Vehicle drive system and its control method

Abstract

The present invention provides a vehicle drive system and a control method thereof that can suppress the influence on vehicle behavior caused by switching of a driving mode during a vehicle turn. A differential mechanism of the vehicle drive system connects a second power source to a first rotating element, connects one output shaft of the vehicle to a second rotating element, connects the other output shaft of the vehicle to a third rotating element in a manner that can be disconnected by a disconnecting mechanism, and includes at least one engaging element that selectively engages any two of the three rotating elements and an engaging element that selectively engages the third rotating element with a fixed member. An electronic control unit prohibits switching of a driving mode between a first driving mode in which the vehicle travels in a four-wheel drive state using at least the power output from a first power source and a second driving mode in which the vehicle travels in a two-wheel drive state using the power output from a second power source during a vehicle turn.

Description

Technical Field

[0001] The present invention relates to a drive system for a vehicle and a control method thereof. Background Art

[0002] International Publication No. 2010 / 141682 discloses a drive system for a vehicle, 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 having a first rotating element, a second rotating element, and a third rotating element, and is capable of realizing a first driving mode in which the vehicle travels 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 travels in a two-wheel drive state using the power output from the second power source.

[0003] In the drive system for a vehicle disclosed in International Publication No. 2010 / 141682, it is considered that the differential mechanism has the following structure: the second power source is connected to the first rotating element, one of the first output shaft and the second output shaft is connected to the second rotating element, and the other of the first output shaft and the second output shaft is connected to the third rotating element in a manner that can be disconnected by a disconnecting mechanism. The differential mechanism includes at least one engaging element that selectively engages any two of the first rotating element, the second rotating element, and the third rotating element and an engaging element that selectively engages the third rotating element with a fixed member. In this case, by making the disconnecting mechanism in a connected state in which the other output shaft is connected to the third rotating element, the first driving mode can be realized. In addition, by making the disconnecting mechanism in a disconnected state that cuts off the other output shaft and the third rotating element, and making the first rotating element, the second rotating element, and the third rotating element rotate integrally, or fixing the third rotating element, the second driving mode can be realized. In addition, when switching the driving mode from the first driving mode to the second driving mode or from the second driving mode to the first driving mode, the driving force distribution between the front wheels and the rear wheels changes before and after the switching of the driving mode. Therefore, if the driving mode is switched from the first driving mode to the second driving mode or from the second driving mode to the first driving mode when the vehicle is turning, it may affect the vehicle behavior. Summary of the Invention

[0004] Problems to be Solved by the Invention

[0005] In view of the above problems, the present invention provides a drive system for a vehicle and a control method thereof that can suppress the influence on the vehicle behavior caused by performing the switching of the driving mode when the vehicle is turning.

[0006] A first aspect of the present invention relates to a vehicle drive system, which includes a first power source, a second power source, a first output shaft, a second output shaft, a differential mechanism, and an electronic control device. The first output shaft is connected to the first power source and configured to output power to one of the front wheels and the rear wheels of the vehicle. The second output shaft is configured to output power to the other of the front wheels and the rear wheels. The differential mechanism is a mechanism having a first rotating element, a second rotating element, and a third rotating element. And the differential mechanism is configured such that the second power source is connected to the first rotating element, one of the first output shaft and the second output shaft is connected to the second rotating element, and the other of the first output shaft and the second output shaft is connected to the third rotating element in a manner that can be disconnected by a disconnecting mechanism. Moreover, the differential mechanism includes at least one engaging element among a first engaging element and a second engaging element. The first engaging element is configured to selectively engage any two of the first rotating element, the second rotating element, and the third rotating element. The second engaging element is configured to selectively engage the third rotating element with a fixed member. The electronic control device is configured such that when a first driving mode in which the vehicle travels in a four-wheel drive state using at least the power output from the first power source is set, the disconnecting mechanism is in a connected state that connects the other output shaft to the third rotating element. The electronic control device is configured such that when a second driving mode in which the vehicle travels in a two-wheel drive state using the power output from the second power source is set, the disconnecting mechanism is in a disconnected state that cuts off the other output shaft and the third rotating element, and the engaging element is engaged to integrally rotate the first rotating element, the second rotating element, and the third rotating element, or the third rotating element is fixed to the fixed member. And the electronic control device is configured to prohibit at least one of the switching from the first driving mode to the second driving mode and the switching from the second driving mode to the first driving mode when the vehicle is turning.

[0007] The vehicle drive system according to the above first aspect can suppress the influence on the vehicle behavior caused by performing the driving mode switching when the vehicle is turning.

[0008] In the vehicle drive system according to the above first aspect, it may also be that the electronic control device is configured such that when the vehicle starts turning during the execution of the switching of at least one of the driving modes and the progress state of the switching of the driving mode has not reached a predetermined progress state, the switching of the driving mode is interrupted and the vehicle returns to the original driving mode.

[0009] In the vehicle drive system according to the above structure, even when the vehicle starts to turn during the execution of the switching of the driving mode, it is possible to suppress the influence on the vehicle behavior caused by the execution of the switching to this driving mode.

[0010] In the vehicle drive system according to the above structure, it may also be that the predetermined progress state is the state where the switching of the disconnecting mechanism is completed.

[0011] The vehicle drive system according to the above structure can quickly return to the original driving mode.

[0012] In addition, in the vehicle drive system according to the first aspect, it may also be that the electronic control device is configured to prohibit the switching of at least one of the driving modes when the vehicle is turning and the steering angle and vehicle speed of the vehicle are respectively larger than preset values.

[0013] In the vehicle drive system according to the above structure, when the vehicle is turning and the vehicle behavior is likely to become unstable due to the execution of the switching of the driving mode, it is possible to suppress the execution of the switching of the driving mode.

[0014] A second aspect of the present invention relates to a control method for a vehicle drive system. The vehicle drive system includes a first power source, a second power source, a first output shaft, a second output shaft, and a differential mechanism. The first output shaft is connected to the first power source and configured to output power to one of the front wheels and the rear wheels of the vehicle. The second output shaft is configured to output power to the other of the front wheels and the rear wheels of the vehicle. The differential mechanism is a mechanism having a first rotating element, a second rotating element, and a third rotating element. And, the differential mechanism is configured such that the second power source is connected to the first rotating element, one of the first output shaft and the second output shaft is connected to the second rotating element, and the other of the first output shaft and the second output shaft is connected to the third rotating element in a manner that can be disconnected by a disconnecting mechanism. And, the differential mechanism includes at least one engaging element among a first engaging element and a second engaging element. The first engaging element is configured to selectively engage any two of the first rotating element, the second rotating element, and the third rotating element. The second engaging element is configured to selectively engage the third rotating element with a fixed member. The control method includes the following (i), (ii), and (iii). (i) When a first driving mode in which the vehicle is set to travel in a four-wheel drive state using at least the power output from the first power source is set, the disconnecting mechanism is set to a connected state in which the other output shaft is connected to the third rotating element. (ii) When a second driving mode in which the vehicle is set to travel in a two-wheel drive state using the power output from the second power source is set, the disconnecting mechanism is set to a disconnected state in which the other output shaft and the third rotating element are disconnected, and the engaging element is engaged so that the first rotating element, the second rotating element, and the third rotating element rotate integrally, or the third rotating element is fixed to the fixed member. And, (iii) when the vehicle is turning, at least one of the switching of the driving mode from the first driving mode to the second driving mode and the switching of the driving mode from the second driving mode to the first driving mode is prohibited.

[0015] According to the control method for the vehicle drive system of the above second aspect, it is possible to suppress the influence on the vehicle behavior caused by performing the switching of the driving mode when the vehicle is turning.

[0016] The vehicle drive system and the control method of the present invention have an effect of being able to suppress the influence on the vehicle behavior caused by performing the switching of the driving mode when the vehicle is turning. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The 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 denote like components, and in the drawings:

[0018] Figure 1 is a diagram showing a schematic structure of a vehicle equipped with a drive device according to a first embodiment of the present invention.

[0019] Figure 2 is a diagram illustrating a main part of a control system for various controls in the drive device according to the first embodiment.

[0020] Figure 3 is a diagram illustrating a schematic structure of the compound transmission according to the first embodiment.

[0021] Figure 4 is to illustrate Figure 3 the relationship between the gear positions of the stepped transmission portion shown and the operation combination of the engagement device.

[0022] Figure 5 is a diagram showing an example of a shift map used in the shift control of the stepped transmission portion.

[0023] Figure 6 is to show Figure 1 an example of a power source switching map used in the switching control between the EV driving mode and the engine driving mode of the vehicle shown.

[0024] Figure 7 is schematically showing Figure 1 a schematic diagram of a transfer case according to the first embodiment shown, and is a schematic diagram showing a case where the transfer case is in a first driving state.

[0025] Figure 8 is a diagram showing the engagement relationship of each rotating member in the transfer case according to the first embodiment.

[0026] Figure 9 is a diagram showing the relationship between each driving state and each working state of each engagement device in the transfer case according to the first embodiment.

