Vehicle drive device

Abstract

The present invention provides a vehicle drive device. The vehicle drive device connects a first rotating element of a differential mechanism to a second power source, connects a first output shaft and the other output shaft of a second output shaft to a third rotating element through a disconnection mechanism in a disconnectable manner, and when switching from a second driving mode in which the disconnection mechanism is in a disconnected state and the third rotating element is fixed to a fixed component by engagement of an engagement element to a first driving mode in which the disconnection mechanism is in a connected state, a control device disengages the engagement element, performs synchronization control in which the rotation speeds of the other output shaft and the third rotating element are synchronized through the second power source, and switches the disconnection mechanism from the disconnected state to the connected state.

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, which includes 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 wheels and the rear wheels, a second output shaft outputting power to the other of the front wheels and the rear wheels, and a differential mechanism including a first rotating element, a second rotating element, and a third rotating element. In the vehicle drive device disclosed in International Publication No. 2010 / 141682, 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, and 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 realized. Summary of the invention

[0003] In the vehicle drive device disclosed in International Publication No. 2010 / 141682, regarding the differential mechanism, as a structure in which the second power source is connected to the first rotating element, the output shaft of one of the first output shaft and the second output shaft is connected to the second rotating element, and the output shaft of the other of the first output shaft and the second output shaft is connected to the third rotating element in a disconnectable manner through a disconnection mechanism, a structure in which the third rotating element can be selectively fixed to a fixed component by engaging an engaging element. In this case, by making the disconnection mechanism a connected state in which the output shaft of the other side is connected to the third rotating element, 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 realized. In addition, by making the disconnection mechanism a disconnection state in which the output shaft of the other side is disconnected from the third rotating element, and the third rotating element is fixed to the fixed component by engaging an engaging element, 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 realized. However, in this case, when switching from the second driving mode to the first driving mode, a rotation speed difference occurs between the third rotating element and the other output shaft, so there is a problem that the other output shaft and the third rotating element cannot be properly connected by the disconnection mechanism.

[0004] The present invention has been completed in view of the above-mentioned problems, and its purpose is to provide a vehicle drive device that can appropriately connect the output shaft of the other party and the third rotating element through a 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 at least power output from a first power source.

[0005] In order to solve the above-mentioned problems and achieve the purpose, the vehicle drive device involved in the present invention comprises: a first power source; a second power source; a first output shaft connected to the first power source and outputting power to the wheel of one of the front wheels and the rear wheels; a second output shaft outputting power to the wheel of the other of the front wheels and the rear wheels; a differential mechanism having a first rotating element, a second rotating element and a third rotating element; and a control device, wherein the vehicle drive device is characterized in that the differential mechanism connects the second power source to the first rotating element, connects the output shaft of one of the first output shaft and the second output shaft to the second rotating element, connects the output shaft of the other of the first output shaft and the second output shaft to the third rotating element in a disconnectable manner through a disconnection mechanism, and the third rotating element is selected by engagement of an engagement element. The control device is selectively fixed to a fixing member, and the control device is configured to: when a first driving mode is set to use at least the power output from the first power source to drive the vehicle in a four-wheel drive state, the disconnecting mechanism is placed in a connected state connecting the output shaft of the other party and the third rotating element; when a second driving mode is set to use the power output from the second power source to drive the vehicle in a two-wheel drive state, the disconnecting mechanism is placed in a disconnected state disconnecting the output shaft of the other party and the third rotating element, and the engaging element is engaged; when switching from the second driving mode to the first driving mode, the engaging element is disengaged, and synchronization control is performed to synchronize the rotation speeds of the output shaft of the other party and the third rotating element through the second power source, and the disconnecting mechanism is switched from the disconnected state to the connected state.

[0006] Therefore, in the vehicle drive device involved in 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 output shaft of the other party and the third rotating element can be appropriately connected through the disconnection mechanism.

[0007] In addition, in the above, it can also be configured that the output shaft of one side is the second output shaft, and the output shaft of the other side is the first output shaft, and the control device is configured so that when switching from the second driving mode to the first driving mode, after the disconnector becomes the connected state, the power output from the first power source is transmitted to the first output shaft.

[0008] Thus, during synchronous control, the power output from the first power source is transmitted to the first output shaft, and the reduction in power transmitted to the second output shaft and the increase in power transmitted to the first output shaft overlap, thereby suppressing the influence on vehicle behavior.

[0009] The vehicle drive device involved in the present invention has the effect of appropriately connecting the output shaft of the other party and the third rotating element through the disconnection mechanism 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] 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 elements, and in which:

[0011] Figure 1 It is a diagram showing a schematic configuration of a vehicle including a drive device according to a first embodiment.

[0012] Figure 2 It is a diagram for explaining a main part of a control system used for various controls in the drive device according to the first embodiment.

[0013] Figure 3 It is a diagram for explaining a schematic structure of a compound transmission for a vehicle according to the first embodiment.

[0014] Figure 4 This is a diagram for explaining the relationship between the speed stages of the stepped transmission portion and the combination of the operations of the engagement device.

[0015] Figure 5 This is a diagram showing an example of a shift map used in the shift control of the stepped transmission portion.

[0016] Figure 6 This is a diagram showing an example of a power source switching map used in the switching control between the EV driving mode and the engine driving mode.

[0017] Figure 7 1 is a schematic diagram schematically showing the transmission device according to the first embodiment, and is a schematic diagram showing a case where the transmission device is in a first drive state.

[0018] Figure 8 It is a diagram showing the connection relationship between the respective rotating members in the transmission device according to the first embodiment.

[0019] Fig. 9 It is a diagram showing the relationship between each driving state in the transmission device and each operating state of each engagement device.

[0020] Fig.10 This is a schematic diagram showing a case where the transmission device according to the first embodiment is in the second drive state.

[0021] Fig.11This is a schematic diagram showing a case where the transmission device according to the first embodiment is in the third drive state.

[0022] Fig.12 This is a schematic diagram showing a case where the transmission device according to the first embodiment is in the fourth drive state.

[0023] Fig.13 This is a schematic diagram showing a case where the transmission device according to the first embodiment is in the fifth drive state.

[0024] Fig.14 This is a schematic diagram showing a case where the transmission device according to the first embodiment is in the sixth drive state.

[0025] Fig.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.

[0026] Fig.16 This is a diagram showing an example of a timing chart related to switching control when switching from the EV(FF)_Lo mode to the H4_LSD mode.

[0027] Fig.17 1 is a schematic diagram schematically showing the transmission device according to the second embodiment, and is a schematic diagram showing a case where the transmission device is in the first drive state.

[0028] Fig.18 It is a diagram showing the connection relationship between the respective rotating members in the transmission device according to the second embodiment.

[0029] Fig.19 It is a diagram showing the relationship between each driving state and each operating state of each engagement device in the transmission device according to the second embodiment.

[0030] Fig. 20 This is a schematic diagram showing a case where the transmission device according to the second embodiment is in the second drive state.

[0031] Fig.21 This is a schematic diagram showing a case where the transmission device according to the second embodiment is in the third drive state.

[0032] Fig. 22 This is a schematic diagram showing a case where the transmission device according to the second embodiment is in the fourth drive state.

[0033] Fig.23 This is a schematic diagram showing a case where the transmission device according to the second embodiment is in the fifth drive state.

