JP2019077212A - Power unit for hybrid vehicle - Google Patents

Abstract

To provide a power unit for hybrid vehicle simply and inexpensively that can switch a SHEV traveling mode, a PHEV traveling mode and an EV traveling mode in AWD; reduce a loss due to a motor generator when the motor generator is not used for driving a vehicle; eliminate a loss due to a tight corner braking phenomenon or internal circulation torque that are caused by AWD.SOLUTION: An HEV-CU 80 switches a second mode (PHEV), a third mode (EV), a fourth mode (SHEV), and a fifth mode (PHEV) on the basis of the traveling state of a vehicle in a state where a transfer clutch 61 engages (AWD). In the second mode (PHEV), a first spline 31 and a second spline 32 are connected to release a third spline 33. In the third mode (EV) and the fourth mode (SHEV), the second spline 32 and the third spline 33 are connected to release the first spline 31. In the fifth mode (PHEV), the first, second and third splines 31, 32, 33 are connected.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power unit of a hybrid vehicle including an engine and a motor generator (electric motor) as a driving force source, and more particularly to a power unit of an all-wheel drive (hereinafter also referred to as "AWD") hybrid vehicle.

  BACKGROUND In recent years, a hybrid vehicle (HEV) that can effectively improve the fuel consumption rate (fuel consumption) of a vehicle by using an engine and a motor generator (electric motor) in combination has been widely put to practical use. By the way, as such a hybrid vehicle, conventionally, for example, series HEV (hereinafter also referred to as “SHEV”) or parallel HEV (also referred to as “SHEV”) depending on the number of motor generators and how to combine or switch engines and motor generators. Various types of products such as "PHEV", "strong HEV" and "mild HEV" have been proposed and developed.

  On the other hand, an all-wheel drive (AWD) vehicle (or four-wheel drive (4WD)) that has excellent travelability on steep slopes, rough roads with many irregularities, slippery road surfaces (such as snowy roads and mud roads), etc. Cars are widely put to practical use.

  Here, Patent Document 1 discloses a power transmission device of a hybrid vehicle used for four-wheel drive. More specifically, in the power transmission device of this hybrid vehicle, the engine and the generator are directly connected, and are connected to the front wheel output shaft (front wheel axle) via a clutch. Further, the electric motor is directly connected to the front wheel output shaft and the rear wheel output shaft (rear wheel axle), and the transfer clutch is interposed on the rear wheel output shaft.

  As described above, the hybrid vehicle equipped with this power transmission device has an engine, an electric motor (second motor generator), and a generator (first motor generator), and driving of the vehicle is performed Depending on the state, it is switched to either drive (engine travel / EV travel) by either the engine or the electric motor or drive (PHEV travel) by both. For example, the vehicle is driven (EV travel) using the electric motor at the start when the driving torque is required, and the vehicle is driven by the engine (engine travel) when the vehicle speed rises. Drives the vehicle (PHEV travel). In addition, when the engine has a low load, it is possible to generate power by the generator while traveling, and to charge the battery with the generated power energy (or supply the second motor generator (SHEV travel)).

JP 2005-35313 A

  As described above, in the hybrid vehicle equipped with the power transmission device described in Patent Document 1, the clutch is engaged and the engine is operated at the time of high speed traveling, and the PHEV is driven by the engine driving force and the electric motor driving force. Run. However, in this hybrid vehicle, since the electric motor is directly connected to the front wheel output shaft and the rear wheel output shaft, when it is not necessary to use the electric motor for driving the vehicle (when driven only by the engine), for example, The electric loss accompanying the zero torque control of the electric motor and the friction loss due to corotation occur.

  In addition, in an AWD vehicle equipped with the above-described power transmission device, for example, when the accelerator pedal is depressed while the steering wheel is largely steered at the time of start or low speed travel, the drive torque does not slip to the front and rear wheels. Control is performed to equalize the distribution of torque (driving force), that is, to increase the fastening force of the transfer clutch, which makes it difficult to absorb the differential between the front and rear wheels, resulting in so-called tight corner braking A phenomenon may occur.

  Furthermore, in the case of an AWD vehicle equipped with the above-described power transmission device, the rotational speeds of the front and rear wheels may not be the same due to, for example, the relationship between shaft weight and air pressure of wheels. In that case, an internal circulation torque is generated according to the difference in rotation between the front wheels and the rear wheels, resulting in unnecessary resistance (friction), and the fuel consumption rate (fuel efficiency) may be deteriorated.

  However, in order to eliminate the loss (loss) caused by the electric motor (second motor generator) as described above and the loss caused by the tight corner braking phenomenon and the internal circulation torque caused by the AWD, the front wheel axle is eliminated. If a separate clutch is provided to separate the engine side (the first motor generator) from the rear wheel axle (the second motor generator) (if it is added), the system becomes complicated and the weight increases and the cost increases. Also increases.

  The present invention has been made to solve the above problems, and in a power unit of an AWD hybrid vehicle including an engine and two motor generators, the SHEV running mode with AWD is simple and inexpensive. PHEV drive mode, EV drive mode can be switched, and when the motor generator is not used to drive a vehicle, loss due to the motor generator can be reduced, and tight corner brakes caused by AWD It is an object of the present invention to provide a power unit of a hybrid vehicle capable of eliminating the loss due to the ringing phenomenon and the internal circulation torque.

