Vehicle drive device

Abstract

The second transmission mechanism is configured to move the first output shaft and the second output shaft toward each other so that the second transmission mechanism can be connected and disconnected to the third transmission mechanism. The second transmission mechanism is configured to move the first output shaft and the second output shaft toward each other so that the second output shaft can be connected and disconnected to the third transmission mechanism. The second transmission mechanism is configured to move the first output shaft and the second output shaft toward each other so that the second output shaft can be connected and disconnected to the third transmission mechanism. The second transmission mechanism is configured to move the first output shaft and the second output shaft toward each other so that the second output shaft and the third output shaft can be connected and disconnected to the third transmission mechanism.

Description

Technical Field

[0001] The present invention relates to a vehicle drive device. Background Art

[0002] International Publication No. 2010 / 141682 discloses a vehicle drive device comprising: a first power source; a second power source; a first output shaft connected to the first power source and outputting power to one of the front and rear wheels; a second output shaft outputting power to the other of the front and rear wheels; and a differential mechanism having a first rotating member, a second rotating member, and a third rotating member. The vehicle drive device disclosed in International Publication No. 2010 / 141682 is capable of achieving a first driving mode in which the vehicle is driven in a four-wheel drive state using power output from at least the first power source, and a second driving mode in which the vehicle is driven in a two-wheel drive state using power output from the second power source. Summary of the Invention

[0003] In the vehicle drive device disclosed in International Publication No. 2010 / 141682, the differential mechanism is considered to be a structure in which a second power source is connected to a first rotating member, one of the first and second output shafts is connected to the second rotating member, a connecting / disconnecting mechanism can connect and disconnect the other of the first and second output shafts to a third rotating member, and the third rotating member is selectively fixed to a fixed member by engagement of an engagement member. In this case, by configuring the connecting / disconnecting mechanism to connect the other output shaft to the third rotating member, a first driving mode in which the vehicle is driven in a four-wheel drive state using at least the power output from the first power source can be achieved. Alternatively, by configuring the connecting / disconnecting mechanism to disconnect the other output shaft from the third rotating member, and by securing the third rotating member to the fixed member by engagement of the engagement member, a second driving mode in which the vehicle is driven in a two-wheel drive state using the power output from the second power source can be achieved. However, in this case, when switching from the second driving mode to the first driving mode, a rotational speed difference occurs between the third rotating member and the other output shaft, so there is a problem that the connecting and disconnecting mechanism cannot properly connect the other output shaft to the third rotating member.

[0004] The present invention is made in view of the above-mentioned problems, and its purpose is to provide a vehicle drive device, which can properly connect the other output shaft and the third rotating component by the connection and disconnection mechanism when switching from a second driving mode in which the vehicle is driven in a two-wheel drive state using power output from a second power source to a first driving mode in which the vehicle is driven in a four-wheel drive state using power output from at least a first power source.

[0005] 14. The swiftly and minutely adjusting device for a wood-planer working table as claimed in claim 13, wherein said linking rod and said adjusting base are pivotally connected to each other with a bolt, and said bolt has a round shank to contact with said linking rod. said linking rod has a round shank to contact with said linking rod. and a second engaging member. The control device is configured to selectively connect any two of the output shaft and the third rotating member by engaging the second engaging member, when a first driving mode is set in which the vehicle is driven in a four-wheel drive state by at least the power output from the first power source, and to place the connection and disconnection mechanism in a connected state in which the other output shaft is connected to the third rotating member. When a second driving mode is set in which the vehicle is driven in a two-wheel drive state by the power output from the second power source, the connection and disconnection mechanism is placed in a disconnected state in which the other output shaft is disconnected from the third rotating member, and to engage the first engaging member. When switching from the second driving mode to the first driving mode, the first engaging member is released, and synchronization control is performed so that the rotational speed of the other output shaft is synchronized with the rotational speed of the third rotating member by using the second engaging member, thereby switching the connection and disconnection mechanism from the disconnected state to the connected state.

[0006] Thus, in the vehicle drive device according to the present invention, when switching from the second driving mode in which the vehicle is driven in a two-wheel drive state using power output from the second power source to the first driving mode in which the vehicle is driven in a four-wheel drive state using at least power output from the first power source, the connection and disconnection mechanism can be properly connected to the other output shaft and the third rotating component.

[0007] Furthermore, in the above configuration, the control device may be configured to cause the second power source to output power during the synchronous control in addition to when the second travel mode is set.

[0008] Thus, even in synchronous control, a two-wheel drive state can be established using the power output from the second power source.

[0009] In the above configuration, the control device may be configured to release the second engagement member after switching the connection / disconnection mechanism from the disconnected state to the connected state when switching from the second driving mode to the first driving mode.

[0010] Thus, the first rotating member receives the torque of the second power source as a reaction force to the torque transmitted from the other output shaft to the third rotating member, thereby enabling the torque transmitted to the third rotating member to be distributed to the front and rear wheels in an arbitrary ratio.

[0011] According to the vehicle drive device of the present invention, when switching from the second driving mode in which the vehicle is driven in a two-wheel drive state using the power output from the second power source to the first driving mode in which the vehicle is driven in a four-wheel drive state using at least the power output from the first power source, the connection and disconnection mechanism can be properly connected to the other output shaft and the third rotating component. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like parts, and in which:

[0013] Figure 1 It is a diagram showing a schematic configuration of a vehicle equipped with a drive device according to the first embodiment.

[0014] Figure 2 This is a diagram illustrating a main portion of a control system for various controls in the drive device according to the first embodiment.

[0015] Figure 3 It is a diagram illustrating a schematic structure of a compound transmission according to the first embodiment.

[0016] Figure 4 It is a diagram explaining the relationship between the combination of the speed change stages of the stepped transmission portion and the operation of the engagement device.

[0017] Figure 5 This is a diagram showing an example of a shift map used for shift control of the stepped transmission portion.

[0018] Figure 6 This is a diagram showing an example of a power source switching map used for switching control between the EV driving mode and the engine driving mode.

[0019] Figure 7 1 is a schematic diagram showing the structure of the transfer case according to the first embodiment, and is a diagram showing the structure of the transfer case when the transfer case is in the first drive state.

[0020] Figure 8 It is a diagram showing the engagement relationship between the respective rotating elements in the transfer case according to the first embodiment.

[0021] Figure 9 This is a diagram showing the relationship between each driving state in the transfer case and each operating state of each engagement device.

[0022] Figure 10 This is a structural diagram showing a case where the transfer case according to the first embodiment is in the second drive state.

[0023] Figure 11 This is a structural diagram showing a case where the transfer case according to the first embodiment is in the third drive state.

[0024] Figure 12 This is a structural diagram showing a case where the transfer case of the first embodiment is in the fourth drive state.

[0025] Figure 13 This is a structural diagram showing a case where the transfer case according to the first embodiment is in the fifth drive state.

[0026] Figure 14 This is a structural diagram showing a case where the transfer case according to the first embodiment is in the sixth drive state.

[0027] Figure 15 This is a flowchart showing an example of switching control from the EV(FF)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, which is performed by the electronic control device of the vehicle according to the first embodiment.

[0028] Figure 16 This is a diagram showing an example of a time chart related to switching control when switching from the EV(FF)_Lo mode to the H4_Torque Distribution mode.

[0029] Figure 17 1 is a diagram schematically showing the structure of the transfer case according to the second embodiment, and is a diagram showing the structure of the transfer case when the transfer case is in the first drive state.

[0030] Figure 18 It is a diagram showing the engagement relationship between the respective rotating elements in the transfer case according to the second embodiment.

[0031] Figure 19 This is a diagram showing the relationship between each drive state and each operating state of each engagement device in the transfer case according to the second embodiment.

[0032] Figure 20 This is a structural diagram showing a case where the transfer case according to the second embodiment is in the second drive state.

[0033] Figure 21 This is a structural diagram showing a case where the transfer case according to the second embodiment is in the third drive state.

[0034] Figure 22 This is a structural diagram showing a case where the transfer case according to the second embodiment is in the fourth drive state.

[0035] Figure 23 This is a structural diagram showing a case where the transfer case according to the second embodiment is in the fifth drive state.

[0036] Figure 24 This is a structural diagram showing a case where the transfer case according to the second embodiment is in the sixth drive state. DETAILED DESCRIPTION

[0037] (First embodiment)

[0038] Next, a first embodiment of the vehicle drive system according to the present invention will be described. However, the present invention is not limited to this embodiment.

