JP2006347268A - Driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device for a vehicle provided with a distribution type hybrid system, capable of improving the fuel economy of the vehicle as much as possible while reducing the size. <P>SOLUTION: This driving device comprises a stepped transmission part 20 attaining a plurality of power transmission paths between an engine 8 and a drive wheel 38 according to the combination of engagement and disengagement of a plurality of engagement elements, in which a first gear ratio for transmitting output of the engine 8 to the drive wheel 38 through a transmitting member 18 and a second gear ratio for transmitting output of the engine 8 to the drive wheel 38 while bypassing the transmitting member 18 are attained according to the combination of engagement and disengagement of the plurality of engagement elements. Therefore, the gear ratio through the transmitting member 18 and the gear ratio through bypass can be selectively attained, and both the fuel consumption improving effect of a transmission in which the gear ratio is electrically changed and the advantage of a stepped transmission mechanically transmitting power can be provided without adding any special device. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle drive device including a distributed hybrid system, and more particularly to a technique for reducing the size of the device and improving the fuel efficiency of the vehicle.

  A distribution type hybrid system comprising a differential unit that distributes engine output to a first motor and an output shaft, and a second motor provided in a power transmission path between the output shaft of the differential unit and a drive wheel. A vehicle drive device provided has been proposed. For example, this is the hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential unit is constituted by, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action of the differential unit. In addition, the remaining power from the engine is electrically transmitted through the electric path from the first electric motor to the second electric motor, thereby functioning as an electric continuously variable transmission in which the gear ratio is continuously changed. And the vehicle can be controlled to run while maintaining the engine in an optimum operating state.

JP 2003-301731 A

  By the way, a continuously variable transmission is generally known as a device that improves the fuel consumption of a vehicle, while a gear transmission such as a stepped automatic transmission is known as a device that is excellent in power transmission efficiency. Yes. However, a power transmission device having these advantages has not been developed yet. For example, in the hybrid vehicle driving apparatus described in Patent Document 1, a transmission path for transmitting a part of the driving force of the vehicle as electric energy, that is, an electric path of electric energy from the first electric motor to the second electric motor. Therefore, it is necessary to increase the size of the first electric motor as the engine output increases, and the second electric motor driven by the electric energy output from the first electric motor must also be increased in size. As a result, there is a problem that the entire drive device is enlarged. In addition, since a part of the output from the engine is once converted into electric energy and transmitted to the drive wheels, the fuel consumption may be deteriorated depending on the traveling state of the vehicle such as high-speed traveling. There is a similar problem when the differential unit functions as a continuously variable transmission called an electric CVT, which is a transmission that electrically changes the gear ratio.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is for a vehicle equipped with a distributed hybrid system that can be miniaturized and improve the fuel consumption of the vehicle as much as possible. It is to provide a driving device.

  In order to achieve such an object, the gist of the first aspect of the present invention is to provide a differential unit that distributes engine output to the first electric motor and the transmission member, and a second electric motor connected to the transmission member. A vehicle drive device comprising: a stepped transmission that achieves a plurality of power transmission paths between the engine and the drive wheels in accordance with a combination of engagement and release of a plurality of engagement elements; A first transmission ratio that transmits the output of the engine to the drive wheels via the transmission member, and a second transmission ratio that transmits the output of the engine to the drive wheels without passing through the transmission member. It is achieved according to a combination of engagement and release of the plurality of engagement elements.

  In order to achieve the above object, the gist of the second invention is that a differential unit that distributes engine output to the first motor and the transmission member, and a second motor connected to the transmission member, And a stepped transmission that achieves a plurality of power transmission paths between the engine and the drive wheels in accordance with a combination of engagement and release of a plurality of engagement elements. A first power transmission path for transmitting the output of the engine to the drive wheel via the transmission member, and a second power transmission for transmitting the output of the engine to the drive wheel without passing the transmission member. The path is achieved according to a combination of engagement and release of the plurality of engagement elements.

  As described above, according to the first aspect of the invention, the stepped transmission that achieves a plurality of power transmission paths between the engine and the drive wheels according to a combination of engagement and release of the plurality of engagement elements is provided. A first transmission gear ratio for transmitting the engine output to the drive wheel via the transmission member; and a second transmission ratio for transmitting the engine output to the drive wheel without bypassing the transmission member (bypass). Since the speed ratio is achieved according to the combination of engagement and release of the plurality of engagement elements, the combination of engagement and release of the engagement elements provided in the stepped transmission The transmission gear ratio through the transmission member and the bypass transmission gear ratio can be selectively achieved, and the fuel efficiency improvement effect of the transmission in which the transmission gear ratio is electrically changed and the mechanical transmission of power A wheel drive that combines the advantages of a stepped transmission It can be achieved without adding any special equipment the apparatus. That is, it is possible to provide a vehicle drive device including a distributed hybrid system that can be downsized and improve the fuel efficiency of the vehicle as much as possible.

  Here, in the first invention, preferably, the first gear ratio is achieved according to a first combination of engagement and release of the plurality of engagement elements, and the first motor, second The output of the engine is transmitted to the drive wheel via an electric continuously variable transmission including an electric motor and a differential section, and the second speed ratio is obtained by engaging the plurality of engagement elements. And the second combination of disengagement, and the output of the engine is transmitted to the drive wheels without going through the electric continuously variable transmission. According to this configuration, a speed ratio through the electric continuously variable transmission and a speed ratio by bypass are selected by a combination of engagement and release of the engagement elements provided in the stepped transmission. A practical drive unit that has the advantages of both continuously improving the fuel efficiency of a continuously variable transmission that can be changed electrically and the stepped transmission that mechanically transmits power. Can be realized in various ways.

  Preferably, the first gear ratio is larger than the second gear ratio. In this way, for example, in the normal output range of the engine where the vehicle is running at low to medium speed and low to medium output, the electric continuously variable transmission is operated to ensure the fuel efficiency of the vehicle. However, since the electric continuously variable transmission is deactivated at high speeds and the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path, the electric continuously variable transmission is Since the conversion loss between the motive power and the electric energy generated when performing power transmission via the power is suppressed, fuel efficiency is improved.

  Preferably, the stepped transmission is switched to a plurality of gear stages such that a gear ratio is sequentially reduced according to a vehicle speed by a combination of engagement and release of the plurality of engagement elements. Of the plurality of gear stages, the engine output is transmitted at the first gear ratio at the low speed gear stage, and the engine output is transmitted at the second gear stage among the plurality of gear stages by the second gear ratio. It is transmitted at a gear ratio. In this way, in the normal output range of the engine where the vehicle is running at low to medium speed and low to medium output, the electric continuously variable transmission is operated to ensure fuel efficiency of the vehicle. In high-speed driving, the electric continuously variable transmission is deactivated, and the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path. Since the conversion loss between the motive power and the electric energy generated when performing the power transmission is suppressed, the fuel consumption is improved.

  Preferably, the differential unit includes three elements including a sun gear, a carrier, and a ring gear, and each of the three elements can be represented on a collinear diagram that can represent the rotational speed on a straight line. When an element is a second element, a first element, and a third element in order from one end to the other end, the first element is connected to the engine, and the second element is connected to the first electric motor. The third element includes a first planetary gear device connected to the transmission member, and the stepped transmission includes a second planetary gear device and a third planetary gear device, and the second planetary gear device. The sun gear, carrier, and part of the ring gear of the gear device and the third planetary gear device are connected to each other to constitute four elements, and the rotational speed of each of the four elements is represented on a straight line. When the four elements are arranged in order from one end to the other end in the collinear diagram, the fourth element is the fifth element, the sixth element, and the seventh element. The fourth element is the second clutch. And is selectively connected to the non-rotating member via a first brake, and the fifth element is selectively connected to the engine via a third clutch. It is selectively connected to the non-rotating member via the second brake, the sixth element is connected to the output rotating member of the stepped transmission, and the seventh element is selected to the transmission member via the first clutch. A plurality of shift stages are selectively established by a combination of engagement operations of the first clutch, the second clutch, the third clutch, the first brake, and the second brake. It is. According to this configuration, power transmission through the electric continuously variable transmission and power transmission by bypass according to a combination of engagement and release of the engagement elements provided in the stepped transmission. Can be realized selectively.

  Preferably, the first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, and the first element is a first carrier, The second element is a first sun gear, the third element is a first ring gear, and the second planetary gear device is a double pinion type planetary gear including a second sun gear, a second carrier, and a second ring gear. The third planetary gear device is a single pinion type planetary gear device comprising a third sun gear, a third carrier, and a third ring gear, wherein the fourth element is the third sun gear, The fifth element is the second carrier and the third carrier connected to each other, the sixth element is the second ring gear and the third ring gear connected to each other, and the seventh element Element is the second sun gear. According to this configuration, power transmission via the electric continuously variable transmission and power transmission bypassed according to the combination of engagement and release of the engagement elements provided in the stepped transmission. Can be realized selectively.

