 is operated by the action of an actuator 90 as a power source. In this example, a rotation shaft 91 of an electric or hydraulic drive actuator 90 is attached as a rotation shaft of a drive member (cam) 42. When the gear group is used as the drive member 42, the rotation shaft of one of the gears may be used as the rotation shaft R of the locking member 41.

When stopping the operation of the first motor / generator MG1, the electronic control unit (ECU) 100 controls the actuator 90 and rotates the driving member 42, so that the locking member 41 pushed by the cam surface is moved. The convex portion 41a meshes with the concave portion of the concave and convex portion 43a. On the other hand, when releasing the stop state, the electronic control unit 100 controls the actuator 90 and rotates the drive member 42 to release the contact state between the cam surface and the locking member 41. The illustrated first speed ratio fixing mechanism 40 includes a pressing portion (not shown) made of an elastic member or the like that applies a pressing force to the locking member 41 in a direction in which the convex portion 41a is detached from the concave portion of the concave and convex portion 43a. Is provided. Accordingly, when the locking member 41 is released from the contact state between the cam surface and the locking member 41, the convex portion 41a is released from the concave portion of the concave and convex portion 43a.

In the hybrid system 1, since the first speed ratio fixing mechanism 40 capable of stopping the operation of the first motor / generator MG1 is provided, the first motor / generator MG1 is rotated by 0 rotation (output torque). The fuel consumption when driving in the state of 0) can be improved. This is because, in general, the motor / generator has a low operating point efficiency and a large loss in the vicinity of zero rotation (a state where the output torque is equal to zero), leading to deterioration in fuel consumption. However, in this hybrid system 1, the operation of the first motor / generator MG1 can be mechanically stopped, and the operation region at 0 rotation (the output torque is 0) can be mechanically maintained. Loss is smaller than in the case where adjustment is performed by the first motor / generator MG1 itself in the operation region, and fuel consumption is improved.

Subsequently, the second gear ratio fixing mechanism 50 will be described. The second gear ratio fixing mechanism 50 is operated so that the ring gear 32 in the second differential mechanism 30 cannot rotate, and is used to control the system gear ratio so as to be fixed at a constant gear ratio in the overdrive state. It is.

As the first gear ratio fixing mechanism 40, a brake mechanism or a clutch mechanism can be used for the second gear ratio fixing mechanism 50. For example, in the case of a brake mechanism, a rotating member or a rotating part that is provided on the ring gear 32 and rotates integrally with the ring gear 32, a braking member that operates by electricity or hydraulic pressure and stops the rotation of the rotating member or the rotating part, (Not shown) may be considered. Further, in the case of the clutch mechanism, for example, a locking member or a locking portion that rotates integrally with the ring gear 32 provided on the side surface of the ring gear 32 and an axial direction toward the locking member or the locking portion. A dog clutch provided with an electrically or hydraulically driven locking member that stops the rotation of the locking member or the locking part by moving it is conceivable (not shown).

Here, the rotational speed of the ring gear 32 can be adjusted to the target rotational speed by the rotational speed control of the first motor / generator MG1, and can be kept at the target rotational speed or substantially the target rotational speed by this rotational speed control. Therefore, the second speed ratio fixing mechanism 50 can be synchronized with the rotation of the ring gear 32 when the ring gear 32 is stopped, and requires a large amount of torque to maintain the rotation stop state of the ring gear 32. do not do. Therefore, as the second speed ratio fixing mechanism 50, a simple structure having the locking member 51 and the driving member 52 shown in FIGS. 2 and 3 can be applied.

The locking member 51 is a member for keeping the ring gear 32 in a stopped state. For example, in the ring gear 32, in addition to the inner teeth 32 a meshing with the first pinion gear 34 and the second pinion gear 35, a plurality of irregularities 32 b such as tooth surfaces of a spur gear are formed on the outer peripheral surface as engaging portions. Yes. In addition, you may provide the unevenness | corrugation 32b in the outer peripheral surface of the cyclic | annular rotating member which rotates integrally with the ring gear 32, or a cyclic | annular rotating part. When a rotating member is used, this rotating member is attached to the outer peripheral surface or side surface of the ring gear 32. Further, when a rotating part is used, the rotating part has an integral structure with the ring gear 32 bulged from the side surface of the ring gear 32.

