JP2006327583A - Drive device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive device for a vehicle miniaturizing a drive device and/or improving fuel economy. <P>SOLUTION: In a drive device 10 for a vehicle including a power distribution mechanism 16, a hybrid drive device THS provided with a second motor M2, an engine 8 and a first motor M1 operationally connected to rotary elements thereof, and a stepped automatic transmission 20 transmitting rotation of a transmission member (input shaft) 18 connected to the rotary element RE3 having the second motor M2 connected to out of the rotary elements RE1, RE2, RE3 to an output shaft 22, since the stepped automatic transmission 20 includes change gear ratios (first gear position and second gear position) reducing speed of the output shaft 2 in relation to the transmission member 18 namely an input shaft of the automatic transmission 20, and a change gear ratio (fourth gear position) increasing speed of the output shaft 2, the change gear ratio of the stepped transmission connected to a differential mechanism is set to speed increase change gear ratio at the time of steady traveling with relatively high output such as high speed travel. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle drive device, and more particularly to a technique for miniaturizing an electric motor and the like.

  There is provided a vehicle drive device in which a power distribution mechanism that distributes engine output to a first motor and a transmission member, and a stepped automatic transmission and an electric motor provided between an output shaft of the transmission member and a drive wheel. Are known. For example, this is a hybrid vehicle drive device described in Patent Document 1. In the device of Patent Document 1, the power distribution mechanism is configured by a planetary gear device so as to function as a differential mechanism. The planetary gear device has a first element as a generator, a second element as an engine, and a third element. The elements are connected to the input shaft of the automatic transmission via transmission members. Then, the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action of the power distribution mechanism, and the remaining part of the power from the engine is electrically transmitted using an electric path from the generator to the motor. By doing so, it becomes possible to drive the vehicle while maintaining the engine in an optimal operating state, and fuel efficiency is improved. Further, the stepped transmission provided between the transmission member and the output shaft amplifies the torque transmitted to the input shaft via the transmission member and outputs the amplified torque from the output shaft to the drive wheels. It is possible to reduce the size of the power source including

JP 2000-2327 A

  However, the stepped automatic transmission is provided only for the purpose of downsizing the driving device without impairing the power performance, and has a gear ratio larger than 1 exclusively for torque amplification. Therefore, there is a possibility that the fuel consumption cannot be improved sufficiently.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device that can reduce the size of the drive device and further improve fuel efficiency.

  As a result of repeated studies to solve the above problems, the present inventors have determined that the speed ratio of the stepped transmission connected to the subsequent stage of the differential mechanism is the speed-up speed stage, for example, during high-speed running. They found that the efficiency of the engine and the electric motor was improved and the fuel consumption was further improved. The present invention has been made based on such knowledge.

  That is, the invention according to claim 1 is: (a) a differential mechanism having three rotating elements, a generator, an internal combustion engine and an electric motor operatively coupled to the three rotating elements, respectively. And (b) shifting the rotation of the input shaft connected to the rotating element for outputting power from the differential mechanism among the three rotating elements at a predetermined speed ratio selected from a plurality of speed ratios. A stepped automatic transmission that transmits to the output shaft, and (c) the stepped automatic transmission decelerates and rotates the output shaft relative to the input shaft. It is characterized by having a gear ratio and a gear ratio for rotating at an increased speed.

  The invention according to claim 2 is the invention according to claim 1, wherein (d) the stepped automatic transmission is constituted by a planetary gear train, and (e) the input shaft is a rotating element of the planetary gear train. It is characterized in that it is selectively connected to.

  The invention according to claim 3 is: (a) a differential mechanism having three rotating elements, a generator, an internal combustion engine and an electric motor operatively connected to the three rotating elements, respectively. And (b) the rotation of the input shaft operatively connected to the rotation element for outputting power from the differential mechanism among the three rotation elements, a predetermined speed selected from a plurality of types of gear ratios. A stepped automatic transmission that changes gear ratio and transmits the output to an output shaft, wherein (c) the stepped automatic transmission includes a planetary gear train, and (d) the input The shaft is selectively connected to a rotating element of the planetary gear train.

  According to a fourth aspect of the present invention, in the vehicle drive device according to the second or third aspect, the automatic transmission includes a plurality of input clutches that are selectively coupled to the input shaft. A plurality of shift speeds are established by switching the engagement release state of the input clutch.

  According to a fifth aspect of the present invention, in the vehicle drive device according to any one of the first to fourth aspects, the differential mechanism includes three elements including a sun gear, a carrier, and a ring gear. In the collinear chart in which the rotation speed can be expressed on a straight line, when the three elements are sequentially designated as a second element, a first element, and a third element from one end to the other end, the first element is The first element is connected to the engine, the second element is connected to the generator, and the third element includes a first planetary gear unit connected to the transmission member.

  According to a sixth aspect of the present invention, in the vehicle drive device according to the fifth aspect, the differential mechanism includes a differential state in which the first planetary gear device can be operated as an electric continuously variable transmission, Is further provided with a differential state switching device that selectively switches to a locked state in which the is not activated.

  The invention according to claim 7 is the vehicle drive device according to claim 6, wherein the differential state switching device includes a brake that does not rotate the second element, and the differential mechanism is activated by the operation of the brake. Is the speed increasing gear ratio.

  According to the first aspect of the present invention, (a) a differential mechanism having three rotating elements, a generator, an internal combustion engine and an electric motor operatively connected to the three rotating elements, respectively. And (b) shifting the rotation of the input shaft connected to the rotating element to which the electric motor is operatively connected among the three rotating elements at a predetermined speed ratio selected from a plurality of speed ratios. In a vehicle drive device including a stepped automatic transmission that transmits to an output shaft, (c) the stepped automatic transmission includes a gear ratio and an increase that reduce the rotational speed of the output shaft relative to the input shaft. The speed ratio of the stepped transmission connected to the differential mechanism is set as the speed-up speed ratio during steady running with relatively high output, for example, during high speed running. Improves engine and motor efficiency. Fuel economy is improved to.

  According to a second aspect of the invention, (c) the stepped automatic transmission is composed of a planetary gear train, and (d) the input shaft is selectively connected to a rotating element of the planetary gear train. Therefore, since a small and multi-stage stepped automatic transmission can be obtained, fuel efficiency is further improved while maintaining power performance.

  According to the invention of claim 3, (a) a differential mechanism having three rotating elements, a generator, an internal combustion engine and an electric motor operatively connected to the three rotating elements, respectively. And (b) shifting the rotation of the input shaft operatively connected to the rotating element to which the electric motor is connected among the three rotating elements at a predetermined speed ratio selected from a plurality of speed ratios. And (c) the stepped automatic transmission is constituted by a planetary gear train, and (d) the input shaft is the planetary gear. Since the stepped automatic transmission is configured to be small and multistage because it is selectively connected to the rotating elements of the row, the fuel efficiency is further improved while maintaining the power performance.

  According to a fourth aspect of the present invention, the automatic transmission includes a plurality of input clutches selectively connected to the input shaft, and switches the engagement / release states of the plurality of input clutches. Thus, a plurality of shift speeds can be established. According to this configuration, in the automatic transmission, power is transmitted from the input shaft through the plurality of input clutches, so that the automatic transmission and thus the entire drive device including the automatic transmission can be downsized.

According to the fifth aspect of the invention, the differential mechanism includes three elements including a sun gear, a carrier, and a ring gear, and the collinear diagram can represent the rotational speed of the three elements on a straight line. In the above, when the three elements are designated as the second element, the first element, and the third element in order from one end to the other end, the first element is connected to the engine, and the second element is the power generation unit. The third element is a first planetary gear unit connected to the input shaft of the electric motor and the automatic transmission. In this way, the rotation of the input shaft of the automatic transmission can be continuously increased from zero regardless of the rotation of the engine.

  According to the invention of claim 6, the differential mechanism includes a differential state in which the first planetary gear device can be operated as an electric continuously variable transmission, and a locked state in which the first planetary gear device is inoperative. And a differential state switching device that selectively switches between the two. In this way, the vehicle drive device can be switched between the continuously variable transmission state and the stepped transmission state.

  According to a seventh aspect of the invention, the differential state switching device includes a brake that does not rotate the second element, and the differential mechanism is brought into a speed-up state by the operation of the brake. Thus, by combining the automatic transmission with the speed increasing gear ratio, the efficiency of the engine and the electric motor is improved, and the fuel efficiency is further improved.

  Here, preferably, the differential mechanism is disposed on a first axis, and the automatic transmission is disposed on a second axis parallel to the first axis. Preferably, the final reduction gear is disposed on a third axis parallel to the first axis and the second axis. In this way, a transaxle in which the engine, the automatic transmission, and the final reduction gear are integrated is easily configured for driving the front wheels or the rear wheels.

  Preferably, the dynamic differential mechanism and the automatic speed change mechanism are arranged via a counter gear pair which is arranged on the first axis and the second axis and meshes with each other. The machines are operatively connected to each other. In this way, the vehicle drive device is further reduced in size.

  Preferably, the counter drive gear and the counter driven gear are arranged on the side opposite to the internal combustion engine. In this way, the vehicle drive device is further reduced in size.

  Preferably, (a) the automatic transmission includes a second planetary gear device and a third planetary gear device, and one of the sun gear, the carrier, and the ring gear of the second planetary gear device and the third planetary gear device. The elements are connected to each other to constitute four elements, and (b) the four rotating elements are arranged from one end to the other end on a collinear chart that can represent the rotational speed of the four elements on a straight line. When the fourth element, the fifth element, the sixth element, and the seventh element are formed in order toward the first element, the fourth element is selectively connected to the transmission member via the second clutch and the first brake The fifth element is selectively connected to the transmission member via a third clutch and selectively connected to the non-rotation member via a second brake. The sixth element is the previous The seventh element of the automatic transmission is connected to the transmission member via a first clutch, and (c) the first clutch and the second brake are engaged. A first gear having the largest gear ratio is formed, and (d) a second gear having a smaller gear ratio than the first gear is formed by engaging the first clutch and the first brake. (E) engaging the first clutch and the third clutch forms a third gear stage having a smaller gear ratio than the second gear stage; (f) the third clutch; As a result of the engagement of the first brake, a fourth gear stage having a gear ratio smaller than that of the third gear stage is formed.

  Preferably, (a) the automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the second sun gear, the fifth element is the second carrier and the third carrier, and a double pinion type third planetary gear device having a three-ring gear. The six elements are the second ring gear and the third ring gear, and the seventh element is the third sun gear.

  Preferably, (a) the automatic transmission includes a second pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the second carrier and the third sun gear, and the fifth element is the second ring gear and the third gear. It is a carrier, the six elements are the third ring gear, and the seventh element is the second sun gear.

  Preferably, (a) the automatic transmission includes a second pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the second sun gear and the third sun gear, the fifth element is the second ring gear, and Six elements are the third carrier, and the seventh element is the second carrier and the third ring gear.

  Preferably, (a) the automatic transmission includes a second pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the second sun gear, and the fifth element is the second ring gear and the third ring gear, and The six elements are the third carrier, and the seventh element is the second carrier and the third sun gear.

  Preferably, (a) the automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the three sun gear, the fifth element is the second ring gear, and the six elements are the first and second ring gears. Two carriers and the third ring gear, and the seventh element is the second sun gear and the third carrier.

  Preferably, (a) the automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the second sun gear, the fifth element is the second carrier and the third ring gear, and The six elements are the second ring gear and the third carrier, and the seventh element is the third sun gear.

  Preferably, (a) the automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the three sun gear, the fifth element is the second ring gear, and the six elements are the first pinion type third planetary gear device having three ring gears. The second carrier and the third carrier, and the seventh element is the second sun gear and the third ring gear.

  Preferably, (a) the automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear; a third sun gear; a third carrier; (B) the fourth element is the second sun gear and the third sun gear, and the fifth element is the third carrier; The six elements are the second carrier and the third ring gear, and the seventh element is the second ring gear.