[0039] Figure 1 This figure schematically illustrates the configuration of a vehicle 1 equipped with a drive device 10 according to a first embodiment. Vehicle 1 is equipped with left and right front wheels 3L, 3R, left and right rear wheels 4L, 4R, and drive device 10 that transmits power from an engine 2, serving as a first power source, to the left and right front wheels 3L, 3R and the left and right rear wheels 4L, 4R, respectively. Vehicle 1 is a four-wheel drive vehicle based on a front-engine, rear-wheel drive system.

[0040] The drive device 10 is equipped with: an engine 2; a compound transmission 11, which is connected to the engine 2; a transfer case 12, which is a front and rear wheel power distribution device connected to the compound transmission 11; a front drive shaft 13 and a rear drive shaft 14, which are respectively connected to the transfer case 12; a front wheel differential gear mechanism 15, which is connected to the front drive shaft 13; a rear wheel differential gear mechanism 16, which is connected to the rear drive shaft 14; left and right front wheel axles 17L, 17R, which are connected to the front wheel differential gear mechanism 15; and left and right rear wheel axles 18L, 18R, which are connected to the rear wheel differential gear mechanism 16. When the wheels and axles are not particularly distinguished between left and right, the symbols L and R are omitted and the wheels and axles are described as the front wheel 3 , the rear wheel 4 , the front wheel axle 17 , and the rear wheel axle 18 .

[0041] The engine 2 is a well-known internal combustion engine such as a gasoline engine or a diesel engine. The engine 2 is controlled by an electronic control unit 100 (described later) controlling an engine control unit 101, such as a throttle actuator, a fuel injection device, or an ignition device, provided in the engine 2, thereby controlling the engine torque, which is the output torque of the engine 2.

[0042] The power output from the engine 2 is transmitted to the transfer case 12 via the compound transmission 11. The power transmitted to the transfer case 12 is then transmitted from the transfer case 12 to the rear wheels 4 via a power transmission path on the rear wheel side, which includes a rear propeller shaft 14, a rear wheel differential gear mechanism 16, and a rear axle 18. Furthermore, a portion of the power transmitted to the transfer case 12 is distributed by the transfer case 12 to the front wheels 3 and then transmitted to the front wheels 3 via a power transmission path on the front wheel side, which includes a front propeller shaft 13, a front wheel differential gear mechanism 15, and a front axle 17. Unless otherwise specified, the term "power" is also synonymous with "torque" or "force."

[0043] like Figure 2 As shown, the drive device 10 is equipped with an electronic control unit 100. The electronic control unit 100 is configured as a so-called microcomputer equipped with a CPU, RAM, ROM, and input / output interfaces. The CPU uses the temporary storage function of the RAM and performs signal processing according to programs pre-stored in the ROM to implement various controls.

[0044] Output signals from various sensors and switches included in the vehicle 1 (e.g., engine rotational speed sensor 70, output rotational speed sensor 72, MG1 rotational speed sensor 74, MG2 rotational speed sensor 76, accelerator position sensor 78, throttle position sensor 80, battery sensor 82, oil temperature sensor 84, 4WD selector switch 86, shift position sensor 88 of shift lever 89, Low selector switch 90, and Lock selector switch 92) are input to the electronic control unit 100. Furthermore, the electronic control unit 100 calculates a state of charge (SOC) value (%), which represents the state of charge of the battery, based on, for example, the charge and discharge current and battery voltage of the battery serving as the power storage device.

[0045] Various command signals (for example, an engine control command signal for controlling the engine 2, a rotating motor control command signal for controlling the first rotating motor MG1, the second rotating motor MG2 and the third rotating motor MGF respectively, and a hydraulic control command signal for controlling the hydraulic pressure of a hydraulic control circuit 111, which controls the operating states of the engagement device of the compound transmission 11, the engagement device of the transfer case 12, etc.) are output from the electronic control unit 100 to each device equipped in the vehicle 1 (for example, the engine control unit 101, the rotating motor control unit 102, the transmission control unit 103, and the transfer case control unit 104, etc.).

[0046] Figure 3 This diagram schematically illustrates the structure of a compound transmission 11 according to a first embodiment. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are rotating electrical machines that function as both electric motors and generators, and are so-called motor generators. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as power sources for traveling, capable of generating drive torque. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are each connected to a battery (not shown) as a power storage device in the vehicle 1 via an inverter (not shown). The rotating electrical machine control device 102 controls the inverter to control the MG1 torque and MG2 torque, which are the output torques of the first rotating electrical machine MG1 and the second rotating electrical machine MG2, respectively. The output torque of the rotating electrical machine is a power running torque when it is positive torque on the acceleration side, and a regenerative torque when it is negative torque on the deceleration side. The battery is a power storage device that transmits and receives power to and from the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Therefore, the vehicle 1 is a hybrid vehicle.

[0047] The compound transmission 11 is equipped with a continuously variable transmission part 20 as an electric differential part and a stepped transmission part 22 as a mechanical transmission part, etc. The continuously variable transmission part 20 and the stepped transmission part 22 are arranged in series on a common axis in a transmission case 110 as a non-rotating component installed on the vehicle body. The continuously variable transmission part 20 is directly or indirectly connected to the engine 2 via a shock absorber etc. not shown in the figure. The stepped transmission part 22 is connected to the output side of the continuously variable transmission part 20. In addition, the output shaft 24 as the output rotating component of the stepped transmission part 22 is connected to the transfer case 12. In the drive device 10, the power output from the engine 2 is transmitted to the stepped transmission part 22, and from the stepped transmission part 22 to the drive wheel via the transfer case 12 etc. In addition, the continuously variable transmission part 20 or the stepped transmission part 22 etc. are constructed roughly symmetrically with respect to the above-mentioned common axis. Figure 3 The common axis is the axis of the crankshaft of the engine 2, the connecting shaft 34, etc.

[0048] The continuously variable transmission 20 is equipped with a first rotating electrical machine MG1 and a differential mechanism 32, a power distribution mechanism that mechanically distributes the power of the engine 2 between the first rotating electrical machine MG1 and the intermediate transmission member 30, which serves as the output rotating element of the continuously variable transmission 20. The second rotating electrical machine MG2 is connected to the intermediate transmission member 30 for power transmission. The continuously variable transmission 20 is an electric differential that controls the differential state of the differential mechanism 32 by controlling the operating state of the first rotating electrical machine MG1. The continuously variable transmission 20 operates as an electric continuously variable transmission that varies the speed ratio. The speed ratio is the ratio of the engine rotational speed (the same value as the rotational speed of the connecting shaft 34, which serves as the input rotating element) to the MG2 rotational speed, which serves as the rotational speed of the intermediate transmission member 30, which serves as the output rotating element.

[0049] The differential mechanism 32 is comprised of a single-pinion planetary gear device, equipped with a sun gear S0, a planetary carrier CA0, and a ring gear R0. The engine 2 is power-transferably connected to the planetary carrier CA0 via a connecting shaft 34. The first rotating electric machine MG1 is power-transferably connected to the sun gear S0, and the second rotating electric machine MG2 is power-transferably connected to the ring gear R0. In the differential mechanism 32, the planetary carrier CA0 functions as an input member, the sun gear S0 functions as a reaction force member, and the ring gear R0 functions as an output member.

[0050] The stepped transmission unit 22 is a mechanical transmission unit of a stepped transmission that forms part of the power transmission path between the intermediate transmission member 30 and the transfer case 12. In other words, it is a mechanical transmission unit that forms part of the power transmission path between the continuously variable transmission unit 20 and the transfer case 12. The intermediate transmission member 30 functions as the input rotating member of the stepped transmission unit 22. The stepped transmission unit 22 is, for example, a well-known planetary gear automatic transmission equipped with multiple planetary gear sets, including a first planetary gear set 36 and a second planetary gear set 38, as well as multiple engagement devices, including a clutch C1, a clutch C2, a brake B1, and a brake B2, including a one-way clutch F1. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 will be simply referred to as the engagement device unless otherwise specified.

[0051] The engagement device is a hydraulic friction engagement device, consisting of a multi-plate or single-plate clutch or brake pushed by a hydraulic actuator, or a band brake tightened by a hydraulic actuator. The engagement device switches its operating state between engaged and released states, respectively, using various hydraulic pressures, which are regulated predetermined hydraulic pressures output from a hydraulic control circuit 111 provided in the vehicle 1.

