JP2007253903A - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle drive device which can suitably avoid enlarging an axial dimension of the whole vehicle drive device, and be miniaturized. <P>SOLUTION: A stator 82 of a first motor M1 is made to be cylindrical shape, and a rotor 84 is disposed at the inside diameter side of the stator 82. A differential limiting device C0 selectively connecting between a sun gear S1 and a carrier CA1 is disposed at the inside diameter side of the stator 82 so as to overlap with the stator 82 in the radial direction. The drive device 10 can be miniaturized by being disposed in a space generated by a rotor support part 86a, a connecting part 86b, and an inner peripheral side cylindrical part 86c of a rotor support shaft 86. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a drive device for a vehicle, and more particularly to a technique that can reduce the size of the drive device.

Patent Document 1 discloses a vehicle drive device including a differential device that distributes an output of a driving force source such as an engine to a first electric motor and a transmission member that mechanically transmits the output to an output shaft of the drive device. ing. The vehicle drive device described in Patent Document 1 includes a planetary gear device as a differential device, and mechanically transmits the main part of the power from the engine to the drive wheels by the differential action, so that the power from the engine is transmitted. Since the remainder includes an electric path of electric energy from the first electric motor to another electric motor, that is, a transmission path for transmitting a part of the driving force of the vehicle by electric energy, the first electric motor is increased in size as the output of the engine increases. There is a problem that the driving apparatus becomes large because the other electric motor driven by the electric energy output from the first electric motor must be enlarged. On the other hand, Patent Document 2 discloses providing a clutch for locking the differential action of the differential device so as to rotate the planetary gear device integrally so as to avoid an increase in the size of the device. .
JP 2003-191761 A JP 2005-206136 A

  However, in the vehicle drive device as shown in Patent Document 2, although it is possible to avoid an increase in the size of the first electric motor and the like by providing the clutch, a space for providing the clutch is required only by providing the clutch. Therefore, there has been a problem that the effect of avoiding the enlargement of the first electric motor is reduced.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device that can be miniaturized.

  As a result of various studies to solve the above problems, the present inventors have made the stator of the first electric motor cylindrical and provided a space on the inner peripheral side of the rotor arranged on the inner diameter side thereof. The present inventors have found that the vehicle drive device can be made compact by disposing the differential limiting device of the differential device in such a space. The present invention has been made based on such findings.

  That is, the gist of the invention according to claim 1 is a vehicle drive device including a differential device that distributes the output of the drive force source to the first electric motor and the transmission member, and the differential device is connected to the differential device. A differential limiting device for selectively switching between a moving state and a locked state, wherein the first electric motor includes a cylindrical stator and a rotor disposed on an inner peripheral side thereof, and the differential limiting device includes: It arrange | positions so that it may overlap with the radial direction of the rotor at the inner peripheral side of the said rotor.

  According to the first aspect of the present invention, even when a differential limiting device, that is, a clutch for locking the differential action of the differential device is provided, the differential limiting device is not included in the rotor. Since it arrange | positions so that it may overlap with the radial direction of the rotor at the circumference side, it can avoid suitably enlarging the axial direction dimension of the whole vehicle drive device, ie, enlargement.

  Here, preferably, a resolver for detecting a rotational phase of the first electric motor is provided, and the differential limiting device is arranged on one end side in the axial direction of the rotor, and the resolver is arranged in the axial direction of the rotor. It is arranged on the end side. In this way, since the operation restricting device and the resolver are arranged with the rotor interposed therebetween, the space on the inner peripheral side of the rotor can be used effectively, and an increase in the size of the vehicle drive device can be prevented.

  Preferably, the resolver is arranged to overlap the rotor and the radial direction on the inner peripheral side of the other axial end of the rotor. In this way, since the resolver is disposed so as to overlap the rotor and the radial direction thereof, the axial dimension of the entire vehicle drive device can be further reduced and the size can be reduced.

  Preferably, the differential device includes a first rotating element connected to the driving force source, a second rotating element connected to the first electric motor, and a third rotating element connected to the output member. , Wherein the differential limiting device is a clutch that selectively connects between the first rotating element and the second rotating element. If it does in this way, the power from a driving force source will be suitably distributed to a 1st electric motor and an output member, ie, a transmission member, by the differential action of a differential gear.

  Preferably, (a) a cylindrical case that houses the first motor and the differential device, and (b) a support wall provided between the first motor and the differential device in the case. And (c) a clutch support portion provided on an inner peripheral portion of the support wall and disposed on the inner peripheral side of the rotor so as to overlap the rotor in the radial direction, and (d) the clutch is the clutch It is supported by the support part. In this way, the clutch is reliably supported by the case via the support wall.

  Preferably, (a) the rotor is supported by a rotor support shaft that is rotatably supported by the support wall via a bearing, and (b) the bearing is disposed on the inner peripheral side of the rotor. It arrange | positions so that it may overlap with radial direction. In this way, the space on the inner peripheral side of the rotor can be formed large, and a vehicle drive device with a small axial dimension can be obtained.

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

  FIG. 1 is a skeleton diagram illustrating a drive device 10 for a hybrid vehicle according to an embodiment of the present invention. In FIG. 1, a driving device 10 includes a cylindrical transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body. In the case 12, a drive device input shaft 14 serving as an input rotating member, and a power distribution unit connected directly to the drive device input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown). The mechanism 16, the stepped automatic transmission 20 connected in series between the power distribution mechanism 16 and the drive device output shaft 22 via the transmission member 18, and the automatic transmission 20 A drive device output shaft 22 as an output rotating member is accommodated in a state of being disposed on a common axis.

  This drive device 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle. As shown in FIG. 7, the drive device 10 is paired with an engine 8 as a driving force source for traveling. Between the pair of drive wheels 38, and transmits power to the pair of drive wheels 38 through the differential gear unit (final reduction gear) 36 and the pair of axles in order. Since the drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the drive device 10 in FIG.

