JP3097505B2 - Vehicle drive system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art There is known a vehicular drive system that uses an electric motor and an internal combustion engine as drive sources and transmits their outputs to drive wheels via a continuously variable transmission mechanism. JP-A-5-86
The device shown in FIG. 11 of Japanese Patent Publication No. 39 is an example of such a device.
A belt-type continuously variable transmission mechanism that continuously changes a gear ratio by changing a groove width of a pulley around which an endless belt is wound is used, and is provided on a first axis on which an electric motor and an internal combustion engine are provided. A primary pulley is disposed, and power is transmitted between the primary pulley and a secondary pulley disposed on a second axis parallel to the first axis.

[0003]

However, if the primary pulleys of the electric motor, the internal combustion engine, and the belt-type continuously variable transmission are arranged in series on the common first axis, the axial dimension is reduced. As the size increases, the mountability on a vehicle deteriorates, and it is particularly difficult to apply the method to a front-wheel drive vehicle (FF vehicle) or the like, which is disposed so that the first axis is substantially parallel to the vehicle width direction. Since the pulley of the belt-type continuously variable transmission mechanism generally changes the groove width of the pulley by a hydraulic cylinder arranged coaxially, a relatively large space is required in the axial direction, and the axial dimension is accordingly large. Becomes larger. When a small (small capacity) electric motor is used, the driving torque and the regenerative braking torque become small, so that the effect of reducing the fuel consumption by using the electric motor in addition to the internal combustion engine cannot be sufficiently obtained.

The present invention has been made in view of the above circumstances, and has as its object to drive an electric motor and an internal combustion engine as drive sources and to output the outputs of the drive wheels via a continuously variable transmission mechanism. Another object of the present invention is to reduce the axial dimension of a vehicle drive device that transmits power to a vehicle.

[0005]

According to a first aspect of the present invention, an electric motor and an internal combustion engine are used as driving sources, and the outputs of the driving sources are transmitted to driving wheels via a continuously variable transmission mechanism. In the vehicle drive device, (a) the electric motor and the internal combustion engine are arranged in series on a common first axis, and (b) the continuously variable transmission is arranged on a second axis substantially parallel to the first axis. A toroidal type continuously variable transmission mechanism is provided as a mechanism.

According to a second aspect of the present invention, there is provided a vehicular drive system in which an electric motor and an internal combustion engine are used as drive sources, and outputs of these are transmitted to drive wheels via a continuously variable transmission mechanism. The engine is arranged in series on a common first axis, and (b) a toroidal-type continuously variable transmission as the continuously variable transmission is provided on a second axis substantially parallel to the first axis, and the toroidal thereof. A gear type power transmission mechanism operatively connected to the die-type continuously variable transmission mechanism is arranged in series.

The gear type power transmission mechanism includes a stepped speed change mechanism that changes the speed ratio, a speed change mechanism that increases or decreases the speed at a constant speed ratio, a reverse rotation mechanism that changes the rotation direction, a differential device, and the like. The device is disposed downstream of the toroidal-type continuously variable transmission mechanism, that is, on the driving wheel side, in the power transmission path, but the transmission mechanism and the reverse rotation mechanism can be disposed on either the upstream side or the downstream side.

According to a third invention, in the vehicle drive system according to the first invention or the second invention, the output of the electric motor and the internal combustion engine is transmitted to the second axis through a chain. .

According to a fourth aspect of the present invention, there is provided the vehicle driving apparatus according to any one of the first to third aspects, wherein (c) reverse rotation of the electric motor in a reverse direction during forward running of the vehicle during reverse running of the vehicle. Control means; and (d) shift control means for receiving a reaction force applied to a variator that changes the speed ratio of the toroidal-type continuously variable transmission mechanism, regardless of the rotation direction of the toroidal-type continuously variable transmission mechanism. Features.

The shift control means includes, for example, a hydraulic cylinder for displacing the variator and pressure adjusting means for adjusting the oil pressure in a pair of oil chambers formed between the pistons of the hydraulic cylinder. Is done.

[0011]

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

In particular, in the vehicle drive device according to the second aspect of the invention, since the gear type power transmission mechanism is arranged in series with the toroidal-type continuously variable transmission mechanism on the second axis, the axial direction on the first axis is provided. The dimension and the axial dimension on the second axis can be made substantially equal, and the drive device can be made compact as a whole.