  Further, according to the second aspect of the invention, it is provided with a stepped transmission that achieves a plurality of power transmission paths between the engine and the drive wheels according to a combination of engagement and release of a plurality of engagement elements, A first power transmission path for transmitting engine output to the drive wheels via the transmission member; and a second power transmission path for transmitting engine output to the drive wheels without passing through the transmission member; Is achieved in accordance with a combination of engagement and release of the plurality of engagement elements, and thus a combination of engagement and release of the engagement elements provided in the stepped transmission Thus, the power transmission path through the transmission member and the bypass power transmission path can be selectively achieved, and the fuel efficiency improvement effect of the transmission in which the gear ratio is electrically changed and the mechanical power A stepped transmission that transmits Can be achieved without adding any special device driver system has both an advantage. That is, it is possible to provide a vehicle drive device including a distributed hybrid system that can be downsized and improve the fuel efficiency of the vehicle as much as possible.

  In the second invention, preferably, the first power transmission path is achieved according to a first combination of engagement and release of the plurality of engagement elements, and the first motor and second The output of the engine is transmitted to the drive wheels via an electric continuously variable transmission including an electric motor and a differential unit, and the second power transmission path is a mechanism for engaging the plurality of engagement elements. This is achieved according to a second combination of engagement and release, and the output of the engine is transmitted to the drive wheels without going through the electric continuously variable transmission. If it does in this way, the power transmission path via the electric continuously variable transmission and the power transmission path bypassed by the combination of engagement and release of the engagement element provided in the stepped transmission A drive device that has the advantages of both a fuel efficiency improvement effect of a continuously variable transmission in which the gear ratio can be changed electrically and a stepped transmission that mechanically transmits power. It can be realized in a practical manner.

  Preferably, the speed ratio achieved by the first power transmission path is larger than the speed ratio achieved by the second power transmission path. In this way, for example, in the normal output range of the engine where the vehicle is running at low to medium speed and low to medium output, the electric continuously variable transmission is operated to ensure the fuel efficiency of the vehicle. However, since the electric continuously variable transmission is deactivated at high speeds and the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path, the electric continuously variable transmission is Since the conversion loss between the motive power and the electric energy generated when performing power transmission via the power is suppressed, fuel efficiency is improved.

  Preferably, the stepped transmission is switched to a plurality of gear stages such that a gear ratio is sequentially reduced according to a vehicle speed by a combination of engagement and release of the plurality of engagement elements. Of the plurality of gear stages, the first power transmission path is achieved at the low-speed side gear stage, and among the plurality of gear stages, the second power transmission path is achieved at the high-speed side gear stage. is there. In this way, in the normal output range of the engine where the vehicle is running at low to medium speed and low to medium output, the electric continuously variable transmission is operated to ensure fuel efficiency of the vehicle. In high-speed driving, the electric continuously variable transmission is deactivated, and the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path. Since the conversion loss between the motive power and the electric energy generated when performing the power transmission is suppressed, the fuel consumption is improved.

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

  FIG. 1 is a skeleton diagram illustrating a configuration of a speed change mechanism 10 that constitutes a part of a drive device for a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the speed change mechanism 10 serves as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotation member attached to a vehicle body. An input shaft 14, a continuously variable transmission 16 that functions as an electrical continuously variable transmission connected in series to the input shaft 14 directly or via a pulsation absorbing damper (vibration damping device) (not shown); In a power transmission path between the input shaft 14 and the drive wheel 38, the power transmission path is connected in series or directly to the input shaft 14 via a transmission member (transmission shaft) 18 as an output rotation member of the continuously variable transmission 16. A stepped transmission unit 20 that functions as a stepped automatic transmission and an output shaft 22 as an output rotation member connected to the stepped transmission unit 20 are provided. The speed change mechanism 10 is preferably used for, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling connected to each other, it is provided between an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of drive wheels 38, and power from the engine 8 is transmitted to a power transmission path. Is transmitted to a pair of drive wheels 38 through a differential gear device (final reduction gear device) 36 and a pair of axles which constitute a part of the wheel (see FIG. 7).

  As described above, in the transmission mechanism 10 of the present embodiment, the engine 8 and the continuously variable transmission unit 16 are directly connected. This direct connection means that the connection is made without using a fluid transmission such as a torque converter or a fluid coupling. For example, the connection through the pulsation absorbing damper is included in this direct connection. Since the transmission mechanism 10 is configured symmetrically with respect to its axis, the lower side is not shown in the skeleton diagram of FIG. The same applies to the drawings used in the following description.

  The continuously variable transmission unit 16 is integrated with the first motor M1, the differential unit 24 serving as a power distribution mechanism that distributes the output of the engine 8 to the first motor M1 and the transmission member 18, and the transmission member 18. And a second electric motor M2 provided so as to rotate in the direction. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators also having a power generation function, but the first electric motor M1 has at least a generator (generator) function for generating a reaction force, The second electric motor M2 has at least a motor (electric motor) function for generating a driving force as a driving force source for traveling.

  The differential section 24 mainly includes a single pinion type first planetary gear device 26 having a predetermined gear ratio ρ0 of about “0.300”, for example. The first planetary gear unit 26 includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so as to rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0. ). When the number of teeth of the sun gear S0 is ZS0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the differential section 24, the carrier CA0 is connected to the input shaft 14, that is, the engine 8, the sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the transmission member 18. In the differential portion 24, the sun gear S0, the carrier CA0, and the ring gear R0, which are the three elements of the first planetary gear device 26, are capable of rotating relative to each other, so that a differential action is possible. The output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and electric energy generated from the first electric motor M1 is stored by a part of the distributed output of the engine 8, Since the second electric motor M2 is rotationally driven by electric energy, a so-called continuously variable transmission state (electric CVT state) is established, and the transmission member 18 continuously rotates regardless of the rotational speed of the engine 8. Can be changed. That is, when the differential unit 24 is set to the differential state, the continuously variable transmission unit 16 is also set to the differential state, and the continuously variable transmission unit 16 has a speed ratio ν0 (rotational speed / transmission member of the input shaft 14). 18 is a continuously variable transmission state that functions as an electrical continuously variable transmission in which the rotation speed is continuously changed from the minimum value ν0min to the maximum value ν0max.

  The transmission member 18 is selectively connected to the stepped transmission unit 20 via a first clutch C <b> 1 that forms part of the stepped transmission unit 20. When the first clutch C1 is engaged, the output of the engine 8 is transmitted to the stepped transmission unit 20 via the continuously variable transmission unit 16, and the transmission ratio of the transmission mechanism 10 as a whole is increased. A continuously variable transmission state that can be continuously changed is set. Further, when the first clutch C1 is released, the rotation of the transmission member 18 is not input to the stepped transmission unit 20. In this case, the output of the engine 8 is directly input to the stepped transmission unit 20 by engaging the third clutch C3 and the like forming a part of the stepped transmission unit 20, and the stepped transmission is performed. A state in which stepwise shifting is performed by the transmission unit 20 is set, and a stepped shifting state in which the speed ratio of the entire transmission mechanism 10 is changed stepwise is set. That is, the speed change mechanism 10 of the present embodiment includes a first state in which the output of the engine 8 is transmitted to the drive wheels 38 via the continuously variable transmission 16, that is, a continuously variable transmission, and the continuously variable transmission 16. The second state, that is, the stepped transmission state that is transmitted (not bypassed) to the drive wheel 38 is achieved according to the combination of engagement and release of the plurality of engagement elements constituting the stepped transmission unit 20. To do. Therefore, a special configuration such as a differential state switching device is not required as a mechanism for switching between differential and non-differential of the differential section 24, and the entire device can be miniaturized as much as possible.

  The stepped transmission unit 20 includes a double pinion type second planetary gear device 28 and a single pinion type first planetary gear device 30, and functions as a stepped automatic transmission. The second planetary gear unit 28 includes a sun gear S1, planetary gears P1 and P2 meshing with each other, a carrier CA1 that supports the planetary gears P1 and P2 so as to rotate and revolve, and the sun gear S1 via the planetary gears P1 and P2. The meshing ring gear R1 is provided as an element (rotating element), and has a predetermined gear ratio ρ1 of about “0.315”, for example. In addition, the third planetary gear unit 30 includes a sun gear S2, a planetary gear P2 composed of the same members as the planetary gear P2 of the second planetary gear unit 28, and a carrier that supports the planetary gear P2 so that it can rotate and revolve. A ring gear R2 that meshes with the sun gear S2 via CA2 and the planetary gear P2 is provided as an element (rotating element), and has a predetermined gear ratio ρ2 of about “0.368”, for example. When the number of teeth of the sun gear S1 is ZS1 and the number of teeth of the ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1, the number of teeth of the sun gear S2 is ZS2, and the number of teeth of the ring gear R2 is ZR2. Then, the gear ratio ρ2 is ZS2 / ZR2. Further, the ring gear R2 in the third planetary gear device 30 is shared with the ring gear R1 in the second planetary gear device 28, and the carrier CA2 in the third planetary gear device 30 is shared with the carrier CA1 in the second planetary gear device 28. Has been. That is, in the second planetary gear device 28 and the third planetary gear device 30, the carriers CA1 and CA2 are constituted by a common member, and the ring gears R1 and R2 are constituted by a common member, and The pinion gear of the second planetary gear device 28 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 30.