A power unit of a hybrid vehicle according to the present invention is a power unit of a hybrid vehicle including an engine, a first motor generator, and a second motor generator, wherein an output shaft of the engine and a rotational shaft of the first motor generator transmit torque. Torque transmission is possible with the rotation shaft of the second motor / generator, and the second spline connected so as to be able to transmit torque with the front wheel axle that transmits torque between the first spline that can be connected and the front wheel , And a third spline connected to transmit torque with the rear wheel axle that transmits torque with the rear wheel, and a spline formed to be engageable with the first spline, the second spline, and the third spline And a sleeve that switches the connection state of the first spline, the second spline, and the third spline according to the position An actuator for sliding the sleeve, a transfer clutch interposed on the rear wheel axle for adjusting the torque transmitted to the rear wheel, and control means for controlling the drive of the actuator and the engagement force of the transfer clutch Means are based on the driving condition of the vehicle,
Connect the 1st spline and the 2nd spline, release the 3rd spline, release the transfer clutch, operate the engine and the 1st motor generator to drive the front wheel axle, and stop the 2nd motor generator The first mode to
Connect the first spline and the second spline, release the third spline, engage the transfer clutch, operate the engine and the first motor generator to drive the front wheel axle, and operate the second motor generator And a second mode for driving the rear wheel axle,
Connect the second spline and the third spline, release the first spline, engage the transfer clutch, stop the engine and the first motor generator, and operate the second motor generator to operate the front wheel axle and rear A third mode for driving the wheel axle,
The second spline and the third spline are connected, the first spline is released, the transfer clutch is engaged, and the engine drives the first motor generator to generate electric power, and the second motor generator operates the front wheel A fourth mode for driving an axle and a rear wheel axle;
A first spline, a second spline, and a third spline are connected, a transfer clutch is engaged, and an engine, a first motor generator, and a second motor generator are operated to drive a front wheel axle and a rear wheel axle The actuator and the transfer clutch are controlled to switch between the modes.

According to the power unit of the hybrid vehicle of the present invention, based on the traveling state of the vehicle,
The first spline and the second spline are connected, the third spline is released, the transfer clutch is released, the engine and the first motor generator are operated to drive the front wheel axle, and the second motor generator is In the first mode (FF (front wheel drive) PHEV travel mode) to be stopped,
The second and third splines are connected, the third spline is released, the transfer clutch is engaged, the engine and the first motor generator are operated to drive the front wheel axle, and the second motor generator is Second mode (AWD (front and rear independent) PHEV running mode) in which the rear wheel axle is driven and driven;
The second spline and the third spline are connected, the first spline is released, the transfer clutch is engaged, the engine and the first motor generator are stopped, the second motor generator is operated, and the front wheel axle Third mode (AWD EV travel mode) in which the rear wheel axle is driven;
The second spline and the third spline are connected, the first spline is released, the transfer clutch is engaged, and the first motor generator is driven by the engine to generate electric power, and the electric power causes the second motor generator to A fourth mode (AWD SHEV running mode) in which the front wheel axle and the rear wheel axle are driven and driven;
The first spline, second spline and third spline are connected, the transfer clutch is engaged, and the engine, first motor generator and second motor generator are operated to drive the front wheel axle and rear wheel axle The fifth mode (AWD PHEV running mode) is switched.

  Therefore, EV travel in AWD (third mode), SHEV travel (fourth mode), and PHEV travel (second and fifth modes) are possible. In addition, when the driving force by the second motor generator is unnecessary, the mode is switched to the first mode or the second mode, and the front wheel axle and the rear wheel axle are disconnected, that is, the second motor generator is disconnected. , Loss due to the second motor generator can be reduced. Furthermore, since the front wheel axle and the rear wheel axle are separated by switching to the second mode, it is possible to eliminate the loss due to the tight corner braking phenomenon in the AWD and the internal circulation torque. Furthermore, according to this configuration, the above five modes are switched by the combination of engagement / release of the dog clutch configured with the first spline, second spline, third spline, and sleeve and engagement / release of the transfer clutch. Can be realized. In the case of an AWD vehicle, it originally has a transfer clutch. As a result, it is possible to switch between AHEV SHEV running mode, PHEV running mode and EV running mode simply and inexpensively, and when the motor generator is not used to drive a vehicle, loss due to the motor generator It is possible to reduce the loss due to the tight corner braking phenomenon and the internal circulation torque caused by the AWD.

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the second motor · Adjust the number of rotations of the generator to the number of rotations that can be fitted to the sleeve and the third spline, and then drive the actuator to connect the sleeves so that one spline, second spline and third spline are connected. When moving from the third mode or the fourth mode to the first mode or the second mode via the fifth mode or the fifth mode, the rotational speed of the first motor generator is set to the sleeve and the first spline Adjust the number of rotations that can be fitted, and then drive the actuator to connect the second spline, third spline and first spline to the sleeve It is preferable to move.

  In this case, when the mode is switched from the first mode or the second mode to the third mode or the fourth mode through the fifth mode or the fifth mode, the rotational speed of the second motor generator is the sleeve and the third spline And the number of rotations that can be fitted, and then the actuator is driven to move the sleeve so that the 1st spline, the 2nd spline and the 3rd spline are connected. That is, after the rotational speed adjustment of the first and second splines (front wheel axle) and the third spline (rear wheel axle) is performed (that is, after the rotational deviation is reduced), the first and second splines and the second spline The 3 splines are connected. Similarly, when the mode is switched from the third mode or the fourth mode to the first mode or the second mode through the fifth mode or the fifth mode, the number of rotations of the first motor generator is the sleeve and the first spline And the number of rotations that can be fitted, and then the actuator is driven to move the sleeve so that the second spline, the third spline and the first spline are connected. That is, after the rotational speed adjustment of the second and third splines (front wheel axle, rear wheel axle) and the first spline (engine, first motor / generator) is performed (that is, after the rotational deviation is reduced), The second and third splines are connected to the first spline. Therefore, it is possible to switch the mode more smoothly while suppressing the shock.

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the first motor · Zero torque control is performed so that the output torque of the generator becomes zero, and when switching from the third mode, the fourth mode, to the first mode, the second mode via the fifth mode or the fifth mode, the second motor · It is preferable to perform zero torque control so that the output torque of the generator becomes zero.

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

  In the power unit of the hybrid vehicle according to the present invention, when the control means switches from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, It is preferable to control the second motor generator so as to suppress the change in the rotational speed of the rear wheel axle when the change in the rotational speed is equal to or higher than a predetermined speed.

  In this case, when switching from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the rotational speed fluctuation of the rear wheel axle is equal to or greater than the predetermined rotational speed , The second motor generator is controlled to suppress the rotational speed fluctuation of the rear wheel axle. Therefore, when the mode is switched, it is possible to suppress contact and engagement of the elements constituting the dog clutch at different rotational speeds.

