JP3841078B2 - Hybrid vehicle drive system - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle having a plurality of drive force sources.

  Conventionally, as a hybrid vehicle, for example, a vehicle including an electric motor or a motor / generator as a power source in addition to an internal combustion engine is known. In these hybrid vehicles, using the differential action of the planetary gear mechanism, the rotational speed is controlled by an electric motor or motor / generator connected to the planetary gear mechanism so as to drive the internal combustion engine at the optimum operating point.

  In addition, the motor or motor / generator compensates for excess or deficiency of the driving force or engine braking force, and further regenerates energy during deceleration, thereby reducing exhaust gas from the internal combustion engine and simultaneously improving fuel efficiency. ing.

  An example of a hybrid vehicle is described in Patent Document 1. This hybrid vehicle has two motors, a first clutch is provided between the engine and the second motor, and a second clutch is provided between the output shaft of the engine and the output member. . When the power transmission efficiency such as power circulation deteriorates, the first clutch is released and the second clutch is engaged. By doing so, the entire output of the engine is transmitted to the output member, and deterioration of power transmission efficiency can be prevented.

Patent Document 2 describes a hybrid vehicle drive device including an engine, two planetary gears that are four rotating elements, and two motor generators.
Japanese Patent Laid-Open No. 11-332018 JP 2002-281607 A

In the invention of Patent Document 1, since the second motor is disconnected from the output member at a high speed and a low load, the torque to the output member cannot be adjusted. That is, only the power from the engine is transmitted to the output member . Therefore, there has been a problem that the operating point of the engine changes with the fluctuation of the running state, and the operation at the optimal operating point of the engine cannot be maintained.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a hybrid vehicle drive device capable of efficient driving regardless of the vehicle speed and load state.

To achieve the above object, it the present invention to modify the formic Ya ratio between formic Ya ratio or the reaction element and the output element, between the output element and input element, the power recirculation state Thus, a state where the power transmission efficiency is reduced is avoided. That is, the invention of claim 1 is directed to a hybrid vehicle drive device that combines and distributes the output torque of the internal combustion engine and the torque of the first drive force source and outputs the resultant to the drive shaft. A predetermined reaction force element that couples the internal combustion engine to a predetermined input element of arbitrarily selected three elements that perform a differential action among the four elements, and applies a reaction force to the input element Is connected to the first driving force source, and the input element is combined with the torque input from the internal combustion engine and the reaction force element is combined with the torque input from the first driving force source to output the torque to a predetermined output element. mechanism and the input element of said four elements, the reaction element, to one of the elements remains except for the elements of the output element, the switching mechanism for connecting the inside燃機function switches the input main iodination et al And It is a device.

  According to a second aspect of the present invention, the planetary gear mechanism constituting the gear mechanism according to the first aspect is a stepped pinion type planetary gear in which a large pinion gear and a small pinion gear having a smaller number of teeth than the large pinion gear are integrally connected coaxially. A drive device comprising a gear mechanism.

  Further, the invention of claim 3 provides the ratio of the power transmitted from the internal combustion engine to the output member and the power transmitted from the internal combustion engine to the first driving force source according to claim 1 or 2, as a load. It is a control device characterized by having a power ratio changing means for changing according to any one of the vehicle speed.

According to a fourth aspect of the present invention, in the first to third aspects, the switching mechanism is operated when the rotational speed of the internal combustion engine matches the rotational speed of the first driving force source or the rotational speed of the output shaft. A drive device comprising switching control means for switching and connecting the internal combustion engine from the input element to the remaining one element .

  According to a fifth aspect of the present invention, an internal combustion engine is connected to an input element of a power distribution mechanism having a differential action consisting of at least four elements, and a first is selectively applied to each of the plurality of reaction force elements of the power distribution mechanism. In a hybrid vehicle driving apparatus in which a driving force source is connected and a second driving force source is connected to an output element of the power distribution mechanism, a reaction force element that connects the first driving force source is set to a traveling state of the vehicle. A switching mechanism that selectively switches in accordance with the switching mechanism, and a line in which the rotating elements of the planetary gear mechanisms are arranged in parallel at intervals according to the gear ratio of the planetary gear mechanisms according to the engaged / released state of the switching mechanism. And a power distribution mechanism that changes the position of the reaction force element to which the first driving force source is connected.