  The power distribution mechanism 16 is a mechanical mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the drive device input shaft 14, and distributes the output of the engine 8 to the first electric motor M <b> 1 and the transmission member 18. Alternatively, the output of the engine 8 and the output of the first electric motor M <b> 1 are combined and output to the transmission member 18. The second electric motor M2 is connected to the transmission member 18 so as to rotate integrally with the transmission member 18. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force. The electric motor M2 has at least a motor (electric motor) function for outputting a driving force.

  The power distribution mechanism 16 includes a first planetary gear device 24 that functions as a differential device, a switching clutch C0, and a switching brake B0. The first planetary gear device 24 is a single pinion type having a predetermined gear ratio ρ1 of about “0.418”, for example. The first sun gear S1, the first planetary gear P1, and the first planetary gear P1 rotate and rotate. The first ring gear R1 that meshes with the first sun gear S1 via the first carrier CA1 and the first planetary gear P1 that are supported so as to revolve is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

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

  In this state, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged while the vehicle is running with the output of the engine 8, the first planetary gear device 24 is engaged. Since the three elements S1, CA1, and R1 are in a non-differential state that is a locked state in which the three elements S1, CA1, and R1 are integrally rotated, the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other. Is a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is brought into a non-differential state that is a non-rotating state, the first ring gear R1 is moved to the first carrier. Since the rotation speed is higher than that of CA1, the power distribution mechanism 16 is set to a constant shift state in which the speed ratio γ0 functions as a speed increase transmission fixed at a value smaller than “1”, for example, about 0.7. Thus, in this embodiment, the switching clutch C0 and the switching brake B0 can operate the first planetary gear unit 24 as an electric continuously variable transmission in which the differential state, for example, the gear ratio can be continuously changed. A differential state (continuously variable transmission state) and a non-differential state, for example, a lock state that locks a change in gear ratio by not operating a continuously variable transmission operation without operating as an electric continuously variable transmission, that is, one or two types It functions as a differential limiting device that selectively switches to a constant transmission state that can operate as a single-stage or multiple-stage transmission with a gear ratio.

  The automatic transmission 20 includes a plurality of planetary gear units, that is, a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30. Yes. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the automatic transmission 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the drive device output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first clutch. It is selectively connected to the transmission member 18 via C1.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 are often used in conventional automatic transmissions for vehicles. A wet multi-plate type hydraulic friction engagement device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, wherein a plurality of friction plates stacked on each other are pressed by a hydraulic actuator Select a member on both sides where a multi-plate type or one or two bands wound around the outer peripheral surface of a rotating drum are composed of a band brake etc. that is tightened by a hydraulic actuator. It is for connecting. Therefore, in this embodiment, the automatic transmission 20 including the first clutch C1 and the like which are hydraulic friction engagement devices is a gear device.

In the drive device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately equidistantly is set for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and the power distribution mechanism 16 is operated as described above by engaging any one of the switching clutch C0 and the switching brake B0. In addition to a continuously variable transmission state that can operate as a continuously variable transmission, it is possible to configure a constant transmission state that can operate as a single-stage or multiple-stage transmission with one or more gear ratios. Therefore, in the drive device 10, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 20 that are brought into the constant speed changing state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission is configured by the power distribution mechanism 16 and the automatic transmission 20 that are brought into a continuously variable transmission state by not engaging and engaging both the clutch C0 and the switching brake B0.

  For example, when the drive device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3” The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, any switching clutch and switching brake are not engaged.

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

FIG. 3 shows a drive device 10 that includes a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission 20 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. horizontal line X1 of the lower of the three horizontal axis represents the rotational speed zero, the rotational speed N _E of the engine 8 upper horizontal line X2 is linked to the rotational speed of "1.0", that drives the input shaft 14 The horizontal axis XG indicates the rotational speed of the transmission member 18. Further, the three vertical lines Y1, Y2, Y3 of the power distribution mechanism 16 indicate the first sun gear S1 and the first rotation element (first element) RE1 corresponding to the second rotation element (second element) RE2 in order from the left side. 1 represents the relative rotational speed of the first ring gear R1 corresponding to the first carrier CA1 and the third rotational element (third element) RE3 corresponding to the first carrier CA1, and the interval between them corresponds to the gear ratio ρ1 of the first planetary gear unit 24. It is determined accordingly. That is, assuming that the interval between the vertical lines Y1 and Y2 corresponds to 1, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. That is, as shown in FIG. 3, for each of the second, third, and fourth planetary gear devices 26, 28, and 30, the distance between the sun gear and the carrier corresponds to 1, and between the carrier and the ring gear. Corresponds to ρ.

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

  4 and 5 are views corresponding to the power distribution mechanism 16 portion of the alignment chart of FIG. FIG. 4 shows an example of the state of the power distribution mechanism 16 when it is switched to the continuously variable transmission state by releasing the switching clutch C0 and the switching brake B0. For example, when the rotation of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the reaction force generated by the power generation of the first electric motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the first ring gear R1 indicated by the intersection is lowered or increased.

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

  Further, in the automatic transmission 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the drive device output. The eighth rotary element RE8 is connected to the shaft 22 and is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotating element RE8 and the horizontal line X2 And a diagonal line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line indicating the rotational speed of the seventh rotational element RE7 connected to the drive device output shaft 22 The rotational speed of the first-speed drive device output shaft 22 is shown at the intersection with Y7. Similarly, an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the drive device output shaft 22 The rotational speed of the second-speed drive device output shaft 22 is shown at the intersection, and the drive device output shaft 22 is connected to the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the third-speed drive device output shaft 22 is indicated at the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7, and the first clutch C1 and the second clutch C2 are engaged. The rotational speed of the fourth drive device output shaft 22 is shown at the intersection of the determined horizontal straight line L4 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the drive device output shaft 22. In the first speed through the fourth speed, as a result of the switching clutch C0 is engaged, power from the power distribution mechanism 16 to the eighth rotary element RE8 at the same speed as the engine speed N _E is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the power distributing mechanism 16 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second At the intersection of the horizontal straight line L5 determined by the engagement of the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the drive device output shaft 22, the fifth speed is The rotational speed of the drive device output shaft 22 is shown. Further, an intersection of an oblique straight line LR determined by engaging the second clutch C2 and the third brake B3 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the drive device output shaft 22. The rotational speed of the drive device output shaft 22 for reverse R is shown.