Since the output of the electric motor and the internal combustion engine is transmitted to the second axis via the chain, the helical gear with meshing teeth is inclined, for example. As in the case of transmitting power by using a shaft, no thrust force is generated, and a bearing or the like receiving the thrust force is not required, and the axial dimension can be further reduced.

According to a fourth aspect of the present invention, there is provided a vehicle drive system wherein the speed change control means for controlling the speed ratio of the toroidal type continuously variable transmission mechanism receives a reaction force applied to the variator regardless of the direction of rotation. Since the electric motor is rotated in the reverse direction by the control means, the vehicle can be made to travel backward. Therefore, a gear-type reverse rotation mechanism or the like is not required, and the apparatus is simple and inexpensive. It is possible to smoothly switch between the vehicle and the reverse running. In addition, since the reverse running is generally a low load, rather than being driven directly by the internal combustion engine, the internal combustion engine generates electric energy using the electric motor as a generator, stores the electric energy in the power storage device, and operates the electric motor with the electric energy. Running the vehicle in an advantageous manner is more advantageous in terms of fuel consumption, and can further reduce fuel consumption and exhaust gas.

[0015]

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

The toroidal type continuously variable transmission mechanism 24 transmits torque through traction oil having high viscoelasticity. In this embodiment, a double-cavity type full toroidal type is used. FIG. 2 is a schematic cross-sectional view of the toroidal type continuously variable transmission mechanism 24, and illustrates a second axis O.
The chain driven 30 is disposed on the output shaft 36 concentric with the shaft via a bearing 38 so as to be relatively rotatable and movable in the axial direction. 4
0a and 40b are provided. Input disk 40a,
Reference numerals 40b are disposed in opposite directions (back-to-back), and each includes a plurality of variators (rollers) 42.
The output disks 44a, 44b are opposed to each other with the output disks a, 42b interposed therebetween. The output disks 44a and 44b are spline-fitted to the output shaft 36 so that they cannot rotate relative to each other and can move in the axial direction. One of the output disks 44a is pressed by the pressing hydraulic cylinder 46 to the left in the drawing. By doing so, the variators 42a, 42
b is pressed between the output disks 44a, 44b and the input disks 40a, 40b with a predetermined pressing force.
The other output disk 44b is prevented from moving leftward by the snap ring 48.

The variators 42a and 42b are rotatably arranged around the center lines Sa and Sb, respectively, and when the input disks 40a and 40b are rotated around the second axis O, they are caused by the viscoelasticity of the traction oil. The output disks 44a, 4
4b are rotated counterclockwise with respect to the input disks 40a and 40b, respectively. The variators 42a and 42b also
The inclination angle of the center lines Sa, Sb, that is, the inclination in the left-right direction in FIG.
The speed ratio (rotation speed on the input side / rotation speed on the output side) is continuously changed by continuously changing the ratio of the diameter dimension from the contact point to the second disc a, 40b and the output discs 44a, 44b. Change. The speed ratio control of the toroidal type continuously variable transmission mechanism 24 generally has better responsiveness than the belt type continuously variable transmission mechanism.

On the other hand, the toroidal type continuously variable transmission 24
Are housed in a pair of cases 52a, 52b fixed to the vehicle body, and are at least partially immersed in traction oil filled by a predetermined amount therein, so that the variators 42a, 42b and the input disk 40a,
The point of contact between the drive disk 40b and the output disks 44a, 44b is always lubricated by an oil bath system regardless of the gear ratio. Cases 52a and 52b and chain driven 3
0, the oil seals 54a, 54b seal the liquid tight while allowing relative rotation.
b and the output shaft 36, oil seals 56a, 56
6b allows liquid-tight sealing while allowing relative rotation. The output shaft 36 is hollow, and the transmission shaft 32 is inserted inside the output shaft 36. FIG. 2 shows the second
FIG. 4 shows only the upper half of the axis O, but the toroidal-type continuously variable transmission 24 is configured substantially symmetrically about the second axis O. FIG. 2 is a skeleton view showing only the upper half of the second axis O of the power transmission device 12 of FIG. 1.