  According to the differential device and the automatic transmission with the differential state switching device described above, the differential state switching device causes the power distribution mechanism to operate as an electric continuously variable transmission. Since it is selectively switched to the differential locked state, both the fuel efficiency improvement effect of the transmission in which the gear ratio is electrically changed and the high transmission efficiency of the gear transmission that mechanically transmits power A drive device having advantages is obtained. For example, if the power distribution mechanism is in a differential state in the normal output range of the engine that results in low / medium speed travel and low / medium power travel of the vehicle, the fuel efficiency of the vehicle is ensured, and the power distribution mechanism is If the engine is locked and the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path, the power and electric power generated when operating as a transmission whose gear ratio is electrically changed can be obtained. Since the conversion loss between energy is suppressed, fuel consumption is improved. In addition, if the power distribution mechanism is locked in high output traveling and the region to be operated as a transmission in which the gear ratio is electrically changed is set to low / medium speed traveling and low / medium output traveling of the vehicle, the electric motor The electric energy to be generated, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the vehicle drive device including the electric motor can be further downsized. Furthermore, since the automatic transmission is mainly composed of two planetary gear units, the axial dimension is relatively short, so that the axial dimension of the drive unit including the same can be further shortened.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a hybrid vehicle drive apparatus 10 according to an embodiment of the present invention. In FIG. 1, a drive device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A power distribution mechanism 16 as a differential mechanism connected directly to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the power distribution mechanism 16 and the output shaft 22 And a stepped automatic transmission 20 connected in series via an input shaft, that is, an input shaft, and an output shaft 22 as an output rotating member connected to the automatic transmission 20 in series. Yes. The drive device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is provided between an engine 8 as a driving force source for traveling and a pair of drive wheels 38. As shown in FIG. 7, the power is transmitted to the pair of drive wheels 38 through the differential gear unit (final reduction gear) 36 and the pair of axles in order. Since the drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the drive device 10 in FIG.

  The power distribution mechanism 16 is a mechanical differential mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the input shaft 14, and outputs the output of the engine 8 to the first electric motor M <b> 1 and the automatic transmission 20. The power is distributed to the transmission member 18 that transmits (inputs) the power, or the output of the engine 8 and the output of the first electric motor M1 are combined and output to the transmission member 18. The second electric motor M <b> 2 is provided so as to rotate integrally with the transmission member 18, but may be provided at any portion between the transmission member 18 and the output shaft 22. The first motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting driving force.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of about “0.300”, a switching clutch C0, and a switching brake B0. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first sun gear S1 are brought into a differential state in which a differential action capable of rotating relative to each other is applied. The output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and a part of the distributed output of the engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2. Is rotated, for example, a continuously variable transmission state is established, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the power distribution mechanism 16 electrically changes its speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) from the minimum value γ0min to the maximum value γ0max. A differential state that functions as an electric continuously variable transmission or an electric torque converter that is continuously changed from the value γ0min to the maximum value γ0max, for example, a continuously variable transmission state. The switching clutch C0 and the switching brake B0 function as a differential state switching device.

  Accordingly, the differential mechanism having the three rotating elements RE1, RE2, and RE3, that is, the power distribution mechanism 16, the first electric motor (generator) M1 operatively connected to each of the three rotating elements, and the engine (internal combustion engine). 8 and the second electric motor M2 function as a hybrid drive device THS that functions as a drive source of the vehicle.

  In this state, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged while the vehicle is running with the output of the engine 8, the first planetary gear device 24 is engaged. Since the three elements S1, CA1, and R1 are in a non-differential state that is a locked state in which the three elements S1, CA1, and R1 are integrally rotated, the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other. Is a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. When the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is in the non-differential state, which is a non-rotating state, the first ring gear R1 is in the first carrier. Since the rotation speed is higher than that of CA1, the power distribution mechanism 16 is set to a constant shift state in which the speed ratio γ0 functions as a speed increase transmission fixed at a value smaller than “1”, for example, about 0.77. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have a differential that can operate the power distribution mechanism 16 as an electric continuously variable transmission in which the differential state, for example, the gear ratio can be continuously changed. A state (continuously variable transmission state) and a non-differential state, for example, a locked state in which a continuously variable transmission operation is not activated and a gear ratio change is locked without being operated as an electric continuously variable transmission, that is, one or two speed ratios It functions as a differential state switching device that selectively switches to a constant transmission state operable as a single-stage or multiple-stage transmission.

  The automatic transmission 20 includes a single pinion type second planetary gear unit 26 and a double pinion type third planetary gear unit 28. The third planetary gear device 28 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to be capable of rotating and revolving, and a third planetary gear P3. And a third ring gear R3 that meshes with the third sun gear S3, and has a predetermined gear ratio ρ3 of about “0.315”, for example. The second planetary gear unit 26 is connected to the second planetary gear P2 common to any one of the second sun gear S2 and the third planetary gear P3, the second carrier CA2 common to the third carrier CA3, and the second planetary gear P2. And a second ring gear R2 that is common to the third ring gear R3 that meshes with the second sun gear S2, and has a predetermined gear ratio ρ2 of, for example, about “0.368”. The second planetary gear device 26 and the third planetary gear device 28 are of a so-called Ravigneaux type in which carriers and ring gears are connected to each other and shared. The diameter or the number of teeth of the second planetary gear P2 common to any one of the third planetary gears P3 may be different between the second planetary gear P2 side and the third planetary gear P3 side. Further, the third planetary gear P3 and the second planetary gear P2, the third carrier CA3 and the second carrier CA2, and the third ring gear R3 and the second ring gear R2 may be provided independently. If the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, and the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ2 is ZS2. / ZR2, the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission 20, the second sun gear S2 is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the first brake B1, and the second carrier CA2 and The third carrier CA3 is selectively connected to the transmission member 18 via the third clutch C3 and is selectively connected to the case 12 via the second brake B2, and the second ring gear R2 and the third ring gear R3 are output. Connected to the shaft 22, the third sun gear S3 is selectively connected to the transmission member 18 via the first clutch C1.

  The switching clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, the switching brake B0, the first brake B1, and the second brake B2 are hydraulic types that are often used in conventional automatic transmissions for vehicles. It is a friction engagement device, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one end of one or two bands wound around the outer peripheral surface of a rotating drum It is configured by a band brake or the like tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the brake is interposed.

  In the drive device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, and the switching brake B0. The first brake B1 and the second brake B2 are selectively engaged and operated, so that one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established. In particular, in the present embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and either of the switching clutch C0 and the switching brake B0 is engaged to operate the power distribution mechanism 16 as described above. In addition to the continuously variable transmission state that can operate as a continuously variable transmission, it is possible to configure a constant transmission state that can operate as a single-stage or multiple-stage transmission with one or more gear ratios. Therefore, in the drive device 10, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission is configured by the power distribution mechanism 16 and the automatic transmission 20 that are brought into a continuously variable transmission state by not engaging and engaging both the clutch C0 and the switching brake B0.

For example, when the drive device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 (= input shaft rotation) is generated by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The first speed gear stage in which the speed N _IN / output shaft rotational speed N _OUT ) is a maximum value, for example, about “3.174” is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 The second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “1.585” is established, and the engagement of the switching clutch C0, the first clutch C1, and the third clutch C3 The third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.000” is established, and the engagement of the switching clutch C0, the third clutch C3, and the first brake B1 , The fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “0.731”, is established, and the third clutch C3, the switching brake B0, and the first brake B1 are engaged. The fifth speed gear stage in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “0.562” is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.717” is established. Be made. Note that when the neutral "N" state is set, for example, only the second brake B2 is engaged.

  However, when the drive device 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Thereby, the power distribution mechanism 16 functions as a continuously variable transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission 20 are achieved. The rotation speed input to the automatic transmission 20, that is, the rotation speed of the transmission member 18, is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Accordingly, the gear ratio between the gear stages can be continuously changed continuously and the total gear ratio γT of the drive device 10 as a whole can be obtained continuously.

FIG. 3 shows a drive device 10 that includes a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission 20 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. The collinear chart of FIG. 3 is a two-dimensional coordinate indicating the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. horizontal line X1 of the lowermost one of the horizontal axis represents the rotational speed zero, represents the rotational speed N _E of engine 8 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, the horizontal axis XG Indicates the rotational speed of the transmission member 18. Further, the three vertical lines Y1, Y2, Y3 of the power distribution mechanism 16 indicate the first sun gear S1 and the first rotation element (first element) RE1 corresponding to the second rotation element (second element) RE2 in order from the left side. 1 represents the relative rotational speed of the first ring gear R1 corresponding to the first carrier CA1 and the third rotational element (third element) RE3 corresponding to the first carrier CA1, and the interval between them corresponds to the gear ratio ρ1 of the first planetary gear unit 24. It is determined accordingly. That is, assuming that the interval between the vertical lines Y1 and Y2 corresponds to 1, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1. Further, the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 20 indicate, in order from the left, the second sun gear S2, the fifth rotation element (fifth element) corresponding to the fourth rotation element (fourth element) RE4. Element) second carrier CA2 and third carrier CA3 corresponding to RE5 and connected to each other, second ring gear R2 and third ring gear R3 corresponding to and connected to sixth rotation element (sixth element) RE6 Represents the third sun gear S3 corresponding to the seventh rotation element (seventh element) RE7, and the distance between them is determined according to the gear ratios ρ2, ρ3 of the second and third planetary gear devices 26, 28, respectively. Yes.

  If expressed using the collinear diagram of FIG. 3 described above, the drive device 10 of the present embodiment is one of the three rotating elements (elements) of the first planetary gear device 24 in the power distribution mechanism (continuously variable transmission portion) 16. The first rotation element RE1 (first carrier CA1) is connected to the input shaft 14 and is selectively connected to the first sun gear S1 as the second rotation element RE2 via the switching clutch C0. The rotating element RE2 (first sun gear S1) is connected to the first electric motor M1 and is selectively connected to the case 12 via the switching brake B0, and the remaining rotating elements are the third rotating element RE3 (first ring gear R1). ) Is coupled to the transmission member 18 and the second electric motor M2, and is configured to transmit (input) the rotation of the input shaft 14 to the automatic transmission (stepped transmission unit) 20 via the transmission member 18. . At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  4 and 5 are views corresponding to the power distribution mechanism 16 portion of the alignment chart of FIG. FIG. 4 shows an example of the state of the power distribution mechanism 16 when it is switched to the continuously variable transmission state by releasing the switching clutch C0 and the switching brake B0. For example, when the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is increased or decreased by controlling the reaction force generated by the first motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the first ring gear R1 indicated by the intersection is lowered or raised. The state shown in FIG. 4 is a state where the rotation of the first sun gear S1 is negative, that is, a state where electric power is supplied to rotate the first electric motor M1, and thus the rotation of the first sun gear S1 is negative. In this state, since the inclination of the straight line L0 becomes large, the first ring gear R1 and the transmission member 18 connected thereto are rotated at a high speed. As a result, the vehicle can run at a high speed, but power is supplied to the first motor M1. Since it must be supplied, the fuel consumption is deteriorated by the amount of power consumed. However, as will be described later, the drive device 10 of the present embodiment is configured so that the automatic transmission 20 can output the rotational speed input from the transmission member 18 at an increased speed, so that the first sun gear S1 is rotated negatively. There are few situations that need to be allowed. Therefore, the fuel efficiency is improved as compared with a device that cannot increase the rotation speed of the transmission member 18 in the automatic transmission 20.

FIG. 5 shows the state of the power distribution mechanism 16 when it is switched to the stepped shift state by the engagement of the switching clutch C0. That is, the first sun gear S1 and the first carrier CA1 are connected, since the three rotating elements rotate together, the straight line L0 is aligned with the horizontal line X2, the transmission member at the same speed as the engine speed N _E 18 is rotated. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 becomes the state shown in FIG. 3, and the rotation of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3. speed or the rotational speed of the power transmitting member 18 is higher than the engine speed N _E is input to the automatic transmission 20.