2 and 3 show the irregularities 32b formed on the outer peripheral surface of the ring gear 32. FIG. Therefore, the locking member 51 is disposed on the radially outer side of the ring gear 32. And this latching member 51 stops the rotation of the ring gear 32 by meshing | engaging the convex part 51a as an engaging part with any one recessed part in the unevenness | corrugation 32b. For example, the locking member 51 is formed as an arm-like member having a convex portion 51 a like the locking member 41, and is arranged so that the extending direction of the arm is parallel to the side surface of the ring gear 32. The locking member 51 has a rotation axis R parallel to the axial direction of the ring gear 32. By rotating the rotation member R around the rotation axis R, the protrusion 51a meshes with the recess of the protrusion 32b. By rotating to the other side, the convex portion 51a is detached from the concave portion of the concave and convex portion 32b. In other words, the second gear ratio fixing mechanism 50 includes a first engagement portion that is formed by the concave and convex portions 32 a that rotate integrally with the ring gear 32 to be stopped, and a second engagement portion that is formed by the convex portion 51 a of the locking member 51. And an engagement mechanism. The rotation axis R of the locking member 51 is arranged coaxially with the rotation axis R of the locking member 41 described above.

The driving member 52 is a member that operates the locking member 51. As this drive member 52, the same cam, gear group, etc. as the drive member 42 can be considered. 2 and 3 exemplify the former cam as the drive member 52. The illustrated driving member 52 is arranged on the outer side in the radial direction of the ring gear 32, and the locking member 51 is pushed by the cam surface to engage the convex portion 51a with the concave portion of the concave and convex portion 32b. The drive member 52 operates in the same manner as the drive member 42 by the action of an actuator 90 that is electrically or hydraulically driven. In this example, the rotation shaft 91 of the actuator 90 is attached as the rotation shaft of the drive member (cam) 52. When the gear group is used as the drive member 52, the rotation shaft of one of the gears may be used as the rotation shaft R of the locking member 51.

When stopping the rotation of the ring gear 32, the electronic control unit 100 controls the actuator 90 to rotate the drive member 52, so that the convex portion 51a of the locking member 51 pushed by the cam surface becomes the concave and convex portion 32b. Engage with the recess. On the other hand, when releasing the stop state, the electronic control unit 100 controls the actuator 90 and rotates the drive member 52 to release the contact state between the cam surface and the locking member 51. The illustrated second speed ratio fixing mechanism 50 includes a pressing portion (not shown) made of an elastic member or the like that applies a pressing force to the locking member 51 in a direction in which the convex portion 51a is detached from the concave portion of the concave and convex portion 32b. Is provided. Therefore, in the locking member 51, when the contact state between the cam surface and the locking member 51 is released, the convex portion 51a is detached from the concave portion of the concave and convex portion 32b.

In the hybrid system 1, since the second speed ratio fixing mechanism 50 that can fix the system speed ratio in the overdrive state is provided, the fuel efficiency during high speed driving can be improved. Further, in this hybrid system 1, the rotation speed of the first motor / generator MG1 is controlled by changing the rotation speed of the engine 10 while the rotation of the ring gear 32 is stopped by the second gear ratio fixing mechanism 50. be able to. Accordingly, in this case, the power consumption of the first motor / generator MG1 can be reduced, and thus fuel efficiency can be improved.

Thus, unlike the conventional system, the hybrid system 1 is provided with two gear ratio fixing mechanisms (a first gear ratio fixing mechanism 40 and a second gear ratio fixing mechanism 50) each having an effect of improving fuel consumption. ing. Therefore, this hybrid system 1 can improve fuel efficiency as compared with the conventional system.

On the other hand, in this hybrid system 1, when the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are individually provided as dedicated ones, the number of parts is significantly increased compared to the conventional system. This increases the cost and complicates the system configuration. Further, in the hybrid system 1, there is a possibility that the system size may be increased depending on the arrangement of the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50.

In the hybrid system 1, as described above, the first gear ratio fixing mechanism 40 (specifically, the rotating member 43) is disposed coaxially with the MG1 rotating shaft 62, and further the second gear ratio fixing mechanism 50 ( Specifically, the unevenness 32b) of the ring gear 32 is also arranged coaxially with the MG1 rotation shaft 62. For this reason, the hybrid system 1 has a larger system size in the radial direction with respect to the MG1 rotation shaft 62 than when the first speed ratio fixing mechanism 40 and the second speed ratio fixing mechanism 50 are arranged on different axes. Can be suppressed.

