Vehicle drive device and its control method

Abstract

The present invention provides a vehicle drive device and a control method therefor. The vehicle drive device includes: a power source having a first rotating electric machine, a second rotating electric machine, a differential device having three rotating elements to which a first output shaft, a second output shaft, and the second rotating electric machine are respectively connected, and an electronic control device. When the vehicle decelerates, the electronic control device performs regenerative control based on the first rotating electric machine and the second rotating electric machine in such a manner that negative torques are generated on the first output shaft and the second output shaft when performing regenerative control based on the second rotating electric machine in a driving mode in which the torque from the power source is distributed to the first output shaft and the second output shaft by controlling the torque of the second rotating electric machine.

Description

Technical Field

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

[0002] In Japanese Patent Application Laid-Open No. 2007-246056, a vehicle drive device is disclosed, which includes: a power source having a first rotating electric machine; a second rotating electric machine; a first output shaft connected to the 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; a differential mechanism having a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine, and by controlling the torque of the second rotating electric machine, the torque from the power source is distributed to the first output shaft and the second output shaft. Summary of the Invention

[0003] However, in the vehicle drive device disclosed in Japanese Patent Application Laid-Open No. 2007-246056, when the vehicle is decelerating and it is desired to perform regenerative control based on the second rotating electric machine in a driving mode where the torque from the power source is distributed to the first output shaft and the second output shaft by controlling the torque of the second rotating electric machine, there is a problem that a positive torque is generated on the first rotating element and a positive torque is generated on the first output shaft along with the regenerative control based on the second rotating electric machine.

[0004] The present invention has been made in view of the above problems, and provides a vehicle drive device and a control method thereof that can perform regenerative control based on the second rotating electric machine when the vehicle is decelerating and generate a negative torque on the first output shaft and the second output shaft on the first rotating electric machine.

[0005] A first aspect of the present invention relates to a vehicle drive device including a power source having a first rotating electric machine, a second rotating electric machine, a first output shaft, a second output shaft, a differential device, and an electronic control device. The first output shaft is connected to the power source and configured to output power to one of the front wheels and the rear wheels. The second output shaft is configured to output power to the other of the front wheels and the rear wheels. The differential device has a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine. The electronic control device is configured to, when the vehicle equipped with the vehicle drive device decelerates, perform regenerative control based on the first rotating electric machine and the second rotating electric machine in such a manner as to generate negative torque on the first output shaft and the second output shaft when performing regenerative control based on the second rotating electric machine in a driving mode in which torque from the power source is distributed to the first output shaft and the second output shaft by controlling the torque of the second rotating electric machine.

[0006] According to the vehicle drive device of the first aspect described above, it is possible to perform regenerative control based on the second rotating electric machine when the vehicle decelerates and generate negative torque on the first output shaft and the second output shaft.

[0007] In the vehicle drive device of the first aspect described above, the electronic control device may also be configured to perform regenerative control on the first rotating electric machine and the second rotating electric machine in such a manner that the braking force distribution ratio between the front wheels and the rear wheels becomes a target braking force distribution ratio when the vehicle decelerates.

[0008] According to the vehicle drive device having the above structure, it is possible to make the braking forces of the front wheels and the rear wheels appropriate braking forces.

[0009] In the vehicle drive device having the above structure, the electronic control device may also be configured to, when it is impossible to control the braking force distribution ratio to the target braking force distribution ratio by regenerative control based on the first rotating electric machine and the second rotating electric machine when the vehicle decelerates, use wheel brakes to compensate for the shortage of the braking force that can be obtained by regenerative control based on the first rotating electric machine and the second rotating electric machine with respect to the required braking forces of the front wheels and the rear wheels respectively, and control the braking force distribution ratio to the target braking force distribution ratio.

[0010] According to the vehicle drive device having the above structure, even when it is impossible to control the braking force distribution ratio to the target braking force distribution ratio by regenerative control based on the first rotating electric machine and the second rotating electric machine, it is possible to make the braking forces of the front wheels and the rear wheels appropriate braking forces.

[0011] In the vehicle drive device having the above-described structure, the electronic control device may also be configured to set the target braking force distribution ratio according to the target deceleration.

[0012] According to the vehicle drive device having the above-described structure, it is possible to set a target braking force distribution ratio suitable for the target deceleration.

[0013] Further, in the vehicle drive device according to the first aspect, the electronic control device may also be configured to use the wheel brake to cover the shortage of the deceleration when the target deceleration cannot be achieved by the regenerative control based on the first rotating electric machine and the second rotating electric machine due to the restriction of the regeneration amount of the first rotating electric machine.

[0014] According to the vehicle drive device having the above-described structure, even when the target deceleration cannot be achieved by the regenerative control based on the first rotating electric machine and the second rotating electric machine due to the restriction of the regeneration amount of the first rotating electric machine, the target deceleration can be achieved.