Further, in the invention of claim 6, an internal combustion engine is connected to an input element of a power distribution mechanism having a differential action composed of at least four elements, and a first is selectively applied to each of the plurality of reaction force elements of the power distribution mechanism. In a hybrid vehicle driving apparatus in which a driving force source is connected and a second driving force source is connected to an output element of the power distribution mechanism, an input element for connecting the internal combustion engine is selectively selected according to a traveling state of the vehicle. And a collinear line represented by a line in which the rotating elements of each planetary gear mechanism are arranged in parallel at intervals according to the gear ratio of each planetary gear mechanism according to the engaged / released state of the switching mechanism. in FIG, Ru drive der characterized in that the internal combustion engine and a power distributing mechanism for changing the position of the connected input elements.
According to a seventh aspect of the present invention, in the invention according to any one of the second to fourth aspects, the switching mechanism is configured to switch the internal combustion engine from the input element to the remaining one element and connect the first engine. A driving apparatus for a hybrid vehicle, characterized in that a driving force source is connected to the remaining one element.
According to an eighth aspect of the invention, in the seventh aspect of the invention, the switching mechanism is operated when the rotational speed of the internal combustion engine matches the rotational speed of the first driving force source or the rotational speed of the output shaft. A hybrid vehicle drive device comprising switching control means for switching and connecting the first driving force source from the reaction force element to the remaining one element.

According to the first or second aspect of the invention or the fifth to seventh aspects of the invention, the first driving force source or the reaction force element or the input element of the power distribution mechanism to which the internal combustion engine is connected is switched depending on the traveling state of the vehicle. The mode can be set. Therefore, the rotation speed of the first driving force source can be lowered while keeping the rotation speed of the internal combustion engine constant, and a state where power transmission efficiency such as a power circulation state is reduced can be avoided. Moreover, since the reaction force of the internal combustion engine with respect to the first driving force source can be reduced, an increase in the size of the first driving force source can be suppressed.

  According to the invention of claim 3, since the reaction force of the internal combustion engine against the first driving force source can be reduced at low speed and high load, the first driving force source can be reduced in size. In addition, when the power is transmitted from the internal combustion engine to the drive shaft at high speed and low load, and the power that is adjusted by the second driving force source is increased, the power transmission efficiency such as the power circulation state is reduced. It can be avoided. Since the output torque of the internal combustion engine becomes small at high speed and low load, the reaction force of the internal combustion engine with respect to the first driving force source can be reduced, so that the increase in size of the first driving force source can be suppressed.

According to the invention of claim 4 or 8 , the reaction force element or the input element is switched when the rotational speed of the internal combustion engine is equal to the rotational speed of the first driving force source or the output shaft rotational speed. Therefore, relative rotation between the elements does not occur, and a shock at the time of switching does not occur. Further, loss such as drag loss can be reduced.

  Next, the present invention will be described based on specific examples. FIG. 1 is a skeleton diagram conceptually showing a vehicle drive apparatus to which the present invention is applied. The drive device includes an engine 1, a first motor / generator 2, a power distribution mechanism 22 that distributes the power of the engine 1 to the first motor / generator 2 and the output shaft 33, and a second motor / generator 3. It is configured as a subject.

  The engine 1 is a known power unit that outputs power by burning fuel such as a gasoline engine or a diesel engine, and electrically operates the operating state such as a throttle opening (intake amount), a fuel supply amount, and an ignition timing. It is configured to be controllable. The engine 1 is controlled by, for example, an electronic control unit (ECU) 100 mainly composed of a microcomputer.

  The first motor / generator 2 can use, for example, a synchronous motor, and the first motor / generator 2 is configured to generate a function as an electric motor and a function as a generator. Further, a battery (not shown) is electrically connected to the first motor / generator 2 via an inverter (not shown). The inverter (not shown) is controlled by an electronic control unit (ECU) 100 to appropriately set the output torque or regenerative torque of the first motor / generator 2. Note that the stator 4 of the first motor generator 2 is fixed to the casing 34 so as not to rotate.

  In the example shown in FIG. 1, the power distribution mechanism 22 includes a first planetary gear mechanism 15 and a second planetary gear mechanism 21. A ring gear 17 that is an internal gear in the single pinion type second planetary gear mechanism 21 is arranged concentrically with the sun gear 32. The small pinion gear 16 meshing with the sun gear 32 and the ring gear 17 is held by the carrier 18 so as to rotate about its central axis and revolve by the rotation of the carrier 18.

