JP4151648B2 - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular drive device with a differential mechanism in which a differential restrictor is provided in a precisely supported condition. <P>SOLUTION: The vehicular drive device comprises a power distributing mechanism 16 which has a first planetary gear device 24 as the differential mechanism for distributing the output of an engine to a first motor and a transmission member and a change-over clutch CO as the differential restrictor for selectively changing over the first planetary gear device 24 between a differential condition and a locked condition. A clutch cylinder 130 as one member of the change-over clutch CO is constructed integrally with a sun gear S1 of the first planetary gear device 24. A rotor supporting shaft 86 of the first motor is rotatably supported by a first case 12a, an input shaft 14 is rotatably supported on the inner diameter side of the rotor supporting shaft 86 by the rotor supporting shaft 86 for inputting the output of the engine to the first planetary gear device 24, and the first sun gear S1 is rotatably supported by the input shaft 14. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a vehicle drive device, and more particularly to a drive device including a differential mechanism that distributes an output of a driving force source to an electric motor and a transmission member.

2. Description of the Related Art There is known a vehicle drive device that includes a planetary gear device and includes a differential mechanism that distributes the output of a driving force source such as an engine to an electric motor and a transmission member. For example, this is the hybrid vehicle drive device described in Patent Document 1. In such a driving device, one of the three rotating elements of the planetary gear device is connected to the electric motor, the other one element is connected to the driving force source, and the remaining one element is connected to the transmission member. By controlling the electrical load applied to the electric motor, the rotation speed of the transmission member can be controlled steplessly. Therefore, it becomes possible to drive the vehicle while maintaining the engine in an optimal state, and fuel efficiency is improved. A second electric motor is provided between the transmission member and the drive wheel separately from the electric motor, and the second electric motor is rotated by the electric power generated by the electric motor connected to the differential mechanism. If the driving wheels are driven by the rotational driving force of the electric motor, the fuel efficiency is further improved.
JP 2003-191759 A Japanese Patent No. 3454036 JP 2003-336725 A

  In the conventional vehicle driving apparatus as described above, the rotational speed of the transmission member is controlled by controlling the electric reaction force of the electric motor coupled to the differential mechanism. There is a problem that the entire drive device becomes large due to the increase in size of the electric motor.

  Therefore, for example, an engagement device, that is, a differential limiting device for selectively deactivating (ie, locking) the differential action of the planetary gear device is connected to the planetary gear device that is a differential mechanism. It is possible. Then, if the planetary gear device is locked by the differential limiting device in the high output region of the engine, the maximum value of the electric reaction force that should be generated by the electric motor is reduced, so that the electric motor can be reduced in size.

  However, when the differential limiting device is provided, it is necessary to connect a part of the differential limiting device to the sun gear of the planetary gear device. If spline fitting is used for the connection, the radial position accuracy is required. Could be insufficient.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device with good support accuracy of the differential limiting device provided in the differential mechanism.

The gist of the invention according to claim 1 for achieving the above object is that: (a-1) a differential mechanism comprising a planetary gear device that distributes the output of a driving force source to an electric motor and a transmission member; -2) A vehicle drive device including a power distribution mechanism having a differential limiting device that limits the differential of the differential mechanism, and (b) a clutch cylinder that is a part of the differential limiting device is (C) A rotor hub of the electric motor is rotatably supported by a case, and (d) an output from the driving force source is input to the differential mechanism. An input shaft is rotatably supported by the hub on the inner diameter side of the hub of the rotor, (e) a sun gear of the planetary gear device is rotatably supported by the input shaft, and (f) an oil chamber of the clutch cylinder. An oil passage for supplying hydraulic oil is provided in the clutch cylinder. It lies in the fact that.

  The invention according to claim 2 is characterized in that, in the vehicle drive device according to claim 1, the rotor of the electric motor and the sun gear of the planetary gear device are configured to rotate integrally by fitting.

  According to a third aspect of the present invention, in the vehicle drive device of the second aspect, the fitting between the rotor of the electric motor and the sun gear is a spline fitting.

