JP4165532B2 - Vehicle drive device - Google Patents

Abstract

A drive device for a vehicle having excellent assemblability. A first motor (M1), a power distribution mechanism (16), and a second motor (M2) are disposed on a first axis CL1, and an automatic transmission part (20) is disposed on a second axis CL2 parallel with the first axis CL1. A transmission member (18) positioned on the first axis CL1 at the opposite side end of an input rotating member (14) is connected to a first countershaft (40) positioned on the second axis CL2 at the opposite side end of the input rotating member (14) through a connection device (23) so that a power can be transmitted to each other. Since the axial dimensions of the first motor (M1), the power distribution mechanism (16), and the second motor (M2) installed on the first axis CL1 are approximately equal to theaxial dimension of the automatic transmission part (20) installed on the second axis CL2, these axial dimensions can be suitably reduced. Since a housing (12) is divided into four parts, i.e., a firstcase part (12a), a second case part (12b), a third case part (12c), and a fourth case part (12d), the housing can be easily assembled.

Description

  The present invention relates to a vehicle drive device including a first electric motor, a differential unit, a second electric motor, and a transmission unit, and more particularly to a technique for reducing the size in the axial center direction and improving assemblability.

2. Description of the Related Art A vehicle drive device that includes a first motor, a differential unit, a second motor, and a transmission unit is known. For example, this is the hybrid vehicle drive device described in Patent Document 1. In the device described in Patent Document 1, since the first electric motor, the differential unit, the second electric motor, and the transmission unit are sequentially arranged in the uniaxial direction, the vehicle length becomes longer when mounted. The inconvenience of increasing the vehicle width is expected. In particular, the horizontal layout adopted in the FF vehicle and the RR vehicle may be more difficult because the mounting space is limited. That is, for example, a transmission is added to a drive unit used in a hybrid vehicle known as “PRIUS” (trademark of Toyota Motor Corporation). It is necessary to keep it within the specified vehicle width. Further, among the increased components, the motor and the transmission that are both constrained in mounting are assembled, so that the assemblability may be greatly reduced. For this reason, there is a demand for a vehicle drive device that has a small axial direction dimension and high assemblability.
JP 2003-301731 A

  On the other hand, in order to reduce the dimension in the axial direction, a plurality of first electric motors, differential units, second electric motors, and transmission units are sequentially arranged in a power transmission path provided along mutually parallel axes. It can be considered to have a column structure. However, there is no known layout technology for a vehicle drive device that includes a first motor, a differential unit, a second motor, and a transmission unit. Depending on the way of division, the dimension in the axial center direction is not sufficiently small, and the problem of poor workability due to extremely low assemblability occurs.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device having a small axial direction dimension and good assembly workability.

  In order to achieve the above object, the gist of the invention according to claim 1 is that a differential part that distributes the power input to the input rotating member to the first electric motor and the transmission member, the transmission member and the drive wheel, A vehicle drive device comprising: a second electric motor provided in a power transmission path between the motor and a transmission unit provided between the transmission member and the drive wheel, wherein: (a) the input rotation member The first electric motor, the differential unit, and the second electric motor are arranged on the first axis that is the rotation center of the motor, and (b) the transmission unit is arranged on the second axis that is parallel to the first axis. (C) one side of the first electric motor in the axial direction is covered with a lid-like first case part; (d) the first case together with the first case part adjacent to the first case part; A cylindrical second case portion is provided for forming a first housing chamber for housing the electric motor; (e) the second case portion; A second housing chamber for housing the differential unit and the second electric motor and a third housing chamber for housing the transmission unit are formed adjacent to the side opposite to the one case portion together with the second case portion. And (f) a lid-shaped second casing that forms a fourth storage chamber adjacent to the third case section, together with the third case section, for storing the coupling device. (G) The first case portion, the second case portion, the third case portion, and the fourth case portion are connected to each other to form a housing. .

  The invention according to claim 2 is characterized in that, in the invention according to claim 1, the rotor of the first electric motor is rotatably supported by the first case part and the second case part.

  The invention according to claim 3 is characterized in that, in the invention according to claim 1 or 2, the rotor of the second electric motor is rotatably supported by the third case portion.

  According to a fourth aspect of the invention, there is provided the invention according to any one of the first to third aspects, wherein: (a) the differential unit is selectively switched between a differential state and a non-differential state. And (b) hydraulic oil is supplied to the hydraulic differential restriction device via an oil passage provided in the second case portion. And

  The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein: (a) the speed change portion is a predetermined combination by a combination of engagement and release of a plurality of hydraulic friction engagement devices. (B) hydraulic oil is supplied to the hydraulic frictional engagement device through an oil passage provided in the second case portion. To do.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the third case portion has a support wall protruding inward to rotatably support the rotor of the second electric motor. It is characterized by including.

  The invention according to claim 7 is the invention according to any one of claims 1 to 6, wherein: (a) the coupling device includes a drive gear provided on the first axis, and the second axis. (B) the drive gear is rotatably supported by a support wall protruding inward from the third case portion, and the driven gear is in the third case. The support member is rotatably supported by a support member fitted to the portion.

  The invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein: (a) the differential unit, together with the first motor and the second motor, changes the speed ratio steplessly. An electric continuously variable transmission unit is obtained.

  According to a ninth aspect of the present invention, there is provided a rotating member positioned on an end portion opposite to the input rotating member on the first axis and an end opposite to the input rotating member on the second axis. The rotating member located in the section is connected via a connecting device so that power can be transmitted.

  According to the vehicle drive device of the first aspect of the present invention, (a) the first electric motor, the differential unit, and the second electric motor are disposed on the first axis that is the rotation center of the input rotation member; b) the transmission is disposed on a second axis parallel to the first axis, and (c) one side of the first electric motor in the axial direction is covered with a lid-like first case, d) Adjacent to the first case portion is a cylindrical second case portion for forming a first housing chamber for housing the first electric motor together with the first case portion; (e) the first case portion; Adjacent to the opposite side of the two case parts to the first case part, together with the second case part, a second accommodating chamber for accommodating the differential part and the second electric motor, and for accommodating the transmission part A cylindrical third case portion forming a third storage chamber is provided; (f) adjacent to the third case portion; A lid-like fourth case portion is provided to form a fourth housing chamber for housing the device; and (g) the first case portion, the second case portion, the third case portion, and the fourth case portion are mutually connected. The housing is configured by being connected to the housing. Therefore, the first electric motor, the differential unit, and the second electric motor are disposed on the first axis, and the transmission unit is disposed on the second axis parallel to the first axis, and the first shaft A connecting device is provided between the rotating member positioned on the opposite end of the input rotating member on the center and the rotating member positioned on the opposite end of the input rotating member on the second axis. Are connected so as to be able to transmit power, so that the first motor provided on the first axis, the differential unit, the axial dimension of the second motor and the speed change provided on the second axis. Since the axial direction dimension of the portion is substantially the same, the axial direction dimension is suitably reduced. Moreover, since the housing of the vehicle drive device is divided into four parts, the first case part, the second case part, the third case part, and the fourth case part, the assembly thereof is facilitated.

  According to the vehicle drive device of the invention of claim 2, the rotor of the first electric motor occupying a relatively large dimension in the first axial direction is rotatable by the first case portion and the second case portion. Since the rotor of the first electric motor is rotatably supported at two locations, the assembly is further facilitated.

  According to the vehicle drive device of the invention of claim 3, the rotor of the second electric motor occupying a relatively large dimension in the first axial direction is rotatably supported by the third case portion. Therefore, since the second electric motor is accommodated in the third case portion, the assembly is further facilitated.

  According to the vehicle drive device of the invention according to claim 4, (a) the hydraulic pressure provided in the differential portion for selectively switching the differential portion between the differential state and the non-differential state (B) Since hydraulic oil is supplied to the hydraulic differential limiting device via an oil passage provided in the second case portion, the oil passage is disposed. As compared with the case of newly providing a member for this purpose, the axial direction dimension is further reduced.

  According to the vehicle drive device of the invention according to claim 5, (a) the shift portion selectively achieves a predetermined shift state by a combination of engagement and release of a plurality of hydraulic friction engagement devices. (B) Since hydraulic oil is supplied to the hydraulic friction engagement device via an oil passage provided in the second case portion, the oil passage is disposed. Compared with the case where the member is newly provided, the axial direction dimension is further reduced.

  According to the vehicle drive device of the invention relating to claim 6, the third case portion includes a support wall protruding inward to rotatably support the rotor of the second electric motor. Since the rotor of the electric motor is rotatably supported at two locations, the assembly becomes easier.