  In the power unit of the hybrid vehicle according to the present invention, the first spline, the second spline, the third spline, and the sleeve are coaxially disposed, and the sleeve is the first spline, the second spline, or the third spline. It is preferable that the outer periphery of the frame be axially slidable.

  In this case, the first spline, the second spline, the third spline and the sleeve are coaxially arranged, and the sleeve axially slides on the outer periphery of the first spline, the second spline and the third spline. It is configured freely. That is, the dog clutch is constituted by the spline formed on the sleeve, the first spline, the second spline, and the third spline, and the dog clutch is engaged and released (that is, the first sleeve is moved) by moving the sleeve in the axial direction. It is possible to switch between the formed spline and the fitting state of the first spline, the second spline, and the third spline.

  In the power unit of the hybrid vehicle according to the present invention, the first spline, the second spline, and the third spline are external splines that can rotate relative to one another, and the sleeve is externally fitted to the first spline, the second spline, and the third spline It is preferred that the inner splines be formed in a possible cylindrical shape and extend axially along the inner circumferential surface.

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

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

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

  According to the present invention, in the power unit of an AWD hybrid vehicle including an engine and two motor generators, the SHEV drive mode, the PHEV drive mode, and the EV drive mode in AWD can be switched simply and at low cost. When the motor generator is not used to drive a vehicle, loss due to the motor generator can be reduced, and loss due to tight corner braking phenomenon due to AWD and internal circulation torque can be eliminated. Is possible.

1 is a skeleton diagram showing a configuration of a power unit of an AWD hybrid vehicle according to an embodiment, and a block diagram showing a configuration of a control system thereof. It is a figure which shows the torque transmission path (thick line) via a dog clutch and a transfer clutch in 1st mode (FF PHEV driving mode). It is a figure which shows the torque transmission path (thick line) via a dog clutch and a transfer clutch in 2nd mode (AWD (front-rear independent) PHEV driving modes). It is a figure which shows the torque transmission path (thick line) via a dog clutch and a transfer clutch in 3rd mode (AWD EV driving mode). It is a figure which shows the torque transmission path (thick line) via a dog clutch and a transfer clutch in 4th mode (AWD SHEV driving mode). It is a figure which shows the torque transmission path (thick line) via a dog clutch and a transfer clutch in a 5th mode (AWD PHEV travel mode).

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

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

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

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

  An output shaft 12 is connected to a crankshaft 10 a (corresponding to an output shaft) of the engine 10 via a flywheel damper 11 that absorbs rotational fluctuation of the engine 10. The output shaft 12 is connected to the rotation shaft (input / output shaft) 21 a of the first motor generator 21 via a pair of gears 23 (drive gear 23 a and driven gear 23 b). More specifically, a drive gear 23a constituting a gear pair (gear train) 23 is attached to an end portion of the output shaft 12, and a driven gear 23b meshing with the drive gear 23a is a first motor generator 21. The rotary shaft 21a of is attached. That is, the crankshaft 10a of the engine 10 transmits torque to the first motor / generator 21 and a first spline 31 described later via the flywheel damper 11, the output shaft 12, the gear pair (gear train) 23, and the rotation shaft 21a. It is connected possible.

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

  A first spline 31 is formed on an outer peripheral surface of an end (or a hub attached to the end) of the rotation shaft (input / output shaft) 21 a of the first motor generator 21. As described above, the driven gear 23b is attached to the rotation shaft 21a. That is, the engine 10 and the first motor / generator 21 are connected to be able to transmit torque via a gear pair (gear train) 23 and are connected to be able to transmit torque to the first spline 31. The rotary shaft 21a is hollow, and the front drive shaft 40 (corresponding to a front wheel axle, hereinafter sometimes referred to as "front wheel axle 40") is rotatably disposed in the hollow portion (internal space) of the rotary shaft 21a. It is done.

  The second splines 32 are disposed coaxially with the first splines 31. The second splines 32 are formed on the outer peripheral surface of one end (or a hub attached to the end) of the front drive shaft 40. That is, the second spline 32 is connected to the front drive shaft 40 so as to be able to transmit torque.

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

  A planetary carrier 25d constituting the planetary gear 25 is connected to a propeller shaft 60 (corresponding to a rear wheel axle, hereinafter also referred to as "rear wheel axle 60"). A pair of gears 28 (drive gear 28 a and driven gear 28 b) is attached to one end of the propeller shaft 60. More specifically, a drive gear 28 a constituting a gear pair (gear train) 28 is attached to an end of the propeller shaft 60.

  A third spline 33 is provided on a driven gear 28b (or a gear cone thereof) that meshes with the drive gear 28a. That is, the third spline 33 is connected to the second motor generator 22 so as to be able to transmit torque via the gear pair 28 and the planetary gear 25. The third spline 33 is connected to the propeller shaft 60 so as to be capable of transmitting torque via the gear pair 28. The planetary gear 25 (sun gear 25a) is formed hollow, and the propeller shaft 60 is rotatably disposed in the hollow portion (internal space) thereof.

  The front drive shaft 40 transmits torque between the front differential (hereinafter referred to as “front differential”) 42 connected to the front wheels (drive wheels). A pair of gears 26 (a drive gear 26 a and a driven gear 26 b) is interposed in the front drive shaft 40. That is, the front wheel is connected to the second spline 32 so as to be capable of transmitting torque via the front drive shaft 40 and the gear pair (gear train) 26.

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

  The propeller shaft 60 transmits torque between a rear differential (hereinafter referred to as “rear differential”) 62 connected to a rear wheel (drive wheel). The propeller shaft 60 is provided with a transfer clutch 61 for adjusting the torque transmitted to the rear wheel side. The transfer clutch 61 controls the fastening force (i.e., the torque distribution ratio to the rear wheels) in accordance with the driving state of the four wheels (for example, the slip state of the front wheels) and the driving torque. Therefore, the torque transmitted to the propeller shaft 60 is distributed in accordance with the fastening force of the transfer clutch 61 and is also transmitted to the rear wheel side. As the transfer clutch 61, for example, a hydraulic or electromagnetic clutch can be used. Further, in the transfer clutch 61, the fastening force (engagement / release) is controlled by the HEV-CU 80 described later.