Returning to FIG. 1, the speed reducing / reversing mechanism 26 and the differential device 28 correspond to a gear type power transmission mechanism, and the speed reducing / reversing mechanism 26 includes three sets of simple planetary gear units 58, 60, 62. , And a reverse brake B1 and a forward brake B2. The output shaft 36 of the toroidal type continuously variable transmission 24 is integrally connected to sun gears of the simple planetary gear units 58 and 60. ing. Then, in accordance with a shift operation of a shift lever (not shown), the reverse brake B1 is engaged and the forward brake B2 is released, whereby a reverse gear for causing the vehicle to travel backward is established, and the forward brake B2 is engaged. When the brake B1 is released and the reverse brake B1 is released, a forward gear for moving the vehicle forward is established, and when both brakes B1 and B2 are released, a neutral gear (neutral) for interrupting power transmission is established.
Is established. The deceleration / reverse rotation mechanism 26
Each of the forward speed and the reverse speed is decelerated at a predetermined speed ratio (speed ratio> 1).
To output power. In FIG. 1, the diameters (gear ratios) of the gears of the three simple planetary gear units 58, 60, and 62 are shown.
Are equal to each other, but the diameter dimension is appropriately set according to a desired gear ratio or the like.

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

The controller 70 includes a CPU, RAM, RO
M including a microcomputer having
The signal processing is executed according to a preset program. For example, a mode in which the vehicle runs only by the internal combustion engine 14, a mode in which the vehicle runs only by the electric motor 16, and the electric motor 16 is rotated by the internal combustion engine 14 to generate electric power. The vehicle travels in three traveling modes of traveling while traveling. The controller 70 also controls the engagement and disengagement of the clutch C and the reverse brake B1 and the forward brake B2 by switching a hydraulic control circuit (not shown) or performing pressure regulation control. , And controls the hydraulic pressure of the pressing hydraulic cylinder 46 of the toroidal-type continuously variable transmission mechanism 24 and the transmission control means. The controller 70 receives information necessary for the above control, for example, signals representing the operation range and vehicle speed of the shift lever, the amount of accelerator operation, the presence / absence of brake operation, the state of power storage, and the like. It is supplied from an amount sensor 76, a brake sensor 78, a power storage device 66, and the like. Note that the vehicle drive output device 80
Are the differential device 28 and the transmission shafts 32 and 34
And so on.

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

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

In this embodiment, the output of the electric motor 16 on the first axis and the output of the internal combustion engine 14 are transmitted to the toroidal type continuously variable transmission mechanism 24 on the second axis O using the chain 22. Therefore, unlike the case where power is transmitted by using a helical gear having inclined meshing teeth, for example, no thrust force is generated, and a bearing for receiving the thrust force is not required, and the axial dimension can be further reduced.

Next, another embodiment of the present invention will be described. In the following embodiments, portions substantially common to the above embodiments are denoted by the same reference numerals, and detailed description is omitted.

The vehicle drive device 90 shown in FIGS.
Instead of the speed reduction / reverse rotation mechanism 26 of the above-described embodiment, the speed reduction mechanism 9 is used.
2 is different. The speed reduction mechanism 92 includes the simple planetary gear units 60 and 62 and the traveling brake B3.
When the traveling brake B3 is engaged, the traveling speed is reduced at a predetermined gear ratio to establish a traveling stage, and the traveling brake is released to cut off the power transmission. A neutral stage (neutral) is established. The traveling brake B3 is the same as the forward brake B2, but is referred to as the traveling brake B3 in this embodiment because it is engaged during forward and reverse travel. In addition, the toroidal type continuously variable transmission mechanism 24
Is controlled by the speed change control means 94 shown in FIG. 6, and the controller 70 performs reverse control according to the flowchart shown in FIG. 7, and rotates the electric motor 16 in the reverse direction during forward running. The vehicle is driven backward by driving.