Furthermore, in the hybrid system 1, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are arranged adjacent to each other, thereby suppressing the increase in the size of the system physique in the axial direction. Here, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are arranged adjacent to each other in the axial direction. The first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 that are driven by the cam will be described as an example. The

irregularities

43a and 32b are arranged with an interval in the axial direction as small as possible. Similarly, the

drive members

42 and 52 are also arranged with the axial distance reduced as much as possible. Thereby, this hybrid system 1 can suppress the enlargement of the system physique in an axial direction. Further, in this case, in the first speed ratio fixing mechanism 40, the locking member 41, the driving member 42, and the rotating member 43 (unevenness 43a) are sequentially arranged in the radial direction of the MG1 rotating shaft 62. In the second gear ratio fixing mechanism 50, the locking member 51, the driving member 52, and the unevenness 32 b are sequentially arranged in the radial direction of the MG1 rotation shaft 62. That is, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are each downsized in the axial direction. Therefore, the hybrid system 1 further suppresses the increase in the size of the system physique in the axial direction.

The first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 stop the rotation of the sun gear 31 and the ring gear 32, which are the rotating elements of the second differential mechanism 30, respectively. Therefore, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 can be disposed close to the second differential mechanism 30 in the axial direction, and thus the system in the axial direction can be arranged. Increase in size can be suppressed. As described above, the second gear ratio fixing mechanism 50 has the irregularities 32b on the outer peripheral surface of the ring gear 32 as one of the components. For this reason, the second speed ratio fixing mechanism 50 having this configuration is already arranged close to the second differential mechanism 30. Therefore, in this case, the first speed ratio fixing mechanism 40 is disposed between the second speed ratio fixing mechanism 50 and the first motor / generator MG1 in the axial direction, and the first speed ratio fixing mechanism 40 is The two differential mechanisms 30 may be disposed close to each other. For example, the first speed ratio fixing mechanism 40 is arranged so that the rotating member 43 is as close as possible to the second differential mechanism 30 in the axial direction, so that the locking member 41 and the drive member 42 are also in the second differential mechanism. It can be placed close to 30. Thereby, this hybrid system 1 can suppress the enlargement of the system physique in an axial direction. Further, in this hybrid system 1, the unevenness 43 a of the first gear ratio fixing mechanism 40 is provided on the outer peripheral surface of the rotating portion that bulges from the side surface of the sun gear 31, so that the distance from the second differential mechanism 30 in the axial direction is increased. Therefore, it is possible to suppress an increase in the size of the system physique in the further axial direction.

In the hybrid system 1, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are arranged close to the first motor / generator MG1 in the axial direction, so that the system physique is large in the axial direction. Can be suppressed. At this time, the first gear ratio fixing mechanism 40 can be arranged as close as possible to the first motor / generator MG1 in the axial direction. On the other hand, the second gear ratio fixing mechanism 50 can also be brought closer to the first motor / generator MG1 in the axial direction. However, in the hybrid system 1, the second gear ratio fixing mechanism 50 includes the second differential mechanism 30. Since the rotation of the ring gear 32 is stopped, the length in the axial direction of the second gear ratio fixing mechanism 50 is eventually expanded. Therefore, it is difficult to shorten the system size in the axial direction by this arrangement. . Therefore, in the hybrid system 1, the first gear ratio fixing mechanism 40 is disposed between the second gear ratio fixing mechanism 50 and the first motor / generator MG1 in the axial direction, and the first gear ratio fixing mechanism. 40 is arranged as close as possible to the second differential mechanism 30, and the first and second transmission

ratio fixing mechanisms

40 and 50 and the second differential mechanism 30 are as close as possible to the first motor / generator MG1. Can be arranged. Thereby, this hybrid system 1 can suppress the enlargement of the system physique in an axial direction.