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

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

FIG. 7 is a functional block diagram for explaining the main part of the control method of the driving device 10, that is, the control function by the electronic control device 40. The switching control means 50 is in a continuously variable control region in which the drive device 10 is in a continuously variable transmission state based on, for example, the relationship stored in advance shown in FIG. 8 or FIG. It is determined whether it is within the stepped control area. In the case of using the relationship shown in FIG. 8 (switching map), the actual engine rotational speed N _E and drive-force-related value relating to the driving force of the hybrid vehicle, for example the vehicle condition represented by the engine output torque T _E The above determination is made based on this.

In the relationship shown in FIG. 8, the output torque T _E is the predetermined upper limit TE1 more high torque region (high output drive region) were of the engine 8, the engine rotational speed N _E is the predetermined value NE1 or more set in advance A high speed region, that is, a high vehicle speed region where the vehicle speed is one of the vehicle states uniquely determined by the engine speed N _E and the total gear ratio γT, or the output torque T _E and the rotational speed of the engine 8. output that is calculated from the N _E is above the high output region given is set as the step-variable control region. Accordingly, relatively high output torque of the engine 8, a relatively high rotational speed, or the relatively high-power step-variable shifting control is executed, rhythmic engine 8 due to a change which the transmission of the engine rotational speed N _E accompanying the upshift Changes in the rotation speed occur. Alternatively, as another way of thinking, in this high output travel, the driver's demand for driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user can enjoy a change in the rhythmic engine rotational speed N _E. On the other hand, the continuously variable transmission control is executed when the engine 8 has a relatively low output torque, a relatively low rotational speed, or a relatively low output, that is, in the normal output range of the engine 8. The boundary line between the stepped control region and the stepless control region in FIG. 8 corresponds to, for example, a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. is doing.

On the other hand, when the relationship shown in FIG. 9 is used, the above determination is made based on the actual vehicle speed V and the output torque T _OUT which is a driving force related value. In FIG. 9, the broken line indicates the determination vehicle speed V1 and the determination output torque T1 that define the predetermined conditions for switching the continuously variable transmission to the continuously variable transmission, and the two-dotted line indicates the conditions for switching the continuously variable transmission to the continuously variable transmission. ing. As described above, hysteresis is provided for the determination of switching between the stepped control region and the stepless control region. In FIG. 9, the lower output torque side and the lower vehicle speed side than the boundary indicated by the thick line 51 are motor travel regions that travel with the driving force of the electric motor. FIG. 9 also shows a shift diagram in which the vehicle speed V and the output torque T _OUT are parameters.

  When the switching control means 50 determines that it is the stepped shift control region, the switching control means 50 outputs a signal for disabling (inhibiting) hybrid control or continuously variable shift control to the hybrid control means 52 and The step shift control means 54 is allowed to perform shift control at the time of a preset step shift. If the determination is made based on FIG. 8, the stepped shift control means 54 at this time executes automatic shift control according to a previously stored shift diagram (not shown), and the determination is based on FIG. If this is the case, automatic shift control is executed in accordance with the shift diagram shown in FIG.

  FIG. 2 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 selected in the shift control at this time. In the first to fourth speeds of the stepped automatic transmission control mode, the power distribution mechanism 16 functions as an auxiliary transmission having a fixed transmission ratio γ0 of 1 by engaging the switching clutch C0. In the fifth speed, the switching brake B0 is engaged instead of the engagement of the switching clutch C0, so that the power distribution mechanism 16 functions as an auxiliary transmission having a fixed gear ratio γ0 of about 0.7, for example. . That is, in this stepped automatic transmission control mode, the entire drive device 10 including the power distribution mechanism 16 and the automatic transmission 20 that function as a sub-transmission functions as a so-called automatic transmission.

The driving force-related value is a parameter that corresponds to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _{OUT of the} automatic transmission 20, for example. , Engine output torque T _E , vehicle acceleration, and actual engine output torque T _E calculated by, for example, accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed NE values and may be an estimate of the engine output torque T _E and the required driving force or the like which is calculated based on the accelerator pedal operation amount or a throttle opening degree of the driver. The drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheel 38, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above.

  On the other hand, if the switching control means 50 determines that it is within the continuously variable control region, a command is issued to release the switching clutch C0 and the switching brake B0 so that the power distribution mechanism 16 can be electrically continuously variable. Output to the hydraulic control circuit 42. The hydraulic control circuit 42 is provided, for example, below the automatic transmission 20. The switching control means 50 outputs a command for releasing the switching clutch C0 and the switching brake B0 to the hydraulic control circuit 42, and simultaneously outputs a signal permitting the hybrid control to the hybrid control means 52 and a stepped speed change. The control means 54 outputs a signal for fixing to a preset gear position at the time of continuously variable transmission, or outputs a signal permitting automatic gear shifting in accordance with a gear map stored in advance. In the latter case, the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. As described above, the power distribution mechanism 16 functions as a continuously variable transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, so that an appropriate magnitude of driving force can be obtained, and at the same time, As described above, the rotational speed input to the automatic transmission 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission 20, that is, the rotational speed of the transmission member 18 is continuously variable. As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages is continuously variable continuously, and the total gear ratio γT of the drive device 10 as a whole can be obtained continuously.

