JPH0924743A - Driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make the size in the axial direction of the device small, in a driving device for vehicle in which an electric motor and an internal combustion engine are used as driving sources, and the outputs of those driving sources are transmitted to the driving wheel side through a continuously variable transmission mechanism. SOLUTION: While an electric motor 16 and an internal combustion engine 14 are provided in series on the first axial line, a toroidal type continuously variable transmission mechanism 24 as a continuously variable transmission mechanism, a speed reduction reverse mechanism 26, and a differential device 28 are provided in series, on the second axial line almost parallel to the first axial line. Furthermore, the outputs of the electric motor 16 and the internal combustion engine 14 are transmitted to the toroidal type continuously variable transmission mechanism 24 through a chain 22 generating no thrust force.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device, and more particularly to a so-called hybrid vehicle drive device using an electric motor and an internal combustion engine as a drive source.

[0002]

2. Description of the Related Art A vehicle drive device is known in which an electric motor and an internal combustion engine are used as drive sources, and outputs of these components are transmitted to a drive wheel side through a continuously variable transmission mechanism. JP-A-5-86
The device shown in FIG. 11 of Japanese Patent Publication No. 39 is an example thereof.
A belt type continuously variable transmission mechanism that continuously changes a gear ratio by changing a groove width of a pulley around which an endless belt is wound is used, and a belt type continuously variable transmission mechanism is provided on a first axis line on which an electric motor and an internal combustion engine are arranged. A primary-side pulley is provided, and power is transmitted between the primary-side pulley and a secondary-side pulley that is provided on a second axis parallel to the first axis.

[0003]

However, when the electric motor, the internal combustion engine, and the primary pulley of the belt type continuously variable transmission mechanism are arranged side by side in series on the common first axis line, the axial dimension is reduced. Since it becomes large, it becomes difficult to mount it on a vehicle, and it is difficult to apply it particularly to a front-wheel drive vehicle (FF vehicle) or the like in which the first axis is arranged in a posture substantially parallel to the vehicle width direction. Since the pulley of a belt-type continuously variable transmission is designed so that the groove width of the pulley is generally changed by a hydraulic cylinder arranged coaxially, a relatively large space is required in the axial direction. Is getting bigger. If a small (small capacity) electric motor is adopted, the driving torque and the regenerative braking torque will be small, so that the effect of reducing fuel consumption and the like by using the electric motor in addition to the internal combustion engine cannot be sufficiently obtained.

The present invention has been made in view of the above circumstances. An object of the present invention is to use an electric motor and an internal combustion engine as drive sources, and to output their outputs through a continuously variable transmission mechanism on the drive wheel side. To reduce the axial dimension of the vehicle drive device that transmits the power to the vehicle.

[0005]

In order to achieve the above object, the first invention uses an electric motor and an internal combustion engine as drive sources, and transmits their outputs to the drive wheel side through a continuously variable transmission mechanism. In a vehicle drive device, (a) the electric motor and the internal combustion engine are arranged in series on a common first axis, and (b) the continuously variable transmission is arranged on a second axis substantially parallel to the first axis. The feature is that a toroidal type continuously variable transmission mechanism is provided as a mechanism.

A second aspect of the present invention is a vehicle drive device that uses an electric motor and an internal combustion engine as drive sources, and transmits their outputs to a drive wheel side through a continuously variable transmission mechanism. (A) The electric motor and internal combustion engine The engines are arranged in series on a common first axis, and (b) a toroidal type continuously variable transmission mechanism as the continuously variable transmission mechanism and a toroidal thereof on a second axis substantially parallel to the first axis. The gear type power transmission mechanism operatively connected to the type continuously variable transmission mechanism is arranged in series.

The gear type power transmission mechanism is a stepped transmission mechanism that changes a gear ratio, a transmission mechanism that speeds up or slows down at a constant gear ratio, a reverse mechanism that changes a rotation direction, a differential device, and the like. The device is arranged on the downstream side of the toroidal type continuously variable transmission mechanism, that is, on the drive wheel side in the power transmission path, but the transmission mechanism and the reverse rotation mechanism may be arranged on either the upstream side or the downstream side.