[0052] The rotating elements of the first planetary gear set 36 and the second planetary gear set 38 of the step-variable transmission section 22 are partially connected to each other directly or indirectly via an engagement device or a one-way clutch F1, or are connected to the intermediate transmission member 30, the transmission case 110, or the output shaft 24. The rotating elements of the first planetary gear set 36 are the sun gear S1, the planetary carrier CA1, and the ring gear R1, and the rotating elements of the second planetary gear set 38 are the sun gear S2, the planetary carrier CA2, and the ring gear R2.

[0053] The stepped transmission 22 is a stepped transmission that forms one of a plurality of speed steps (also referred to as gear steps) with different speed ratios (=AT input rotational speed / output rotational speed) by engaging any one of a plurality of control devices, such as a predetermined engagement device. Specifically, the stepped transmission 22 selectively engages the plurality of engagement devices to switch gear steps, i.e., to perform a speed change. The stepped transmission 22 is a stepped automatic transmission that forms each of the plurality of gear steps. In the first embodiment, the gear steps formed by the stepped transmission 22 are referred to as AT gear steps. The AT input rotational speed is the input rotational speed of the stepped transmission 22, which is the rotational speed of the input rotating member of the stepped transmission 22. It is the same value as the rotational speed of the intermediate transmission member 30 and the MG2 rotational speed, which is the rotational speed of the second rotating electric machine MG2. The AT input rotational speed can be represented by the MG2 rotational speed. The output rotational speed is the rotational speed of the output shaft 24, which is the output rotational speed of the stepped transmission section 22. It is also the output rotational speed of the compound transmission 11, which is a transmission that combines the continuously variable transmission section 20 and the stepped transmission section 22. The compound transmission 11 is a transmission that constitutes a part of the power transmission path between the engine 2 and the transfer case 12.

[0054] Figure 4 1 is a diagram illustrating the relationship between the combination of the AT gear stage of the step-variable transmission portion 22 and the operation of the engagement device CB. Figure 4 In the figure, "O" indicates engagement, "Δ" indicates engagement as needed, and a blank indicates release. Figure 4 As shown, as a plurality of AT gear stages, forming from AT1 speed gear stage ( Figure 4 "1st" in AT4 speed gear stage ( Figure 4 The 4th in the figure) is the AT gear stage for forward movement and the AT gear stage for reverse movement ( Figure 4 The AT1 gear stage has the largest speed ratio, and the higher the AT gear stage, the smaller the speed ratio.

[0055] The stepped transmission unit 22 utilizes the electronic control unit 100 to switch the AT gear stage formed according to the driver's accelerator operation or vehicle speed, that is, to selectively form multiple AT gear stages. For example, in the shift control of the stepped transmission unit 22, the shift is implemented by switching the engagement of any engaging device, that is, a so-called clutch-to-clutch shift is implemented by switching the engagement and release of the engaging device to implement the shift. In the first embodiment, for example, downshifting from the AT2 speed gear stage to the AT1 speed gear stage is represented as a 2→1 downshift. The same applies to other upshifts or downshifts. In addition, when the transfer case 12 is set to the first drive state and the second drive state described later, the engaging device is released and the stepped transmission unit 22 is put into the neutral state.

[0056] return Figure 3 The compound transmission 11 is also equipped with a one-way clutch F0. This one-way clutch F0 is a locking mechanism that can non-rotatably secure the planetary gear carrier CA0. Specifically, it secures the connecting shaft 34 relative to the transmission case 110. The connecting shaft 34 is connected to the crankshaft of the engine 2 and rotates integrally with the planetary gear carrier CA0. One of the two relatively rotatable components of the one-way clutch F0 is integrally connected to the connecting shaft 34, while the other is integrally connected to the transmission case 110. The one-way clutch F0 idles in the forward rotational direction, which is the rotational direction of the engine 2 during operation, and automatically engages in the opposite rotational direction. Consequently, when the one-way clutch F0 idles, the engine 2 is able to rotate relative to the transmission case 110. On the other hand, when the one-way clutch F0 is engaged, the engine 2 is unable to rotate relative to the transmission case 110. In other words, the engagement of the one-way clutch F0 secures the engine 2 to the transmission case 110. Thus, one-way clutch F0 allows rotation of planetary gear carrier CA0 in the positive direction, which is the rotational direction during operation of engine 2, while preventing rotation of planetary gear carrier CA0 in the negative direction. In other words, one-way clutch F0 is a locking mechanism that allows rotation of engine 2 in the positive direction while preventing rotation in the negative direction.

[0057] The compound transmission 11 can be configured as a continuously variable transmission, with the stepped transmission section 22 forming an AT gear stage and the continuously variable transmission section 20 operating as a continuously variable transmission, forming a continuously variable transmission in which the stepped transmission section 20 and the stepped transmission section 22 are arranged in series. Alternatively, since the continuously variable transmission section 20 can also be configured to shift speeds like a stepped transmission, the compound transmission 11 as a whole can be configured to shift speeds like a stepped transmission. Specifically, the compound transmission 11 can be controlled to selectively establish multiple gear stages with different speed ratios representing the ratio of the engine rotational speed to the output rotational speed.

[0058] The electronic control device 100 utilizes a predetermined relationship, for example Figure 5 The AT gear stage shift map shown in FIG. 1 is used to determine the shifting of the stepped transmission portion 22, and the transmission control device 103 implements the shifting control of the stepped transmission portion 22 as needed. In this shifting control of the stepped transmission portion 22, a hydraulic control command signal for switching the engagement and release states of the engagement devices using the respective solenoid valves is output from the transmission control device 103 to the hydraulic control circuit 111, thereby automatically switching the AT gear stage of the stepped transmission portion 22.

[0059] Figure 5The AT gear shift map shown, for example, has a predetermined relationship between the shift lines for determining the shifting of the step-variable transmission unit 22 on a two-dimensional coordinate system with the vehicle speed and the required drive torque calculated based on the accelerator opening as variables. In addition, in the AT gear shift map, the output rotational speed may be used instead of the vehicle speed, and the required drive force, accelerator opening, or throttle opening may be used instead of the required drive torque. Figure 5 In the AT gear shift map shown, the shift line indicated by a solid line is an upshift line for determining an upshift, and the shift line indicated by a dotted line is a downshift line for determining a downshift.

[0060] Figure 6 is a diagram showing an example of a power source switching map for controlling switching between the EV driving mode and the engine driving mode. Figure 6 The power source switching map shown for controlling the switch between the EV driving mode and the engine driving mode switches between the EV driving mode and the engine driving mode. Figure 6 The map shown has a predetermined relationship between the boundary line between the engine driving area in the engine driving mode and the EV driving area in the EV driving mode on a two-dimensional coordinate system with the vehicle speed and the required driving torque as variables. Figure 6 The boundary line between the EV driving area and the engine driving area in FIG is a switching line for switching between the EV driving mode and the engine driving mode.

[0061] Figure 7 1 is a diagram schematically showing the structure of the transfer 12 according to the first embodiment, and is a diagram showing the structure of the transfer 12 when it is in the first drive state.

[0062] The transfer case 12 of the first embodiment includes a transfer case 120 as a non-rotating member. Within the transfer case 120, the transfer case 12 is equipped with an input shaft 61, a rear-wheel output shaft 63 serving as a first output shaft for outputting power to the rear wheels 4, a front-wheel output shaft 62 serving as a second output shaft for outputting power to the front wheels 3, and a third planetary gear set 64 serving as a differential mechanism. Furthermore, within the transfer case 120, the transfer case 12 is equipped with a transmission member 65 serving as an input rotating member for the front wheels 3, a drive gear 66 for outputting power to the front-wheel output shaft 62, a driven gear 67 integrally provided with the front-wheel output shaft 62, and a front-wheel drive chain 68 connecting the drive gear 66 and the driven gear 67. Furthermore, the transfer 12 is equipped within the transfer case 120 with a third rotating electrical machine MGF functioning as a second power source, a connection / disconnection switching device 40 for switching the connection state of the rotating elements, a brake BF1 , and a clutch CF1 .

[0063] The input shaft 61 is an input rotating member that inputs power from the engine 2 (and the first rotating electrical machine MG1 and the second rotating electrical machine MG2) to the transfer case 12. The power from the engine 2 is transmitted to the input shaft 61 via the compound transmission 11. For example, the input shaft 61 is spline-fitted to the output shaft 24, which is the output rotating member of the compound transmission 11.