  The small pinion gear 16 is configured as a so-called stepped pinion gear. That is, a large pinion gear 19 having a diameter larger than that of the small pinion gear 16 is integrated on the same axis. The large pinion gear 19 meshes with the second sun gear 20 having a smaller diameter than the sun gear 32 in the second planetary gear mechanism 21. That is, the second planetary gear mechanism 15 is constituted by the second sun gear 20, the large and small pinion gears 19 and 16 (that is, the stepped pinion gear), the carrier 18 that holds this, and the ring gear 17. Therefore, since the sun gear 32 in the second planetary gear mechanism 21 has a larger diameter than the second sun gear 20 in the first planetary gear mechanism 15 and shares the ring gear 17, the gear in the first planetary gear mechanism 15 is used. The ratio (ratio of the number of teeth of the sun gear and the ring gear) ρ1 is smaller than the gear ratio ρ2 of the second planetary gear mechanism 21.

  The output shaft 33 is connected to the ring gear 17 in the first planetary gear mechanism 21. The sun gear 32 is connected to the rotor 5 of the first motor / generator 2 through a one-way clutch F1. The second sun gear 20 is connected to the rotor 5 of the first motor / generator 2 via the clutch C1. Further, the carrier 18 is connected to the engine 1. The output shaft 33 is connected to the differential 8, and the differential 8 is connected to the wheel 10 via the drive shaft 9.

  The output shaft 33 and the rotor 7 of the second motor / generator (MG2) 3 are connected via a transmission 11. Further, the second motor / generator 3 is connected to a battery (not shown) via an inverter (not shown). The electronic control unit (ECU) 100 mainly composed of a microcomputer controls the inverter, thereby controlling the power running and regeneration of the second motor / generator 3 and the torque and the rotational speed in each case. Yes. The stator 6 of the second motor / generator 3 is fixed to the casing 34.

  The transmission 11 is constituted by a planetary gear mechanism. This planetary gear mechanism rotates a sun gear 12 as an external gear, a ring gear 14 as an internal gear arranged concentrically with the sun gear 12, and a pinion gear meshing with the sun gear 12 and the ring gear 14. In addition, the gear 13 is a known gear mechanism that generates a differential action using the carrier 13 that is held revolving freely as three rotating elements. The carrier 13 as the first rotating element is fixed to the casing 34 so as not to rotate.

  On the other hand, the rotor 7 of the second motor / generator 3 is connected to the sun gear 12 as the second rotating element. The ring gear 14, which is a third rotating element and an output element of the transmission 11, is connected to the output shaft 33, and the power generated by the second motor / generator 3 is decelerated by the transmission 11, so that the output shaft 33 It is supposed to be adjusted to.

  The optimum fuel efficiency operation of the engine 1 is performed by changing the rotation speed of the engine 1 continuously (steplessly) by changing the rotation speed of the first motor / generator 2 to high or low. That is, the continuously variable transmission control for setting the rotational speed of the engine 1 to, for example, the rotational speed with the best fuel efficiency can be performed by controlling the rotational speed of the first motor / generator 2. A hybrid drive device that distributes power using the power distribution mechanism 22 configured by the planetary gear mechanism is called a mechanical distribution hybrid drive device.

  Next, the switching of each gear and the combination of brakes will be described with reference to FIGS. In FIG. 2, “ON” represents engagement, and “OFF” represents release. In FIG. 3, “MG1” represents the first motor / generator 2 and “MG2” represents the second motor / generator 3.

  While the vehicle speed is low, it is set to the low speed side. The low speed side is set by engaging the clutch C1 and releasing the one-way clutch F1. As a result, the output torque of the first motor / generator 2 is input to the sun gear 20 via the clutch C1. As a result, the state shown in FIG. 3A is obtained, and the rotational speed of the first motor / generator 2 is higher than the output rotational speed.

  When the vehicle speed increases and the rotational speed of the first motor / generator 2 becomes equal to the output rotational speed, switching from the low speed side to the high speed side is performed. That is, it is set by releasing the clutch C1 and engaging the one-way clutch F1. That is, the reaction force element of the power distribution mechanism 22 is switched. That is, as shown in FIG. 3B, the connection position of the first motor / generator 2 is switched while maintaining the rotational speed of the engine 1.

