JP3988765B2 - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive device for a vehicle storing an electric motor and a rotation device in a common case without upsizing the device. <P>SOLUTION: The drive device for the vehicle has a support partition wall 72 for rotatably supporting a rotor 76 of a second electric motor M2 and an input shaft 70 of a transmission 20 around their axes and fixed to the case 12; a bolt 82 for fixing a stator 74 of the second electric motor M2 to the case 12; and a bolt 84 for fixing the support partition wall 72 to the case 12. The bolt 82 and the bolt 84 fastens the stator 74 and the support partition wall 72 to the case 12 at a relative position different concerning a peripheral direction making the axis of the input shaft 70 as a center and a fastening portion such that it becomes an approximately equal distance from the axis of the input shaft 70. Therefore, the fastening portions of the stator 74 and the support partition wall 72 are not overlapped in a rotation direction of the input shaft 70 and a dimension in a radial direction of the stator 74 of the drive device 10 can be reduced. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a drive device provided between a prime mover and drive wheels in a vehicle such as an automobile, and more particularly to a technique for preventing an increase in size of equipment.

  In vehicles such as automobiles, as an example of a drive device provided between a prime mover and drive wheels, a drive device including an electric motor and a rotation device having a rotation shaft has been proposed. For example, Patent Document 1 includes a first case in which a stator of a first electric motor is fixed, a second case in which a stator of a second electric motor is fixed and rotatably supports a rotor thereof, and the rotation device. A drive device provided with a third case having a planetary gear device is disclosed. According to this technology, an increase in the outer diameter of the drive case accompanying the attachment of the cover is suppressed, and the vehicle is Can be improved.

JP 2003-191759 A

  In the prior art, when the rotating device is fixed to the case, it is necessary to fix to the case a support member for supporting the rotating shaft of the rotating device so as to be rotatable around its axis. However, considering an aspect in which the electric motor and the rotating device are arranged in a common case for the purpose of ensuring the rigidity of the device, etc., a fastening member for fixing the stator of the electric motor and a fastening for fixing the support member Depending on the relative positional relationship with the member, there is a possibility that the drive device becomes large. For this reason, development of the drive device which stores an electric motor and a rotation device in a common case without enlarging the device has been demanded.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device that houses an electric motor and a rotating device in a common case without increasing the size of the device. It is in.

In order to achieve such an object, the gist of the present invention is a vehicle drive device that includes an electric motor, a rotating device that includes a rotating shaft, and a case that houses the electric motor and the rotating device. In order to support the rotor of the motor and / or the rotating shaft of the rotating device so as to be rotatable about the axis thereof, a support partition fixed to the case, and a stator of the motor to the case A first fastening member and a second fastening member for fixing the support partition wall to the case, wherein the first fastening member and the second fastening member are axial centers of the rotating shafts. fastening the stator and the support diaphragms in the case by being clamped in the same direction at the fastening site such as to be substantially equal to the distance from and the axis of the rotating shaft at different relative positions in the circumferential direction about the It is characterized in that it is shall.

If it does in this way, while supporting the rotating shaft of the rotor of the said motor and / or the said rotating device around the shaft center so that rotation is possible, the support partition fixed to the said case, and the stator of the said motor are said case. A first fastening member for fixing to the case, and a second fastening member for fixing the support partition wall to the case, wherein the first fastening member and the second fastening member have the rotation The stator and the support partition wall are clamped in the same direction at fastening positions that are at different relative positions with respect to the circumferential direction around the axis of the shaft and at substantially the same distance from the axis of the rotating shaft. Since it is fastened to the case, the fastening portion of the stator and the support partition does not overlap in the rotational direction of the rotating shaft, and the size of the device in the radial direction of the device can be reduced. That is, it is possible to provide a vehicle drive device that accommodates the electric motor and the rotation device in a common case without increasing the size of the device.

  Here, preferably, the rotating device is a transmission for shifting and transmitting the output of the prime mover, and the rotation shaft is an input shaft for inputting the output of the prime mover to the transmission. . If it does in this way, the drive device for vehicles which stores an electric motor and a transmission in a common case can be provided, without enlarging an apparatus.

  Preferably, the contact portion between the stator and the case is a position different from the contact portion between the support partition wall and the case in the axial direction of the rotation shaft, and preferably the support partition wall and the case. It is the said stator side rather than the contact | abutting site | part. In this way, there is an advantage that the axial dimension of the rotating shaft can be reduced.