Also, depending on the physique in the radial direction of the first motor / generator MG1 and the second differential mechanism 30, the physique of the second differential mechanism 30 is smaller in the radial direction than the first motor / generator MG1. Since the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 can be made smaller in the radial direction than the first motor / generator MG1, an increase in the size of the system in the axial direction can be suppressed. Further, in the hybrid system 1, the first speed ratio fixing mechanism 40 and the second speed ratio fixing mechanism 50 which are adjacent to each other may be arranged in a space radially inside the rotor of the first motor / generator MG1, As a result, it is possible to suppress an increase in size of each system physique in the radial direction and the axial direction. Thus, the hybrid system 1 can be provided with the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 while suppressing an increase in the size of the system. It can support a wide range of speeds of vehicles.

Further, since the hybrid system 1 operates the first speed ratio fixing mechanism 40 and the second speed ratio fixing mechanism 50 with one shared actuator 90, the first speed ratio fixing mechanism 40 and the second speed ratio are fixed. An increase in cost when the fixing mechanism 50 is provided can be suppressed, and a complicated system configuration and an increase in the size of the system can be suppressed. Further, in this hybrid system 1, the drive member 42 of the first gear ratio fixing mechanism 40 and the drive member 52 of the second gear ratio fixing mechanism 50 are attached to one rotating shaft 91, thereby further reducing the cost. The increase can be suppressed, and the complexity of the system configuration and the increase in the size of the system can be suppressed. Furthermore, in this hybrid system 1, since the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are arranged adjacent to each other, the axial length of the rotary shaft 91 can be shortened. The drive mechanism such as the actuator 90 that operates the first speed ratio fixing mechanism 40 and the second speed ratio fixing mechanism 50 can be reduced in size and increased in rigidity.

[Modification 1]
Incidentally, the hybrid system 1 according to the embodiment is provided with a so-called parking lock mechanism 80 that prevents a parked vehicle from moving. The parking lock mechanism 80 includes a locking member 81 and a drive member 82 shown in FIGS. 4 and 5.

The locking member 81 is a member for keeping the driving wheel in a stopped state. For example, the parking lock mechanism 80 is provided with a rotating member (so-called parking gear) 83 that is attached to the MG2 rotating shaft 63 and rotates integrally with the MG2 rotating shaft 63. As the rotating member 83, for example, an annular member attached to the outer peripheral surface of the MG2 rotating shaft 63 by welding or press fitting is used. The rotating member 83 is formed with a plurality of irregularities 83a such as a tooth surface of a spur gear on the outer peripheral surface thereof.

The locking member 81 is disposed on the radially outer side of the rotating member 83. The engaging member 81 stops the rotation of the rotating member 83 and the MG2 rotating shaft 63 by engaging the convex portion 81a with any one of the concave and convex portions 83a of the rotating member 83. Stop rotation. For example, the locking member 81 is formed as an arm-shaped member having a convex portion 81 a and is arranged so that the extending direction of the arm is parallel to the side surface of the rotating member 83. The locking member 81 has a rotation axis Rp parallel to the axial direction of the rotation member 83, and the protrusion 81a meshes with the recess of the protrusion / depression 83a by rotating the rotation member R around the rotation axis Rp. Then, the convex portion 81a is detached from the concave portion of the concave and convex portion 83a by rotating in the other direction.

The driving member 82 is a member that operates the locking member 81. As the driving member 82, a cam is used in the same manner as a conventional parking lock mechanism. The illustrated driving member 82 is disposed on the outer side in the radial direction of the rotating member 83, and the locking member 81 is pushed by the cam surface to engage the convex portion 81a with the concave portion of the concave and convex portion 83a. The drive member 82 is operated by the action of an electric or hydraulic drive actuator 90. In this example, the rotation shaft 91 of the actuator 90 is attached as the rotation shaft of the drive member (cam) 82.

When maintaining the driving wheel in the stopped state, the electronic control unit 100 controls the actuator 90 and rotates the driving member 82, so that the convex portion 81a of the locking member 81 pushed by the cam surface is uneven. Meshes with the recess. On the other hand, when releasing the stop state, the electronic control unit 100 controls the actuator 90 and rotates the drive member 82 to release the contact state between the cam surface and the locking member 81. The illustrated parking lock mechanism 80 is provided with a pressing portion (not shown) made of an elastic member or the like that applies a pressing force to the locking member 81 in a direction in which the convex portion 81a is detached from the concave portion of the concave and convex portion 83a. Yes. Accordingly, when the locking member 81 is released from the contact state between the cam surface and the locking member 81, the convex portion 81a is released from the concave portion of the concave and convex portion 83a.