  When the vehicle speed, that is, the output rotational speed further increases, as shown in FIG. 3C, the rotational speed of the first motor / generator 2 decreases, but the sun gear 20 and the sun gear 32 are switched, and the ring gear 17 and the sun gear are switched. Since the gear ratio between the first motor and the generator 2 is lower than that at the time of low speed, the rotation speed of the first motor / generator 2 is not negative and avoids a state where power transmission efficiency such as a power circulation state is lowered. can do.

  That is, an appropriate operation mode can be set by switching the sun gear 20 and the sun gear 32 of the power distribution mechanism 22 to which the first motor / generator 2 is connected depending on the traveling state of the vehicle. Therefore, the rotation speed of the first motor / generator 2 can be lowered while keeping the rotation speed of the engine 1 constant, and a state where power transmission efficiency such as a power circulation state is reduced can be avoided. Further, since the reaction force of the engine 1 against the first motor / generator 2 can be reduced, the first motor / generator 2 can be reduced in size.

  In addition, since the reaction force of the engine 1 against the first motor / generator 2 can be reduced at low speed and high load, the first motor / generator 2 can be downsized. Further, the power transmitted from the engine 1 to the output shaft 33 at the time of high speed and low load is reduced, and the power transmitted / reduced by the second motor / generator 3 is increased, thereby reducing the power transmission efficiency such as the power circulation state. A state can be avoided. In addition, since the output torque of the engine 1 becomes small at high speed and low load, the reaction force of the engine 1 against the first motor / generator 2 can be reduced, and the increase in size of the first motor / generator 2 can be suppressed.

  Further, the sun gear 20 and the sun gear 32 of the power distribution mechanism 22 are switched when the rotational speed of the engine 1 is equal to the rotational speed of the first motor / generator 2 or the output shaft rotational speed. Therefore, relative rotation between the elements does not occur, and a shock at the time of switching does not occur. Further, it is possible to reduce losses such as drag loss, heat loss, and hydraulic loss necessary for clutch engagement.

  Next, another embodiment of the power train that is an object of the present invention will be described below. FIG. 4 is a skeleton diagram conceptually showing a power train of a vehicle according to another example of the present invention. In the embodiment of FIG. 4, the same components as those of FIG. 1 are denoted by the same reference numerals as those of FIG. Further, the embodiment shown in FIG. 4 is a modification of the embodiment shown in FIG. 1, and the operations and effects obtained for the same parts as those in the configuration of FIG. 1 are the same.

In the example shown in FIG. 4, the power distribution mechanism 23 includes a first planetary gear mechanism 24 and a second planetary gear mechanism 25. A ring gear 29 which is an internal gear arranged concentrically with the sun gear 31 in the second planetary gear mechanism 25 is provided . The small pinion gear 28 meshed with the sun gear 31 and the ring gear 29 is held by the carrier 30 so as to rotate about its central axis and revolve due to the rotation of the carrier 30.

  The small pinion gear 28 is configured as a so-called stepped pinion gear. That is, the large pinion gear 26 having a diameter larger than that of the small pinion gear 28 is aligned and integrated on the same axis. The large pinion gear 26 meshes with a second ring gear 27 having a larger diameter than the ring gear 29 in the second planetary gear mechanism 25. That is, the second ring gear 27, the large and small pinion gears 26 and 28 (that is, the stepped pinion gear), the carrier 30 holding the pinion gear 26, and the sun gear 31 constitute the first planetary gear mechanism 24. Therefore, since the ring gear 29 in the second planetary gear mechanism 25 has a smaller diameter than the ring gear 27 in the first planetary gear mechanism 24 and also shares the sun gear 31, the gear ratio in the first planetary gear mechanism 24 (the sun gear and (Ratio of the number of teeth with the ring gear) ρ 1 is larger than the gear ratio ρ 2 of the second planetary gear mechanism 25.

The rotor 5 of the first motor / generator (MG1) 2 is connected to the sun gear 31 of the second planetary gear mechanism 25. The ring gear 29 is connected to the engine 1 via the clutch C1. Furthermore the carrier 30 is connected to the engine 1 via the one-way clutch F1. The ring gear 27 is connected to the output shaft 33. The output shaft 33 is connected to the differential 8, and the differential 8 is connected to the wheel 10 via the drive shaft 9.