  In the stepped transmission unit 20, the sun gear S1 of the second planetary gear unit 28 is selectively connected to the transmission member 18 via the first clutch C1 and is a non-rotating member via the first brake B1. The case 12 is selectively connected. The sun gear S2 of the third planetary gear device 30 is selectively connected to the input shaft 14 via the second clutch C2. A carrier CA1 (CA2) common to the second planetary gear device 28 and the third planetary gear device 30 is selectively connected to the input shaft 14 via a third clutch C3 and via a second brake B2. Thus, it is selectively connected to the case 12 which is a non-rotating member.

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 are hydraulic friction members as engagement elements that are often used in conventional automatic transmissions for vehicles. 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 is a hydraulic actuator This is for selectively connecting (inhibiting relative rotation) the members on both sides, which are constituted by a band brake or the like that is tightened by the screw.

  In the speed change mechanism 10 configured as described above, as described above, the first state in which the output of the engine 8 is transmitted to the drive wheels 38 via the transmission member 18, and the output of the engine 8 is transmitted. The second state of transmitting to the drive wheel 38 without bypassing the member 18 (bypass) is achieved according to a combination of engagement and release of the plurality of engagement elements constituting the stepped transmission unit 20. It is like that. Specifically, when the first clutch C1 is engaged and the second clutch C2 and the third clutch C3 are released, the first state, that is, the continuously variable transmission state is set, and the first clutch is When the third clutch is engaged while being released, the second state, that is, the stepped speed change state is set. In other words, the transmission mechanism 10 is in a continuously variable transmission state by releasing the second clutch C2 and the third clutch C3 while the first clutch C1 is engaged, and the first clutch C1 is released. And the third clutch C3 is engaged to switch to the stepped shift state. Therefore, it can be said that the first clutch C1, the second clutch C2, and the third clutch C3 are shift state switching devices that switch the transmission mechanism 10 to either a continuously variable transmission state or a stepped transmission state.

  FIG. 2 is an engagement operation table for explaining the relationship between the gear stage achieved by the stepped transmission unit 20 and the operation combination of the hydraulic friction engagement device. As shown in the engagement operation table of FIG. 2, the first shift stage in which the speed ratio ν1 is about “3.174” is established by the engagement of the first clutch C1 and the second brake B2. As a result of the engagement of the first clutch C1 and the first brake B1, a second gear stage having a gear ratio ν2 of, for example, about “1.585” smaller than the first gear stage is established, and the second clutch C2 and As a result of engagement of the third clutch C3, a third shift speed having a gear ratio ν3 smaller than the second shift speed, for example, about “1.000” is established, and the engagement of the third clutch C3 and the first brake B1 is established. As a result, the fourth shift speed in which the gear ratio ν4 is smaller than the third shift speed, for example, about “0.731” is established. Here, at the first gear and the second gear, the first clutch C1 is engaged and the second clutch C2 and the third clutch C3 are released. The first state of transmission to the drive wheels 38 via the transmission member 18 is set, and the front transmission, that is, the continuously variable transmission unit 16 is operated to set the transmission mechanism 10 as a whole to the continuously variable transmission state. In the third and fourth shift speeds, the first clutch C1 is disengaged and the third clutch C3 is engaged. Therefore, the output of the engine 8 is transmitted via the transmission member 18. The second state of transmission (bypass) and transmission to the drive wheels 38 is set, and the front transmission, that is, the continuously variable transmission 16 is deactivated, and the transmission mechanism 10 as a whole is set to a stepped transmission state. Further, a reverse shift stage in which the gear ratio is continuously changed is established by the engagement of the first clutch C1 and the second brake B2. Note that when the neutral "N" state is set, for example, only the second brake B2 is engaged.

  Thus, the speed change mechanism 10 transmits the output of the engine 8 to the drive wheels 38 via the transmission member 18, that is, the first speed change stage and the second speed change stage, and the engine 8. The second speed ratio, that is, the third speed and the fourth speed, which are transmitted to the drive wheels 38 without bypassing the transmission member 18 (bypass), are engaged and released by the plurality of engagement elements. Achieve according to the combination. Further, the stepped transmission 10 has a plurality of gear stages in which a gear ratio is sequentially reduced according to a vehicle speed by a combination of engagement and release of the plurality of engagement elements. The output of the engine 8 is transmitted at the first gear ratio in the first gear and the second gear, which are the lower gears among the plurality of gears. Of the plurality of gear stages, the output of the engine 8 is transmitted at the second speed ratio at the third gear stage and the fourth gear stage, which are the high-speed gear stages.

FIG. 3 is a diagram showing a linear relationship between the relative rotational speeds of the rotary elements having different connection states for each of the shift stages in the transmission mechanism 10 including the continuously variable transmission section 16 and the stepped transmission section 20. A diagram is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate system composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 26, 28, 30 and a vertical axis indicating the relative rotational speed. horizontal line X1 of the lower side indicates the rotational speed zero out of its upper horizontal line X2 indicates the rotating speed N _E of the engine 8 which is output from the rotational speed of "1.0", that is the input shaft 14, the top A horizontal line X3 indicates the rotational speed of the transmission member 18.

  The three vertical lines Y1, Y2, Y3 corresponding to the three elements of the differential unit 24 constituting the continuously variable transmission unit 16 correspond to the second element (second rotating element) RE2 in order from the left side. The relative rotational speed of the sun gear S0 of the first planetary gear device 24, the relative rotational speed of the carrier CA0 of the first planetary gear device 24 corresponding to the first element (first rotational element) RE1, and the third element (third rotational speed). 2 represents the relative rotational speed of the ring gear R0 of the first planetary gear device 24 corresponding to the element), and the distance between them is determined according to the gear ratio ρ0 of the first planetary gear device 24. Further, the four vertical lines Y4, Y5, Y6, Y7 of the stepped transmission unit 20 indicate the sun gear S2 of the third planetary gear device 30 corresponding to the fourth element (fourth rotation element) RE4 in order from the left side. Relative rotation speed, relative rotation speed of the carrier CA1 of the second planetary gear device 28 and the carrier CA2 of the third planetary gear device 30 corresponding to the fifth element (fifth rotation element) RE5, sixth element (Sixth Rotating Element) Relative rotational speeds of the ring gear R1 of the second planetary gear device 28 and the ring gear R2 of the third planetary gear device 30 corresponding to RE6, and a seventh element (seventh rotating element) RE7 2 represents the relative rotational speed of the sun gear S1 of the second planetary gear device 28 corresponding to the gear ratio ρ1 of the second planetary gear device 28 and the third planetary gear device 30. It is determined respectively in accordance with ya ratio [rho] 2.

  If expressed using the nomogram of FIG. 3, the speed change mechanism 10 of the present embodiment is such that the first element RE <b> 1 (carrier CA <b> 0) is connected to the input shaft 14, i. The second element RE2 (sun gear S0) is connected to the first electric motor M1, the third element RE3 (ring gear R0) is connected to the second electric motor M2 and the transmission member 18, and the input shaft 14 Is transmitted (inputted) to the stepped transmission 20 via the transmission member 18. Here, the relative relationship between the rotational speeds of the sun gear S0 and the ring gear R0 of the first planetary gear unit 24 is indicated by an oblique line L0 passing through the intersection of the vertical line Y2 and the horizontal line X2. Further, the intersection of the straight line L0 and the vertical line Y3 indicates the rotational speed of the ring gear R0 of the first planetary gear unit 24, that is, the rotational speed of the transmission member 18 that is the input rotational speed to the stepped transmission unit 20. .

  Further, in the stepped transmission unit 20, the fourth element RE4 (sun gear S2) is selectively connected to the input shaft 14 via the second clutch C2 and is not rotated via the first brake B1. The fifth element RE5 (carriers CA1 and CA2) is selectively connected to the input shaft 14 via the third clutch C3 and the second brake B2 is selectively connected to the case 12 as a member. The sixth element RE6 (ring gears R1 and R2) is integrally connected to the output shaft 22 that is an output rotating member, and is selectively connected to the case 12 that is a non-rotating member through the seventh element. RE7 (sun gear S1) is configured to be selectively connected to the transmission member 18 via the first clutch C1.

  Here, when the first clutch C1 and the second brake B2 are engaged together, the intersection of the vertical line Y5 indicating the rotational speed of the fifth element RE5 and the horizontal line X1 indicating zero rotational speed and the seventh An oblique straight line L1 passing through an intersection of a vertical line Y7 indicating the rotational speed of the element RE7 and a horizontal line X3 indicating the rotational speed of the transmission member 18, and the sixth element RE6 integrally connected to the output shaft 22 The rotational speed of the output shaft 22 at the first gear position (1st) is indicated by the intersection with the vertical line Y6 indicating the rotational speed.

