JP2016037120A - Vehicular drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To downsize a vehicular drive device equipped with a SOWC (Selectable One Way Clutch).SOLUTION: A vehicular drive device comprises: a case 31 accommodating a motor 2 and having an opening 31a which is opened toward an opposite side from an engine side; a cover member 32 attached to the case 31 to close the opening 31a; and a SOWC 8 switchable between an engagement state for regulating rotation of one rotary member in either one of a forward direction and a reverse direction and a release state for allowing rotation of the one rotary member in both forward and reverse directions. The SOWC 8 is arranged inside the cover member 32 on the same axis with the motor 2 and is mounted to the cover member 32.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an apparatus that generates a driving force for a vehicle to travel.

  A drive device that transmits torque output from an engine or motor to drive wheels is configured to increase or decrease torque, or to appropriately control the rotational speed of a drive force source. One example thereof is described in Patent Document 1. This drive device is a hybrid drive device that includes an engine and two motors as drive power sources. The engine is connected to a power split mechanism including a differential mechanism that splits a driving force into an output member and a first motor generator (first MG). A second motor / generator (second MG) is connected to the output member, and the second MG is configured to increase or decrease the torque of the output member.

  The drive device described in Patent Document 1 includes a meshing lock mechanism that selectively stops the rotation of the engine and the rotation of the first MG. The locking mechanism has a sleeve that is spline-fitted to a first hub connected to the engine and a second hub connected to the first MG. When the sleeve moves in the axial direction and is splined to one of the hubs, rotation of the engine or the first MG is stopped, and the sleeve moves to a position where it does not fit any of the hubs. 1MG can be rotated. In the driving apparatus described in Patent Document 1, the engine, the power split mechanism, and the first MG are arranged on the same axis in the order given here. Further, the lock mechanism is disposed at the end opposite to the engine on the axis, and the lock mechanism is attached to a case housing the power split mechanism and the first MG.

JP 2013-67262 A

  In the driving device described in Patent Document 1, the first and second hubs are arranged side by side in the axial direction, and the sleeves are arranged on the outer peripheral side of these hubs so as to move back and forth in the axial direction. Is engaged with the inner peripheral portion of the case so that it cannot rotate and can move in the axial direction. Since the case houses the first MG and the fixing member is disposed adjacent to the first MG, the outer diameter of the portion of the case that engages the sleeve (the so-called fixing portion) is outside the first MG. By being large in accordance with the diameter, the outer diameter of the fixing element constituting the lock mechanism and the outer diameter of the lock mechanism itself are increased. It is conceivable that the locking mechanism is constituted by a selectable one way clutch (hereinafter referred to as SOWC). However, if the SOWC is attached to the above case, the SWOC may increase in diameter due to the above-described circumstances.

  The present invention has been made paying attention to the above technical problem, and aims to reduce the size of a vehicle drive device.

  In order to achieve the above object, the present invention includes an engine, a motor, and a differential mechanism to which at least one of the engine and the motor is coupled, and the rotation of any of the differential mechanisms. A vehicle drive device in which an operation mode is switched by fixing a member and releasing the fixing, wherein an opening that accommodates the motor and opens toward an opposite side in an axial direction from the engine side A cover member that is attached to the case so as to close the opening, an engagement state that restricts the rotation of one of the rotating members in either the forward or reverse direction, and the normality of any of the rotating members. A selectable one-way clutch that can be switched to a released state that allows rotation in both reverse directions, and the selectable one-way clutch includes the cover portion. It is attached to the cover member at the inside while being disposed on the motor and the same axis.

  In the present invention, the selectable one-way clutch includes a fixed clutch plate, a rotary clutch plate that is disposed opposite to the fixed clutch plate and rotates relative to the fixed clutch plate, and the rotation from the fixed clutch plate. The engagement piece held on the fixed clutch plate so as to protrude toward the clutch plate and the engagement piece protruded toward the rotary clutch plate engage to engage the one of the rotary clutch plate with respect to the fixed clutch plate. A recess formed in the rotary clutch plate so as to restrict rotation in the direction, and the fixed clutch plate may be fixed to the cover member.

  In this invention, the selectable one-way clutch switches between a state in which the engagement piece protrudes toward the rotary clutch plate and a state in which the engagement piece is retracted toward the fixed clutch plate so as not to contact the rotary clutch plate. A mechanism and an actuator for operating the switching mechanism may be further provided, and the actuator may be attached to the cover member.

  In the present invention, the differential mechanism includes a mechanism that performs a differential action by a first rotating element to which the engine is connected, a second rotating element to which the motor is connected, and a third rotating element. The rotation in one of the forward and reverse directions is a rotation in a direction in which the engine rotates independently, and any one of the rotating members is an output shaft of the engine or a member integrated with the output shaft. And a member integrated with the rotating shaft of the motor or the rotating shaft.

  According to the present invention, the differential mechanism has a differential action by a first rotating element connected to the engine, a second rotating element connected to the motor, and a third rotating element serving as an output element. A second differential element that performs a differential action by a first differential mechanism that performs the operation, a fourth rotation element that is connected to the engine, a fifth rotation element that is connected to the motor, and a sixth rotation element that is selectively fixed. A differential mechanism, and any one of the rotating members may include the sixth rotating element or a member integrated with the sixth rotating element.

  In the present invention, the differential mechanism includes a mechanism that performs a differential action by a first rotating element to which the engine is connected, a second rotating element to which the motor is connected, and a third rotating element. The rotation in one of the forward and reverse directions is a rotation in a direction in which the engine rotates independently, and the engagement piece is a first engagement piece provided on a first side surface of the fixed clutch plate. And a second engagement piece provided on a second side surface of the fixed clutch plate, wherein the rotary clutch plate is opposed to the first side surface and the first engagement piece is engaged. A first rotary clutch plate having a first recess formed therein, and a second rotary clutch plate having a second recess formed opposite to the second side surface and engaged with the second engagement piece. And the first rotary clutch plate is an output of the engine. Or is connected to a member which is integrated with the output shaft, the second rotating clutch plates may be linked to a member which is integrated with the rotating shaft or the rotating shaft of the motor.

  Furthermore, in the present invention, the differential mechanism has a differential action by a first rotating element connected to the engine, a second rotating element connected to the motor, and a third rotating element serving as an output element. A second differential element that performs a differential action by a first differential mechanism that performs the operation, a fourth rotation element that is connected to the engine, a fifth rotation element that is connected to the motor, and a sixth rotation element that is selectively fixed. A differential mechanism, wherein the engagement piece includes a first engagement piece provided on a first side surface of the fixed clutch plate and a second side provided on a second side surface of the fixed clutch plate. A first engaging clutch plate having a first recess facing the first side surface and engaging the first engaging piece. The second engaging piece is engaged with the second side surface. A second rotary clutch plate formed with a second recess, wherein the first rotary clutch plate is connected to an output shaft of the engine or a member integrated with the output shaft, and the second rotation clutch plate. The clutch plate may be connected to the sixth rotating element or a member integrated with the sixth rotating element.