  Further, in the automatic transmission 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the transmission member 18 via the third clutch C3 and is selectively connected to the case 12 via the second brake B2, and the sixth rotating element RE6 is connected to the output shaft 22. The seventh rotation element RE7 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission 20, as shown in FIG. 3, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 and the horizontal line X2 An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y5 indicating the rotational speed of the fifth rotating element RE5 and the horizontal line X1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection with. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotational speed of the output shaft 22 of the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the third clutch C3 and the sixth rotational element RE6 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed, and the oblique straight line L4 and the output shaft determined by engaging the first brake B1 and the third clutch C3. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6 connected to the motor 22. In the first speed through the fourth speed, as a result of the switching clutch C0 is engaged, at the same speed as the engine speed N _E, the power from the power distributing mechanism 16 is input to the fifth rotary element RE5 . However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the power distributing mechanism 16 is input at a higher speed than the engine rotational speed N _E, first brake B1, third The output shaft of the fifth speed at the intersection of the oblique straight line L5 determined by engaging the clutch C3 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotation element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated. Further, the vehicle travels backward at the intersection of an oblique straight line LR determined by engaging the second clutch C2 and the second brake B2 and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotational speed of the output shaft 22 of R is shown.

  FIG. 6 illustrates a signal input to the electronic control device 40 for controlling the driving device 10 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8 and the electric motors M1 and M2 and shift control for the automatic transmission 20 is executed.

The aforementioned electronic control unit 40, from the sensors and switches shown in FIG. 6, a signal indicative of the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence set A signal indicating a value, a signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotation speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the automatic transmission 20, Signal indicating side brake operation, signal indicating foot brake operation, catalyst temperature signal indicating catalyst temperature, accelerator opening signal indicating accelerator pedal operation amount, cam angle signal, snow mode setting signal indicating snow mode setting, vehicle Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, vehicle indicating wheel speed of each drive wheel A speed signal, a signal indicating the presence or absence of a stepped switch operation for switching the power distribution mechanism 16 to a constant shift state in order to cause the drive device 10 to function as a stepped transmission, and a function to cause the drive device 10 to function as a continuously variable transmission In addition, a signal indicating the presence or absence of a continuously variable switch operation for switching the power distribution mechanism 16 to the continuously variable transmission state, a signal indicating the rotational speed N _M1 of the first electric motor _M1 , a signal indicating the rotational speed N _M2 of the second electric motor M2, etc. Are supplied respectively. Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. , An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the motors M1 and M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio display for displaying the gear ratio A signal, a snow mode display signal for displaying that it is in snow mode, an ABS operation signal for operating an ABS actuator that prevents slipping of wheels during braking, and an M mode that indicates that the M mode is selected Hydraulic actuator of hydraulic friction engagement device of display signal, power distribution mechanism 16 and automatic transmission 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 for controlling the motor, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, and for driving an electric heater Signals, signals to the cruise control computer, etc. are output.

FIG. 7 is a functional block diagram for explaining the main part of the control method of the driving device 10, that is, the control function by the electronic control device 40. Switching control means 50, based on a drive-force-related value, for example, the engine output torque T _E associated with the driving force of the actual engine rotational speed N _E and a hybrid vehicle, for example, from pre-stored relationship shown in FIG. 8 (switching map) Te, their engine speed N _E and or the driving device 10 step-variable shifting state of the vehicle state drive device 10 which is represented by the engine output torque T _E is continuously variable control region and the continuously variable shifting state It is determined whether it is within the stepped control area. When the switching control means 50 determines that it is the stepped shift control region, the switching control means 50 outputs a signal for disabling (inhibiting) hybrid control or continuously variable shift control to the hybrid control means 52 and The step shift control means 54 is allowed to perform shift control at the time of a preset step shift. The stepped shift control means 54 at this time executes automatic shift control according to a shift diagram (not shown) stored in advance in the shift diagram storage means 56. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change control, that is, C0, C1, C2, C3, B0, B1, and B2. In the first to fourth speeds of the stepped automatic transmission control mode, the power distribution mechanism 16 functions as an auxiliary transmission having a fixed transmission ratio γ0 of 1 by engaging the switching clutch C0. In the fifth speed, the switching brake C0 is engaged in place of the engagement of the switching clutch C0, so that the power distribution mechanism 16 is used as a sub-transmission for speed increase with a fixed gear ratio γ0 of about 0.77, for example. It is functioning. That is, in this stepped automatic transmission control mode, the entire drive device 10 including the power distribution mechanism 16 functioning as a sub-transmission and the automatic transmission 20 includes a so-called automatic transmission in which three planetary gear devices 24, 26, and 28 are provided. It functions as a machine.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the automatic transmission 20, the engine, for example. Actual value such as output torque T _E , vehicle acceleration, and engine output torque T _E calculated from, for example, accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed N _E Alternatively, it may be an estimated value such as an engine output torque _TE or a required driving force calculated based on the driver's accelerator pedal operation amount or throttle opening. The drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheel 38, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above.

However, in the switching control means 50, if the vehicle condition represented by the engine speed N _E and the engine output torque T _E is determined to be continuously variable control region, electrical said power distributing mechanism 16 A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the continuously variable transmission is possible. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or A signal for permitting automatic shift according to a shift diagram stored in advance in the shift diagram storage means 56 is output. In the latter case, the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. As described above, the power distribution mechanism 16 functions as a continuously variable transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, so that an appropriate magnitude of driving force can be obtained, and at the same time, As described above, the rotational speed input to the automatic transmission 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission 20, that is, the rotational speed of the transmission member 18 is continuously variable. As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the drive device 10 as a whole can be obtained continuously.

The hybrid control means 52 operates the engine 8 in an efficient operating range, and changes the distribution of driving force between the engine 8 and the first electric motor M1 and / or the second electric motor M2 so as to be optimized. For example, at the current traveling vehicle speed, the driver's required output is calculated from the accelerator pedal operation amount and vehicle speed, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed and total output are calculated. calculating the door, on the basis of the total output and the engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output. The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission 20, or issues a shift command to the automatic transmission 20 to improve fuel efficiency. In such a hybrid control, in order to match the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed and the automatic transmission 20 determined to operate the engine 8 in an operating region at efficient The power distribution mechanism 16 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 sets the total gear ratio γT of the drive device 10 so that the engine 8 is operated along an optimal fuel consumption rate curve stored in advance that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value is determined, the gear ratio γ0 of the power distribution mechanism 16 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within the changeable range.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. Further, the hybrid control means 52 can drive the motor by the electric CVT function of the power distribution mechanism 16 regardless of whether the engine 8 is stopped or in an idle state.

As shown in the relationship of FIG. 8, the high torque region (high output drive region) of more than a predetermined value TE1 which the output torque T _E is set in advance of the engine 8, the engine speed N _E preset predetermined value NE1 or more high speed region, ie, the engine rotational speed N _E and the high vehicle speed range which is one vehicle speed state is uniquely determined by the overall speed ratio γT is a predetermined value or more, or an output torque T _E of their engine 8 and the high output area of the output is equal to or larger than a predetermined calculated from the rotational speed N _E is because it is set as a step-variable control region, relatively high output torque of the stepped shift control engine 8, a relatively high rotational speed Alternatively, the control is executed at a relatively high output, and the continuously variable transmission control is performed at a relatively low output torque of the engine 8, a relatively low rotational speed, or a relatively low output, that is, a normal output range of the engine 8. It is adapted to be Oite run. The boundary line between the stepped control region and the stepless control region in FIG. 8 corresponds to, for example, a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. is doing.

  FIG. 9 is a view showing an example of a shift operation device 46 which is a manual transmission operation device. The shift operation device 46 includes a shift lever 48 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. In the shift lever 48, for example, as shown in the engagement operation table of FIG. 2, the power transmission path in the driving device 10, that is, in the automatic transmission 20 is blocked so that none of the clutches C1 to C3 is engaged. The parking position “P (parking)” for setting the neutral state, that is, the neutral state and locking the output shaft 22 of the automatic transmission 20, the reverse traveling position “R (reverse)” for the reverse traveling, the power in the driving device 10 The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)” to be in a neutral state with the transmission path cut off is manually operated. Is provided. The shift positions shown in the “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 48. Specifically, the “M” position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle, and the shift lever 48 is provided with the upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT in which the automatic shift control of the drive device 10 is possible. The speed range of the shift stage (gear stage) is limited so that there are a plurality of types of shift ranges having different total speed ratios γT, and the maximum speed side shift stage where the automatic transmission 20 can be shifted is different. The shift lever 48 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 46 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 48, and electronically controls the shift position of the shift lever 48, the number of operations at the “M” position, and the like. Output to the device 40.

  For example, when the “D” position is selected by operating the shift lever 48, automatic switching control of the shift state of the drive device 10 is executed by the switching control means 50 based on the switching map stored in advance shown in FIG. Then, the continuously variable transmission control of the power distribution mechanism 16 is executed by the hybrid control means 52, and the automatic transmission control of the automatic transmission 20 is executed by the stepped transmission control means 54. For example, when the drive device 10 is switched to the stepped speed change state, the drive device 10 is automatically controlled to shift within the range of the first to fifth speed gears as shown in FIG. During continuously variable speed travel in which the device 10 is switched to the continuously variable transmission state, the drive device 10 is in a continuously variable speed ratio range of the power distribution mechanism 16 and a range from the first speed gear stage to the fourth speed gear stage of the automatic transmission 20. The automatic shift control is performed within the change range of the total gear ratio γT that can be shifted by the drive device 10 obtained by the respective gear stages that are automatically controlled by the shift. The “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which the automatic shift control of the drive device 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 48, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the highest speed side shift speed or gear ratio of the shift range. The shift control means 54 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the drive device 10. For example, when the drive device 10 is switched to the stepped speed change state, the drive device 10 is automatically controlled to shift within the range of the total gear ratio γT at which the drive device 10 can shift in each shift range, or the drive device 10 is During continuously variable speed driving that can be switched to a continuously variable speed state, the drive device 10 automatically shifts within the range of the continuously variable speed ratio of the power distribution mechanism 16 and the shift speed range of the automatic transmission 20 corresponding to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the drive device 10 obtained for each gear stage to be controlled. The “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which the manual shift control of the drive device 10 is executed.

  As described above, according to this embodiment, (a) a differential mechanism having three rotating elements RE1, RE2, and RE3, that is, a power distribution mechanism 16, and a first operatively connected to each of the three rotating elements. A hybrid drive device THS including an electric motor (generator) M1, an engine (internal combustion engine) 8, and a second electric motor M2, and (b) a second electric motor M2 among these three rotating elements RE1, RE2, RE3 is connected. A stepped automatic transmission 20 that shifts the rotation of the transmission member (input shaft) 18 connected to the rotating element RE3 at a predetermined gear ratio selected from a plurality of gear ratios and transmits the gear to the output shaft 22; (C) The stepped automatic transmission 20 includes a reduction gear ratio, that is, a transmission, which decelerates and rotates the output shaft 22 with respect to the transmission member 18 (the input shaft of the automatic transmission 20). Member 18 The gear ratio of the first speed gear stage and the second speed gear stage in which the gear ratio of the output shaft 22 (input shaft rotational speed / output shaft rotational speed) is smaller than 1, and the speed-up gear ratio for speed-up rotation, that is, the gear ratio Since the gear ratio of the fourth speed gear stage is smaller than 1, the gear ratio of the stepped transmission connected to the differential mechanism is increased during steady running with relatively high output, such as during high speed running. By using the gear ratio, the efficiency of the engine 8, the electric motors M1, M2, etc. is improved, and the fuel consumption is further improved. In particular, when the power distribution mechanism 16 is set to a speed increase gear ratio smaller than 1 by the engagement of the brake B0 and the automatic transmission 20 is also set to a speed increase speed ratio smaller than 1 by the engagement of the clutch C3 and the brake B1. Further, since the speed change gear ratio becomes smaller with respect to the rotation of the engine 8, the fuel consumption is further improved.