[0064] The rear wheel side output shaft 63 is an output rotating member that outputs power from the transfer case 12 to the rear wheel 4. The rear wheel side output shaft 63 is arranged on the same axis as the input shaft 61 and is connected to the rear propeller shaft 14 (see Figure 1 ) drive shaft.

[0065] The front wheel side output shaft 62 is an output rotating member that outputs power from the transfer case 12 to the front wheels 3. The front wheel side output shaft 62 is arranged on an axis different from the input shaft 61 and the rear wheel side output shaft 63 and is connected to the front propeller shaft 13 (see Figure 1 ) drive shaft. The front wheel side output shaft 62 is rotated by the driving gear 66, and the front wheel drive chain 68 and the driven gear 67 are rotated.

[0066] The drive gear 66 is connected to the transmission member 65 for integral rotation. The transmission member 65 is a rotating member that transmits power to the front-wheel output shaft 62. The transmission member 65 and the drive gear 66 are arranged to rotate relative to the rear-wheel output shaft 63. In the transfer case 12, the transmission member 65, the driven gear 66, and the third planetary gear set 64 are arranged on the same rotational axis as the rear-wheel output shaft 63.

[0067] The third planetary gear device 64 is composed of a single pinion type planetary gear device having three rotating elements. Figure 7 As shown, the third planetary gear set 64 includes three rotating components: a sun gear S3; a planetary carrier CA3 that rotatably and revolvably supports multiple pairs of intermeshing pinion gears; and a ring gear R3 that meshes with the sun gear S3 via a single pinion. A third rotating electric machine MGF, serving as a second power source, is constantly connected to the sun gear S3.

[0068] The first rotating member 51, which is connectable to the input shaft 61, is connected to the sun gear S3. The first rotating member 51 rotates integrally with the sun gear S3 and has gear teeth 51a. Furthermore, an input gear 55, which receives power from the third rotating electric machine MGF, is attached to the first rotating member 51. The input gear 55 rotates integrally with the first rotating member 51.

[0069] The third rotating element 53, which can be connected to the rear-wheel output shaft 63, is connected to the planetary gear carrier CA3. The third rotating element 53 rotates integrally with the planetary gear carrier CA3 and has gear teeth 53a. Furthermore, the transmission element 65 is connected to the planetary gear carrier CA3. The transmission element 65 rotates integrally with the planetary gear carrier CA3.

[0070] The second rotating element 52 is connected to the ring gear R3 and is connectable to the rear wheel output shaft 63. The second rotating element 52 rotates integrally with the ring gear R3 and has gear teeth 52a.

[0071] The third rotating electrical machine MGF is a motor generator (MG) that can function as a motor and a generator. The third rotating electrical machine MGF is equipped with a rotor, a stator, and an output shaft that rotates integrally with the rotor, and is electrically connected to the battery via an inverter. Figure 7 As shown, an output gear 54 is provided on the output shaft of the third rotating electrical machine MGF. The output gear 54 meshes with an input gear 55, and a reduction gear train is formed by the output gear 54 and the input gear 55. Therefore, when the MGF torque, which is the output torque of the third rotating electrical machine MGF, is transmitted to the input gear 55, the rotation of the third rotating electrical machine MGF is shifted (reduced) and transmitted to the sun gear S3.

[0072] The connection / disconnection switching device 40 selectively switches the connection destination between the input shaft 61 and the rear wheel side output shaft 63. In addition, the connection / disconnection switching device 40 switches the connection state of the rotating members constituting the transfer case 12. Specifically, the connection / disconnection switching device 40 selectively switches the connection destination of the first rotating member 51, the second rotating member 52, and the third rotating member 53 that rotate integrally with the respective rotating components of the third planetary gear device 64. Figure 7 As shown, the connecting / disconnecting switching device 40 is equipped with a first dog clutch D1 and a second dog clutch D2.

[0073] The first dog clutch D1 is a first connecting and disconnecting mechanism that switches the connection destination of the input shaft 61. Figure 7 As shown, the first dog clutch D1 selectively connects the input shaft 61 to the first rotating member 51 (sun gear S3) or the rear-wheel output shaft 63. That is, the first dog clutch D1 switches between a first input state in which the power from the input shaft 61 is transmitted to the rear-wheel output shaft 63 without passing through the third planetary gear set 64 and a second input state in which the power from the input shaft 61 is transmitted to the rear-wheel output shaft 63 via the third planetary gear set 64.

[0074] The first dog clutch D1 includes a first switching sleeve 41 as a switching element. The first switching sleeve 41 has first gear teeth 41a that mesh with the gear teeth 61a of the input shaft 61, and second gear teeth 41b that mesh with the first gear teeth 63a of the rear-wheel output shaft 63 or the gear teeth 51a of the first rotating element 51. The first switching sleeve 41 is axially movable by the actuator of the first dog clutch D1. The first switching sleeve 41 switches between a state in which the first gear teeth 41a are constantly meshed with the gear teeth 61a of the input shaft 61, a state in which the second gear teeth 41b are meshed with the first gear teeth 63a of the rear-wheel output shaft 63, a state in which the second gear teeth 41b are not meshed with either the first gear teeth 63a of the rear-wheel output shaft 63 or the gear teeth 51a of the first rotating element 51, or a state in which the second gear teeth 41b are meshed with the gear teeth 51a of the first rotating element 51. When the second gear teeth 41b of the first switching sleeve 41 mesh with the gear teeth 51a of the first rotating element 51, the second input state is achieved, in which the power from the input shaft 61 is input to the first rotating element 51 (sun gear S3). On the other hand, when the second gear teeth 41b of the first switching sleeve 41 mesh with the first gear teeth 63a of the rear-wheel-side output shaft 63, the first input state is achieved, in which the power from the input shaft 61 is input to the rear-wheel-side output shaft 63.

[0075] The second dog clutch D2 is a second connecting / disconnecting mechanism that switches the connection destination of the rear wheel output shaft 63. The second dog clutch D2 selectively connects the rear wheel output shaft 63 to the second rotational element 52 (ring gear R3) or the third rotational element 53 (carrier CA3).

[0076] The second dog clutch D2 includes a second switching sleeve 42 as a switching element. The second switching sleeve 42 has first gear teeth 42a and second gear teeth 42b. The first gear teeth 42a of the second switching sleeve 42 can selectively mesh with the gear teeth 52a of the second rotating element 52, which rotates integrally with the ring gear R3, and the gear teeth 53a of the third rotating element 53, which rotates integrally with the planetary gear carrier CA3. The second switching sleeve 42 is axially movable by the actuator of the second dog clutch D2. Furthermore, the second switching sleeve 42 switches between positions where the first gear teeth 42a mesh with the gear teeth 52a of the second rotating element 52, the first gear teeth 42a do not mesh with either the gear teeth 52a of the second rotating element 52 or the gear teeth 53a of the third rotating element 53, or the first gear teeth 42a mesh with the gear teeth 53a of the third rotating element 53, while the second gear teeth 42b of the second switching sleeve 42 are constantly meshed with the second gear teeth 63b of the rear-wheel output shaft 63. When the first gear teeth 42a of the second switching sleeve 42 mesh with the gear teeth 52a of the second rotating element 52, a first transmission state is established in which power is transmitted between the rear wheel output shaft 63 and the second rotating element 52 (ring gear R3). On the other hand, when the first gear teeth 42a of the second switching sleeve 42 mesh with the gear teeth 53a of the third rotating element 53, a second transmission state is established in which power is transmitted between the rear wheel output shaft 63 and the third rotating element 53 (planetary gear carrier CA3).

[0077] The brake BF1 is the first engaging member of the differential mechanism that selectively secures the ring gear R3 of the third planetary gear set 64 to the fixed member 69. The fixed member 69 is the transfer case 120 itself, or a non-rotating member integrated with the transfer case 120. When the brake BF1 is released, the transfer case 12 is set to the high-speed gear stage Hi. When the brake BF1 is engaged, the transfer case 12 is set to the low-speed gear stage Lo.

[0078] The clutch CF1 is a second engagement member of the differential mechanism that selectively engages the sun gear S3 and the carrier CA3 of the third planetary gear set 64 to rotate the sun gear S3, the carrier CA3, and the ring gear R3 integrally.