  In the present invention, the first engagement piece and the second engagement piece may be arranged so as to be shifted from each other in the circumferential direction of the fixed clutch plate.

  According to the present invention, the selectable one-way clutch is attached to the cover member that closes the opening of the case. Since the case member has a shape extending in the radial direction from an axis passing through the center of the selectable one-way clutch, an attachment portion for attaching the selectable one-way clutch can be provided at an appropriate position. Therefore, it is possible to reduce the mounting diameter of the selectable one-way clutch, and consequently to reduce the size of the drive device.

  In the selectable one-way clutch according to the present invention, an engaging piece that protrudes and retracts from the rotary clutch plate is held by a fixed clutch plate, and the fixed clutch plate is attached to a cover member. Since the engaging piece that is operated in the protruding state and the retracted state and the fixed clutch plate that holds the engaging piece are configured not to rotate, the engaging piece can be operated as expected. In addition, the mechanism for operating the engagement piece can be simplified.

  By providing a switching mechanism that switches the engagement piece between the protruding state and the retracted state as described above, and attaching an actuator that operates the switching mechanism to the cover member, it is possible to promote heat dissipation from the actuator. .

  According to the present invention, when the rotation of at least one of the engine and the motor respectively connected to the differential mechanism is prevented by the selectable one-way clutch, the running or motor using the engine as a driving force source can be achieved. It is possible to select traveling using a driving force source. Further, since the selectable one-way clutch is provided, the switching control to such a traveling state is facilitated.

  According to the present invention, if the rotation of the sixth rotating element is blocked by the selectable one-way clutch and is configured to allow the rotation, the operating state in which the engine speed is lowered and the engine speed is increased. It is possible to select the operating state. Further, since the selectable one-way clutch is provided, such switching control of the operation state is facilitated.

  In the present invention, the engagement pieces are held on both surfaces of the fixed clutch plate, and the rotary clutch plates are disposed on both sides of the fixed clutch plate, so that substantially one selectable clutch is constituted by two selectable one-way clutches. As a result, it is possible to reduce the number of parts in addition to reducing the mounting diameter of the selectable one-way clutch, thereby reducing the overall configuration of the drive device. Can do.

It is sectional drawing which shows a part of drive device concerning this invention. It is a skeleton figure which shows the whole structure of the drive device. It is a schematic diagram for demonstrating the structure of a selector plate type SOWC, (a) shows an engagement state, (b) shows a releasing state. It is a schematic diagram for demonstrating the structure of an example of SOWC comprised so that a strut may be operated via a pusher plate. It is a schematic diagram for demonstrating the structure of the other example of SOWC comprised so that a strut might be operated via a pusher plate. It is a figure which shows an example of the attachment state of the actuator for operating a selector plate. It is a figure which shows the relative position of the rotation center axis line of rotation members, such as 1st MG and 2nd MG, a counter shaft, and a differential in a vehicle-mounted state. FIG. 3 is a diagram for explaining an operation state of the drive device shown in FIGS. 1 and 2 and is a collinear diagram for a differential mechanism constituting a power split mechanism and an O / D mechanism. It is sectional drawing which shows a part of other drive device which concerns on this invention. It is a skeleton figure which shows the whole structure of the drive device. It is a schematic diagram for demonstrating the operation state of the SOWC, (a) shows an engagement state, (b) shows a releasing state. It is a figure for demonstrating the operation state of the drive device shown to FIG. 9 and FIG. 10, Comprising: It is a collinear diagram about the differential mechanism which comprises the power split mechanism and O / D mechanism. It is sectional drawing which shows a part of other drive device which concerns on this invention. It is a skeleton figure which shows the whole structure of the drive device. FIG. 15 is a collinear diagram for a differential mechanism that constitutes a power split mechanism in a state where the drive device shown in FIGS. 13 and 14 is set to a hybrid mode and an overdrive mode. FIG. 15 is a collinear diagram for a differential mechanism that constitutes a power split mechanism in a state where the drive device shown in FIGS. 13 and 14 is set to a motor mode. It is sectional drawing which shows a part of other drive device which concerns on this invention. It is a skeleton figure which shows the whole structure of the drive device.

[First embodiment]
FIG. 1 is a sectional view showing a part of a vehicle drive device according to the present invention. The driving device shown here includes an engine (ENG) 1 as a driving force source, a first motor (MG) 2 having a power generation function corresponding to a “motor” in the driving device according to the present invention, and a first power generation function. This is a hybrid drive device including two motors (MG) 3. The overall configuration is shown in a skeleton diagram in FIG. Although FIG. 2 is an example configured to be suitable for a front engine / front wheel drive vehicle (FF vehicle), the present invention may be configured to be suitable for a front engine / rear wheel drive vehicle (FR vehicle).

  As shown in FIG. 2, a power split mechanism 5, a first MG 2, and an overdrive (O / D) mechanism 6 are arranged on the same axis as the output shaft (crankshaft) 4 of the engine 1. The power split mechanism 5 is a mechanism for splitting the power output from the engine 1 into the first MG 2 side and the output side, and is constituted by a differential mechanism including three rotating elements. In the example shown in FIG. 2, the differential mechanism is a single pinion type planetary gear mechanism, in which the engine 1 is connected to the carrier C5 (the first rotating element in the drive device according to the present invention), and the sun gear S5 (the present invention). The rotor of the first MG2 is coupled to the second rotation element in the drive device according to the above. The ring gear R5 (the third rotating element in the drive device according to the present invention) is an output element, and the drive gear 7 that is an output member is connected to the ring gear R5. A pinion gear is disposed between the sun gear S5 and the ring gear R5, and the carrier C5 holds the pinion gear so that it can rotate and revolve.

  The O / D mechanism 6 is a mechanism for changing the engine rotational speed with respect to the rotational speed of the drive gear 7 to be high or low, and is configured by a differential mechanism including three rotational elements. In the example shown in FIG. 2, the differential mechanism is a double pinion type planetary gear mechanism, in which the engine 1 is connected to a carrier C6 (fourth rotating element in the driving device according to the present invention), and a sun gear S6 (this invention). The first MG2 rotor is coupled to the fifth rotating element in the drive device according to the above. Ring gear R6 (sixth rotating element in the drive device according to the present invention) is a fixed element and is connected to a selectable one-way clutch (SOWC) 8. A pinion gear meshed with the sun gear S6 and another pinion gear meshed with the pinion gear and the ring gear R6 are arranged between the sun gear S6 and the ring gear R6 so that the carrier C6 can rotate and revolve the pinion gear. Hold on. The SOWC 8 will be described later.