  Preferably, a fitting peripheral surface between the support partition and the case is on an inner peripheral side with respect to a fastening portion of the support partition with respect to the case. In this case, there is an advantage that the contact area of the support partition wall with the case can be sufficiently secured, and processing is facilitated.

  Preferably, the supporting partition wall is provided with an oil passage communicating with the rotating device. If it does in this way, there exists an advantage that a process becomes easy by forming an oil path in the said support partition which is a member different from the said case.

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

  FIG. 1 is a skeleton diagram illustrating a hybrid vehicle drive device 10 (hereinafter referred to as drive device 10) according to an embodiment of the present invention. In FIG. 1, a drive device 10 is a drive device input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body. A power distribution mechanism 16 as a differential mechanism connected directly to the drive device input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), the power distribution mechanism 16 and the drive device A stepped automatic transmission 20 connected in series with the output shaft 22 via a transmission member 18, and a drive device output shaft 22 as an output rotating member connected to the automatic transmission 20 It has. In the present embodiment, the automatic transmission 20 is a gear device, that is, a rotating device.

  This drive device 10 is suitably used for an FR (front engine / rear drive) type vehicle or the like that is installed vertically in a vehicle, and as shown in FIG. Provided between the pair of drive wheels 38, power is transmitted to the pair of drive wheels 38 through the differential gear device (final reduction gear) 36 and the pair of axles in order. Since the drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the drive device 10 in FIG.

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

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

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

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

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

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

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 are hydraulic types that are often used in conventional automatic transmissions for vehicles. It is a friction engagement device, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one end of one or two bands wound around the outer peripheral surface of a rotating drum It is configured by a band brake or the like tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the brake is interposed.

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

  For example, when the drive device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3” The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

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

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

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

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

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

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

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

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

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

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

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

On the other hand, when the relationship shown in FIG. 9 is used, the above determination is made based on the actual vehicle speed V and the output torque T _OUT which is a driving force related value. In FIG. 9, the broken line indicates the determination vehicle speed V1 and the determination output torque T1 that define the predetermined conditions for switching the continuously variable transmission to the continuously variable transmission, and the two-dotted line indicates the conditions for switching the continuously variable transmission to the continuously variable transmission. ing. As described above, hysteresis is provided for the determination of switching between the stepped control region and the stepless control region. In FIG. 9, the lower output torque side and the lower vehicle speed side than the boundary indicated by the thick line 56 are motor travel regions that travel with the driving force of the electric motor. FIG. 9 also shows a shift diagram in which the vehicle speed V and the output torque T _OUT are parameters.

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

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

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

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

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

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

  By the switching control means 50, the hybrid control means 52, and the stepped speed change control means 54, the power distribution mechanism 16 is brought into the stepless speed change state in the normal output range of the engine where the vehicle is driven at low to medium speed and low to medium power. Thus, the fuel efficiency of the hybrid vehicle is ensured. However, the power distribution mechanism 16 is in a constant speed change state at a high speed or in a high rotation range of the engine 8, and the output of the engine 8 is exclusively transmitted to the drive wheels 38 through a mechanical power transmission path. It is transmitted and the conversion loss between motive power and electricity is suppressed, and the fuel consumption is improved. Further, in the high output range of the engine 8, the region where the power distribution mechanism 16 is set to the constant speed change state and is operated as the continuously variable speed change state is the low / medium speed travel and the low / medium power travel of the vehicle, so the first electric motor M1 is generated. The maximum electric energy to be transmitted, that is, the maximum value of the electric energy transmitted by the first electric motor M1, can be reduced, in other words, the electric reaction force to be guaranteed by the first electric motor M1 can be reduced, and the first electric motor M1 and the first electric energy can be reduced. The two electric motor M2 or the driving device 10 including the same is further reduced in size.

  FIG. 10 is a cross-sectional view of a main part showing a part of the cross-section of the drive device 10, and FIG. As shown in these drawings, a support partition wall 72 is externally fitted to the end of the input shaft 70 of the automatic transmission 20 which is the gear shaft, that is, the rotation shaft in the present embodiment, on the drive device output shaft 22 side (right side of the drawing). ing. The supporting partition wall 72 extends in the axial direction, and has an inner peripheral side cylindrical portion 72a having the same axis as the input shaft 70, and an inner peripheral end connected to the end of the inner peripheral side cylindrical portion 72a on the second motor M2 side. The partition wall 72b is directed radially outward, and one end in the axial direction is connected to the outer peripheral end of the partition wall 72b so as to extend to the side facing the second electric motor M2 in the axial direction. It is comprised from the outer peripheral side cylinder part 72c made into thickness. As shown in FIG. 11, the support partition wall 72 is screwed into the same number of bolt holes 92 with a plurality of (for example, three) bolts 84 as second fastening members inserted in the support partition wall 72. As a result, the case is fixed.