[0079] Figure 8 1 is a diagram showing the engagement relationship of the respective rotating members in the transfer case 12 of the first embodiment. Figure 8In the diagram, the third rotating electrical machine MGF is referred to as "MGF", the sun gear S3 is referred to as "S3", the planetary gear carrier CA3 is referred to as "CA3", the ring gear R3 is referred to as "R3", the brake BF1 is referred to as "BF1", the clutch CF1 is referred to as "CF1", the front wheel side output shaft 62 is referred to as "Fr", and the rear wheel side output shaft 63 is referred to as "Rr". Figure 8 In FIG, D1(1) indicates the connection portion of the first dog clutch D1 in the first input state, and D1(2) indicates the connection portion of the first dog clutch D1 in the second input state. Figure 8 In FIG. 1 , D2 ( 1 ) indicates a connection portion of the second dog clutch D2 in the first transmission state, and D2 ( 2 ) indicates a connection portion of the second dog clutch D2 in the second transmission state.

[0080] The transfer case 12 of the first embodiment is equipped with: a rear wheel side output shaft 63, which is a first output shaft connected to the engine 2 (and the first rotating motor MG1, the second rotating motor MG2) as a first power source, and outputs power to the rear wheel 4 as one of the front wheels 3 and the rear wheels 4; a front wheel side output shaft 62, which is a second output shaft that outputs power to the front wheel 3 as the other of the front wheels 3 and the rear wheels 4; and a third planetary gear device 64, which is a differential mechanism having a sun gear S3 as a first rotating component, a planetary gear carrier CA3 as a second rotating component, and a ring gear R3 as a third rotating component. Furthermore, in the transfer case 12 of the first embodiment, in the third planetary gear set 64, the third rotating electric machine MGF serving as the second power source is connected to the sun gear S3, the front wheel output shaft 62 serving as one of the front wheel output shaft 62 and the rear wheel output shaft 63 is connected to the planetary carrier CA3, and the rear wheel output shaft 63 serving as the other of the front wheel output shaft 62 and the rear wheel output shaft 63 is connectably and disconnectably connected to the ring gear R3 by the second dog clutch D2 serving as a connecting and disconnecting mechanism. Furthermore, the ring gear R3 is selectively fixed to the stationary member 69 by engagement of the brake BF1 serving as an engaging member. Thus, by placing the second dog clutch D2 in a connected state connecting the rear wheel output shaft 63 and the ring gear R3, the vehicle 1 can be driven in a four-wheel drive state using at least the power output from the engine 2. In addition, by forming the second dog clutch D2 into a disconnected state in which the rear wheel side output shaft 63 is disconnected from the ring gear R3, and by means of the engagement of the brake BF1 to fix the ring gear R3 to the fixed member 69, the power output from the third rotating motor MGF can be used to enable the vehicle 1 to travel in a two-wheel drive state (front-wheel drive state).

[0081] The transfer case 12 of the first embodiment has its drive state switched by the electronic control unit 100 and can be set to a first drive state, a second drive state, a third drive state, a fourth drive state, a fifth drive state, and a sixth drive state.

[0082] Here, the first to sixth driving states will be described. Figure 9 1 is a diagram showing the relationship between each driving state in the transfer case 12 and each operating state of each engagement device. Figure 9 In the chart, “O” indicates engagement, and a blank column indicates release.

[0083] Figure 7 The first driving state shown is a driving state in the EV driving mode in which the vehicle 1 is driven by the power of the third rotating electric machine MGF from the EV(FF)_Hi. This is a two-wheel drive state in which the power of the third rotating electric machine MGF is transmitted only to the front wheels 3. In the first driving state, the transfer case 12 is set to the high-speed gear stage Hi.

[0084] When the transfer case 12 is in the first driving state, Figure 9 As shown, the brake BF1 is released, the clutch CF1 is engaged, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is released. Figure 7 (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. In the first drive state, the third planetary gear set 64 is in a direct connection state, with the sun gear S3 and the planetary carrier CA3 connected by the clutch CF1. In the first drive state, when the power of the third rotating electric machine MGF is transmitted to the front wheel output shaft 62, the rotation of the third rotating electric machine MGF is transmitted to the front wheel output shaft 62 without being changed in speed by the third planetary gear set 64.

[0085] Figure 10 This is a diagram showing the transfer case 12 of the first embodiment in its second drive state. The second drive state is a drive state in the EV driving mode, in which the vehicle 1 is driven by the power of the third rotating electric machine MGF from the EV(FF)_Lo. This is a two-wheel drive state in which the power of the third rotating electric machine MGF is transmitted only to the front wheels 3. In the second drive state, the transfer case 12 is set to the low-speed gear position Lo.

[0086] When the transfer case 12 is in the second driving state, Figure 9 As shown, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the released state. Figure 10(1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. In the second driving state, the third planetary gear set 64 is in a deceleration state in which the ring gear R3 is fixed to the fixed member 69 by the brake BF1. In the second driving state, when the power of the third rotating electric machine MGF is transmitted to the front wheel output shaft 62, the rotation of the third rotating electric machine MGF is decelerated by the third planetary gear set 64 and transmitted to the front wheel output shaft 62.

[0087] Figure 11 This is a schematic diagram showing the transfer case 12 of the first embodiment in the third drive state. The third drive state is a drive state in which the power transmitted to the transfer case 12 in the H4_ torque distribution mode is distributed between the front wheels 3 and the rear wheels 4, thereby driving the vehicle 1. This is a four-wheel drive state in which power is transmitted to the front wheels 3 and the rear wheels 4. In the third drive state, the torque distribution ratio between the torque from the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63 can be varied using the MGF torque of the third rotating electric machine MGF. In other words, the MGF torque of the third rotating electric machine MGF is received as a reaction force by the sun gear S3 of the third planetary gear set 64 against the torque transmitted from the rear-wheel output shaft 63 to the ring gear R3 of the third planetary gear set 64. This allows the torque transmitted to the ring gear R3 to be distributed to the front wheels 3 and the rear wheels 4 in a desired ratio. In the third drive state, the transfer case 12 is set to the high-speed gear stage Hi.

[0088] When the transfer case 12 is in the third driving state, Figure 9 As shown, the brake BF1 is released, the clutch CF1 is released, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first transmission state. Figure 11 The (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. Figure 11 (1) in the second dog clutch D2 indicates that the second dog clutch D2 is in the first transmission state.

[0089] Figure 12This is a schematic diagram showing the transfer case 12 of the first embodiment in the fourth drive state. The fourth drive state is a driving state in which the power transmitted to the transfer case 12 of the H4_LSD is distributed between the front wheels 3 and the rear wheels 4, thereby driving the vehicle 1. This is a four-wheel drive state in which power is transmitted to both the front wheels 3 and the rear wheels 4. The fourth drive state limits the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 by controlling the engagement of the clutch CF1. In the fourth drive state, the torque distribution ratio between the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63 is changed by controlling the engagement of the clutch CF1. Furthermore, in the fourth drive state, the transfer case 12 is set to the high-speed gear position Hi.

[0090] When the transfer case 12 is in the fourth driving state, Figure 9 As shown, the brake BF1 is in the released state, the clutch CF1 is in the engagement control (semi-engaged) state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first transmission state. Figure 12 The (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. Figure 12 (1) in the second dog clutch D2 indicates that the second dog clutch D2 is in the first transmission state.

[0091] Figure 13 This is a schematic diagram showing the transfer case 12 in the first embodiment in the fifth drive state. The fifth drive state is a driving state in which the power transmitted to the transfer case 12 in H4_Lock (fixed-distribution 4WD) is distributed between the front wheels 3 and the rear wheels 4, causing the vehicle 1 to travel. This is a four-wheel drive system in which power is transmitted to both the front wheels 3 and the rear wheels 4. The fifth drive state disables rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63, and the torque distribution ratio between the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63 is fixed. In the fifth drive state, the transfer case 12 is set to the high-speed gear position Hi.

[0092] When the transfer case 12 is in the fifth driving state, Figure 9 As shown, the brake BF1 is released, the clutch CF1 is released, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the second transmission state. Figure 13 The (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. Figure 13 (2) in the second dog clutch D2 indicates that the second dog clutch D2 is in the second transmission state.

[0093] Figure 14 This is a schematic diagram showing the transfer case 12 in the first embodiment in the sixth drive state. The sixth drive state is a driving state in which the power transmitted to the transfer case 12 in L4_Lock (fixed-distribution 4WD) is distributed between the front wheels 3 and the rear wheels 4, thereby driving the vehicle 1. This is a four-wheel drive state in which power is transmitted to both the front wheels 3 and the rear wheels 4. The sixth drive state disables rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63, and the torque distribution ratio between the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63 is fixed. In the sixth drive state, the transfer case 12 is set to the low-speed gear position Lo.