  In the first embodiment, a predetermined rotating element in the power split mechanism 5 and a predetermined rotating element in the O / D mechanism 6 are connected to each other to constitute a so-called compound planetary gear mechanism. This compound planetary gear mechanism corresponds to a “differential mechanism” in the drive device according to the present invention.

  A counter driven gear 9 meshing with the drive gear 7 is provided. A counter driven gear 9 is provided with a cowl shaft 10. A counter drive gear 11 having a diameter smaller than that of the counter driven gear 9 is attached to the counter shaft 10, and the counter drive gear 11 meshes with the ring gear 13 in the differential 12. A drive torque is output from the differential 12 to the left and right drive wheels 14. A drive gear 15 attached to the rotor shaft of the second MG 3 meshes with the counter driven gear 9. The drive gear 15 is a gear having a smaller diameter than the counter driven gear 9, and therefore the drive gear 15 and the counter driven gear 9 constitute a reduction mechanism.

  Here, the configuration of the SOWC 8 will be described. In the drive device according to the present invention, SOWC described in Japanese Patent Application Laid-Open No. 2012-224148, SOWC described in US Patent Application Publication No. 2010/0252384, and the like can be employed. FIG. 3 schematically shows a SOWC 8 that can be employed in the present invention. The SOWC 8 shown here is a selector plate type SOWC. The pocket plate 16 corresponding to the fixed clutch plate in the drive device according to the present invention and the notch plate 17 corresponding to the rotary clutch plate in the drive device according to the present invention are opposed to each other on the same axis and can be relatively rotated. Is arranged. These plates 16 and 17 have a disk shape, and a selector plate 18 is disposed between these plates 16 and 17 so as to be rotatable relative to both the pocket plate 16 and the notch plate 17. ing.

  A concave portion that is long in the rotational direction is formed in a portion of the pocket plate 16 that is radially outward from the rotational center, and this concave portion is a pocket 19. In addition, a notch 20 which is a recess having substantially the same shape as the pocket 19 is formed at the same radial position as the pocket 19 on the surface of the notch plate 17 facing the pocket plate 16. A plurality of pockets 19 are formed side by side in the circumferential direction of the pocket plate 16. Each pocket 19 accommodates a plate-like engagement piece (hereinafter referred to as a strut) 21 whose cross-sectional shape is substantially the same as the shape of the pocket 19. The strut 21 is disposed inside the pocket 19 so as to swing around a support pin 22 provided in the radial direction of the pocket plate 16. That is, each strut 21 swings (raised) around one end, and is housed in the pocket 19 (withdrawn), and the other end projects to the notch plate 17 side. It is configured to work with the state. A spring 23 is disposed on the back side (lower side in FIG. 3) of each strut 21, and the other end of the strut 21 is pushed out toward the notch plate 17 by the elastic force of the spring 23. Therefore, the strut 21 is configured to be pushed back toward the inside of the pocket 19 when pushed by a force against the elastic force of the spring 23.

  On the other hand, the notches 20 are rectangular recesses that allow one end of the strut 21 to enter and engage the strut 21, and a plurality of the notches 20 are formed side by side in a circumferential direction at a position facing the strut 21. . Therefore, when a torque in a direction in which one end portion of the strut 21 hits the inner wall surface of the notch 20 acts between the pocket plate 16 and the notch plate 17, the pocket plate 16 and the notch plate 17 are connected by the strut 21. Their relative rotation (differential rotation) is restricted. That is, the clutch is engaged. When torque acts in the opposite direction, the upper surface (upper surface in FIG. 3) of the strut 21 is pushed by the edge 20a at the opening end of the notch plate 17 or the notch 20, so that the strut 21 moves toward the pocket plate 16 side. The strut 21 is pulled out from the notch 20 by being pushed back. That is, since the connection between the pocket plate 16 and the notch plate 17 via the strut 21 is released, relative rotation (differential rotation in the negative direction) between the pocket plate 16 and the notch plate 17 becomes possible. Eventually, the clutch functions as a one-way clutch.

  The selector plate 18 is a member made of, for example, an annular thin plate, and a plurality of through portions 24 are formed at intervals in the circumferential direction at locations corresponding to the struts 21 and the notches 20. The opening shape of the penetrating portion 24 is a shape that allows the strut 21 to pass and protrude toward the notch plate 17 side.

  The selector plate 18 has the penetrating portion 24 aligned with the position of the strut 21 (the state shown in FIG. 3A) and the penetrating portion 24 is displaced from the position of the strut 21 to push the strut 21 into the pocket 19. It is comprised so that it may move to the state (state shown in FIG.3 (b)). An actuator 25 that moves the selector plate 18 to such two states is provided. The actuator 25 is constituted by a hydraulic cylinder, an electromagnetic solenoid, a direct acting motor, or the like. Further, a sensor 26 for detecting the stroke or the operation position of the actuator 25 or the selector plate 18 is provided. The sensor 26 may be an on / off sensor, a stroke sensor that detects a movement amount, or the like.

  When a so-called single-acting actuator that generates a thrust only in a predetermined direction is employed as the actuator 25, a return spring 27 that generates a return force in a direction opposite to the thrust is provided. The return spring 27 is provided between a predetermined fixing portion and the selector plate 18. For example, when the actuator 25 is controlled to be in an off state and no thrust is generated, the return spring 27 is selected by the elastic force of the return spring 27. The plate 18 is moved to the position shown in FIG. 3B, and the strut 21 is pushed into the pocket 19 so as to be retracted from the notch plate 17. That is, the SOWC 8 is released. On the other hand, when the actuator 25 is controlled to be in the ON state to generate thrust, the selector plate 18 is moved to the position shown in FIG. 3A, and the SOWC 8 is in a so-called engaged state. Therefore, the selector plate 18 constitutes a switching mechanism in the drive device according to the present invention.