  Next, switching of each gear position and a combination of brakes and the like will be described with reference to FIGS. Note that “ON” in FIG. 5 represents engagement, and “OFF” represents release. In FIG. 6, “MG1” represents the first motor / generator 2 and “MG2” represents the second motor / generator 3.

While the vehicle speed is low, it is set to the low speed side. The low speed side is set by engaging the clutch C1 and releasing the one-way clutch F1. As a result, the output torque of the engine 1 is input to the ring gear 29 via the clutch C1. As a result, the state shown in FIG. 6A is obtained, and the rotational speed of the first motor / generator 2 is higher than the output rotational speed.

When the vehicle speed increases and the rotation speed of the first motor / generator 2 becomes equal to the rotation speed of the engine 1, switching from the low speed side to the high speed side is performed. That is, it is set by releasing the clutch C1 and engaging the one-way clutch F1. That is, the input element of the power distribution mechanism 23 is switched. That is, as shown in FIG. 6B, the connection position of the engine 1 is switched while maintaining the rotational speed of the engine 1.

When the vehicle speed, that is, the output rotational speed further increases, as shown in FIG. 6C , the rotational speed of the first motor / generator 2 decreases, but the ring gear 29 and the carrier 30 are switched, and the sun gear 31 and the carrier are switched. Since the gear ratio to 30 is lower than that at the time of low speed, the rotation speed of the first motor / generator 2 does not become negative rotation and avoids a state where the power transmission efficiency such as the power circulation state is lowered. can do.

  That is, an appropriate operation mode can be set by switching the ring gear 29 and the carrier 30 of the power distribution mechanism 23 to which the first motor / generator 2 is connected depending on the traveling state of the vehicle. Therefore, the rotation speed of the first motor / generator 2 can be lowered while keeping the rotation speed of the engine 1 constant, and a state where power transmission efficiency such as a power circulation state is reduced can be avoided. Further, since the reaction force of the engine 1 against the first motor / generator 2 can be reduced, the first motor / generator 2 can be reduced in size.

  In addition, since the reaction force of the engine 1 against the first motor / generator 2 can be reduced at low speed and high load, the first motor / generator 2 can be downsized. Further, the power transmitted from the engine 1 to the output shaft 33 at the time of high speed and low load is reduced, and the power transmitted / reduced by the second motor / generator 3 is increased, thereby reducing the power transmission efficiency such as the power circulation state. A state can be avoided. In addition, since the output torque of the engine 1 becomes small at high speed and low load, the reaction force of the engine 1 against the first motor / generator 2 can be reduced, and the increase in size of the first motor / generator 2 can be suppressed.

  Further, the ring gear 29 of the power distribution mechanism 23 and the carrier 30 are switched when the rotational speed of the engine 1 is equal to the rotational speed of the first motor / generator 2 or the output shaft rotational speed. Therefore, relative rotation between the elements does not occur, and a shock at the time of switching does not occur. Further, loss such as drag loss can be reduced.

  Here, the relationship between each of the specific examples described above and the present invention will be briefly described. The engine 1 corresponds to an “internal combustion engine”. The first motor / generator 2 corresponds to a “first driving force source”, and the second motor / generator 3 corresponds to a “second driving force source”. The power distribution mechanism 22 corresponds to a “gear mechanism” and a “power distribution mechanism”, and the first planetary gear mechanisms 15 and 24 and the second planetary gear mechanisms 21 and 25 “a planetary gear mechanism constituting a gear mechanism”. It corresponds to. The clutch C1 and the one-way clutch F1 correspond to a “switching mechanism”, and the output shaft 33 corresponds to an “output member”.

The clutch C1 may be either a hydraulic control type or an electromagnetic control type . In this embodiment, the “internal combustion engine” is used to convert heat energy into kinetic energy, but an external combustion engine or the like may be used in addition to the internal combustion engine. In short, any device that converts thermal energy into kinetic energy may be used.