[0027] Figure 10 is a schematic diagram showing a case where the transfer case according to the first embodiment is in a second driving state.

[0028] Figure 11 is a schematic diagram showing a case where the transfer case according to the first embodiment is in a third driving state.

[0029] Figure 12 is a schematic diagram showing a case where the transfer case according to the first embodiment is in a fourth driving state.

[0030] Figure 13 It is a schematic diagram showing the case where the transfer case of the first embodiment is in the fifth driving state.

[0031] Figure 14 It is a schematic diagram showing the case where the transfer case of the first embodiment is in the sixth driving state.

[0032] Figure 15 It is a flowchart showing a first example of the switching control of the driving mode from the first driving mode to the second driving mode implemented by the electronic control device of the first embodiment.

[0033] Figure 16 It is a flowchart showing a first example of the switching control of the driving mode from the second driving mode to the first driving mode implemented by the electronic control device of the first embodiment.

[0034] Figure 17 It is a diagram showing the relationship between the steering angle and the vehicle speed used in the determination of the prohibition of the driving mode switching of the vehicle.

[0035] Figure 18 It is a flowchart showing a second example of the switching control of the driving mode from the first driving mode to the second driving mode implemented by the electronic control device of the first embodiment.

[0036] Figure 19 It is a flowchart showing a second example of the switching control of the driving mode from the second driving mode to the first driving mode implemented by the electronic control device of the first embodiment.

[0037] Figure 20 It is a schematic diagram schematically showing the transfer case of the second embodiment of the present invention, and is a schematic diagram showing the case where the transfer case is in the first driving state.

[0038] Figure 21 It is a diagram showing the engagement relationship of each rotating member in the transfer case of the second embodiment.

[0039] Figure 22 It is a diagram showing the relationship between each driving state and each working state of each engaging device in the transfer case of the second embodiment.

[0040] Figure 23 It is a schematic diagram showing the case where the transfer case of the second embodiment is in the second driving state.

[0041] Figure 24 It is a schematic diagram showing the case where the transfer case of the second embodiment is in the third driving state.

[0042] Figure 25It is a schematic diagram showing the case where the transfer case of the second embodiment is in the fourth driving state.

[0043] Figure 26 It is a schematic diagram showing the case where the transfer case of the second embodiment is in the fifth driving state.

[0044] Figure 27 It is a schematic diagram showing the case where the transfer case of the second embodiment is in the sixth driving state. Detailed Embodiment

[0045] (First Embodiment)

[0046] Hereinafter, a first embodiment of the vehicle drive system of the present invention will be described. In addition, the present invention is not limited by this embodiment.

[0047] Figure 1 It is a diagram showing the schematic structure of a vehicle 1 equipped with a drive device 10 of the first embodiment. The vehicle 1 includes left and right front wheels 3L, 3R, left and right rear wheels 4L, 4R, and a drive device 10 that transmits the 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. This vehicle 1 is a four-wheel drive vehicle based on a front-engine rear-wheel drive.

[0048] The drive device 10 includes: an engine 2, a compound transmission 11 connected to the engine 2, a transfer case 12 serving as 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 respectively connected to the transfer case 12, a front wheel differential gear mechanism 15 connected to the front drive shaft 13, a rear wheel differential gear mechanism 16 connected to the rear drive shaft 14, left and right front wheel axles 17L, 17R connected to the front wheel differential gear mechanism 15, and left and right rear wheel axles 18L, 18R connected to the rear wheel differential gear mechanism 16. In addition, when there is no particular distinction between left and right for the wheels and axles, the reference numerals L and R are omitted, and they are described as front wheels 3, rear wheels 4, front wheel axles 17, and rear wheel axles 18.

[0049] The engine 2 is a known internal combustion engine such as a gasoline engine or a diesel engine, for example. The engine 2 controls the engine torque, which is the output torque of the engine 2, by controlling engine control devices 101 such as a throttle actuator, a fuel injection device, and an ignition device provided in the engine 2 using an electronic control device 100 described later.

[0050] The power output from the engine 2 is transmitted to the transfer case 12 via the compound transmission 11. And the power transmitted to the transfer case 12 is transmitted to the rear wheels 4 through the power transmission path on the rear wheel side of the rear drive shaft 14, the differential gear mechanism 16 for the rear wheels, and the rear axle 18 in sequence. In addition, a part of the power transmitted to the transfer case 12 is distributed by the transfer case 12 to the front wheels 3 and is transmitted to the front wheels 3 through the power transmission path on the front wheel side of the front drive shaft 13, the differential gear mechanism 15 for the front wheels, and the front axle 17 in sequence. In addition, when not specifically distinguished, power is also synonymous with torque and force.

[0051] As Figure 2 shown, the drive device 10 is provided with an electronic control device 100. The electronic control device 100 is configured to include, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, etc. The CPU performs signal processing by using the temporary storage function of the RAM while following a program pre-stored in the ROM, thereby executing various controls.

[0052] Output signals, etc. from various sensors, switches, etc. (such as an engine speed sensor 70, an output speed sensor 72, an MG1 speed sensor 74, an MG2 speed sensor 76, an accelerator opening sensor 78, a throttle opening sensor 80, a battery sensor 82, a steering angle sensor 84, a 4WD selection switch 86, a gear position sensor 88 of the shift lever 89, a low select switch 90, and a lock select switch 92, etc.) provided in the vehicle 1 are respectively input to the electronic control device 100. In addition, the electronic control device 100 calculates, for example, a state of charge value SOC [%] as a value indicating the state of charge of the battery based on the charge and discharge current and battery voltage, etc. of the battery as a power storage device.

[0053] In addition, the electronic control device 100 determines whether the vehicle 1 is in a turning period based on the steering angle detected by the steering angle sensor 84 when the driver operates the steering wheel of the steering device provided in the vehicle 1.

[0054] Various command signals (such as an engine control command signal for controlling the engine 2, rotation motor control command signals for respectively controlling the first rotation motor MG1, the second rotation motor MG2, and the third rotation motor MGF, and a hydraulic control command signal for controlling the hydraulic pressure of a hydraulic control circuit 111 that controls the operating states of the engaging devices of the compound transmission 11, the engaging devices of the transfer case 12, etc.) are respectively output from the electronic control device 100 to each device provided in the drive device 10 (such as an engine control device 101, a rotation motor control device 102, a transmission control device 103, and a transfer case control device 104, etc.).

[0055] Figure 3 This is a diagram showing the schematic structure of the compound transmission 11 of the first embodiment. The first rotating electric machine MG1 and the second rotating electric machine MG2 are rotating electric machines having the functions of a motor and a generator, that is, so-called motor-generators. The first rotating electric machine MG1 and the second rotating electric machine MG2 function as a driving power source capable of generating driving torque, that is, a first driving source. The first rotating electric machine MG1 and the second rotating electric machine MG2 are respectively connected to a battery (not shown) serving as a power storage device provided in the vehicle 1 via an inverter (not shown) provided in the vehicle 1. By controlling the inverter using the rotating electric machine control device 102, the output torques of the first rotating electric machine MG1 and the second rotating electric machine MG2, that is, the MG1 torque and the MG2 torque, are controlled. The output torque of the rotating electric machine is a power running torque in the positive torque on the acceleration side, and is a regenerative torque in the negative torque on the deceleration side. The battery is a power storage device that supplies and receives electric power to and from the first rotating electric machine MG1 and the second rotating electric machine MG2 respectively. Therefore, the vehicle 1 is a hybrid vehicle.

[0056] The compound transmission 11 includes a continuously variable transmission unit 20 serving as an electric differential unit and a stepped transmission unit 22 serving as a mechanical transmission unit, etc., which are serially arranged on a common axis in a transmission case 110 that is a non-rotating member mounted on the vehicle body. The continuously variable transmission unit 20 is directly or indirectly connected to the engine 2 via a shock absorber or the like (not shown). The stepped transmission unit 22 is connected to the output side of the continuously variable transmission unit 20. In addition, an output shaft 24 serving as an output rotating member of the stepped transmission unit 22 is connected to the transfer case 12. In the drive device 10, the power output from the engine 2, the first rotating electric machine MG1, and the second rotating electric machine MG2 is transmitted to the stepped transmission unit 22, and is transmitted from the stepped transmission unit 22 to the drive wheels via the transfer case 12 and the like. In addition, the continuously variable transmission unit 20, the stepped transmission unit 22, etc. are configured to be substantially symmetric with respect to the above-mentioned common axis, and Figure 3 the lower half of its axis is omitted in the figure. The above-mentioned common axis is the axis of the crankshaft of the engine 2, the connecting shaft 34, etc.