  According to the vehicle drive device of the invention according to claim 7, (a) the coupling device is provided on the first shaft center and on the second shaft center, and (B) The drive gear is rotatably supported by a support wall protruding inward from the third case portion, and the driven gear is fitted to the third case portion. The support member is rotatably supported. For this reason, the drive gear and the driven gear are rotatably supported by the third case portion and the support member fitted thereto in the vicinity thereof, and the support member fitted to the third case portion is provided with the speed change. Since it can be inserted into the third case later in the same manner as the part, assembly is facilitated.

  According to the vehicle drive device of an eighth aspect of the present invention, the differential unit, together with the first electric motor and the second electric motor, constitutes an electric continuously variable transmission unit that can change the gear ratio steplessly. Therefore, stepped variable speed travel and continuously variable speed travel are possible. The stepped variable speed travel is applied in the high speed travel and the high load travel, and the continuously variable speed travel is applied in the low speed / medium speed travel and the light load travel, thereby suitably improving the fuel efficiency of the vehicle.

  According to the vehicle drive device of the invention according to claim 9, the input member rotates on the second shaft and the rotating member located at the end opposite to the input rotating member on the first shaft. Since the rotation member located at the end opposite to the member is connected via the connecting device so that power can be transmitted, the second from the first axis side through the connecting device. Power is transmitted to the shaft center side.

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

  FIG. 1 is a skeleton diagram illustrating a drive device 10 for a hybrid vehicle according to an embodiment of the present invention. In FIG. 1, a drive device 10 includes a pulsation absorbing damper (concentrated sequentially on a first axis CL1 in a transaxle housing 12 (hereinafter referred to as housing 12) as a non-rotating member attached to a vehicle body. A shaft-like input rotary member 14 corresponding to a first input shaft connected to the engine 8 via a vibration damping device 9 and receiving power from the engine 8, a first electric motor M1, and a hydraulic differential limiting device. A switching clutch C0 and a switching brake B0, a differential gear mechanism connected to the input rotating member 14 or a power distribution mechanism 16 as a differential portion, a transmission member 18, a second electric motor M2, and a first shaft center CL1. An automatic transmission 20 that is, for example, a stepped automatic transmission disposed concentrically on the parallel second axis CL2, and a shaft-shaped output rotation corresponding to the second input shaft And a wood 22. The drive gear 19 located at the shaft end of the first shaft center CL1 and the driven gear 21 located at the shaft end of the second shaft center CL2 and meshing with the drive gear 19 constitute a connecting device 23, and output from the engine 8 A power transmission path reaching the rotating member 22 is formed. The automatic transmission unit 20 is connected in series via the transmission member 18 between the power distribution mechanism 16 and the output rotation member 22 of the power transmission path.

  The drive device 10 is suitably used for an FF (front engine / front drive) type vehicle that is placed horizontally in the vehicle, and includes an engine 8 as a driving force source for traveling and a pair of drive wheels (front wheels) 38a. , 38b, and transmits the power to the pair of drive wheels 38a, 38b via the final reduction gear (differential gear unit) 36 and the pair of axles 37a, 37b, etc. in order. This final speed reducer 36 is arranged on a third axis CL3 parallel to the first axis CL1 and the second axis CL2 in order to evenly distribute torque while allowing a difference in rotation between the pair of drive wheels 38a, 38b. A large-diameter gear 31 that is rotatably arranged, a differential case 32 that rotates together with the large-diameter gear 31, and a pin 33 fixed to the differential case 32 so as to be rotatable about an axis perpendicular to the third axis CL3. A pair of differential small gears 34 and differential large gears 35a and 35b fixed to the axles 37a and 37b and meshing with the differential small gears 34 are provided.

  The power distribution mechanism 16 is a mechanical mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the input rotation member 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 having stators M1s and M2s and rotors M1r and M2r, respectively, and also having a power generation function, but the first electric motor M1 generates a reaction force. The second electric motor M2 only needs to have at least a motor (electric motor) function for outputting driving force.

  The power distribution mechanism 16 includes a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of, for example, about “0.418”, and is in a differential state and a non-differential state by a switching clutch C0 and a switching brake B0. And are switched. 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 input rotating member 14, that is, the engine 8, the first sun gear S1 is connected to the rotor M1r of the first electric motor M1, and the first ring gear R1 and the second electric motor M2 are connected. The rotor M2r is connected to the transmission member 18. The switching brake B0 is provided between the first sun gear S1 and the housing 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 ring R1 are brought into a differential state in which a differential action capable of rotating relative to each other is performed. 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 is in a differential state in which the gear ratio γ0 (the rotational speed of the input rotating member 14 / the rotational speed of the transmission member 18) is electrically changed from the minimum value γ0min to the maximum value γ0max. Is a differential state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max, 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 The differential state switching device or the differential action of the power distribution mechanism 16, that is, the difference between the first planetary gear device 24, which is a differential mechanism, which selectively switches to a constant transmission state operable as a single-stage or multiple-stage transmission. It functions as a hydraulic differential limiting device that limits operation.

  The drive gear 19 is fixed to the shaft end of the transmission member 18 opposite to the engine 8, and the driven gear 21 that meshes with the drive gear 19 is fixed to the shaft end of the intermediate input shaft 40. Is input to the automatic transmission 20 via the first intermediate shaft 40, and transmitted to the second intermediate shaft 42 via the first clutch C1 and to the sun gear shaft 114 via the second clutch C2. It has come to be.

  The automatic transmission unit 20 includes a plurality of hydraulic friction engagement devices and a plurality of planetary gear devices that are separable from each other. The plurality of planetary gear devices are a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30 which are sequentially arranged. 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, 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 sun gear S3 via the 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 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. A fourth ring gear R4 that meshes with the gear 4 and has a predetermined gear ratio ρ4 of about “0.424”, 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. The sun gear, ring gear, and planetary gear are all bevel gears.

  In the automatic transmission unit 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 housing 12 via the first brake B1. The second carrier CA2 is selectively connected to the housing 12 via the second brake B2, and the fourth ring gear R4 is selectively connected to the housing 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 output rotating member 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first clutch C1. Is selectively connected to the transmission member 18.

  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. The friction engagement device is configured by a wet multi-plate type in which a plurality of friction plates stacked on each other except for the first brake B1 are pressed by a hydraulic actuator, and the first brake B1 is a rotating drum. One end of a band wound around the outer peripheral surface is constituted by a band brake type in which the end is tightened by a hydraulic actuator.

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, which are hydraulic friction engagement devices, By selectively engaging the switching brake B0, the first brake B1, the second brake B2, and the third brake B3, the first gear (first gear) to the fifth gear (first gear) 5), or a reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N) changes approximately in a ratio. _OUT ) can be obtained for each gear stage. 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 driving device 10, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission unit 20 which are brought into a constant speed change 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 unit 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 unit 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 unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational 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 unit 10 that includes a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. horizontal line X1 of the lower of the three horizontal axis represents the rotational speed zero, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input rotary member 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 unit 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. A first rotating element RE1 (first carrier CA1) is connected to the input rotating member 14 and is selectively connected to a first sun gear S1 which is one of the other rotating elements via a switching clutch C0. A 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 housing 12 via the switching brake B0, and the remaining rotating elements The third rotation element RE3 (first ring gear R1) is connected to the transmission member 18 and the second electric motor M2, and the rotation of the input rotation member 14 is transmitted through the transmission member 18 to the automatic transmission unit (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 shifting portion 20 at a rotation speed higher than the engine speed N _E.

  Further, in the automatic transmission unit 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 housing 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the housing 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the housing 12 via the third brake B3, and the seventh rotating element RE7 is an output rotating member. 22 and the eighth rotating element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission unit 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 rotation 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 Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output rotational member 22 The rotational speed of the output rotating member 22 at the first speed is shown at the intersection with. Similarly, an intersection of 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 output rotating member 22. Indicates the rotation speed of the output rotating member 22 of the second speed, and the seventh rotation connected to the output rotating member 22 and the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the output rotating member 22 at the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is a horizontal straight line determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the fourth output rotation member 22 is indicated by the intersection of L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output rotation member 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 Output of the fifth speed 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 rotational speed of the seventh rotating element RE7 connected to the output rotating member 22 The rotational speed of the rotating member 22 is shown. Further, at the 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 output rotating member 22. The rotational speed of the reverse rotation output rotating member 22 is shown.

  FIG. 6 illustrates a signal input to the electronic control device 50 for controlling the driving device 10 of this embodiment and a signal output from the electronic control device 50. The electronic control unit 50 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to 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 unit 20 is executed.