[0034] Fig.24This is a schematic diagram showing a case where the transmission device according to the second embodiment is in the sixth drive state. DETAILED DESCRIPTION

[0035] (First embodiment)

[0036] Hereinafter, a first embodiment of the vehicle drive device according to the present invention will be described. However, the present invention is not limited to this embodiment.

[0037] Figure 1 1 is a diagram showing a schematic structure of a vehicle 1 having a drive device 10 according to a first embodiment. The vehicle 1 includes left and right front wheels 3L, 3R, left and right rear wheels 4L, 4R, and the drive device 10 for transmitting power of an engine 2 as a first power source to the left and right front wheels 3L, 3R and the left and right rear wheels 4L, 4R, respectively. The vehicle 1 is a four-wheel drive vehicle based on a front engine rear wheel drive.

[0038] The drive device 10 includes an engine 2, a compound transmission 11 connected to the engine 2, a transmission 12 as a front and rear wheel power distribution device connected to the compound transmission 11, a front propeller shaft 13 and a rear propeller shaft 14 connected to the transmission 12, a front wheel differential gear mechanism 15 connected to the front propeller shaft 13, a rear wheel differential gear mechanism 16 connected to the rear propeller shaft 14, left and right front wheel axles 17L and 17R connected to the front wheel differential gear mechanism 15, and left and right rear wheel axles 18L and 18R connected to the rear wheel differential gear mechanism 16. In addition, when the wheels and axles are not particularly distinguished from each other, the symbols L and R are omitted and the description is made as a front wheel 3, a rear wheel 4, a front wheel axle 17, and a rear wheel axle 18.

[0039] 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 engine control device 101 including a throttle actuator, a fuel injection device, an ignition device, etc. provided in the engine 2 by an electronic control device 100 described later, so that the engine torque, which is the output torque of the engine 2, is controlled.

[0040] The power output from the engine 2 is transmitted to the transmission 12 via the compound transmission 11. Then, the power transmitted to the transmission 12 is transmitted from the transmission 12 to the rear wheel 4 via the rear propeller shaft 14, the rear wheel differential gear mechanism 16, and the power transmission path on the rear wheel side of the rear wheel axle 18 in sequence. In addition, a part of the power transmitted to the transmission 12 is distributed to the front wheel 3 by the transmission 12, and is transmitted to the front wheel 3 via the front propeller shaft 13, the front wheel differential gear mechanism 15, and the power transmission path on the front wheel side of the front wheel axle 17 in sequence. In addition, regarding power, torque and force have the same meaning when no particular distinction is made.

[0041] like Figure 2As shown, the drive device 10 includes an electronic control device 100. The electronic control device 100 is configured to include a so-called microcomputer including a CPU, RAM, ROM, and an input / output interface, etc. The CPU performs various controls by performing signal processing using the temporary storage function of the RAM and in accordance with a program pre-stored in the ROM.

[0042] Output signals from various sensors and switches (e.g., engine speed sensor 70, output speed sensor 72, MG1 speed sensor 74, MG2 speed sensor 76, accelerator opening sensor 78, throttle opening sensor 80, battery sensor 82, oil temperature sensor 84, 4WD selection switch 86, shift position sensor 88 of shift lever 89, Low selection switch 90, and Lock selection switch 92) provided in vehicle 1 are input to electronic control device 100. In addition, electronic control device 100 calculates a state of charge value SOC [%] which is a value indicating the state of charge of a battery, for example, based on the charge and discharge current and battery voltage of a battery as a power storage device.

[0043] The electronic control device 100 outputs various command signals (for example, an engine control command signal for controlling the engine 2, a rotating electrical machine control command signal for respectively controlling the first rotating electrical machine MG1, the second rotating electrical machine MG2, and the third rotating electrical machine MGF, and a hydraulic control command signal for controlling the hydraulic pressure of the hydraulic control circuit 111 for controlling the operating states of the engagement device of the compound transmission 11, the engagement device of the transmission 12, etc.) to each device (for example, an engine control device 101, a rotating electrical machine control device 102, a transmission control device 103, and a transmission control device 104, etc.) provided in the vehicle 1.

[0044] Figure 31 is a diagram for explaining a schematic structure of a compound transmission 11 according to the first embodiment. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are rotating electrical machines having functions as an electric motor and a generator, and are so-called electric generators. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as a power source for traveling that can generate a driving torque. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are connected to a battery (not shown) as a power storage device provided in the vehicle via an inverter (not shown) provided in the vehicle, respectively, and the inverter is controlled by the rotating electrical machine control device 102 to control the MG1 torque and the MG2 torque as the output torque of each of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. The output torque of the rotating electrical machine is a power running torque when it becomes a positive torque on the acceleration side, and is a regenerative torque when it becomes a negative torque on the deceleration side. The battery is a power storage device that exchanges power for each rotating electrical machine of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Therefore, the vehicle 1 is a hybrid vehicle.

[0045] The compound transmission 11 includes a continuously variable transmission section 20 as an electric differential section and a stepped transmission section 22 as a mechanical transmission section, which 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 section 20 is connected to the engine 2 directly or indirectly via a shock absorber, etc., not shown. The stepped transmission section 22 is connected to the output side of the continuously variable transmission section 20. In addition, an output shaft 24, which is an output rotating component of the stepped transmission section 22, is connected to the transmission device 12. In the drive device 10, the power output from the engine 2 is transmitted to the stepped transmission section 22, and is transmitted from the stepped transmission section 22 to the drive wheels via the transmission device 12, etc. In addition, the continuously variable transmission section 20, the stepped transmission section 22, etc. are constructed roughly symmetrically with respect to the above-mentioned common axis, and in Figure 3 The lower half of the axis is omitted. The above-mentioned common axis is the axis of the crankshaft of the engine 2, the connecting shaft 34, etc.

[0046] The continuously variable transmission 20 includes a first rotating electrical machine MG1, and a differential mechanism 32 as a power splitting mechanism that mechanically splits the power of the engine 2 into the first rotating electrical machine MG1 and an intermediate transmission member 30 as an output rotating member of the continuously variable transmission 20. The second rotating electrical machine MG2 is connected to the intermediate transmission member 30 so that power can be transmitted. The continuously variable transmission 20 is an electric differential unit (motor-type continuously variable transmission) 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 changes the ratio of the engine speed, which is the same value as the speed of the connecting shaft 34 that is the input rotating member, to the MG2 speed, which is the speed of the intermediate transmission member 30 that is the output rotating member, i.e., the speed ratio.

[0047] The differential mechanism 32 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The carrier CA0 is connected to the engine 2 via a connecting shaft 34 so that power can be transmitted, the sun gear S0 is connected to the first rotating electric machine MG1 so that power can be transmitted, and the ring gear R0 is connected to the second rotating electric machine MG2 so that power can be transmitted. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

[0048] The stepped transmission section 22 is a mechanical transmission section as a stepped transmission that constitutes a part of the power transmission path between the intermediate transmission member 30 and the transmission device 12, that is, a mechanical transmission section that constitutes a part of the power transmission path between the continuously variable transmission section 20 and the transmission device 12. The intermediate transmission member 30 also functions as an input rotating member of the stepped transmission section 22. The stepped transmission section 22 is, for example, a planetary gear device having a plurality of groups of a first planetary gear device 36 and a second planetary gear device 38, and a plurality of engagement devices including a clutch C1 of a one-way clutch F1, a clutch C2, a brake B1, and a brake B2, and is a well-known planetary gear type automatic transmission. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are referred to as engagement devices without special distinction.