The hybrid control means 52 operates the engine 8 in an efficient operating range, and changes the distribution of driving force between the engine 8 and the first electric motor M1 and / or the second electric motor M2 so as to be optimized. For example, at the current traveling vehicle speed, the driver's required output is calculated from the accelerator pedal operation amount and vehicle speed, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed and total output are calculated. calculating the door, on the basis of the total output and the engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output. The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission 20, or issues a shift command to the automatic transmission 20 to improve fuel efficiency. In such a hybrid control, in order to match the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed and the automatic transmission 20 determined to operate the engine 8 in an operating region at efficient The power distribution mechanism 16 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 sets the total gear ratio γT of the drive device 10 so that the engine 8 is operated along an optimal fuel consumption rate curve stored in advance that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value is set, the gear ratio γ0 of the power distribution mechanism 16 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within a changeable range of the gear change, for example, within a range of 13 to 0.5. become.

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

  By the switching control means 50, the hybrid control means 52, and the stepped speed change control means 54, the power distribution mechanism 16 is brought into the stepless speed change state in the normal output range of the engine where the vehicle is driven at low to medium speed and low to medium power. Thus, the fuel efficiency of the hybrid vehicle is ensured. However, the power distribution mechanism 16 is in a constant speed change state at a high speed or in a high rotation range of the engine 8, and the output of the engine 8 is exclusively transmitted to the drive wheels 38 through a mechanical power transmission path. It is transmitted and the conversion loss between motive power and electricity is suppressed, and the fuel consumption is improved.

  FIG. 10 is a diagram showing an example of a shift operation device 46 which is a manual transmission operation device. The shift operation device 46 includes a shift lever 48 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. In the shift lever 48, for example, as shown in the engagement operation table of FIG. 2, the power transmission path in the drive device 10, that is, in the automatic transmission 20 is blocked so that neither the clutch C1 nor the clutch C2 is engaged. A neutral position, that is, a neutral state and a parking position “P (parking)” for locking the driving device output shaft 22 of the automatic transmission 20; a reverse traveling position “R (reverse)” for reverse traveling; Is manually operated to a neutral position “N (neutral)”, a forward automatic shift travel position “D (drive)”, or a forward manual shift travel position “M (manual)”. It is provided so that. The shift positions shown in the “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

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

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

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

  FIG. 11 is an example of a cross-sectional view of the main part of the driving device 10 in the prior art. As shown in FIG. 11, the case 12 of the drive device 10 houses the first case 12a that houses the first motor M1 and the power distribution mechanism 16, the second motor M2, and the automatic transmission 20 that is not shown in FIG. Second case 12b. The first unit 12 is configured by the first case 12a, the first electric motor M1 and the power distribution mechanism 16 accommodated therein, and the second case 12b, the second electric motor M2 and the automatic transmission 20 accommodated therein. A second unit 100 is configured.

  The first case 12a has a substantially cylindrical outer diameter, and the outer diameter of the portion accommodating the power distribution mechanism 16 is substantially constant, while the first motor 12 is accommodated. The outer diameter increases toward the engine 8 side (the left side in the figure). The first case 12a is open on both sides in the axial direction, and a first support wall 72 integrated with the first case 12a is formed between the power distribution mechanism 16 and the first electric motor M1. Yes. The first support wall 72 is located in the inner peripheral portion of the inner peripheral space of the first rotor 84, that is, in the space 74a sandwiched between the inner peripheral cylindrical portion 86c and the rotor support portion 86a in the radial direction. It has a vertical portion 72a that is substantially perpendicular to the drive device input shaft 14, and a cylindrical portion 72b that is connected to the inner peripheral end of the vertical portion 72a in the axial direction and extends toward the first planetary gear device 24. A through hole 73 that penetrates in the axial direction is formed in the cylindrical portion 72b. Since the switching clutch C0 is supported on the cylindrical portion 72b, the cylindrical portion 72b functions as a clutch supporting portion formed on the inner peripheral portion of the first supporting wall 72. By being partitioned by the first support wall 72, the inside of the first case 12a includes a first accommodation space 74 on the engine 8 side that accommodates the first electric motor M1, and a second accommodation space 76 that accommodates the power distribution mechanism 16. It is divided into The first electric motor M1 is accommodated in the first accommodation space 74 from the left side of the figure, and the power distribution mechanism 16 is accommodated in the second accommodation space 76 from the right side of the figure.

  Further, the first housing space 74 has a substantially constant diameter by forming an annular protrusion 78 projecting toward the engine 8 in the axial direction in parallel with the drive device input shaft 14 on the first case 12a. The lid plate 80 is fixed so that the outer peripheral edge comes into contact with the protrusion 78.

  The first electric motor M <b> 1 includes a first stator (stator) 82, a first rotor (rotor) 84, and a first rotor support shaft (rotary shaft) 86 configured integrally with the first rotor 84. Become. The first support wall 72 functions as a support member, and one end of the first rotor support shaft 86 is located on the inner side of the first rotor 84 through a bearing 88 that is positioned in a radial direction. 72 is supported by the inner peripheral surface. The other end of the first rotor support shaft 86 is supported by the lid plate 80 via a bearing 90. The end of the first rotor support shaft 86 on the first support wall 72 side is integrally formed with the first sun gear S1 and extends through the through hole 73 to the inner periphery of the first rotor support shaft 86. 92 is spline-fitted.

  The drive device input shaft 14 rotates relative to the first rotor support shaft 86 and the sun gear shaft 92 at the axial center of the first case 12a on the inner peripheral side of the first rotor support shaft 86 and the sun gear shaft 92. In addition, one end is integrally connected to the first carrier CA1. Thus, since the drive device input shaft 14 is integrally connected to the first carrier CA1, it also functions as an input shaft of the first planetary gear device 24.