  According to a fourth aspect of the invention, in the vehicle drive device of the third aspect, the spline fitting portion is on the inner diameter side of the hub portion of the rotor.

  According to a fifth aspect of the present invention, in the vehicle drive device according to any one of the first to fourth aspects, a part of the differential limiting device and the sun gear are integrally configured by welding. It is characterized by.

According to the first aspect of the present invention, the rotor hub of the electric motor is supported by the case, the input shaft is supported by the hub of the rotor, the sun gear of the planetary gear device is supported by the input shaft, and the sun gear is differentially supported. Since the clutch cylinder which is a part of the limiting device is integrally configured, the radial position of the differential limiting device is determined, and the support accuracy of the differential limiting device is improved.

  Further, according to the invention of claim 3, it is possible to easily connect the rotor and the sun gear of the electric motor and to prevent the thrust force from the sun gear from being transmitted to the rotor. In this case, the axial dimension of the drive device is shortened.

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 an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A power distribution mechanism 16 connected directly to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission member between the power distribution mechanism 16 and the drive device output shaft 22 A stepped automatic transmission 20 connected in series to the power distribution mechanism 16 via 18 and a drive device output shaft 22 as an output rotating member connected to the automatic transmission 20 are provided. .

  This drive device 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle. As shown in FIG. 7, the drive device 10 is paired with an engine 8 as a driving force source for traveling. Between the pair of drive wheels 38, and transmits power to the pair of drive wheels 38 through the differential gear unit (final reduction gear) 36 and the pair of axles in order. Since the drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the drive device 10 in FIG.

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

  The power distribution mechanism 16 includes a single pinion type first planetary gear unit 24 that functions as a differential mechanism, a switching clutch C0, and a switching brake B0. The first planetary gear device 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. The first ring gear R1 meshing with S1 is provided as a rotating element (element), and has a predetermined gear ratio ρ1 of about “0.418”, for example. 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 shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first sun gear S1 are brought into a differential state in which a differential action capable of rotating relative to each other is applied. The output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, the first electric motor M1 is generated by the output of the engine 8 distributed to the first electric motor M1, and the generated electric energy and the electric power are stored. Since the second electric motor M2 is rotationally driven by the electric energy, for example, a continuously variable transmission state is established, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the power distribution mechanism 16 has a differential state in which the gear ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) is electrically changed from the minimum value γ0min to the maximum value γ0max, for example, the gear ratio γ0 A differential state that functions as an electric 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. The device 24 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Further, when the switching brake B0 is engaged instead of the switching clutch C0, the first sun gear S1 is in a non-differential state that is a locked state in which the first sun gear S1 is in a non-rotating state, and the first ring gear R1 is in the first carrier. Since it is rotated at a speed higher than that of CA1, the first planetary gear unit 24 is in a constant speed shift state in which the speed ratio γ0 functions as a speed increasing transmission fixed at a value smaller than “1”, for example, about 0.7. Thus, in this embodiment, the switching clutch C0 and the switching brake B0 can operate the first planetary gear unit 24 as an electric continuously variable transmission in which the differential state, for example, the gear ratio can be continuously changed. A differential state (continuously variable transmission state) and a non-differential state, for example, a lock state that locks a change in gear ratio by not operating a continuously variable transmission operation without operating as an electric continuously variable transmission, that is, one or two types It functions as a differential state switching device or a differential limiting device that selectively switches to a constant speed change state that can operate as a single-stage or multiple-stage transmission with a gear ratio.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

In the relationship shown in FIG. 8, the output torque T _E is the predetermined upper limit TE1 more high torque region (high output drive region) were of the engine 8, the engine rotational speed N _E is the predetermined value NE1 or more set in advance high rotation region or the engine rotational speed N _E and the high vehicle speed range the vehicle speed is above a predetermined value which is one of the vehicle state is uniquely determined by the overall speed ratio [gamma] T, or the output torque T _E and the rotational speed thereof engine 8 output that is calculated from the N _E is above the high output region given is set as the step-variable control region. Accordingly, relatively high output torque of the engine 8, a relatively high rotational speed, or step-variable shifting control is executed in a relatively high-power, 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 50 determines that it is the stepped shift control region, the switching control means 50 outputs a signal for disabling (inhibiting) hybrid control or continuously variable shift control to the hybrid control means 52 and The step shift control means 54 is allowed to perform shift control at the time of a preset step shift. If the determination is made based on FIG. 8, the stepped shift control means 54 at this time executes automatic shift control according to a previously stored shift diagram (not shown), and the determination is based on FIG. If this is the case, automatic shift control is executed in accordance with the shift diagram shown in FIG.