  Further, when the first clutch C1 and the first brake B1 are engaged together, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X1 indicating the rotational speed zero and the seventh element The oblique line L2 passing through the intersection of the vertical line Y7 indicating the rotational speed of RE7 and the horizontal line X3 indicating the rotational speed of the transmission member 18, and the rotation of the sixth element RE6 integrally connected to the output shaft 22 The rotational speed of the output shaft 22 at the second speed (2nd) is indicated by the intersection with the vertical line Y6 indicating the speed.

  Further, by engaging both the second clutch C2 and the third clutch C3, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X2 indicating the rotational speed of the input shaft 14 and the above-mentioned The horizontal straight line L3 (horizontal line X2) passing through the intersection of the vertical line Y5 indicating the rotational speed of the fifth element RE5 and the horizontal line X2 indicating the rotational speed of the input shaft 14 and the output shaft 22 are integrally connected. The rotational speed of the output shaft 22 at the third speed (3rd) is indicated by the intersection with the vertical line Y6 indicating the rotational speed of the sixth element RE6.

  Further, when the third clutch C3 and the first brake B1 are engaged together, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X1 indicating the rotational speed zero and the fifth element An oblique straight line L4 passing through the intersection of a vertical line Y5 indicating the rotational speed of RE5 and a horizontal line X2 indicating the rotational speed of the input shaft 14, and a rotational speed of the sixth element RE6 integrally connected to the output shaft 22 The rotational speed of the output shaft 22 at the fourth speed (4th) is indicated by the intersection with the vertical line Y6.

  Further, when the first clutch C1 and the second brake B2 are engaged together, the intersection of the vertical line Y5 indicating the rotational speed of the fifth element RE5 and the horizontal line X1 indicating zero rotational speed and the seventh element An oblique straight line LR passing through an intersection of a vertical line Y7 indicating the rotational speed of RE7 and a horizontal line X3 indicating the rotational speed of the transmission member 18, and the rotation of the sixth element RE6 integrally connected to the output shaft 22 The rotational speed of the output shaft 22 at the reverse speed (Rev) is indicated by the intersection with the vertical line Y6 indicating the speed. In the alignment chart shown in FIG. 3, the straight line LR is not drawn so as to pass through the intersection of the vertical line Y7 indicating the rotational speed of the seventh element RE7 and the horizontal line X3 indicating the rotational speed of the transmission member 18. However, this is a notation for distinguishing from the straight line L1 in the first shift stage, and the speed ratio in the continuously variable transmission unit 16 is changed so that the straight line LR as shown in FIG. The reverse speed is achieved by passing through the intersection of the vertical line Y7 indicating the rotational speed of RE7 and the horizontal line X3 indicating the rotational speed of the transmission member 18.

  As described above, at the first shift stage, the second shift stage, and the reverse shift stage, the output of the continuously variable transmission portion 16, that is, the rotation of the transmission member 18, is caused by the engagement of the first clutch C1. Input to the stepped transmission unit 20, the transmission mechanism 10 as a whole is brought into a continuously variable transmission state. FIG. 4 is a diagram for separately explaining a portion corresponding to the continuously variable transmission 16 in the collinear diagram of FIG. As shown in FIG. 4, in the continuously variable transmission 16, the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is increased or controlled by controlling the reaction force generated by the power generation of the first electric motor M1, for example. When lowered, the rotational speed of the ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is lowered or raised. As a result, the output from the engine 8 is steplessly increased or decreased, transmitted to the transmission member 18, and input to the stepped transmission 20 via the first clutch C1. Here, when the first clutch C1 is released, the output from the continuously variable transmission unit 16 is not input to the stepped transmission unit 20, and therefore the rotation of the transmission member 18 causes the drive wheels 38 to rotate. The rotation of the input shaft 14 is directly input to the stepped transmission 20 by being engaged with the third clutch C3, etc. without being involved in power transmission for driving.

  In other words, the speed change mechanism 10 of the present embodiment transmits the output of the engine 8 to the drive wheels 38 via the transmission member 18, that is, the continuously variable transmission 16, as shown in FIG. Power transmission path r1 and a second power transmission path r2 for transmitting the output of the engine 8 to the drive wheels 38 without passing through the continuously variable transmission 16 (bypass), the stepped transmission 20 This is selectively achieved according to a combination of engagement and release of a plurality of engaging elements. The first power transmission path r1 is achieved by the engagement of the first clutch C1 and the release of the second clutch C2 and the third clutch C3, and the first electric motor M1, the second electric motor M2, and the differential unit. 24, the output of the engine 8 is transmitted to the drive wheels 38 via the electric continuously variable transmission portion 16 comprising 24, and the second power transmission path r2 is configured to release the first clutch C1 and This is achieved by the engagement of the clutch C3, and the output of the engine 8 is transmitted to the drive wheels 38 without going through (bypassing) the electric continuously variable transmission 16. The first power transmission path r1 corresponds to the first shift stage, the second shift stage, and the reverse shift stage, and the second power transmission path r2 includes the third shift stage and the second shift stage. It corresponds to 4 shift stages.

  FIG. 6 illustrates a signal input to the electronic control device 32 for controlling the transmission mechanism 10 and a signal output from the electronic control device 32. The electronic control device 32 is a so-called microcomputer system including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. Control such as hybrid drive control via the engine 8, the first electric motor M1, the second electric motor M2, and the like, and the shift control of the stepped transmission 20 is executed.

The electronic control unit 32 includes a signal representing the engine water temperature TEMP _W , a signal representing the shift position _PSH , and an engine rotational speed N _E which is the rotational speed of the engine 8 from each sensor and switch as shown in FIG. , A signal indicating a gear ratio train set value, a signal for instructing an M mode (manual shift travel mode), a signal indicating the operation of an air conditioner, and a signal indicating a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 , A signal representing the hydraulic oil temperature of the stepped transmission 20, a signal representing the side brake operation, a signal representing the foot brake operation, a signal representing the catalyst temperature, and an accelerator pedal operation amount corresponding to the driver's output request amount A signal representing an accelerator opening Acc, a signal representing a cam angle, a signal representing a snow mode setting, a signal representing a longitudinal acceleration G of the vehicle, a signal representing an auto-cruise traveling, A signal representing the weight (vehicle weight), a signal representing the wheel speed of each wheel, a signal representing the rotational speed N _M1 of the first electric motor _M1 , a signal representing the rotational speed N _M2 of the second electric motor M2, a power storage device 44 ( A signal or the like representing the charging capacity (charging state) SOC of FIG. 7 is supplied.

Further, from the electronic control device 32, a drive signal to a throttle actuator for operating the throttle valve opening θ _TH of the electronic throttle valve, a fuel supply amount signal for controlling the fuel supply amount to the engine 8 by the fuel injection device, An ignition signal for instructing the ignition timing of the engine 8 by the ignition device, a supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner drive signal for operating the electric air conditioner, the first electric motor M1 and the second electric motor A command signal for instructing the operation of M2, a shift position (operation position) display signal for operating the shift indicator, a gear ratio display signal for displaying the gear ratio, and a snow mode display for displaying the snow mode Signal, ABS actuation signal for actuating ABS actuator to prevent wheel slippage during braking, M A hydraulic control circuit 40 (FIG. 7) for controlling the hydraulic actuators of the hydraulic friction engagement devices of the continuously variable transmission unit 16 and the stepped transmission unit 20; Command signal for operating the electromagnetic valve included in the reference), a drive command signal for operating the electric hydraulic pump which is the hydraulic pressure source of the hydraulic control circuit 40, a signal for driving the electric heater, a computer for cruise control control The signal to is output respectively.

  FIG. 7 is a functional block diagram for explaining a main part of the control function by the electronic control device 32. The hydraulic control circuit 40 shown in FIG. 7 releases, for example, the release-side hydraulic friction engagement device involved in the shift and the engagement-side hydraulic pressure involved in the shift in accordance with a command from the stepped shift control means 48. Of the hydraulic friction engagement device involved in the gear shift by operating the electromagnetic valve in the hydraulic control circuit 40 so that the shift of the stepped transmission 20 is executed by engaging the friction engagement device. Actuate the hydraulic actuator. The inverter 42 controls the driving of the first electric motor M1 and the second electric motor M2 by supplying the electric energy stored in the power storage device 44 to the first electric motor M1 and the second electric motor M2 in accordance with a command from the hybrid control means 46. Control is performed such as supplying electric energy generated by the first electric motor M1 to the power storage device 44 and the second electric motor M2.

The hybrid control unit 46 functions as a continuously variable transmission control unit, and operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10 (the continuously variable transmission unit 16). As the electric continuously variable transmission of the continuously variable transmission 16, the distribution of driving force between the engine 8 and the second motor M 2 and the reaction force generated by the power generation of the first motor M 1 are changed to be optimal. The gear ratio γ0 is controlled. For example, at the traveling vehicle speed at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output, and the required total target is obtained from the target output of the vehicle and the required charging value. The engine rotation is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output is obtained. The engine 8 is controlled so that the speed N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled.