  An annular plate 94 is fixed to the first ring gear R1 of the first planetary gear device 24 on the inner peripheral surface of the end on the second unit 100 side so as not to be relatively movable in the axial direction and the circumferential direction. The annular plate 94 is perpendicular to the axis of the drive device input shaft 14, and a hole is provided in the axis. The output shaft 96 of the first planetary gear device 24 (that is, the output shaft of the power distribution mechanism 16) is a cylindrical shaft portion 96a protruding toward the second unit 100 side, and on the first planetary gear device 24 side of the shaft portion 96a. And a flange portion 96b protruding in the radial direction. The flange portion 96b is joined to the annular plate 94, and the output shaft 96 and the annular plate 94 are rotated together. The switching clutch C0 is disposed between the first support wall 72 and the first planetary gear unit 24, and the switching brake B0 is disposed on the outer peripheral side of the first planetary gear unit 24.

  The second electric motor M <b> 2 includes a second stator 102, a second rotor 104, and a second rotor support shaft 106 that rotates integrally with the second rotor 104. A second support wall 108 is disposed on the opening side (first case 12a side) of the second case 12b with respect to the second electric motor M2. The second support wall 108 is fixed to the second case 12b by a bolt 110, and a through hole 112 penetrating in the axial direction is formed at the center in the radial direction. The second support wall 108 is formed with a convex portion 108a that protrudes toward the second rotor 104 in the axial direction on the inner diameter side of the stator coil 102a of the second stator 102, and the inner periphery of the convex portion 108a. A bearing 114 is brought into contact with the surface.

  One end of the second rotor support shaft 106 is supported by the second support wall 108 via the bearing 114. The second rotor support shaft 106 supports the input shaft 118 of the automatic transmission 20 via a bearing 116 provided on the inner peripheral side of the bearing 114 at the end on the second support wall 108 side. . The input shaft 118 passes through the through hole 112 and protrudes toward the first unit 70, and the input shaft 118 is spline-fitted with the output shaft 96 of the first planetary gear device 24 at a portion facing the through hole 112. Has been. The transmission member 18 in FIG. 1 includes an input shaft 118 and an output shaft 96 that are integrally rotated by spline coupling.

  FIG. 12 is a longitudinal sectional view of an essential part of the driving apparatus 10 to which an embodiment of the present invention is applied. In this figure, the first stator 82 is formed in a cylindrical shape thinner than the first stator 82 in FIG. 11, and a first rotor 84 having the same axial length as the first stator 82 is disposed on the inner peripheral side thereof. ing. The first rotor support shaft 86 is a tubular shaft similar to FIG. 11, and is positioned on the outer peripheral side of the drive device input shaft 14, and one end thereof is supported on the inner peripheral surface of the first support wall 72 via the bearing 88. The other end is supported by the lid plate 80 via the bearing 90. The end of the first rotor support shaft 86 on the first support wall 72 side is integrally formed with the first sun gear S1, and extends through the through hole 73 to the inner periphery of the first rotor support shaft 86. An inner peripheral side cylinder part 86c that is spline-fitted with the shaft 92, an inner peripheral side end part connected to the inner peripheral side cylinder part 86c and extending radially outward, and an outer peripheral side of the connection part 86b It is connected to the end portion, extends in the axial direction, has a length in the same axial direction as that of the rotor 84, and is composed of a cylindrical rotor support portion 86a that is integrally formed with the rotor 84 and rotates therewith. Here, since the length in the axial direction of the connecting portion 86b is shorter than both the inner peripheral side tubular portion 86c and the rotor support portion 86a, the axial length of the connecting portion 86b in both sides of the first accommodating space 74 is set on both sides. Thus, the spaces 74a and 74b sandwiched between the inner peripheral cylinder portion 86c and the rotor support portion 86a in the radial direction can be widened. In particular, since the inner peripheral side cylindrical portion 86c and the connecting portion 86b are connected on the bearing 88 side of the inner peripheral side cylindrical portion 86c, the space generated on the inner peripheral side of the rotor support portion 86a is more than the connecting portion 86b. The automatic transmission 20 side (the right side in the figure) can be further widened due to the absence of the inner peripheral side cylinder portion 86c.

  In FIG. 11, the switching clutch C0 that operates as a differential limiting device is adjacent to the automatic transmission 20 side (right side in the figure) of the first electric motor M1 via a first support wall 72 that extends in the direction perpendicular to the axial direction. Further, although arranged on the automatic transmission 20 side (right side in the figure), in FIG. 12 according to the present invention, the switching clutch C0 is on the automatic transmission 20 side (right side in the figure) in the axial direction of the connecting portion 86b. Thus, in the radial direction, the clutch C0 is connected to the stator 82 and the rotor 84 on the inner peripheral side of the stator 82 and the rotor 84 so as to enter the space 74a sandwiched between the inner peripheral cylinder portion 86c and the rotor support portion 86a. It arrange | positions so that it may overlap in the radial direction, ie, it may overlap. That is, the vertical portion 72a of the first support wall 72 is provided along the connecting portion 86b and the rotor support portion 86a of the first rotor support shaft 86. As a result of the first support wall 72 being arranged in this way, the switching clutch C0 arranges the space 74a that is surrounded by the rotor support portion 86a, the connecting portion 86b, and the inner peripheral cylinder portion 86c. It can be used as an established space.

  On the other hand, an annular resolver 98 used as a rotational position sensor for detecting the rotational position of the rotor 84 is on the engine 8 side (left side in the figure) in the axial direction of the connecting portion 86b, and is the inner peripheral side cylindrical portion in the radial direction. A space 74b sandwiched between 86c and the rotor support 86a, and is disposed on the opposite side of the switching clutch C0 across the rotor support shaft 86, that is, on the engine 8 side (left side in the figure). Thus, the resolver 98 is disposed on the inner peripheral side of the stator 82 and the clutch 84 so as to overlap the stator 82 and the rotor 84 in the radial direction.