[0057] The stepless speed change unit 20 includes a first rotating electric machine MG1 and a differential mechanism 32 as a power distribution mechanism. The differential mechanism 32 mechanically distributes the power of the engine 2 to the first rotating electric machine MG1 and an intermediate transmission member 30 which is an output rotating member of the stepless speed change unit 20. The second rotating electric machine MG2 is connected to the intermediate transmission member 30 in a manner capable of transmitting power. The stepless speed change unit 20 is an electric differential unit that controls the differential state of the differential mechanism 32 by controlling the operating state of the first rotating electric machine MG1. The stepless speed change unit 20 operates as an electric stepless transmission that changes the speed ratio which is the ratio of the engine speed to the MG2 speed. The engine speed is the same value as the speed of the connecting shaft 34 which is an input rotating member, and the MG2 speed is the speed of the intermediate transmission member 30 which is an output rotating member.

[0058] 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 engine 2 is connected to the carrier CA0 in a manner capable of transmitting power via the connecting shaft 34. The first rotating electric machine MG1 is connected to the sun gear S0 in a manner capable of transmitting power. The second rotating electric machine MG2 is connected to the ring gear R0 in a manner capable of transmitting power. 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.

[0059] The stepped speed change unit 22 is a mechanical speed change unit as a stepped transmission that forms a part of the power transmission path between the intermediate transmission member 30 and the transfer case 12, that is, a mechanical speed change unit that forms a part of the power transmission path between the stepless speed change unit 20 and the transfer case 12. The intermediate transmission member 30 also functions as an input rotating member of the stepped speed change unit 22. The stepped speed change unit 22 is, for example, a well-known planetary gear type automatic transmission that includes multiple sets of planetary gear devices such as a first planetary gear device 36 and a second planetary gear device 38, and multiple engaging devices such as a clutch C1, a clutch C2, a brake B1, and a brake B2 including a one-way clutch F1. Hereinafter, when the clutch C1, the clutch C2, the brake B1, and the brake B2 are not particularly distinguished, they are simply referred to as the engaging device CB.

[0060] The engaging device CB is a hydraulic friction engaging 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 engaging device CB switches its operating state such as an engaged or released state according to each hydraulic pressure which is a regulated predetermined hydraulic pressure output from the hydraulic control circuit 111 provided in the vehicle 1.

[0061] Each rotating element of the first planetary gear device 36 and the second planetary gear device 38 of the stepped speed change section 22 is directly or indirectly interconnected with a part of each other via an engagement device CB and a one-way clutch F1, or is connected to an intermediate transmission member 30, a transmission case 110, or an output shaft 24. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

[0062] The stepped speed change section 22 is a stepped transmission that forms any one of a plurality of gear ratios (=AT input speed / output speed) different gear positions (also called gear ranges) by the engagement of any one of a plurality of engagement devices CB, for example, a predetermined engagement device CB. That is, the stepped speed change section 22 selectively engages a plurality of engagement devices CB to switch the gear position, that is, to perform speed change. The stepped speed change section 22 is a stepped automatic transmission that forms each of a plurality of gear positions. In the first embodiment, the gear position formed by the stepped speed change section 22 is called an AT gear position. The AT input speed is the rotational speed of the input rotating member of the stepped speed change section 22, that is, the input speed of the stepped speed change section 22, which is the same value as the rotational speed of the intermediate transmission member 30, and is also the same value as the MG2 speed, which is the rotational speed of the second rotating electric machine MG2. The AT input speed can be expressed by the MG2 speed. The output speed is the output speed of the stepped speed change section 22, that is, the rotational speed of the output shaft 24, and is also the output speed of the overall transmission, that is, the compound transmission 11, which is formed by combining the stepless speed change section 20 and the stepped speed change 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.

[0063] Figure 4 It is a diagram showing the relationship between the combination of the operation of the AT gear position of the stepped speed change section 22 and the engagement device CB. In Figure 4 it, the engaged state indicates "engaged", the engaged state as required indicates "engaged as required", and the blank column indicates the released state. As Figure 4 shown, the stepped speed change section 22 forms, for example, four forward AT gear positions from the AT1 gear position ( Figure 4 "1st" in it) to the AT4 gear position ( Figure 4 "4th" in it) and a reverse AT gear position ( Figure 4 "R" in it) as a plurality of AT gear positions. The gear ratio of the AT1 gear position is the largest, and the gear ratio becomes smaller as the AT gear position is higher.

[0064] The stepped transmission section 22 uses the electronic control device 100 to switch the AT gear positions formed according to the driver's acceleration operation, vehicle speed, etc., that is, to selectively form a plurality of AT gear positions. For example, in the shift control of the stepped transmission section 22, so-called clutch-to-clutch shifting is performed, which is to perform shifting by engaging any one of the engaging devices CB, that is, by switching the engagement and release of the engaging device CB. In the first embodiment, for example, the downshift from the AT2 gear position to the AT1 gear position is expressed as a 2→1 downshift. The same applies to other upshifts or downshifts.

[0065] Return to Figure 3 The compound transmission 11 further includes a one-way clutch F0. The one-way clutch F0 is a locking mechanism that can fix the gear carrier CA0 so that it cannot rotate. That is, the one-way clutch F0 is a locking mechanism that can fix the connecting shaft 34 that is connected to the crankshaft of the engine 2 and rotates integrally with the gear carrier CA0 to the transmission housing 110. In the one-way clutch F0, one of the two members that can rotate relative to each other is integrally connected to the connecting shaft 34, and the other member is integrally connected to the transmission housing 110. The one-way clutch F0 idles with respect to the normal rotation direction, which is the rotation direction during the operation of the engine 2. On the other hand, it automatically engages with respect to the rotation direction opposite to the operation of the engine 2. Therefore, when the one-way clutch F0 idles, the engine 2 is in a state where it can rotate relative to the transmission housing 110. On the other hand, when the one-way clutch F0 engages, the engine 2 is in a state where it cannot rotate relative to the transmission housing 110. That is, by the engagement of the one-way clutch F0, the engine 2 is fixed to the transmission housing 110. In this way, the one-way clutch F0 allows the positive rotation of the gear carrier CA0 in the rotation direction during the operation of the engine 2, and prevents the negative rotation of the gear carrier CA0. That is, the one-way clutch F0 is a locking mechanism that can allow the positive rotation of the engine 2 and prevent the negative rotation.

[0066] The compound transmission 11 can use the stepped transmission section 22 that forms AT gear positions and the continuously variable transmission section 20 that operates as a continuously variable transmission to form a continuously variable transmission in which the continuously variable transmission section 20 and the stepped transmission section 22 are arranged in series. Or, since the continuously variable transmission section 20 can be shifted like a stepped transmission, the compound transmission 11 can be shifted as a whole like a stepped transmission. That is, in the compound transmission 11, the stepped transmission section 22 and the continuously variable transmission section 20 can be controlled so that a plurality of gear positions with different gear ratios representing the ratio of the engine speed to the output speed are selectively established.

[0067] The electronic control device 100 uses a pre-determined relationship, for example Figure 5The shift determination of the stepped transmission section 22 is performed based on the AT gear shift map shown, and the shift control of the stepped transmission section 22 is executed via the transmission control device 103 as needed. In the shift control of the stepped transmission section 22, in order to automatically switch the AT gear of the stepped transmission section 22, a hydraulic control command signal for switching the engagement release state of the engagement device CB using each electromagnetic valve is output from the transmission control device 103 to the hydraulic control circuit 111.

[0068] Figure 5 The AT gear shift map shown, for example, has a predetermined relationship with shift lines for determining the shift of the stepped transmission section 22 on a two-dimensional coordinate with vehicle speed and required drive torque calculated based on the accelerator opening as variables. In addition, in the AT gear shift map, the output rotational speed etc. can be used instead of the vehicle speed, and further, the required driving force, accelerator opening, throttle opening etc. can be used instead of the required drive torque. In Figure 5 the AT gear shift map shown, the solid-line shift lines are upshift lines for determining upshifts, and the dashed-line shift lines are downshift lines for determining downshifts.

[0069] Figure 6 FIG. 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. In the drive device 10 of the first embodiment, based on the Figure 6 power source switching map used in the switching control between the EV driving mode and the engine driving mode shown, the EV driving mode and the engine driving mode are switched. Figure 6 The map shown has a predetermined relationship with a boundary line between an engine driving area for driving in the engine driving mode and an EV driving area for driving in the EV driving mode on a two-dimensional coordinate with vehicle speed and required drive torque as variables. In addition, Figure 6 the boundary line between the EV driving area and the engine driving area in [[ ]] is, in other words, a switching line for switching between the EV driving mode and the engine driving mode.

[0070] Figure 7 FIG. is a schematic diagram showing an overview of the transfer case 12 of the first embodiment, and is a schematic diagram showing the case where the transfer case 12 is in the first drive state.

[0071] The transfer case 12 of the first embodiment includes a transfer case housing 120 as a non-rotating member. The transfer case 12 includes an input shaft 61, a rear-wheel side output shaft 63 as a first output shaft for outputting power to the rear wheels 4, a front-wheel side output shaft 62 as a second output shaft for outputting power to the front wheels 3, and a third planetary gear device 64 as a differential mechanism within the transfer case housing 120. In addition, the transfer case 12 includes a transmission member 65 that functions as an input rotating member for the front wheels 3, a drive 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 drive chain 68 for the front wheels that connects between the drive gear 66 and the driven gear 67 as rotating members forming the power transmission path for the front wheels 3 within the transfer case housing 120. Moreover, the transfer case 12 includes a third rotating electric motor MGF that functions as a second power source, a connection switching device 40 for switching the connection state of the rotating members, a clutch CF1, and a brake BF1 within the transfer case housing 120.