The parking lock mechanism 80 having such a configuration is conventionally known and includes an actuator 90 and a rotating shaft 91. Therefore, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 described above may use the actuator 90 and the rotating shaft 91 of the parking lock mechanism 80. That is, in the hybrid system 1, the first gear ratio fixing mechanism 40, the second gear ratio fixing mechanism 50, the actuator 90 of the parking lock mechanism 80, and the rotating shaft 91 are shared. Thereby, this hybrid system 1 can suppress the complexity of a system configuration, the enlargement of a system physique, and the cost increase.

In the slope, when the parking lock mechanism 80 is released, the energy that has been twisted and accumulated by the power transmission member such as the drive shaft until then is released. For this reason, the first gear 71 rotated in accordance with the release collides with the second gear on the MG2 rotation shaft 63 in the second motor / generator MG2 having a large moment of inertia, and the second motor / generator MG2 is excessively large. There is a risk of applying excessive torque. In this hybrid system 1, since the parking lock mechanism 80 is provided on the MG2 rotation shaft 63, the torque transmitted from the drive wheel to the MG2 rotation shaft 63 and its bearing when the parking lock mechanism 80 is released is reduced. be able to. Therefore, in this hybrid system 1, since the bearing can be downsized, the system physique can be downsized.

Here, when the actuator 90 is not able to operate well, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 cannot be moved. There is a risk that it remains fixed at the system gear ratio. And as it is, for example, low speed running and vehicle starting cannot be performed as usual. For this reason, the hybrid system 1 is configured such that the rotating shaft 91 of the actuator 90 can be manually rotated so that the fixed state of the system speed ratio can be manually released.

However, the hybrid system 1 is configured such that the parking lock mechanism 80 can operate using the rotation of the rotary shaft 91. Therefore, with this configuration, the parking lock can be released by manual operation, which is not preferable from the viewpoint of preventing theft of the vehicle.

Therefore, the rotating shaft 91 includes a side (first rotating shaft) 91A on which the

drive members

42 and 52 of the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are attached, and the parking lock mechanism 80. The drive member 82 is divided into a side (second rotation shaft) 91B to which the drive member 82 is attached, and the first rotation shaft 91A and the second rotation shaft 91B are configured to perform relative rotation around the axis ( FIG. 6). In the hybrid system 1, the first rotation shaft 91 </ b> A and the second rotation shaft 91 </ b> B are integrated, and a manual unlocking mechanism 92 that enables relative rotation therebetween is provided.

The manual unlocking mechanism 92 includes a lock member 92a that integrates the first rotary shaft 91A and the second rotary shaft 91B so as not to rotate relative to each other, and the first rotary shaft 91A and the second rotary shaft that are formed by the lock member 92a. And a release member 92b for releasing the integrated state of 91B. Specifically, the first rotating shaft 91A and the second rotating shaft 91B have a hollow structure. The lock member 92a and the release member 92b are disposed inside the first rotation shaft 91A and the second rotation shaft 91B.

The lock member 92a has two V-shaped pin members and a V-shaped pin provided at a contact portion of each pin member and capable of changing the V-shaped angle. Is used. The first rotating shaft 91A and the second rotating shaft 91B are each formed with two

insertion holes

93a and 94a into which the pin members are inserted in these joint portions (FIG. 7). The insertion hole 93a of the first rotation shaft 91A and the insertion hole 94a of the second rotation shaft 91B are inclined from the second rotation shaft 91B side toward the first rotation shaft 91A side and from the outer peripheral surface side toward the radially inner side. The hole is made to communicate with the first rotating shaft 91A and the second rotating shaft 91B in a joined state. In the manual unlocking mechanism 92, the first rotating shaft 91A and the second rotating shaft 91B are integrated so as not to rotate relative to each other by inserting each pin member of the lock member 92a into the

insertion holes

93a and 94a. Let

The release member 92b is a rod-shaped shaft that has a central axis that is aligned with the central axes of the first rotating shaft 91A and the second rotating shaft 91B, and is disposed inside the first rotating shaft 91A and the second rotating shaft 91B. Thus, it can be configured to reciprocate in the axial direction (FIGS. 7 and 8). In this manual lock release mechanism 92, the pin member is inserted by pushing the contact portion of each pin member in the lock member 92a from the second rotation shaft 91B side to the first rotation shaft 91A side by the release member 92b. It is made to detach | leave from

hole

93a, 94a. Thereby, the first rotation shaft 91A and the second rotation shaft 91B can perform relative rotation between each other. In the manual lock release mechanism 92, the inclination angles of the

insertion holes

93a and 94a are set so that the release can be performed.