[0015] A second aspect of the present invention relates to a control method for a vehicle drive device including a power source having a first rotating electric machine, a second rotating electric machine, a first output shaft, a second output shaft, and a differential device. The first output shaft is connected to the power source and is configured to output power to one of the front wheels and the rear wheels. The second output shaft is configured to output power to the other of the front wheels and the rear wheels. The differential device has a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine. In the control method, when the vehicle equipped with the vehicle drive device decelerates, when performing regenerative control based on the second rotating electric machine in a driving mode in which the torque from the power source is distributed to the first output shaft and the second output shaft by controlling the torque of the second rotating electric machine, regenerative control based on the first rotating electric machine and the second rotating electric machine is performed so as to generate a negative torque on the first output shaft and the second output shaft.

[0016] According to the control method of the second aspect, it is possible to perform regenerative control based on the second rotating electric machine when the vehicle decelerates and generate a negative torque on the first output shaft and the second output shaft.

[0017] The vehicle drive device and its control method according to the present invention have an effect that regenerative control based on the second rotating electric machine can be performed when the vehicle decelerates and a negative torque can be generated on the first output shaft and the second output shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] 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, where like reference symbols denote like elements, and wherein:

[0019] Figure 1 A diagram showing a schematic structure of a vehicle equipped with a vehicle drive device according to an embodiment.

[0020] Figure 2 A diagram illustrating a main part of a control system for various controls in a vehicle drive device according to an embodiment.

[0021] Figure 3 A diagram showing a schematic structure of a compound transmission mounted on a vehicle equipped with a vehicle drive device according to an embodiment.

[0022] Figure 4 A diagram showing the relationship between the gear stages of a stepped transmission and the operation of engagement devices included in the compound transmission.

[0023] Figure 5 A diagram showing an example of a shift map for shift control of the stepped transmission.

[0024] Figure 6 A diagram showing an example of a power source switching map for switching control between an EV driving mode and an engine driving mode of the vehicle.

[0025] Figure 7 A schematic diagram showing a transmission mounted on a vehicle equipped with a vehicle drive device according to an embodiment, and is a schematic diagram showing the case where the transmission is in a first driving state.

[0026] Figure 8 A diagram showing the engagement relationship of each rotating member in the transmission.

[0027] Figure 9 A diagram showing the relationship between each driving state and each operating state of each engagement device in the transmission.

[0028] Figure 10 A schematic diagram showing the case where the transmission is in a second driving state.

[0029] Figure 11 A schematic diagram showing the case where the transmission is in a third driving state.

[0030] Figure 12 A schematic diagram showing the case where the transmission is in a fourth driving state.

[0031] Figure 13 A schematic diagram showing the case where the transmission is in a fifth driving state.

[0032] Figure 14 Schematic diagram showing the case where the transmission is in the sixth drive state.

[0033] Figure 15 Flowchart showing an example of control implemented by the electronic control unit provided in the vehicle drive unit.

[0034] Figure 16 Diagram showing an example of a map of the braking force distribution between the front and rear wheels of the vehicle. Detailed Description

[0035] Hereinafter, embodiments of the vehicle drive unit of the present invention will be described. In addition, the present invention is not limited to these embodiments.

[0036] Figure 1 FIG. is a diagram showing a schematic configuration of a vehicle 1 equipped with a drive unit 10 according to an embodiment. The vehicle 1 includes left and right front wheels 3L, 3R, left and right rear wheels 4L, 4R, and a drive unit 10. The drive unit 10 is a device that transmits the power (torque) of an engine 2 as a first power source to the left and right front wheels 3L, 3R and the left and right rear wheels 4L, 4R, respectively. The vehicle 1 is a four-wheel drive vehicle based on front-engine rear-wheel drive.

[0037] The drive unit 10 includes a compound transmission 11, a transfer 12, a front propeller shaft 13, a rear propeller shaft 14, a front-wheel differential gear mechanism 15, a rear-wheel differential gear mechanism 16, left and right front-wheel axles 17L, 17R, and left and right rear-wheel axles 18L, 18R. The compound transmission 11 is connected to the engine 2. The transfer 12 is a front and rear wheel power distribution device connected to the compound transmission 11. The front propeller shaft 13 and the rear propeller shaft 14 are respectively connected to the transfer 12. The front-wheel differential gear mechanism 15 is connected to the front propeller shaft 13. The rear-wheel differential gear mechanism 16 is connected to the rear propeller shaft 14. The left and right front-wheel axles 17L, 17R are connected to the front-wheel differential gear mechanism 15. The left and right rear-wheel axles 18L, 18R are connected to the rear-wheel differential gear mechanism 16. In addition, regarding the wheels and axles, when not particularly distinguishing between the left and right, the symbols 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.