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

  As described above, each of the first spline 31, the second spline 32, and the third spline 33 is formed on the outer periphery of the rotatable shaft (rotation shaft 21a, front drive shaft 40) and driven gear 28b (or its gear cone). External splines. The first spline 31 (rotation shaft 21a), the second spline 32 (front drive shaft 40), and the third spline 33 (driven gear 28b) are coaxially arranged.

  Then, on the outer periphery (outside) of the first spline 31, the second spline 32, and the third spline 33, a spline 37a formed to be engageable with the first spline 31, the second spline 32, and the third spline 33 is The sleeve 37 is provided to switch the connection state of the first spline 31, the second spline 32, and the third spline 33 according to the position of the spline 37a. That is, the dog clutch 30 is configured by the first spline 31, the second spline 32, the third spline 33, and the sleeve 37.

  Here, the sleeve 37 is formed in a cylindrical shape that can be externally fitted to the first spline 31, the second spline 32, and the third spline 33, and an inner spline 37a extending in the axial direction along the inner circumferential surface is formed. . That is, the sleeve 37 is provided so as to be axially slidable (movable) on the outer periphery of the first spline 31, the second spline 32, and the third spline 33.

  The sleeve 37 is slid by the actuator 75. The sleeve 75 is moved by the actuator 75 to switch the connection state (connection / disconnection) of the first spline 31, the second spline 32, and the third spline 33, and the combination of engagement and disengagement of the transfer clutch 61. , Mode (running mode), 1st mode (FF PHEV running mode), 2nd mode (AWD (back and forth independent) PHEV running mode), 3rd mode (AWD EV running mode), 4th mode (AWD) It is switched between the SHEV running mode) and the fifth mode (AWD PHEV running mode).

The sleeve 37 is moved by the actuator 75, and in the first mode (FF PHEV traveling), the first spline 31 and the second spline 32 are connected, and the third spline 33 is released. Also, the transfer clutch 61 is released.
In the second mode (AWD (front-rear independent) PHEV travel), the first spline 31 and the second spline 32 are connected, and the third spline 33 is released. Also, the transfer clutch 61 is engaged.
In the third mode (AWD EV travel), the second spline 32 and the third spline 33 are connected, and the first spline 31 is released. Also, the transfer clutch 61 is engaged.
In the fourth mode (AWD SHEV traveling), the second spline 32 and the third spline 33 are connected, and the first spline 31 is released. Also, the transfer clutch 61 is engaged.
In the fifth mode (AWD PHEV traveling), the first spline 31, the second spline 32, and the third spline 33 are connected. Also, the transfer clutch 61 is engaged.
The mode is switched between the first mode, the second mode and the third mode, and the fourth mode via the fifth mode. Details of the first mode, the second mode, the third mode, the fourth mode, and the fifth mode will be described later.

  The shift fork 39 whose axial cross section is formed in a U-shape is engaged (grasped) in the annular groove formed on the outer periphery of the sleeve 37 described above, and the shift fork 39 moves Move in the axial direction along with. The actuator 75 is connected to the shift fork 39, and the actuator 75 moves the shift fork 39 (i.e., the sleeve 37) in the axial direction to switch the mode as described above. As the actuator 75, for example, an electric motor (a stepping motor or the like) is suitably used. The actuator 75 is driven and controlled by the HEV-CU 80 described later.

  Here, the total gear ratio of the transmission path of the torque transmitted from the second motor generator 22 to the front drive shaft 40 / propeller shaft 60 (front wheel axle / rear wheel axle) is the same as that of the engine 10 to the front drive shaft 40 / propeller shaft The total gear ratio of the transmission path of the torque transmitted to 60 is set to a low gear.

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

  The engine 10, which is a driving power source of the vehicle, the second motor generator 22, and the first motor generator 21 are comprehensively controlled by the HEV-CU 80. The HEV-CU 80 also controls driving of the actuator 75 (sleeve 37) and engagement / disengagement of the transfer clutch 61.

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

  The HEV-CU 80 includes, for example, an accelerator pedal sensor 91 that detects the amount of depression of an accelerator pedal, a throttle opening degree sensor 92 that detects the opening degree of the throttle valve, and a G sensor (acceleration sensor that detects the longitudinal and lateral acceleration of the vehicle 93, a vehicle speed sensor 94 for detecting the speed of the wheels, a rotation speed sensor 95 for detecting the rotation speed of the front drive shaft 40, a resolver 97 for detecting the rotation position (rotation speed) of the first motor generator 21 A variety of sensors including a resolver 98 for detecting the rotational position (rotational speed) of the 2-motor generator 22 and a rotational speed sensor 99 for detecting the rotational speed of the propeller shaft 60 are connected. In addition, the HEV-CU 80 mutually interacts with the ECU 81 that controls the engine 10 via the CAN 100, the vehicle dynamic control unit (hereinafter referred to as "VDCU") 85, etc. that improves the running stability by suppressing the side slip of the vehicle. It is communicably connected to The HEV-CU 80 receives, for example, various information such as an engine speed, a brake operation amount, and a steering angle of a steering wheel from the ECU 81 and the VDCU 85 via the CAN 100.