  In the drive device according to the present invention, a SOWC configured to directly press the strut 21 and pull it back can be employed without using the selector plate 18 described above. An example of this is schematically shown in FIGS. In the example shown in FIG. 4, a pusher plate 28 is disposed on the back side of the pocket plate 16 (opposite to the notch plate 17), and the pusher plate 28 is moved back and forth with respect to the pocket plate 16 by an actuator 25. It is configured. The pusher plate 28 and each strut 21 are connected by a pin (or rod) 29 penetrating the pocket plate 16, and the pusher plate 28 and the actuator 25 are connected by a spring 30. This spring 30 allows the strut 21 to retreat to the pocket 19 side when the strut 21 protruding to the notch plate 17 side is pushed to the pocket 19 side, thereby generating a function as a one-way clutch. Is for. The example shown in FIG. 5 is an example in which the pusher plate 28 and each strut 21 are connected by a spring 30 and the actuator 25 is connected to the pusher plate 28. 4 and 5, the strut 21 can be protruded toward the notch plate 17 by the actuator 25 and can be retracted into the pocket 19. Further, since the spring 30 is interposed between the actuator 25 and the strut 21, the function as a one-way clutch can be achieved. Accordingly, the pusher plate 28, the actuator 25, the pin 29, the spring 30 and the like shown in FIGS. 4 and 5 constitute a switching mechanism in the drive device according to the present invention.

  As shown in FIG. 2, SOWC 8 is disposed on the same axis as power split mechanism 5, first MG 2, and O / D mechanism 6, and on the side opposite to engine 1. FIG. 1 specifically shows the arrangement state of the SOWC 8. The power split mechanism 5, the first MG 2, the drive gear 7, the counter driven gear 9 meshing with the power split mechanism 5, the first MG 2, and the like are housed inside the case 31. The case 31 opens at both ends in the axial direction of the power split mechanism 5 and the first MG 2 described above, and the opening on the engine 1 side is closed by the engine 1 by being connected to the engine 1. An end cover 32 is attached to the opening 31 a on the opposite side, that is, the opening 31 a on the SOWC 8 side, and the opening 31 a is closed by the end cover 32. A flange 33 is formed at the outer peripheral end of the end cover 32, and the end cover 32 is attached to the case 31 by a bolt 34 that passes through the flange 33.

  A portion on the inner circumferential side somewhat from the flange 33 swells in the direction opposite to the case 31, and the inside of the swelled portion is a recess. A plate-like center support 35 is attached by bolts 36 to the opening ends of the recesses facing the inside of the case 31. The center support 35 is mainly a member for supporting a shaft, and a rotor shaft 37 integrated with the rotor of the first MG2 penetrates the center support 35 and is rotatably supported by a bearing 38. . The rotor shaft 37 is a hollow shaft, and an input shaft 39 integrated with the output shaft 4 of the engine 1 passes through the rotor shaft 37. The input shaft 39 is rotatably supported by a bearing 40 disposed between the outer peripheral surface of the input shaft 39 and the inner peripheral surface of the rotor shaft 37. The input shaft 39 protrudes from the end of the rotor shaft 37 and extends to the vicinity of the inner surface of the end cover 32. Thus, the center support 35 closes the recess formed inside the end cover 32, and as a result, the accommodation chamber 41 is formed between the center support 35 and the end cover 32.

  The O / D mechanism 6 and the SOWC 8 described above are arranged inside the storage chamber 41. A sun gear S6 is spline-fitted to the tip of the rotor shaft 37 protruding into the storage chamber 41. The carrier C6 has a boss portion 42 that is spline-fitted to the input shaft 39 protruding from the rotor shaft 37, and is connected to the input shaft 39 (that is, the engine 1) via the boss portion 42. . A boss portion 43 for the ring gear R6 is fitted to the outer peripheral portion of the boss portion 42 for the carrier C6 so as to be relatively rotatable. A flange-like portion extending outward in the radial direction is integrated with the boss portion 43, and the outer peripheral end of the flange-like portion is connected to the ring gear R6. The SOWC 8 is connected to the boss 43 for the ring gear R6. That is, the rotation of the ring gear R6 in a predetermined direction (positive direction) is selectively stopped. The positive direction is a rotation direction in which the engine 1 rotates independently.

  A cylindrical portion 44 centering on the central axis of the input shaft 39 is formed on the inner end surface (inner wall portion) of the end cover 32, and the SOWC 8 is disposed inside the cylindrical portion 44. As described above, the SOWC 8 includes the disk-shaped pocket plate 16, the notch plate 17, and the selector plate 18. In the example shown in FIG. 1, these plates 16, 17, and 18 are connected to the O / D mechanism 6. The outer diameter is substantially equal. The arrangement of the pocket plate 16 and the notch plate 17 in the axial direction can be appropriately set as necessary. In the example shown in FIG. 1, the notch plate 17 is positioned on the O / D mechanism 6 side, and the pocket plate 16 is disposed on the inner wall surface side of the end cover 32. The pocket plate 16 is fixed to the end cover 32 by spline fitting to the inner peripheral portion of the cylindrical portion 44 at the outer peripheral portion thereof. On the other hand, the notch plate 17 is connected to the ring gear R6 by spline fitting the boss portion 45 integrated on the inner peripheral side thereof with the outer peripheral portion of the boss portion 43 for the ring gear R6.

  The cylindrical portion 44 protrudes in the extending direction of the input shaft 39, and an actuator 25 for operating the selector plate 18 is attached to the outer surface of the cylindrical portion 44. FIG. 6 shows the attached state of the actuator 25. The actuator 25 shown here is a solenoid type actuator that generates thrust by electromagnetic force. The actuator 25 has a plunger 46 and is attached to the outer surface of the end cover 32 so that the plunger 46 moves back and forth in the tangential direction of the SOWC 8. Part of the actuator 25 such as a terminal portion is exposed to the outside of the end cover 32. This is to promote heat dissipation. Although not particularly shown, the selector plate 18 is provided with a connecting portion that protrudes to the outer peripheral side, and a plunger 46 is connected to the connecting portion. Further, another connecting portion is formed on the selector plate 18, and a return spring 27 is connected to the other connecting portion. The return spring 27 may be disposed inside the end cover 32 or may be disposed outside the end cover 32.

  In the drive device according to the present invention, as shown in FIG. 1, the SOWC 8 is disposed inside the end cover 32 and attached to the end cover 32. Since the end cover 32 has a flat plate-like portion extending radially outward from a position corresponding to the central axis of the SOWC 8, an attachment portion corresponding to the cylindrical portion 44 for attaching the SOWC 8 is necessary in design. An appropriate radius can be set. That is, the mounting radius of the SOWC 8 can be made smaller than the configuration in which the SOWC 8 is mounted on the inner surface of the case 31 described above. In addition, the overall configuration of the drive device can be reduced. Furthermore, since the pocket plate 16 holding the strut 21 which is a movable member is fixed to the end cover 32, centrifugal force does not act on the strut 21. Therefore, the strut 21 can be stably switched between the state in which the strut 21 protrudes toward the notch plate 17 and the state in which the strut 21 is accommodated in the pocket 19.