The aforementioned electronic control unit 50, 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 rotation speed of the output rotating member 22, and an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 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, a vehicle Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, wheel speed of each drive wheel Wheel speed signal, a signal indicating the presence or absence of stepped switch operation for switching the power distribution mechanism 16 to the constant speed shift state in order to make the drive device 10 function as a stepped transmission, and the drive device 10 function as a continuously variable transmission. Therefore, a signal indicating the presence or absence of a continuously variable switch operation for switching the power distribution mechanism 16 to the continuously variable transmission state, a signal indicating the rotational speed N _M1 of the first electric motor M1, and a rotational speed N M2 of the second electric motor _M2 are expressed. Each signal is supplied. In addition, the electronic control device 50 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, a command signal for instructing the operation of the electric motors M1 and M2, a shift position (operation position) display signal for operating the shift range indicator, and a gear ratio for displaying the gear ratio A display signal, a snow mode display signal for displaying that it is in the snow mode, an ABS operation signal for operating an ABS actuator for preventing the wheel from slipping during braking, and M for displaying that the M mode is selected Hydraulic indication of mode indication signal, hydraulic friction engagement device of power distribution mechanism 16 and automatic transmission unit 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 52 to control the eta, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 52, and driving an electric heater , A signal to the cruise control computer, etc. are output respectively.

FIG. 7 is a functional block diagram illustrating a main part of a control function for the drive device 10 of the electronic control device 50. The drive device 10 of FIG. 7 is shown such that the engine 8 is located on the opposite side of FIG. The switching control means 60 is in a continuously variable control region where the drive device 10 is in a continuously variable transmission state or based on the previously stored relationship shown in FIG. 8 or FIG. It is determined whether it is within the stepped control area. In the case of using the relationship shown in FIG. 8 (switching map), the actual engine rotational speed N _E and drive-force-related value relating to the driving force of the hybrid vehicle, for example the vehicle condition represented by the engine output torque T _E The above determination is made based on this.

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

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

  When the switching control means 60 determines that it is the stepped shift control region, it outputs a signal for disabling (inhibiting) hybrid control or continuously variable shift control to the hybrid (HB) control means 62. At the same time, the step-variable shift control means 64 is permitted to perform shift control at the time of the step-variable shift set in advance. When the determination is made based on FIG. 8, the stepped shift control means 64 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 selected in the speed change control, that is, C0, C1, C2, B0, B1, B2, and B3. 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 that functions as a sub-transmission and the automatic transmission unit 20 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 38a and 38b, but also the output torque of the automatic transmission unit 20, for example. T _OUT, 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 the engine output torque T _E that is calculated by the engine speed N _E Or an estimated value such as an engine output torque _TE or a required driving force calculated based on the actual accelerator pedal operation amount or throttle opening of the driver. The drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheels 38a and 38b, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above.

  On the other hand, if the switching control means 60 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 52. At the same time, a signal for permitting hybrid control is output to the hybrid control means 62, 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 64, or A signal for permitting automatic shift according to a pre-stored shift diagram is output. In the latter case, automatic transmission is performed by the stepped shift control means 64 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. In this way, the power distribution mechanism 16 functions as a continuously variable transmission, and the automatic transmission unit 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 section 20 for each of the first speed, second speed, third speed, and fourth speed of the automatic transmission section 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 62 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 62 executes the control in consideration of the gear position of the automatic transmission unit 20, or issues a shift command to the automatic transmission unit 20 to improve fuel consumption. 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 portion 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 62 sets the total gear ratio γT of the drive device 10 so that the engine 8 is operated along a prestored optimum fuel consumption rate curve that achieves both drivability and fuel consumption during continuously variable speed travel. A target value is set, the gear ratio γ0 of the power distribution mechanism 16 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within a changeable range of the gear change, for example, within a range of 13 to 0.5. become.

  At this time, since the hybrid control means 62 supplies the electric energy generated by the first electric motor M1 to the power storage device 70 and the second electric motor M2 through the inverter 68, the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation by the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 68. 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 62 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 60, the hybrid control means 62, and the stepped speed change control means 64, 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 running at low and medium speeds and low and medium power. Thus, the fuel efficiency performance of the hybrid vehicle is ensured. However, the power distribution mechanism 16 is in a constant speed change state at high speed or in the high rotation range of the engine 8, and the output of the engine 8 is driven by the drive wheels 38a, exclusively through a mechanical power transmission path. It is transmitted to 38b, the conversion loss between motive power and electricity is suppressed, and 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 diagram illustrating an example of a manual speed change operation device, that is, a shift operation device 56 that is used to manually change the speed of the drive device 10. The shift operation device 56 includes a shift lever 58 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. In the shift lever 58, for example, as shown in the engagement operation table of FIG. 2, the power transmission path in the drive device 10, that is, in the automatic transmission unit 20, is blocked so that neither the clutch C1 nor the clutch C2 is engaged. The parking position “P (parking)” for setting the neutral state, that is, the neutral state and locking the output rotating member 22 of the automatic transmission unit 20, the reverse traveling position “R (reverse)” for reverse traveling, Is manually operated to a neutral position “N (neutral)”, a forward automatic shift travel position “D (drive)”, or a forward manual shift travel position “M (manual)”. It is provided as follows. The shift positions shown in the “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 58 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 58. Specifically, the “M” position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle, and the shift lever 58 is provided with the upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT in which the automatic shift control of the drive device 10 is possible. The shift range of the shift stage (gear stage) is limited so that there are a plurality of types of shift ranges having different total speed ratios γT and different maximum speed shift stages in which the automatic transmission unit 20 can perform a shift. The shift lever 58 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 56 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 58, and electronically controls the shift position of the shift lever 58, the number of operations at the “M” position, and the like. Output to the device 50.

  For example, when the “D” position is selected by operating the shift lever 58, the switching control means 60 performs automatic switching control of the shift state of the driving device 10, and the hybrid control means 62 executes the power distribution mechanism 16. The continuously variable transmission control is executed, and the automatic transmission control of the automatic transmission unit 20 is executed by the stepped transmission control means 64. For example, when the drive device 10 is switched to the stepped speed change state, the drive device 10 is automatically controlled to shift within the range of the first gear to the fifth gear as shown in FIG. During continuously variable speed travel in which the device 10 is switched to the continuously variable transmission state, the drive device 10 has a continuously variable gear ratio range of the power distribution mechanism 16 and a range from the first speed gear stage to the fourth speed gear stage of the automatic transmission unit 20. Thus, automatic shift control is performed within a change range of the total gear ratio γT that can be shifted by the drive device 10 obtained by each gear stage that is automatically controlled by the shift control. The “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which the automatic shift control of the drive device 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 58, the switching control means 60, the hybrid control means 62, and the stepped gear are set so as not to exceed the highest speed side gear ratio or gear ratio of the speed change range. The shift control means 64 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the drive device 10. For example, when the drive device 10 is switched to the stepped speed change state, the drive device 10 is automatically controlled to shift within the range of the total gear ratio γT at which the drive device 10 can shift in each shift range, or the drive device 10 is During continuously variable speed driving that is switched to the continuously variable speed state, the drive device 10 automatically shifts within the range of the continuously variable speed ratio range of the power distribution mechanism 16 and the shift speed range of the automatic transmission unit 20 according to each shift range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the drive device 10 obtained for each gear stage to be controlled. The “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which the manual shift control of the drive device 10 is executed.

  FIG. 11 and FIG. 12 are diagrams each showing a two-divided portion of the cross section of the driving device 10. In the drive device 10, as shown in FIG. 13, the relative positional relationship between the first axis CL1, the second axis CL2, and the third axis CL3 is set, and the cross-sectional views shown in FIGS. FIG. 5 is a diagram in which a cross section cut through the first axis CL1, the second axis CL2, and the third axis CL3 is developed on a plane. In FIG. 13, the left-right direction is the vehicle front-rear direction, the up-down direction is the vertical direction, and the direction perpendicular to the plane of the page, that is, the direction parallel to the first axis CL1, the second axis CL2, and the third axis CL3. It is the width direction. The first axial center CL1 and the third axial center CL3 are positioned at substantially the same height at an interval at which the rotating members do not interfere with each other, and the second axial center CL2 is located between the first axial center CL1 and the third axial center CL3. A relatively high position is set in the middle.

  11 and 12, the housing 12 includes a lid-shaped first case portion 12a, a cylindrical second case portion 12b, a cylindrical shape divided into four in the direction of the first axial center CL1 and the second axial center CL2. The third case portion 12c and the lid-like fourth case portion 12d are oil-tightly configured by being fastened to each other by a bolt (not shown). Usually, the 1st case part 12a, the 2nd case part 12b, the 3rd case part 12c, and the 4th case part 12d are formed by cast light alloy, for example, aluminum die-casting.