  Further, according to the present embodiment, the stepped automatic transmission 20 is composed of a planetary gear train composed of a plurality of sets of planetary gear devices, and the transmission member (input shaft) 18 is one of the rotating elements of the planetary gear train. Therefore, a small and multi-stage stepped automatic transmission 20 is obtained, and fuel efficiency is further improved while maintaining power performance.

  Further, according to the present embodiment, the automatic transmission 20 includes a plurality of input clutches C1 and C2 that are selectively coupled to the transmission member (input shaft) 18, and the plurality of input clutches C1 and C2 are connected to each other. By switching the engagement / disengagement state, a plurality of shift speeds are established, and power is transmitted from the transmission member 18 via the plurality of input clutches C1 and C2, so that the automatic transmission 20 and thus its automatic The entire drive device 10 including the transmission 20 can be reduced in size.

  Further, according to the present embodiment, the power distribution mechanism (differential mechanism) 16 includes three elements including the sun gear S1, the carrier CA1, and the ring gear R1, and represents the rotational speed of the three elements on a straight line. In the nomographic chart, the first element CA1 is connected to the engine 8 when the three elements are designated as the second element S1, the first element CA1, and the third element R1 in order from one end to the other end. The second element S1 is connected to the first electric motor (generator) M1, and the third element R1 is the first planetary gear unit 24 connected to the second electric motor M2 and the input shaft of the automatic transmission 20. The rotation of the input shaft of the automatic transmission can be continuously increased from zero regardless of the rotation of the engine.

  In addition, according to the present embodiment, the power distribution mechanism (differential mechanism) 16 includes a differential state in which the first planetary gear device 24 can be operated as an electrical continuously variable transmission, and a lock that disables the first planetary gear device 24. Since the differential state switching device (the switching clutch C0 and the switching brake B0) that selectively switches between the states is further provided, the vehicle drive device 10 can be switched between the continuously variable transmission state and the stepped transmission state. it can.

In addition, according to the present embodiment, the engagement of the switching clutch C0 and / or the switching brake B0 releases the continuously variable transmission state in which the power distribution mechanism 16 can operate as an electric continuously variable transmission, and the gear ratio is fixed. Therefore, the power distribution mechanism 16 is set to a continuously variable transmission state in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running. Fuel efficiency is ensured, and the power distribution mechanism 16 is in a constant speed change state at high speed or in the high rotation range of the engine 8, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through the mechanical power transmission path to The conversion loss during is suppressed and the fuel consumption is improved. Further, in the high output range of the engine 8, the region where the power distribution mechanism 16 is set to the constant speed change state and is operated as the continuously variable speed change state is the low / medium speed travel and the low / medium power travel of the vehicle. The maximum electric energy to be transmitted, that is, the maximum value of the electric energy transmitted by the first electric motor M1, can be reduced, in other words, the electric reaction force to be guaranteed by the first electric motor M1 can be reduced, and the first electric motor M1 and the first electric energy can be reduced. The two electric motor M2 or the driving device 10 including the same is further reduced in size. Alternatively, since the automatic transmission 20 is shifted at the same time when the power distribution mechanism 16 is brought into the constant shift state in the high output (torque) region of the engine 8, for example, the engine rotation speed associated with the upshift as shown in FIG. 10. A change in N _E , that is, a change in the rotational speed of the rhythmic engine 8 due to a shift occurs. Alternatively, as another way of thinking, in this high output travel, the driver's demand for driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user can enjoy a change in the rhythmic engine rotational speed N _E as shown in FIG. 10 for example. Furthermore, since the automatic transmission 20 is mainly composed of the two planetary gear devices 26 and 28, the axial dimension is relatively short, so that the axial dimension of the drive device 10 including the automatic transmission 20 can be further shortened.

  Next, a second embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 11 is a functional block diagram showing the main part of the control operation of the electronic control unit 40 according to another example. 7 is different from the embodiment of FIG. 7 in that the means 66 is provided and switching control is performed based on the relationship shown in FIG.

In FIG. 11, the high vehicle speed determination means 62 is a high vehicle speed equal to or higher than a determination vehicle speed V1 that is a preset high-speed traveling determination value for determining an actual vehicle speed V representing one of the vehicle states of the hybrid vehicle. It is determined whether or not. The high output travel determination means 64 is a driving force related value related to the driving force representing one of the vehicle states of the hybrid vehicle, for example, the output torque T _OUT of the automatic transmission 20 is preset for determining high output travel. It is determined whether or not a high torque (high driving force) traveling equal to or higher than a determination output torque T1 that is a high output traveling determination value is obtained. That is, the high output travel determination means 64 determines the high output travel of the vehicle based on the driving force related parameter that directly or indirectly indicates the driving force of the vehicle. The electric path function determination means 66 determines a failure determination condition for determining a decrease in the function of the control device for setting the driving device 10 to the continuously variable speed change state, from the generation of electric energy in the first electric motor M1. Based on the functional degradation of the equipment related to the electrical path until it is converted into mechanical energy, for example, failure of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission path connecting them ( Judgment is based on the occurrence of failure or failure due to failure or failure.

The shift speed determining means 67 is used when the drive device 10 is switched to the stepped shift state and the entire drive device 10 is caused to function as a stepped automatic transmission by the power distribution mechanism 16 and the automatic transmission 20. Is determined based on the vehicle state indicated by the vehicle speed V and the output torque T _OUT from the shift diagram shown in FIG. 12 stored in advance in the shift diagram storage means 56, for example. A gear position to be shifted is determined. Further, the shift speed determined by the shift speed determination means 67 is the basis for the shift control of the automatic transmission 20 by the stepped shift control means 54 regardless of the stepped / non-stepped shift state of the drive device 10. Further, it is also a basis for the determination in the acceleration determination means 68.

  The speed increase determination means 68 is determined by the gear position determination means 67 in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the driving apparatus 10 is in the stepped speed change state. It is determined whether or not the tenth gear stage to be shifted is a gear stage using the power distribution mechanism 16 as the speed increasing transmission, that is, the fifth gear stage. This is because when the entire drive device 10 is caused to function as a stepped automatic transmission, the switching clutch C0 is engaged at the first to fourth speeds, or the switching brake B0 is engaged at the fifth speed. This is to make it possible.

  The switching control means 50 generates at least one of a high vehicle speed determination by the high vehicle speed determination means 62 as a predetermined condition, a high output travel determination by the high output travel determination means 64, and an electrical path malfunction determination by the electrical path function determination means 66. In this case, it is determined that it is the stepped shift control region, and a signal for disabling (inhibiting) the hybrid control or continuously variable shift control is output to the hybrid control unit 52 and the stepped shift control unit 54 is provided. For example, the shift control of the automatic transmission 20 executed in accordance with the shift control at the time of the stepped shift set in advance, for example, according to the shift stage determined by the shift stage determination unit 67 is permitted. A command for engaging either the switching clutch C0 or the switching brake B0 is output to the hydraulic control circuit 42. Therefore, the entire drive device 10, that is, the power distribution mechanism 16 and the automatic transmission 20 function as a so-called stepped automatic transmission, and the gear position is achieved according to the engagement table shown in FIG.

  For example, even if the high vehicle speed determination by the high vehicle speed determination means 62, the acceleration determination by the power distribution mechanism 16 by the acceleration determination means 68, or the high output travel determination by the high output travel determination means 64, the acceleration determination means 68 When the speed increase is determined, the switching control means 50 releases the switching clutch C0 and switches so that the power distribution mechanism 16 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.77. A command to engage the brake B0 is output to the hydraulic control circuit 42. If the high output travel determination by the high output travel determination means 64 or the speed increase determination means 68 does not determine the speed increase, the switching control means 50 indicates that the power distribution mechanism 16 has a fixed speed ratio γ0, for example, the speed ratio γ0 is 1. A command for engaging the switching clutch C0 and releasing the switching brake B0 so as to function as an auxiliary transmission is output to the hydraulic control circuit 42. In this way, the switching control means 50 switches the drive device 10 to the stepped gear shift state based on a predetermined condition, and selectively switches to one of the two types of gear shift states in the stepped gear shift state. The power distribution mechanism 16 is caused to function as a sub-transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, whereby the entire drive device 10 is caused to function as a so-called stepped automatic transmission.

  For example, the determination vehicle speed V1 is set so that the driving device 10 is set to the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating when the driving device 10 is set to the stepless speed change state at the high speed driving. Is set to The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set according to the characteristics of the first electric motor M1 that can be disposed with the maximum energy output reduced.

  However, when none of the high vehicle speed determination by the high vehicle speed determination means 62, the high output travel determination by the high output travel determination means 64, and the determination of the electric path function failure by the electric path function determination means 66 does not occur, the entire drive device 10 In order to obtain the continuously variable transmission state, the switching control means 50 issues a command to release the switching clutch C0 and the switching brake B0 so that the power distribution mechanism 16 can be continuously variablely shifted to the continuously variable transmission state. Output to. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54 or the gear position is changed. A signal for permitting automatic shifting of the automatic transmission 20 according to the shift stage determined by the determining means 67 is output. Thus, the power distribution mechanism 16 switched to the continuously variable transmission state based on the predetermined condition by the switching control means 50 functions as a continuously variable transmission, and the serial automatic transmission 20 functions as a stepped transmission. As a result, a driving force of an appropriate magnitude can be obtained, and at the same time, the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission 20 are input to the automatic transmission 20. The rotation speed of the transmission member 18, that is, the rotation speed of the transmission member 18 is changed steplessly, so that each gear stage has a stepless speed ratio width. Accordingly, the gear ratio between the gears is continuously variable and the drive device 10 as a whole is in a continuously variable speed state, and the total gear ratio γT can be obtained continuously.

FIG. 12 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56 that is a basis for the shift determination of the automatic transmission 20, and shows the vehicle speed V and the output torque T _OUT that is a driving force related value. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates as parameters. The solid line in FIG. 12 is an upshift line, and the alternate long and short dash line is a downshift line. Further, the broken line in FIG. 12 indicates a determination vehicle speed V1 and a determination output torque T1 that define predetermined conditions for determining the stepped control region and the stepless control region by the switching control means 50, and is a high vehicle speed determination value. A high vehicle speed determination line and a high output travel determination line that are a series of determination vehicle speeds V1 and a series of determination output torque T1 that is a high output travel determination value are shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 12, hysteresis is provided for the determination of the stepped control region and the stepless control region. FIG 12 includes a vehicle-speed limit V1 and the upper output torque T1, region determines which of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is also a switching diagram (switching map, relationship) stored in advance. Therefore, the predetermined condition of the vehicle may be determined based on the actual vehicle speed V and the output torque T _OUT from this switching diagram. That is, it can be said that FIG. 12 shows the relationship between the shift map and the predetermined condition. The shift diagram including the switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be. The shift diagram, the switching diagram, and the like may be stored as a determination formula for comparing the actual vehicle speed V and the determination vehicle speed V1, a determination equation for comparing the output torque T _OUT and the determination output torque T1, or the like.

Further, stepped control region and the continuously variable from that of the switching boundary switching map shown in FIG. 12 is set by the output torque T _E and the engine rotational speed N _E of the engine 8 as shown in FIG. 8 This is another embodiment of the control region, and a stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than a predetermined determination output torque T1, or a high vehicle speed region where the vehicle speed V is equal to or higher than a predetermined determination vehicle speed V1. Since it is set as a region, continuously variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high output torque or at a high vehicle speed at which the engine 8 has a relatively high rotational speed. Is executed at a low drive torque at which the engine 8 has a relatively low output torque, or at a low vehicle speed at which the engine 8 has a relatively low rotational speed, that is, at a normal output range of the engine 8.