  The second electric motor M2 disposed on the opposite side of the automatic transmission 20 with respect to the support partition wall 72 includes a stator (stator) 74, a rotor (rotor) 76, and a rotor support that rotates integrally with the rotor 76. A shaft 78 is provided. The support partition wall 72 side of the rotor support shaft 78 is connected to the input shaft 70 by a spline 86 as shown in FIG. 10 or FIG. 11, so that the rotor support shaft 78 and the input shaft 70 are rotated together. . Further, the end of the rotor support shaft 78 on the drive device output shaft 22 side is connected to the support partition wall 72 via a bearing 80 that is in contact with the inner peripheral surface of the inner peripheral side cylindrical portion 72a on the second electric motor M2 side. It is supported. Further, as shown in FIG. 10, the stator 74 is screwed into the same number of bolt holes 90 with a plurality of (for example, three) bolts 82 as first fastening members interposed therebetween. As a result, the case 12 is fixed.

  The support partition 72 has an inlay structure with respect to the case 12. That is, the outer peripheral surface 72 d of the outer peripheral side cylindrical portion 72 c of the support partition wall 72 is brought into contact with the contact peripheral surface 12 a formed in the inner peripheral surface of the case 12 and parallel to the axial direction. In an unfixed state, the outer peripheral surface 72d of the outer peripheral cylinder portion 72c is slidable with respect to the contact peripheral surface 12a. That is, on the support partition wall 72 side, the outer peripheral surface 72d of the outer peripheral side cylinder portion 72c corresponds to the fitting peripheral surface with the case 12, and on the case 12 side, the contact peripheral surface formed on the inner peripheral surface thereof. 12a corresponds to a fitting peripheral surface with the support partition wall 72. With such a configuration, the support partition 72 can be fitted into the case 12 without being press-fitted.

  Further, as shown in FIG. 11, a side surface 72e of the outer peripheral side cylinder portion 72c opposite to the second electric motor M2 is formed on the case 12 so as to be directed radially outward from one end of the contact peripheral surface 12a. It is made to contact | abut to the 1st contact surface 12b. Accordingly, the support partition wall 72 is simply fitted into the case 12 so that the outer peripheral surface 72d and the side surface 72e of the outer peripheral side cylinder portion 72c are in contact with the contact peripheral surface 12a and the first contact surface 12b of the case 12, respectively. The positions in the axial direction and the radial direction are determined with high accuracy. The end of the input shaft 70 on the drive device output shaft 22 side is connected to the inner peripheral side cylinder portion 72a of the support partition wall 72 via a bearing 80 provided on the inner periphery of the inner peripheral side cylinder portion 72a of the support partition wall 72. Is supported so as to be relatively rotatable.

  FIG. 12 is a view of the drive device 10 of FIG. 10 as viewed from the direction indicated by the arrow XII, and is a front view of a main part for explaining the relative positional relationship between the support partition 72 fixed to the case 12 and the case 12. is there. In FIG. 12, only the fastening part between the case 12 and the support partition 72 is shown for convenience of explanation, and the input shaft 70, the stator 74, the rotor 76, the outer edge of the case 12, and the like are omitted. ing. In addition, the fastening portion of the bolt 82 is shown in cross section. As shown in FIG. 12, the bolt 82 as the first fastening member and the bolt 84 as the second fastening member are substantially at different relative positions with respect to the rotational circumferential direction of the support partition wall 72 and from the rotational axis thereof. The case 12 is fastened so as to have an equal distance r. That is, they are alternately fastened on the circumference of the radius r centering on the rotation axis. The circumferential direction of rotation of the support partition 72 is centered on the axis of the input shaft 70. In other words, the bolt 82 and the bolt 84 are circumferential in the direction of the axis of the input shaft 70. Are fastened to the case 12 at different relative positions and at substantially the same distance r from the axis of the input shaft 70. Here, the substantially equal distance is such that when the fastening part of the support partition wall 72 is on the inner peripheral side with respect to the fastening part of the stator 74, it does not hinder the storage of the second electric motor M2 in the case 12. In the case where the distance is on the outer peripheral side, the distance is such a degree that mountability improvement, which is an effect of the present invention, is not suppressed. Thus, by making the fixing positions of the bolts 82 and 84 different in the rotational circumferential direction of the support partition wall 72, it is possible to keep the radial dimension small compared to the case where they are offset in the radial direction. it can.