Here, a guide groove 94b extending in the axial direction communicating with the insertion hole 94a is formed in the second rotating shaft 91B on the inner peripheral surface side at the joint portion with the first rotating shaft 91A. The first rotation shaft 91A has a guide groove 93b on the inner peripheral surface thereof, extending in the axial direction communicating with the guide groove 94b in a state of being integrated with the second rotation shaft 91B. When releasing the integrated state, the pin member in the lock member 92a that has come out of the insertion hole 94a enters the guide groove 94b. The lock member 92a moves in the axial direction along the guide groove 94b while the pin member is in the guide groove 94b, and enters the guide groove 93b of the first rotating shaft 91A (FIG. 9). In this example, the lock member 92a moves to the guide groove 93b of the first rotation shaft 91A, thereby allowing relative rotation between the first rotation shaft 91A and the second rotation shaft 91B.

In this manual lock release mechanism 92, a groove 95 is formed at the tip of the release member 92b so that the lock member 92a enters during pushing (FIGS. 9 and 10). Thereby, the lock member 92a rotates in the circumferential direction by rotating the release member 92b around the axis. Therefore, in this manual lock release mechanism 92, each of the lock members 92a is rotated by the operator rotating the release member 92b about the axis while the lock member 92a is moved to the guide groove 93b of the first rotation shaft 91A. The pin member can push the side wall of the guide groove 93b and rotate the first rotation shaft 91A relative to the second rotation shaft 91B without rotating the second rotation shaft 91B.

Even if the manual operation of unlocking mechanism 92 is not possible, the actuator 90 cannot operate well and the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 cannot be controlled. By releasing the lock, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 can be manually operated. Therefore, the hybrid system 1 can perform a normal operation after the unlocking. Further, the manual unlocking mechanism 92 does not rotate the second rotating shaft 91B having the driving member 82 of the parking lock mechanism 80 even when the operator operates the release member 92b to release the lock during parking. The possibility of vehicle theft during parking can be reduced.

Here, the manual lock release mechanism 92 may further be provided with an insertion hole 93c into which each pin member of the lock member 92a moved to the first rotating shaft 91A side is inserted (FIG. 11). The insertion hole 93c has an inclination angle equivalent to that of the

insertion holes

93a and 94a, and is formed in the first rotating shaft 91A in a state where it is communicated with the guide groove 93b. In the manual unlocking mechanism 92, the inclination angle of the insertion hole 93c is set so that the insertion can be performed. Accordingly, when the first rotation shaft 91A is rotated relative to the second rotation shaft 91B, each pin member of the lock member 92a enters the insertion hole 93c, and each pin member of the lock member 92a than the previous illustration. The pushing area of the first rotating shaft 91A is increased. Therefore, in this case, the strength of the lock member 92a can be easily maintained, and the first rotating shaft 91A can be easily rotated.

Further, as shown in FIGS. 12 and 13, the manual unlock mechanism 92 may be configured to rotate the first rotating shaft 91A after unlocking without using the lock member 92a. Therefore, in this case, the groove 95 is not formed at the tip of the release member 92b. Here, the release member 92b is provided with at least one protrusion 96 that protrudes radially outward from the outer peripheral surface, and at least a protrusion 93d that protrudes radially inward from the inner peripheral surface of the first rotating shaft 91A. One is provided. The respective protruding lengths are set such that the protruding portion 96 and the protruding portion 93d abut when the release member 92b is rotated relative to the first rotation shaft 91A in the circumferential direction. Thus, when the first rotating shaft 91A is rotated relative to the second rotating shaft 91B, the release member 92b may be rotated in the circumferential direction after unlocking. In this case, since the load is not applied to the lock member 92a due to the relative rotation, the durability of the lock member 92a can be improved. 12 and 13 may be provided with the above-described

guide grooves

93b and 94b (not shown).

[Modification 2]
Although the hybrid system 1 of the above-described embodiment is a so-called multi-shaft type, the first transmission ratio fixing mechanism 40 and the like of the embodiment can also be applied to a so-called single-shaft hybrid system. Similar effects can be obtained. In the following, the configuration of a single-shaft hybrid system will be briefly described.