[0049] The engagement device is a hydraulic friction engagement device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, etc. The engagement device switches the operating state to the engagement, release, etc. state by each hydraulic pressure as a predetermined hydraulic pressure after pressure adjustment output from a hydraulic control circuit 111 provided in the vehicle.

[0050] In the step-variable transmission section 22, the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via a coupling 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 first planetary gear device 36 has a sun gear S1, a planet carrier CA1, and a ring gear R1, and the second planetary gear device 38 has a sun gear S2, a planet carrier CA2, and a ring gear R2.

[0051] The step-variable transmission 22 is a step-variable transmission that forms any gear of a plurality of gear stages (also referred to as gears) having different gear ratios (=AT input speed / output speed) by engaging any engagement device among a plurality of engagement devices, for example, a predetermined engagement device. That is, the step-variable transmission 22 is selectively engaged by a plurality of engagement devices, and the gear is switched, that is, the gear is changed. The step-variable transmission 22 is a stepped automatic transmission that forms each gear of a plurality of gears. In the first embodiment, the gear formed by the step-variable transmission 22 is referred to as an AT gear. The AT input speed is the input speed of the step-variable transmission 22, which is the speed of the input rotating member of the step-variable transmission 22, and is the same value as the speed of the intermediate transmission member 30, and is the same value as the MG2 speed, which is the speed of the second rotating electrical machine MG2. The AT input speed can be represented by the MG2 speed. The output speed is the speed of the output shaft 24 which is the output speed of the step-variable transmission unit 22, and is also the output speed of the compound transmission 11 which is an integral transmission that combines the continuously variable transmission unit 20 and the step-variable transmission unit 22. The compound transmission 11 is a transmission that constitutes a part of the power transmission path between the engine 2 and the transmission 12.

[0052] Figure 4 2 is a diagram for explaining the relationship between the AT gear position of the step-variable transmission portion 22 and the combination of the operation of the engagement device CB. Figure 4 In the figure, "○" indicates engagement, "△" indicates engagement as required, and a blank indicates disengagement. Figure 4 As shown, as multiple AT gears, AT1 gear is formed ( Figure 4 AT4 speed gear ( Figure 4 The 4th level of the forward AT gear and the reverse AT gear ( Figure 4 The AT 1st speed gear has the largest gear ratio, and the gear ratio becomes smaller as the AT gear moves to a higher level.

[0053] The stepped transmission section 22 switches the AT gears formed according to the driver's acceleration operation, vehicle speed, etc. through the electronic control device 100, that is, selectively forms a plurality of AT gears. For example, in the shift control of the stepped transmission section 22, the so-called clutch-to-clutch shift is performed by engaging any of the engagement devices, that is, the shift is performed by switching the engagement and disengagement of the engagement device. In the first embodiment, for example, the downshift from the AT2 speed gear to the AT1 speed gear is represented as a 2→1 downshift. The same is true for other upshifts and downshifts. In addition, with respect to the stepped transmission section 22, when the transmission device 12 is set to the first drive state and the second drive state described later, the engagement device is disengaged to become a neutral state.

[0054] Return to Figure 3The compound transmission 11 is also provided with a one-way clutch F0. The one-way clutch F0 is a locking mechanism that can fix the planetary carrier CA0 in a non-rotatable manner. That is, the one-way clutch F0 is a locking mechanism that can fix the connecting shaft 34 connected to the crankshaft of the engine 2 and rotating integrally with the planetary carrier CA0 to the transmission case 110. Regarding the one-way clutch F0, one of the two relatively rotatable components is integrally connected to the connecting shaft 34, and the other component is integrally connected to the transmission case 110. The one-way clutch F0 idles relative to the positive rotation direction, which is the rotation direction when the engine 2 is running, and on the other hand, it automatically engages relative to the rotation direction opposite to the rotation direction when the engine 2 is running. Therefore, when the one-way clutch F0 is idle, the engine 2 is set to a state that can rotate relative to the transmission case 110. On the other hand, when the one-way clutch F0 is engaged, the engine 2 is set to a state that cannot rotate relative to the transmission case 110. That is, by engaging the one-way clutch F0, the engine 2 is fixed to the transmission case 110. Thus, the one-way clutch F0 allows the rotation of the planetary carrier CA0 in the positive rotation direction, which is the rotation direction when the engine 2 is running, and prevents the rotation of the planetary carrier CA0 in the negative rotation direction. That is, the one-way clutch F0 is a locking mechanism that allows the rotation of the engine 2 in the positive rotation direction and prevents the rotation in the negative rotation direction.

[0055] The compound transmission 11 can constitute a continuously variable transmission in which the continuously variable transmission 20 and the stepped transmission 22 are arranged in series by the stepped transmission 22 forming the AT gear and the continuously variable transmission 20 acting as a continuously variable transmission. Alternatively, the continuously variable transmission 20 can be made to change speed like a stepped transmission, so the compound transmission 11 as a whole can be made to change speed like a stepped transmission. That is, in the compound transmission 11, the stepped transmission 22 and the continuously variable transmission 20 can be controlled in such a manner that a plurality of gears having different speed ratios representing the value of the ratio of the engine speed to the output speed are selectively established.

[0056] The electronic control device 100 uses a predetermined relationship, such as Figure 5 The AT gear shift map shown in the figure is used to judge the gear shift of the step-variable transmission part 22, and the gear shift control of the step-variable transmission part 22 is performed as needed through the transmission control device 103. In the gear shift control of the step-variable transmission part 22, the hydraulic control command signal for switching the engagement and disengagement state of the engagement device through each solenoid valve is output from the transmission control device 103 to the hydraulic control circuit 111 in a manner that the AT gear of the step-variable transmission part 22 is automatically switched.

[0057] Figure 5The AT gear shift map shown, for example, has a predetermined relationship between the shift lines for determining the shift 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 speed, etc. may be used instead of the vehicle speed, and the required drive force, the accelerator opening, the throttle opening, etc. may be used instead of the required drive torque. Figure 5 In the AT gear shift map shown, the shift line shown by the solid line is an upshift line for determining an upshift, and the shift line shown by the dotted line is a downshift line for determining a downshift.

[0058] Figure 6 FIG. 1 is a diagram showing an example of a power source switching map used in the switching control between the EV driving mode and the engine driving mode. Figure 6 The power source switching map shown in FIG. 1 used in the switching control between the EV driving mode and the engine driving mode switches the EV driving mode and the engine driving mode. Figure 6 The mapping shown has a predetermined relationship between the boundary lines of 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 In other words, the boundary line between the EV driving area and the engine driving area in FIG. 1 is a switching line for switching between the EV driving mode and the engine driving mode.

[0059] Figure 7 1 is a schematic diagram schematically showing the transmission device 12 according to the first embodiment, and is a schematic diagram showing a case where the transmission device 12 is in the first drive state.