[0072] The input shaft 61 is an input rotating member that inputs the power from a first power source such as the engine 2 to the transfer case 12. The power from the compound transmission 11 is input to the input shaft 61. For example, the input shaft 61 is spline-fitted with an output shaft 24 as an output rotating member of the compound transmission 11.

[0073] The rear-wheel side output shaft 63 is an output rotating member that outputs power from the transfer case 12 to the rear wheels 4. The rear-wheel side output shaft 63 is arranged on the same axis as the input shaft 61 and is a drive shaft connected to the rear drive shaft 14 (refer to Figure 1 ).

[0074] 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 that of the input shaft 61 and the rear-wheel side output shaft 63 and is a drive shaft connected to the front drive shaft 13 (refer to Figure 1 ). The front-wheel side output shaft 62 rotates via the drive gear 66 and rotates via the drive chain 68 for the front wheels and the driven gear 67.

[0075] The drive gear 66 is connected so as to rotate integrally with the transmission member 65. 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 able to rotate relative to the rear-wheel side output shaft 63. In the transfer case 12, the transmission member 65, the drive gear 66, and the third planetary gear device 64 are arranged on the same rotation center as the rear-wheel side output shaft 63.

[0076] The third planetary gear device 64 is composed of a single pinion type planetary gear device having three rotating elements. As Figure 7As shown, the third planetary gear device 64 includes a sun gear S3, a carrier CA3 that supports a plurality of pairs of meshing pinions so as to be rotatable about their own axes and revolvable, and a ring gear R3 that meshes with the sun gear S3 via the pinions as three rotating elements. The third rotating electric machine MGF is always connected to the sun gear S3.

[0077] A first rotating member 51 that can be connected to the input shaft 61 is connected to the sun gear S3. 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 that receives power from the third rotating electric machine MGF is mounted on the first rotating member 51. The input gear 55 rotates integrally with the first rotating member 51.

[0078] A third rotating member 53 that can be connected to the rear wheel side output shaft 63 is connected to the carrier CA3. The third rotating member 53 is a member that rotates integrally with the carrier CA3 and has gear teeth 52a. In addition, a transmission member 65 is connected to the carrier CA3. The transmission member 65 is a member that rotates integrally with the carrier CA3.

[0079] A second rotating member 52 that can be connected to the rear wheel side output shaft 63 is connected to the ring gear R3. The second rotating member 52 is a member that rotates integrally with the ring gear R3 and has gear teeth 52a.

[0080] The third rotating electric machine MGF is an electric generator (MG) that can function as a motor and a generator. The third rotating electric 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. As Figure 7 shown, an output gear 54 is provided on the output shaft of the third rotating electric 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 electric machine MGF, is transmitted to the input gear 55, the rotation of the third rotating electric machine MGF is speed-reduced (decelerated) and transmitted to the sun gear S3.

[0081] The connection switching device 40 is a device that selectively switches the connection destination of the input shaft 61 and the rear wheel side output shaft 63. In other words, the connection switching device 40 is a device that switches the connection state of the rotating members constituting the transfer case 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. As Figure 7 shown, the connection switching device 40 includes a first dog clutch D1 and a second dog clutch D2.

[0082] The first dog clutch D1 is a first disconnecting mechanism that switches the connection destination of the input shaft 61. As Figure 7 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 side output shaft 63. That is, the first dog clutch D1 switches between a first input state in which power from the input shaft 61 is transmitted to the rear-wheel side output shaft 63 without passing through the third planetary gear device 64 and a second input state in which power from the input shaft 61 is transmitted to the rear-wheel side output shaft 63 via the third planetary gear device 64.

[0083] The first dog clutch D1 has a first switching sleeve 41 as a switching member. The first switching sleeve 41 has a first gear tooth 41a that meshes with the gear tooth 61a of the input shaft 61 and a second gear tooth 41b that meshes 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 moves axially by the actuator of the first dog clutch D1. Moreover, the first switching sleeve 41 switches in a state where the first gear tooth 41a is always meshed with the gear tooth 61a of the input shaft 61 to be any one of a first input state in which the second gear tooth 41b meshes with the first gear tooth 63a of the rear-wheel side output shaft 63, a release state in which the second gear tooth 41b does not mesh with either the first gear tooth 63a of the rear-wheel side output shaft 63 or the gear tooth 51a of the first rotating member 51, and a second input state in which the second gear tooth 41b meshes with the gear tooth 51a of the first rotating member 51.

[0084] The second dog clutch D2 is a second disconnecting mechanism that switches the connection destination of the rear-wheel side output shaft 63. The second dog clutch D2 selectively connects the rear-wheel side output shaft 63 to the second rotating member 52 (ring gear R3) or the third rotating member 53 (carrier CA3). That is, the second dog clutch D2 switches between a 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) and a second transmission state in which power is transmitted between the rear-wheel side output shaft 63 and the third rotating member 53 (carrier CA3). The second dog clutch D2 as the second disconnecting mechanism is an example of the "disconnecting mechanism" of the present invention.

[0085] 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 engage with the gear tooth 52a of the second rotating member 52 that rotates integrally with the ring gear R3 and the gear tooth 53a of the third rotating member 53 that rotates integrally with the gear carrier CA3. The second switching sleeve 42 is axially moved by an actuator of the second dog clutch D2. Moreover, the second switching sleeve 42 is switched in a state where the second gear tooth 42b is always engaged with the second gear tooth 63b of the rear wheel side output shaft 63, so as to be in any one of a first transmission state in which the first gear tooth 42a is engaged with the gear tooth 52a of the second rotating member 52, a release state in which the first gear tooth 42a is not engaged with either the gear tooth 52a of the second rotating member 52 or the gear tooth 53a of the third rotating member 53, and a second transmission state in which the first gear tooth 42a is engaged with the gear tooth 53a of the third rotating member 53.

[0086] The clutch CF1 is a first engaging element of a differential mechanism that selectively engages the sun gear S3 of the third planetary gear device 64, which is a differential mechanism, with the gear carrier CA3 to rotate the sun gear S3, the gear carrier CA3, and the ring gear R3 integrally.

[0087] The brake BF1 is a second engaging element of the differential mechanism that selectively fixes the ring gear R3 of the third planetary gear device 64, which is a differential mechanism, to the fixed member 69. The fixed member 69 is the transfer case housing 120 itself or a non-rotating member integrated with the transfer case housing 120. When the brake BF1 is in the released state, the transfer case 12 is set to the high-speed side gear position Hi, and when the brake BF1 is in the engaged state, the transfer case 12 is set to the low-speed side gear position Lo.

[0088] Figure 8 It is a diagram showing the engagement relationship of each rotating member in the transfer case 12 of the first embodiment. In addition, in Figure 8 it, the third rotating electric machine MGF is described as "MGF", the sun gear S3 is described as "S3", the gear 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". Additionally, in Figure 8 it, D1(1) represents the connection part in the first input state of the first dog clutch D1, and D1(2) represents the connection part in the second input state of the first dog clutch D1. Additionally, in Figure 8In this case, D2(1) represents the connecting portion in the first transmission state of the second claw-type clutch D2, and D2(2) represents the connecting portion in the second transmission state of the second claw-type clutch D2.

[0089] The transfer case 12 of the first embodiment includes: a rear-wheel side output shaft 63 as a first output shaft, the rear-wheel side output shaft 63 being connected to an engine 2 or the like as a first power source and outputting power to a rear wheel 4 which is one of a front wheel 3 and the rear wheel 4; a front-wheel side output shaft 62 as a second output shaft, the front-wheel side output shaft 62 outputting power to the front wheel 3 which is the other of the front wheel 3 and the rear wheel 4; and a third planetary gear device 64 as a differential mechanism, the third planetary gear device 64 having a sun gear S3 as a first rotating element, a carrier CA3 as a second rotating element, and a ring gear R3 as a third rotating element. And, in the transfer case 12 of the first embodiment, the third planetary gear device 64 connects a third rotating electric machine MGF as a second power source to the sun gear S3, connects the front-wheel side output shaft 62 which is one of the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 to the carrier CA3, connects the rear-wheel side output shaft 63 which is the other of the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 to the ring gear R3 in a manner capable of being disconnected by a second claw-type clutch D2 as a disconnecting mechanism, and includes a clutch CF1 as a first engaging element that selectively engages the sun gear S3 and the carrier CA3 and a brake BF1 as a second engaging element that selectively fixes the ring gear R3 to a fixing member 69. Thus, by bringing the second claw-type clutch D2 into a connected state in which the rear-wheel side output shaft 63 is connected to the ring gear R3, the vehicle 1 can be made to travel in a four-wheel drive state using at least the power output from the first power source such as the engine 2. Further, by bringing the second claw-type clutch D2 into a disconnected state in which the rear-wheel side output shaft 63 and the ring gear R3 are disconnected, and engaging the clutch CF1 to integrally rotate the sun gear S3, the carrier CA3, and the ring gear R3, or engaging the brake BF1 to fix the ring gear R3 to the fixing member 69, the vehicle 1 can be made to travel in a two-wheel drive state using the power output from the second power source of the third rotating electric machine MGF.