  The first case portion 12a is fastened to the engine 8 by a bolt (not shown), and is fixed to the second case portion 12b so as to close the opening of the second case portion 12b on the engine 8 side. The second case portion 12b is integrally provided with a dividing wall 80 that is parallel to the first axis CL1 direction and divides the internal space into a space on the first axis CL1 side and a space on the second axis side CL2. In order to divide the internal space into a space on the engine 8 side and a space on the opposite side of the engine 8 side, that is, a space on the drive gear 19 side, a support wall 82 that projects toward the inner peripheral side is integrally provided. In the space between the first case portion 12a and the second case portion 12b, the first electric motor M1 is accommodated around the first axis CL1, and the differential drive gear 84 is accommodated around the second axis CL2. The final reduction gear 36 is accommodated around the third axis CL3. The rotor M1r of the first electric motor M1 is rotatably supported by a support wall 82 of the first case portion 12a and the second case portion 12b via a pair of bearings 86, and the differential drive gear 84 supports the pair of bearings 88. The differential case 32 of the final reduction gear 36 is connected to the first case portion 12a and the second case via a pair of bearings 90. The differential case 32 of the final reduction device 36 is rotatably supported by the first case portion 12a and the support wall 82 of the second case portion 12b. The part 12b is rotatably supported. The differential drive gear 84 includes an annular outer peripheral gear portion 84a that meshes with the large-diameter gear 31, and a shaft portion 84b that is spline-fitted to the inner peripheral surface and supports the outer peripheral gear portion 84a. Both the large-diameter gear 31 and the outer peripheral gear portion 84a are bevel gears.

  The dividing wall 80 of the second case portion 12b protrudes toward the first case portion 12a, and the space between the first case portion 12a and the second case portion 12b is separated from the differential drive gear 84 by the dividing wall 80. The space is divided into a fifth storage chamber 89 which is a space where the first motor M1 is positioned and a first storage chamber 91 which is a space where the first motor M1 is positioned. The tip of the dividing wall 80 is allowed to circulate the lubricating oil from the space where the differential drive gear 84 is located into the first housing chamber 91 where the first electric motor M1 is located, with the first case portion 12a. A slight gap A is formed. The gap A is a communication hole that allows the first case portion 12a and the second case portion 12b to communicate with each other through a partition wall 80 that is a partition wall that partitions the fifth storage chamber 89 and the first storage chamber 91. Is functioning as The hydraulic oil in the fifth storage chamber 89 is supplied to the first storage chamber 91 through the gap A according to gravity.

  In addition, the power distribution mechanism 16 has a first shaft in a space on the first axis CL1 side in the second case portion 12b on the side opposite to the engine 8 side divided into the support wall 82. Arranged around the center CL1.

  Similarly to the dividing wall 80, the third case portion 12c is integrally provided with a dividing wall 92 that is continuous with the dividing wall 80. The third case portion 12c is a space on the first axis CL1 side in the internal space and has an opening on the engine 8 side. A support wall 96 that is detachably fixed by a bolt 94 so as to be closed, and is provided so as to protrude integrally to the inner peripheral side so as to close the opening on the opposite side of the engine 8 side in the space on the one axis CL1 side. And a supporting wall 98 provided. In the second storage chamber 100, which is a space between the support wall 96 and the support wall 98 in the third case portion 12c, a second electric motor M2 is disposed around the first axis CL1, and its rotor M2r is provided. The support wall 96 and the support wall 98 are rotatably supported by a pair of bearings 102.

  The third case portion 12c is a space on the second axis CL2 side in the internal space and is fitted so as to close an opening on the opposite side to the engine 8 side, and is detachably fixed by a bolt 94. The disc-shaped or circular wall-shaped support member 104 is provided. The support member 104 functions as a support member that rotatably supports the first intermediate shaft 40 and the second intermediate shaft 42, and is detachably fixed by a bolt (not shown). In the third housing chamber 106, which is a space formed between the support member 104 and the support wall 82 of the second case member 12b on the second axis CL2 side in the third case portion 12c, the automatic transmission is performed. The machine 20 is arranged around the second axis CL2.

  A coupling device 23 including a drive gear 19 and a driven gear 21 that mesh with each other is housed in a fourth housing chamber 108 that is a space between the third case portion 12c and the fourth case portion 12d. The drive gear 19 is formed by a cylindrical protrusion 99 protruding from the support wall 98 via the bearing 110 in a state of being located on the opposite side of the second electric motor M2 with respect to the support wall 98, that is, on the fourth case portion 12d side. The driven gear 21 is rotatably supported by a cylindrical protrusion 105 protruding from the support member 104 via a bearing 112.

  The input rotation member 14 and the transmission member 18 that are sequentially disposed on the first axis CL1 are configured such that the shaft end portion of the transmission member 18 on the side adjacent to each other is fitted into the shaft end portion of the input rotation member 14. The input rotating member 14 is fitted so as to be relatively rotatable, and is indirectly supported rotatably by the engine 8 side shaft end of the first case portion 12a and the transmitting member 18 via a needle bearing. The transmitting member 18 is a needle. The support wall 96 and the support wall 98 are supported rotatably and indirectly via bearings. In the present embodiment, the input rotation member 14 and the transmission member 18 correspond to the first input shaft and the second input shaft. A first electric motor M1 and a power distribution mechanism 16 are provided on the outer periphery of the first input shaft, and a second electric motor M2 is provided on the outer periphery of the second input shaft.

  The stator M1s of the first electric motor M1 is fitted on the inner peripheral surface of the second case portion 12b, and the rotor M1r of the first electric motor M1 has a tubular sun gear that is formed with a first sun gear S1 at one end and penetrates 82. The shaft 114 is spline-fitted and rotated integrally with the first sun gear S1. The sun gear shaft 114 is supported by the outer peripheral surface of the input rotation member 14 so as to be relatively rotatable. Further, the shaft end of the input rotation member 14 opposite to the engine 8 side is integrally connected to the first carrier CA1. Since the input rotation member 14 is integrally connected to the first carrier CA1, it also functions as an input shaft of the first planetary gear device 24 or the power distribution mechanism 16.

  A flange-like or disc that is spline-fitted to the inner peripheral surface of the cylindrical first ring gear R1 of the first planetary gear device 24 and the outer peripheral surface of the shaft end of the transmission member 18 to support the first ring gear R1. A support member 116 is provided so that the first ring gear R1 can be rotated integrally with the transmission member 18. The switching clutch C0 is disposed between the support wall 82 and the first planetary gear unit 24 to selectively connect the first carrier CA1 and the sun gear shaft 114, and the switching brake B0 is a first planetary gear. It is arranged outside the device 24 and between the first planetary gear device 24 and the inner peripheral wall of the second case member 12b, and selectively connects the sun gear shaft 114 and the second case portion 12b.

  The stator M2s of the second electric motor M2 is fixed to the inner peripheral surface of the third case portion 12c by a bolt 117. Further, the rotor M2r of the second electric motor M2 is supported by the support wall 96 and the support wall 98 via the pair of bearings 102 so as to be directly rotatable. The shaft-shaped transmission member 18 is gradually reduced in diameter from the portion supported by the support wall 98 toward the engine 8 side, and penetrates through the rotor M2r of the second electric motor M2, and is splined to the inner peripheral surface thereof. Combined and rotated together. Thereby, after combining the 3rd case part 12c which assembled | attached the 2nd electric motor M2 with respect to the 2nd case member 12b in which the 1st electric motor M1 and the 1st planetary gear apparatus 24 were assembled | attached inside, a shaft A shaped transmission member 18 can be inserted. A cylindrical coupling member 118 fixed to the inner peripheral surface of the drive gear 19 is spline-fitted to the shaft end of the transmission member 18 opposite to the engine 8 side. The drive gear 19 is fitted to the shaft end portion of the transmission member 18 through a connecting member 118 so as not to be relatively rotatable.

  On the second axis CL2, the first intermediate shaft 40, the second intermediate shaft 42, the output rotation member 22, and the differential drive gear 84 are sequentially arranged concentrically toward the engine 8 side. A cylindrical coupling member 120 fixed to the inner peripheral surface of the driven gear 21 is spline-fitted to the shaft end of the first intermediate shaft 40 opposite to the engine 8 side. In the third case portion 12c and the second case portion 12b in order to accommodate the automatic transmission portion 20, the inside of the third accommodation chamber 106 formed between the support member 104 and the support wall 82 of the second case member 12b is inside. The diameter gradually decreases from the support member 104 side toward the driven gear 21 side, and the automatic transmission unit 20 can be assembled from the opening 121 without the support member 104. The support member 104 has an inlay structure with respect to the third case portion 12c. The axial and radial positions of the support member 104 are accurately determined, and are detachably fixed by bolts (not shown).