[0094] When the transfer case 12 becomes the sixth driving state, Figure 9 As shown, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the second input state, and the second dog clutch D2 is in the second transmission state. Figure 14 (2) in the first dog clutch D1 indicates that the first dog clutch D1 is in the second input state. Figure 14 (2) in the second dog clutch D2 indicates that the second dog clutch D2 is in the second transmission state.

[0095] The transfer case 12 of the first embodiment can switch between a first drive state, a second drive state, a third drive state, and a fourth drive state, depending on the driving state of the vehicle 1. Furthermore, in the fifth drive state, the driver can switch between the third and fourth drive states by turning on / off a Lock select switch 92 provided on the vehicle 1. Furthermore, in the sixth drive state, the driver can switch between the fifth drive state and the fifth drive state by turning on / off a Low select switch 90 provided on the vehicle 1 while the vehicle is parked.

[0096] In order to switch the driving state of the transfer case 12, the electronic control unit 100 controls the hydraulic control circuit 111 using the transfer case control unit 104 based on the output signals from various sensors or the 4WD selection switch 86 and the Low selection switch 90 installed in the vehicle 1, thereby controlling the operating state of the actuator or clutch CF1 and brake BF1 that activate the first dog clutch D1 and the second dog clutch D2.

[0097] In the first embodiment, the electronic control unit 100 is capable of setting the H4_torque distribution mode and the H4_LSD mode as the first driving mode, and the H4_torque distribution mode and the H4_LSD mode are: when the second dog clutch D2 is in a connection state (first transmission state) connecting the ring gear R3 of the third planetary gear device 64 and the rear wheel side output shaft 63, the power output from the engine 2 is applied to the rear wheel side output shaft 63, and is also transmitted to the front wheel side output shaft 62 via the third planetary gear device 64, so that the vehicle 1 travels in a four-wheel drive state. In addition, the electronic control unit 100 is capable of setting the EV(FF)_Lo mode as the second driving mode, wherein the second dog clutch D2 is formed into a disconnected state (released state) that disconnects the ring gear R3 of the third planetary gear device 64 from the rear wheel side output shaft 63, and the brake BF1 that fixes the ring gear R3 to the fixed member 69 is engaged, and the power output from the third rotating motor MGF is transmitted to the front wheel side output shaft 62, so that the vehicle 1 travels in a two-wheel drive state.

[0098] When switching from the second driving mode to the first driving mode, the electronic control unit 100 releases the brake BF1 and performs synchronization control to synchronize the rotational speeds (rotational speeds) of the rear-wheel output shaft 63 and the ring gear R3 using the clutch CF1, thereby switching the second dog clutch D2 from the disconnected state (released state) to the connected state (first transmission state) connecting the ring gear R3 and the rear-wheel output shaft 63. Thus, when switching from the second driving mode to the first driving mode, the second dog clutch D2 can be properly connected between the rear-wheel output shaft 63 and the ring gear R3.

[0099] Furthermore, in the first embodiment, the electronic control unit 100 may be configured to output power from the third rotating electrical machine MGF during the synchronous control, in addition to when the electronic control unit 100 is set to the second driving mode. Thus, a two-wheel drive state utilizing power output from the second power source may be achieved during the synchronous control.

[0100] Figure 15 This is a flowchart showing an example of switching control from the EV(FF)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, which is performed by the electronic control device 100 according to the first embodiment.

[0101] Figure 16 : is a diagram showing an example of a time chart for switching control when switching from EV(FF)_Lo mode to H4_Torque Distribution. Figure 16In the figure, the horizontal axis represents time, and the vertical axis represents various parameters (MGF torque, MGF speed, CF1 hydraulic pressure, BF1 hydraulic pressure, second dog clutch D2 (1), engine speed, engine torque, C1 hydraulic pressure). In addition, the MGF speed is the speed of the third rotating electrical machine MGF. The CF1 hydraulic pressure is the hydraulic pressure supplied to the hydraulic actuator that actuates the clutch CF1 of the transfer case 12. The BF1 hydraulic pressure is the hydraulic pressure supplied to the hydraulic actuator that actuates the brake BF1 of the transfer case 12. The second dog clutch D2 (1) represents the switching between the engaged state and the released state of the second dog clutch D2 of the transfer case 12 in the first transmission state. The engine speed is the speed of the engine 2. The C1 hydraulic pressure is the hydraulic pressure supplied to the hydraulic actuator that actuates the clutch C1 of the compound transmission 11.

[0102] First, in step ST1, the electronic control unit 100 determines whether the vehicle 1 is traveling in the EV(FF)_Lo mode. If the electronic control unit 100 determines that the vehicle 1 is not traveling in the EV(FF)_Lo mode ("No" in step ST1), the series of controls ends. On the other hand, if the electronic control unit 100 determines that the vehicle 1 is traveling in the EV(FF)_Lo mode ("Yes" in step ST1), in step ST2, it determines whether to switch to the H4_Torque-Split Mode or the H4_LSD Mode.

[0103] If the electronic control unit 100 determines that the mode is not switched to H4_Torque Split Mode or H4_LSD Mode ("No" in step ST1), the series of controls ends. On the other hand, if the electronic control unit 100 determines that the mode is switched to H4_Torque Split Mode or H4_LSD Mode ("Yes" in step ST2), in step ST3, the hydraulic pressure of BF1 is reduced while the hydraulic pressure of CF1 is increased, thereby performing a clutch-to-clutch shift of the brake BF1 and clutch CF1 of the transfer case 12. During this clutch-to-clutch shift of the brake BF1 and clutch CF1, the MGF torque of the third rotating electric machine MGF is output as is. Furthermore, a torque equivalent to the torque capacity of the brake BF1 or clutch CF1 is transmitted to the front wheels 3.

[0104] Next, in step ST14, the electronic control unit 100 determines whether the clutch-to-clutch shift of the brake BF1 and the clutch CF1 increases the speed of the ring gear R3 of the third planetary gear device 64 and synchronizes the speed (rotation speed) of the rear wheel side output shaft 63 with the ring gear R3.

[0105] When the electronic control device 100 determines that the rotational speed (rotational speed) of the rear wheel output shaft 63 and the ring gear R3 are not synchronized (NO in step ST4 ), it repeats the process of step ST3 until they are synchronized.

[0106] If the electronic control unit 100 determines that the rotational speeds of the rear-wheel output shaft 63 and the ring gear R3 are synchronized ("YES" in step ST4), it then controls the engagement of the second dog clutch D2 in step ST5. Furthermore, during this engagement control of the second dog clutch D2, the second dog clutch D2 is switched from a disengaged state (released state) to a connected state (first transmission state) in which the ring gear R3 is connected to the rear-wheel output shaft 63.

[0107] Next, after the electronic control unit 100 completes the engagement control of the second dog clutch D2, in step ST6, it starts the control of the H4_Torque Split Mode or the H4_LSD Mode. That is, when switching from the EV(FF)_Lo mode to the H4_Torque Split Mode, the control of the H4_Torque Split Mode is started, and when switching from the EV(FF)_Lo mode to the H4_LSD Mode, the control of the H4_LSD Mode is started. For example, when switching from the EV(FF)_Lo mode to the H4_Torque Split Mode, as shown in FIG. Figure 16 As shown in the timing chart, the CF1 hydraulic pressure is reduced to release the clutch CF1, thereby disconnecting the sun gear S3 of the third planetary gear set 64 from the planetary carrier CA3. Next, in step ST7, the electronic control unit 100 inputs the engine torque to the transfer case 12, terminating the series of controls. For example, if the engine 2 is started at the start of this switching control, but the clutch C1 of the compound transmission 11 is in the released state (neutral), in order to input the engine torque to the transfer case 12 in step ST7, the engine torque is not input to the transfer case 12 until the clutch C1 of the compound transmission 11 is engaged.

[0108] As described above, when switching from the EV(FF)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, the electronic control unit 100 releases the brake BF1 and, using the clutch CF1, performs synchronization control to synchronize the rotational speeds (rotational speeds) of the rear-wheel output shaft 63 and the ring gear R3, thereby switching the second dog clutch D2 from the disengaged state (released state) to the connected state (first transmission state) connecting the ring gear R3 and the rear-wheel output shaft 63. Thus, according to the drive device 10 of the first embodiment, when switching from the EV(FF)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, the second dog clutch D2 can be appropriately connected between the rear-wheel output shaft 63 and the ring gear R3.