  FIG. 2 shows a combination of operations of the hydraulic friction engagement devices 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 and the automatic transmission 20 that function as a sub-transmission functions as a so-called automatic transmission.

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

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

The hybrid control means 52 operates the engine 8 in an efficient operating range, and changes the distribution of driving force between the engine 8 and the first electric motor M1 and / or the second electric motor M2 so as to be optimized. For example, at the current traveling vehicle speed, the driver's required output is calculated from the accelerator pedal operation amount and vehicle speed, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed and total output are calculated. calculating the door, on the basis of the total output and the engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output. The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission 20, or issues a shift command to the automatic transmission 20 to improve fuel efficiency. In such a hybrid control, in order to match the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed and the automatic transmission 20 determined to operate the engine 8 in an operating region at efficient The power distribution mechanism 16 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 sets the total gear ratio γT of the drive device 10 so that the engine 8 is operated along an optimal fuel consumption rate curve stored in advance that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value is 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, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. Further, the hybrid control means 52 can drive the motor by the electric CVT function of the power distribution mechanism 16 regardless of whether the engine 8 is stopped or in an idle state.

  By the switching control means 50, the hybrid control means 52, and the stepped speed change control means 54, the power distribution mechanism 16 is brought into the stepless speed change state in the normal output range of the engine where the vehicle is driven at low to medium speed and low to medium power. Thus, the fuel efficiency of the hybrid vehicle is ensured. However, the power distribution mechanism 16 is in a constant speed change state at a high speed or in a high rotation range of the engine 8, and the output of the engine 8 is exclusively transmitted to the drive wheels 38 through a mechanical power transmission path. This is transmitted to suppress the conversion loss between power and electricity and improve the fuel efficiency. 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 showing an example of a shift operation device 46 which is a manual transmission operation device. The shift operation device 46 includes a shift lever 48 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. In the shift lever 48, 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 20 is blocked so that neither the clutch C1 nor the clutch C2 is engaged. A neutral position, that is, a neutral state and a parking position “P (parking)” for locking the driving device output shaft 22 of the automatic transmission 20; a 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 so that. 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, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 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 48. 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 48 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 speed 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 the maximum speed side shift stage where the automatic transmission 20 can be shifted is different. The shift lever 48 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 46 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 48, and electronically controls the shift position of the shift lever 48, the number of operations at the “M” position, and the like. Output to the device 40.

  For example, when the “D” position is selected by operating the shift lever 48, automatic switching control of the shift state of the driving device 10 is executed by the switching control means 50, and the power distribution mechanism 16 is controlled by the hybrid control means 52. The continuously variable transmission control is executed, and the automatic transmission control of the automatic transmission 20 is executed by the stepped transmission control means 54. 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 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 48, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the highest speed side shift speed or gear ratio of the shift range. The shift control means 54 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 can be switched to a continuously variable speed state, the drive device 10 automatically shifts within the range of the continuously variable speed ratio of the power distribution mechanism 16 and the shift speed range of the automatic transmission 20 corresponding to each speed 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 is a cross-sectional view of the main part of the driving device 10. As shown in FIG. 11, the case 12 of the drive device 10 houses the first case 12a that houses the first motor M1 and the power distribution mechanism 16, the second motor M2, and the automatic transmission 20 that is not shown in FIG. Second case 12b. The first case 12a, the first electric motor M1 accommodated therein and the power distribution mechanism 16 constitute the first unit 70, and the second case 12b, the second electric motor M2 accommodated therein and the automatic transmission 20 included therein. A second unit 100 is configured.