As with the multi-shaft hybrid system 1, the single-shaft hybrid system includes an engine 10, a first motor / generator MG1, a second motor / generator MG2, a first differential mechanism 20, a second differential mechanism 30, A first gear ratio fixing mechanism 40 and a second gear ratio fixing mechanism 50 are provided. For convenience of explanation, the same reference numerals as those of the multi-shaft hybrid system 1 in the following drawings represent the same members and the like as the hybrid system 1. Unless otherwise specified, the connection relationship between the respective members is the same as that of the hybrid system 1.

14 is an example of this single-axis hybrid system. In the multi-shaft hybrid system 1, the first differential mechanism 20 is disposed between the engine 10 and the first motor / generator MG 1, and between the first differential mechanism 20 and the second differential mechanism 30. The first motor / generator MG1 is disposed at the end. On the other hand, in this hybrid system 2, the second differential mechanism 30 is disposed between the engine 10 and the first motor / generator MG1, and the first motor / generator MG1 and the second motor / generator MG2 are connected to each other. The first differential mechanism 20 is disposed between them.

In this hybrid system 2, the MG2 rotating shaft 63 is connected to the ring gear 22 of the first differential mechanism 20 concentrically with the ring gear 22. Further, in this hybrid system 2, the arrangement in the axial direction of the second differential mechanism 30 with respect to the first motor / generator MG1 is reversed as compared with the multi-shaft hybrid system 1, and is arranged on the engine 10 side. Has been. Therefore, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are arranged on the engine 10 side with respect to the first motor / generator MG1 in accordance with the arrangement. As described above, in this hybrid system 2, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are differently arranged in the axial direction with respect to the first motor / generator MG1, but other arrangements are used in the embodiment. The same effect as that of the embodiment can be obtained by performing the same as the above and configuring the first speed ratio fixing mechanism 40 and the second speed ratio fixing mechanism 50 in the same manner as the embodiment.

15 is another example of a single-axis hybrid system. This hybrid system 3 is obtained by reversing the arrangement of the second differential mechanism 30 in the axial direction with respect to the first motor / generator MG1 with respect to the hybrid system 2 described above. Therefore, the arrangement of the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 in the axial direction with respect to the first motor / generator MG1 is equivalent to the arrangement of the multi-shaft hybrid system 1. In this hybrid system 3, the carrier 23 of the first differential mechanism 20 and the carrier 33 of the second differential mechanism 30 are connected, and the engine is connected to the second differential mechanism 20 via the carrier 23 of the first differential mechanism 20. It is connected to the carrier 33 of the mechanism 30. In this hybrid system 3, the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 50 are arranged in the same manner as in the embodiment, and the first gear ratio fixing mechanism 40 and the second gear ratio fixing mechanism 40 in the same manner as in the embodiment. By configuring the two speed ratio fixing mechanism 50, the same effects as in the embodiment can be obtained.

[Modification 3]
In the

hybrid systems

1, 2, and 3 of the above-described embodiments and Modifications 1 and 2, a double pinion type planetary gear mechanism is used for the second differential mechanism 30, but the second differential mechanism 30 is a single pinion type. It is also possible to replace it with a planetary gear mechanism. Reference numeral 4 in FIG. 16 indicates a hybrid system according to this modification, and reference numeral 130 in FIG. 16 indicates a second differential mechanism according to this modification. Here, a multi-axis type will be described as an example, but the following configuration is similarly applied to a single-axis type.

This hybrid system 4 is obtained by replacing the second differential mechanism 30 with the second differential mechanism 130 with respect to the hybrid system 1. The second differential mechanism 130 is a single pinion type planetary gear mechanism that includes a sun gear 131, a ring gear 132, a carrier 133, and a plurality of pinion gears 134 that are rotating elements. The sun gear 131 is coupled to the MG1 rotation shaft 62 in the same manner as the hybrid system 1. The ring gear 132 is connected to the carrier 23 of the first differential mechanism 20 and the engine 10.