  FIG. 13 is a flowchart showing the main part of the control operation of the electronic control unit 40, that is, the switching control operation of the driving device 10 in the embodiment of FIG. 11, and is repeatedly executed with an extremely short cycle time of about several msec to several tens msec, for example. It is what is done.

First, in a step (hereinafter, step is omitted) S1 corresponding to the high vehicle speed determination means 62, it is determined whether or not the actual vehicle speed V of the hybrid vehicle has become a high vehicle speed equal to or higher than a predetermined determination vehicle speed V1. . If the determination in S1 is negative, the actual driving torque of the hybrid vehicle or the output torque T _OUT of the automatic transmission 20 is higher than the predetermined determination torque T1 in S2 corresponding to the high output travel determination means 64. It is determined whether torque (high driving force) has been reached. If the determination in S2 is negative, in S3 corresponding to the electric path function determination means 66, the electric path (electric energy) from the generation of electric energy in the first electric motor M1 until the electric energy is converted into mechanical energy. The function degradation of the equipment related to the transmission path) is, for example, the function degradation due to failure (failure) or low temperature of the first motor M1, the second motor M2, the inverter 58, the power storage device 60, the transmission path connecting them, etc. Judgment is made based on whether or not a failure has occurred.

  If the determination in S3 is negative, a command for releasing the switching clutch C0 and the switching brake B0 is issued in S4 corresponding to the switching control means 50 so that the power distribution mechanism 16 can be continuously variable. Is output. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and the automatic transmission 20 is automatically shifted to the stepped shift control means 54 according to the shift speed determined by the shift speed determination means 67. A signal permitting this is output. Accordingly, the power distribution mechanism 16 is caused to function as a continuously variable transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, so that an appropriate magnitude of driving force can be obtained, and at the same time, the automatic transmission The rotational speed input to the automatic transmission 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each of the first, second, third, and fourth gears of the 20 gears. Each gear stage has a continuously variable transmission ratio width. Accordingly, the gear ratio between the gear stages is continuously variable and the continuously variable speed state in which the total gear ratio γT is stepless as a whole can be obtained.

  If at least one of the determinations of S1, S2, and S3 is affirmed, in S5 corresponding to the shift speed determination means 67, the shift speed of the drive device 10 is determined based on, for example, the vehicle state. Judgment is made according to the shift diagram shown in FIG. In S6 corresponding to the speed increase determination means 68, the gear stage to be shifted of the drive device 10 determined in S5 is the gear stage that uses the power distribution mechanism 16 as the speed increase transmission, that is, the fifth speed gear stage. It is determined whether or not.

  If the determination in S6 is affirmative, in S8 corresponding to the switching control means 50, switching is performed so that the power distribution mechanism 16 functions as an auxiliary transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.77. A command to release the clutch C0 and engage the switching brake B0 is output to the hydraulic control circuit 42. At the same time, a signal for disabling or prohibiting hybrid control or continuously variable transmission control is output to the hybrid control means 52, and the stepped transmission control means 54 is supplied to the drive device 10 according to the gear determined in S5. A signal for permitting automatic transmission of the automatic transmission 20 to the fourth speed gear stage is output so that the overall speed is the fifth speed gear stage. If the determination in S6 is negative, in S7 corresponding to the switching control means 50, the power distribution mechanism 16 is switched so as to function as an auxiliary transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. A command to engage the clutch C0 and release the switching brake B0 is output to the hydraulic control circuit 42. At the same time, a signal for disabling or prohibiting the hybrid control or continuously variable transmission control is output to the hybrid control means 52, and the first speed is supplied to the stepped transmission control means 54 according to the speed determined in S5. A signal permitting automatic transmission of the automatic transmission 20 in the range from the gear stage to the fourth speed gear stage is output. Accordingly, in S7 and S8, the power distribution mechanism 16 is caused to function as a sub-transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, so that the entire drive device 10 becomes a stepped transmission state, so-called stepped step. It is made to function as an automatic transmission.

  Thus, according to the present embodiment, since the mechanical configuration including the hybrid drive device THS and the transmission 20 similar to those of the above-described embodiment is provided, the same effects as those of the above-described embodiment can be obtained.

In addition, according to the present embodiment, the engagement of the switching clutch C0 and / or the switching brake B0 releases the continuously variable transmission state in which the power distribution mechanism 16 can operate as an electric continuously variable transmission, and the gear ratio is fixed. Since the drive device 10 is automatically switched to either a continuously variable transmission state or a stepped transmission state based on a predetermined condition by the switching control means 50, it is possible to selectively switch to the constant transmission state. Thus, a drive device having both the advantages of improving the fuel efficiency of a typical continuously variable transmission and the high transmission efficiency of a stepped transmission that mechanically transmits power can be obtained. That is, the hybrid vehicle is driven device 10 is a continuously-variable shifting state in the continuously variable control region where the vehicle speed V as shown in a normal output example 12 of the engine is determined vehicle speed V1 or less and the output torque T _OUT is determined output torque T1 or less The vehicle is driven in a stepped control region in which the vehicle speed V shown in FIG. Conversion loss between power and electric energy is suppressed when the device 10 is in the stepped speed change state and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through the mechanical power transmission path. As a result, fuel efficiency is improved. Further, in the stepped control region where the actual output torque T _OUT shown in FIG. 12 is equal to or higher than the judgment output torque T1 shown in FIG. 12, the drive device 10 is in the stepped speed change state, and the engine 8 is driven exclusively by a mechanical power transmission path. Since the regions where the output is transmitted to the drive wheels 38 and are operated as the continuously variable transmission state are the low and medium speed traveling and the low and medium output traveling of the vehicle, the electrical energy that should be generated by the first motor M1, that is, the first motor M1. Can reduce the maximum value of the electric energy transmitted from the first electric motor M1, the second electric motor M2, or the vehicle drive device including the first electric motor M1. Furthermore, since the automatic transmission 20 is mainly composed of the two planetary gear devices 26 and 28, the axial dimension is relatively short, so that the axial dimension of the drive device 10 including the automatic transmission 20 can be further shortened.

  FIG. 14 is a skeleton diagram illustrating the configuration of the driving device 80 in the third embodiment of the present invention. This embodiment is mainly different from the embodiment shown in FIGS. 1 to 3 in that the power distribution mechanism 16 and the automatic transmission 20 are not disposed on the same axis. Below, the difference between the drive device 80 and the drive device 10 will be mainly described.

In FIG. 14, the driving device 80 includes an input shaft 14 disposed concentrically on a first shaft center 14 c in a case 12 attached to the vehicle body, and a pulsation absorbing damper (not shown) directly or on the input shaft 14. An automatic transmission disposed concentrically on a power distribution mechanism 16 indirectly connected via a (vibration damping device) and the like and a second axis 32c arranged in parallel to the first axis 14c. 20 and a differential drive gear 32 as an output rotating member connected to the automatic transmission 20, and a counter gear pair CG as a transmission member for connecting the power distribution mechanism 16 and the automatic transmission 20 so as to be able to transmit power. A differential ring gear 34, a differential gear device (final reduction gear) 36, and a pair of vehicles disposed on a third shaft center 34c disposed in parallel with the first shaft center 14c and the second shaft center 32c. And a 37. This drive device 80 is suitably used for an FF (front engine / front drive) type vehicle and an RR (rear engine / rear drive) type vehicle that are placed horizontally in the vehicle, and serves as a driving force source for traveling. A pair of drive wheels 38 that are provided between the engine 8 and a pair of drive wheels 38 and that sequentially pass through a differential ring gear 34, a differential gear device 36, a pair of axles 37, and the like that meshes power with the differential drive gear 32. To communicate.

  The counter gear pair CG is disposed on the first axis 14c so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the first ring gear R1 and automatically on the second axis 32c. A counter driven gear CG2 that is rotatably disposed concentrically with the transmission 20 and is connected to the automatic transmission 20 via the first clutch C1 and the second clutch C2, and a counter drive gear CG1 and a counter driven gear CG2 are provided. It is comprised by the gear pair as a pair of member always meshed | engaged. For example, if the reduction ratio of the counter gear pair CG (= the rotational speed of the counter drive gear CG1 / the rotational speed of the counter driven gear CG2) is set to about “1.000”, the counter gear pair CG is shown in FIGS. This corresponds to the transmission member 18 that connects the power distribution mechanism 16 and the automatic transmission 20 in the embodiment. That is, the counter drive gear CG1 corresponds to a transmission member constituting a part of the transmission member 18 on the first axis 14c side, and the counter driven gear CG2 is a part of the transmission member 18 on the second axis 32c side. This corresponds to the transmission member to be configured.

  Here, the arrangement (layout) of each device constituting the driving device 80 will be described with reference to FIG. The counter gear pair CG is disposed adjacent to the power distribution mechanism 16 at a position opposite to the engine 8 with respect to the power distribution mechanism 16. In other words, the power distribution mechanism 16 is disposed adjacent to the counter gear pair CG so as to be positioned between the engine 8 and the counter gear pair CG. The second electric motor M2 is disposed on the first axis 14c adjacent to the counter gear pair CG so as to be positioned between the first planetary gear unit 24 and the counter gear pair CG, and is connected to the counter drive gear CG1. Has been. The differential drive gear 32 is disposed at a position opposite to the counter gear pair CG with respect to the automatic transmission 20, that is, at a position on the engine side. In other words, the automatic transmission 20 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8). A second planetary gear device 26 and a third planetary gear device 28 are arranged in order from the counter gear pair CG toward the differential drive gear 32. The first clutch C1 and the second clutch C2 are disposed so as to be positioned between the counter gear pair CG and the second planetary gear device 26, and the third clutch C3 is provided with the third planetary gear device 28 and the differential drive gear 32. It is arrange | positioned so that it may be located between.

  In the present embodiment, the transmission member for connecting the power distribution mechanism 16 and the automatic transmission 20 is merely changed from the transmission member 18 to the counter gear pair CG, and the configuration of the power distribution mechanism 16 and the automatic transmission 20 and those The connection relationship is the same as that of the embodiment shown in FIGS. Therefore, the engagement table and the alignment chart are the same as the engagement table of FIG. 2 and the alignment chart of FIG. 3, respectively.

  The drive device 80 of the present embodiment is also composed of the hybrid drive device THS including the power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and the automatic transmission 20 connected thereto, so that The same effect as in the embodiment can be obtained. Further, since the power distribution mechanism 16 and the automatic transmission 20 are not disposed on the same shaft center as compared with the embodiment shown in FIGS. 1 to 3, the dimension of the drive device 80 in the shaft center direction is further increased. Shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles in which the dimension of the axial direction of the drive device is generally restricted by the vehicle width, that is, the first axis 14c and the second axis 32c are parallel to the vehicle width direction. It can be suitably used as a drive device that can be mounted. Further, since the power distribution mechanism 16 and the automatic transmission 20 are disposed between the engine 8 (differential drive gear 32) and the counter gear pair CG, the dimension of the drive unit 80 in the axial direction is further shortened. The Furthermore, since the second electric motor M2 is disposed on the first axis 14c, the dimension of the second axis 32c in the axial direction is shortened.

  FIG. 15 is a skeleton diagram illustrating the configuration of the driving device 90 in the fourth embodiment of the present invention. This embodiment includes a power distribution mechanism 16, a first electric motor M 1, and a second electric motor M 2 that are the same as those in the first embodiment described above. The connection relationship is the same as in the first embodiment. Also in this embodiment, a stepped automatic transmission 92 is disposed between the transmission member 18 and the output shaft 22 on the same axis as the output shaft 22 and the input shaft 14. .

  The automatic transmission 92 includes a double pinion type second planetary gear unit 94 and a single pinion type third planetary gear unit 96. The second planetary gear unit 94 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.461”, for example. The third planetary gear unit 96 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.368”.