  FIG. 13 is an enlarged view of the power distribution mechanism 16 portion of FIG. The switching clutch C0 includes a clutch cylinder 120 that is supported while being fitted on the outer side of the cylindrical portion 72b of the first support wall 72, a clutch piston 122 that is accommodated in the clutch cylinder 120, and a clutch piston 122 A plurality of friction plates 124 and 126 that are engaged with each other when pressed are provided. The clutch cylinder 120 is connected to a bottom portion 120a parallel to the vertical portion 72a of the first support wall 72 and an inner peripheral end of the bottom portion 120a, and is internally fitted to the cylindrical portion 72b of the first support wall 72. It has a peripheral cylinder part 120b and an outer peripheral cylinder part 120c connected to the outer peripheral end of the bottom part 120a. The inner peripheral cylinder portion 120b of the clutch cylinder 120 is joined to a radial protrusion 92a formed on the sun gear shaft 92 by welding. Accordingly, the clutch cylinder 120 is rotated integrally with the sun gear shaft 92.

  The plurality of friction plates 124 are spline-fitted to the inner peripheral surface of the outer peripheral side cylinder portion 120 c of the clutch cylinder 120. Further, a snap ring 128 is fixed to the inner peripheral surface of the outer peripheral side cylinder portion 120c further on the opening side than the friction plate 124 on the most opening side of the clutch cylinder 120. On the other hand, the plurality of friction plates 126 interposed between the plurality of friction plates 124 are connected to the outer peripheral end of the first carrier CA1 and protrude to the clutch piston 122 side in parallel in the axial direction. It is fitted with spline. On the outer peripheral surface of the inner cylinder portion 120b of the clutch cylinder 120 and on the opening side end portion of the clutch cylinder 120, which is the inner diameter side of the clutch hub 130, a spring locking plate 132 protruding in the radial direction is provided in the axial direction. A return spring 134 is interposed between the spring locking plate 132 and the clutch piston 122 so as not to move toward the first planetary gear unit 24.

  The brake hub 136 has an inner peripheral side cylindrical portion 136a fitted to the outer periphery of the outer peripheral side cylindrical portion 120c of the clutch cylinder 120, and an end opposite to the first support wall 72 of the inner peripheral side cylindrical portion 136a. A connecting portion 136b having an inner peripheral end connected and extending radially outward, and an outer peripheral tube having one end connected to the outer peripheral end of the connecting portion 136b and extending to the opposite side of the axial inner peripheral tube portion 136a. The inner cylinder portion 136a is welded to the outer cylinder portion 120c of the clutch cylinder 120, whereby the clutch cylinder 120 and the brake hub 136 are rotated together.

  The switching brake B0 is engaged with the brake hub 136, the brake cylinder 138 fitted in the first case 12a, the brake piston 140 accommodated in the brake cylinder 138, and the brake piston 140 when pressed. A plurality of inward friction plates 142 and outward friction plates 144 are combined.

  The outer peripheral end of the vertical portion 72a of the first support wall 72 has a thick shape extending toward the switching brake B0, and the inner peripheral surface of the first case 12a has the vertical portion 72a of the first support wall 72. Spline teeth 146 are formed from the end face on the switching brake B0 side to the end face on the first support wall 72 side of the brake cylinder 138. A plurality of inward friction plates 142 are spline fitted to the spline teeth 146. A cylindrical spacer member 148 is interposed between the inward friction plate 142 closest to the first support wall 72 and the first support wall 72 among the plurality of inward friction plates 142. On the other hand, the plurality of outward friction plates 144 are spline-fitted to the outer peripheral surface of the outer peripheral side cylinder portion 136c of the brake hub 136.

  The brake cylinder 138 is prevented from moving in one axial direction by being brought into contact with the side surface of the spline teeth 146, and the movement in the other axial direction is a snap ring fixed to the first case 12a. Forbidden by 150. A spring locking plate 152 protruding toward the opening side of the brake cylinder 138 is provided so as not to move toward the first support wall 72 in the axial direction. A return spring 154 is interposed therebetween.

  According to the present embodiment, in the first motor M1, the first rotor 84 is disposed on the inner peripheral side of the cylindrical first stator 82, and the first rotor support shaft 86 is connected to the inner peripheral cylinder portion 86c. The connecting portion 86b is shorter in the axial direction than the inner circumferential side cylinder portion 86c and the rotor support portion 86a, and therefore the power distribution mechanism 16 that is a differential device. The clutch C0 for locking the differential action of the rotor 80 can be disposed in a space 74a surrounded by the inner peripheral portion of the rotor 80, that is, the rotor support portion 86a, the connecting portion 86b, and the inner peripheral side cylindrical portion 86c. Compared with the case where the clutch C0 is simply disposed between the motor M1 and the first planetary gear device 24, it is possible to suppress an increase in the dimension of the drive device 10 in the axial direction.

  Further, according to the present embodiment, the clutch C0 as the differential limiting device is disposed on the one end side in the axial direction of the rotor 84, and the resolver 98 that detects the rotational phase of the first electric motor M1 is connected to the clutch C0. Is disposed on the other end side in the axial direction of the rotor 84 on the opposite side, so that the operation restricting device C0 and the resolver 98 are disposed across the rotor 84, so that space is effectively used, and the size of the device is increased. It can be avoided.

  Further, according to the present embodiment, the resolver 98 is disposed so as to overlap the rotor 84 and the radial direction on the inner peripheral side of the other axial end portion of the rotor 84, so that the resolver 98 is connected to the first electric motor 98. Space can be used more effectively than in the case where they are arranged apart from each other, and an increase in the size of the apparatus can be avoided.