  The HEV-CU 80 comprehensively controls the driving of the engine 10, the second motor generator 22 and the first motor generator 21 based on the acquired various information, and also an actuator 75 (sleeve 37) and a transfer. The clutch 61 is driven to switch the mode between the first mode to the fifth mode described above. The HEV-CU 80 has, for example, the accelerator pedal opening (driver's requested driving force), the driving state of the vehicle (for example, vehicle speed and steering angle), the state of charge (SOC) of the high voltage battery 70, and the BSFC of the engine Based on the required output of the engine 10, and the torque command value of the second motor generator 22 and the first motor generator 21 are determined and output, and the drive command value (control target value) of the actuator 75 and the transfer clutch 61 Outputs a control signal (for example, a duty signal) for controlling the fastening force (fastening / disengaging) of

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

  The HEV-CU 80 drives the actuator 75 (sleeve 37) and drives the transfer clutch 61 to switch the mode between the first mode, second mode, third mode, fourth mode, and fifth mode. For this purpose, a mode switching control unit (hereinafter simply referred to as "switching control unit") 80a is functionally included. In the HEV-CU 80, the program stored in the ROM or the like is executed by the microprocessor to realize the function of the switching control unit 80a. The switching control unit 80a functions as a control unit described in the claims.

  The switching control unit 80 a performs mode switching control mainly based on the required driving force, the vehicle speed, and the like (the traveling state of the vehicle). More specifically, for example, the switch control unit 80a selects the third mode (AWD EV traveling) or the fourth mode (AWD SHEV traveling) at the time of start, and the third mode (AWD) at the low / medium speed traveling. Select EV driving mode, 4th mode (AWD SHEV running), or 2nd mode (AWD (front and rear independent) PHEV running). The selection of the third mode, the fourth mode, and the second mode is performed based on, for example, the required driving force, the SOC, the steering angle, and the like. Further, the switch control unit 80a selects the second mode (AWD (front-rear independent) PHEV traveling) or the fifth mode (AWD PHEV traveling) during high load traveling (during sudden acceleration) or the like. Furthermore, the switching control unit 80a selects the first mode (FF PHEV traveling) at the time of high speed traveling or the like.

When selecting the first mode (FF PHEV travel mode), the switching control unit 80a connects the first spline 31 and the second spline 32, releases the third spline 33, and releases the transfer clutch 61. . Further, the engine 10 and the first motor generator 21 are operated (driven), and the second motor generator 22 is stopped.
When the second mode (AWD (front-rear independent) PHEV travel mode) is selected, the switching control unit 80a connects the first spline 31 and the second spline 32, releases the third spline 33, and transfers the transfer clutch Sign 61 In addition, the engine 10 and the first motor generator 21 are operated (driven / regenerated), and the second motor generator 22 is operated (driven / regenerated).
When selecting the third mode (AWD EV travel mode), the switching control unit 80a connects the second spline 32 and the third spline 33, releases the first spline 31, and engages the transfer clutch 61. . Further, the engine 10 and the first motor generator 21 are stopped, and the second motor generator 22 is operated (driven).
When selecting the fourth mode (AWD SHEV travel mode), the switching control unit 80a connects the second spline 32 and the third spline 33, releases the first spline 31, and engages the transfer clutch 61. . Further, the first motor generator 21 is driven by the engine 10 to generate electric power, and the second motor generator 22 is driven by the electric power.
When selecting the fifth mode (AWD PHEV travel mode), the switching control unit 80a connects the first spline 31, the second spline 32, and the third spline 33, and engages the transfer clutch 61. In addition, the engine 10, the first motor generator 21, and the second motor generator 22 are operated (driven).

By being configured as described above,
In the first mode (FF PHEV running mode), the front drive shaft 40 is driven by the engine 10 and the first motor generator 21.
In the second mode (AWD (front-rear independent) PHEV travel mode), the front drive shaft 40 is driven by the engine 10 and the first motor generator 21, and the propeller shaft 60 is driven by the second motor generator 22.
In the third mode (AWD EV travel mode), the front drive shaft 40 and the propeller shaft 60 are driven by the second motor generator 22.
In the fourth mode (AWD SHEV running mode), the engine 10 drives the first motor generator 21 to generate electric power, and the electric power is used to drive the second motor generator 22 to drive the front drive shaft 40 and the propeller. The shaft 60 is driven.
In the fifth mode (AWD PHEV running mode), the front drive shaft 40 and the propeller shaft 60 are driven by the engine 10, the first motor generator 21 and the second motor generator 22.

  As described above, the power unit 1 of the hybrid vehicle exhibits the EV traveling function, the SHEV traveling function, and the PHEV traveling function in AWD. In addition, when AWD is unnecessary, PHEV travel in FF travel (front wheel travel) is also possible.

  Further, when switching from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the switching control unit 80a sets the rotational speed of the second motor generator 22 to The sleeve 37 and the third spline 33 are adjusted to the number of rotations that can be fitted, and then the actuator 75 is driven to connect the one spline 31, the second spline 32 and the third spline 33. Move. Similarly, when switching from the third mode or the fourth mode to the first mode or the second mode via the fifth mode or the fifth mode, the switching control unit 80a sets the rotational speed of the first motor generator 21 to , Adjust the number of rotations of the sleeve 37 and the first spline 31 to be fittable, and then drive the actuator 75 to connect the second spline 32, the third spline 33 and the first spline 31. Move the sleeve 37.

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

  Note that, when switching from the first mode or second mode to the third mode or fourth mode via the fifth mode or the fifth mode, the switching control unit 80a changes the rotational speed of the propeller shaft 60 by a predetermined number of revolutions. When it is above, it is preferable to control the 2nd motor generator 22 so that the number-of-rotations change of propeller shaft 60 may be controlled.

  Here, FIG. 2 shows a torque transmission path (indicated by a thick line) via the dog clutch 30 and the transfer clutch 61 in the first mode (FF PHEV running mode). Similarly, FIG. 3 shows a torque transmission path (indicated by thick lines) via the dog clutch 30 and the transfer clutch 61 in the second mode (AWD (front-rear independent) PHEV travel mode). Further, FIG. 4 shows a torque transmission path (indicated by a thick line) through the dog clutch 30 and the transfer clutch 61 in the third mode (AWD EV travel mode). Furthermore, FIG. 5 shows a torque transmission path (indicated by a thick line) through the dog clutch 30 and the transfer clutch 61 in the fourth mode (AWD SHEV running mode), and shows the dog clutch 30 in the fifth mode (AWD PHEV running mode) A torque transmission path (indicated by a thick line) via the transfer clutch 61 is shown in FIG.