  No support wall is provided in the third storage chamber 106 that stores the automatic transmission unit 20, and the axial direction dimension is made as short as possible. That is, the first intermediate shaft 40 is rotatably supported by the support member 104 via the needle bearing 122, and the relatively long second intermediate shaft 42 has a shaft end on the first intermediate shaft 40 side that is first. The shaft end is fitted to the shaft end of the intermediate shaft 40 and is rotatably supported via the bush 124, and the shaft end on the differential drive gear 84 side is rotatably supported by the support wall 82 via the needle bearing 126. It is fitted into a tubular output rotating member 22 and is rotatably supported by the output rotating member 22 via a bush 128. That is, in the automatic transmission unit 20, the first intermediate shaft 40 that functions as the input shaft and the output rotation member 22 that functions as the output shaft are rotatably supported by the support member 104 and the support wall 82. The intermediate shaft located in the middle between the first intermediate shaft 40 and the output rotation member 22, that is, the second intermediate shaft 42, is supported by the first intermediate shaft 40 and the output rotation member 22 so that both ends thereof are rotatable. It is not supported by any support wall. As described above, since the support wall or the like is not used to support the second intermediate shaft 42 that supports the second planetary gear device 26, the third planetary gear device 28, and the fourth planetary gear device 30, the automatic transmission unit 20 axial dimension is shortened.

  The sun gear shaft 114 is rotatably supported by the second intermediate shaft 42, and the first clutch C <b> 1 is interposed between the first intermediate shaft 40 and the second intermediate shaft 42, and the first intermediate shaft 40 and the sun gear shaft 114. The second clutch C2 is provided between the two. The sun gear shaft 114 is integrally provided with a second sun gear S2 and a third sun gear S3. The output rotation member 22 is connected to the fourth carrier CA4 and is splined to the shaft portion 84b of the differential drive gear 84. In addition, the friction plates and pistons of the brake B3 and the brake B2 are smaller in diameter than the opening 121 from which the support member 104 is removed, and are dimensioned to be assembled from the opening 121 without the support member 104. Yes. Further, the outer diameters of the sub-assies of the first clutch C1 and the second clutch C2 that are assembled in advance on the outer periphery of the first intermediate shaft 40, the second planetary gear device 26 that is assembled in advance on the outer periphery of the second intermediate shaft 42, the third The outer diameters of the subassemblies of the planetary gear device 28 and the fourth planetary gear device 30 are also made smaller than the opening 121 from which the support member 104 is removed, and are dimensioned to be assembled from the opening 121 without the support member 104. Yes.

  When the drive device 10 is assembled, for example, as shown in the process diagram of FIG. 14, first, the first case portion 12a and the second case portion 12b are combined, and the first electric motor M1, the differential drive gear 84, the final reduction gear, and the like. The machine 36 is accommodated between the first case part 12a and the second case part 12b in a state where the machine 36 is supported so as to be rotatable about the first axis CL1, the second axis CL2, and the third axis CL3. The The differential drive gear 84 is assembled in advance independently of the automatic transmission unit 20 (first step K1).

  Next, the input rotation member 14 is inserted into the first electric motor M1 between the first case portion 12a and the second case portion 12b, and the engine 8 side of the input rotation member 14 is in the second case portion 12b. The switching clutch C0, the switching brake B0, and the first planetary gear device 24 in the sub-assy state are assembled in the space in which the end portion on the opposite side protrudes (second step K2). The first step K1 and / or the second step K2 may be performed after the following fourth step or fifth step. Next, the third case portion (second divided case portion) 12c in which the second electric motor M2 is assembled is combined with the second case member (first divided case portion) 12b, and the shaft-shaped transmission member 18 is provided. It is inserted into the second electric motor M2 and the first planetary gear unit 24 (combination step, third step K3).

  Next, the piston of the third brake B3, the friction plate, the piston of the second brake B2, and the friction plate are assembled in order from the back of the third storage chamber 106 through the opening 121 of the third case portion 12c, and then the second Subassemblies of the second planetary gear unit 26, the third planetary gear unit 28, and the fourth planetary gear unit 30 assembled in advance on the outer periphery of the intermediate shaft 42 are inserted, and then the first clutch C1 and the second clutch C2 are inserted. Then, the first intermediate shaft 40 is inserted (transmission part assembling step, fourth step K4). In this step, the output rotating member 22 of the automatic transmission unit 20 connected to the fourth carrier CA4 of the fourth planetary gear device 30 is a combination of the first case unit 12a and the second case unit 12b by spline fitting. Thus, the shaft is connected to the shaft portion 84b of the differential drive gear 84 already supported by them so as not to rotate relative to each other. Next, the support member 104 is fitted into the third case portion 12c and fixed by a bolt (not shown) (support member attaching step, fifth step K5).

  Next, the drive gear 19 and the driven gear 21 are attached to the support wall 98 and the support member 104 via bearings 110 and 114, and the drive gear 19 and the shaft end of the transmission member 18 are connected by the connecting member 118. And the shaft end of the first intermediate shaft 40 are connected by the connecting member 120. Then, the fourth case portion 12d is fixed to the third case portion 12c so as to cover the drive gear 19 and the driven gear 21 (sixth step K6).

  In the drive device 10, the hydraulic differential limiting device for the switching clutch C0 and the switching brake B0 and the brakes B2 and B3 of the automatic transmission unit 20 are provided via an oil passage provided in the support wall 82 of the second case portion 12b. The hydraulic fluid for engagement is supplied to hydraulic fluid for engagement output from a shift control valve (not shown). For example, the clutch clutch C0 is supported by a clutch oil passage 134 for supplying hydraulic oil to the oil chamber 132 for applying thrust to the piston 130 of the switch clutch C0, as shown in an enlarged view in FIG. It is formed in the wall 82. Further, as shown in an enlarged view in FIG. 16, for example, a brake engagement for supplying hydraulic oil to an oil chamber 138 for generating a thrust in each of the pair of first piston 136a and second piston 136b of the brake B3. A pressure supply oil passage 140 is formed in the support wall 82. In the oil chamber 138, the first piston 136a and the second piston 136b are provided so as to be able to move in contact with each other, but the space between the first piston 136a and the second piston 136b is used as the first piston 136a. The rear surface is provided with a hydraulic pressure, and the front surface of the second piston 136b is provided with a non-moving partition wall 142 that is divided so that atmospheric pressure acts, and a high pressing force based on a pressure receiving surface that is approximately twice the cross-sectional area of the oil chamber 138 It has come to be obtained.

  Further, in the driving device 10, the lubricating oil to each rotating portion and the meshing portion is provided via the support wall 98 of the third case portion 12c and the oil passage provided in the support member 104 fitted to the third case portion 12c. Is to be supplied. For example, with respect to the first axis CL1 side, as shown in FIGS. 11, 15, and 17, longitudinal oil is formed in the input rotation member 14 and the transmission member 18 along the first axis CL1. A path 146 and a plurality of radial oil paths 148 formed in the radial direction so as to guide the hydraulic oil to a plurality of predetermined lubrication sites are provided. In addition, a lubricating oil passage 150 that guides lubricating oil from a regulator valve (not shown), for example, is formed in the support wall 98 of the third case portion 12c, and a lubricating oil passage in the axial direction of the transmission member 18 is formed. A radial lubricating oil introduction oil passage 152 communicating with the lubricating oil passage 150 is formed at a position facing the opening 150. The lubricating oil passage 150 and the lubricating oil introduction oil passage 152 communicating with the lubricating oil passage 150 are formed between a bearing 115 that is a support portion opposite to the engine 8 side of the rotor M2r of the second electric motor M2 and a bearing 110 that supports the drive gear 19. It is located between.

  Lubricating oil introduced from the lubricating oil passage 150 and the lubricating oil introduction oil passage 152 is a longitudinal oil passage 146 in the second input shaft 18 in two directions, ie, the first planetary gear unit 24 side and the drive gear 19 side. Distributed and led to. As a result, the lubricating oil having a predetermined pressure supplied into the longitudinal oil passage 146 through the lubricating oil passage 150 and the lubricating oil introduction oil passage 152 passes through the radial oil passage 148 through the bearing 86 and the carrier CA1 of the first planetary gear unit 24. It is supplied to lubricated parts such as the bearing 110 and each needle bearing. For the bearing 110 that supports the drive gear 19, the radial oil passage 148, the radial oil passage 154 formed through the connecting member 118 in the radial direction, and the cylindrical protrusion 99 penetrate in the radial direction. Lubricating oil is supplied through the formed radial oil passage 156.