[0109] Furthermore, in addition to when the second driving mode is set, the electronic control device 100 also causes the third rotating electrical machine MGF to output power during the synchronous control. Thus, a two-wheel drive state utilizing power output from the second power source can also be achieved during the synchronous control.

[0110] (Second embodiment)

[0111] Next, a vehicle 1 equipped with a drive device 10 according to a second embodiment will be described. In the description of the second embodiment, the same components as those of the first embodiment are denoted by the same reference numerals, and their descriptions are omitted as appropriate.

[0112] Figure 17 This is a schematic diagram of the transfer case 12 according to the second embodiment, showing the transfer case 12 in the first drive state. In the transfer case 12 according to the second embodiment, the planetary gear carrier CA3 of the third planetary gear set 64 is constantly connected to the rear wheel output shaft 63 so as to rotate integrally therewith.

[0113] The transfer case 12 is equipped with a connecting / disconnecting device 40 (a first dog clutch D1 and a second dog clutch D2 ), a brake BF1 , and a clutch CF1 .

[0114] The transfer case 12 of the second embodiment is equipped with a transmission member 65 that functions as an input rotating member for power to the front wheel 3 side. The transmission member 65 is a rotating member that forms a power transmission path on the front wheel 3 side. The transmission member 65 is connected to the drive gear 66 so as to rotate integrally. The transmission member 65 is a rotating member that transmits power to the front wheel side output shaft 62. The transmission member 65 and the drive gear 66 are arranged so as to be relatively rotatable relative to the rear wheel side output shaft 63. In the transfer case 12 of the second embodiment, the transmission member 65, the drive gear 66, and the third planetary gear unit 64 are arranged on the same rotation center as the rear wheel side output shaft 63.

[0115] The second dog clutch D2 is a second connecting / disconnecting mechanism that switches the connection destination of the transmission member 65. The second dog clutch D2 can selectively connect the rear wheel output shaft 63 to the transmission member 65. In other words, the second dog clutch D2 can selectively connect the transmission member 65 to the rear wheel output shaft 63 or the second rotating element 52 (ring gear R3).

[0116] The second dog clutch D2 includes a second switching sleeve 42 as a switching element. The second switching sleeve 42 has first gear teeth 42a that can mesh with the gear teeth 52a of the second rotating member 52, which rotates integrally with the ring gear R3, or the second gear teeth 63b of the rear-wheel output shaft 63. Furthermore, the second switching sleeve 42 has second gear teeth 42b that constantly mesh with the gear teeth 65a of the transmission member 65. The second switching sleeve 42 is axially moved by the actuator of the second dog clutch D2. Furthermore, the second switching sleeve 42 switches the position so that the second gear teeth 42b are constantly meshed with the gear teeth 65a of the transmission member 65, thereby switching the position to one of the following: a position in which the first gear teeth 42a are meshed with the gear teeth 52a of the second rotating member 52; a position in which the first gear teeth 42a are not meshed with either the gear teeth 52a of the second rotating member 52 or the second gear teeth 63b of the rear wheel output shaft 63; and a position in which the first gear teeth 42a are meshed with the second gear teeth 63b of the rear wheel output shaft 63. The clutch CF1 is the second engaging member of the differential mechanism that selectively connects the sun gear S3 of the third planetary gear set 64 to the planetary carrier CA3, thereby causing the sun gear S3, the planetary carrier CA3, and the ring gear R3 to rotate integrally.

[0117] The brake BF1 is the first engaging member of the differential mechanism that selectively fixes the ring gear R3 of the third planetary gear set 64 to the fixed member 69. The fixed member 69 is the transfer case 120 itself, or a non-rotating member integrated with the transfer case 120. When the brake BF1 is released, the transfer case 12 is set to the high-speed gear stage Hi. When the brake BF1 is engaged, the transfer case 12 is set to the low-speed gear stage Lo.

[0118] The clutch CF1 is a second engagement member of the differential mechanism that selectively engages the sun gear S3 and the carrier CA3 of the third planetary gear set 64 to rotate the sun gear S3, the carrier CA3, and the ring gear R3 integrally.

[0119] Figure 18: This diagram illustrates the engagement relationship between the various rotating elements in the transfer case 12 of the second embodiment. The transfer case 12 of the second embodiment includes: a rear-wheel output shaft 63, which is a first output shaft connected to the engine 2 (and the first and second rotating electric machines MG1 and MG2) as a first power source and outputs power to the rear wheels 4, which are one of the front wheels 3 and the rear wheels 4; a front-wheel output shaft 62, which is a second output shaft outputting power to the front wheels 3, which are the other of the front wheels 3 and the rear wheels 4; and a third planetary gear set 64, which is a differential mechanism having a sun gear S3 as a first rotating element, a planetary carrier CA3 as a second rotating element, and a ring gear R3 as a third rotating element. Furthermore, in the transfer case 12 of the second embodiment, in the third planetary gear set 64, the third rotating electric machine MGF, serving as the second power source, is connected to the sun gear S3, and the rear wheel output shaft 63, serving as one of the front wheel output shaft 62 and the rear wheel output shaft 63, is connected to the planetary carrier CA3. The front wheel output shaft 62, serving as the other of the front wheel output shaft 62 and the rear wheel output shaft 63, is connectably and disconnectably connected to the ring gear R3 by a second dog clutch D2 serving as a connecting and disconnecting mechanism. Furthermore, the ring gear R3 is selectively fixed to the stationary member 69 by engagement of the brake BF1 serving as an engagement member. Thus, by placing the second dog clutch D2 in a connected state connecting the front wheel output shaft 62 and the ring gear R3, the vehicle 1 can be driven in a four-wheel drive state using at least the power output from the engine 2. In addition, by forming the second dog clutch D2 into a disconnected state in which the front wheel side output shaft 62 is disconnected from the ring gear R3, and by engaging the brake BF1 to fix the ring gear R3 to the fixed member 69, the power output from the third rotating motor MGF can be used to enable the vehicle 1 to travel in a two-wheel drive state (rear-wheel drive state).

[0120] Figure 19 : is a diagram showing the relationship between each driving state and each operating state of each engagement device in the transfer case 12 of the second embodiment. Figure 19 In the chart, “O” indicates engagement, and a blank column indicates release.

[0121] Figure 17 The first driving state shown is a driving state in the EV driving mode in which the vehicle 1 is driven by the power of the third rotating electric machine MGF from EV(FR)_Hi. This is a two-wheel drive state in which the power of the third rotating electric machine MGF is transmitted only to the rear wheels 4. In the first driving state, the transfer case 12 is set to the high-speed gear stage Hi.

[0122] When the transfer case 12 is in the first driving state, Figure 19 As shown, the brake BF1 is released, the clutch CF1 is engaged, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is released. Figure 17 (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. In the first drive state, the third planetary gear set 64 is in a direct connection state, with the sun gear S3 and the planetary carrier C3 connected by the clutch CF1. In the first drive state, when the power of the third rotating electric machine MGF is transmitted to the rear wheel output shaft 63, the rotation of the third rotating electric machine MGF is transmitted to the rear wheel output shaft 63 without being changed in speed by the third planetary gear set 64.

[0123] Figure 20 This is a diagram showing the transfer case 12 of the second embodiment in its second drive state. The second drive state is a drive state in the EV driving mode, in which the vehicle 1 is driven by the power of the third rotating electric machine MGF from EV(FR)_Lo. This is a two-wheel drive state in which the power of the third rotating electric machine MGF is transmitted only to the rear wheels 4. In the second drive state, the transfer case 12 is set to the low-speed gear position Lo.

[0124] When the transfer case 12 is in the second driving state, Figure 19 As shown, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the released state. Figure 20 (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. In the second drive state, the third planetary gear set 64 is in a deceleration state in which the ring gear R3 is fixed to the fixed member 69 by the brake BF1. In the second drive state, when the power of the third rotating electric machine MGF is transmitted to the rear wheel output shaft 63, the rotation of the third rotating electric machine MGF is decelerated by the third planetary gear set 64 and transmitted to the rear wheel output shaft 63.