  In the example shown in FIG. 1, the oil pump 47 is accommodated in the accommodation chamber 41 in parallel with the O / D mechanism 6 and the SOWC 8. The oil pump 47 is a pump for generating hydraulic pressure for lubrication and control, and employs an appropriate pump such as a gear pump, a vane pump, or a radial piston pump that generates hydraulic pressure by rotation of a rotating body such as a rotor or gear. be able to. A gear 49 is attached to the rotating shaft 48 of the oil pump 47. A gear 50 meshing with the gear 49 is attached to the carrier C6 in the O / D mechanism 6. Therefore, the oil pump 47 is configured to be driven by the power of the engine 1. The suction port and discharge port of the oil pump 47 and the oil passage communicating with these ports are formed inside the end cover 32. For example, the discharge path 51 is formed so as to pass from the position facing the oil pump 47 to the position facing the tip of the input shaft 39 through the inside of the end cover 32. The input shaft 39 is a hollow shaft, and an oil passage formed along the center axis of the input shaft 39 is fitted into a protrusion that protrudes from the inner surface of the end cover 32 to the end cover. 32 is communicated with a discharge passage 51 formed in the pipe 32.

  The SOWC 8 and the O / D mechanism 6 are arranged inside a storage chamber 41 formed by protruding the end cover 32 in the axial direction. Therefore, the axial length of the entire drive device becomes longer according to the accommodation chamber 41. However, by being configured as described below, the mountability (vehicle mountability) with respect to the vehicle is good. FIG. 7 shows the relative positions of the central axes of rotating members such as the first MG2, the second MG3, the counter shaft 10, and the differential 12 in the driving apparatus shown in FIGS. Since the differential 12 is connected to the drive wheels 14, the differential 12 is disposed at a low position in the height direction of the vehicle. The counter drive gear 11 that transmits the driving force to the differential 12 and the counter shaft 10 to which the counter drive gear 11 is attached are disposed on the upper side of the differential 12 that is displaced in the vehicle front-rear direction. The input shaft 39 and the rotary members arranged coaxially with the input shaft 39 are arranged at locations that are substantially the same height as the countershaft 10 and are displaced in the front-rear direction of the vehicle. The second MG 3 is disposed at a position higher than the countershaft 10 and substantially above the differential 12.

  Therefore, since the cylindrical portion 44 that accommodates the SOWC 8 is disposed at a position lower than the second MG 3, the cylindrical portion 44 (that is, the SOWC 8), the actuator 25, and the oil pump 47 constitute a body in an on-vehicle state. It is arranged on the lower side of the side member 52. Even if the shaft length is increased by attaching the SOWC 8 or the actuator 25 or the oil pump 47 to the end cover 32 in this way, the space for arranging these members is secured below the side member 52, so that the vehicle-mounting property is improved. It will not be damaged.

  Here, the traveling mode by the drive device having the configuration shown in FIG. 2 will be described. FIG. 8 is a collinear diagram of the planetary gear mechanism that constitutes the power split mechanism 5 and the planetary gear mechanism that constitutes the O / D mechanism 6. When the SOWC 8 is controlled to the release state, the drive state indicated by the line labeled “HV” in FIG. The released state of the SOWC 8 is the state shown in FIG. 3B described above, and the strut 21 is pushed into the pocket 19 by the selector plate 18 and retracted from the notch plate 17. Therefore, the notch plate 17 and the ring gear R6 connected to the notch plate 17 can rotate both in the positive direction (the rotation direction of the engine 1) and in the negative (reverse) direction (the direction opposite to the rotation direction of the engine 1). . In this state, negative torque corresponding to the running resistance of the vehicle acts on the ring gear R5 in the power split mechanism 5. On the other hand, a positive torque corresponding to the torque output from the engine 1 acts on the carrier C5. Further, torque by the first MG2 acts on the sun gear S5, and in the state shown in FIG. 8, the first rotating MG2 functions as a generator to apply negative torque to the sun gear S5. As a result, the engine rotational speed is controlled to a rotational speed corresponding to the rotational speed of the first MG2, and is normally controlled to a rotational speed at which fuel efficiency is good. The electric power generated in the first MG2 is supplied to the second MG3, and the second MG3 functions as a motor. Thus, the power output from the engine 1 is divided into the drive gear 7 side (output side) and the first MG 2 side. The power divided on the first MG2 side is once converted into electric power, then reconverted to mechanical power on the second MG3, and applied to the power divided on the drive gear 7 side. The hybrid mode is set by releasing the SOWC 8 in this way.

  When the SOWC 8 is controlled to the engaged state shown in FIG. 3A, the rotation of the ring gear R6 in the positive direction in the O / D mechanism 6 is restricted. This state is indicated by the line labeled “O / D lock” in FIG. In the O / D mechanism 6, since the carrier C6 rotates in the positive direction while restricting the rotation of the ring gear R6 in the positive direction, the sun gear S6 rotates in the negative direction. Since the sun gear S6 and the sun gear S5 in the power split mechanism 5 are connected, in the power split mechanism 5, the carrier C5 is rotated in the positive direction by the torque of the engine 1 while the sun gear S5 is rotated in the negative direction. The ring gear R5 that is the output element rotates in the positive direction at a higher rotational speed than the carrier C5. That is, the engine speed is lower than that in the hybrid mode. Therefore, since the substantial gear ratio is smaller than “1”, the traveling mode in which the SOWC 8 is engaged is the overdrive mode.

[Second Embodiment]
The drive device according to the present invention can be configured such that the rotation of the engine 1 is regulated by the SOWC 8 in addition to the regulation of the rotation of the ring gear R6 in the O / D mechanism 6 in the positive direction by the SOWC 8. FIG. 9 shows a part of the drive device as a cross-sectional view, and FIG. 10 shows the overall configuration in a skeleton diagram. In the second embodiment, the same reference numerals as those used in the first embodiment are assigned to the same components as those in the first embodiment, and the description thereof is omitted. As shown in FIGS. 9 and 10, the SOWC 8 is in addition to the first notch plate 17 (the first rotary clutch plate in the drive device according to the present invention) connected to the ring gear R6 in the O / D mechanism 6. A second notch plate 53 (second rotary clutch plate in the drive device according to the present invention) connected to the input shaft 39 and a second strut 54 (this is selectively engaged with the second notch plate 53) A second engaging piece in the driving device according to the invention. FIG. 11 schematically shows the configuration. The second notch plate 53 has a notch 55 having the same shape as the notch 20 in the first notch plate 17 (first recess in the drive device according to the present invention) on the side surface facing the pocket plate 16 (the drive according to the present invention). It is a disk-shaped member in which a second concave portion in the apparatus is formed. The second notch plate 53 is disposed on the inner wall surface side of the end cover 32 with respect to the pocket plate 16. On the other hand, the input shaft 39 protrudes toward the end cover 32 from the end portions of the boss portions 42, 43, 45 described above. A boss portion 56 integrated with the second notch plate 53 is spline-fitted to the outer peripheral portion of the protruding end portion. That is, the second notch plate 53 is connected to the engine 1 via the input shaft 39.