  Further, as shown in FIG. 10, the stator 74 is formed on a second contact surface 12 c formed on the case 12 so as to go radially outward from one end of the contact peripheral surface 72 a with respect to the support partition wall 72 of the case 12. By abutting, the position in the axial direction with respect to the case 12 is determined. The second contact surface 12c, which is a contact portion between the stator 74 and the case 12, is a contact portion between the support partition wall 72 and the case 12, that is, a first contact with respect to the axial direction (axial direction) of the input shaft 70. The position is different from the contact surface 12b, and is preferably closer to the stator 74 than the first contact surface 12b. With such a configuration, it is not necessary to extend the thick portion of the case 12 in order to provide the bolt hole 90 for screwing the bolt 82 drilled in the case 12, and the rear (that is, rightward in the drawing). The device can be reduced in weight by making the portion without the bolt 82 hollow. Further, the structure in which the stator 74 is directly fixed to the case 12 without a spacer is advantageous in that the fixing is stable.

  Further, as shown in FIGS. 11 and 12, the contact peripheral surface 12 a that is a fitting peripheral surface between the support partition wall 72 and the case 12 is formed by a plurality of bolts 84 that are first fastening members. It is on the input shaft 74 side with respect to the fastening portion with respect to the case 12. As described above, in the aspect in which the stator 74 is fixed to the case 12 in a state of being in contact with the support partition 72 without the support partition 72 interposed therebetween, the stator 74 is more than the fastening portion of the support partition 72 to the case 12 by the plurality of bolts 84. When the spigot structure is formed on the outer peripheral side, it is necessary to divide the spigot structure in the circumferential direction, which makes it difficult to process and may not ensure a sufficient fitting length. . In this embodiment, since the spigot structure is formed on the inner peripheral side of the fastening portion of the support partition wall 72 with respect to the case 12 by the plurality of bolts 84, the outer peripheral surface 72d as the fitting peripheral surface is formed in the circumferential direction. There is an advantage that it is continuous and easy to process.

  Further, as shown in FIG. 11, an oil passage 88 communicating with the transmission 20 is formed in the support partition wall 72. Oil pressure supplied from an oil pump (not shown) is supplied to the transmission 20 via the oil path 88 and is used for lubrication of the transmission 20 or included in the transmission 20. It is used as hydraulic fluid for engaging a friction engagement device. Since the formation of the oil passage to the support partition 72, which is a relatively small member, is simpler than the case where the oil passage is formed to the case 12, the configuration of the oil passage to the transmission 20 can be achieved with this configuration. There is an advantage that it becomes easy.

  As described above, according to the present embodiment, the rotor 76 of the second electric motor M2 and / or the input shaft 70 of the transmission 20 which is a rotating device are supported so as to be rotatable around their axial centers, and the case 12, a support partition 72 fixed to 12, a bolt 82 which is a first fastening member for fixing the stator 74 of the second electric motor M 2 to the case 12, and a support partition 72 to fix the case 12 to the case 12. And the bolt 82 and the bolt 84 are at different relative positions with respect to the circumferential direction around the axis of the input shaft 70 and the shaft of the input shaft 70. Since the stator 74 and the support partition 72 are fastened to the case 12 at a fastening portion that is at an approximately equal distance from the center, a fastening portion of the stator 74 and the support partition 72 is provided. There do not overlap in the direction of rotation of the input shaft 70, it is possible to reduce the size of the stator 74 radially of the apparatus. That is, it is possible to provide the driving device 10 that houses the electric motor and the rotating device in a common case without increasing the size of the device.

  The rotating device is a transmission 20 for shifting and transmitting the output of the engine 8 as a prime mover, and the rotating shaft is an input shaft for inputting the output of the engine 8 to the transmission 20. Since it is 70, the drive device 10 which accommodates the 2nd electric motor M2 and the transmission 20 in a common case can be provided, without enlarging an apparatus.

  The second contact surface 12 c that is a contact portion between the stator 74 and the case 12 is a first contact surface that is a contact portion between the support partition wall 72 and the case 12 in the axial direction of the input shaft 70. Since the position is different from 12b, there is an advantage that the dimension of the input shaft 70 in the axial direction can be reduced.

  Further, the contact peripheral surface 12a, which is a fitting peripheral surface between the support partition wall 72 and the case 12, is on the inner peripheral side of the fastening portion of the support partition wall 72 with respect to the case 12, and therefore the case 12 of the support partition wall 72 is provided. In addition to ensuring a sufficient contact area with respect to, there is an advantage that processing becomes easy.