[0060] The transmission device 12 of the first embodiment includes a transmission device case 120 as a non-rotating member. The transmission device 12 includes an input shaft 61, a rear wheel side output shaft 63 as a first output shaft that outputs power to the rear wheel 4, a front wheel side output shaft 62 as a second output shaft that outputs power to the front wheel 3, and a third planetary gear device 64 as a differential mechanism in the transmission device case 120. In addition, the transmission device 12 includes a transmission member 65 that functions as an input rotating member to the front wheel 3, a driving gear 66 that outputs power to the front wheel side output shaft 62, a driven gear 67 that is integrally provided with the front wheel side output shaft 62, and a front wheel drive chain 68 that connects the driving gear 66 and the driven gear 67 as rotating members that form a power transmission path for the front wheel 3 in the transmission device case 120. Furthermore, the transmission 12 includes, within the transmission case 120 , a third rotating electrical machine MGF functioning as a second power source, a connection switching device 40 that switches the connection state of the rotating member, a brake BF1 , and a clutch CF1 .

[0061] 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 transmission 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 that is an output rotating member of the compound transmission 11.

[0062] The rear wheel side output shaft 63 is an output rotating member that outputs power from the transmission device 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 ) connected drive shaft.

[0063] The front wheel side output shaft 62 is an output rotating member that outputs power from the transmission device 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 The front wheel side output shaft 62 is rotated by the driving gear 66 via the front wheel drive chain 68 and the driven gear 67.

[0064] The driving gear 66 is connected to the transmission member 65 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 driving gear 66 are arranged to be relatively rotatable with respect to the rear wheel side output shaft 63. In the transmission device 12, the transmission member 65, the driving gear 66, and the third planetary gear device 64 are arranged on the same rotation center as the rear wheel side output shaft 63.

[0065] The third planetary gear device 64 is composed of a single pinion type planetary gear device having three rotating elements. Figure 7 As shown, in the third planetary gear device 64, as three rotating elements, there are provided a sun gear S3, a planetary carrier CA3 that supports a plurality of pairs of pinion gears that mesh with each other and can rotate and revolve, and a ring gear R3 that meshes with the sun gear S3 via the pinion gears. The sun gear S3 is always connected to the third rotating electric machine MGF that functions as the second power source.

[0066] The sun gear S3 is connected to the first rotating member 51 that can be connected to the input shaft 61. The first rotating member 51 is a member that rotates integrally with the sun gear S3 and has gear teeth 51a. In addition, an input gear 55 to which the power from the third rotating electric machine MGF is input is mounted on the first rotating member 51. The input gear 55 rotates integrally with the first rotating member 51.

[0067] The planetary carrier CA3 is connected to the third rotating member 53 that can be connected to the rear wheel side output shaft 63. The third rotating member 53 is a member that rotates integrally with the planetary carrier CA3 and has gear teeth 53a. In addition, the planetary carrier CA3 is connected to the transmission member 65. The transmission member 65 is a member that rotates integrally with the planetary carrier CA3.

[0068] The ring gear R3 is coupled to a second rotating member 52 that can be coupled to the rear wheel-side output shaft 63. The second rotating member 52 is a member that rotates integrally with the ring gear R3, and has gear teeth 52a.

[0069] The third rotating electrical machine MGF is an electric generator (MG) that can function as a motor and a generator. The third rotating electrical machine MGF includes a rotor, a stator, and an output shaft that rotates integrally with the rotor, and is electrically connected to a battery via an inverter. Figure 7 As shown in FIG. 1 , an output gear 54 is provided on the output shaft of the third rotating electrical machine MGF. The output gear 54 meshes with the 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 changed in speed (reduced) and transmitted to the sun gear S3.

[0070] The connection switching device 40 is a device that selectively switches the connection destinations of the input shaft 61 and the rear wheel side output shaft 63. In addition, the connection switching device 40 is a device that switches the connection state of the rotating members constituting the transmission device 12. Specifically, the connection switching device 40 selectively switches the connection destinations of the first rotating member 51, the second rotating member 52, and the third rotating member 53 that rotate integrally with the respective rotating elements of the third planetary gear device 64. Figure 7 As shown, the connection switching device 40 includes a first dog clutch D1 and a second dog clutch D2.

[0071] The first dog clutch D1 is a first connecting / disconnecting mechanism for switching 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 device 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 device 64.

[0072] The first dog clutch D1 includes a first switching sleeve 41 as a switching member. The first switching sleeve 41 includes a first gear tooth 41a meshed with the gear tooth 61a of the input shaft 61, and a second gear tooth 41b meshed with the first gear tooth 63a of the rear wheel side output shaft 63 or the gear tooth 51a of the first rotating member 51. The first switching sleeve 41 is moved in the axial direction by the actuator of the first dog clutch D1. The first switching sleeve 41 is switched so as to be in any state of a state where the first gear tooth 41a is always meshed with the gear tooth 61a of the input shaft 61, a state where the second gear tooth 41b is meshed with the first gear tooth 63a of the rear wheel side output shaft 63, a state where the second gear tooth 41b is not meshed with the first gear tooth 63a of the rear wheel side output shaft 63 and the gear tooth 51a of the first rotating member 51, and a state where the second gear tooth 41b is meshed with the gear tooth 51a of the first rotating member 51. When the second gear teeth 41b of the first switching sleeve 41 mesh with the gear teeth 51a of the first rotating member 51, the power from the input shaft 61 is input to the first rotating member 51 (sun gear S3) in the second input state. 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 power from the input shaft 61 is input to the rear wheel side output shaft 63 in the first input state.

[0073] 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 rotating member 52 (ring gear R3) or the third rotating member 53 (carrier CA3).

[0074] The second dog clutch D2 has a second switching sleeve 42 as a switching member. The second switching sleeve 42 has a first gear tooth 42a and a second gear tooth 42b. The first gear tooth 42a of the second switching sleeve 42 can selectively mesh with the gear teeth 52a of the second rotating member 52 that rotates integrally with the ring gear R3 and the gear teeth 53a of the third rotating member 53 that rotates integrally with the planetary carrier CA3. The second switching sleeve 42 is moved in the axial direction by the actuator of the second dog clutch D2. The second switching sleeve 42 is switched so as to be in any of the following states: a state in which the first gear teeth 42a are engaged with the gear teeth 52a of the second rotating member 52, a state in which the first gear teeth 42a are not engaged with the gear teeth 52a of the second rotating member 52 and the gear teeth 53a of the third rotating member 53, and a state in which the first gear teeth 42a are engaged with the gear teeth 53a of the third rotating member 53, while the second gear teeth 42b are always engaged with the second gear teeth 63b of the rear wheel side output shaft 63. When the first gear teeth 42a of the second switching sleeve 42 are engaged with the gear teeth 52a of the second rotating member 52, the first transmission state in which power is transmitted between the rear wheel side output shaft 63 and the second rotating member 52 (ring gear R3) is achieved. 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 member 53, a second transmission state is established in which power is transmitted between the rear wheel output shaft 63 and the third rotating member 53 (carrier CA3).

[0075] The brake BF1 is a first engagement element of a differential mechanism that selectively fixes the ring gear R3 of the third planetary gear device 64 to the fixed member 69. The fixed member 69 is the transmission case 120 itself or a non-rotating member integrated with the transmission case 120. The transmission 12 is set to the high-speed gear stage Hi when the brake BF1 is in the disengaged state, and is set to the low-speed gear stage Lo when the brake BF1 is in the engaged state.