[0090] And, the drive state of the transfer case 12 of the first embodiment is switched by an electronic control device 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.

[0091] Here, the first drive state to the sixth drive state will be described. Figure 9 is a diagram showing the relationship between each drive state in the transfer case 12 and each working state of each engaging device. In Figure 9In this case, the engaged state indicates "engagement", and the blank space indicates the released state.

[0092] Figure 7 The first driving state shown is the driving state in the EV driving mode where the vehicle 1 is driven using the power from the third rotating electric machine MGF such as EV(FF)_Hi, and it is a two-wheel drive state where 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 transfer case 12 is set to the high-speed side gear position Hi. Further, in the first driving state, the stepped transmission section 22 of the compound transmission 11 is set to the neutral position.

[0093] When the transfer case 12 is in the first driving state, as Figure 9 shown, the brake BF1 becomes the released state, the clutch CF1 becomes the engaged state, the first dog clutch D1 becomes the first input state, and the second dog clutch D2 becomes the released state. In addition, Figure 7 the (1) in the first dog clutch D1 in indicates that the first dog clutch D1 is in the first input state. In the first driving state, the third planetary gear device 64 becomes a direct connection state where the sun gear S3 and the carrier CA3 are connected by the clutch CF1. In the first driving state, when transmitting the power of the third rotating electric machine MGF to the front wheel side output shaft 62, the rotation of the third rotating electric machine MGF is not shifted by the third planetary gear device 64 and is transmitted to the front wheel side output shaft 62.

[0094] Figure 10 It is a schematic diagram showing the case where the transfer case 12 of the first embodiment is in the second driving state. The second driving state is the driving state in the EV driving mode where the vehicle 1 is driven using the power from the third rotating electric machine MGF such as EV(FF)_Lo, and it is a two-wheel drive state where the power of the third rotating electric machine MGF is transmitted only to the front wheels 3. In addition, in the second driving state, the transfer case 12 is set to the low-speed side gear position Lo. Further, in the second driving state, the stepped transmission section 22 of the compound transmission 11 is set to the neutral position.

[0095] When the transfer case 12 is in the second driving state, as Figure 9 shown, the brake BF1 becomes the engaged state, the clutch CF1 becomes the released state, the first dog clutch D1 becomes the first input state, and the second dog clutch D2 becomes the released state. In addition, Figure 10In the first dog clutch D1, (1) indicates that the first dog clutch D1 is in the first input state. In the second drive state, the third planetary gear device 64 is in a deceleration state where 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 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.

[0096] Figure 11 It is a schematic diagram showing the case where the transfer case 12 of the first embodiment is in the third drive state. The third drive state is a drive state in a mode where the power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side, such as H4_torque distribution, to drive the vehicle 1, and it is a four-wheel drive state where power is transmitted to the front wheel 3 and the rear wheel 4. In the third 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 is changed by the MGF torque of the third rotating electric machine MGF. In other words, by using the sun gear S3 of the third planetary gear device 64 to receive the MGF torque of the third rotating electric machine MGF as a reaction force with respect to the torque transmitted from the rear wheel side output shaft 63 to the ring gear R3 of the third planetary gear device 64, 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 drive state, the transfer case 12 is set to the high-speed side gear position Hi.

[0097] When the transfer case 12 is in the third drive state, as Figure 9 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. In addition, Figure 11 in the first dog clutch D1 in Figure 11 , (1) indicates that the first dog clutch D1 is in the first input state. Additionally,

[0098] Figure 12It is a schematic diagram showing the case where the transfer case 12 of the first embodiment is in the fourth driving state. The fourth driving state is a driving state in a mode where the power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side to drive the vehicle 1, and it is a four-wheel drive state where power is transmitted to the front wheel 3 and the rear wheel 4. The fourth driving state is a driving state in which the rotational differential between the front wheel side output shaft 62 and the rear wheel side output shaft 63 is restricted by the engagement control of the clutch CF1. In the fourth driving state, the torque distribution ratio for 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 changed by the engagement control of the clutch CF1. Further, in the fourth driving state, the transfer case 12 is set to the high-speed side gear position Hi.

[0099] When the transfer case 12 is in the fourth driving state, as Figure 9 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. Further, Figure 12 the (1) in the first dog clutch D1 in Figure 12 indicates that the first dog clutch D1 is in the first input state. Additionally,

[0100] Figure 13 It is a schematic diagram showing the case where the transfer case 12 of the first embodiment is in the fifth driving state. The fifth driving state is a driving state in a mode where the power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side to drive the vehicle 1, and it is a four-wheel drive state where power is transmitted to the front wheel 3 and the rear wheel 4. The fifth driving state is a driving state in which the rotational differential between the front wheel side output shaft 62 and the rear wheel side output shaft 63 cannot be performed, and the torque distribution ratio for 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. Further, in the fifth driving state, the transfer case 12 is set to the high-speed side gear position Hi. Here, in the fifth driving state, the third rotary motor MGF can also be added to the power source for driving.

[0101] When the transfer case 12 is in the fifth driving state, as Figure 9 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. Further, Figure 13 the (1) in the first dog clutch D1 in Figure 13In the second dog clutch D2, (2) indicates that the second dog clutch D2 is in the second transmission state.

[0102] Figure 14 It is a schematic diagram showing the case where the transfer case 12 of the first embodiment is in the sixth driving state. The sixth driving state is a driving state in a mode where the power transmitted to the transfer case 12 is distributed to the front wheels 3 and the rear wheels 4 to drive the vehicle 1, such as L4_Lock (fixed distribution 4WD), and it is a four-wheel drive state where power is transmitted to the front wheels 3 and the rear wheels 4. The sixth driving state is a driving state in which rotational differential between the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 cannot be performed, and the torque distribution ratio for 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 driving state, the transfer case 12 is set to the low-speed side gear Lo. Here, in the sixth driving state, the third rotary motor MGF can also be added to the power source for driving.

[0103] When the transfer case 12 is in the sixth driving state, as Figure 9 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. In addition, Figure 14 in the first dog clutch D1, (2) indicates that the first dog clutch D1 is in the second input state. In addition, Figure 14 in the second dog clutch D2, (2) indicates that the second dog clutch D2 is in the second transmission state.

[0104] In the transfer case 12 of the first embodiment, the driving state can be mutually switched among the first driving state, the second driving state, the third driving state, and the fourth driving state according to the driving state of the vehicle 1. In addition, the fifth driving state can be mutually switched by the driver turning on / off the lock selection switch 92 provided on the vehicle 1 between the third driving state and the fourth driving state. In addition, the sixth driving state can be mutually switched by the driver turning on / off the low position selection switch 90 provided on the vehicle 1 when the vehicle is stopped between the fifth driving state.

[0105] The electronic control device 100, in order to switch the driving state of the transfer case 12, controls the hydraulic control circuit 111 by using the transfer case control device 104 based on the output signals from various sensors mounted on the vehicle 1, the 4WD selection switch 86, the low position selection switch 90, etc., to control the actuators that make the first dog clutch D1 and the second dog clutch D2 operate, and the operating states of the brake BF1 and the clutch CF1.

[0106] When the electronic control device 100 sets the first driving mode in which the vehicle 1 travels in a four-wheel drive state using at least the power output from the first power source, the second claw clutch D2 is brought into a connected state in which the rear wheel side output shaft 63 is connected to the ring gear R3 of the third planetary gear device 64. In addition, when the electronic control device 100 sets the second driving mode in which the vehicle 1 travels in a two-wheel drive state using the power output from the third rotating electric machine MGF, the second claw clutch D2 is brought into a disconnected state in which the rear wheel side output shaft 63 and the ring gear R3 are disconnected, and the clutch CF1 is engaged to integrally rotate the sun gear S3, the gear carrier CA3, and the ring gear R3, or the brake BF1 is engaged to fix the ring gear R3 to the fixed member 69. Further, in the drive device 10 of the first embodiment, the H4_torque distribution mode, the H4_LSD mode, etc. are the first driving mode, and the EV(FF)_Hi mode, the EV(FF)_Lo mode are the second driving mode.

[0107] Here, in the drive device 10 of the first embodiment, when the vehicle 1 is turning, the electronic control device 100 prohibits at least one of the switching of the driving mode from the first driving mode to the second driving mode and the switching of the driving mode from the second driving mode to the first driving mode. Thereby, it is possible to suppress the influence on the vehicle behavior caused by performing the switching of the driving mode when the vehicle 1 is turning.