  The second strut 54 has the same configuration as the strut 21 on the first notch plate 17 side (the first engagement piece in the driving device according to the present invention) described above, and the second notch plate in the pocket plate 16. It is accommodated in a second pocket 57 formed on the 53 side. Although not particularly shown, the second strut 54 is supported at one end thereof by a support member similar to the support pin 22 described above, and is supported by an elastic member similar to the spring 23 described above. It protrudes toward the notch plate 53 side.

  The pockets 19 and struts 21 provided on the first side surface of the pocket plate 16 and the pockets 57 and struts 54 provided on the second side surface are shifted from each other in the circumferential direction of the pocket plate 16. Has been placed. Therefore, it is possible to avoid a reduction in thickness due to the pockets 16 and 57 being arranged in the axial direction. In other words, even if the pocket plate 16 is thinned, the strength is not particularly reduced, which is advantageous for downsizing the SOWC 8.

  Further, a second selector plate 58 is disposed between the second notch plate 53 and the pocket plate 16. The second selector plate 58 has the same configuration as that of the selector plate 18 described above, and has a penetrating portion 59 corresponding to each of the second struts 54. The pressing member is the same as that of the actuator 25 and the spring 30 described above. It is comprised so that it can be moved along the side surface of the pocket plate 16. An actuator may be provided for each selector plate 18 or 58, or each selector plate 18 and 58 may be individually operated by one actuator.

  In the configuration shown in FIG. 11, the SOWC that stops the rotation of the first notch plate 17 in the positive direction (the rotation indicated by the “x” mark in FIG. 11) and the positive direction of the second notch plate 53. One pocket plate 16 is shared with SOWC which stops the rotation of. Therefore, if it is configured as shown in FIG. 11, the number of parts can be reduced and the SOWC 8 and the drive device using the SOWC 8 can be downsized.

  In the configuration shown in FIGS. 9 to 11, the hybrid mode, the overdrive mode, and the motor mode can be set. The hybrid mode is set by retracting the struts 21 and 54 into the pockets 19 and 57, respectively. Therefore, both the ring gear R6 and the engine 1 can rotate in the forward direction. The overdrive mode is set by causing the first strut 21 to protrude toward the first notch plate 17 and engage with the notch 20. This state is the same as the overdrive mode in the first embodiment described above, and the forward rotation of the notch plate 17 and the ring gear R6 connected thereto is restricted. The operation states in the hybrid mode and the overdrive mode are the same as those in each of the travel modes in the first embodiment described above. Therefore, if the operation states are shown in a collinear diagram, the collinear diagram is shown in FIG. It becomes the same as the collinear diagram shown.

  On the other hand, the motor mode is set by projecting the second strut 54 toward the second notch plate 53 and engaging with the notch 55. Accordingly, the rotation of the second notch plate 53, the input shaft 39 connected thereto, and the engine 1 in the positive direction is restricted. That is, since the engine 1 is stopped, the engine 1 runs using at least one of the first MG2 and the second MG3 as a driving force source. The driving state is shown in an alignment chart in FIG. The example shown here is a reverse traveling state, and the first MG 2 outputs a torque in the positive direction, so that the torque appears as a negative direction torque in the ring gear R 5 in the power split mechanism 5. Also, the second MG 3 outputs a negative torque, which is added to the torque of the ring gear R5. It is also possible to travel forward, and the vehicle travels forward when the second MG 3 outputs a positive torque.

  The operation state of the SOWC 8 for setting each of the travel modes is shown in FIG. 10 and schematically shown in FIG. The operation state described as “HV” in FIG. 10 is an operation state in which the hybrid mode is set, and this is the state shown in FIG. Further, the operation state described as “O / D lock” in FIG. 10 is an operation state in which the overdrive mode is set, and this is the state shown in the right half of FIG. Furthermore, the state described as “ENG lock” in FIG. 10 is an operation state in which the motor mode is set, and this is the state shown in the left half of FIG. In FIG. 11A, the struts 21 and 54 are described as engaging with the corresponding notch plates 17 and 53, respectively. However, when the vehicle travels, both the struts 21 and 54 are not operated in the so-called engaged state shown in FIG.

  Even in the drive device configured as shown in FIGS. 9 to 12 described above, since the SOWC 8 is attached to the end cover 32, the drive device can be reduced in size as in the first embodiment described above. Moreover, vehicle-mounted property can be improved.

[Third embodiment]
The drive device according to the present invention can be configured not to include the O / D mechanism 6 described above. Therefore, in this third embodiment, the power split mechanism 5 corresponds to the “differential mechanism” in the drive device according to the present invention. FIG. 13 shows a part of the drive device as a cross-sectional view, and FIG. 14 shows the overall configuration in a skeleton diagram. In the third embodiment, the same reference numerals as those used in the first and second embodiments are used for the same components as those in the first and second embodiments described above. The description is omitted. As shown in FIG. 14, the SOWC 8 having the configuration shown in FIGS. 9 and 10 is disposed on the end opposite to the engine 1 on the same axis as the input shaft 39. The rotor shaft 37 and the input shaft 39 described above extend to the inside of the storage chamber 41 formed by the center support 35 inside the end cover 32, and the first notch plate 17 described above is formed on the rotor shaft 37 with the boss. They are connected via the part 45. The boss portion 56 integrated with the second notch plate 53 is formed in a cylindrical shape, and is inserted between the inner peripheral surface of the rotor shaft 37 and the inner peripheral surface of the input shaft 39. 39 is spline-fitted. That is, the second notch plate 53 is connected to the engine 1 via the input shaft 39. The pocket plate 16 disposed between the notch plates 17 and 53 is spline-fitted to the inner peripheral portion of the end cover 32 at the outer peripheral portion.

  As shown in FIG. 13, an oil pump 47 is disposed on the same axis as the SOWC 8. The oil pump 47 is attached to the inner wall surface of the end cover 32. The tip of the input shaft 39 is inserted into the oil pump 47, and the input shaft 39 is connected to a rotating body such as a gear or a rotor in the oil pump 47. That is, the oil pump 47 is configured to be driven by the power of the engine 1.