  The first case 12a has a substantially cylindrical outer shape, and the outer diameter of the portion accommodating the power distribution mechanism 16 is substantially constant, while the first case 12a is the portion accommodating the first electric motor M1. The outer diameter increases toward the engine 8 side (left side in the figure). The first case 12a is open on both sides in the axial direction, and a first support wall 72 integrated with the first case 12a is formed between the power distribution mechanism 16 and the first electric motor M1. Yes. The first support wall 72 has a disk-like vertical portion 72a substantially perpendicular to the input shaft 14, and one end in the axial direction is connected to the inner peripheral end of the vertical portion 72a and extends toward the first planetary gear unit 24. It has a cylindrical portion 72b and a convex portion 72c that protrudes in the axial direction from the inner peripheral portion of the side of the vertical portion 72a on the first electric motor M1 side toward the first electric motor M1, and the axial center of the cylindrical portion 72b A through hole 73 penetrating in the axial direction is formed. By being partitioned by the first support wall 72, the inside of the first case 12a has a first accommodation space 74 on the engine 8 side that accommodates the first electric motor M1, and a second accommodation space 76 that accommodates the power distribution mechanism 16. It is divided into The first electric motor M1 is accommodated in the first accommodation space 74 from the left side of the figure, and the power distribution mechanism 16 is accommodated in the second accommodation space 76 from the right side of the figure.

  Further, the first housing space 74 has a substantially constant diameter by forming an annular protrusion 78 projecting toward the axial engine 8 side in parallel with the input shaft 14 on the first case 12a. The lid plate 80 is fixed to the first case 12a so that the outer peripheral edge of the side surface comes into contact with the protrusion 78.

  The first electric motor M 1 includes a first stator (stator) 82, a first rotor (rotor) 84, and a first rotor support shaft (that is, a rotor hub) 86 configured integrally with the first rotor 84. It consists of. The first support wall 72 functions as a support member, and one end of the first rotor support shaft 86 is inside a convex portion 72c of the first support wall 72 that is a part of the first case 12a via a bearing 88. The peripheral surface is rotatably supported. The other end of the first rotor support shaft 86 is rotatably supported by the first case 12a via a bearing 90 and a cover plate 80 fixed to the first case 12a.

  One end of the sun gear shaft 92 integrally formed with the first sun gear S1 passes through the through-hole 73, that is, passes through the cylindrical portion 72b of the first support wall 72, and the first rotor support shaft 86 has a first end. It extends to the inner periphery of the end on the one support wall 72 side. The input shaft 14 is rotatable relative to the first rotor support shaft 86 and the sun gear shaft 92 at the axial center of the first case 12a on the inner peripheral side of the first rotor support shaft 86 and the sun gear shaft 92. Since one end is integrally connected to the first carrier CA1, the output of the engine 8 (not shown in FIG. 11) is input to the first carrier CA1 via the input shaft 14.

  An annular plate 94 is fixed to the first ring gear R1 of the first planetary gear device 24 on the inner peripheral surface of the end on the second unit 100 side so as not to be relatively movable in the axial direction and the circumferential direction. The annular plate 94 is perpendicular to the axis of the input shaft 14 and has a hole in the axis. The output shaft 96 of the first planetary gear device 24 (that is, the output shaft of the power distribution mechanism 16) is a cylindrical shaft portion 96a protruding toward the second unit 100 side, and on the first planetary gear device 24 side of the shaft portion 96a. And a flange portion 96b protruding in the radial direction. The flange portion 96b is joined to the annular plate 94, and the output shaft 96 and the annular plate 94 are rotated together. The switching clutch C0 is disposed between the first support wall 72 and the first planetary gear device 24, and the switching brake B0 is disposed on the outer peripheral side of the first planetary gear device 24.