[0125] Figure 21This is a schematic diagram showing the transfer case 12 of the second embodiment in the third drive state. The third drive state is a drive state in which the power transmitted to the transfer case 12 in the H4_ torque distribution mode is distributed between the front wheels 3 and the rear wheels 4 to enable travel of the vehicle 1. This is a four-wheel drive state in which power is transmitted to both the front wheels 3 and the rear wheels 4. In the third drive state, the torque of the third rotating electric machine MGF is used to change the torque distribution ratio between the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63. In other words, the MGF torque of the third rotating electric machine MGF is received as a reaction force by the sun gear S3 of the third planetary gear set 64 against the power transmitted from the rear-wheel output shaft 63 to the ring gear R3 of the third planetary gear set 64. This allows the torque transmitted to the ring gear R3 to be distributed in a desired ratio between the front wheels 3 and the rear wheels 4. In the third drive state, the transfer case 12 is set to the high-speed gear stage Hi.

[0126] When the transfer case 12 is in the third driving state, Figure 19 As shown, the brake BF1 is released, the clutch CF1 is released, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first transmission state. Figure 21 The (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. Figure 21 (1) in the second dog clutch D2 indicates that the second dog clutch D2 is in the first transmission state.

[0127] Figure 22 This is a schematic diagram showing the transfer case 12 of the second embodiment in the fourth drive state. The fourth drive state is a drive state in which the power transmitted to the transfer case 12 by the H4_LSD is distributed to the front wheels 3 and the rear wheels 4 to enable the vehicle 1 to travel. This is a four-wheel drive state in which power is transmitted to both the front wheels 3 and the rear wheels 4. The fourth drive state is a drive state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 64 is limited by the engagement control of the clutch CF1. In the fourth drive state, the torque distribution ratio for distributing the torque from the input shaft 61 to the front-wheel output shaft 62 and the rear-wheel output shaft 63 changes by the engagement control of the clutch CF1. Furthermore, in the fourth drive state, the transfer case 12 is set to the high-speed gear stage Hi.

[0128] When the transfer case 12 is in the fourth driving state, Figure 19 As shown, the brake BF1 is in the released state, the clutch CF1 is in the engagement control (semi-engaged) state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first transmission state. Figure 22In the first dog clutch D1, (1) indicates that the first dog clutch D1 is in the first input state. Figure 22 (1) in the second dog clutch D2 indicates that the second dog clutch D2 is in the first transmission state.

[0129] Figure 23 This is a schematic diagram showing the transfer case 12 in the second embodiment in the fifth drive state. The fifth drive state is a driving state in which the power transmitted to the transfer case 12 in H4_Lock (fixed-distribution 4WD) is distributed between the front wheels 3 and the rear wheels 4 to propel the vehicle 1. This is a four-wheel drive state in which power is transmitted to both the front wheels 3 and the rear wheels 4. The fifth drive state disables rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63, and the torque distribution ratio between the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63 is fixed. In the fifth drive state, the transfer case 12 is set to the high-speed gear position Hi.

[0130] When the transfer case 12 is in the fifth driving state, Figure 19 As shown, the brake BF1 is released, the clutch C1 is released, the first dog clutch D1 is in the first input state (1), and the second dog clutch D2 is in the second transmission state. Figure 23 The (1) in the first dog clutch D1 indicates that the first dog clutch D1 is in the first input state. Figure 23 (2) in the second dog clutch D2 indicates that the second dog clutch D2 is in the second transmission state.

[0131] Figure 24 This is a schematic diagram showing the transfer case 12 in the second embodiment in the sixth drive state. The sixth drive state is a driving state in which the power transmitted to the transfer case 12 in L4_Lock (fixed-distribution 4WD) is distributed between the front wheels 3 and the rear wheels 4 to enable travel of the vehicle 1. This is a four-wheel drive state in which power is transmitted to both the front wheels 3 and the rear wheels 4. The sixth drive state disables rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63, and the torque distribution ratio between the input shaft 61 and the front-wheel output shaft 62 and the rear-wheel output shaft 63 is fixed. In the sixth drive state, the transfer case 12 is set to the low-speed gear position Lo.

[0132] When the transfer case 12 becomes the sixth driving state, Figure 19 As shown, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the second input state, and the second dog clutch D2 is in the second transmission state. Figure 24(2) in the first dog clutch D1 indicates that the first dog clutch D1 is in the second input state. Figure 24 (2) in the second dog clutch D2 indicates that the second dog clutch D2 is in the second transmission state.

[0133] Furthermore, in the driving device 10 according to the second embodiment, it is possible to implement the Figure 15 and Figure 16 In this case, the EV(FF)_Hi mode and EV(FF)_Lo mode in the first embodiment may be replaced with the EV(FR)_Hi mode and EV(FR)_Lo mode.

[0134] That is, the driving device 10 according to the second embodiment is different from the driving device 10 according to the first embodiment. Figure 15 and Figure 16 As described above, when switching from the EV(FR)_Lo mode as the second driving mode to the H4_Torque Distribution mode or the H4_LSD mode as the first driving mode, the brake BF1 is released, and synchronization control is performed to synchronize the rotation speed (rotational speed) of the front wheel side output shaft 62 with the ring gear R3 using the clutch CF1, and the second dog clutch D2 is switched from the disconnected state (released state) to the connected state (first transmission state) in which the ring gear R3 and the front wheel side output shaft 62 are connected.

[0135] Thus, according to the drive device 10 of the second embodiment, when switching from the EV(FR)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, the second dog clutch D can appropriately connect the rear wheel output shaft 63 and the ring gear R3.

[0136] In addition, in the first embodiment and the second embodiment, when the transfer case 12 is set to the first driving state (EV(FF)_Hi mode, EV(FR)_Hi mode) and the second driving state (EV(FF)_Lo mode, EV(FR)_Lo mode), the first dog clutch D1 is placed in the first input state, but the first dog clutch D1 may also be placed in the released state.

[0137] In the first and second embodiments, the transfer case 12 is equipped with the first dog clutch D1 to establish the sixth drive state (L4_Lock mode). However, if the sixth drive state is not established, the first dog clutch D1 may be omitted. In this case, the input shaft 61 is always connected to the rear wheel output shaft 6.

[0138] In the first and second embodiments, the clutch CF1 selectively engages the sun gear S3 with the planetary gear carrier CA3. However, the clutch CF1 may selectively engage the planetary gear carrier CA3 with the ring gear R3 or selectively engage the sun gear S3 with the ring gear R3.

Claims

1. A vehicle drive device comprising: First power source; Second power source; a first output shaft connected to the first power source and outputting power to one of the front and rear wheels; a second output shaft configured to output power to the other of the front wheel and the rear wheel; a differential mechanism comprising a planetary gear device having a first rotating member that rotates integrally with the sun gear, a second rotating member that rotates integrally with the planetary gear carrier, and a third rotating member that rotates integrally with the ring gear; as well as control device, The vehicle drive device is characterized in that: In the differential mechanism, the second power source is connected to the first rotating member, one of the first output shaft and the second output shaft is connected to the second rotating member, and the other of the first output shaft and the second output shaft is connectably and disconnectably connected to the third rotating member by a connecting and disconnecting mechanism, and the third rotating member is selectively fixed to a fixed member as a non-rotating member by engagement of a first engaging member as a brake, and the other two rotating members of the first rotating member, the second rotating member and the third rotating member are selectively connected by engagement of a second engaging member as a clutch. The control device is composed of: When a first driving mode is set in which the vehicle is driven in a four-wheel drive state using at least the power output from the first power source, the connecting and disconnecting mechanism is placed in a connected state in which the other output shaft is connected to the third rotating member. When a second driving mode is set in which the vehicle is driven in a two-wheel drive state using the power output from the second power source, the disconnection mechanism is placed in a disconnected state to disconnect the other output shaft from the third rotating member, and the first engaging member is engaged. When switching from the second driving mode to the first driving mode, the first engagement member is released, and synchronization control is performed to synchronize the rotational speeds of the other output shaft and the third rotation member using the second engagement member, thereby switching the connection / disconnection mechanism from the disconnected state to the connected state.

2. The vehicle drive device according to claim 1, wherein: The control device is composed of: In addition to when the second travel mode is set, power is output from the second power source during the synchronous control.

3. The vehicle drive device according to claim 1 or 2, wherein: The control device is composed of: When switching from the second driving mode to the first driving mode, the second engaging member is released after the connection / disconnection mechanism is switched from the disconnected state to the connected state.

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