1 is a skeleton diagram schematically showing a vehicle which is an example of the present invention. FIG. 3 is a chart showing a relationship between each shift stage that can be set in the vehicle shown in FIG. 1 and a clutch on / off operation. FIG. FIG. 2 is a collinear diagram for the drive device shown in FIG. 1. It is a skeleton figure which shows typically the vehicle which is another example of this invention. 5 is a chart showing the relationship between each shift speed that can be set in the vehicle shown in FIG. 4 and the clutch on / off operation. FIG. 5 is a collinear diagram for the drive device shown in FIG. 4.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... 1st motor generator, 3 ... 2nd motor generator, 9 ... Drive shaft, 22 ... Power distribution mechanism, 11 ... Transmission, 15, 24 ... 1st planetary gear mechanism, 21, 25 ... Second planetary gear mechanism, C1 ... clutch, F1 ... one-way clutch, 33 ... output shaft.

Claims (8)

In the hybrid vehicle drive device for combining and distributing the output torque of the internal combustion engine and the torque of the first driving force source and outputting the resultant to the drive shaft ,
An internal combustion engine is connected to a predetermined input element of arbitrarily selected three elements that perform a differential action among four elements that are any one of an input element, a reaction force element, and an output element , and the input element A first driving force source is connected to a predetermined reaction force element that gives a reaction force, and a torque input from the internal combustion engine to the input element and a torque input from the first driving force source to the reaction element are combined to determine a predetermined value. A gear mechanism for outputting torque to the output element of
It said input element of said four elements, the reaction element, to one of the elements remains except for the elements of the output element, and a switching mechanism for connecting the inside燃機function switches the input main iodination et al A drive device for a hybrid vehicle.   The planetary gear mechanism constituting the gear mechanism includes a stepped pinion type planetary gear mechanism in which a large pinion gear and a small pinion gear having a smaller number of teeth than the large pinion gear are integrally connected on the same axis. The hybrid vehicle drive device according to claim 1.   A power ratio change for changing a ratio between the power transmitted from the internal combustion engine to the output member and the power transmitted from the internal combustion engine to the first driving force source in accordance with either the load or the vehicle speed. The hybrid vehicle drive apparatus according to claim 1, further comprising: means. When the rotational speed of the internal combustion engine matches the rotational speed of the first driving force source or the output shaft rotational speed , the switching mechanism is operated to switch the internal combustion engine from the input element to the remaining one element. 4. The hybrid vehicle drive device according to claim 1, further comprising a switching control means for coupling . An internal combustion engine is connected to an input element of a power distribution mechanism having a differential action composed of at least four elements, a first driving force source is selectively connected to each of the plurality of reaction force elements of the power distribution mechanism, and the power In the hybrid vehicle drive device in which the second drive power source is connected to the output element of the distribution mechanism,
A switching mechanism for selectively switching a reaction force element connecting the first driving force source according to a running state of the vehicle;
First drive in a collinear diagram represented by lines arranged in parallel at intervals according to the gear ratio of each planetary gear mechanism according to the engagement / release state of the switching mechanism And a power distribution mechanism for changing a position of a reaction force element to which a force source is connected. An internal combustion engine is connected to an input element of a power distribution mechanism having a differential action composed of at least four elements, a first driving force source is selectively connected to each of the plurality of reaction force elements of the power distribution mechanism, and the power In the hybrid vehicle drive device in which the second drive power source is connected to the output element of the distribution mechanism,
A switching mechanism that selectively switches the input element connecting the internal combustion engine according to the running state of the vehicle;
In accordance with the engagement / release state of the switching mechanism, the internal combustion engine in a collinear diagram represented by lines arranged in parallel with intervals corresponding to the gear ratio of each planetary gear mechanism with the rotation elements of each planetary gear mechanism A drive device for a hybrid vehicle, comprising: a power distribution mechanism that changes a position of the connected input element.   The switching mechanism is configured to switch and connect the first driving force source to the remaining one element, instead of switching and connecting the internal combustion engine from the input element to the remaining one element. The hybrid vehicle drive device according to any one of claims 2 to 4, wherein the drive device is a hybrid vehicle.   When the rotational speed of the internal combustion engine matches the rotational speed of the first driving force source or the output shaft rotational speed, the remaining one of the first driving force source that operates the switching mechanism is removed from the reaction force element. 8. The hybrid vehicle drive apparatus according to claim 7, further comprising switching control means for switching and coupling the elements.

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