The hybrid control means 46 executes the control in consideration of the gear position of the stepped transmission unit 20 in order to improve power performance and fuel consumption. Specifically, the first gear ratio for transmitting the output of the engine 8 to the drive wheels 38 via the transmission member 18, that is, the first gear, the second gear, and the reverse gear are established. If it is, it is executed in consideration of the gear position. In such hybrid control, the engine rotational speed _NE and the vehicle speed V determined in order to operate the engine 8 in an efficient operating range, and the rotational speed of the transmission member 18 determined by the speed of the stepped transmission 20 are determined. In order to make the alignment, the continuously variable transmission 16 is made to function as an electrical continuously variable transmission. That is, the hybrid control means 46, to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 Thus, for example, a target output (total) is calculated so that the engine 8 is operated along an optimal fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 (not shown) that is experimentally obtained in advance and stored in the storage device 50, for example. The target value of the total gear ratio γT of the transmission mechanism 10 is determined so that the engine torque T _E and the engine speed N _E for generating the engine output necessary for satisfying the target output and the required driving force) are obtained. The gear ratio γ0 of the continuously variable transmission section 16 is controlled in consideration of the gear position of the stepped transmission section 20 so that the target value is obtained, and the total gear ratio γT is The speed can change the range of, for example controlled within a range of between 13 and 0.5.

  At this time, the hybrid control means 46 supplies the electric energy generated by the first electric motor M1 to the power storage device 44 and the second electric motor M2 through the inverter 42, so that the main part of the power of the engine 8 is mechanically Although transmitted to the transmission member 18, a part of the power of the engine 8 is consumed for the power generation of the first electric motor M <b> 1, where it is converted into electric energy, and the electric energy is converted to the second through the inverter 42. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. Electricity from the generation of this electric energy to the consumption by the second electric motor M2 is used to convert a part of the motive power of the engine 8 into electric energy and the electric energy until the electric energy is converted into mechanical energy. A path is constructed.

The hybrid control means 46 controls the opening and closing of the electronic throttle valve by a throttle actuator for throttle control, controls the fuel injection amount and injection timing by the fuel injection device for fuel injection control, and controls the ignition timing. In addition, an engine output control means for executing output control of the engine 8 so as to generate a necessary engine output by alone or in combination with a command for controlling ignition timing by an ignition device such as an igniter. For example, to drive the throttle actuator based basically pre-stored relationship (not shown) to the accelerator opening Acc, executes the throttle control to increase the throttle valve opening theta _TH as the accelerator opening Acc is increased To do.

Further, the hybrid control means 46 can drive the motor by the electric CVT function (differential action) of the continuously variable transmission 16 regardless of whether the engine 8 is stopped or in an idle state. Motor running by the hybrid control means 46, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed the vehicle speed V It is executed in the low load range. Therefore, usually but motor starting is performed in preference to engine starting, for example, normally run the engine start by the vehicle state such as the accelerator pedal is large depressing when the vehicle starts with the required engine torque T _E is increased Is done. The hybrid control means 46 uses the electric CVT function (differential action) of the continuously variable transmission 16 to suppress dragging of the stopped engine 8 and improve fuel efficiency during the motor running. the rotational speed N _M1 of the first electric motor M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero as needed by the differential action of said continuously-variable transmission portion 16.

  Further, the hybrid control means 46 supplies the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 44 to the second electric motor M2 by the above-described electric path even in the engine traveling region. By driving the second electric motor M2 and applying torque to the drive wheels 38, so-called torque assist for assisting the power of the engine 8 is possible. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

Further, the hybrid control means 46 can maintain the operating state of the engine 8 by the electric CVT function of the continuously variable transmission 16 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the charging capacity SOC of the power storage device 44 decreases when the vehicle stops and the first motor M1 needs to generate power, the first motor M1 is caused to generate power by the power of the engine 8, and the first Even if the rotational speed N M1 of the first electric motor _M1 is increased and the rotational speed N _M2 of the second electric motor M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) due to the vehicle stop state, the differential unit 24 Due to the differential action, the engine rotation speed _NE is maintained at or above the rotation speed at which autonomous rotation is possible.

Further, the hybrid control means 46 uses the electric CVT function of the continuously variable transmission 16 regardless of whether the vehicle is stopped or traveling, so that the rotational speed N _M1 of the first electric motor _M1 and / or the rotation of the second electric motor M2 The engine speed N _E can be maintained substantially constant by controlling the speed N _M2 , or the rotation can be controlled to an arbitrary speed. In other words, the hybrid control means 46, the rotational speed N of the rotational speed N _M1 and / or the second electric motor M2 of the first electric motor M1 while controlling any rotational speed or to maintain the engine speed N _E substantially constant _M2 can be controlled to rotate at an arbitrary rotation speed. For example, as can be seen from the diagram of FIG 3, the hybrid control means 46 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V of the second electric motor M2 to be bound to the (drive wheels 38) The rotation speed N M1 of the first electric motor _M1 is increased while maintaining the rotation speed N _M2 substantially constant.

Step-variable shifting control means 48, shown, for example, the storage device stored in advance shift diagram as shown in FIG. 8 to 50 (relationship, shift map) in the required output torque T _out of the vehicle speed V and the step-variable shifting portion 20 from Based on the vehicle state, it is determined whether or not the shift of the stepped transmission unit 20 is to be executed, that is, the shift stage of the stepped transmission unit 20 is determined, and the determined shift stage is obtained. Thus, the automatic transmission control by the stepped transmission unit 20 is executed. Specifically, the stepped transmission unit that receives an input from the transmission member 18 via the first clutch C1 when the continuously variable transmission unit 16 is in an operating state (a state involving power transmission). For example, the first shift stage, the second shift stage, and the reverse shift stage shown in the engagement operation table of FIG. 2 are used only for the shift stage established by engagement of the 20 hydraulic friction engagement devices. Shifting of the step transmission unit 20 is executed. When the continuously variable transmission unit 16 is in an inoperative state (a state that does not participate in power transmission), the stepped transmission unit 20 that receives an input from the input shaft 14 via the third clutch C3. Using only the gear stage established by the engagement of the hydraulic friction engagement device, for example, the third gear stage and the fourth gear stage shown in the engagement operation table of FIG. Execute.

  For example, when the continuously variable transmission unit 16 is to be in an operating state (continuously variable transmission state), the stepped transmission control means 48 is configured to display the first and second shift stages shown in the engagement operation table of FIG. Alternatively, the speed of the stepped transmission unit 20 is determined based on the vehicle state from a continuously variable transmission diagram that is determined so that the speed of the stepped transmission 20 is changed using the reverse speed. 2, a command (a gear shift output command, a gear output command command) that engages and / or releases the hydraulic friction engagement device involved in the gear shift of the stepped transmission unit 20 so that the gear position is achieved according to the engagement operation table of FIG. Hydraulic command) is output to the hydraulic control circuit 40. Thus, when the continuously variable transmission unit 16 is in an operating state and the output from the engine 8 is transmitted to the drive wheels 38 via the continuously variable transmission unit 16, the continuously variable transmission unit 16. Is made to function as a so-called continuously variable automatic transmission, and the stepped transmission unit 20 in series with the continuously variable transmission unit 16 functions as a stepped transmission, so that a driving force of an appropriate magnitude can be obtained. At the same time, the rotational speed input to the stepped transmission 20, that is, the rotational speed of the transmission member 18, is continuously changed with respect to the respective speeds of the stepped transmission 20. Speed ratio range can be obtained. Accordingly, the gear ratio between the gears is continuously variable and the gear mechanism 10 as a whole is in a continuously variable speed state, and the total gear ratio γT can be obtained continuously.

  The stepped transmission control means 48 is a hydraulic friction engagement device for the stepped transmission unit 20 that receives direct input from the input shaft 14 when the continuously variable transmission unit 16 is to be inactivated. Shifting of the stepped transmission unit 20 is performed using the shift speed established by the engagement of. That is, from the stepped shift diagram that is determined in advance so that the shift of the stepped transmission unit 20 is performed using the third shift step or the fourth shift step shown in the engagement operation table of FIG. Based on the state, the gear position of the stepped transmission unit 20 is determined, and the hydraulic frictional coefficient involved in the gear shift of the stepped transmission unit 20 is achieved according to the engagement operation table of FIG. A command (shift output command, hydraulic command) for engaging and / or releasing the combined device is output to the hydraulic control circuit 40. In this way, when the continuously variable transmission 16 is deactivated and the output from the engine 8 bypasses the continuously variable transmission 16 and is transmitted to the drive wheels 38, the transmission mechanism 10 The whole is made to function as a so-called stepped automatic transmission.