[0108] Figure 15 It is a flowchart showing a first example of the switching control of the driving mode from the first driving mode to the second driving mode implemented by the electronic control device 100 of the first embodiment. Further, in Figure 15 In the control shown, the first driving mode is a driving mode in which the vehicle 1 travels in a four-wheel drive state using at least the power output from the first power source, such as the H4_torque distribution mode, the H4_LSD mode, etc. In addition, in Figure 15 In the control shown, the second driving mode is a driving mode in which the vehicle 1 travels in a two-wheel drive state using the power output from the third rotating electric machine MGF, such as the EV(FF)_Hi mode, the EV(FF)_Lo mode.

[0109] First, in step ST1, the electronic control device 100 determines whether the vehicle 1 is in a period of traveling in the first driving mode. When the electronic control device 100 determines that the vehicle 1 is not in a period of traveling in the first driving mode (No in step ST1), it returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is in a period of traveling in the first driving mode (Yes in step ST1), in step ST2, it determines whether to switch the driving mode to the second driving mode.

[0110] When the electronic control device 100 determines not to switch the driving mode to the second driving mode (No in step ST2), it returns to the main control. On the other hand, when the electronic control device 100 determines to switch the driving mode to the second driving mode (Yes in step ST2), in step ST3, it determines whether the vehicle 1 is in the turning period.

[0111] When the electronic control device 100 determines that the vehicle 1 is in the turning period (Yes in step ST3), in step ST4, it prohibits the switching of the driving mode to the second driving mode and returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is not in the turning period (No in step ST3), in step ST5, it implements the switching of the driving mode to the second driving mode and returns to the main control.

[0112] As described above, the electronic control device 100 prohibits the switching of the driving mode from the first driving mode to the second driving mode when the vehicle 1 is turning, and implements the switching of the driving mode from the first driving mode to the second driving mode when it is not the turning of the vehicle 1. Thereby, it is possible to suppress the influence on the vehicle behavior caused by executing the switching of the driving mode from the first driving mode to the second driving mode when the vehicle 1 is turning.

[0113] Figure 16 It is a flowchart showing a first example of the switching control of the driving mode from the second driving mode to the first driving mode implemented by the electronic control device 100 of the first embodiment. In addition, in Figure 16 the control shown, the first driving mode is a driving mode in which the vehicle 1 travels in a four-wheel drive state using at least the power output from the first power source, such as the H4_torque distribution mode, the H4_LSD mode, etc. In addition, in Figure 16 the control shown, the second driving mode is a driving mode in which the vehicle 1 travels in a two-wheel drive state using the power output from the third rotating motor MGF, such as the EV(FF)_Hi mode, the EV(FF)_Lo mode.

[0114] First, in step ST11, the electronic control device 100 determines whether the vehicle 1 is in the period of traveling in the second driving mode. When the electronic control device 100 determines that the vehicle 1 is not in the period of traveling in the second driving mode (No in step ST11), it returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is in the period of traveling in the second driving mode (Yes in step ST11), in step ST12, it determines whether to switch the driving mode to the first driving mode.

[0115] When the electronic control device 100 determines not to switch the driving mode to the first driving mode (No in step ST12), it returns to the main control. On the other hand, when the electronic control device 100 determines to switch the driving mode to the first driving mode (Yes in step ST12), in step ST13, it determines whether the vehicle 1 is in the turning period.

[0116] When the electronic control device 100 determines that the vehicle 1 is in the turning period (Yes in step ST13), in step ST14, it prohibits the switching to the driving mode of the first driving mode and returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is not in the turning period (No in step ST13), in step ST15, it performs the switching to the driving mode of the first driving mode and returns to the main control.

[0117] As described above, the electronic control device 100 prohibits the switching of the driving mode from the second driving mode to the first driving mode when the vehicle 1 is turning, and performs the switching of the driving mode from the second driving mode to the first driving mode when it is not the turning of the vehicle 1. Thereby, the influence on the vehicle behavior caused by performing the switching of the driving mode from the second driving mode to the first driving mode when the vehicle 1 is turning can be suppressed.

[0118] Figure 17 It is a diagram showing the relationship between the steering angle and the vehicle speed used in the determination of prohibiting the driving mode switching. In addition, Figure 17 the area indicated by the slanted line in is the driving mode switching prohibited area. In the vehicle 1 of the embodiment, also when the steering angle and the vehicle speed of the vehicle 1 are larger than the preset values, for example, as Figure 17 shown, when the steering angle and the vehicle speed of the vehicle 1 are within the preset driving mode switching prohibited area, it is determined that the electronic control device 100 prohibits the switching of the driving mode. Thereby, when the vehicle 1 is turning and the vehicle behavior is likely to become unstable due to the switching of the driving mode, the execution of the driving mode switching can be suppressed.

[0119] In addition, the electronic control device 100 may also interrupt the switching of the driving mode and return to the original driving mode when the vehicle 1 starts to turn during the execution period of the switching of the driving mode and the progress state of the switching of the driving mode has not reached the predetermined progress state. Thereby, even when the vehicle 1 starts to turn during the execution period of the switching of the driving mode, the influence on the vehicle behavior caused by the execution of the switching to the driving mode can be suppressed. In addition, as the predetermined progress state, for example, it is the state where the switching of the second claw clutch D2 is completed. Thereby, it is possible to quickly return to the original driving mode.

[0120] Figure 18This is a flowchart showing a second example of the switching control of the driving mode from the first driving mode to the second driving mode implemented by the electronic control device 100 of the first embodiment. In addition, in Figure 18 In the control shown, the first driving mode is a driving mode in which the vehicle 1 travels in a four-wheel drive state using at least the power output from the first power source, such as the H4_torque distribution mode, the H4_LSD mode, etc. In addition, in Figure 18 In the control shown, the second driving mode is a driving mode in which the vehicle 1 travels in a two-wheel drive state using the power output from the third rotating electric machine MGF, such as the EV(FF)_Hi mode, the EV(FF)_Lo mode.

[0121] First, in step ST21, the electronic control device 100 determines whether the vehicle 1 is in the period of traveling in the first driving mode. When the electronic control device 100 determines that the vehicle 1 is not in the period of traveling in the first driving mode (No in step ST21), it returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is in the period of traveling in the first driving mode (Yes in step ST21), in step ST22, it determines whether to switch the driving mode to the second driving mode.

[0122] When the electronic control device 100 determines not to switch the driving mode to the second driving mode (No in step ST22), it returns to the main control. On the other hand, when the electronic control device 100 determines to switch the driving mode to the second driving mode (Yes in step ST22), in step ST23, it determines whether the vehicle 1 is in the turning period.

[0123] When the electronic control device 100 determines that the vehicle 1 is in the turning period (Yes in step ST23), in step ST24, it prohibits the switching of the driving mode to the second driving mode and returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is not in the turning period (No in step ST23), in step ST25, it implements the switching of the driving mode to the second driving mode.

[0124] Next, in step ST26, the electronic control device 100 determines whether it is during the switching transition of the driving mode. When the electronic control device 100 determines that it is not during the switching transition of the driving mode (No in step ST26), it returns to the main control. On the other hand, when the electronic control device 100 determines that it is during the switching transition of the driving mode (Yes in step ST26), in step ST27, it determines whether the vehicle 1 is in the turning period. When the electronic control device 100 determines that the vehicle 1 is not in the turning period (No in step ST27), it returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is in the turning period (Yes in step ST27), in step ST28, it determines whether the switching from the engaged state to the disengaged state of the second claw clutch D2 is completed.

[0125] When the electronic control device 100 determines that the switching from the engaged state to the disengaged state of the second claw clutch D2 is completed (Yes in step ST28), in step ST29, it continues the switching of the driving mode to the second driving mode and returns to the main control. On the other hand, when the electronic control device 100 determines that the switching from the engaged state to the disengaged state of the second claw clutch D2 is not completed (No in step ST28), in step ST30, it aborts the switching of the driving mode to the second driving mode, returns to the first driving mode, and returns to the main control.

[0126] As described above, when the vehicle 1 starts to turn during the execution of the switching of the driving mode from the first driving mode to the second driving mode, and when the progress state of the switching of the driving mode has not reached a predetermined progress state, for example, when the switching from the engaged state to the disengaged state of the second claw clutch D2 is not completed, the switching of the driving mode from the first driving mode to the second driving mode is interrupted, and it returns to the original driving mode, that is, the first driving mode. Thus, even when the vehicle 1 starts to turn during the execution of the switching of the driving mode from the first driving mode to the second driving mode, it is possible to suppress the influence on the vehicle behavior caused by the execution of the switching to the second driving mode.

[0127] Figure 19 It is a flowchart showing a second example of the switching control of the driving mode from the second driving mode to the first driving mode implemented by the electronic control device 100 of the first embodiment. In addition, in the Figure 19 control shown, the first driving mode is a driving mode in which the vehicle 1 travels in a four-wheel drive state using at least the power output from the first power source, such as the H4_torque distribution mode, the H4_LSD mode, etc. In addition, in the Figure 19In the control shown, the second driving mode is a driving mode in which the vehicle 1 travels in a two-wheel drive state using the power output from the third rotating electric machine MGF, such as the EV(FF)_Hi mode or the EV(FF)_Lo mode.