[0038] The engine 2 is a known internal combustion engine such as a gasoline engine or a diesel engine. Regarding the engine 2, by controlling an engine control device 101 such as a throttle actuator, a fuel injection device, and an ignition device provided in the engine 2 by an electronic control unit 100 described later, the engine torque as the output torque of the engine 2 is controlled.

[0039] The power output from the engine 2 is transmitted to the transmission device 12 via the compound transmission 11. Then, the power transmitted to the transmission device 12 is transmitted to the rear wheels 4 from the transmission device 12 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 transmission device 12 is distributed by the transmission device 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, without particularly distinguishing the power, the torque and force are the same.

[0040] As Figure 2 shown, the drive device 10 includes 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 uses the temporary storage function of the RAM and performs signal processing in accordance with a program pre-stored in the ROM, thereby executing various controls.

[0041] Output signals from various sensors, switches, etc. (such as the engine speed sensor 70, the output speed sensor 72, the MG1 speed sensor 74, the MG2 speed sensor 76, the accelerator opening sensor 78, the throttle opening sensor 80, the battery sensor 82, the oil temperature sensor 84, the 4WD selection switch 86, the shift position sensor 88 of the shift lever 89, the Low (low) selection switch 90, and the Lock (lock) selection 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 representing the state of charge of the battery based on the charge and discharge current and battery voltage of the battery as a power storage device.

[0042] In addition, in the vehicle 1, wheel brakes 106 as a braking mechanism for braking the rotation of the front wheels 3 and the rear wheels 4 are provided near the front wheels 3 and the rear wheels 4, and the wheel brakes 106 receive a working force from the brake actuator 105. The working force of the wheel brakes 106 is controlled by the electronic control device 100 via the brake actuator 105 according to the operation amount (treading force) of the brake pedal operated by the driver, etc.

[0043] Various command signals are respectively output from the electronic control device 100 to each device provided in the drive device 10 (for example, the engine control device 101, the rotary electric machine control device 102, the transmission control device 103, the power transmission device control device 104, etc.). The various command signals refer to, for example, an engine control command signal, a rotary electric machine control command signal, an oil pressure control command signal, etc. The engine control command signal is a signal for controlling the engine 2. The rotary electric machine control command signal is a signal for respectively controlling the first rotary electric machine MG1, the second rotary electric machine MG2, and the third rotary electric machine MGF. Moreover, the oil pressure control command signal is a signal for controlling the oil pressure of an oil pressure control circuit 111 that controls the operating states of the engaging devices of the compound transmission 11, the engaging devices of the power transmission device 12, etc.

[0044] Figure 3 FIG. is a diagram schematically showing the structure of the compound transmission 11 of the embodiment. The first rotary electric machine MG1 and the second rotary electric machine MG2 are rotary electric machines having the functions of a motor and a generator, and are so-called motor generators. The first rotary electric machine MG1 and the second rotary electric machine MG2 function as a driving power source capable of generating driving torque, that is, a first driving source. In addition, the second rotary electric machine MG2 is an example of the first rotary electric machine included in the first power source in the present invention. The first rotary electric machine MG1 and the second rotary 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. Then, with respect to the first rotary electric machine MG1 and the second rotary electric machine MG2, by controlling the inverter by the rotary electric machine control device 102, the MG1 torque and the MG2 torque, which are the output torques of the first rotary electric machine MG1 and the second rotary electric machine MG2, respectively, are controlled. The output torque of the rotary electric machine is a power running torque when it is a positive torque on the acceleration side. In addition, the output torque of the rotary electric machine is a regenerative torque when it is a negative torque on the deceleration side. The battery is a power storage device that exchanges power with the first rotary electric machine MG1 and the second rotary electric machine MG2 respectively. Therefore, the vehicle 1 is a hybrid vehicle.

[0045] The compound transmission 11 includes an electric differential unit, i.e., a continuously variable transmission unit 20, and a mechanical transmission unit, i.e., a stepped transmission unit 22, etc., which are arranged in series on a common axis inside 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 (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, which is an output rotating member of the stepped transmission unit 22, is connected to a transmission device 12. In the drive device 10, the power output from the engine 2 and the second rotating electric machine MG2 is transmitted to the stepped transmission unit 22 and then transmitted from the stepped transmission unit 22 to the drive wheels via the transmission device 12 and so on. In addition, the continuously variable transmission unit 20, the stepped transmission unit 22, etc. are formed substantially symmetrically with respect to the above-mentioned common axis, and in Figure 3 the lower half of this axis is omitted. The above-mentioned common axis is the axis of the crankshaft of the engine 2, the connecting shaft 34, etc.