  Further, according to the present embodiment, the first planetary gear device 24 functioning as a differential device includes a first rotating element (carrier) CA1 connected to the engine 8 serving as a driving force source, and the first electric motor M1. The second rotation element (sun gear) S1 connected and the third rotation element (ring gear) R1 connected to the output member are provided. The differential limiting device includes the first rotation element S1 and the second rotation element S1. Since the clutch C0 selectively connects the rotating element CA1, the first planetary gear unit 24, which is a differential device, can be easily switched between a differential state and a non-differential state.

  Further, according to the present embodiment, (a) the cylindrical case 12 that houses the first electric motor M1 and the first planetary gear unit 24 that functions as a differential device, and (b) the first electric motor in the case 12 A first support wall 72 provided between M1 and the first planetary gear unit 24; (c) provided on an inner peripheral portion of the first support wall 72; (D) The clutch C0 is supported by the above-mentioned cylinder part (clutch support part) 72b clutch support part. For this reason, the clutch C0 is reliably supported by the case 12 via the first support wall 72.

  According to the present embodiment, (a) the rotor 84 is supported by the rotor support shaft 86 rotatably supported by the first support wall 72 via the bearing 88, and (b) the bearing 88 is Since the rotor 84 is arranged on the inner peripheral side of the rotor 84 so as to overlap the rotor 84 in the radial direction, the inner peripheral side space of the rotor 84 can be formed larger, and the vehicle drive device 10 having a smaller axial dimension. Can be obtained.

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

  FIG. 14 is a skeleton diagram illustrating the configuration of the drive device 10 according to another embodiment of the present invention, and FIG. 15 is a diagram showing the relationship between the gear position of the drive device 10 and the engagement combination of the hydraulic friction engagement device. FIG. 16 is an alignment chart for explaining the speed change operation of the driving device 10.

  The drive device 10 includes a first electric motor M1, a power distribution mechanism 16, and a second electric motor M2 as in the above-described embodiment, and a transmission member 18 is interposed between the power distribution mechanism 16 and the drive device output shaft 22. A stepped automatic transmission 20 connected in series, and a drive device output shaft 22 as an output rotating member connected to the automatic transmission 20. The power distribution mechanism 16 includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission 20 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of, for example, “0.532” and a single pinion type having a predetermined gear ratio ρ3 of, for example, “0.418”. The third planetary gear device 28 is provided. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

In the drive device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 15, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in a ratio is obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and the power distribution mechanism 16 is operated as described above by engaging any one of the switching clutch C0 and the switching brake B0. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the drive device 10, the power distribution mechanism 16 and the automatic transmission 20 that have been brought into the constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the power distribution mechanism 16 and the automatic transmission portion 72 that are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the driving device 10 is switched to the stepped speed change state by engaging any one of the switching clutch C0 and the switching brake B0, and is not performed by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the drive device 10 functions as a stepped transmission, as shown in FIG. 15, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

However, when drive device 10 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 15 are released. As a result, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72 are achieved. For each gear, the input rotational speed N _IN of the automatic transmission unit 72, that is, the transmission member rotational speed N18, is changed steplessly, and each gear step has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 16 shows a drive device 10 including a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 20 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. FIG. 5 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 20 in FIG. 16 correspond to the second sun gear S2 corresponding to the fourth rotation element (fourth element) RE4 and connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 A three-ring gear R3 represents a second ring gear R2 corresponding to a seventh rotating element (seventh element) RE7. Further, in the automatic transmission 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

  In the automatic transmission 20, as shown in FIG. 16, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotating element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first to third speeds, as a result of the switching clutch C0 being engaged, the power from the power distribution mechanism 16 is input to the seventh rotating element RE7 at the same rotational speed as the engine rotational speed NE. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the power distribution mechanism 16 is input at a higher rotational speed than the engine rotational speed NE. Therefore, the first clutch C1, the second clutch The output shaft 22 of the fourth speed at the intersection of C2 and the horizontal straight line L4 determined by the engagement of the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotation element RE6 connected to the output shaft 22 The rotation speed is indicated.

  Also in the driving apparatus 10 of the present embodiment, the power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and the automatic transmission 20 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. Since it is configured, the same effect as the above-described embodiment can be obtained.

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

  For example, in the driving device 10 of the above-described embodiment, the power distribution mechanism 16 is switched between the differential state and the non-differential state so that the continuously variable transmission state and the stepped transmission function as an electric continuously variable transmission. However, the switching between the continuously variable shifting state and the stepped shifting state is one of the switching between the differential state and the non-differential state of the power distribution mechanism 16. For example, even if the power distribution mechanism 16 is in a differential state, the gear ratio of the power distribution mechanism 16 may be changed stepwise instead of continuously to function as a stepped transmission. In other words, the differential state / non-differential state of the drive device 10 (power distribution mechanism 16) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. It is not always necessary to be able to switch between the continuously variable transmission state and the stepped transmission state.

  In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be done.

  In the above-described embodiment, the engine 8 is directly connected to the drive device input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and is disposed on a common axis. There is no need.

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged with the rotation center of the drive device input shaft 14 as the rotation center, the first motor M1 is connected to the first sun gear S1, and the second Although the electric motor M2 is connected to the transmission member 18, the electric motor M2 is not necessarily arranged as such. For example, the first electric motor M1 is operatively connected to the first sun gear S1 via a gear, a belt, etc. The electric motor M2 may be coupled to the transmission member 18. Further, the second electric motor M2 may be connected to any position between the ring gear R1 and the drive wheel 38, such as being connected to the output shaft 22.

  Further, although the power distribution mechanism 16 described above is provided with the switching clutch C0 and the switching brake B0, only one of the switching clutch C0 and the switching brake B0 may be provided. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be a thing. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

  The above-described switching clutch C0 and switching brake B0 switch between a differential state and a non-differential state. In order to generate a state, it is also used as a slip (slip) engagement state. In this case, the differential state includes both the released state and the slip engagement state.