A third invention is characterized in that, in the vehicle drive system according to the first invention or the second invention, the outputs of the electric motor and the internal combustion engine are transmitted to the second axis side through a chain. .

A fourth aspect of the present invention is the vehicle drive device according to any one of the first to third aspects of the invention, in which (c) the reverse rotation of the electric motor is rotationally driven in a reverse direction during forward traveling when the vehicle is traveling backward. A control means and (d) a shift control means for receiving a reaction force applied to the variator that changes the gear ratio of the toroidal type continuously variable transmission mechanism regardless of the rotation direction of the toroidal type continuously variable transmission mechanism. Characterize.

The gear shift control means includes, for example, a hydraulic cylinder for displacing the variator and pressure adjusting means for adjusting the hydraulic pressure in a pair of oil chambers formed by sandwiching the piston of the hydraulic cylinder. To be done.

[0011]

In the vehicle drive device according to the first and second aspects of the invention, the toroidal type continuously variable transmission mechanism is adopted as the continuously variable transmission mechanism, and the toroidal type continuously variable transmission mechanism and the first axis line on which the electric motor and the internal combustion engine are arranged are substantially the same. Since the toroidal type continuously variable transmission mechanism is arranged on the parallel second axis, compared to the conventional case where the belt type continuously variable transmission mechanism is arranged across the first axis and the second axis. , The axial dimension on the first axis becomes shorter. As a result, the vehicle mountability is improved, and even when the vehicle is mounted in a posture in which the first axis is substantially parallel to the vehicle width direction as in a front-wheel drive vehicle, the vehicle can be relatively easily arranged.

Particularly, in the vehicle drive device of the second invention, since the gear type power transmission mechanism is arranged in series with the toroidal type continuously variable transmission mechanism on the second axis, the axial direction on the first axis is set. The size and the axial size on the second axis can be made substantially equal, and the drive device can be made compact as a whole.

In the vehicle drive device according to the third aspect of the invention, the outputs of the electric motor and the internal combustion engine are transmitted to the second axis side through the chain. Therefore, for example, a helical gear having meshed teeth is inclined. The thrust force is not generated unlike the case where power is transmitted by using, and a bearing or the like that receives the thrust force is unnecessary, and the axial dimension can be further shortened.

In the vehicle drive device according to the fourth aspect of the present invention, the gear shift control means for controlling the gear ratio of the toroidal type continuously variable transmission mechanism is constructed so as to receive the reaction force applied to the variator regardless of the rotation direction, and reverse rotation is performed. Since the electric motor is driven to rotate in the reverse direction by the control means, the vehicle is made to travel in the reverse direction. Therefore, a gear type reverse mechanism is not required and the device is simple and inexpensive, and the vehicle travels in the forward direction. It is possible to smoothly switch between reverse running and. In addition, since reverse traveling is generally low load, rather than directly driving by the internal combustion engine, electric energy is generated by the internal combustion engine as a generator and stored in the power storage device, and the electric motor is operated by the electric energy. Driving in this way is more advantageous in terms of fuel consumption, and fuel consumption and exhaust gas can be further reduced.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a configuration diagram of a vehicle drive device 10 according to an embodiment of the present invention, which is a so-called hybrid vehicle that uses an internal combustion engine 14 such as a gasoline engine and an electric motor 16 functioning as an electric motor and a generator as drive sources. belongs to. Internal combustion engine 14 and electric motor 1
6 are arranged so as to face each other in series on a common first axis, and their output shafts 14a and 16a are coupled via a clutch C so that they cannot rotate relative to each other. A chain drive (sprocket) 20 is attached to the output shaft 16a, and torques thereof are transmitted to the power transmission device 12 via the chain 22. The power transmission device 12 includes a toroidal type continuously variable transmission mechanism 24, a planetary gear type speed reduction / reverse mechanism 26, and a bevel gear type differential device 28 which are arranged in series on a second axis parallel to the first axis. The torque is transmitted to the toroidal type continuously variable transmission mechanism 24 via a chain driven (sprocket) 30 and is transmitted to the center of the toroidal type continuously variable transmission mechanism 26 and the differential device 28, that is, the second axis O. A pair of transmission shafts 32 arranged above,
The signal is output from 34 to drive wheels (not shown). The vehicle drive device 10 is for a front-wheel drive vehicle that is mounted in a posture in which the first axis is substantially parallel to the vehicle width direction.