  Since the drive device shown in FIGS. 13 and 14 includes the SOWC 8 similar to the SOWC 8 shown in the second embodiment described above, three travel modes can be set. The hybrid mode is set by retracting the struts 21 and 54 into the pockets 19 and 57 by the selector plates 18 and 58 provided corresponding to the struts 21 and 54 to bring the SOWC 8 into a so-called released state. Such an operating state of the SOWC 8 is the state shown in FIG. 11B and the state described as “HV” in FIG. Further, the operation state of the power split mechanism 5 in the hybrid mode is shown in FIG. As indicated by a line labeled “HV” in FIG. 15, the carrier C5 receives torque from the engine 1 and rotates in the forward direction, and the sun gear S5 is rotated by the first MG2. In this case, when the first MG2 functions as a generator while rotating in the positive direction, a negative torque acts on the sun gear S5, and the engine speed becomes a speed corresponding to the speed of the first MG2. The electric power generated in the first MG2 is supplied to the second MG3, and the second MG3 is driven as a motor to generate a driving force for traveling.

  The motor mode is a mode in which the engine 1 stops running and travels with the driving force of the first MG2 and the second MG3. Accordingly, the motor mode is set by causing the second strut 54 to protrude toward the second notch plate 53 and engage with the notch 55 as in the second embodiment. The operating state of the SOWC 8 in this case is the state shown in the left half of FIG. 11A described above, and is the state described as “MG lock” in FIG.

  In the motor mode, the rotation of the second notch plate 53, the input shaft 39 connected thereto, and the engine 1 in the positive direction is restricted. That is, since the engine 1 is stopped, the engine 1 runs using at least one of the first MG2 and the second MG3 as a driving force source. The driving state is shown in an alignment chart in FIG. The example shown here is a reverse traveling state, and the first MG 2 outputs a torque in the positive direction, so that the torque appears as a negative direction torque in the ring gear R 5 in the power split mechanism 5. Also, the second MG 3 outputs a negative torque, which is added to the torque of the ring gear R5. It is also possible to travel forward, and the vehicle travels forward when the second MG 3 outputs a positive torque.

  The motor lock mode is set by engaging the first strut 21 with the notch 20 in the first notch plate 17 to restrict the rotation of the first MG 2 in the positive direction. The operating state of the SOWC 8 is the state shown in the right half of FIG. 11A described above, and is the state shown by the line “MG lock” in FIG. In a state where the engine 1 outputs torque and the carrier C5 rotates in the forward direction, the forward torque acts on the sun gear S5. When the first strut 21 of the SOWC 8 is engaged with the first notch plate 17, the rotation of the sun gear S5 integral with the first notch plate 17 in the positive direction is stopped. The carrier C5 rotates in the positive direction at a higher rotational speed than the rotational speed of the carrier C5 (the rotational speed of the engine 1). This state is shown by the line “MG lock” in FIG. Therefore, this motor lock mode is a travel mode in which the engine 1 is a driving force source, and the engine speed is lower than the speed of the ring gear R5, which is an output element. The overdrive state is smaller than “1”.

  Also in the third embodiment described here, the SOWC 8 is attached to the end cover 32, and the notch plates 17 and 53 share one pocket plate 16. The same effect as in the second embodiment can be obtained.

[Example 4]
The drive device according to the present invention can be configured to set the hybrid mode and the motor mode described above. FIG. 17 shows a part of the drive device in a sectional view, and FIG. 18 shows the overall configuration in a skeleton diagram. In the fourth embodiment, the same reference numerals as those used in the first to third embodiments are assigned to the same parts as those in the first to third embodiments. Therefore, the description is omitted. As shown in FIGS. 17 and 18, the SOWC 8 attached to the end cover 32 includes a second notch plate 53 instead of the first notch plate 17 described above. The second notch plate 53 is connected to the input shaft 39 as described above. Therefore, the drive device shown in FIGS. 17 and 18 is configured to restrict the rotation of the engine 1 by the SOWC 8.

  The configuration shown in FIG. 17 will be specifically described. The tip end portion of the rotor shaft 37 remains at the position where the rotor shaft 37 is fitted to the bearing 38, and does not reach the inside of the accommodation chamber 41. On the other hand, the input shaft 39 extends into the housing chamber 41 so that the tip end of the input shaft 39 reaches the inner wall surface of the end cover 32. The part 56 is spline-fitted. In the example shown in FIG. 17, the second notch plate 53 is disposed on the engine 1 side (center support 35 side) with respect to the pocket plate 16. An oil pump 47 is disposed inside the storage chamber 41 in parallel with the SOWC 8. A gear 49 is attached to the rotation shaft 48 of the oil pump 47, and a gear 50 meshing with the gear 49 is attached to the input shaft 39 so as to rotate integrally with the input shaft 39.

  The operating state of the SOWC 8 for setting the hybrid mode and the motor mode is the same as the operating state in the second embodiment or the third embodiment described above. For example, as shown in FIG. When the second selector plate 18 is retracted into the pocket 57, the rotation of the input shaft 39 and the engine 1 to which the input shaft 39 is coupled is not restricted, so the hybrid (HV) mode is set. On the contrary, if the second strut 54 is engaged with the second notch plate 53, the rotation of the input shaft 39 in the positive direction (that is, the rotation of the engine 1) is restricted. In this state, the vehicle travels backward by rotating the first MG2 in the positive direction and rotating the second MG3 in the negative direction. That is, the motor mode is set. An alignment chart showing the operation state of the motor mode is as shown in FIG. Further, the engaged state of the SOWC 8 can be shown by a diagram in which the left half of FIG.

[Other embodiments]
The drive device according to the present invention may be configured by combining appropriate parts among the structures described as the first to fourth embodiments described above. For example, the first notch plate 17 and the second notch plate 53 described above may be arranged by switching from the position shown in the drawing to the left and right. You may change the structure accompanying the change of such a position. 4 and 5, it is described that the actuator 25 is disposed on the same axis as the SOWC 8 and operates in the axial direction. Instead of such a configuration, the actuator 25 may be arranged on the outer peripheral side of the SOWC 8 so as to operate in the tangential direction of the SOWC 8. In that case, an appropriate mechanism such as a cam mechanism or a link mechanism for converting the operating force by the actuator 25 into the axial force of the SOWC 8 is provided. FIG. 6 shows how the actuator 25 is attached in the first embodiment. A similar attachment state can be adopted in the second to fourth embodiments. Further, the power split mechanism 5 described above may be configured by a double pinion type planetary gear mechanism, and the O / D mechanism 6 may be configured by a single pinion type planetary gear mechanism.