[0076] The clutch CF1 is a second engagement element of a differential mechanism that selectively engages the sun gear S3 and the carrier CA3 of the third planetary gear device 64 to rotate the sun gear S3, the carrier CA3, and the ring gear R3 integrally.

[0077] Figure 8 1 is a diagram showing the connection relationship between the rotating parts in the transmission device 12 of the first embodiment. Figure 8, the third rotating electrical machine MGF is described as “MGF”, the sun gear S3 is described as “S3”, the planetary carrier CA3 is described as “CA3”, the ring gear R3 is described as “R3”, the brake BF1 is described as “BF1”, the clutch CF1 is described as “CF1”, the front wheel side output shaft 62 is described as “Fr”, and the rear wheel side output shaft 63 is described as “Rr”. Figure 8 In FIG. 1 , 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 , 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.

[0078] The transmission device 12 of the first embodiment includes: a rear wheel side output shaft 63 as a first output shaft, which is 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 which is one of the front wheels 3 and the rear wheels 4; a front wheel side output shaft 62 as a second output shaft, which outputs power to the front wheel 3 which is the other of the front wheels 3 and the rear wheels 4; and a third planetary gear device 64 as a differential mechanism, which has 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 transmission device 12 of the first embodiment, regarding the third planetary gear device 64, the third rotating electric machine MGF as the second power source is connected to the sun gear S3, the front wheel side output shaft 62 as one of the front wheel side output shaft 62 and the rear wheel side output shaft 63 is connected to the planetary carrier CA3, the rear wheel side output shaft 63 as the other of the front wheel side output shaft 62 and the rear wheel side output shaft 63 is connected to the ring gear R3 in a disconnectable manner by the second dog clutch D2 as a disconnecting mechanism, and the ring gear R3 is selectively fixed to the fixing member 69 by the engagement of the brake BF1 as an engagement element. Thus, by bringing the second dog clutch D2 into a connection state in which the rear wheel side output shaft 63 and the ring gear R3 are connected, 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 setting the second dog clutch D2 to a disconnected state that disconnects the rear wheel side output shaft 63 and the ring gear R3, and fixing the ring gear R3 to the fixed component 69 by engaging the brake BF1, the power output from the third rotating motor MGF can be used to make the vehicle 1 travel in a two-wheel drive state (front-wheel drive state).

[0079] The transmission device 12 of the first embodiment 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 by switching the drive state by the electronic control device 100 .

[0080] Here, the first to sixth driving states will be described. Fig. 9 1 is a diagram showing the relationship between each driving state in the transmission device 12 and each operating state of each engagement device. Fig. 9 In the figure, “○” indicates engagement, and a blank indicates separation.

[0081] 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 from the third rotating electric machine MGF, and 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 addition, in the first driving state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0082] When the transmission device 12 is in the first driving state, Fig. 9 As shown, the brake BF1 is in the released state, the clutch CF1 is in the engaged state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the released state. Figure 7 The (1) in the first dog clutch D1 in FIG. 1 indicates that the first dog clutch D1 is in the first input state. In the first driving state, the third planetary gear device 64 is in a direct connection state in which the sun gear S3 and the planetary carrier CA3 are connected through the clutch CF1. In the first driving state, when the power of the third rotating electric machine MGF is transmitted to the front wheel side output shaft 62, the rotation of the third rotating electric machine MGF is transmitted to the front wheel side output shaft 62 without changing the speed through the third planetary gear device 64.

[0083] Fig.10 1 is a schematic diagram showing a case where the transmission device 12 of the first embodiment is in the 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 from the third rotating electric machine MGF, and 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 addition, in the second drive state, the transmission device 12 is set to the low-speed side gear stage Lo.

[0084] When the transmission device 12 is in the second driving state, Fig. 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. Fig.10The (1) in the first dog clutch D1 in FIG. 1 indicates that the first dog clutch D1 is in the first input state. In the second driving state, the third planetary gear device 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 side output shaft 62, the rotation of the third rotating electric machine MGF is decelerated by the third planetary gear device 64 and transmitted to the front wheel side output shaft 62.

[0085] Fig.11 1 is a schematic diagram showing a case where the transmission device 12 of the first embodiment is in the third driving state. The third driving state is a driving state in a mode in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side in the H4_torque distribution mode to make the vehicle 1 travel, and is a four-wheel drive state in which the power is transmitted to the front wheel 3 and the rear wheel 4. In the third driving state, the torque distribution ratio of the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is changed by the MGF torque of the third rotating electric machine MGF. In other words, by using the MGF torque of the third rotating electric machine MGF as a reaction force, the torque transmitted from the rear wheel side output shaft 63 to the ring gear R3 of the third planetary gear device 64 is received by the sun gear S3 of the third planetary gear device 64, and the torque transmitted to the ring gear R3 is distributed to the front wheel 3 side and the rear wheel 4 side at an arbitrary ratio. In addition, in the third driving state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0086] When the transmission device 12 is in the third driving state, Fig. 9 As shown, the brake BF1 is in the released 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 first transmission state. Fig.11 The (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. Fig.11 (1) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the first transmission state.

[0087] Fig.121 is a schematic diagram showing a case where the transmission device 12 of the first embodiment is in the fourth drive state. The fourth drive state is a drive state in the mode of H4_LSD in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and is a four-wheel drive state in which power is transmitted to the front wheel 3 and the rear wheel 4. The fourth drive state is a drive state in which the rotational differential between the front wheel side output shaft 62 and the rear wheel side output shaft 63 is limited by the engagement control of the clutch CF1. In the fourth drive state, the torque distribution ratio of distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 changes by the engagement control of the clutch CF1. In addition, in the fourth drive state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0088] When the transmission device 12 is in the fourth driving state, Fig. 9 As shown, the brake BF1 is in the release state, the clutch CF1 is in the engagement control (semi-engagement) state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first transmission state. Fig.12 The (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. Fig.12 (1) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the first transmission state.

[0089] Fig.13 1 is a schematic diagram showing a case where the transmission device 12 of the first embodiment is in the fifth drive state. The fifth drive state is a drive state in a mode of H4_Lock (fixed distribution 4WD) in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and is a four-wheel drive state in which power is transmitted to the front wheel 3 and the rear wheel 4. The fifth drive state is a drive state in which the front wheel side output shaft 62 and the rear wheel side output shaft 63 cannot be differentially rotated, and the torque distribution ratio of distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is fixed. In addition, in the fifth drive state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0090] When the transmission device 12 is in the fifth driving state, Fig. 9 As shown, the brake BF1 is in the released 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 second transmission state. Fig.13 The (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. Fig.13 (2) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the second transmission state.

[0091] Fig.14 1 is a schematic diagram showing a case where the transmission device 12 of the first embodiment is in the sixth drive state. The sixth drive state is a drive state in a mode of L4_Lock (fixed distribution 4WD) in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and is a four-wheel drive state in which power is transmitted to the front wheel 3 and the rear wheel 4. The sixth drive state is a drive state in which the front wheel side output shaft 62 and the rear wheel side output shaft 63 are not allowed to rotate differentially, and the torque distribution ratio of distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is fixed. In addition, in the sixth drive state, the transmission device 12 is set to the low-speed side gear shift stage Lo.

[0092] When the transmission device 12 is in the sixth driving state, Fig. 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. Fig.14 The (2) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the second input state. Fig.14 (2) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the second transmission state.