  The first planetary gear unit 24 constituting the differential mechanism is supported by the shaft end portion of the transmission member 18 and the shaft end portion of the input rotation member 14 that are fitted so as to be relatively rotatable. Radial oil passages 148a and 148b that pass through the shaft end portion of the member 14 in the radial direction and communicate with each other are formed, and the first planetary gear device 24, particularly the most load, is formed through the radial oil passages 148a and 148b. The lubricating oil in the longitudinal oil passage 146 is supplied to the space between the carrier CA1 and the pinion P1 having a large.

  Regarding the second axis CL2 side, the first intermediate shaft 40, the second intermediate shaft 42, and the shaft portion 84b of the differential drive gear 84 are disposed in the first intermediate shaft 40, as shown in FIGS. One longitudinal oil passage 160 formed and communicated along the biaxial center CL2, and a plurality of radial oil passages 162 formed in the radial direction so as to guide the hydraulic oil to a plurality of predetermined lubrication sites. And are provided. In the support member 104, for example, a lubricating oil passage 164 for introducing hydraulic fluid for lubrication from a regulator valve (not shown) is formed, and the first intermediate shaft 40 has an opening of the lubricating oil passage 164 in the axial direction. A lubricating oil introduction oil passage 166 in the radial direction that communicates with the lubricating oil passage 164 is formed at a position facing the. Thus, the hydraulic oil having a predetermined pressure supplied into the longitudinal oil passage 160 through the lubricating oil passage 164 and the lubricating oil introduction oil passage 166 passes through the radial oil passage 162 and the second planetary gear in the automatic transmission unit 20. The device 26, the third planetary gear device 28, the fourth planetary gear device 30, the friction engagement devices C1, C2, B1, B2, B3 in the automatic transmission unit 20, the bearings 88, and the lubricating parts such as the bushes are supplied. . With respect to the bearing 112 that supports the driven gear 21, the radial oil passage 162, the radial oil passage 168 formed through the connecting member 120 in the radial direction, and the cylindrical protrusion 105 are formed through the radial direction. Lubricating oil is supplied through the formed radial oil passage 170.

  As described above, the hydraulic oil from the lubricating oil passage 164 of the support member 104 passes through the first intermediate shaft 40 and the second intermediate shaft 42 from the lubricating oil introduction oil passage 166 provided at the intermediate position in the longitudinal direction of the first intermediate shaft 40. Since the hydraulic oil is supplied to the inner longitudinal oil passage 160, the hydraulic oil is distributed in two directions to the driven gear 21 side and the automatic transmission unit 20 side, and is provided in a portion where lubrication of the automatic transmission unit 20 is required. Since the distance to the radial oil passage 162 is shortened, the cross section of the longitudinal oil passage 160 is made smaller than when lubricating oil is supplied from the end of the rotating shaft.

  A lubricating oil passage 172 is also formed in the first case portion 12a in order to supply hydraulic oil into the longitudinal oil passage 160. In particular, the shaft of the differential drive gear 84 is used to lubricate the pair of bearings 88. The hydraulic oil is sufficiently supplied from the lubricating oil passage 172 from the end portion of the portion 84b into the longitudinal oil passage 160 in the shaft portion 84b. For the toothed surfaces of the bearing 88 on the driven gear 21 side and the outer peripheral gear portion 84a, a spline fitting portion between the output rotating member 22 and the shaft portion 84b is formed through a gap between the shaft portion 84b and the second intermediate shaft 42. Through this, the lubricating oil in the longitudinal oil passage 160 is supplied. With respect to the tooth surfaces of the bearing 88 on the engine 8 side and the outer peripheral gear portion 84a, a radial oil passage 174 provided at a position corresponding to the bearing 88 of the shaft portion 84b and an end surface of the outer peripheral gear portion 84a are formed. Lubricating oil in the longitudinal oil passage 160 is supplied through the radial groove 176. For this reason, in addition to the lubricating oil from the lubricating oil path 164 of the support member 104, a large amount of lubricating oil is stably supplied.

In the differential drive gear 84, the outer peripheral gear portion 84a includes spline teeth S _da formed on a part of the inner peripheral surface in the axial direction on the engine 8 side, and the engine on the outer peripheral surface of the shaft portion 84b. 8 side part splined teeth S _db and splines formed in an engine of a portion of the side opposite to the engine 8 side of the inner peripheral surface of the axial direction of the outer peripheral surface of the shaft portion 84b It is fitted to the outer peripheral surface on the side opposite to the 8 side so that the load can be received without rattling. A pair of thrust bearings 178 is interposed between the outer peripheral gear portion 84a and the pair of bearings 88, and the position in the axial direction is determined and the load in the axial direction can be received. ing.

  Further, in the drive device 10, the clutch C1 and C2 that are input hydraulic friction engagement devices are engaged via an oil passage provided in the support member 104 fitted to the third case portion 12c. Hydraulic oil is supplied. For example, for the clutch C1, as shown in an enlarged view in FIG. 18, a clutch engagement pressure supply oil passage 184 for supplying hydraulic oil to the oil chamber 182 for applying thrust to the piston 180 of the clutch C1. Is formed in the support member 104.

  According to the driving apparatus 10 of the present embodiment, the first electric motor M1, the power distribution mechanism (differential unit) 16, and the second electric motor M2 are disposed on the first axis CL1, and are parallel to the first axis CL1. An automatic transmission (transmission unit) 20 is disposed on the second axis CL2, and a transmission member (rotation member) 18 is located on the opposite end of the input rotation member 14 on the first axis CL1. The first intermediate shaft (rotating member) 40 located at the end opposite to the input rotating member 14 on the second axis CL2 is connected via a connecting device 23 so that power can be transmitted. Therefore, the axial direction dimension of the first electric motor M1, the power distribution mechanism (differential part) 16, the second electric motor M2 provided on the first axis CL1, and the automatic transmission provided on the second axis CL2. Since the axial direction dimension of the machine (transmission unit) 20 is substantially the same, the axial direction is preferably The law is reduced in size. Moreover, since the housing 12 of the vehicle drive device 10 is divided into four parts, that is, a first case part 12a, a second case part 12b, a third case part 12c, and a fourth case part 12d, the assembly is facilitated.

  Further, according to the driving apparatus 10 of the present embodiment, the first case portion 12a and the second case portion 12b allow the rotor M1r of the first electric motor M1 occupying a relatively large dimension in the first axis CL1 direction to be rotatable. Since each is supported, the rotor M1r of the first electric motor M1 is rotatably supported at two locations, so that assembly is further facilitated.

  Further, according to the driving device 10 of the present embodiment, the third case portion 12c rotatably supports the rotor M2r of the second electric motor M2 that occupies a relatively large dimension in the first axis CL1 direction. Since the second electric motor M2 is accommodated in the third case portion 12c, the assembly is further facilitated.

  Further, according to the driving apparatus 10 of the present embodiment, (a) the power distribution mechanism (differential portion) 16 is provided in the power distribution mechanism 16 in order to selectively switch the power distribution mechanism (differential portion) 16 between the differential state and the non-differential state. A hydraulic differential limiting device (switching clutch C0 and / or switching brake B0), and (b) the hydraulic differential limiting device via an oil passage 134 provided in the support wall 82 of the second case portion 12b. Therefore, the axial dimension is further reduced as compared with a case where a member for exclusively arranging the oil passage is newly provided.

  Further, according to the drive device 10 of the present embodiment, (a) the automatic transmission (transmission unit) 20 is a combination of engagement and release of a plurality of hydraulic friction engagement devices C1, C2, B1, B2, and B3. (B) hydraulic oil is supplied to the hydraulic friction engagement device via an oil passage provided in the support wall 82 of the second case portion 12b. Since the oil passage is supplied, the axial direction dimension is further reduced as compared with the case where a member for exclusively arranging the oil passage is provided.

  Further, according to the driving device 10 of the present embodiment, the third case portion 12c includes the support walls 96 and 98 that protrude inward to rotatably support the rotor M2r of the second electric motor M2. The rotor M2r of the electric motor M2 is supported so as to be rotatable at two places, and the assembly becomes easier.

  Further, according to the driving device 10 of the present embodiment, (a) the coupling device 23 is provided on the first axis CL1 and the drive gear 19 provided on the second axis CL2. (B) The drive gear 19 is rotatably supported by a support wall 98 protruding inward from the third case portion 12c, and the driven gear 21 is fitted to the third case portion 12c. Since the support member 104 is rotatably supported by the attached support member 104, the drive gear 19 and the driven gear 21 are reasonably supported rotatably by the third case portion 12 c and the support member 104 fitted thereto in the vicinity thereof. And the support member 104 fitted to the third case portion 12c is an automatic transmission. Since can be inserted later in the same manner as shifting portion) 20 into the third casing portion 12c, the assembly is facilitated.