The toroidal type continuously variable transmission mechanism 24 transmits torque via traction oil having high viscoelasticity. In this embodiment, a double cavity type full toroidal type is used. FIG. 2 is a schematic sectional view of the toroidal type continuously variable transmission mechanism 24.
The chain driven 30 is disposed on an output shaft 36 concentric with the shaft 38 via a bearing 38 so as to be rotatable relative to and axially movable with respect to the chain driven 30. Four
0a and 40b are provided. Input disk 40a,
40b are arranged in opposite postures (back to back), and each has a plurality of variators (rollers) 42.
It is opposed to the output disks 44a and 44b with the a and 42b interposed therebetween. The output discs 44a and 44b are spline-fitted to the output shaft 36 such that they cannot rotate relative to each other and are movable in the axial direction. One of the output discs 44a is pushed to the left in the drawing by the pushing hydraulic cylinder 46. The variators 42a, 42
b is clamped between the output disks 44a and 44b and the input disks 40a and 40b with a predetermined pressing force.
The other output disc 44b is prevented from moving to the left by a snap ring 48.

The variators 42a and 42b are rotatably arranged around the center lines Sa and Sb, respectively. When the input disks 40a and 40b are rotated around the second axis O, the variators are viscoelastic. The output disks 44a, 4 are rotated by the shearing force.
4b is rotated in the reverse direction of the input disks 40a, 40b, respectively. The variators 42a and 42b are also
A shift control means (not shown) such as a hydraulic cylinder symmetrically changes the tilt angles of the center lines Sa and Sb, that is, the tilt in the left-right direction in FIG.
a, 40b and the output disks 44a, 44b, the ratio of the diameter dimension from the contact point to the second axis O is continuously changed, so that the gear ratio (input side rotation speed / output side rotation speed) is continuously changed. Change. The speed ratio control of the toroidal type continuously variable transmission mechanism 24 is generally more responsive than the belt type continuously variable transmission mechanism.

On the other hand, the toroidal type continuously variable transmission mechanism 24
Is housed in a pair of cases 52a, 52b fixedly mounted on the vehicle body, and at least a part thereof is immersed in the traction oil filled with a predetermined amount therein, so that the variators 42a, 42b and the input disk are 40a,
The contact points with the 40b and the output disks 44a, 44b are always lubricated by an oil bath method regardless of the gear ratio. Cases 52a, 52b and chain driven 3
The oil seals 54a and 54b are liquid-tightly sealed with oil seals 54a and 54b while permitting relative rotation.
b and the output shaft 36, oil seals 56a, 5 are provided.
A liquid-tight seal is provided by 6b while allowing relative rotation. The output shaft 36 is hollow, and the transmission shaft 32 is inserted through the output shaft 36. In addition, FIG.
Although only the upper half of the axis O is shown, the toroidal type continuously variable transmission mechanism 24 is configured substantially symmetrically about the second axis O. The power transmission device 12 of FIG. 1 is also a skeleton diagram showing only the upper half of the second axis O.