[0093] In the transmission device 12 of the first embodiment, the driving state can be switched among the first driving state, the second driving state, the third driving state, and the fourth driving state according to the running state of the vehicle 1. In addition, regarding the fifth driving state, the driver turns on / off the Lock selection switch 92 provided on the vehicle 1, and the driving state can be switched between the third driving state and the fourth driving state. In addition, regarding the sixth driving state, when the vehicle is parked, the driver turns on / off the Low selection switch 90 provided on the vehicle 1, and the driving state can be switched between the fifth driving state.

[0094] In order to switch the driving state of the transmission device 12, the electronic control device 100 controls the hydraulic control circuit 111 through the transmission device control device 104 based on the output signals from various sensors mounted on the vehicle 1, the 4WD selection switch 86 and the Low selection switch 90, and controls the operating states of the actuator, clutch CF1 and brake BF1 that activate the first dog clutch D1 and the second dog clutch D2.

[0095] In the first embodiment, the electronic control device 100 can set the H4_torque distribution mode and the H4_LSD mode as the first running mode: when the second dog clutch D2 is in the 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 transmitted to the front wheel side output shaft 62 via the third planetary gear device 64 in addition to the rear wheel side output shaft 63, so that the vehicle 1 runs in the four-wheel drive state. In addition, the electronic control device 100 can set the EV (FF)_Lo mode as the second running mode: the second dog clutch D2 is in the disconnection state (disconnection state) disconnecting the ring gear R3 of the third planetary gear device 64 and the rear wheel side output shaft 63, and the brake BF1 fixing the ring gear R3 to the fixing member 69 is engaged, so that the power output from the third rotating electric machine MGF is transmitted to the front wheel side output shaft 62, so that the vehicle 1 runs in the two-wheel drive state.

[0096] Then, when switching from the second driving mode to the first driving mode, the electronic control device 100 releases the brake BF1, performs synchronization control to synchronize the rotation speeds of the rear wheel output shaft 63 and the ring gear R3 of the third planetary gear device 64 through the third rotating electrical machine MGF, and switches the second dog clutch D2 from the disconnected state to the connected state (first transmission state) in which the ring gear R3 is connected to the rear wheel output shaft 63. Thus, when switching from the second driving mode to the first driving mode, the rear wheel output shaft 63 and the ring gear R3 can be appropriately connected through the second dog clutch D2.

[0097] In addition, in the first embodiment, when switching from the second driving mode to the first driving mode, the electronic control device 100 may transmit the power output from the engine 2 to the rear wheel side output shaft 63 after the second dog clutch D2 is in the connection state (first transmission state) in which the ring gear R3 is connected to the rear wheel side output shaft 63. Thus, the power output from the engine 2 is transmitted to the rear wheel side output shaft 63 during synchronous control, and the reduction of the power transmitted to the front wheel side output shaft 62 and the increase of the power transmitted to the rear wheel side output shaft 63 overlap, which can suppress the influence on the vehicle behavior.

[0098] Fig.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.

[0099] Fig.16 1 is a diagram showing an example of a timing chart related to switching control when switching from the EV(FF)_Lo mode to the H4_LSD mode. Fig.16In the figure, the horizontal axis represents time, and the vertical axis represents each parameter (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 transmission 12. The BF1 hydraulic pressure is the hydraulic pressure supplied to the hydraulic actuator that actuates the brake BF1 of the transmission 12. The second dog clutch D2 (1) represents the switching of the second dog clutch D2 of the transmission 12 to the engaged state and the disengaged state of the first distribution 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.

[0100] First, the electronic control device 100 determines in step ST1 whether the vehicle 1 is running in the EV(FF)_Lo mode. When the electronic control device 100 determines that the vehicle 1 is not running in the EV(FF)_Lo mode ("No" in step ST1), the series of controls are terminated. On the other hand, when the electronic control device 100 determines that the vehicle 1 is running in the EV(FF)_Lo mode ("Yes" in step ST1), in step ST2, it determines whether to switch to the H4_torque distribution mode or the H4_LSD mode.

[0101] When the electronic control device 100 determines that the mode is not switched to the H4_torque distribution mode and the H4_LSD mode ("No" in step ST2), the series of controls are terminated. On the other hand, when the electronic control device 100 determines that the mode is switched to the H4_torque distribution mode or the H4_LSD mode ("Yes" in step ST2), the electronic control device 100 implements the release control of the brake BF1 and the synchronization control of the third rotating electrical machine MGF in step ST3. In addition, in the release control of the brake BF1, the BF1 hydraulic pressure can be reduced to release the fixation of the ring gear R3 to the fixing member 69, so that the sun gear S3, the planetary carrier CA3, and the ring gear R3 of the third planetary gear device 64 rotate at the same speed. Moreover, in the synchronization control of the third rotating electrical machine MGF, the MGF speed of the third rotating electrical machine MGF is controlled in such a way that the speed of the ring gear R3 is the same as the speed of the rear wheel side output shaft 63.

[0102] Next, the electronic control device 100 determines in step ST4 whether the rotation speeds of the rear wheel side output shaft 63 and the ring gear R3 are synchronized by synchronous control of the third rotating electrical machine MGF. When the electronic control device 100 determines that the rotation speeds of the rear wheel side output shaft 63 and the ring gear R3 are not synchronized ("No" in step ST4), the electronic control device 100 repeatedly executes the processing of step ST3 until they are synchronized.

[0103] When the electronic control device 100 determines that the rotation speeds of the rear wheel side output shaft 63 and the ring gear R3 are synchronized ("Yes" in step ST4), the electronic control device 100 implements the engagement control of the second dog clutch D2 in step ST5. In addition, in the engagement control of the second dog clutch D2, the second dog clutch D2 is switched from the disconnected state (disengaged state) to the connected state (first transmission state) in which the ring gear R3 and the rear wheel side output shaft 63 are connected.

[0104] Next, after the engagement control of the second dog clutch D2 is completed, the electronic control device 100 starts the control of the H4_torque distribution mode or the H4_LSD mode in step ST6. That is, when switching from the EV(FF)_Lo mode to the H4_torque distribution mode, the control of the H4_torque distribution 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_LSD mode, Fig.16 As shown in the timing diagram of , the clutch CF1 engagement control is started, and the CF1 hydraulic pressure is increased. Next, the electronic control device 100 inputs the engine torque to the transmission device 12 in step ST7, and ends a series of controls. In addition, for example, the engine 2 is started at the beginning of this switching control, but since the clutch C1 of the compound transmission 11 is in the disengaged state (neutral), the engine torque is not input to the transmission device 12 until the clutch C1 of the compound transmission 11 is engaged in order to input the engine torque to the transmission device 12 in step ST7.

[0105] As described above, when switching from the EV(FF)_Lo mode to the H4_torque distribution mode or the H4_LSD mode, the electronic control device 100 releases the brake BF1, performs synchronization control to synchronize the rotation speeds of the rear wheel side output shaft 63 and the ring gear R3 through the third rotating electrical machine MGF, and switches the second dog clutch D2 from the disconnected state (disconnected state) to the connected state (first distributed state) in which the ring gear R3 is connected to the rear wheel side output shaft 63. Thus, according to the drive device 10 involved in the first embodiment, when switching from the EV(FF)_Lo mode to the H4_torque distribution mode or the H4_LSD mode, the rear wheel side output shaft 63 and the ring gear R3 can be appropriately connected through the second dog clutch D2.