In this hybrid system 4, unlike the hybrid system 1, the second gear ratio fixing mechanism 50 is provided to operate so that the carrier 133 cannot rotate. Note that the second speed ratio fixing mechanism 50 of this modification is for fixing the system speed ratio to a constant speed ratio, similarly to the second speed ratio fixing mechanism 50 of the hybrid system 1. Thus, in the hybrid system 4, the stop target of the second speed ratio fixing mechanism 50 is different from that of the embodiment. However, in this hybrid system 4 as well, the second gear ratio fixing mechanism 50 and the first gear ratio fixing mechanism 40 can be configured and arranged in the same manner as in the embodiment, so that the same effects as in the embodiment can be obtained. it can.

1, 2, 3, 4 Hybrid system 10 Engine 11 Engine rotating shaft 20 First differential mechanism 21 Sun gear 22 Ring gear 23 Carrier 24 Pinion gear 30 Second differential mechanism 31 Sun gear 32 Ring gear 32b Concavity and convexity 33 Carrier 34 First pinion gear 35 Second Pinion gear 40 First gear ratio fixing mechanism 41 Locking member 41a Convex portion 42 Drive member 43 Rotating member 43a Concavity and convexity 50 Second gear ratio fixing mechanism 51 Locking member 51a Convex portion 52 Drive member 62 MG1 rotating shaft 63 MG2 rotating shaft 80 Parking Lock mechanism 81 Locking member 81a Protruding portion 82 Drive member 83 Rotating member (parking gear)
83a Concavity and convexity 90 Actuator 91 Rotating shaft 91A First rotating shaft 91B Second rotating shaft 92 Manual lock release mechanism

92a Lock member

92b Release member

93a, 94a,

93c Insertion hole

93b, 94b Guide groove 93d Protrusion 95 Groove 96 Protrusion 100 Electron Control device 130 Second differential mechanism 131 Sun gear 132 Ring gear 133 Carrier 134 Pinion gear MG1 First motor / generator MG2 Second motor / generator

Claims

Engine,
First and second motor / generators;
A rotating element in which the rotating shaft of the engine, the rotating shaft of the first motor / generator, the rotating shaft of the second motor / generator, and the driving wheel are individually connected can be differentially rotated between each other. 1 differential mechanism,
A second differential mechanism in which a rotating shaft of the first motor / generator is coupled to one of a plurality of rotating elements capable of differentially rotating with each other;
A first speed ratio fixing mechanism that stops the operation of the first motor / generator and fixes a system speed ratio composed of the first and second differential mechanisms to a constant speed ratio;
The second differential mechanism stops second rotation elements other than the rotation element to which the rotation shaft of the first motor / generator is coupled, and the system speed ratio is fixed to a constant speed ratio in an overdrive state. A gear ratio fixing mechanism;
A hybrid system characterized by comprising
The hybrid system according to claim 1, wherein the first gear ratio fixing mechanism and the second gear ratio fixing mechanism are arranged adjacent to each other.
The hybrid system according to claim 1 or 2, wherein the first gear ratio fixing mechanism and the second gear ratio fixing mechanism are arranged close to the second differential mechanism.
4. The hybrid system according to claim 1, wherein the first gear ratio fixing mechanism and the second gear ratio fixing mechanism are arranged close to the first motor / generator.
The hybrid system according to claim 1, 2, 3, or 4, wherein the first gear ratio fixing mechanism is disposed between the second gear ratio fixing mechanism and the first motor / generator.
The first gear ratio fixing mechanism includes a locking member that stops the operation of the first motor / generator, and a drive member that operates the locking member,
The second gear ratio fixing mechanism includes a locking member that stops the rotation of the rotation element to be stopped, and a drive member that operates the locking member,
The hybrid according to any one of claims 1 to 5, wherein the first gear ratio fixing mechanism and the second gear ratio fixing mechanism operate the driving members by a common actuator. system.
A parking lock mechanism having a locking member for stopping the rotation of the rotation shaft of the second motor / generator and a driving member for operating the locking member, and the driving member of the parking lock mechanism is operated by the actuator The hybrid system according to claim 6, wherein:
The drive shafts of the first gear ratio fixing mechanism, the second gear ratio fixing mechanism, and the parking lock mechanism are provided on the rotation shaft of the actuator, and the rotation shaft of the actuator includes the first gear ratio fixing mechanism and 8. A split structure in which each side of the second gear ratio fixing mechanism on which the drive member is disposed and a side on which the drive member of the parking lock mechanism is disposed are configured to be rotatable relative to each other. Hybrid system.