  As shown by a thick line in FIG. 2, in the first mode (FF PHEV running mode), the sleeve 37 is slid in the left direction in the drawing (from the center position), and the first spline 31 and the second spline 32 are The connection is made, and the third spline 33 is released. Also, the transfer clutch 61 is released. That is, the engine 10 and the first motor generator 21 are connected to the front drive shaft 40 and disconnected from the second motor generator 22 and the propeller shaft 60. Then, while the engine 10 and the first motor generator 21 are operated (driven) to drive the front drive shaft 40, the operation of the second motor generator 22 is stopped. Therefore, in this first mode, PHEV traveling of FF (front wheel drive) is performed in which the front wheels are driven by the engine 10 and the first motor generator 21.

  In addition, for example, at the time of high speed traveling, driving of the first motor / generator 21 can be stopped and traveling can be performed only by the engine 10. In the case of this mode, since the second motor generator 22 is disconnected, the electric loss and the friction loss due to the corotation around the zero torque control of the second motor generator 22 are reduced. Further, at this time, since the second motor generator 22 is disconnected without using the hydraulic clutch, no drag loss of the clutch occurs.

  In the second mode (AWD (front-rear independent) PHEV travel mode), as shown by a thick line in FIG. 3, the sleeve 37 is slid in the left direction in the drawing (from the center position) to form the first spline 31 and the second spline 31 The splines 32 are connected, and the third splines 33 are released. Also, the transfer clutch 61 is engaged. That is, the engine 10 and the first motor generator 21 are connected to the front drive shaft 40 and disconnected from the second motor generator 22 and the propeller shaft 60. On the other hand, the second motor generator 22 is connected to the propeller shaft 60. Then, the engine 10, the first motor generator 21, and the second motor generator 22 are operated. Therefore, in this second mode, the front wheels are driven by the engine 10 and the first motor generator 21 and the rear wheels are driven by the second motor generator 22. AWD (front and rear independent) PHEV travel is performed .

  In this mode, the regenerative energy of the front wheels can be regenerated by the first motor generator 21 and the regenerative energy of the rear wheels can be regenerated by the second motor generator 22. Therefore, regeneration can be performed without causing differential rotation of the transfer clutch 61. Further, in this mode, since the front and back are independent, the tight corner braking phenomenon does not occur. Therefore, it is possible to eliminate the occurrence of vibration due to the tight corner braking phenomenon and the occurrence of a sense of stall and resistance in the maneuverability. Further, in the conventional transfer clutch control, in order to suppress the tight corner braking phenomenon at the time of turning, when the steering angle is large, the drive power distribution to the rear wheel side (rear side) is lowered, so the rear behavior is not good. Although it tends to be stable, in this mode, it is not necessary to reduce the distribution of the driving force to the rear wheel side, so the behavior stability (turning performance) at the time of turning is improved. Furthermore, in this mode, by controlling independently in front and back, the rotational difference between the front and rear wheels is eliminated, and the occurrence of internal circulation torque is prevented. In the second mode, the vehicle may be driven by the remainder of the engine output and the driving force of the second motor generator 22 while generating electric power by the first motor generator 21 using a part of the engine output.

  In the third mode (AWD EV travel mode), as shown by a thick line in FIG. 4, the sleeve 37 is slid to the right in the drawing (from the center position), and the second spline 32 and the third spline 33 are connected. And the first spline 31 is released. Also, the transfer clutch 61 is engaged. That is, the engine 10 and the first motor generator 21 are separated from the front drive shaft 40, and the second motor generator 22 is connected to the propeller shaft 60 and the front drive shaft 40. Then, the operation of the engine 10 and the first motor generator 21 is stopped, and the second motor generator 22 is operated (driven). Therefore, in this third mode, AWD EV travel is performed in which the front and rear wheels are driven by the second motor generator 22.

  In the fourth mode (AWD SHEV running mode), as shown by the thick line in FIG. 5, the sleeve 37 is slid to the right in the drawing (from the center position), and the second spline 32 and the third spline 33 are connected. And the first spline 31 is released. Also, the transfer clutch 61 is engaged. That is, the engine 10 and the first motor generator 21 are separated from the front drive shaft 40, and the second motor generator 22 is connected to the propeller shaft 60 and the front drive shaft 40. Then, the engine 10 and the second motor generator 22 are operated (driven). Therefore, in the fourth mode, the first motor / generator 21 is driven by the output of the engine 10 to generate electric power, and the generated electric power is supplied to the second motor / generator 22. Then, AWD SHEV travel is performed in which the front wheels and the rear wheels are driven by the second motor generator 22.

  In the fifth mode (AWD PHEV running mode), as shown by the thick line in FIG. 6, the sleeve 37 is slid to the center position, and the first spline 31, the second spline 32, and the third spline 33 are connected. . Also, the transfer clutch 61 is engaged. That is, the engine 10, the first motor generator 21, and the second motor generator 22 are connected to the front drive shaft 40 and the propeller shaft 60. Then, the engine 10, the first motor generator 21, and the second motor generator 22 are operated (driven). Therefore, in this fifth mode, AHEV PHEV travel is performed in which the front wheels and the rear wheels are driven by the engine 10, the first motor generator 21, and the second motor generator 22. In the case of this mode, since three elements are engaged without using a hydraulic clutch, no loss due to hydraulic pressure occurs. Further, in this case, since the vehicle can be driven using all of the engine 10, the first motor generator 21 and the second motor generator 22, strong traveling can be performed. The vehicle may be driven by the remainder of the engine output and the driving force of the second motor generator 22 while generating electric power by the first motor generator 21 using a part of the engine output.