The speed change control means 94 is provided with the variator 42.
The hydraulic cylinder 96 changes the inclination angle of the center line Sa (Sb) by displacing the position a (42b) in the vertical direction in FIG. 6, and the speed ratio of the toroidal-type continuously variable transmission mechanism 24 during forward traveling is a predetermined value. The forward speed regulating valve 102 that regulates the hydraulic pressure of the hydraulic oil supplied from the hydraulic pressure source 98 to the forward side oil chamber 100 of the hydraulic cylinder 96 and the speed ratio of the toroidal-type continuously variable transmission mechanism 24 during reverse travel are set such that A reverse pressure control valve 106 is provided for adjusting the hydraulic pressure of the hydraulic oil supplied from the hydraulic pressure source 98 to the reverse oil chamber 104 of the hydraulic cylinder 96 so as to have a predetermined value. Disk 40a (40
b) and 44a (44b) and the variator 42a (42
The arrow shown in b) indicates the rotation direction during forward running. At this time, since a downward reaction force is applied to the variator 42a (42b), the hydraulic pressure in the forward oil chamber 100 is controlled. Thus, the reaction force can be received and the variator 42a (42b) can be moved up and down to achieve a predetermined gear ratio. Also, when the vehicle travels backward when the rotation direction of each member is reversed, the variator 42a
(42b) is applied with a reaction force directed upward in the drawing, so by controlling the hydraulic pressure in the reverse oil chamber 104,
While receiving the reaction force, the variator 42a (42
b) can be moved up and down to achieve a predetermined gear ratio. The pressure regulating valves 102 and 106 include a pair of oil chambers 100 and 1.
This hydraulic pressure control may be performed by, for example, detecting the rotational speeds of the members on the input and output sides and performing feedback control so as to obtain a predetermined gear ratio. Note that the first toroidal-type continuously variable transmission mechanism 24 has a constant rotation direction regardless of whether the vehicle is traveling forward or backward.
In the embodiment, the reverse pressure regulating valve 106 is unnecessary.

In the reverse control shown in FIG. 7, first, in step S1, the operation range of the shift lever is set to "R (reverse)" based on a signal supplied from the shift position sensor 72.
Then, in the case of the R range, the clutch C is released and the operation of the internal combustion engine 14 is stopped in step S2. In step S3, the direction in which the variator reaction force is received by the shift control means 94 is set to the opposite direction, that is, the reverse direction. The reverse pressure adjusting valve 106 adjusts the hydraulic pressure of the reverse oil chamber 104 to control the gear ratio.
Is engaged. Thereafter, in step S4, the electric motor 16 is driven to rotate in a direction opposite to that in the forward traveling according to the accelerator operation amount or the like, thereby causing the vehicle to travel backward. In the series of signal processing by the controller 70, the part that executes step S4 corresponds to the reverse rotation control means. Even when the vehicle is stopped on an uphill and operated to the R range, if the accelerator operation amount is zero, the electric motor 1
Hill locking is possible by locking the motor 6 so that it cannot rotate.

In this embodiment, the same effects as those of the first embodiment can be obtained. In addition, the transmission control means 94 is configured to receive the variator reaction force regardless of the rotation direction, and the electric motor 16 rotates in the reverse direction. Since the vehicle is driven to travel backward, the gear-type reversing mechanism, that is, the simple planetary gear device 58 and the reverse brake B1 are not required, and the vehicle drive device 90 has a simple and inexpensive configuration. Is done. When switching between forward traveling and reverse traveling, the forward brake B2 and the reverse brake B1 must be engaged or released in the above-described embodiment, respectively, but in this embodiment, the traveling brake B3 is engaged. Since the switching can be performed while keeping forward, the switching between forward and backward can be smoothly performed. Further, since the reverse running generally has a low load, the electric energy is generated by using the electric motor 16 as a generator by the internal combustion engine 14 to generate electric energy, rather than being driven directly by the internal combustion engine 14.
When the vehicle is driven by operating the electric motor 16 with the electric energy, it is more advantageous in terms of fuel consumption, and the fuel consumption and exhaust gas can be further reduced.

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

For example, while the toroidal type continuously variable transmission mechanism 24 of the above-described embodiment is a double cavity type and a full toroidal type, it may be a single cavity type or a half toroidal type. In addition, a predetermined pressing force is generated by the pressing hydraulic cylinder 46. However, the pressing force may be generated by a loading cam device or the like, or the traction may be performed by a pump or the like instead of the oil bath method. Various types of toroidal-type continuously variable transmission mechanisms can be adopted, for example, oil may be pumped and forcibly lubricated.