  Further, in the driving device 10 of the above-described embodiment, when the neutral “N” is set, the switching clutch C0 is engaged, but it is not always necessary to be engaged.

  In addition, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 of the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from. When a wet multi-plate hydraulic friction engagement device is used, a cancel chamber for canceling centrifugal hydraulic pressure may be provided.

  In the above-described embodiment, the stepped automatic transmission 20 is interposed in the power transmission path between the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. Other types of power transmission devices such as a step transmission (CVT) may be provided, or may not necessarily be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios may be stored in advance so as to correspond to the gear positions in the stepped transmission, and the gear shift may be executed using the plurality of fixed gear ratios. .

  In the above-described embodiment, the driving device 10 is a driving device for a hybrid vehicle in which the driving wheels 38 are driven by the torque of the first electric motor M1 or the second electric motor M2 in addition to the engine 8. The present invention can be applied even to a vehicle drive device in which the mechanism 16 has only a function as a continuously variable transmission called an electric CVT that is not hybrid-controlled.

  In the power distribution mechanism 16 of the above-described embodiment, for example, a differential in which a pinion rotated by an engine and a pair of bevel gears meshing with the pinion are operatively connected to the first electric motor M1 and the second electric motor M2. It may be a gear device.

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

  Further, in the above-described embodiment, the automatic transmission 20 having the three planetary gear devices 26, 28, and 30 is provided, but instead, it has one planetary gear device as in Patent Document 1. A deceleration mechanism may be provided. Even when an automatic transmission is provided, the structure of the automatic transmission is not limited to that of the above-described embodiment, and the number of planetary gear units, the number of shift stages, and the clutch C and the brake B are the same as those of the planetary gear unit. There is no particular limitation on which element is selectively connected.

  Further, in the above-described embodiment, the resolver 98 is provided in one of the spaces formed by the rotor support portion 86a, the connecting portion 86b, and the inner peripheral cylinder portion 86c of the rotor support shaft 86, and the other through the connecting portion 86b. Although the clutch C0 is disposed in this space, the present invention is not limited thereto, and at least the clutch C0 may be disposed, and the resolver 98 may be disposed at another position.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a drive device for a hybrid vehicle that is an embodiment of the present invention. FIG. 2 is an operation chart for explaining a relationship between a speed change operation when the hybrid vehicle drive device of the embodiment of FIG. 1 is continuously variable or stepped and a hydraulic friction engagement device used therefor. . FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure showing an example of the state of the power distribution mechanism when it switches to a continuously variable transmission state, Comprising: It is a figure equivalent to the power distribution mechanism part of the alignment chart of FIG. FIG. 4 is a diagram illustrating a state of the power distribution mechanism when the gear shift mechanism is switched to a stepped transmission state by engagement of a switching clutch C0, and corresponds to a power distribution mechanism portion of the alignment chart of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows the relationship memorize | stored beforehand used for switching control of a continuously variable control area | region and a stepped control area | region in the switching control means of FIG. It is a figure which shows the relationship memorize | stored previously used in the switching control means of FIG. 7, Comprising: It is a figure which shows the relationship different from FIG. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is principal part sectional drawing of the drive device of FIG. 1 which is a prior art. It is principal part sectional drawing of the drive device of FIG. 1 in this invention. It is the figure which expanded the power distribution mechanism part of FIG. It is a skeleton figure explaining the drive device for hybrid vehicles which is another Example of this invention. FIG. 15 is an operation chart for explaining the relationship between a speed change operation when the hybrid vehicle drive device of the embodiment of FIG. 14 is continuously or stepped and a hydraulic friction engagement device used therefor. . FIG. 15 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG.

Explanation of symbols

8: Engine (drive power source)
10: Drive device 12: Transmission case (case)
18: Transmission member 24: First planetary gear device (differential device)
72: First support wall (support wall)
72b: cylinder part (clutch support part)
82: First stator (stator)
84: First rotor (rotor)
86: First rotor support shaft (rotor support shaft)
88: Bearing 98: Resolver C0: Switching clutch (hydraulic friction engagement device, differential limiting device)
B0: Switching brake (hydraulic friction engagement device, differential limiting device)
M1: first electric motor M2: second electric motor

Claims (6)

A vehicle drive device including a differential device that distributes an output of a drive force source to a first motor and a transmission member,
A differential limiting device for selectively switching the differential device between a differential state and a locked state;
The first electric motor is composed of a cylindrical stator and a rotor disposed on the inner peripheral side thereof,
The differential limiting device is disposed on the inner peripheral side of the rotor so as to overlap the rotor in the radial direction. A resolver for detecting the rotational phase of the first electric motor;
2. The vehicle drive according to claim 1, wherein the differential limiting device is disposed on one end side in the axial direction of the rotor, and the resolver is disposed on the other end side in the axial direction of the rotor. apparatus. The vehicle drive device according to claim 2, wherein the resolver is arranged on the inner peripheral side of the other axial end portion of the rotor so as to overlap with the rotor in the radial direction. The differential gear includes a first rotating element connected to the driving force source, a second rotating element connected to the first electric motor, and a third rotating element connected to an output member. Device,
4. The vehicle drive device according to claim 1, wherein the differential limiting device is a clutch that selectively connects the first rotating element and the second rotating element. 5. A cylindrical case for housing the first electric motor and the differential,
A support wall provided between the first electric motor and the differential in the case;
A clutch support portion provided on an inner peripheral portion of the support wall, and disposed on the inner peripheral side of the rotor so as to overlap the rotor and its radial direction;
5. The vehicle drive device according to claim 4, wherein the clutch is supported by the clutch support portion. The rotor is supported by a rotor support shaft rotatably supported by the support wall via a bearing,
The vehicle drive device according to claim 5, wherein the bearing is disposed on the inner peripheral side of the rotor so as to overlap the rotor in the radial direction.

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