[0106] In addition, when the electronic control device 100 switches from the EV(FF)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, after the second dog clutch D2 is in the connected state (first transmission state) in which the ring gear R3 is connected to the rear wheel output shaft 63, the power output from the engine 2 is transmitted to the rear wheel output shaft 63. Thus, in the synchronous control, the power output from the engine 2 is transmitted to the rear wheel output shaft 63, and the reduction of the power transmitted to the front wheel output shaft 62 and the increase of the power transmitted to the rear wheel output shaft 63 overlap, which can suppress the influence on the vehicle behavior.

[0107] (Second embodiment)

[0108] Next, a vehicle 1 including a drive device 10 according to a second embodiment will be described. In the description of the second embodiment, reference numerals are used for the same configurations as those of the first embodiment, and description thereof will be omitted as appropriate.

[0109] Fig.17 1 is a schematic diagram schematically showing the transmission device 12 of the second embodiment, and is a schematic diagram showing the transmission device 12 in the first driving state. In the transmission device 12 of the second embodiment, the planetary carrier CA3 of the third planetary gear device 64 is always connected to the rear wheel side output shaft 63 in a manner that rotates integrally with the rear wheel side output shaft 63.

[0110] The transmission 12 includes a connection switching device 40 (a first dog clutch D1 and a second dog clutch D2 ), a brake BF1 , and a clutch CF1 .

[0111] In the transmission device 12 of the second embodiment, as a rotating component forming a power transmission path on the front wheel 3 side, a transmission component 65 that functions as an input rotating component of power on the front wheel 3 side is provided. The transmission component 65 is connected in a manner of rotating integrally with the driving gear 66. The transmission component 65 is a rotating component that transmits power to the front wheel side output shaft 62. The transmission component 65 and the driving gear 66 are arranged to be relatively rotatable with respect to the rear wheel side output shaft 63. In the transmission device 12 of the second embodiment, the transmission component 65, the driving gear 66, and the third planetary gear device 64 are arranged on the same rotation center as the rear wheel side output shaft 63.

[0112] The second dog clutch D2 is a second disconnecting mechanism that switches the connection destination of the transmission member 65. The second dog clutch D2 can selectively connect the rear wheel side output shaft 63 to the transmission member 65. That is, the second dog clutch D2 can selectively connect the transmission member 65 to the rear wheel side output shaft 63 or the second rotating member 52 (ring gear R3).

[0113] The second dog clutch D2 has a second switching sleeve 42 as a switching member. The second switching sleeve 42 has a first gear tooth 42a that can mesh with the gear tooth 52a of the second rotating member 52 that rotates integrally with the ring gear R3 or the second gear tooth 63b of the rear wheel side output shaft 63. In addition, the second switching sleeve 42 has a second gear tooth 42b that always meshes with the gear tooth 65a of the transmission member 65. The second switching sleeve 42 is moved in the axial direction by the actuator of the second dog clutch D2. Moreover, the second switching sleeve 42 is switched in a manner such that the second gear teeth 42b are always engaged with the gear teeth 65a of the transmission member 65, a state in which the first gear teeth 42a are engaged with the gear teeth 52a of the second rotating member 52, a state in which the first gear teeth 42a are not engaged with the gear teeth 52a of the second rotating member 52 and the second gear teeth 63b of the rear wheel side output shaft 63, and a state in which the first gear teeth 42a are engaged with the second gear teeth 63b of the rear wheel side output shaft 63.

[0114] The brake BF1 is a first engagement element of a differential mechanism that selectively fixes the ring gear R3 of the third planetary gear device 64 to the fixed member 69. The fixed member 69 is the transmission case 120 itself or a non-rotating member integrated with the transmission case 120. The transmission 12 is set to the high-speed gear stage Hi when the brake BF1 is in the disengaged state, and is set to the low-speed gear stage Lo when the brake BF1 is in the engaged state.

[0115] The clutch CF1 is a second engagement element of a differential mechanism that selectively engages the sun gear S3 and the carrier CA3 of the third planetary gear device 64 to rotate the sun gear S3, the carrier CA3, and the ring gear R3 integrally.

[0116] Fig.181 is a diagram showing the engagement relationship of each rotating member in the transmission device 12 of the second embodiment. The transmission device 12 of the second embodiment includes: a rear wheel side output shaft 63 as a first output shaft, connected to the engine 2 (and the first rotating electric machine MG1, the second rotating electric machine MG2) as a first power source, and outputting 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 as a second output shaft, outputting 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 as 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 transmission device 12 of the second embodiment, in the third planetary gear device 64, the third rotating electric machine MGF as the second power source is connected to the sun gear S3, the rear wheel side output shaft 63 as one of the front wheel side output shaft 62 and the rear wheel side output shaft 63 is connected to the planetary carrier CA3, the front wheel side output shaft 62 as the other of the front wheel side output shaft 62 and the rear wheel side output shaft 63 is connected to the ring gear R3 in a disconnectable manner by the second dog clutch D2 as a disconnecting mechanism, and the ring gear R3 is selectively fixed to the fixed member 69 by the engagement of the brake BF1 as an engagement element. Thus, by bringing the second dog clutch D2 into a connection state in which the front wheel side output shaft 62 and the ring gear R3 are connected, the vehicle 1 can be driven in a four-wheel drive state using at least the power output from the engine 2. In addition, the second dog clutch D2 is set to a disconnected state to disconnect the front wheel side output shaft 62 and the ring gear R3, and the ring gear R3 is fixed to the fixed component 69 by engaging the brake BF1, so that the power output from the third rotating motor MGF can be used to make the vehicle 1 travel in a two-wheel drive state (rear-wheel drive state).

[0117] Fig.19 2 is a diagram showing the relationship between each driving state and each operating state of each engagement device in the transmission device 12 of the second embodiment. Fig.19 In the figure, “○” indicates engagement, and a blank indicates separation.

[0118] Fig.17 The first driving state shown is a driving state in the EV driving mode of EV(FR)_Hi in which the vehicle 1 is driven by the power from the third rotating electric machine MGF, and 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 addition, regarding the first driving state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0119] When the transmission device 12 is in the first driving state, Fig.19As shown, the brake BF1 is in the released state, the clutch CF1 is in the engaged state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the released state. Fig.17 The (1) in the first dog clutch D1 in FIG. 1 indicates that the first dog clutch D1 is in the first input state. In the first driving state, the third planetary gear device 64 is in a direct connection state in which the sun gear S3 and the planetary carrier C3 are connected via the clutch CF1. In the first driving state, when the power of the third rotating electric machine MGF is transmitted to the rear wheel side output shaft 63, the rotation of the third rotating electric machine MGF is transmitted to the rear wheel side output shaft 63 without speed change through the third planetary gear device 64.

[0120] Fig. 20 1 is a schematic diagram showing a case where the transmission device 12 of the second embodiment is in the second drive state. The second drive state is a drive state in the EV driving mode of EV (FR)_Lo in which the vehicle 1 is driven by the power from the third rotating electric machine MGF, and 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 addition, in the second drive state, the transmission device 12 is set to the low-speed side gear stage Lo.