In the above embodiment, the planetary gear type reduction / reverse mechanism 26 or reduction mechanism 92 and the differential device 28 are provided as the gear type power transmission mechanism.
The contents of the gear-type power transmission mechanism can be appropriately changed as needed. For example, a planetary gear-type differential device can be employed. When a single-cavity toroidal type continuously variable transmission is used, the toroidal type continuously variable transmission is arranged between the reduction / reverse rotation mechanism 26 or the reduction mechanism 92 and the differential device 28, and the chain 22 is used.
The transmission and transmission of the power to the speed reduction / reverse rotation mechanism 26 and the speed reduction mechanism 92 can be performed, and the arrangement and connection of the toroidal-type continuously variable transmission mechanism and the gear-type power transmission mechanism can be appropriately changed.

Further, in the above-described embodiment, the vehicle is driven by only one of the internal combustion engine 14 and the electric motor 16, but a mode in which the vehicle runs with both outputs when the vehicle is running under a high load may be provided. The type of the traveling mode can be set as appropriate.

In the above-described embodiment, the output shaft 14a of the internal combustion engine 14 and the output shaft 16a of the electric motor 16 are connected via the clutch C. However, they are directly connected so that they always rotate integrally. Alternatively, both outputs may be combined by an output combining means such as a planetary gear device.

In the above-described embodiment, the power is transmitted from the first axis to the second axis O by the chain 22, but other power transmission means such as gears may be used.

The speed change control means 94 in FIG. 6 controls the speed change ratio by displacing the variators 42a and 42b by a hydraulic cylinder 96. However, the speed change control means 94 may be displaced using an electric motor and a feed screw. Various other shift control means capable of receiving and displacing the variator reaction force regardless of the rotation direction can be employed.

In the flowchart of FIG. 7, the clutch C is released in step S2 and the internal combustion engine 1
4, the clutch C may be released.

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

[Brief description of the drawings]

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

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

FIG. 3 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1;

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

FIG. 5 is a block diagram illustrating a control system of the embodiment of FIG. 4;

FIG. 6 is a diagram illustrating a configuration of a shift control unit that controls a speed ratio of the toroidal-type continuously variable transmission mechanism in the embodiment of FIG.

FIG. 7 is a flowchart illustrating an operation when the vehicle travels backward in the embodiment of FIG. 4;

[Explanation of symbols]

 10, 90: Vehicle drive unit 22: Chain 24: Toroidal-type continuously variable transmission mechanism 26: Reduction / reverse rotation mechanism (gear-type power transmission mechanism) 28: Differential apparatus (gear-type power transmission mechanism) 42a, 42b: Variator 92: Reduction mechanism (gear-type power transmission mechanism) 94: shift control means O: second axis Step S4: reverse rotation control means

──────────────────────────────────────────────────続 き Continuation of front page (56) References JP-A-7-12185 (JP, A) JP-A-7-91512 (JP, A) JP-A-7-151218 (JP, A) JP-A-1- 95944 (JP, A) JP-A-7-96759 (JP, A) JP-A-5-38956 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 17/04 B60K 6 / 02 B60L 11/14 F02D 29/02

Claims (4)

(57) [Claims] An electric motor and an internal combustion engine are used as drive sources, and the outputs of the electric motor and the internal combustion engine are transmitted to drive wheels via a continuously variable transmission mechanism. A drive device for a vehicle, wherein a toroidal-type continuously variable transmission mechanism is disposed on a second axis line substantially parallel to the first axis line and arranged in series on an axis line. 2. A vehicular drive system in which an electric motor and an internal combustion engine are used as drive sources and their outputs are transmitted to drive wheels via a continuously variable transmission mechanism. The toroidal-type continuously variable transmission mechanism as the continuously variable transmission mechanism and the toroidal-type continuously variable transmission mechanism are operatively arranged on a second axis substantially parallel to the first axis. A vehicle drive device comprising a geared power transmission mechanism connected in series. 3. The output of the electric motor and the internal combustion engine is transmitted to the second axis through a chain.
Or the vehicle drive device according to 2. 4. A reverse rotation control means for driving the electric motor to rotate in a reverse direction when the vehicle travels backward when traveling forward, and a reaction force applied to a variator for changing a speed ratio of the toroidal-type continuously variable transmission mechanism. The vehicle drive device according to any one of claims 1 to 3, further comprising shift control means for receiving the toroidal-type continuously variable transmission mechanism regardless of the rotation direction.