Returning to FIG. 1, the speed reduction / reverse rotation mechanism 26 and the differential device 28 correspond to a gear type power transmission mechanism. The speed reduction / reverse rotation mechanism 26 includes three sets of simple planetary gear devices 58, 60, 62. And a reverse brake B1 and a forward brake B2, and the output shaft 36 of the toroidal type continuously variable transmission mechanism 24 is integrally connected to the sun gears of the simple planetary gear devices 58 and 60. ing. Then, in accordance with a shift operation of a shift lever (not shown), the reverse brake B1 is engaged and the forward brake B2 is released to establish a reverse stage in which the vehicle travels backward, and the forward brake B2 is engaged. The reverse gear B1 is released and the reverse brake B1 is released to establish a forward gear for traveling the vehicle forward, and both brakes B1 and B2 are released to cut off power transmission (neutral).
Is established. In addition, this deceleration / reverse rotation mechanism 26
Both the forward speed and the reverse speed are decelerated at a predetermined gear ratio (gear ratio> 1), and the simple planetary gear device 62 moves from the carrier to the differential device 28.
Output power to. In FIG. 1, the diameter dimensions (gear ratio) of the respective gears of the three sets of simple planetary gear devices 58, 60, 62.
Are equal to each other, but the diameter dimension is appropriately set according to a desired gear ratio or the like.

On the other hand, such a vehicle drive device 10 is shown in FIG.
The control circuit shown in FIG. In FIG. 3, the electric motor 16 is M (motor) / G (generator).
It is connected to a power storage device 66 such as a battery via the control device 64, and a rotary drive state in which electric energy is supplied from the power storage device 66 and is rotationally driven with a predetermined torque, and the output shaft 16a is accompanied by traveling of the vehicle. When it is rotationally driven by the internal combustion engine 14 or is rotationally driven by the internal combustion engine 14, it functions as a generator by regenerative control (regenerative braking) to accumulate electrical energy in the electrical storage device 66, and the output shaft 16a freely rotates. It is switched to a no-load state that allows the above. Further, the operating state of the internal combustion engine 14 is controlled by an internal combustion engine control device 68 such as a fuel injection amount control actuator, a throttle control actuator, an ignition timing control actuator, an intake / exhaust valve control actuator. The internal combustion engine control device 68, together with the M / G control device 64, has a controller 70.
Is controlled by

The controller 70 is a CPU, RAM, RO
M including a microcomputer having
Signal processing is executed in accordance with a preset program. For example, a mode in which only the internal combustion engine 14 travels, a mode in which only the electric motor 16 travels, and the internal combustion engine 14 rotationally drives the electric motor 16 to generate electricity. While traveling, the vehicle is driven in three traveling modes. The controller 70 also controls engagement and disengagement of the clutch C and the reverse brake B1 and the forward brake B2 of the clutch C and the deceleration / reverse rotation mechanism 26 by switching a hydraulic control circuit (not shown) or performing pressure adjustment control. , To control the hydraulic pressure of the pressing hydraulic cylinder 46 of the toroidal type continuously variable transmission mechanism 24 and the shift control means. The controller 70 receives information necessary for each of the above-mentioned controls, such as signals indicating the shift lever operation range, vehicle speed, accelerator operation amount, brake operation presence / absence, power storage state, and the like, the shift position sensor 72, the vehicle speed sensor 74, and the accelerator operation. It is supplied from the quantity sensor 76, the brake sensor 78, the power storage device 66, and the like. The vehicle drive output device 80
Is the differential device 28 and the transmission shafts 32, 34.
And so on.

In such a vehicle drive device 10, an input member (input disk 40) is used as a continuously variable transmission mechanism.
a, 40b) and the output member (output discs 44a, 4a)
4b) on the same axis, a toroidal type continuously variable transmission mechanism 24 is used, and the toroidal type continuously variable transmission is arranged on a second axis O substantially parallel to the first axis on which the electric motor 16 and the internal combustion engine 14 are arranged. Since the mechanism 24 is provided, the axial dimension on the first axis is shorter than that in the case where the belt type continuously variable transmission mechanism is provided across the first axis and the second axis. As a result, the vehicle mountability is improved, and the vehicle can be satisfactorily mounted on a front-wheel drive vehicle in which the first axis is arranged so as to be substantially parallel to the vehicle width direction.