Here, FIG. 8 will be described in detail. FIG. 8 is a shift diagram (relationship, shift map) stored in advance in the storage device 50 that is the basis of the shift determination of the stepped transmission unit 20. It is an example of a shift diagram composed of two-dimensional coordinates with a required output torque T _out that is a driving force related value as a parameter. In FIG. 8, the upshift and the downshift are shown by a common solid line, but they may be separate. Further, as described above, the first gear ratio and the second gear speed are set to the first gear ratio at which the continuously variable transmission portion 16 is in an operating state and the entire transmission mechanism 10 is caused to function as a continuously variable transmission. The third shift speed and the fourth shift speed respectively correspond to second speed ratios at which the continuously variable transmission 16 is deactivated and the entire transmission mechanism 10 is caused to function as a stepped transmission.

A shift diagram, a switching diagram, and the like used for the shift control by the stepped shift control means 48 are not a map but a determination formula for comparing the actual vehicle speed V and the determination vehicle speed V1, an output torque _Tout and a determination output torque T1. May be stored as a determination formula or the like. For example, in this case, the stepped shift control means 48 determines whether or not the vehicle state, for example, the actual vehicle speed V has exceeded the determination vehicle speed V1, and when the vehicle speed exceeds the determination vehicle speed V1, the transmission mechanism 10 is stepped. The state, i.e., the third gear or the fourth gear. Further, it is determined whether or not the vehicle state, for example, the output torque T _out of the stepped transmission unit 20 has _{exceeded the} determination output torque T1, and when the determination output torque T1 is exceeded, the transmission mechanism 10 is in the stepped shift state, that is, the third state. The gear position or the fourth gear position.

  In addition, when an electric control device such as an electric motor for operating the continuously variable transmission unit 16 as an electric continuously variable transmission is malfunctioning or deteriorates in function, for example, electric power is generated from the generation of electric energy in the first electric motor M1. Failure or functional degradation of equipment related to the electrical path until energy is converted into mechanical energy, that is, the first electric motor M1, the second electric motor M2, the inverter 42, the power storage device 44, and a transmission path connecting them. In the case of a vehicle state in which a malfunction (failure) or a malfunction due to a low temperature has occurred, the transmission mechanism 10 is preferentially provided to ensure vehicle travel even in the continuously variable control region. A step shift state may be set. For example, in this case, the stepped speed change control means 48 has a failure or reduced function of an electric control device such as an electric motor for operating the continuously variable transmission 16 as an electric continuously variable transmission. When the failure or the function deterioration occurs, the speed change mechanism 10 is set to the stepped speed change state, that is, the third speed change stage or the fourth speed change stage.

Here, parameters used for the shift control by the step-variable shifting control means 48, not only a drive torque or drive force of the drive wheels 38, for example, the output torque T _out of the geared transmission unit 20, the engine torque T _E , and the vehicle acceleration G, for example, an accelerator opening Acc or the throttle valve opening theta _TH (or intake air quantity, air-fuel ratio, fuel injection amount) and the like the engine torque T _E which is calculated based on the engine rotational speed N _E Requested (target) engine torque T _E calculated based on actual value, accelerator opening Acc or throttle valve opening θ _TH , requested (target) output torque T _{out of} stepped transmission 20, requested driving force Or an estimated value such as The driving torque may be calculated from the output torque _Tout in consideration of the differential ratio, the radius of the driving wheel 38, etc., or may be directly detected by, for example, a torque sensor. The same applies to the other torques described above.

  Further, the determination vehicle speed V1 is such that, for example, when the transmission mechanism 10 is in a continuously variable transmission state during high-speed traveling, the transmission mechanism 10 is in a step-variable transmission state during high-speed traveling so as to suppress deterioration of fuel consumption. It is set to be. Further, the determination torque T1 is, for example, the first torque 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 8 during high output traveling of the vehicle. It is set according to the characteristics of the first electric motor M1 that can be arranged with the maximum output of electric energy from the electric motor M1 being reduced.

  As described above, for example, when the vehicle is running at low to medium speed and at low to medium power, the speed change mechanism 10 is set to a continuously variable speed and the fuel efficiency of the vehicle is ensured. When the vehicle travels at a high speed, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path. Conversion loss between power and electric energy generated when operating as a continuously variable transmission is suppressed, and fuel efficiency is improved.

Further, in high output running such that the driving force related value such as the output torque _Tout exceeds the determination torque T1, the speed change mechanism 10 is in a stepped shift state in which it operates as a stepped transmission, and mechanical power transmission is exclusively performed. The region in which the output of the engine 8 is transmitted to the drive wheels 38 through the path to operate as an electric continuously variable transmission is the low and medium speed traveling and the low and medium power traveling of the vehicle, and the first electric motor M1 is generated. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle driving device including the first electric motor M1 can be further downsized.

In other words, when a predetermined suitable value is preset as a switching determination value of the engine torque T _E that allows the first electric motor M1 to take charge of the reaction force torque, the engine torque T _E exceeds a predetermined value. reaction force against the engine torque T _E, as when the output running, the order continuously-variable transmission portion 16 is placed in the step-variable shifting state, the first electric motor M1 is that its continuously variable transmission unit 16 is an operating state Since it is not necessary to take charge of torque, the durability of the first electric motor M1 is prevented from being increased while the durability of the first electric motor M1 is prevented from being increased. In other words, the first electric motor M1 in the present embodiment, by the maximum output is smaller than the reaction torque capacity corresponding to the maximum value of the engine torque T _E, i.e. its maximum output the by not correspond to the reaction torque capacity for the engine torque T _E that exceeds the predetermined value, downsizing is realized.

The maximum output of the first electric motor M1 is a rated value of the first electric motor M1 that is experimentally obtained and set so as to be allowed in the usage environment of the first electric motor M1. Further, the switching threshold value of the engine torque T _E, the first electric motor M1 is a maximum value or a predetermined value lower than that of the engine torque T _E that can withstand the reaction torque, the first electric motor This is a value obtained experimentally in advance so as to suppress a decrease in the durability of M1.

  FIG. 9 is a flowchart for explaining a main part of the control operation of the electronic control unit 32, that is, a shift control operation of the transmission mechanism 10, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds. It is.

First, step (hereinafter abbreviated step) in S1, whether the state should be established a reverse speed "Rev" in response to the signal or the like representing the shift position P _SH is determined. If the determination in S1 is affirmative, the processing from S6 is executed. If the determination in S1 is negative, in S2, the shift position P _SH , the vehicle speed V, and the required output torque T _{out are determined.} It is determined whether or not the first shift stage “1st” should be established in accordance with a signal or the like representing. If the determination in S2 is affirmative, the processing in S6 and subsequent steps is executed. If the determination in S2 is negative, in S3, the shift position P _SH , the vehicle speed V, and the required output torque T _{out are determined.} It is determined whether or not the second shift stage “2nd” should be established in accordance with a signal or the like representing If the determination in S3 is affirmative, the processes in and after S6 are executed. If the determination in S3 is negative, in S4, the shift position P _SH , the vehicle speed V, and the required output torque T _{out are determined.} It is determined whether or not the third shift stage “3rd” is to be established in accordance with a signal or the like representing. If the determination in S4 is affirmative, the processes in and after S8 are executed. If the determination in S4 is negative, in S5, the shift position P _SH , the vehicle speed V, and the required output torque T _{out are determined.} Whether or not the fourth shift stage “4th” is to be established is determined according to a signal indicating the above. If the determination in S5 is affirmative, the processing from S8 is executed, but if the determination in S5 is negative, it is determined that the neutral is “N”, and in S9, the second brake is determined. After B2 is engaged, this routine is terminated.

  In the process of S6, the friction engagement device constituting the stepped transmission 20 is engaged so that the shift stage determined in S1, S2, or S3 is established according to the engagement operation table shown in FIG. Alternatively, the first clutch C1 is engaged and the third clutch C3 is released, and the continuously variable transmission unit 16 is brought into an operating state (a continuously variable transmission state). Next, in S7 corresponding to the operation of the hybrid control means 46, the engine 8 is operated in an efficient operating range, while the distribution of driving force between the engine 8 and the second electric motor M2 and the first electric motor. The continuously variable transmission control is executed by the continuously variable transmission unit 16 which controls the transmission ratio γ0 of the continuously variable transmission unit 16 as an electrical continuously variable transmission by changing the reaction force generated by the power generation of M1 to be optimum. Then, this routine is terminated. In the process of S8, the friction engagement device constituting the stepped transmission 20 is engaged or engaged so that the speed determined in S4 or S5 is established according to the engagement operation table shown in FIG. After being released, the first clutch C1 is released and the third clutch C3 is engaged, and the continuously variable transmission 16 is brought into an inoperative state (bypass state), and then this routine is terminated. In the above control, S1 to S6, S8, and S9 correspond to the operation of the stepped shift control means 48.