  In addition, since the support partition 72 includes an oil passage 88 that communicates with the transmission 20, forming the oil passage 88 in the support partition 72, which is a member different from the case 12, enables processing. There is an advantage that becomes easier.

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

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

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

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

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

  The power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0. However, only one of the switching clutch C0 and the switching brake B0 may be provided, or both may not be provided. Also good. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be a thing. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

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

  In addition, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 of the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from.

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

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

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

  Further, in the above-described embodiment, the automatic transmission 20 having the three planetary gear devices 26, 28, and 30 is provided as the second gear device. A speed reduction mechanism having one planetary gear device may be provided. Also, when an automatic transmission is provided as the second gear device, the structure of the automatic transmission is not limited to that of the above-described embodiment, and the number of planetary gear devices, the number of gear positions, the clutch C, and the brake B There is no particular limitation on which element of the planetary gear device is selectively connected to the planetary gear device.

  Moreover, the support partition 72 of the above-mentioned Example may function also as an oil pump body which accommodates a pump rotor. That is, the rotating device housed in the case 12 is not limited to the transmission 20.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a drive device for a hybrid vehicle that is an embodiment of the present invention. FIG. 2 is an operation chart for explaining a relationship between a speed change operation when the hybrid vehicle drive device of the embodiment of FIG. 1 is continuously variable or stepped and a hydraulic friction engagement device used therefor. . FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure showing an example of the state of the power distribution mechanism when it switches to a continuously variable transmission state, Comprising: It is a figure equivalent to the power distribution mechanism part of the alignment chart of FIG. FIG. 4 is a diagram illustrating a state of the power distribution mechanism when the gear shift mechanism is switched to a stepped transmission state by engagement of a switching clutch C0, and corresponds to a power distribution mechanism portion of the alignment chart of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows the relationship memorize | stored beforehand used for switching control of a continuously variable control area | region and a stepped control area | region in the switching control means of FIG. It is a figure which shows the relationship memorize | stored previously used in the switching control means of FIG. 7, Comprising: It is a figure which shows the relationship different from FIG. It is principal part sectional drawing which shows a part cross section of the drive device of the hybrid vehicle of the Example of FIG. It is principal part sectional drawing which shows the cross section different from FIG. 10 of the drive device of the hybrid vehicle of the Example of FIG. It is the figure which looked at the drive device of FIG. 10 from the direction shown by arrow XII, and is a principal part front view explaining the relative positional relationship with the case in the support partition fixed to the case.

Explanation of symbols

8: Engine (motor)
10: Vehicle drive device 12: Transmission case 12a: Contact peripheral surface (fitting peripheral surface)
12b: 1st contact surface (contact part)
12c: 2nd contact surface (contact part)
20: Automatic transmission (rotating device)
70: Input shaft (rotating shaft)
72: Support partition 72d: Outer peripheral surface (fitting peripheral surface)
74: Stator 76: Rotor 82: Bolt (first fastening member)
84: Bolt (second fastening member)
88: Oil passage M2: Second electric motor

Claims (5)

A vehicle drive device comprising: an electric motor; a rotating device including a rotating shaft; and a case storing the electric motor and the rotating device.
The rotor of the electric motor and / or the rotating shaft of the rotating device is supported so as to be rotatable around the axis thereof, and a support partition fixed to the case,
A first fastening member for fixing the stator of the electric motor to the case;
A second fastening member for fixing the support partition wall to the case,
The first fastening member and the second fastening member are located at fastening sites at different relative positions with respect to the circumferential direction around the axis of the rotary shaft and at substantially the same distance from the axis of the rotary shaft. The vehicle drive device is characterized in that the stator and the support partition are fastened to the case by being tightened in the same direction .   2. The vehicle drive according to claim 1, wherein the rotating device is a transmission for shifting and transmitting the output of the prime mover, and the rotating shaft is an input shaft for inputting the output of the prime mover to the transmission. apparatus.   3. The vehicle drive device according to claim 1, wherein a contact portion between the stator and the case is a position different from a contact portion between the support partition wall and the case in the axial direction of the rotation shaft.   4. The vehicle drive device according to claim 1, wherein a fitting peripheral surface between the support partition and the case is on an inner peripheral side with respect to a fastening portion of the support partition with respect to the case.   5. The vehicle drive device according to claim 1, wherein the supporting partition wall includes an oil passage communicating with the rotating device.

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