[0128] First, in step ST31, the electronic control device 100 determines whether the vehicle 1 is in a period of traveling in the second driving mode. When the electronic control device 100 determines that the vehicle 1 is not in a period of traveling in the second driving mode (No in step ST31), it returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is in a period of traveling in the second driving mode (Yes in step ST31), in step ST32, it determines whether to switch the driving mode to the first driving mode.

[0129] When the electronic control device 100 determines not to switch the driving mode to the first driving mode (No in step ST32), it returns to the main control. On the other hand, when the electronic control device 100 determines to switch the driving mode to the first driving mode (Yes in step ST32), in step ST33, it determines whether the vehicle 1 is in a turning period.

[0130] When the electronic control device 100 determines that the vehicle 1 is in a turning period (Yes in step ST33), in step ST34, it prohibits the switching to the driving mode of the first driving mode and returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is not in a turning period (No in step ST33), in step ST35, it performs the switching to the driving mode of the first driving mode.

[0131] Next, in step ST36, the electronic control device 100 determines whether it is during the transition of the driving mode. When the electronic control device 100 determines that it is not during the transition of the driving mode (No in step ST36), it returns to the main control. On the other hand, when the electronic control device 100 determines that it is during the transition of the driving mode (Yes in step ST36), in step ST37, it determines whether the vehicle 1 is in a turning period. When the electronic control device 100 determines that the vehicle 1 is not in a turning period (No in step ST37), it returns to the main control. On the other hand, when the electronic control device 100 determines that the vehicle 1 is in a turning period (Yes in step ST37), in step ST38, it determines whether the switching from the disengaged state to the engaged state of the second dog clutch D2 is completed.

[0132] When the electronic control unit 100 determines that the switching from the disengaged state to the engaged state of the second dog clutch D2 is completed (Yes in step ST38), in step ST39, it continues the switching to the first driving mode and returns to the main control. On the other hand, when the electronic control unit 100 determines that the switching from the disengaged state to the engaged state of the second dog clutch D2 is not completed (No in step ST38), in step ST40, it aborts the switching to the first driving mode, returns to the second driving mode, and returns to the main control.

[0133] As described above, when the vehicle 1 starts to turn during the execution of the switching of the driving mode from the second driving mode to the first driving mode, and when the progress state of the switching of the driving mode has not reached a predetermined progress state, for example, when the switching from the disengaged state to the engaged state of the second dog clutch D2 is not completed, the switching of the driving mode from the second driving mode to the first driving mode is interrupted and the vehicle returns to the original driving mode, i.e., the second driving mode. Thereby, even when the vehicle 1 starts to turn during the execution of the switching of the driving mode from the second driving mode to the first driving mode, it is possible to suppress the influence on the vehicle behavior caused by the execution of the switching to the first driving mode.

[0134] (Second Embodiment) Next, the vehicle 1 equipped with the drive device 10 of the second embodiment will be described. In addition, in the description of the second embodiment, the same reference numerals are given to the same structures as those in the first embodiment, and the description will be appropriately omitted.

[0135] Figure 20 FIG. schematically shows an outline of the transfer case 12 of the second embodiment, and shows an outline of the case where the transfer case 12 is in the first driving state. In the transfer case 12 of the second embodiment, the carrier CA3 of the third planetary gear device 64 is always connected to the rear wheel side output shaft 63 so as to rotate integrally with the rear wheel side output shaft 63.

[0136] The transfer case 12 includes a connection switching device 40 (the first dog clutch D1 and the second dog clutch D2), a clutch CF1, and a brake BF1.

[0137] The transfer case 12 of the second embodiment includes a transmission member 65 that functions as an input rotating member for the power to the front wheel 3 side as 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 able to rotate 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 device 64 are arranged on the same rotation center as the rear wheel side output shaft 63.

[0138] 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 transmission member 65 to the rear wheel side output shaft 63 or the second rotating member 52 (ring gear R3).

[0139] 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 moves axially by the actuator of the second dog clutch D2. And the second switching sleeve 42 switches in a state where the second gear tooth 42b always meshes with the gear tooth 65a of the transmission member 65 to be in a first transmission state where the first gear tooth 42a meshes with the gear tooth 52a of the second rotating member 52, a release state where the first gear tooth 42a does not mesh with either the gear tooth 52a of the second rotating member 52 or the second gear tooth 63b of the rear wheel side output shaft 63, and a second transmission state where the first gear tooth 42a meshes with the second gear tooth 63b of the rear wheel side output shaft 63.

[0140] The clutch CF1 selectively connects the sun gear S3 of the third planetary gear device 64 to the gear carrier CA3. The brake BF1 selectively fixes the ring gear R3 of the third planetary gear device 64 to the fixed member 69. When the brake BF1 is in the released state, the transfer case 12 is set to the high-speed side gear Hi, and when the brake BF1 is in the engaged state, the transfer case 12 is set to the low-speed side gear Lo.

[0141] Figure 21FIG. is a diagram showing the engagement relationship of each rotating member in the transfer case 12 of the second embodiment. The transfer case 12 of the second embodiment includes: a rear-wheel side output shaft 63 as a first output shaft, the rear-wheel side output shaft 63 being connected to an engine 2 or the like as a first power source and outputting power to a rear wheel 4 which is one of a front wheel 3 and the rear wheel 4; a front-wheel side output shaft 62 as a second output shaft, the front-wheel side output shaft 62 outputting power to a front wheel 3 which is the other of the front wheel 3 and the rear wheel 4; and a third planetary gear device 64 as a differential mechanism, the third planetary gear device 64 having a sun gear S3 as a first rotating element, a carrier CA3 as a second rotating element, and a ring gear R3 as a third rotating element. Further, in the transfer case 12 of the second embodiment, the third planetary gear device 64 connects a third rotating electric machine MGF as a second power source to the sun gear S3, connects the rear-wheel side output shaft 63 which is one of the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 to the carrier CA3, connects the front-wheel side output shaft 62 which is the other of the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 to the ring gear R3 in a manner capable of being disconnected by a second claw clutch D2 as a disconnecting mechanism, and includes a clutch CF1 as a first engaging element for selectively engaging the sun gear S3 and the carrier CA3 and a brake BF1 as a second engaging element for selectively fixing the ring gear R3 to a fixed member 69.

[0142] Figure 22 FIG. is a diagram showing the relationship between each driving state and each operating state of each engaging device in the transfer case 12 of the second embodiment. In Figure 22 , the engaged state indicates "engaged", and the blank column indicates the released state.

[0143] Figure 20 The first driving state shown is a driving state in an EV driving mode in which the vehicle 1 is driven using 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 wheel 4. Further, in the first driving state, the transfer case 12 is set to a high-speed side gear position Hi. Additionally, in the first driving state, the stepped transmission section 22 of the compound transmission 11 is set to neutral.

[0144] When the transfer case 12 is in the first driving state, as Figure 22 shown, the brake BF1 is in the released state, the clutch CF1 is in the engaged state, the first claw clutch D1 is in the first input state, and the second claw clutch D2 is in the released state. Further, Figure 20In the first dog clutch D1, (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 becomes a direct connection state in which the sun gear S3 and the gear carrier CA3 are connected by 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 not speed-changed by the third planetary gear device 64 and is transmitted to the rear wheel side output shaft 63.

[0145] Figure 23 FIG. is a schematic diagram showing a case where the transfer case 12 of the second embodiment is in the second driving state. The second driving state is a driving state in an EV driving mode (EV(FR)_Lo) in which the vehicle 1 is driven using 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. Further, in the second driving state, the transfer case 12 is set to the low-speed side gear position Lo. In addition, in the second driving state, the stepped transmission section 22 of the compound transmission 11 is set to the neutral position.

[0146] When the transfer case 12 is in the second driving state, as Figure 22 shown, the brake BF1 is engaged, the clutch CF1 is released, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is released. Further, Figure 23 in the first dog clutch D1, (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 becomes a reduction 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 reduced by the third planetary gear device 64 and is transmitted to the rear wheel side output shaft 63.

[0147] Figure 24It is a schematic diagram showing the case where the transfer case 12 of the second embodiment is in the third driving state. The third driving state is a driving state in a mode where power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side, such as H4_torque distribution, to drive the vehicle 1, and it is a four-wheel drive state where 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 distributed to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is changed by using the MGF torque of the third rotating electric machine MGF. In other words, by using the sun gear S3 of the third planetary gear device 64 to receive the MGF torque of the third rotating electric machine MGF as a reaction force with respect to the torque transmitted from the rear wheel side output shaft 63 to the ring gear R3 of the third planetary gear device 64, 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 transfer case 12 is set to the high-speed side gear position Hi.