  Thus, according to the present embodiment, the stepped transmission 20 that achieves a plurality of power transmission paths between the engine 8 and the drive wheels 38 in accordance with a combination of engagement and release of a plurality of engagement elements. A first transmission gear ratio for transmitting the output of the engine 8 to the drive wheel 38 via the transmission member 18 and the drive without bypassing the output of the engine 8 via the transmission member 18. Since the second speed ratio transmitted to the wheel 38 is achieved according to the combination of engagement and release of the plurality of engagement elements, the engagement element provided in the stepped transmission 20 is provided. By combining the engagement and release, the transmission gear ratio via the transmission member 18 and the bypass transmission gear ratio can be selectively achieved, and the fuel efficiency of the transmission can be changed electrically. Effective and mechanical transmission of power Can be achieved without adding any special device driver system has both an advantage of the expression transmission. That is, it is possible to provide a vehicle drive device including a distributed hybrid system that can be downsized and improve the fuel efficiency of the vehicle as much as possible.

  The first gear ratio is achieved according to a first combination of engagement and release of the plurality of engagement elements, and includes the first electric motor M1, the second electric motor M2, and the differential section 24. The output of the engine 8 is transmitted to the drive wheel 38 via the electric continuously variable transmission unit 16, and the second speed ratio is a second value for engaging and releasing the plurality of engaging elements. Since the output of the engine 8 is transmitted to the drive wheels 38 without going through the electric continuously variable transmission 16, the stepped transmission 20 is provided. A combination of engagement and disengagement of the engagement elements can selectively achieve the speed ratio via the electric continuously variable transmission section 16 and the speed ratio bypassed. Improved fuel efficiency and mechanical power of continuously variable transmission A drive device having both advantages of a stepped type transmission reach can be realized in a practical manner.

  In addition, since the first speed ratio is larger than the second speed ratio, the electric speed is reduced in the normal output range of the engine 8 in which the vehicle travels at low and medium speeds and low and medium power. The continuously variable transmission 16 is actuated to ensure the fuel efficiency of the vehicle. However, when the vehicle is traveling at a high speed, the electric continuously variable transmission 16 is deactivated and the engine output is exclusively through a mechanical power transmission path. Is transmitted to the drive wheel 38, so that conversion loss between power and electric energy generated when power is transmitted via the electric continuously variable transmission 16 is suppressed, so that fuel efficiency is improved. Be made.

  Further, the stepped transmission unit 20 is switched to a plurality of gear stages so that the gear ratio is sequentially reduced according to the vehicle speed V by a combination of engagement and release of the plurality of engagement elements. Among the plurality of gear stages, the output of the engine 8 is transmitted at the first speed ratio at the first and second speed stages which are the low speed side gear stages, and the high speed side gear stage among the plurality of gear stages. Since the output of the engine 8 is transmitted at the second speed ratio at the third and fourth shift speeds, the engine 8 is adapted to travel at low and medium speeds and low and medium power of the vehicle. In the normal output range, the electric continuously variable transmission unit 16 is operated to ensure the fuel efficiency of the vehicle. However, in the high speed traveling, the electric continuously variable transmission unit 16 is not operated and the machine is exclusively used. Engine 8 output is driven by a typical power transmission path From being transmitted to 8, because a loss of conversion of a mechanical and electrical energy generated when performing power transmission via the electrically controlled continuously-variable transmission portion 16 is suppressed, the fuel economy is improved.

  Preferably, the differential unit 24 includes three elements including a sun gear, a carrier, and a ring gear, and each of the three elements can be represented on a collinear chart that can represent the rotational speed of each of the three elements on a straight line. Assuming that one element is a second element RE2, a first element RE1, and a third element RE3 in order from one end to the other end, the first element RE1 is connected to the engine 8, and the second element RE2 The third element RE3 is connected to the first electric motor M1, the first planetary gear device 26 is connected to the transmission member 18, and the stepped transmission 20 is connected to the second planetary gear device 28. And the third planetary gear device 30 and four sun gears, carriers, and ring gears of the second planetary gear device 28 and the third planetary gear device 30 are connected to each other. The four elements RE4 and the fifth element are arranged in order from one end to the other end on the collinear chart in which the elements are configured and the rotational speed of each of the four elements can be expressed on a straight line. When the RE5, the sixth element RE6, and the seventh element RE7 are used, the fourth element RE4 is selectively connected to the engine 8 through the second clutch C2 and is non-rotating through the first brake B1. The fifth element RE5 is selectively connected to the engine 8 via the third clutch C3 and to the case 12 which is a non-rotating member via the second brake B2. The sixth element RE6 is selectively connected to the output shaft 22 which is an output rotating member of the stepped transmission unit 20, and the seventh element RE7 is transmitted through the first clutch C1. The gear 18 is selectively connected to the material 18 and has a plurality of speed changes by combining engagement operations of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. Since the step is selectively established, the power through the electric continuously variable transmission unit 16 according to the combination of engagement and release of the engagement elements provided in the stepped transmission unit 20 Transmission and bypass power transmission can be selectively realized.

  The first planetary gear unit 26 is a single pinion type planetary gear unit including a first sun gear S0, a first carrier CA0, and a first ring gear R0, and the first element RE1 is a first carrier CA0. The second element RE2 is a first sun gear S0, the third element RE3 is a first ring gear R0, and the second planetary gear unit 28 includes a second sun gear S1, a second carrier CA1, and a second It is a double pinion type planetary gear device including a ring gear R1, and the third planetary gear device 30 is a single pinion type planetary gear device including a third sun gear S2, a third carrier CA2, and a third ring gear R2. The fourth element RE4 is the third sun gear S2, and the fifth element RE4 includes the second carrier CA1 and the third carrier CA1 connected to each other. Since the sixth element RE6 is the second ring gear R1 and the third ring gear R2 connected to each other, and the seventh element RE7 is the second sun gear S1, the sixth element RE6 is the second sun gear S1. Depending on the combination of engagement and disengagement of the provided engagement elements, it is possible to selectively realize power transmission through the electric continuously variable transmission 16 and power transmission by bypass.

  In addition, a stepped transmission 20 is provided that achieves a plurality of power transmission paths between the engine 8 and the drive wheel 38 in accordance with a combination of engagement and release of a plurality of engagement elements, and outputs the engine 8. A first power transmission path r1 that transmits to the driving wheel 38 via the transmission member 18, and a second power transmission that transmits the output of the engine 8 to the driving wheel 38 without passing through the transmission member 18. Since the path r2 is achieved according to a combination of engagement and release of the plurality of engagement elements, engagement of the engagement elements provided in the stepped transmission unit 20 is achieved. Further, the power transmission path r1 through the transmission member 18 and the bypass power transmission path r2 can be selectively achieved by a combination of release and release, and the fuel efficiency of the transmission in which the gear ratio is electrically changed. Improvement effect and machine Can be achieved without adding any special device driver system has both an advantage of the stepped transmission for transmitting power to. That is, it is possible to provide a vehicle drive device including a distributed hybrid system that can be downsized and improve the fuel efficiency of the vehicle as much as possible.

  The first power transmission path r1 is achieved according to a first combination of engagement and release of the plurality of engagement elements, and the first electric motor M1, the second electric motor M2, and the differential unit 24. The output of the engine 8 is transmitted to the drive wheel 38 via the electric continuously variable transmission portion 16 comprising the second power transmission path r2 and the engagement of the plurality of engagement elements. The stepped transmission 20 is achieved according to the second combination of release and transmits the output of the engine 8 to the drive wheels 38 without the electric continuously variable transmission 16. The power transmission path r1 via the electric continuously variable transmission 16 and the power transmission path r2 bypassed can be selectively achieved by a combination of engagement and release of the engagement elements provided in Can be changed electrically. A drive device having both advantages of a stepped transmission for transmitting the fuel economy improvement effect and mechanical power variable transmission can be realized in a practical manner.

  In addition, since the speed ratio achieved by the first power transmission path r1 is larger than the speed ratio achieved by the second power transmission path r2, the vehicle travels at low and medium speeds and outputs at low and medium power. In the normal output range of the engine 8 that is traveling, the electric continuously variable transmission unit 16 is operated to ensure the fuel efficiency of the vehicle, but in the high speed traveling, the electric continuously variable transmission unit 16 is Since the output of the engine 8 is transmitted to the drive wheels through the mechanical power transmission path r2 which is not operated, the power generated when power is transmitted via the electric continuously variable transmission unit 16 Since the conversion loss between electric energy is suppressed, fuel consumption is improved.

  In addition, the stepped transmission unit 20 is switched to a plurality of gear stages such that a gear ratio is sequentially reduced according to a vehicle speed by a combination of engagement and release of the plurality of engagement elements. Among the gear stages, the first power transmission path r1 is achieved in the first gear stage and the second gear stage, which are the low speed side gear stages, and the third speed change, which is the high speed side gear stage among the plurality of gear stages. Since the second power transmission path r2 is achieved at the speed and the fourth speed, the electric power is output in the normal output range of the engine 8 where the vehicle is traveling at a low and medium speed and at a low and medium power. The continuously variable transmission 16 is operated to ensure the fuel efficiency of the vehicle. However, the electric continuously variable transmission 16 is deactivated during high-speed traveling, and the engine is driven exclusively through the mechanical power transmission path r2. Because the output is transmitted to the drive wheel 38 Since a loss of conversion of a mechanical and electrical energy generated when performing power transmission via the electrically controlled continuously-variable transmission portion 16 is suppressed, the fuel economy is improved.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the first gear stage and the second gear stage are set to the first gear ratio for transmitting the output of the engine 8 to the drive wheels 38 via the transmission member 18, and the third gear stage. The fourth gear stage is the second gear ratio for transmitting the output of the engine 8 to the drive wheel 38 without passing through the transmission member 18, but this is only an example, and the first gear ratio is used. If there is at least one gear (gear) corresponding to each of the gear ratio and the second gear ratio, the advantageous effect of the present invention can be obtained.