  Similarly to the automatic transmission 20 of the first embodiment, the automatic transmission 92 includes first and second brakes B1 and B2 and first to third clutches C1 to C3, and a second sun gear S2. Is selectively connected to the transmission member 18 via the first clutch C1, and the second carrier CA2 and the third sun gear S3 are integrally connected to the transmission member 18 via the second clutch C2. The second ring gear R2 and the third carrier CA3 are integrally connected to each other and selectively transmitted to the transmission member 18 via the third clutch C3. And the third ring gear R3 is connected to the output shaft 22 by being selectively connected to the case 12 via the second brake B2.

  The integrally connected second carrier CA2 and third sun gear S3 are the fourth rotating element RE4, and the integrally connected second ring gear R2 and third carrier CA3 are the fifth rotating element RE5, and the third ring gear. If R3 is the sixth rotation element RE6 and the second sun gear S2 is the seventh rotation element RE7, the alignment chart showing the speed change operation of the drive device 90 is the same as in the first embodiment.

  The drive device 90 of the present embodiment is also composed of a hybrid drive device THS including the power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 92 connected thereto, Since the automatic transmission 92 is mainly composed of the two planetary gear devices 94 and 96, the same effect as in the first embodiment can be obtained.

  FIG. 16 is a skeleton diagram illustrating the configuration of the driving apparatus 100 according to the fifth embodiment of the present invention. This embodiment differs from the third embodiment shown in FIG. 14 only in that an automatic transmission 92 according to the fourth embodiment is provided in place of the automatic transmission 20 according to the third embodiment. In other words, the difference between the present embodiment and the fourth embodiment is the same as the difference between the first embodiment and the third embodiment, but the power distribution mechanism 16 and the automatic transmission 92 are connected. The only difference is that the transmission member is changed from the transmission member 18 to the counter gear pair CG. Therefore, the driving device 100 of this embodiment can obtain the same effects as those of the third embodiment described above.

  FIG. 17 is a skeleton diagram illustrating the configuration of the driving device 110 according to the sixth embodiment of the present invention. The drive device 110 of the present embodiment also has the same power distribution mechanism 16, first electric motor M1, second electric motor M2, and counter gear as the third embodiment shown in FIG. 14 or the fifth embodiment shown in FIG. The difference between the present embodiment and the third or fifth embodiment is the configuration of the stepped automatic transmission 112 arranged on the second shaft center 32c.

  The automatic transmission 112 includes a double pinion type second planetary gear unit 114 and a single pinion type third planetary gear unit 116. The second planetary gear unit 114 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.539”, for example. The third planetary gear unit 116 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.585”.

  Similarly to the automatic transmissions 20 and 92 of the third and fifth embodiments, the automatic transmission 112 includes first and second brakes B1 and B2 and first to third clutches C1 to C3. . However, in this embodiment, the first brake B1 is also a wet multi-plate type. Then, the second sun gear S2 and the third sun gear S3 are integrally connected to be selectively connected to the counter driven gear CG2 of the counter gear pair CG as a transmission member via the second clutch C2, and the first brake B1. The second carrier CA2 and the third ring gear R3 are integrally connected to each other via the first clutch C1, and selectively connected to the counter driven gear CG2 via the second ring gear. R2 is selectively connected to the counter driven gear CG2 via the third clutch C3 and selectively connected to the case 12 via the second brake B2, and the third carrier CA3 is a differential drive gear which is an output rotating member. 32.

  Here, the arrangement of each component of the automatic transmission 112 in the drive device 110 will be described. The first to third clutches C1 to C3 are disposed between the second planetary gear unit 114 and the counter driven gear CG2, and the third clutch C3 is more than the first and second clutches C1 and C2. It is arranged on the counter driven gear CG2 side. The first brake B1 is disposed on the opposite side of the differential drive gear 32 from the third planetary gear unit 116. In other words, the differential drive gear 32 is disposed between the third planetary gear device 116 and the first brake B1.

  The integrally connected second sun gear S2 and third sun gear S3 serve as a fourth rotating element RE4, the second ring gear R2 serves as a fifth rotating element RE5, and the third carrier CA3 serves as a sixth rotating element RE6. Assuming that the second carrier CA2 and the third ring gear R3 connected to the seventh rotation element RE7, the collinear diagram showing the speed change operation of the drive device 110 is the same as in the first to fifth embodiments described above. It becomes.

  The driving device 110 according to the present embodiment also includes a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 112 that functions as a stepped transmission unit or a second transmission unit. Further, since the automatic transmission 112 is mainly composed of the two planetary gear devices 114 and 116, the same effect as that of the first embodiment can be obtained. Further, the power distribution mechanism 16 and the automatic transmission 112 are not arranged on the same shaft center, and the power distribution mechanism 16 and the automatic transmission 112 are disposed between the engine 8 and the counter gear pair CG. Since the second electric motor M2 is disposed on the first axis 14c, an effect that the axial dimension is shortened can be obtained as in the third embodiment.

  FIG. 18 is a skeleton diagram illustrating the configuration of the driving device 120 according to the seventh embodiment of the present invention. The drive device 120 of this embodiment also includes the same power distribution mechanism 16, first motor M1, second motor M2, and counter gear pair CG as those of the third embodiment shown in FIG. The third embodiment differs from the third embodiment only in the configuration of the stepped automatic transmission 122 disposed on the second axis 32c.

  The automatic transmission 122 includes a double pinion type second planetary gear unit 124 and a single pinion type third planetary gear unit 126. The second planetary gear unit 124 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.539”, for example. The third planetary gear device 126 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.460”.

  The automatic transmission 122 includes first and second brakes B1 and B2 and first to third clutches C1 to C3 similar to the automatic transmission 112 of the seventh embodiment. The second sun gear S2 is selectively connected to the counter driven gear CG2 of the counter gear pair CG which is a transmission member via the second clutch C2, and is selectively connected to the case 12 via the first brake B1. The second carrier CA2 and the third sun gear S3 are integrally connected and selectively connected to the counter driven gear CG2 via the first clutch C1, and the second ring gear R2 and the third ring gear R3 are integrally connected. The differential drive gear is selectively connected to the counter driven gear CG2 via the third clutch C3 and selectively connected to the case 12 via the second brake B2, and the third carrier CA3 is an output rotating member. 32.

  Here, the arrangement of each component of the automatic transmission 122 in the drive device 120 will be described. The first to third clutches C1 to C3 are disposed between the second planetary gear unit 124 and the counter driven gear CG2, and the third clutch C3 is more than the first and second clutches C1 and C2. It is arranged on the counter driven gear CG2 side. The first brake B1 is disposed on the opposite side of the third clutch C3 with respect to the counter driven gear CG2, and the second planetary gear device 124 and the third planetary gear device 126 include the first and second clutches C1, C2. And the differential drive gear 32.

  The second sun gear S2 is a fourth rotating element RE4, the integrally connected second ring gear R2 and third ring gear R3 are a fifth rotating element RE5, and the third carrier CA3 is a sixth rotating element RE6. Assuming that the second carrier CA2 and the third sun gear S3 coupled to the seventh rotational element RE7 are collinear diagrams showing the speed change operation of the drive device 120, the same as in the first to sixth embodiments described above. It becomes.

  The driving device 120 of the present embodiment is also configured by a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 122 that functions as a stepped transmission unit or a second transmission unit. Further, since the automatic transmission 122 is mainly composed of the two planetary gear devices 124 and 126, the same effect as that of the first embodiment can be obtained. Further, since the power distribution mechanism 16 and the automatic transmission 122 are not arranged on the same axis, and the second electric motor M2 is arranged on the first axis 14c, the axial dimension is shortened. The effect that it is done is also acquired.

  FIG. 19 is a skeleton diagram illustrating the configuration of the driving device 130 in the eighth embodiment of the present invention. The drive device 130 of this embodiment also includes the same power distribution mechanism 16, first motor M1, second motor M2, and counter gear pair CG as those of the third embodiment shown in FIG. The third embodiment differs from the third embodiment only in the configuration of the stepped automatic transmission 132 disposed on the second axis 32c.

  The automatic transmission 132 includes a single pinion type second planetary gear unit 134 and a double pinion type third planetary gear unit 136. The second planetary gear unit 134 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.460”, for example. The third planetary gear device 136 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so that it can rotate and revolve, and a third planetary gear P3. The third ring gear R3 meshing with the third sun gear S3 is provided, and has a predetermined gear ratio ρ3 of about “0.369”, for example.

  The automatic transmission 132 includes first and second brakes B1 and B2 and first to third clutches C1 to C3 similar to the automatic transmissions 112 and 122 of the seventh and eighth embodiments. Then, the second sun gear S2 and the third carrier CA3 are integrally connected, and selectively connected to the counter driven gear CG2 of the counter gear pair CG which is a transmission member via the first clutch C1, and the second carrier CA2 The third ring gear R3 is integrally connected to the differential drive gear 32, which is an output rotating member, and the second ring gear R2 is selectively connected to the counter driven gear CG2 via the third clutch C3. The second sun gear S3 is selectively connected to the counter driven gear CG2 via the second clutch C2 and selected to the case 12 via the first brake B1. Connected.

  Here, the arrangement of the components of the automatic transmission 132 in the drive device 130 will be described. The first to third clutches C1 to C3 are disposed between the second planetary gear unit 134 and the counter driven gear CG2, and the third clutch C3 is more than the first and second clutches C1 and C2. It is arranged on the counter driven gear CG2 side. The first brake B1 is disposed on the opposite side of the differential drive gear 32 from the third planetary gear device 136. In other words, the differential drive gear 32 is disposed between the first brake B1 and the third planetary gear device 136.

  The third sun gear S3 is a fourth rotating element RE4, the second ring gear R2 is a fifth rotating element RE5, and the second carrier CA2 and the third ring gear R3 that are integrally connected are a sixth rotating element RE6. Assuming that the second sun gear S2 and the third carrier CA3 coupled to the seventh rotational element RE7, the collinear diagram showing the speed change operation of the drive device 130 is the same as in the case of the first to seventh embodiments described above. It becomes.

  The driving device 130 of the present embodiment is also composed of a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 132 that functions as a stepped transmission unit or a second transmission unit. Further, since the automatic transmission 132 is mainly composed of the two planetary gear units 134 and 136, the same effect as that of the first embodiment can be obtained. Further, the power distribution mechanism 16 and the automatic transmission 132 are not arranged on the same axis, and the power distribution mechanism 16 and the automatic transmission 132 are disposed between the engine 8 and the counter gear pair CG. Since the second electric motor M2 is disposed on the first shaft center 14c, an effect that the axial dimension is shortened can be obtained as in the third embodiment.

  FIG. 20 is a skeleton diagram illustrating the configuration of the driving device 140 in the ninth embodiment of the present invention. The drive device 140 of this embodiment also includes the same power distribution mechanism 16, first motor M1, second motor M2, and counter gear pair CG as those of the third embodiment shown in FIG. The third embodiment differs from the third embodiment only in the configuration of the stepped automatic transmission 142 disposed on the second shaft center 32c.

  The automatic transmission 142 includes a single pinion type second planetary gear device 144 and a single pinion type third planetary gear device 146. The second planetary gear device 144 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.368”, for example. The third planetary gear unit 146 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.460”. The automatic transmission 142 includes first and second brakes B1 and B2 and first to third clutches C1 to C3 similar to the automatic transmission 112 of the seventh embodiment.

  The second sun gear S2 is selectively connected to the counter driven gear CG2 of the counter gear pair CG which is a transmission member via the second clutch C2, and is selectively connected to the case 12 via the first brake B1. The second carrier CA2 and the third ring gear R3 are integrally connected and selectively connected to the counter driven gear CG2 via the third clutch C3 and selectively connected to the case 12 via the second brake B2. The second ring gear R2 and the third carrier CA3 are integrally connected to the differential drive gear 32 as an output rotating member, and the third sun gear S3 is selected as the counter driven gear CG2 via the first clutch C1. Connected.