In particular, in this embodiment, the reduction / reverse rotation mechanism 2 is connected in series with the toroidal type continuously variable transmission mechanism 24 on the second axis O.
6 and the differential device 28 are arranged, the axial dimension on the first axis and the axial dimension on the second axis O become substantially equal, and the vehicle drive device 1 is provided.
0 is compactly constructed as a whole. Since the torque is amplified according to the gear ratio (reduction ratio) of the speed reduction / reverse rotation mechanism 26, it is possible to use a small size (low output) as the internal combustion engine 14 or the electric motor 16, and to drive the drive wheels. The transmission shafts 32 and 34 for transmitting the electric power are arranged on the second axis O, and particularly the transmission shaft 32 is the toroidal type continuously variable transmission mechanism 2
4 and the center of the deceleration / reverse rotation mechanism 26 are inserted, the vehicle drive device 10 is also compact in these respects.

Further, in the present embodiment, the output of the electric motor 16 and the internal combustion engine 14 on the first axis is transmitted to the toroidal type continuously variable transmission mechanism 24 on the second axis O by using the chain 22. Therefore, for example, a thrust force is not generated unlike in the case of transmitting power using a helical gear with meshed teeth, and a bearing or the like for receiving the thrust force is unnecessary, and the axial dimension can be further shortened.

Next, another embodiment of the present invention will be described. Note that, in the following embodiments, portions substantially common to the above-mentioned embodiments are designated by the same reference numerals, and detailed description thereof will be omitted.

The vehicle drive unit 90 shown in FIGS. 4 and 5 is
A deceleration mechanism 9 instead of the deceleration / reverse rotation mechanism 26 of the above embodiment.
The difference is that 2 is used. The speed reduction mechanism 92 includes the simple planetary gear units 60 and 62 and the traveling brake B3.
The driving brake B3 is engaged to establish a traveling stage in which power is transmitted by decelerating at a predetermined gear ratio, and when the traveling brake B3 is released, power transmission is cut off. A neutral stage is established. The travel brake B3 is the same as the forward brake B2, but in the present embodiment, it is referred to as the travel brake B3 because it is engaged during forward and reverse travel. Further, the toroidal type continuously variable transmission 24
6 is controlled by the shift control means 94 shown in FIG. 6, and the controller 70 performs reverse control according to the flowchart shown in FIG. 7 to rotate the electric motor 16 in the reverse direction during forward traveling. It is designed to drive backwards when driven.

The shift control means 94 includes the variator 42.
The hydraulic cylinder 96 that changes the inclination angle of the center line Sa (Sb) by displacing the position of a (42b) in the vertical direction of FIG. 6, the gear ratio of the toroidal type continuously variable transmission mechanism 24 when traveling forward has a predetermined value. As described above, the forward pressure regulating valve 102 that regulates the hydraulic pressure of the hydraulic oil supplied from the hydraulic power source 98 to the forward side oil chamber 100 of the hydraulic cylinder 96, and the gear ratio of the toroidal continuously variable transmission mechanism 24 during reverse traveling are A reverse travel pressure adjusting valve 106 is provided to adjust the hydraulic pressure of the hydraulic oil supplied from the hydraulic power source 98 to the reverse oil chamber 104 of the hydraulic cylinder 96 so as to have a predetermined value. Disc 40a (40
b), 44a (44b) and variator 42a (42
The arrow shown in b) represents the rotation direction during forward traveling, but at this time, since the reaction force directed downward in the figure is applied to the variator 42a (42b), the hydraulic pressure in the forward oil chamber 100 is controlled. As a result, the reaction force can be received and the variator 42a (42b) can be moved in the vertical direction to achieve a predetermined gear ratio. Further, when the vehicle is traveling in the reverse direction in which the rotational directions of the respective members are opposite,
Since a reaction force directed upward in the figure is applied to (42b), by controlling the hydraulic pressure in the reverse side oil chamber 104,
The reaction force is received and the variator 42a (42
b) can be moved in the vertical direction to achieve a predetermined gear ratio. The pressure regulating valves 102, 106 are a pair of oil chambers 100, 1
This hydraulic pressure control may be performed by feedback control such that the rotational speeds of the members on the input and output sides are detected and a predetermined gear ratio is achieved, by means of a pressure adjusting means for adjusting the hydraulic pressure in 04. It should be noted that the first rotating direction of the toroidal type continuously variable transmission mechanism 24 is constant regardless of whether the vehicle travels forward or backward.
In the embodiment, the reverse travel pressure adjusting valve 106 is unnecessary.