[0121] When the transmission device 12 is in the second driving state, Fig.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. Fig. 20 (1) in the first dog clutch D1 in FIG. 1 indicates that the first dog clutch D1 is in the first input state. In the second driving state, the third planetary gear device 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 rear wheel side output shaft 63, the rotation of the third rotating electric machine MGF is decelerated by the third planetary gear device 64 and transmitted to the rear wheel side output shaft 63.

[0122] Fig.211 is a schematic diagram showing a case where the transmission device 12 of the second embodiment is in the third driving state. The third driving state is a driving state in a mode in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side in the H4_torque distribution mode to make the vehicle 1 travel, and is a four-wheel drive state in which the power is transmitted to the front wheel 3 and the rear wheel 4. In the third driving state, the torque distribution ratio of the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is changed by the MGF torque of the third rotating electric machine MGF. In other words, by using the MGF torque of the third rotating electric machine MGF as a reaction force, the sun gear S3 of the third planetary gear device 64 receives the power transmitted from the rear wheel side output shaft 63 to the ring gear R3 of the third planetary gear device 64, and the torque transmitted to the ring gear R3 is distributed to the front wheel 3 side and the rear wheel 4 side at an arbitrary ratio. In addition, in the third driving state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0123] When the transmission device 12 is in the third driving state, Fig.19 As shown, the brake BF1 is in the released 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 first transmission state. Fig.21 The (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. Fig.21 (1) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the first transmission state.

[0124] Fig. 22 1 is a schematic diagram showing a case where the transmission device 12 of the second embodiment is in the fourth drive state. The fourth drive state is a drive state in the mode of H4_LSD in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and is a four-wheel drive state in which power is transmitted to the front wheel 3 and the rear wheel 4. The fourth drive state is a drive state in which the rotational differential between the front wheel side output shaft 62 and the rear wheel side output shaft 63 is limited by the engagement control of the clutch CF1. In the fourth drive state, the torque distribution ratio of distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 changes by the engagement control of the clutch CF1. In addition, in the fourth drive state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0125] When the transmission device 12 is in the fourth driving state, Fig.19 As shown, the brake BF1 is in the release state, the clutch CF1 is in the engagement control (semi-engagement) state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first transmission state. Fig. 22The (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. Fig. 22 (1) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the first transmission state.

[0126] Fig.23 1 is a schematic diagram showing a case where the transmission device 12 of the second embodiment is in the fifth drive state. The fifth drive state is a drive state in a mode of H4_Lock (fixed distribution 4WD) in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and is a four-wheel drive state in which power is transmitted to the front wheel 3 and the rear wheel 4. The fifth drive state is a drive state in which the front wheel side output shaft 62 and the rear wheel side output shaft 63 are not allowed to rotate differentially, and the torque distribution ratio of distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is fixed. In addition, with respect to the fifth drive state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0127] When the transmission device 12 is in the fifth driving state, Fig.19 As shown, the brake BF1 is in the released state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state (1), and the second dog clutch D2 is in the second transmission state. Fig.23 The (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. Fig.23 (2) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the second transmission state.

[0128] Fig.24 1 is a schematic diagram showing a case where the transmission device 12 of the second embodiment is in the sixth drive state. The sixth drive state is a drive state in a mode of L4_Lock (fixed distribution 4WD) in which the power transmitted to the transmission device 12 is distributed to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and is a four-wheel drive state in which power is transmitted to the front wheel 3 and the rear wheel 4. The sixth drive state is a drive state in which the front wheel side output shaft 62 and the rear wheel side output shaft 63 are not allowed to rotate differentially, and the torque distribution ratio of distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is fixed. In addition, with respect to the sixth drive state, the transmission device 12 is set to the low-speed side gear shift stage Lo.

[0129] When the transmission device 12 is in the sixth driving state, Fig.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. Fig.24The (2) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the second input state. Fig.24 (2) of the second dog clutch D2 in φ indicates that the second dog clutch D2 is in the second transmission state.

[0130] Furthermore, in the driving device 10 according to the second embodiment, it is possible to implement the Fig.15 as well as Fig.16 The various controls implemented by the electronic control device 100 described in the first embodiment are as follows. In this case, the EV(FF)_Hi mode and the EV(FF)_Lo mode in the first embodiment may be replaced with the EV(FR)_Hi mode and the EV(FR)_Lo mode.

[0131] That is, the driving device 10 according to the second embodiment is different from the driving device 10 used in the first embodiment. Fig.15 Similarly to the examples described in 16, when the second driving mode is switched from the EV(FR)_Lo mode to the H4_torque distribution mode or the H4_LSD mode as the first driving mode, the brake BF1 is disengaged, and synchronization control is performed to synchronize the rotational speeds of the front wheel side output shaft 62 and the ring gear R3 through the third rotating motor MGF, and the second dog clutch D2 is switched from the disconnected state (disconnected state) to the connected state (first transmission state) in which the ring gear R3 and the front wheel side output shaft 62 are connected.

[0132] Thus, according to the drive device 10 according to the second embodiment, when switching from the EV(FR)_Lo mode to the H4_Torque Split mode or the H4_LSD mode, the front wheel output shaft 62 and the ring gear R3 can be appropriately connected via the second dog clutch D2.

[0133] In addition, in the first embodiment and the second embodiment, when the transmission device 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 put into the first input state, but the first dog clutch D1 can also be put into the disengaged state.

[0134] In the first and second embodiments, the transmission device 12 includes the first dog clutch D1 for setting the sixth drive state (L4_Lock mode), but the first dog clutch D1 may be omitted when the sixth drive state is not set. In this case, the input shaft 61 and the rear wheel side output shaft 63 are always connected.

[0135] In the first and second embodiments, the clutch CF1 selectively engages the sun gear S3 and the carrier CA3 , but the clutch CF1 may selectively engage the carrier CA3 and the ring gear R3 , or may selectively engage the sun gear S3 and the ring gear R3 .

Claims

1. A vehicle drive device comprising: 1st power source; Second power source; A first output shaft connected to the first power source to output power to one of the front and rear wheels; a second output shaft for outputting power to the other of the front wheel and the rear wheel; A differential mechanism having a first rotating element, a second rotating element, and a third rotating element; and Control device, The vehicle drive device is characterized in that: In the differential mechanism, the second power source is connected to the first rotating element, the output shaft of one of the first output shaft and the second output shaft is connected to the second rotating element, the output shaft of the other of the first output shaft and the second output shaft is connected to the third rotating element in a disconnectable manner through a disconnection mechanism, and the third rotating element is selectively fixed to the fixed member by engagement of an engagement element, 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 disconnecting mechanism is brought into a connection state in which the other output shaft and the third rotating element are connected. 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 disconnecting mechanism is set to a disconnecting state in which the other output shaft and the third rotating element are disconnected, and the engaging element is engaged. When switching from the second driving mode to the first driving mode, the engagement element is disengaged, and synchronization control is performed to synchronize the rotation speeds of the other output shaft and the third rotating element through the second power source, and the disconnection mechanism is switched from the disconnected state to the connected state. The one output shaft is the second output shaft, and the other output shaft is the first output shaft. The control device is composed of: When switching from the second travel mode to the first travel mode, after the disconnection mechanism is brought into the connected state, the power output from the first power source starts to be transmitted to the first output shaft.

Images