  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 axis. Nor.

  In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are disposed concentrically with the input shaft 14, and the first electric motor M1 is connected to the first sun gear S0 and the second electric motor M2 is transmitted. The first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, or the like, and the second motor M2 is connected to the member 18. The transmission member 18 may be connected.

  In the transmission mechanism 10 of the above-described embodiment, when the neutral “N” is set, the second brake B2 is engaged, but it is not always necessary to be engaged.

  In the above-described embodiment, the stepped transmission unit 20 is provided with hydraulic friction engagement devices such as the clutches C1 to C3 and the brakes B1 and B2 as engagement elements. The element may be composed of a magnetic powder type, electromagnetic type, mechanical type engagement device such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog clutch.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18. However, the second electric motor M2 may be connected to the output shaft 22 or connected to the rotating member in the stepped transmission unit 20. It may be.

  Further, in the above-described embodiment, the stepped transmission unit 20 is inserted in the power transmission path between the continuously variable transmission unit 16, that is, the output member of the differential unit 24 and the transmission member 18. However, other types of power such as an automatic transmission, which is well-known as a manual transmission, is an always-meshing parallel twin-shaft type, but the gear position can be automatically switched by a select cylinder and a shift cylinder. A transmission device (transmission) may be provided.

  In the above-described embodiment, the stepped transmission unit 20 is connected in series with the continuously variable transmission unit 16 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14. The stepped transmission unit 20 may be disposed concentrically on the shaft. In this case, the continuously variable transmission unit 16 and the stepped transmission unit 20 can transmit power via, for example, a pair of transmission members including a counter gear pair as the transmission member 18, a sprocket, and a chain. Connected to

  The differential unit 24 provided in the speed change mechanism 10 of the above-described embodiment includes, for example, a pinion that is rotationally driven by the engine 8 and a pair of bevel gears that mesh with the pinion in the first electric motor M1 and the second electric motor M2. It may be a differential gear device that is operatively connected.

  In addition, although not illustrated one by one, the present invention is implemented with various improvements within a range not departing from the gist thereof.

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. 2 is an engagement operation table for explaining a relationship between a gear stage achieved by the hybrid vehicle drive device of FIG. 1 and a combination of operations of a hydraulic friction engagement device. FIG. 2 is a collinear diagram that represents, on a straight line, the relationship between the relative rotational speeds of the rotary elements having different connection states for each of the shift stages in the hybrid vehicle drive device of FIG. FIG. 4 is a collinear diagram that represents, on a straight line, the relationship between the relative rotational speeds of the rotary elements that constitute the electrical continuously variable transmission unit that is a part of the collinear chart of FIG. FIG. 2 is a diagram schematically showing a power transmission path through an electric continuously variable transmission unit and a power transmission path bypassing the continuously variable transmission unit achieved by the hybrid vehicle drive device of FIG. 1. . 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 an example of the shift map previously memorize | stored based on the same two-dimensional coordinate which uses a vehicle speed and a request | requirement output torque as a parameter and becomes a base of the shift determination of a stepped transmission part. 7 is a flowchart illustrating a control operation of the electronic control device of FIG. 6, that is, a switching control operation of a shift state of the transmission mechanism.

Explanation of symbols

8: Engine 12: Transmission case (non-rotating member)
16: continuously variable transmission (electric continuously variable transmission)
18: Transmission member 20: Stepped transmission (stepped transmission)
22: Output shaft (output rotating member)
24: differential unit 26: first planetary gear unit 28: second planetary gear unit 30: third planetary gear unit 38: drive wheel B1: first brake (engaging element)
B2: Second brake (engagement element)
C1: First clutch (engagement element)
C2: Second clutch (engagement element)
C3: Third clutch (engagement element)
M1: first electric motor M2: second electric motor RE1: first element RE2: second element RE3: third element RE4: fourth element RE5: fifth element r1: first power transmission path r2: second power transmission Route

Claims (10)

A vehicle drive device comprising: a differential unit that distributes engine output to a first motor and a transmission member; and a second motor coupled to the transmission member,
A stepped transmission that achieves a plurality of power transmission paths between the engine and the drive wheels according to a combination of engagement and release of a plurality of engagement elements is provided, and the output of the engine is transmitted via the transmission member A first transmission gear ratio that is transmitted to the drive wheel and a second transmission gear ratio that transmits the output of the engine to the drive wheel without passing through the transmission member are the engagement of the plurality of engagement elements and A vehicle drive device characterized in that it is achieved according to a combination of release.   The first transmission gear ratio is achieved in accordance with a first combination of engagement and release of the plurality of engagement elements, and is an electrical continuously variable including the first motor, the second motor, and a differential unit. The output of the engine is transmitted to the drive wheel via a transmission, and the second speed ratio is achieved according to a second combination of engagement and release of the plurality of engagement elements; The vehicle drive device according to claim 1, wherein the output of the engine is transmitted to the drive wheels without going through the electric continuously variable transmission.   The vehicle drive device according to claim 1 or 2, wherein the first gear ratio is larger than the second gear ratio.   The stepped transmission is switched to a plurality of gear stages such that a gear ratio is sequentially reduced according to a vehicle speed by a combination of engagement and release of the plurality of engagement elements. Out of the plurality of gear stages, the engine output is transmitted at the second gear ratio. The engine speed is transmitted at the first gear ratio. The vehicle drive device according to claim 1, wherein the vehicle drive device is a vehicle. The differential unit is composed of three elements including a sun gear, a carrier, and a ring gear, and the rotation speed of each of the three elements can be expressed on a straight line. The second element, the first element, and the third element in order toward the engine, the first element is connected to the engine, the second element is connected to the first motor, and the third element is A first planetary gear unit connected to the transmission member;
The stepped transmission unit includes a second planetary gear device and a third planetary gear device, and a part of the sun gear, the carrier, and the ring gear of the second planetary gear device and the third planetary gear device are connected to each other. Four elements are configured, and the rotation speed of each of the four elements can be expressed on a straight line. The four elements are arranged in order from one end to the other end on the collinear chart, When the element, the sixth element, and the seventh element are provided, the fourth element is selectively connected to the engine 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 engine 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 stepped transmission. Rotating member The seventh element is selectively connected to the transmission member via a first clutch, the first clutch, the second clutch, the third clutch, the first brake, and the second brake. The vehicle drive device according to claim 1, wherein a plurality of shift speeds are selectively established by a combination of the engagement operations. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, wherein the first element is a first carrier, and the second element is a second gear. 1 sun gear, the third element is a first ring gear,
The second planetary gear device is a double pinion type planetary gear device including a second sun gear, a second carrier, and a second ring gear, and the third planetary gear device includes a third sun gear, a third carrier, and a second gear. A single-pinion type planetary gear device having three ring gears, wherein the fourth element is the third sun gear, the fifth element is the second carrier and the third carrier connected to each other, and the sixth element 6. The vehicle drive device according to claim 5, wherein elements are the second ring gear and the third ring gear connected to each other, and the seventh element is the second sun gear. A vehicle drive device comprising: a differential unit that distributes engine output to a first motor and a transmission member; and a second motor coupled to the transmission member,
A stepped transmission that achieves a plurality of power transmission paths between the engine and the drive wheels according to a combination of engagement and release of a plurality of engagement elements is provided, and the output of the engine is transmitted via the transmission member A first power transmission path for transmitting to the drive wheel and a second power transmission path for transmitting the output of the engine to the drive wheel without passing through the transmission member are related to the plurality of engagement elements. A vehicle drive device that is achieved according to a combination of combination and release.   The first power transmission path is achieved in accordance with a first combination of engagement and disengagement of the plurality of engagement elements, and is configured to be electrically non-conductive comprising the first motor, the second motor, and the differential unit. The output of the engine is transmitted to the drive wheels via a step transmission, and the second power transmission path is achieved according to a second combination of engagement and release of the plurality of engagement elements. The vehicle drive device according to claim 7, wherein the output of the engine is transmitted to the drive wheels without going through the electric continuously variable transmission.   The vehicle drive device according to claim 7 or 8, wherein a speed ratio achieved by the first power transmission path is larger than a speed ratio achieved by the second power transmission path.   The stepped transmission is switched to a plurality of gear stages such that a gear ratio is sequentially reduced according to a vehicle speed by a combination of engagement and release of the plurality of engagement elements. 10. The first power transmission path is achieved at a low speed gear stage, and the second power transmission path is achieved at a high speed gear stage among the plurality of gear stages. Any one of the vehicle drive devices.

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