  The second electric motor M <b> 2 includes a second stator 102, a second rotor 104, and a second rotor support shaft 106 that rotates integrally with the second rotor 104. A second support wall 108 is disposed on the opening side (first case 12a side) of the second case 12b with respect to the second electric motor M2. The second support wall 108 is fixed to the second case 12b by a bolt 110, and a through hole 112 penetrating in the axial direction is formed at the center in the radial direction. The second support wall 108 is formed with a convex portion 108a that protrudes toward the second rotor 104 in the axial direction on the inner diameter side of the stator coil 102a of the second stator 102, and the inner periphery of the convex portion 108a. A bearing 114 is brought into contact with the surface.

  One end of the second rotor support shaft 106 is supported by the second support wall 108 via the bearing 114. Further, the second rotor support shaft 106 is an input shaft of the automatic transmission 20, that is, a transmission input shaft 118 via a bearing 116 provided on the inner peripheral side of the bearing 114 at the end portion on the second support wall 108 side. Support. The transmission input shaft 118 passes through the through hole 112 and protrudes toward the first unit 70, and the transmission input shaft 118 is an output shaft 96 of the first planetary gear device 24 at a portion facing the through hole 112. And spline is fitted. The transmission member 18 in FIG. 1 includes a transmission input shaft 118 and an output shaft 96 that are integrally rotated by spline coupling.

  Further, the front end portion of the transmission input shaft 118 on the first unit 70 side extends to the inner periphery of the end portion of the input shaft 14 on the second unit 100 side, and the second unit 100 of the input shaft 14 is extended. The end on the side is supported by the transmission input shaft 118 via a bearing 120 interposed between the input shaft 14 and the transmission input shaft 118 on the inner diameter side of the first sun gear S1. Since the transmission input shaft 118 is supported by the second case 12b via the bearing 116, the second rotor support shaft 106, the bearing 114, and the second support wall 108, the second unit of the input shaft 14 is provided. The end portion on the 100 side is supported by the second case 12 b via these members 120, 118, 116, 106, 114, and 108. The input shaft 14 is supported by the first rotor support shaft 86 via a bearing 122 interposed between the inner peripheral surface of the end portion of the first rotor support shaft 86 on the cover plate 80 side and the input shaft 14. Since the first rotor support shaft 86 is supported by the first case 12a via the bearing 90 and the cover plate 80, the input shaft 14 has the members 122, 86, 90, and 80 connected to each other. Also supported by the first case 12a. As described above, the input shaft 14 is supported by the case 12 at two locations, and the two locations are relatively separated from each other in the axial direction. Therefore, the axial center accuracy of the input shaft 14 is high.

  FIG. 12 is an enlarged view of the power distribution mechanism 16 of FIG. The first sun gear S1 is supported on the input shaft 14 via a bearing 124 interposed between the first sun gear S1 and the input shaft 14. The other end portion of the sun gear shaft 92 integrated with the first sun gear S1 extends to the inner periphery of the first rotor support shaft 86 as described above, and a spline (spline fitting portion) 126 is provided. Thus, the first rotor support shaft 86 and the sun gear shaft 92 can be rotated together. In addition, a bearing 128 is interposed between the inner peripheral surface of the spline fitting portion 126 of the sun gear shaft 92 and the input shaft 14, and the spline fitting portion 126 side of the sun gear shaft 92 is interposed via the bearing 128. Is supported by the input shaft 14. Accordingly, the first sun gear S1 and the sun gear shaft 92 integrally formed with the first sun gear S1 are supported at two locations on the input shaft 14 via the bearings 124 and 128, and the axial center accuracy of the input shaft 14 is as described above. Because of the high accuracy, the axial center accuracy of the first sun gear S1 and the sun gear shaft 92 is also determined with high accuracy.

  The switching clutch C0 is engaged with the clutch cylinder 130 fitted on the cylindrical portion 72b of the first support wall 72, the clutch piston 132 accommodated in the clutch cylinder 130, and the clutch piston 132 when pressed. It has a plurality of pressure plates 134 and a plurality of friction plate disks 136 to be combined. The clutch cylinder 130 is connected to a bottom portion 130 a parallel to the vertical portion 72 a of the first support wall 72, and an inner peripheral end of the bottom portion 130 a, and is internally fitted to the cylinder portion 72 b of the first support wall 72. It has a peripheral cylindrical portion 130b and an outer peripheral cylindrical portion 130c connected to the outer peripheral end of the bottom portion 130a. The clutch piston 132 is accommodated in the clutch cylinder 130, whereby an oil chamber 135 is formed between the bottom portion 130 a of the clutch cylinder 130 and the clutch piston 132.