  DESCRIPTION OF SYMBOLS 1 ... Engine (ENG), 2 ... 1st motor (MG), 3 ... 2nd motor (MG), 4 ... Output shaft (crankshaft), 5 ... Power split mechanism, 6 ... Overdrive (O / D) mechanism C5 ... carrier, S5 ... sun gear, R5 ... ring gear, 7 ... drive gear, C6 ... carrier, S6 ... sun gear, R6 ... ring gear, 8 ... selectable one-way clutch (SOWC), 9 ... counter driven gear, 10 ... counter shaft, DESCRIPTION OF SYMBOLS 11 ... Counter drive gear, 12 ... Differential, 13 ... Ring gear, 14 ... Drive wheel, 15 ... Drive gear, 16 ... Pocket plate, 17 ... Notch plate, 18 ... Selector plate, 19 ... Pocket, 20 ... Notch, 21 ... Engagement Joint (strut), 22 ... support pin, 23 Spring, 24 ... penetrating part, 25 ... Actuator, 26 ... Sensor, 27 ... Return spring, 28 ... Pusher plate, 29 ... Pin (or rod), 30 ... Spring, 31 ... Case, 32 ... End cover, 33 ... Flange, 34 ... Bolt, 35 ... Center support, 36 ... Bolt, 37 ... Rotor shaft, 38 ... Bearing, 39 ... Input shaft, 40 ... Bearing, 41 ... Storage chamber, 42, 43 ... Boss portion, 44 ... Cylindrical portion, 45 ... Boss part 46 ... Plunger 47 ... Oil pump 48 ... Rotating shaft 49 ... Gear 50 ... Gear 51 ... Discharge path 52 ... Side member 53 ... Second notch plate 54 ... Second strut 55 ... Notch, 56 ... Boss, 57 ... Second pocket, 58 ... Second selector pre Doo, 59 ... through portion.

Claims (8)

An engine, a motor, and a differential mechanism in which at least one of the engine and the motor is coupled, and any one of the rotating members in the differential mechanism is fixed and the fixing is released. In the vehicle drive device in which the operation mode is switched,
A case containing the motor and having an opening opening toward the opposite side in the axial direction from the engine side;
A cover member attached to the case so as to close the opening;
A selectable one-way clutch that can be switched between an engaged state that restricts rotation in any one direction of the rotating member in either direction and a released state that allows rotation in either the forward or reverse direction of the rotating member;
The vehicular drive device, wherein the selectable one-way clutch is disposed on the same axis as the motor inside the cover member and is attached to the cover member. The vehicle drive device according to claim 1,
The selectable one-way clutch includes a fixed clutch plate, a rotary clutch plate that is disposed opposite to the fixed clutch plate and that rotates relative to the fixed clutch plate, and projects from the fixed clutch plate toward the rotary clutch plate. The engagement piece held by the fixed clutch plate and the engagement piece protruding to the rotary clutch plate side are engaged to restrict the rotation of the rotary clutch plate relative to the fixed clutch plate in the one direction. And a recess formed in the rotary clutch plate,
The vehicle drive apparatus, wherein the fixed clutch plate is fixed to the cover member. The vehicle drive device according to claim 2,
The selectable one-way clutch includes a switching mechanism that switches between a state in which the engagement piece protrudes toward the rotary clutch plate and a state in which the engagement piece is retracted toward the fixed clutch plate so as not to contact the rotary clutch plate. An actuator for operating the mechanism,
The actuator is attached to the said cover member, The drive device for vehicles characterized by the above-mentioned. In the vehicle drive device according to any one of claims 1 to 3,
The differential mechanism includes a mechanism that performs a differential action by a first rotating element to which the engine is connected, a second rotating element to which the motor is connected, and a third rotating element,
The rotation in one of the forward and reverse directions is a rotation in a direction in which the engine rotates independently,
Any one of the rotating members includes any one of an output shaft of the engine or a member integrated with the output shaft and a rotating shaft of the motor or a member integrated with the rotating shaft. A vehicle drive device. In the vehicle drive device according to any one of claims 1 to 3,
The differential mechanism is a first differential mechanism that performs a differential action by a first rotating element connected to the engine, a second rotating element connected to the motor, and a third rotating element serving as an output element. And a second differential mechanism that performs a differential action by a fourth rotary element to which the engine is connected, a fifth rotary element to which the motor is connected, and a sixth rotary element that is selectively fixed,
One of the rotating members includes the sixth rotating element or a member integrated with the sixth rotating element. In the vehicle drive device according to claim 2 or 3,
The differential mechanism includes a mechanism that performs a differential action by a first rotating element to which the engine is connected, a second rotating element to which the motor is connected, and a third rotating element,
The rotation in one of the forward and reverse directions is a rotation in a direction in which the engine rotates independently,
The engagement piece includes a first engagement piece provided on a first side surface of the fixed clutch plate, and a second engagement piece provided on a second side surface of the fixed clutch plate,
The rotary clutch plate is opposed to the first side surface and has a first recess formed with a first recess into which the first engagement piece is engaged. The rotary clutch plate is opposed to the second side surface and the A second rotary clutch plate formed with a second recess with which the second engagement piece is engaged,
The first rotary clutch is connected to an output shaft of the engine or a member integrated with the output shaft;
The vehicular drive apparatus, wherein the second rotary clutch plate is connected to a rotating shaft of the motor or a member integrated with the rotating shaft. In the vehicle drive device according to claim 2 or 3,
The differential mechanism is a first differential mechanism that performs a differential action by a first rotating element connected to the engine, a second rotating element connected to the motor, and a third rotating element serving as an output element. And a second differential mechanism that performs a differential action by a fourth rotary element to which the engine is connected, a fifth rotary element to which the motor is connected, and a sixth rotary element that is selectively fixed,
The engagement piece includes a first engagement piece provided on a first side surface of the fixed clutch plate, and a second engagement piece provided on a second side surface of the fixed clutch plate,
The rotary clutch plate is opposed to the first side surface and has a first recess formed with a first recess into which the first engagement piece is engaged. The rotary clutch plate is opposed to the second side surface and the A second rotary clutch plate formed with a second recess with which the second engagement piece is engaged,
The first rotary clutch plate is connected to an output shaft of the engine or a member integrated with the output shaft;
The vehicle drive apparatus according to claim 1, wherein the second rotary clutch plate is connected to the sixth rotary element or a member integrated with the sixth rotary element. The vehicle drive device according to claim 6 or 7,
The vehicle drive device according to claim 1, wherein the first engagement piece and the second engagement piece are arranged so as to be shifted from each other in a circumferential direction of the fixed clutch plate.

Images