  Further, according to the driving apparatus 10 of the present embodiment, the differential unit, together with the first electric motor M1 and the second electric motor M2, constitutes an electric continuously variable transmission unit that can change the gear ratio steplessly. Therefore, stepped variable speed travel and continuously variable speed variable travel are possible. The stepped variable speed travel is applied in the high speed travel and the high load travel, and the continuously variable speed travel is applied in the low speed / medium speed travel and the light load travel, thereby suitably improving the fuel efficiency of the vehicle.

  Next, another embodiment of the present invention will be described. In addition, the same code | symbol is attached | subjected to the part which is mutually common between the above-mentioned Example and the following Examples, and description is abbreviate | omitted.

  FIG. 19 is a cross-sectional view of an essential part for explaining an essential part of a driving device 186 according to another embodiment of the present invention. The driving device 186 of the present embodiment is different in that a connecting device 188 is provided instead of the connecting device 23 of the driving device 10 described above, and the other configuration is the same. As shown in FIG. 19, the connecting device 188 includes a drive-side sprocket 190 that is connected to the end of the transmission member 18 via the connecting member 118 on the first axis CL1, and a second axis CL2. The driven sprocket 192 connected to the end portion of the first intermediate shaft 40 through the connecting member 120 so as not to be relatively rotatable, and the drive sprocket 190 and the driven sprocket 192 are made of metal or resin. The transmission belt 194 is configured to transmit the power from the transmission member 18 to the first intermediate shaft 40 in the same rotational direction. Also in this embodiment, the same effect as in the above-described embodiment can be obtained.

  FIG. 20 is a cross-sectional view of an essential part for explaining an essential part of a driving device 196 according to another embodiment of the present invention. The driving device 196 of the present embodiment is different from the driving device 10 described above by the first case portion 12a and the second case portion 12b between the differential drive gear 84 and the large-diameter gear 31 of the final reduction gear 36. The difference is that an idler gear 200 supported rotatably via a bearing 198 is interposed, and the other configuration is the same. As shown in FIG. 20, in this embodiment, a fourth axis CL4 parallel to the second axis CL2 and the third axis CL3 is provided, and the idler gear 200 has its fourth axis CL4. It is supported rotatably around the differential drive gear 84 and the large-diameter gear 31 of the final reduction gear 36, and the power from the idler gear 200 is transmitted to the large-diameter gear 31 of the final reduction gear 36 in the same rotational direction. To communicate. Also in this embodiment, the same effect as in the above-described embodiment can be obtained.

  FIG. 21 is a skeleton diagram illustrating a configuration of a drive device 210 including an automatic transmission 212 according to another embodiment of the present invention, and is housed in the housing 2 in the same manner as in the above-described embodiment. The driving device 210 of the present embodiment is provided with a connecting device 188 in place of the connecting device 23 with respect to the driving device 10 of FIG. 1 described above, and includes a differential drive gear 84 and a large-diameter gear 31 of the final reduction gear 36. The difference is that an idler gear 200 is interposed between them and a Ravigneaux type automatic transmission 212 having two sets of planetary gear units 26 and 28 is provided in place of the automatic transmission unit 20. Has been.

  That is, the automatic transmission 212 of this embodiment includes a single pinion type second planetary gear device 26 and a double pinion type third planetary gear device 28. The third planetary gear device 28 includes a third sun gear S3, a plurality of pairs of third planetary gears P3 that mesh with each other, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. And a third ring gear R3 that meshes with the third sun gear S3, and has a predetermined gear ratio ρ3 of, for example, about “0.315”. The second planetary gear unit 26 is connected to the second planetary gear P2 common to any one of the second sun gear S2 and the third planetary gear P3, the second carrier CA2 common to the third carrier CA3, and the second planetary gear P2. And a second ring gear R2 that is common to the third ring gear R3 that meshes with the second sun gear S2, and has a predetermined gear ratio ρ2 of, for example, about “0.368”. The second planetary gear device 26 and the third planetary gear device 28 are of a so-called Ravigneaux type in which carriers and ring gears are connected to each other and shared. The diameter or the number of teeth of the second planetary gear P2 common to any one of the third planetary gears P3 may be different between the second planetary gear P2 side and the third planetary gear P3 side. Further, the third planetary gear P3 and the second planetary gear P2, the third carrier CA3 and the second carrier CA2, and the third ring gear R3 and the second ring gear R2 may be provided independently. Further, if 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, and the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ2 is ZS2. / ZR2, the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission 212, the second sun gear S2 is selectively connected to the first intermediate shaft 40 via the second clutch C2, and is also selectively connected to the housing 12 via the first brake B1. CA2 and the third carrier CA3 are selectively connected to the first intermediate shaft 40 via the third clutch C3 and selectively connected to the housing 12 via the second brake B2, and the second ring gear R2 and the third carrier CA3 are connected. The ring gear R3 is coupled to the output rotating member 22, and the third sun gear S3 is selectively coupled to the first intermediate shaft 40 via the first clutch C1. Also in this embodiment, the same effect as in the above-described embodiment can be obtained.

  In the drive device 210 configured as described above, for example, as shown in the engagement operation table of FIG. 22, the switching clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, and the switching brake B0. The first brake B1 and the second brake B2 are selectively engaged and operated, so that 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. Also in the present embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and any one of the switching clutch C0 and the switching brake B0 is engaged and operated, so that the power distribution mechanism 16 has the above-described configuration. In addition to the continuously variable transmission state that can operate as a step 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 212 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 212 that are brought into a continuously variable transmission state by not engaging and engaging both the clutch C0 and the switching brake B0.

  FIG. 23 is a skeleton diagram illustrating a configuration of a drive device 216 including an automatic transmission 214 according to another embodiment, and is housed in the housing 2 in the same manner as in the above-described embodiment. The drive device 216 of the present embodiment is shown in such a manner that the engine 8 is located on the opposite side of the drive device 10 of the first embodiment shown in FIG. The difference is that a transmission 214 is provided, and the rest is configured similarly.

  The automatic transmission 214 includes a single pinion type second planetary gear device 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ρ3 of about “0.418”, for example. And a third planetary gear device 28 of the type. The second sun gear S2 of the second planetary gear unit 26 and the sun gear S3 of the third planetary gear unit 28 are integrally connected to each other and connected to the first intermediate shaft 40 via the second clutch C2 and the first brake B1. The second carrier CA2 of the second planetary gear unit 26 and the third ring gear R3 of the third planetary gear unit 28 are integrally coupled to the output rotating member 22 through the first and second planetary gear units 26 and 26. The second ring gear R2 is selectively connected to the first intermediate shaft 40 via the first clutch C1, and the third carrier CA3 is selectively connected to the housing 12 via the second brake B2.

  In the drive device 216 configured as described above, for example, according to the engagement operation table shown in FIG. 24, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, and the second brake B2 Is selectively engaged to establish one of the first gear (first gear) to the fourth gear (fourth gear), the reverse gear, and the neutral. A gear ratio γ (= input shaft rotational speed Nin / output shaft rotational speed Nout) that changes substantially in a ratio is obtained for each gear stage. Also in the present embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and any one of the switching clutch C0 and the switching brake B0 is engaged and operated, so that the power distribution mechanism 16 does not have the above-described function. In addition to the continuously variable transmission state that can operate as a step 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. The driving device 216 of the present embodiment can obtain the same effects as those of the above-described embodiments.

  FIG. 25 is a skeleton diagram illustrating the configuration of a drive device 220 including an automatic transmission 218 according to another embodiment, and is housed in the housing 2 in the same manner as in the above-described embodiment. The drive device 220 of this embodiment is different from the fourth embodiment shown in FIG. 21 in that an automatic transmission 218 is provided instead of the automatic transmission 212 and a connecting device 23 is provided instead of the connecting device 188. In addition, the difference is that the idler gear is removed, and the rest is configured similarly.

  That is, the automatic transmission 218 includes a double pinion type second planetary gear unit 26 and a single pinion type third planetary gear unit 28. The second planetary gear unit 26 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to be capable of rotating and revolving, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.461”, 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 “0.368”.

  The automatic transmission 218 includes first and second brakes B1 and B2 and first to third clutches C1 to C3. The second sun gear S2 is selectively transmitted to the transmission member 18 via the first clutch C1. The second carrier CA2 and the third sun gear S3 are integrally connected to each other and selectively connected to the first intermediate shaft 40 via the second clutch C2 and the housing 12 via the first brake B1. The second ring gear R2 and the third carrier CA3 are integrally connected to each other and selectively connected to the first intermediate shaft 40 via the third clutch C3 and via the second brake B2. The third ring gear R <b> 3 is connected to the output rotation member 22. In the present embodiment, gear shifting is performed according to the engagement table shown in FIG. In the driving device 220 of the present embodiment, the same effect as that of the fourth embodiment described above can be obtained.