In the reverse control of FIG. 7, first, in step S1, the operation range of the shift lever is "R (reverse)" based on the signal supplied from the shift position sensor 72.
If it is in the R range, the clutch C is released and the operation of the internal combustion engine 14 is stopped in step S2. In step S3, the direction in which the variator reaction force is received by the shift control means 94 is set to the opposite direction, that is, the reverse side, and the reverse pressure regulator 106 regulates the hydraulic pressure in the reverse side oil chamber 104 to control the gear ratio, and the traveling brake B3
Is engaged. After that, in step S4, the vehicle is made to travel in reverse by rotationally driving the electric motor 16 in the direction opposite to that in the case of traveling in forward, depending on the accelerator operation amount and the like. Of the series of signal processing by the controller 70, the part that executes this step S4 corresponds to the reverse rotation control means of claim 4. Even when the vehicle is stopped on an uphill road and operated to the R range, the electric motor 1 is operated when the accelerator operation amount is zero.
Hill hold is possible if 6 is locked so that it cannot rotate.

In this embodiment, the same effect as in the first embodiment can be obtained, and in addition, the shift control means 94 is configured to receive the variator reaction force regardless of the rotation direction, and the electric motor 16 rotates in the opposite direction. Since the vehicle is made to travel in reverse by being driven, the gear type reverse mechanism, that is, the simple planetary gear device 58 and the reverse brake B1 are not required, and the vehicle drive device 90 is configured easily and inexpensively. To be done. When switching between forward traveling and backward traveling, it is necessary to engage or release the forward brake B2 and the backward brake B1 in the above-described embodiment, but in the present embodiment, the traveling brake B3 is engaged. Since it is possible to switch as it is, it is possible to smoothly switch between forward and reverse. Further, since the reverse traveling is generally low in load, the electric power is generated by the internal combustion engine 14 using the electric motor 16 as a generator to generate electric energy, rather than being directly driven by the internal combustion engine 14.
Is more advantageous in terms of fuel consumption when traveling by operating the electric motor 16 with the electric energy, and fuel consumption and exhaust gas can be further reduced.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, the toroidal type continuously variable transmission 24 of the above embodiment is a double cavity type and a full toroidal type, but it may be a single cavity type or a half toroidal type. Further, although a predetermined pressing force is generated by the pressing hydraulic cylinder 46, the pressing force may be generated by a loading cam device or the like, or a traction may be performed by a pump or the like instead of the oil bath system. Various types of toroidal-type continuously variable transmission mechanisms can be adopted, such as pumping oil for forced lubrication.

In the above embodiment, the planetary gear type reduction / reverse rotation mechanism 26 or reduction mechanism 92 and the differential device 28 are provided as the gear type power transmission mechanism.
The contents of the gear type power transmission mechanism can be appropriately changed as necessary, and for example, a planetary gear type differential device can be adopted. When the single cavity type toroidal type continuously variable transmission mechanism is used, the toroidal type continuously variable transmission mechanism is arranged between the reduction / reverse rotation mechanism 26 or the reduction mechanism 92 and the differential device 28, and the chain 22
It is also possible to transmit power from the deceleration / reverse rotation mechanism 26 to the speed reduction mechanism 92. The arrangement and connection of the toroidal type continuously variable transmission mechanism and the gear type power transmission mechanism can be appropriately changed.