  The sun gear shaft 92 is formed with a radial protrusion 92a that protrudes in the radial direction toward the inner peripheral side cylinder portion 130b of the clutch cylinder 130 and has an outer peripheral end radially outside the first sun gear S1. The inner peripheral end of the inner cylindrical portion 130b of the clutch cylinder 130, which is a part of the switching clutch C0, and the outer peripheral end of the radial projection 92a of the sun gear shaft 92 are joined (connected) to each other at the welded portion 137. ing. As a result, the first sun gear S1 and the clutch cylinder 130, which are integrally formed with the sun gear shaft 92, are integrally formed. As described above, the axial accuracy of the first sun gear S1 and the sun gear shaft 92 is high. Since the accuracy is determined, the axial center accuracy of the clutch cylinder 130 is also determined with high accuracy. Further, since the clutch cylinder 130 and the sun gear shaft 92 are connected by welding, the axial dimension of the connecting portion is shorter than that in the case of connecting both members by spline fitting, and they are connected by spline fitting. There is no shakiness in the radial direction as in the case.

  A thrust bearing 138 is provided between the side surface of the radial projection 92a of the sun gear shaft 92 and the end surface of the cylindrical portion 72b of the first support wall 72 facing the sun gear shaft 92, and the first sun gear S1 has a first bearing. Since the thrust force in the direction of one electric motor M1 is received by the first support wall 72 via the thrust bearing 138, and the sun gear shaft 92 and the first rotor support shaft 86 are fitted by the spline 126, The thrust force of the first sun gear S1 in the direction of the first electric motor M1 is not transmitted to the first rotor support shaft 86. The thrust force of the first sun gear S1 in the opposite direction is integrated with the first carrier CA1 through a thrust bearing 139 provided between the side surface of the first sun gear S1 and the side surface of the first carrier CA1. It is received by the converted input shaft 14.

  The plurality of pressure plates 134 are spline-fitted to the inner peripheral surface of the outer peripheral side cylinder portion 130 c of the clutch cylinder 130. Further, a snap ring 140 is fixed to the inner peripheral surface of the outer peripheral side cylinder portion 130c further on the opening side than the pressure plate 134 on the most opening side of the clutch cylinder 130. On the other hand, the plurality of friction plate disks 136 interposed between the plurality of pressure plates 134 are connected to the outer peripheral end of the first carrier CA1 and protruded in parallel to the clutch piston 132 in the axial direction. The surface is splined. Further, on the outer peripheral surface of the inner peripheral side cylinder portion 130b of the clutch cylinder 130 and at the opening side end portion of the clutch cylinder 130 which is the inner diameter side of the clutch hub 141, a spring locking plate 142 extending in the radial direction is provided. Is provided so as not to move toward the first planetary gear unit 24 in the axial direction, and a return spring 144 is interposed between the spring locking plate 142 and the clutch piston 132.