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

  For example, in the driving device 10 or the like of the above-described embodiment, the continuously variable transmission state and the stepless functioning as an electric continuously variable transmission by switching the power distribution mechanism 16 between the differential state and the non-differential state. Although it was configured to be able to switch to a stepped transmission state that functions as a transmission, switching between the continuously variable transmission state and the stepped transmission state is in switching between a differential state and a non-differential state of the power distribution mechanism 16. For example, even if the power distribution mechanism 16 is in a differential state, the speed ratio of the power distribution mechanism 16 may be changed stepwise instead of continuously so as to function like a stepped transmission.

  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 input rotation member 14. However, the engine 8 is only required to be operatively connected via a gear, a belt, etc., and needs to be disposed on a common axis. Nor.

  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.

  In the driving device 10 and the like of the above-described embodiment, the switching clutch C0 is engaged when the neutral "N" is set, 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 38a and 38b 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 also be applied to a vehicle drive device in which the power distribution mechanism 16 has only a function as a continuously variable transmission called an electric CVT that is not hybrid-controlled.

  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.

  In the above-described embodiment, the automatic transmission unit 20 including the three planetary gear devices 26, 28, and 30 is provided. However, as in Patent Document 1, a reduction mechanism including one planetary gear device is provided. Or four or more planetary gear units may be provided. The structure of the automatic transmission is not limited to that of the above-described embodiment, and the number of planetary gear units, the number of shift stages, and to which element of the planetary gear unit the clutch C and the brake B are selectively connected, etc. There is no particular limitation.

  Further, in the above-described embodiments of FIGS. 1, 21, 23, and 25, the second electric motor M2 and / or the clutch C1 is connected to the drive gear 19 or the driven gear in the direction of the first axis CL1 or the second axis CL2. It may be arranged outside 21.

  In the above-described embodiment, the support walls 82 and 98 are integrally provided with respect to the housing 12, but another member may be attached. Further, although the support wall 96 is a member in which another member is fixed to the housing 12, it may be integrated.

  In the above-described embodiment, the second electric motor M2 may be provided at any position on the power transmission path from the transmission member 18 to the drive wheels 38a and 38b. In this case, it may be operatively connected directly or indirectly via a belt, a gear, a speed reducer, or the like.

  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 the relationship between a speed change operation when the drive device of the embodiment of FIG. 1 is continuously variable or stepped and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the drive device of the embodiment of FIG. FIG. 3 is a diagram illustrating an example of a state of a power distribution mechanism when the drive device of the embodiment of FIG. 1 is switched to a continuously variable transmission state, and corresponds to a power distribution mechanism portion of the alignment chart of FIG. 3. It is. FIG. 3 is a diagram showing a state of a power distribution mechanism when the drive device of the embodiment of FIG. 1 is switched to a stepped transmission state by engagement of a switching clutch C0, and is a power distribution mechanism of the collinear diagram of FIG. It is a figure corresponded to a part. 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 a figure explaining an example of the shift operation apparatus used in order to carry out gear shifting operation of the drive device of the Example of FIG. 1 manually. It is a figure which shows the longitudinal cross-section of the drive device of FIG. 1 in detail with FIG. 12, Comprising: It is a fragmentary sectional view which shows the half of the cross section. It is a figure which shows the longitudinal cross-section of the drive device of FIG. 1 in detail with FIG. 11, Comprising: It is the fragmentary sectional view which shows the half of the cross section. It is a figure explaining the relative positional relationship of the 1st axial center, the 2nd axial center, and the 3rd axial center in the cross section of the drive device of FIG. It is process drawing explaining the principal part of the assembly process of the drive device of FIG. FIG. 12 is a partially enlarged cross-sectional view showing the first electric motor and the vicinity of the first planetary gear device in FIG. 11 partially enlarged. FIG. 13 is a partially enlarged cross-sectional view showing the vicinity of a differential drive gear partially enlarged in FIG. 12. FIG. 12 is a partially enlarged cross-sectional view showing the vicinity of the second electric motor and the drive gear in FIG. 11 partially enlarged. FIG. 13 is a partially enlarged cross-sectional view showing the driven gear and the vicinity of clutches C1 and C2 of the automatic transmission partially enlarged in FIG. It is principal part sectional drawing explaining the structure of the coupling device in the other Example of this invention. It is principal part sectional drawing explaining the structure of the power transmission path | route from the differential drive gear to the final reduction gear in the other Example of this invention. It is a skeleton diagram explaining the structure of the drive device in the other Example of this invention. FIG. 22 is an engagement operation table illustrating gear stages achieved by a combination of engagement operations of friction engagement devices in the automatic transmission of the embodiment of FIG. 21. It is a skeleton diagram explaining the structure of the drive device in the other Example of this invention. FIG. 24 is an engagement operation table for explaining a gear stage achieved by a combination of engagement operations of the friction engagement device in the automatic transmission of the embodiment of FIG. 23. It is a skeleton diagram explaining the structure of the drive device in the other Example of this invention.

Explanation of symbols

10: Vehicle drive device 12: Transaxle housing (housing)
12a: 1st case part 12b: 2nd case part 12c: 3rd case part 12d: 4th case part 14: Input rotation member 16: Power distribution mechanism (differential part)
18: Transmission member 19: Drive gear 20: Stepped automatic transmission (transmission unit)
21: Driven gear 23: Connecting device 96: Support wall 98: Support wall 104: Support member 140: Oil passage M1: First motor M1r: Rotor M2: Second motor M2r: Rotors CL1, CL2, CL3: First shaft center, Second axis, third axis C0: switching clutch (hydraulic differential limiting device)
B0: Switching brake (hydraulic differential limiting device)

Claims (9)

A differential unit that distributes the power input to the input rotating member to the first motor and the transmission member; a second motor provided in a power transmission path between the transmission member and the drive wheel; the transmission member; A vehicular drive device including a speed change portion provided between the drive wheels,
The first electric motor, the differential unit, and the second electric motor are disposed on the first axis that is the rotation center of the input rotation member,
The transmission is disposed on a second axis parallel to the first axis;
One side of the first electric motor in the axial direction is covered with a lid-like first case part,
Adjacent to the first case portion, a cylindrical second case portion is provided for forming a first storage chamber for storing the first electric motor together with the first case portion,
Adjacent to the opposite side of the second case portion to the first case portion, the second case portion and the second accommodating chamber for accommodating the differential portion and the second motor are accommodated together with the second case portion. A cylindrical third case portion for forming a third storage chamber is provided,
Adjacent to the third case portion, a lid-like fourth case portion is provided that forms a fourth storage chamber for storing the coupling device together with the third case portion,
A vehicle drive device characterized in that a housing is formed by connecting the first case part, the second case part, the third case part, and the fourth case part to each other. The vehicle drive device according to claim 1, wherein a rotor of the first electric motor is rotatably supported by the first case portion and the second case portion. The vehicle drive device according to claim 1 or 2, wherein a rotor of the second electric motor is rotatably supported by the third case portion. A hydraulic differential limiting device provided in the differential unit for selectively switching the differential unit between a differential state and a non-differential state;
4. The vehicle drive device according to claim 1, wherein hydraulic oil is supplied to the hydraulic differential limiting device via an oil passage provided in the second case portion. 5. The transmission unit selectively achieves a predetermined shift state by a combination of engagement and release of a plurality of hydraulic friction engagement devices,
5. The vehicle drive device according to claim 1, wherein hydraulic oil is supplied to the hydraulic friction engagement device via an oil passage provided in the second case portion. 6. The vehicle drive device according to claim 1, wherein the third case portion includes a support wall protruding inward to rotatably support a rotor of the second electric motor. The coupling device includes a drive gear provided on the first axis, and a driven gear provided on the second axis and rotated by the drive gear,
The drive gear is rotatably supported by a support wall projecting inward from the third case portion, and the driven gear is rotatably supported by a support member fitted to the third case portion. The vehicle drive device according to claim 1. The vehicle drive device according to any one of claims 1 to 7, wherein the differential unit, together with the first electric motor and the second electric motor, constitutes an electric continuously variable transmission unit capable of continuously changing a gear ratio. . There is a gap between the rotating member located at the end opposite to the input rotating member on the first axis and the rotating member located at the end opposite to the input rotating member on the second axis. The vehicle drive device according to any one of claims 1 to 8, wherein the vehicle drive device is connected via a connecting device so that power can be transmitted.

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