  The arrangement of the devices constituting the driving device 140 is the same as that of the third embodiment shown in FIG. That is, the power distribution mechanism 16 is disposed adjacent to the counter gear pair CG so as to be positioned between the engine 8 and the counter gear pair CG, and the second electric motor M2 includes the first planetary gear unit 24 and the counter gear pair CG. The automatic transmission 142 is disposed between the counter gear pair CG and the differential drive gear 32 (engine 8) so as to be positioned between the counter gear pair CG and adjacent to the counter gear pair CG. Positioned adjacent to the counter gear pair CG.

  The second sun gear S2 is the fourth rotating element RE4, and the second carrier CA2 and the third ring gear R3 that are integrally connected are the fifth rotating element RE5, and the second ring gear R2 and the third carrier that are integrally connected are the same. When CA3 is the sixth rotating element RE6 and the third sun gear S3 is the seventh rotating element RE7, the alignment chart showing the speed change operation of the driving device 140 is the same as in the first to eighth embodiments. It becomes.

  The driving device 140 of the present embodiment is also composed of a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 142 that functions as a stepped transmission unit or a second transmission unit. Further, since the automatic transmission 142 is mainly composed of the two planetary gear units 144 and 146, the same effect as that of the first embodiment can be obtained. Further, the power distribution mechanism 16 and the automatic transmission 142 are not disposed on the same axis, and the power distribution mechanism 16 and the automatic transmission 142 are disposed between the engine 8 and the counter gear pair CG. Since the second electric motor M2 is disposed on the first axis 14c, an effect that the axial dimension is shortened can be obtained as in the third embodiment.

  FIG. 21 is a skeleton diagram illustrating the configuration of the driving device 150 according to the tenth embodiment of the present invention. The drive device 150 of the present embodiment also includes the same power distribution mechanism 16, first motor M1, second motor M2, and counter gear pair CG as in the third embodiment shown in FIG. The third embodiment differs from the third embodiment only in the configuration of the stepped automatic transmission 152 disposed on the second axis 32c.

  The automatic transmission 152 includes a single pinion type second planetary gear unit 154 and a single pinion type third planetary gear unit 156. The second planetary gear device 154 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.460”, for example. The third planetary gear unit 156 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. The third ring gear R3 meshing with the third sun gear S3 is provided, and has a predetermined gear ratio ρ3 of about “0.585”, for example. The automatic transmission 152 includes first and second brakes B1 and B2 and first to third clutches C1 to C3 similar to the automatic transmission 112 of the seventh embodiment.

  Then, the second sun gear S2 and the third ring gear R3 are integrally connected and selectively connected to the counter driven gear CG2 of the counter gear pair CG which is a transmission member via the first clutch C1, and the second carrier CA2 The third carrier CA3 is integrally connected to the differential drive gear 32 that is an output rotating member, and the second ring gear R2 is selectively connected to the counter driven gear CG2 via the third clutch C3. 2 is selectively connected to the case 12 via the brake B2, and the third sun gear S3 is selectively connected to the counter driven gear CG2 via the first clutch C1 and selected to the case 12 via the first brake B1. Connected. Further, the arrangement of the constituent members of the automatic transmission 152 in the driving device 150 is the same as that in the ninth embodiment.

  The third sun gear S3 is a fourth rotating element RE4, the second ring gear R2 is a fifth rotating element RE5, and the integrally connected second carrier CA2 and third carrier CA3 are sixth rotating elements RE6. Assuming that the second sun gear S2 and the third ring gear R3 connected to the seventh rotational element RE7, the alignment chart showing the speed change operation of the drive device 150 is the same as in the first to ninth embodiments described above. It becomes.

  The driving device 150 of the present embodiment is also composed of a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 152 that functions as a stepped transmission unit or a second transmission unit. Further, since the automatic transmission 152 is mainly composed of the two planetary gear units 154 and 156, the same effect as that of the first embodiment can be obtained. Further, the power distribution mechanism 16 and the automatic transmission 152 are not arranged on the same axis, and the power distribution mechanism 16 and the automatic transmission 152 are provided between the engine 8 and the counter gear pair CG. Since the second electric motor M2 is disposed on the first shaft center 14c, an effect that the axial dimension is shortened can be obtained as in the third embodiment.

  FIG. 22 is a skeleton diagram illustrating the configuration of the driving device 160 in the eleventh embodiment of the present invention. The drive device 160 of the present embodiment also includes the same power distribution mechanism 16, first motor M1, second motor M2, and counter gear pair CG as those of the third embodiment shown in FIG. The connection relationship of M1, the second electric motor M2, and the counter drive gear CG1 of the counter gear pair CG to the power distribution mechanism 16 is the same as that in the third embodiment.

  A counter driven gear CG2 and a differential drive gear 32 are disposed on a second axial center 32c parallel to the first axial center 14c, and the second shaft is interposed between the counter driven gear CG2 and the differential drive gear 32. An automatic transmission 162 is disposed concentrically on the core 32c.

  The automatic transmission 162 is a single pinion type, for example, a second planetary gear device 164 having a predetermined gear ratio ρ2 of about “0.585”, and a single pinion type, for example, about “0.368”. A third planetary gear device 166 having a predetermined gear ratio ρ3 is provided. The automatic transmission 162 includes first and second brakes B1 and B2 and first and third clutches C1 and C3. Each of these two brakes B1, B2 and two clutches C1, C3 is a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator.

  In the automatic transmission 162, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the case 12 via the first brake B1, and the second carrier CA2 and the third ring gear R3. Are connected to a differential drive gear 32 that is an output rotating member, and the second ring gear R2 is selectively connected to a counter driven gear CG2 of a counter gear pair CG that is a transmission member via a first clutch C1. The third carrier CA3 is selectively connected to the counter driven gear CG2 via the third clutch C3 and is selectively connected to the case 12 via the second brake B2.

  FIG. 23 is an example of a collinear diagram illustrating the speed change operation of the drive device 160. In the collinear diagram of FIG. 23, the second sun gear S2 and the third sun gear S3 that are integrally connected are the fourth rotating element RE4, and the third carrier CA3 is the second rotating element RE5 that is integrally connected. The carrier CA2 and the third ring gear R3 are the sixth rotating element RE6, the second ring gear R2 is the seventh rotating element RE7, and the first sun gear S1 of the first planetary gear device 24 is the second rotating element RE2, One carrier CA1 is a first rotating element RE1, and the first ring gear R1 is a third rotating element RE3.

  Then, the first clutch is established by engaging the switching clutch C0, the first clutch C1, and the second brake B2, and the switching clutch C0, the first clutch C1, and the first brake B1 are engaged. The second gear is established, and the third clutch is established by engaging the switching clutch C0, the first clutch C1, and the third clutch C3. The fourth gear is established by engaging the third clutch C3 and the first brake B1, and the fifth speed is established by engaging the switching brake B0, the third clutch C3, and the first brake B1. A gear stage is established. Note that the gear ratios γ1 to γ5 of the first to fifth gears are the same as those in the above-described embodiment, for example.

  In the reverse gear stage, when the second electric motor M2 is reversely rotated with respect to the rotational direction of the engine 8, the third rotating element RE3 (first ring gear R1) is reversely rotated, and the first clutch C1 and the first clutch By engaging the third clutch C3, the rotation of the third rotation element RE3 is transmitted to the differential drive gear 32 as it is, and this is established. The gear ratio of the reverse gear can be controlled steplessly by controlling the rotational speed of the second electric motor M2. When the vehicle is traveling backward, the rotational speed of the first rotating element RE1 (first carrier CA1) is normally 0, that is, the engine is stopped, as indicated by the straight line L0R1, but the charge level is low. As shown by a straight line L0R2, the engine 8 is driven, and thereby the second electric motor M2 is driven by the electric power generated by the first electric motor M1.

  FIG. 24 shows an engagement table showing the relationship between the shift stage of the driving device 160 described above and the combination of engagements of the hydraulic friction engagement device. Note that, as shown in FIG. 24, when the neutral “N” state is set, for example, only the second clutch C2 is engaged.

  The driving device 160 according to the present embodiment also includes a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 162 that functions as a stepped transmission unit or a second transmission unit. Further, since the automatic transmission 162 is mainly composed of the two planetary gear devices 164 and 166, the same effect as that of the first embodiment can be obtained. Further, the power distribution mechanism 16 and the automatic transmission 162 are not disposed on the same axis, and the power distribution mechanism 16 and the automatic transmission 162 are disposed between the engine 8 and the counter gear pair CG. Since the second electric motor M2 is disposed on the first axis 14c, an effect that the axial dimension is shortened can be obtained as in the third embodiment. Further, since the second clutch C2 is omitted as compared with the first to tenth embodiments, the driving device 160 is further downsized and the axial dimension is further shortened.

  FIG. 25 is a skeleton diagram illustrating the configuration of the driving device 170 in the twelfth embodiment of the present invention. The present embodiment is mainly different from the above-described eleventh embodiment in that the power distribution mechanism 16 and the automatic transmission 162 are disposed on the same axis. That is, the driving device 170 of this embodiment is provided with a transmission member 18 instead of the counter gear pair CG, and the automatic transmission 162 is the same as the output shaft 22 between the transmission member 18 and the output shaft 22. The only difference from the eleventh embodiment is that it is arranged on the axis.

  Therefore, the driving device 170 of the present embodiment is also composed of the power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 162 that functions as a stepped transmission unit or a second transmission unit. In addition, since the automatic transmission 162 is mainly composed of the two planetary gear units 164 and 166, the same effect as that of the first embodiment can be obtained. Further, since the second clutch C2 is omitted as compared with the first to tenth embodiments, the driving device 170 is further downsized and the axial dimension is further shortened.

  FIG. 26 shows a seesaw type switch 44 as a shift state manual selection device for switching the shift state of the drive device 10 by manual operation. In the above-described embodiment, the automatic switching control operation of the shift state of the drive device 10 based on the change in the vehicle state has been described from the relationship diagram of FIG. 8 or FIG. 12, for example, when the seesaw type switch 44 is manually operated. The shift state of the drive device 10 may be manually switched. In other words, the switching control means 50 preferentially switches the drive device 10 between the continuously variable transmission state and the continuously variable transmission state in accordance with the selection operation of the switch 44 for the continuously variable transmission state or the stepped transmission state. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the fuel efficiency improvement effect, the user may select the drive device 10 by manual operation so that the continuously variable transmission state is obtained. If it is desired to improve the feeling due to the change in the engine rotation speed accompanying the speed change, the drive device 10 may be selected by manual operation so as to be in the stepped speed change state. Further, when the switch 44 is provided with a neutral position in which neither continuously variable speed traveling nor stepped speed variable traveling is selected, when the switch 44 is in the neutral position, that is, the speed change state desired by the user is determined. When it is not selected or when the desired shift state is automatic switching, an automatic switching control operation for the shift state of the drive device 10 may be executed.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the driving devices 10, 80, 90, 100, 110, 120, 130, 140, 150, 160, and 170 of the above-described embodiments, the power distribution mechanism 16 is switched between the differential state and the non-differential state. However, it can be switched between a continuously variable transmission state that functions as an electric continuously variable transmission and a stepped transmission state that functions as a stepped transmission. The switching is one mode of switching between the differential state and the non-differential state of the power distribution mechanism 16, for example, even if the power distribution mechanism 16 is in the differential state, the speed ratio of the power distribution mechanism 16 is not continuously changed. It may be changed to function as a stepped transmission.

  In the eleventh and twelfth embodiments described above, the reverse gear is established by engaging the first clutch C1 and the third clutch C3. However, the first clutch C1 and the first brake B1, Alternatively, the reverse gear may be established by engaging the first clutch C1 and the second brake B2.