  An oil passage for supplying hydraulic oil to the oil chamber 135 of the switching clutch C0 configured as described above is formed in the first support wall 72. That is, a first radial oil passage 146 is formed in the vertical portion 72 a of the first support wall 72, and one end of the first radial oil passage 146 is formed in the cylindrical portion 72 b of the first support wall 72. Is connected to the axial oil passage 148 and the second radial oil passage 150 having one end communicating with the axial oil passage 148 and the other end opening on the outer peripheral surface of the cylindrical portion 72b. Further, a third radial oil passage 152 that communicates the second radial oil passage 150 and the oil chamber 135 is formed in the inner circumferential side cylinder portion 130 b of the clutch cylinder 130. In this embodiment, the sun gear shaft 92 is configured to pass through the cylindrical portion 72b of the first support wall 72 and protrude from the cylindrical portion 72b to the opposite side of the first sun gear S1, and is adjacent to the cylindrical portion 72b. Since the sun gear shaft 92 and the first rotor support shaft 86 are fitted by the spline 126 on the inner diameter side of the bearing 88 arranged in this manner, the first rotor support shaft 86 is connected to the inner diameter side of the cylindrical portion 72b. Compared with the case where the first rotor support shaft 86 and the sun gear shaft 92 are fitted on the inner diameter side of the cylindrical portion 72b, the thickness (diameter thickness) of the cylindrical portion 72b is set to be relatively thick. Therefore, the formation of the axial oil passage 148 and the second radial oil passage 150 is relatively easy.

  The brake hub 156 has an inner peripheral side cylindrical portion 156a fitted to the outer periphery of the outer peripheral side cylindrical portion 130c of the clutch cylinder 130, and an end opposite to the first support wall 72 of the inner peripheral side cylindrical portion 156a. A connecting portion 156b having an inner peripheral end connected and extending radially outward, and an outer peripheral tube having one end connected to the outer peripheral end of the connecting portion 156b and extending to the opposite side of the axial inner peripheral side cylindrical portion 156a. When the inner peripheral side cylinder part 156a is welded to the outer peripheral side cylinder part 130c of the clutch cylinder 130, the position of the brake hub 156 is determined and the clutch cylinder 130 is rotated together.

  The switching brake B0 is engaged with the brake hub 156, the brake cylinder 158 fitted in the first case 12a, the brake piston 160 housed in the brake cylinder 158, and the brake piston 160. A plurality of pressure plates 162 and friction plate disks 164 are combined.

  The outer peripheral end of the vertical portion 72a of the first support wall 72 has a thick shape extending toward the switching brake B0, and the inner peripheral surface of the first case 12a has the vertical portion 72a of the first support wall 72. Spline teeth 166 are formed from the end face on the switching brake B0 side to the end face on the first support wall 72 side of the brake cylinder 158. A plurality of pressure plates 162 are spline fitted to the spline teeth 166. A cylindrical spacer member 168 is interposed between the first support wall 72 and the inward pressure plate 162 closest to the first support wall 72 among the plurality of pressure plates 162. On the other hand, the plurality of friction plate disks 164 are spline-fitted to the outer peripheral surface of the outer peripheral side cylinder portion 156c of the brake hub 156.

  The brake cylinder 158 is prevented from moving in one axial direction by being brought into contact with the side surface of the spline teeth 166, and the movement in the other axial direction is a snap ring fixed to the first case 12a. It is prohibited by 170. A spring locking plate 172 that protrudes toward the opening side of the brake cylinder 158 is provided so as not to move toward the first support wall 72 in the axial direction, and the spring locking plate 172 and the brake piston 160 are connected to each other. A return spring 174 is interposed therebetween.

  As described above, according to the present embodiment, the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18 is provided with a differential capable of operating a differential action. For example, a continuously variable transmission state that can be operated as an electric continuously variable transmission whose speed ratio can be continuously changed, and a non-differential state where differential action is impossible, such as a constant speed ratio that can be operated as a transmission having a constant speed ratio. Since the switching clutch C0 and the switching brake B0 are provided as differential limiting devices that selectively switch to the shift state, various power transmission states are possible. In addition, in the high output range of the engine 8, the region in which the power distribution mechanism 16 is set to the constant shift state and is operated as the continuously variable shift state is the low / medium speed travel and the low / medium power travel of the vehicle. The electrical energy to be generated, that is, the maximum value of the electrical energy transmitted by the first motor M1, can be reduced, in other words, the electrical reaction force to be ensured by the first motor M1 can be reduced, and the first motor M1 or The second electric motor M2 is reduced in size.

  Further, the first rotor support shaft 86 is supported by the case 12, the input shaft 14 is supported by the first rotor support shaft 86, the first sun gear S1 is supported by the input shaft 14, and the clutch is coupled to the first sun gear S1. Since the cylinder 130 is integrally formed, the radial position of the switching clutch C0 is determined, and the support accuracy of the switching clutch C0 is improved.