[0148] When the transfer case 12 is in the third driving state, as Figure 22 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. In addition, Figure 24 in the first dog clutch D1 in Figure 24 , (1) indicates that the first dog clutch D1 is in the first input state. Additionally,

[0149] Figure 25 It is a schematic diagram showing the case where the transfer case 12 of the second embodiment is in the fourth driving state. The fourth driving state is a driving state in a mode where power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side, such as H4_LSD, to drive the vehicle 1, and it is a four-wheel drive state where power is transmitted to the front wheel 3 and the rear wheel 4. The fourth driving state is a driving state where the rotational differential between the front wheel side output shaft 62 and the rear wheel side output shaft 63 is restricted by the engagement control of the clutch CF1. In the fourth driving state, the torque distribution ratio of the torque from the input shaft 61 distributed to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is changed by the engagement control of the clutch CF1. In addition, in the fourth driving state, the transfer case 12 is set to the high-speed side gear position Hi.

[0150] When the transfer case 12 is in the fourth driving state, as Figure 22 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. In addition, Figure 25In the first dog clutch D1 in [description], (1) indicates that the first dog clutch D1 is in the first input state. Additionally, Figure 25 In the second dog clutch D2 in [description], (1) indicates that the second dog clutch D2 is in the first transmission state.

[0151] Figure 26 is a schematic diagram showing the case where the transfer case 12 of the second embodiment is in the fifth driving state. The fifth driving state is a driving state in a mode where the power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side, such as H4_Lock (fixed distribution 4WD), to drive the vehicle 1, and it is a four-wheel drive state where power is transmitted to the front wheel 3 and the rear wheel 4. The fifth driving state is a driving state where rotational differential between the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 cannot be performed, and the torque distribution ratio for 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 driving state, the transfer case 12 is set to the high-speed side gear Hi. Here, in the fifth driving state, the third rotating motor MGF can also be added to the power source for driving.

[0152] When the transfer case 12 is in the fifth driving state, as Figure 22 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. Additionally, Figure 26 In the first dog clutch D1 in [description], (1) indicates that the first dog clutch D1 is in the first input state. Additionally, Figure 26 In the second dog clutch D2 in [description], (2) indicates that the second dog clutch D2 is in the second transmission state.

[0153] Figure 27 is a schematic diagram showing the case where the transfer case 12 of the second embodiment is in the sixth driving state. The sixth driving state is a driving state in a mode where the power transmitted to the transfer case 12 is distributed to the front wheel 3 side and the rear wheel 4 side, such as L4_Lock (fixed distribution 4WD), to drive the vehicle 1, and it is a four-wheel drive state where power is transmitted to the front wheel 3 and the rear wheel 4. The sixth driving state is a driving state where rotational differential between the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 cannot be performed, and the torque distribution ratio for 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 driving state, the transfer case 12 is set to the low-speed side gear Lo. Here, in the sixth driving state, the third rotating motor MGF can also be added to the power source for driving.

[0154] When the transfer case 12 is in the sixth driving state, as Figure 22As 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. In addition, Figure 27 In the first dog clutch D1 in Figure 27 , (2) indicates that the first dog clutch D1 is in the second input state. Additionally, Figure 27 In the second dog clutch D2 in Figure 27 , (2) indicates that the second dog clutch D2 is in the second transmission state.

[0155] Moreover, in the drive device 10 of the second embodiment, it is possible to implement various controls implemented by the electronic control device 100 described using Figures 15 to 19 etc. in the first embodiment. At this time, it is only necessary to consider replacing the EV(FF)_Hi mode and the EV(FF)_Lo mode in the first embodiment with the EV(FR)_Hi mode and the EV(FR)_Lo mode.

[0156] For example, similar to the case described using Figure 15 and Figure 16 etc. in the first embodiment, when the vehicle 1 is turning, the electronic control device 100 prohibits at least one of the switching of the driving mode from the first driving mode to the second driving mode and the switching of the driving mode from the second driving mode to the first driving mode in the drive device 10 of the second embodiment.

[0157] Thereby, in the drive device 10 of the second embodiment, it is possible to suppress the influence on the vehicle behavior caused by executing the switching of the driving mode when the vehicle 1 is turning.

[0158] In addition, for example, similar to the case described using Figure 18 and Figure 19 etc. in the first embodiment, the electronic control device 100 may also interrupt the switching of the driving mode and return to the original driving mode when the vehicle 1 starts to turn during the execution of the switching of the driving mode and the progress state of the switching of the driving mode has not reached a predetermined progress state, for example, the switching of the second dog clutch D2 is not completed.

[0159] Thereby, in the drive device 10 of the second embodiment, even when the vehicle 1 starts to turn during the execution of the switching of the driving mode, it is possible to suppress the influence on the vehicle behavior caused by executing the switching of the driving mode.

[0160] In addition, in the first embodiment and the second embodiment, the transfer case 12 includes the clutch CF1 and the brake BF1, but it may also include either the clutch CF1 or the brake BF1.

[0161] In addition, in the first and second embodiments, the transfer case 12 is configured to include the first dog clutch D1 to set the L4_Lock mode. However, the first dog clutch D1 can be omitted when the L4_Lock mode is not set. In this case, the input shaft 61 and the rear wheel side output shaft 63 are always connected.

[0162] In addition, in the first and second embodiments, the clutch CF1 engages the gear carrier CA3 with the sun gear S3. However, the gear carrier CA3 can be engaged with the ring gear R3, or the sun gear S3 can be engaged with the ring gear R3.

Claims

1. A drive system for a vehicle, characterized in that, comprising: a first power source; a second power source; a first output shaft, the first output shaft being connected to the first power source and configured to output power to one of the front wheels and the rear wheels of the vehicle; a second output shaft, the second output shaft being configured to output power to 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 an electronic control unit, wherein, the differential mechanism is configured such that the second power source is connected to the first rotating element, one of the first output shaft and the second output shaft is connected to the second rotating element, and the other of the first output shaft and the second output shaft is connected to the third rotating element in a manner that can be disconnected by a disconnecting mechanism, the differential mechanism includes at least one engaging element of a first engaging element and a second engaging element, the first engaging element being configured to selectively engage any two of the first rotating element, the second rotating element and the third rotating element, and the second engaging element being configured to selectively engage the third rotating element with a fixed member, the electronic control unit is configured to, when 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 is set, make the disconnecting mechanism be in a connected state in which the other output shaft is connected to the third rotating element, the electronic control unit is configured to, when 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 is set, make the disconnecting mechanism be in a disconnected state in which the other output shaft and the third rotating element are cut off, and engage the engaging element to integrally rotate the first rotating element, the second rotating element and the third rotating element, or fix the third rotating element to the fixed member, the electronic control unit is configured to, when the vehicle is turning, prohibit at least one of the switching of the driving mode from the first driving mode to the second driving mode and the switching of the driving mode from the second driving mode to the first driving mode, and, the electronic control unit is configured to, when the vehicle starts to turn during the execution of the switching of at least one of the driving modes and the progress state of the switching of the driving mode has not reached a predetermined progress state, interrupt the switching of the driving mode and return to the original driving mode.

2. The drive system for a vehicle according to claim 1, characterized in that, the predetermined progress state is a state in which the switching of the disconnecting mechanism is completed.

3. The drive system for a vehicle according to claim 1 or 2, characterized in that, the electronic control unit is configured to, when the vehicle is turning and the steering angle and the vehicle speed of the vehicle are respectively larger than preset values, prohibit the switching of at least one of the driving modes.

4. A control method for a vehicle drive system, the vehicle drive system comprising: a first power source; a second power source; a first output shaft, the first output shaft being connected to the first power source and configured to output power to one of the front wheels and the rear wheels of the vehicle; a second output shaft, the second output shaft being configured to output power to the other of the front wheels and the rear wheels; and a differential mechanism having a first rotating element, a second rotating element, and a third rotating element, wherein the differential mechanism is configured such that the second power source is connected to the first rotating element, one of the first output shaft and the second output shaft is connected to the second rotating element, the other of the first output shaft and the second output shaft is connected to the third rotating element in a manner that can be disconnected by a disconnecting mechanism, and the differential mechanism includes at least one engaging element of a first engaging element and a second engaging element, the first engaging element being configured to selectively engage any two of the first rotating element, the second rotating element, and the third rotating element, and the second engaging element being configured to selectively engage the third rotating element with a fixed member; the control method is characterized by including: when 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 is set, making the disconnecting mechanism a connected state in which the other output shaft is connected to the third rotating element; when 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 is set, making the disconnecting mechanism a disconnected state in which the other output shaft and the third rotating element are disconnected, and engaging the engaging element to integrally rotate the first rotating element, the second rotating element, and the third rotating element, or fixing the third rotating element to the fixed member; when the vehicle is turning, prohibiting at least one of the switching of the driving mode from the first driving mode to the second driving mode and the switching of the driving mode from the second driving mode to the first driving mode; and when the vehicle starts turning during the execution of at least one of the switching of the driving mode and the progress state of the switching of the driving mode has not reached a predetermined progress state, interrupting the switching of the driving mode and returning to the original driving mode.

Images