  In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is the transmission member 18 or the counter gear pair CG. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, the transmission member 18, or the counter gear pair CG is a three-element CA1 of the first planetary gear unit 24. , S1 and R1 may be connected.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged with the rotation center of the input shaft 14 or the first shaft center 14c or the second shaft center 32c as the rotation center, and the first motor M1 is Although connected to the first sun gear S1 and the second electric motor M2 are connected to the transmission member 18 or the counter gear pair CG, it is not always necessary to be arranged in such a manner. The first electric motor M1 may be connected to the first sun gear S1, and the second electric motor M2 may be connected to the transmission member 18 or the counter gear pair CG.

  The power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, both the switching clutch C0 and the switching brake B0 are not necessarily provided, and only one of the switching clutch C0 and the switching brake B0 is provided. May be provided. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

  In addition, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 of the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18 or the counter gear pair CG, but may be connected to the output shaft 22 or the differential drive gear 32, or the automatic transmission 20, 92, 112, 122, 132, 142, 152, 162 may be connected to the rotating member. Even in such a case, a differential mechanism, that is, a power distribution mechanism 16 having three rotating elements RE1, RE2, and RE3, a first electric motor (generator) M1, and an engine (operatingly connected to the three rotating elements, respectively) The internal combustion engine) 8 and the second electric motor M2 constitute a hybrid drive device THS.

  In the above-described embodiment, the driving devices 10, 80, 90, 100, 110, 120, 130, 140, 150, 160, and 170 are driven by the torque of the first electric motor M1 or the second electric motor M2 in addition to the engine 8. 38 is a drive device for a hybrid vehicle that is driven, but a drive device that is not hybrid controlled such as electric motor running or regeneration, for example, the power distribution mechanism 16 functions only as a continuously variable transmission called an electric CVT. The present invention can be applied even to a drive device for a vehicle having such a configuration.

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and functions as a transmission of three or more stages in a constant speed state. It may be a thing.

  Further, instead of the counter gear pair CG as the transmission member in the above-described embodiment, for example, a sprocket disposed on the first shaft center 14c and a sprocket disposed on the second shaft center 32c are used as these sprockets. A set of transmission members may be configured by being operatively connected by a wound chain. Further, instead of sprockets and chains wound around these sprockets, for example, pulleys and belts may be used. In these cases, the relationship between the rotation direction of the engine 8 and the rotation direction of the drive wheels 38 is opposite to that when the counter gear pair CG is used, so that, for example, one counter shaft is added.

  In the above-described embodiment, the shift range is set by operating the shift lever 48 to the “M” position. However, the shift speed is set, that is, the highest speed shift speed of each shift range is set. It may be set as a gear position. In this case, according to the operation of the shift lever 48 to the upshift position “+” or the downshift position “−” in the “M” position, for example, in the drive device 10, the first speed gear stage to the fifth speed gear stage. The gear position is switched to any of the above and the gear shift is executed.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch.

  Further, in the above-described embodiment, the stepped transmission 20 disposed at the rear stage of the hybrid drive device THS may be a continuously variable transmission. In short, any automatic transmission having an increased gear ratio may be used.

  The above description is merely an embodiment of the present invention, and the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. FIG. 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure showing an example of the state of the power distribution mechanism when it switches to a continuously variable transmission state, Comprising: It is a figure equivalent to the power distribution mechanism part of the alignment chart of FIG. It is a figure showing the state of the power distribution mechanism 16 when it switches to the stepped transmission state by engagement of the switching clutch C0, Comprising: It is a figure equivalent to the power distribution mechanism part of the nomograph of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows the relationship memorize | stored beforehand used for switching control of a continuously variable control area | region and a stepped control area | region in the switching control means of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is a functional block diagram explaining the principal part of the control action of the electronic controller in 2nd Example of this invention, Comprising: It is a figure equivalent to FIG. It is a figure explaining the switching operation | movement of a switching control means in the electronic control apparatus of the Example of FIG. It is a flowchart explaining the principal part of the control action of the electronic control apparatus in the Example of FIG. It is a skeleton diagram explaining the composition of the hybrid vehicle drive device in the 3rd example of the present invention. It is a skeleton diagram explaining the structure of the drive device for hybrid vehicles in 4th Example of this invention. FIG. 10 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to a fifth embodiment of the present invention. It is a skeleton drawing explaining the composition of the hybrid vehicle drive device in the 6th example of the present invention. It is a skeleton diagram explaining the composition of the hybrid vehicle drive device in the 7th example of the present invention. It is a skeleton diagram explaining the structure of the drive device for hybrid vehicles in 8th Example of this invention. It is a skeleton drawing explaining the composition of the hybrid vehicle drive device in the 9th example of the present invention. It is a skeleton diagram explaining the structure of the drive device for hybrid vehicles in 10th Example of this invention. It is a skeleton drawing explaining the structure of the hybrid vehicle drive device in 11th Example of this invention. It is an example of a collinear diagram explaining the speed change operation of the drive unit of the eleventh embodiment. It is an engagement table | surface which shows the relationship between the gear stage of the drive device of 11th Example, and the combination of engagement of a hydraulic frictional engagement apparatus. It is a skeleton diagram explaining the structure of the drive device for hybrid vehicles in 12th Example of this invention. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

8: Engine (internal combustion engine)
10, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170: drive device 16: power distribution mechanism 18: transmission member (input shaft)
20, 92, 112, 122, 132, 142, 152, 162: Stepped automatic transmission 22: Output shaft (output rotating member)
M1: First motor (generator)
M2: Second electric motor (electric motor)
C0: Switching clutch (differential state switching device)
B0: Switching brake (Differential state switching device)
CG: Counter gear pair (transmission member)
THS: Hybrid drive unit

Claims (20)

A differential mechanism having three rotating elements, a generator operatively coupled to each of the three rotating elements, an internal combustion engine, and a hybrid drive apparatus including an electric motor;
An automatic transmission that shifts the rotation of the input shaft connected to the rotation element for outputting power from the differential mechanism among the three rotation elements and transmits the rotation to the output shaft. And
The stepped automatic transmission has a gear ratio for decelerating and rotating the output shaft with respect to the input shaft and a gear ratio for increasing and rotating the output shaft. The automatic transmission is a stepped automatic transmission that is composed of a planetary gear train and selectively establishes a plurality of shift stages,
2. The vehicle drive device according to claim 1, wherein the input shaft is selectively connected to a rotating element of the planetary gear train. A differential mechanism having three rotating elements, a generator operatively coupled to each of the three rotating elements, an internal combustion engine, and a hybrid drive apparatus including an electric motor;
An automatic transmission that shifts the rotation of the input shaft operatively connected to the rotation element for outputting power from the differential mechanism among the three rotation elements and transmits the rotation to the output shaft. Because
The automatic transmission is composed of a planetary gear train, and a stepped automatic transmission that selectively establishes a plurality of shift stages,
The vehicle drive apparatus according to claim 1, wherein the input shaft is selectively connected to a rotating element of the planetary gear train. The automatic transmission includes a plurality of input clutches that are selectively coupled to the input shaft, and a plurality of shift stages are established by switching the engagement / release states of the plurality of input clutches. The vehicle drive device according to claim 2 or 3, wherein In the differential mechanism, three elements are constituted by a sun gear, a carrier, and a ring gear, and the three elements are arranged from one end to the other end on a collinear diagram in which the rotational speed of the three elements can be expressed on a straight line. When the second element, the first element, and the third element are sequentially arranged, the first element is connected to the engine, the second element is connected to the electric motor, and the third element is the input shaft. 5. The vehicle drive device according to claim 1, further comprising a first planetary gear device connected to the vehicle. The differential mechanism further includes a differential state switching device that selectively switches between a differential state in which the first planetary gear device can be operated as an electric continuously variable transmission and a locked state in which the first planetary gear device is inoperative. The vehicle drive device according to claim 5, wherein the vehicle drive device is provided. 7. The vehicle drive according to claim 6, wherein the differential state switching device includes a brake that causes the second element to be non-rotating, and the differential mechanism is set to a speed increasing speed ratio by the operation of the brake. apparatus. The differential mechanism is disposed on a first axis;
8. The vehicle drive device according to claim 1, wherein the automatic transmission is disposed on the second axis parallel to the first axis. The vehicle drive device according to claim 8, further comprising a final reduction gear disposed on a third axis parallel to the first axis and the second axis. The dynamic differential mechanism and the automatic transmission are operatively connected to each other via a counter gear pair which is disposed on the first axis and the second axis and meshes with each other. The vehicle drive device according to claim 8, wherein the vehicle drive device is connected. The vehicle drive device according to claim 10, wherein the counter drive gear and the counter driven gear are arranged on a side opposite to the internal combustion engine. The automatic transmission includes a second planetary gear device and a third planetary gear device, and the sun gear, the carrier, and a part of the ring gear of the second planetary gear device and the third planetary gear device are connected to each other to form 4. 4 elements and 5th element are arranged in order from one end to the other end on a collinear diagram in which one element is configured and the rotation speed of the four elements can be expressed on a straight line. , The sixth element, and the seventh element, the fourth element is selectively connected to the transmission member via the second clutch and is selectively connected to the non-rotating member via the first brake. The fifth element is selectively connected to the transmission member via a third clutch and is selectively connected to a non-rotating member via a second brake, and the sixth element is an output of the automatic transmission. Connected to rotating member It is, said seventh element is selectively coupled to the transmission member via the first clutch,
By engaging the first clutch and the second brake, a first gear stage having the largest gear ratio is formed,
By engaging the first clutch and the first brake, a second shift stage having a smaller gear ratio than the first shift stage is formed,
When the first clutch and the third clutch are engaged, a third gear stage having a gear ratio smaller than that of the second gear stage is formed.
The vehicle drive device according to claim 5, wherein a fourth gear stage having a gear ratio smaller than that of the third gear stage is formed by engaging the third clutch and the first brake. The automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a double pinion type second gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the second sun gear, the fifth element is the second carrier and the third carrier, the six elements are the second ring gear and the third ring gear, and the seventh element is The vehicle drive device according to claim 12, wherein the third sun gear is the third sun gear. The automatic transmission includes a double pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a single pinion type second planetary gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the second carrier and the third sun gear, the fifth element is the second ring gear and the third carrier, the six element is the third ring gear, and the seventh element is the The vehicle drive device according to claim 12, wherein the vehicle drive device is a second sun gear. The automatic transmission includes a double pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a single pinion type second planetary gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the second sun gear and the third sun gear, the fifth element is the second ring gear, the six element is the third carrier, the seventh element is the second carrier and the The vehicle drive device according to claim 12, wherein the vehicle drive device is a third ring gear. The automatic transmission includes a double pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a single pinion type second planetary gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the second sun gear, the fifth element is the second ring gear and the third ring gear, the six element is the third carrier, the seventh element is the second carrier and The vehicle drive device according to claim 12, wherein the third sun gear is the third sun gear. The automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a double pinion type second gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the three sun gear, the fifth element is the second ring gear, the six elements are the second carrier and the third ring gear, and the seventh element is the second sun gear and the 13. The vehicle drive device according to claim 12, wherein the vehicle drive device is a third carrier. The automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a single pinion type second gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the second sun gear, the fifth element is the second carrier and the third ring gear, the six elements are the second ring gear and the third carrier, and the seventh element is The vehicle drive device according to claim 12, wherein the third sun gear is the third sun gear. The automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a single pinion type second gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the three sun gear, the fifth element is the second ring gear, the six elements are the second carrier and the third carrier, and the seventh element is the second sun gear and the The vehicle drive device according to claim 12, wherein the vehicle drive device is a third ring gear. The automatic transmission includes a single pinion type second planetary gear device including a second sun gear, a second carrier, and a second ring gear, and a single pinion type second gear device including a third sun gear, a third carrier, and a third ring gear. 3 planetary gear units,
The fourth element is the second sun gear and the third sun gear, the fifth element is the third carrier, the six elements are the second carrier and the third ring gear, and the seventh element is The vehicle drive device according to claim 12, which is the second ring gear.

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