As described above in detail, according to the present embodiment, based on the traveling state of the vehicle,
The first spline 31 and the second spline 32 are connected, the third spline 33 is released, the transfer clutch 61 is released, and the engine 10 and the first motor generator 21 are operated to drive the front wheel axle 40 A first mode (FF PHEV running mode) in which the second motor generator 22 is stopped,
The second spline 32 and the third spline 33 are connected, the third spline 31 is released, the transfer clutch 61 is engaged, the engine 10 and the first motor generator 21 are operated, and the front wheel axle 40 is driven. , And a second mode (AWD (front and rear independent) PHEV travel mode) in which the second motor generator 22 is operated and the rear wheel axle 60 is driven;
The second spline 32 and the third spline 33 are connected, the first spline 31 is released, the transfer clutch 61 is engaged, and the engine 10 and the first motor generator 21 are stopped, and the second motor generator 22 And a third mode (AWD EV travel mode) in which the front wheel axle 40 and the rear wheel axle 60 are driven,
The second spline 32 and the third spline 33 are connected, the first spline 31 is released, the transfer clutch 61 is engaged, and the output of the engine 10 drives the first motor generator 21 to generate electric power. In a fourth mode (AWD SHEV running mode) in which the second motor generator 22 is driven by power to drive the front wheel axle 40 and the rear wheel axle 60;
The first spline 31, the second spline 32, and the third spline 33 are connected, the transfer clutch 61 is engaged, and the engine 10, the first motor generator 21 and the second motor generator 22 are operated, and the front wheel axle 40 And a fifth mode (AWD PHEV travel mode) in which the rear wheel axle 60 is driven.

  Therefore, EV travel in AWD (third mode), SHEV travel (fourth mode), and PHEV travel (second and fifth modes) are possible. Further, when the driving force by the second motor generator 22 is unnecessary, the front wheel axle 40 and the rear wheel axle 60 are disconnected by switching to the first mode or the second mode, that is, the second motor generator 22 By disconnecting, the loss caused by the second motor generator 22 can be reduced. Furthermore, since the front wheel axle 40 and the rear wheel axle 60 are separated by switching to the second mode, it is possible to eliminate the loss due to the tight corner braking phenomenon in the AWD and the internal circulation torque. Furthermore, according to this configuration, the combination of the engagement / release of the dog clutch 30 configured with the first spline 31, the second spline 32, the third spline 33, and the sleeve 37 and the engagement / release of the transfer clutch 61 The above five modes can be switched and realized. In the case of an AWD vehicle, it originally has a transfer clutch. As a result, the SHEV drive mode, the PHEV drive mode, and the EV drive mode in AWD can be switched simply and inexpensively, and when the second motor generator 22 is not used to drive the vehicle, the second motor · · · It is possible to reduce the loss due to the generator 22 and to eliminate the loss due to the tight corner braking phenomenon and the internal circulation torque due to the AWD.

  According to the present embodiment, when the mode is switched from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the number of rotations of the second motor generator 22 is The sleeve 37 and the third spline 33 are adjusted to a rotational speed at which the sleeve 37 and the third spline 33 can be fitted, and then the actuator 75 is driven to connect the one spline 31, the second spline 32 and the third spline 33. Is moved. That is, after the rotational speed adjustment of the first and second splines 31 and 32 (front wheel axle 40) and the third spline 33 (rear wheel axle 60) is performed (that is, after the rotational deviation is reduced), the first , And the second splines 31 and 32 and the third spline 33 are connected. Similarly, when the mode is switched from the third mode or the fourth mode to the first mode or the second mode via the fifth mode or the fifth mode, the number of rotations of the first motor generator 21 is the sleeve 37 and the third mode. The number of rotations that can be fitted with one spline 31 is adjusted, and then the actuator 75 is driven to move the sleeve 37 so that the second spline 32, the third spline 33, and the first spline 31 are connected. . That is, after the rotational speed adjustment of the second and third splines 32, 33 (front wheel axle 40, rear wheel axle 60) and the first spline 31 (engine 10, first motor / generator 21) is performed (ie, rotation) After the deviation is reduced), the second and third splines 32 and 33 and the first spline 31 are connected. Therefore, it is possible to switch the mode more smoothly while suppressing the shock.

  According to the present embodiment, the output torque of the first motor generator 21 is zero when the mode is switched from the first mode, the second mode, to the third mode, or the fourth mode via the fifth mode or the fifth mode. When switching from the third mode, the fourth mode, to the first mode, the second mode via the fifth mode or the fifth mode, the output torque of the second motor generator 22 is obtained. Zero torque control is performed so that x becomes zero. As a result, when the mode is switched, the drive torque applied to the spline on the side from which the sleeve 37 is pulled is reduced, so that the mode can be switched more smoothly.

  According to the present embodiment, when the mode is switched from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the rotational speed fluctuation of the rear wheel axle 60 is a predetermined rotational speed. When it is more than the number, the second motor generator 22 is controlled so as to suppress the rotational speed fluctuation of the rear wheel axle 60. Therefore, when the mode is switched, it is possible to prevent the respective elements constituting the dog clutch from being brought into contact and fitted at different rotational speeds.

  According to the present embodiment, the first spline 31, the second spline 32, the third spline 33, and the sleeve 37 are coaxially disposed, and the sleeve 37 includes the first spline 31, the second spline 32, and the third spline 37. The outer periphery of the spline 33 is axially slidable. That is, the dog clutch 30 is constituted by the spline 37a formed on the sleeve 37, the first spline 31, the second spline 32, and the third spline 33, and the sleeve 37 is moved in the axial direction to engage and release the dog clutch 30. It is possible to switch the state (that is, the fitted state of the spline 37 a formed with the sleeve 37 and the first spline 31, the second spline 32, and the third spline 33).

  According to the present embodiment, each of the first spline 31, the second spline 32, and the third spline 33 is an external spline that can rotate relative to each other, and the sleeve 37 is a first spline 31, a second spline 32, and a third The spline 33 is formed in a cylindrical shape that can be externally fitted, and an inner spline 37a extending in the axial direction is formed on the inner peripheral surface thereof. Therefore, the dog clutch 30 is constituted by the inner spline 37a formed in the cylindrical sleeve 37, and the first spline 31, the second spline 32, and the third spline 33 which are formed by the outer spline (that is, by a relatively simple configuration). Can.