Further, in the above embodiment, only one of the internal combustion engine 14 and the electric motor 16 is used for traveling, but it is also possible to provide a mode in which both outputs are used during high load traveling. The type of traveling mode can be set appropriately.

Further, in the above embodiment, the output shaft 14a of the internal combustion engine 14 and the output shaft 16a of the electric motor 16 are connected via the clutch C, but they are directly connected so that they always rotate integrally. Alternatively, the outputs of the two may be combined by an output combining unit such as a planetary gear device.

Further, in the above-mentioned embodiment, the power is transmitted from the first axis to the second axis O by the chain 22, but other power transmission means such as gears can be used.

Further, the shift control means 94 of FIG. 6 is arranged to control the gear ratio by displacing the variators 42a and 42b by means of the hydraulic cylinder 96. Various other shift control means capable of receiving and displacing the variator reaction force regardless of the rotation direction can be adopted.

In the flow chart of FIG. 7, the clutch C is released and the internal combustion engine 1 is released in step S2.
However, the clutch C may be released only.

Although not specifically exemplified, the present invention can be embodied with various modifications and improvements based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram illustrating a configuration of a vehicle drive device that is an embodiment of the present invention.

FIG. 2 is a schematic cross-sectional view of a toroidal type continuously variable transmission mechanism in the vehicle drive device of FIG.

FIG. 3 is a block diagram illustrating a control system of the vehicle drive device of FIG.

FIG. 4 is a diagram for explaining another embodiment of the present invention and is a diagram corresponding to FIG. 1.

5 is a block diagram illustrating a control system of the embodiment of FIG.

6 is a diagram illustrating a configuration of a shift control means for controlling a gear ratio of the toroidal type continuously variable transmission mechanism in the embodiment of FIG.

FIG. 7 is a flow chart for explaining an operation when the vehicle travels backward in the embodiment of FIG.

[Explanation of symbols]

 10, 90: Drive device for vehicle 22: Chain 24: Toroidal type continuously variable transmission mechanism 26: Reduction / reverse rotation mechanism (gear type power transmission mechanism) 28: Differential device (gear type power transmission mechanism) 42a, 42b: Variator 92: Reduction mechanism (gear type power transmission mechanism) 94: shift control means O: second axis step S4: reverse rotation control means

Claims (4)

[Claims] 1. A vehicle drive device in which an electric motor and an internal combustion engine are used as drive sources, and outputs thereof are transmitted to a drive wheel side through a continuously variable transmission mechanism. A toroidal continuously variable transmission mechanism is disposed as a continuously variable transmission mechanism on a second axis line that is substantially parallel to the first axis line and is arranged in series on the axis line. 2. A vehicle drive device in which an electric motor and an internal combustion engine are used as drive sources and outputs thereof are transmitted to a drive wheel side through a continuously variable transmission mechanism, wherein the electric motor and the internal combustion engine are common to each other. The toroidal type continuously variable transmission mechanism as the continuously variable transmission mechanism and the toroidal type continuously variable transmission mechanism are operatively arranged on the second axis line substantially parallel to the first axis line while being arranged in series on the axis line. A vehicle drive device in which gear-type power transmission mechanisms to be connected are arranged in series. 3. Outputs of the electric motor and the internal combustion engine are transmitted to the second axis side via a chain.
Alternatively, the vehicle drive device according to item 2. 4. A reverse rotation control means for rotationally driving the electric motor in a reverse direction during forward running of the vehicle and a reaction force applied to a variator for changing a gear ratio of the toroidal type continuously variable transmission mechanism. The vehicle drive device according to any one of claims 1 to 3, further comprising: a shift control unit that receives the toroidal-type continuously variable transmission mechanism regardless of a rotation direction thereof.