  In addition, according to the present embodiment, the first rotor support shaft 86 and the sun gear shaft 92 are configured to rotate integrally by spline fitting, so that the first rotor support shaft 86 and the sun gear shaft 92 Coupling is facilitated and the thrust force from the first sun gear S1 can be suppressed from being transmitted to the first rotor 84, and the spline fitting portion 126 between the first rotor support shaft 86 and the sun gear shaft 92 is Since it is located on the inner diameter side of the first rotor support shaft 86, the axial dimension of the drive device 10 is shortened.

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

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

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

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

  In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are arranged with the rotation center of the input shaft 14 as the rotation center, the first electric motor M1 is connected to the first sun gear S1, and the second electric motor M2 Is connected to the transmission member 18, but is not necessarily arranged as such. For example, the first electric motor M <b> 1 is operatively connected to the first sun gear S <b> 1 via a gear, a belt, etc., and the second electric motor M <b> 2 is connected. May be coupled to the transmission member 18.

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

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

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

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

  In the above-described embodiment, the first support wall 72 functioning as a support member is formed integrally with the case 12, but the first support wall 72 is separated from the case 12, and the case is made of bolts or the like. 12 may be fixed.

  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 20 having the three planetary gear devices 26, 28, and 30 is provided between the transmission member 18 and the drive device output shaft 22. However, the structure of the automatic transmission is described. Is not limited to the above-described embodiment, and there is no particular limitation on the number of planetary gear units, the number of shift stages, and which element of the planetary gear unit the clutch C and brake B are selectively connected to. Further, in place of the automatic transmission 20, a reduction mechanism having one planetary gear device may be provided as in Patent Document 1, or the automatic transmission and the reduction mechanism are not provided. Also good.

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

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

Explanation of symbols

8: Engine (drive power source), 10: Vehicle drive device, 12: Case, 14: Input shaft, 16: Power distribution mechanism, 18: Transmission member, 24: First planetary gear device (differential mechanism), 86 : First rotor support shaft (rotor hub), C0: switching clutch (differential limiting device), S1: first sun gear, M1: first electric motor

Claims (8)

A vehicle drive device comprising: a differential mechanism including a planetary gear device that distributes an output of a drive force source to an electric motor and a transmission member; and a power distribution mechanism that includes a differential limiting device that limits the differential of the differential mechanism. There,
A clutch cylinder that is a part of the differential limiting device is configured integrally with a sun gear of the planetary gear device,
The rotor hub of the electric motor is rotatably supported by the case,
An input shaft for inputting the output from the driving force source to the differential mechanism is rotatably supported by the hub on the inner diameter side of the hub of the rotor,
A sun gear of the planetary gear device is rotatably supported on the input shaft ;
An oil passage for supplying hydraulic oil to an oil chamber of the clutch cylinder is provided in the clutch cylinder .   2. The vehicle drive device according to claim 1, wherein the rotor of the electric motor and the sun gear of the planetary gear device are configured to rotate integrally by fitting.   The vehicle drive device according to claim 2, wherein the fitting of the rotor of the electric motor and the sun gear is a spline fitting.   The vehicle drive device according to claim 3, wherein the spline fitting portion is on an inner diameter side of a hub portion of the rotor. The vehicle drive device according to any one of claims 1 to 4, characterized in that it is constructed integrally with the part sun gear by welding of a limited slip differential. The said electric motor and the said differential mechanism are arrange | positioned through the support wall in the said case, and the spline fitting with the said rotor and the said sun gear exists in the said motor side of this support wall, It is characterized by the above-mentioned. Vehicle drive system. The said electric motor and the said differential mechanism are arrange | positioned through the support wall in the said case, The oil path which supplies hydraulic pressure to the said clutch cylinder is provided in this support wall. Vehicle drive system. The vehicle drive device according to claim 7, wherein the spline fitting between the rotor and the sun gear is located on the motor side of the support wall.

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