  According to this embodiment, the total gear ratio of the transmission path of the torque transmitted from the second motor generator 22 to the front wheel axle 40 / rear wheel axle 60 (drive wheel) is the same as that of the engine 19 front wheel axle 40 / rear wheel axle The total gear ratio of the transmission path of the torque transmitted to 60 (drive wheels) is set to a lower gear. Therefore, each of the engine 10 and the second motor generator 22 can be operated efficiently.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, the configuration of the drive system including a plurality of gears and shafts is not limited to the above embodiment. For example, in place of the planetary gear 25, a helical gear or the like can be used.

  In the above embodiment, an electric actuator is used as the actuator 75 for moving the sleeve 37. However, instead of the electric actuator, for example, a hydraulic actuator may be used. The drive control of the actuator 75 (sleeve 37) may be performed by another ECU instead of the HEV-CU 80.

  Furthermore, a synchronization mechanism may be provided between the first spline 31 and the second spline 32 to synchronize the rotation of the first spline 31 and the sleeve 37. Similarly, a synchronization mechanism may be provided between the third spline 33 and the second spline 32 to synchronize the rotation of the third spline 33 and the sleeve 37.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle power unit 10 Engine 21 1st motor generator 22 2nd motor generator 30 dog clutch 31 1st spline 32 2nd spline 33 2nd spline 37 sleeve 37a Spline 39 shift fork 40 front drive shaft (front wheel axle)
60 propeller shaft (rear wheel axle)
61 Transfer Clutch 70 High Voltage Battery 71 DC-DC Converter 72 Low Voltage Battery 75 Actuator 80 HEV-CU
80a switching control unit 81 ECU
82 PCU
85 VDCU
91 accelerator pedal sensor 92 throttle opening sensor 93 G sensor (acceleration sensor)
94 Vehicle speed sensor (wheel speed sensor)
95, 99 Speed sensor 100 CAN

Claims (7)

In a power unit of a hybrid vehicle comprising an engine, a first motor generator, and a second motor generator,
An output shaft of the engine, and a first spline connected in a torque-transmittable manner to a rotation shaft of the first motor / generator;
A front wheel axle for transmitting torque between the front wheels and a second spline connected in a torque transmittable manner;
A third spline connected to the rotational shaft of the second motor generator so as to be able to transmit torque, and to transmit torque with the rear wheel, and to be connected to the rear wheel axle so as to transmit torque;
According to the position, the first spline, the second spline, and the third spline are connected according to the position of the first spline, the second spline, and the third spline. Sleeves to switch,
An actuator for sliding the sleeve;
A transfer clutch interposed in the rear wheel axle for adjusting a torque transmitted to the rear wheel side;
Control means for controlling the drive of the actuator and the fastening force of the transfer clutch;
The control means is based on the traveling state of the vehicle.
The first spline and the second spline are connected, the third spline is released, the transfer clutch is released, and the engine and the first motor generator are operated to drive the front wheel axle. A first mode for stopping the second motor generator;
The first spline and the second spline are connected, the third spline is released, the transfer clutch is engaged, and the engine and the first motor generator are operated to drive the front wheel axle. A second mode of operating the second motor generator to drive the rear wheel axle;
The second spline and the third spline are connected, the first spline is released, the transfer clutch is engaged, the engine and the first motor generator are stopped, and the second motor generator is A third mode for operating to drive the front wheel axle and the rear wheel axle;
The second spline and the third spline are connected, the first spline is released, the transfer clutch is engaged, and the engine drives the first motor / generator to generate electric power, and the second motor A fourth mode of operating a generator to drive the front wheel axle and the rear wheel axle;
The first spline, the second spline, and the third spline are connected, the transfer clutch is engaged, and the engine, the first motor generator, and the second motor generator are operated to operate the front wheel axle, A fifth mode for driving the rear wheel axle;
Controlling the actuator and the transfer clutch so as to switch the power unit of the hybrid vehicle. The control means
When switching from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the number of rotations of the second motor generator is the sleeve And the third spline are adjusted to the number of rotations that can be fitted, and then the actuator is driven to move the sleeve so that the one spline, the second spline, and the third spline are connected ,
When switching from the third mode or the fourth mode to the first mode or the second mode via the fifth mode or the fifth mode, the number of rotations of the first motor / generator is the sleeve And the first spline are adjusted to the number of rotations that can be fitted, and then the actuator is driven to connect the sleeve so that the second spline, the third spline, and the first spline are connected. The power unit of a hybrid vehicle according to claim 1, characterized in that it is moved. The control means
When switching from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the output torque of the first motor generator becomes zero. Perform zero torque control as
When switching from the third mode or the fourth mode to the first mode or the second mode via the fifth mode or the fifth mode, the output torque of the second motor generator becomes zero. The power unit of a hybrid vehicle according to claim 1 or 2, wherein zero torque control is performed. The control means
When switching from the first mode or the second mode to the third mode or the fourth mode via the fifth mode or the fifth mode, the rotational speed fluctuation of the rear wheel axle is a predetermined rotational speed or more The power unit of a hybrid vehicle according to any one of claims 1 to 3, wherein the second motor generator is controlled so as to suppress the rotational speed fluctuation of the rear wheel axle. The first spline, the second spline, the third spline, and the sleeve are coaxially disposed.
The sleeve according to any one of claims 1 to 4, wherein the sleeve is axially slidable on the outer periphery of the first spline, the second spline, and the third spline. Power unit of a hybrid vehicle as described. The first spline, the second spline, and the third spline are external splines that can rotate relative to each other,
The sleeve is formed in a cylindrical shape that can be externally fitted to the first spline, the second spline, and the third spline, and an inner spline extending in an axial direction along an inner circumferential surface is formed. The power unit of the hybrid vehicle according to any one of claims 1 to 5. The total gear ratio of the transmission path of torque transmitted from the second motor generator to the front wheel axle / rear wheel axle is the total gear ratio of the transmission path of torque transmitted from the engine to the front wheel axle / rear wheel axle The power unit of a hybrid vehicle according to any one of claims 1 to 6, wherein the power unit is set to a low gear.

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