[0046] The continuously variable transmission unit 20 includes a first rotating electric machine MG1 and a differential device 32 as a differential mechanism. The differential device 32 is a power splitting mechanism that mechanically splits the power of the engine 2 to the first rotating electric machine MG1 and an intermediate transmission member 30 that is an output rotating member of the continuously variable transmission unit 20. The second rotating electric machine MG2 can be power-transmissively connected to the intermediate transmission member 30. The continuously variable transmission unit 20 is an electric differential unit that controls the differential state of the differential device 32 by controlling the operating state of the first rotating electric machine MG1. The continuously variable transmission unit 20 operates as an electric continuously variable transmission that changes the transmission ratio, and the above-mentioned transmission ratio is the ratio of the engine speed, which is the same value as the rotational speed of the connecting shaft 34 as the input rotating member, to the rotational speed of the intermediate transmission member 30, i.e., the MG2 speed, as the output rotating member.

[0047] The differential device 32 as a differential mechanism 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 can be power-transmissively connected to the carrier CA0 via the connecting shaft 34, the first rotating electric machine MG1 can be power-transmissively connected to the sun gear S0, and the second rotating electric machine MG2 can be power-transmissively connected to the ring gear R0. In the differential device 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

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

[0049] The engaging device CB is a hydraulic friction engaging device including a multi-plate or single-plate clutch, a brake, and a band brake tightened by a hydraulic actuator that are pressed by the hydraulic actuator. The engaging device CB switches its operating state, such as an engaged or disengaged state, according to each hydraulic pressure that is a regulated predetermined hydraulic pressure output from the hydraulic control circuit 111 provided in the vehicle 1.

[0050] In the stepped speed change section 22, each rotating element of the first planetary gear device 36 and the second planetary gear device 38 is directly or indirectly connected to each other through the engaging device CB and the one-way clutch F1, or is connected to the intermediate transmission member 30, the transmission housing 110, or the output shaft 24. Each rotating element of the first planetary gear device 36 is a sun gear S1, a planetary carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a planetary carrier CA2, and a ring gear R2.

[0051] The stepped transmission section 22 is a stepped transmission that forms any gear position among a plurality of gear ratios (= AT input speed / output speed) by engaging, for example, a predetermined engaging device CB among the plurality of engaging devices CB. That is, in the stepped transmission section 22, the gear position is switched by selectively engaging the plurality of engaging devices CB, that is, shifting is performed. The stepped transmission section 22 is a stepped automatic transmission that forms a plurality of gear positions respectively. In the embodiment, the gear positions formed by the stepped transmission section 22 are referred to as AT gear positions. The AT input speed is the input speed of the stepped transmission section 22, which is the speed of the input rotating member of the stepped transmission section 22, and is the same value as the speed of the intermediate transmission member 30. Additionally, it is the same value as the MG2 speed, which is the speed of the second rotating electric machine MG2. The AT input speed can be represented by the MG2 speed. The output speed is the speed of the output shaft 24, which is the output speed of the stepped transmission section 22, and is also the output speed of the compound transmission 11, which is the overall transmission formed by combining the continuously variable transmission section 20 and the stepped transmission section 22. The compound transmission 11 is a transmission that constitutes a part of the power transmission path between the engine 2 and the transmission device 12.

[0052] Figure 4 It is a diagram showing the relationship between the AT gear positions of the stepped transmission section 22 and the operation combination of the engaging device CB. In Figure 4 it, "○" indicates engagement, "△" indicates engagement as needed, and the blank space indicates disengagement. The stepped transmission section 22, for example, as Figure 4 shown, forms, as a plurality of AT gear positions, 4 forward AT gear positions from the AT1 speed gear position ( Figure 4 "first" in it) to the AT4 speed gear position ( Figure 4 "fourth" in it), and a reverse AT gear position ( Figure 4 "R" in it). The gear ratio of the AT1 speed gear position is the largest, and the gear ratio of the higher AT gear positions is smaller.

[0053] Regarding the stepped transmission section 22, the AT gear positions formed according to the driver's acceleration operation, vehicle speed, etc. are switched by the electronic control device 100, that is, a plurality of AT gear positions are selectively formed. For example, in the shift control of the stepped transmission section 22, so-called clutch-to-clutch shifting is performed. In this so-called clutch-to-clutch shifting, shifting is performed by switching the operation state of any engaging device CB among the engaging devices CB, that is, shifting is performed by switching the engagement and disengagement of the engaging device CB. In the embodiment, for example, the downshift from the AT2 speed gear position to the AT1 speed gear position is represented as a 2→1 downshift. The same applies to other upshifts and downshifts.

[0054] 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 carrier CA0 in a non-rotatable manner. That is, the one-way clutch F0 is a locking mechanism that can fix the connecting shaft 34, which is connected to the crankshaft of the engine 2 and rotates integrally with the 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 relative to the positive rotation direction, which is the rotation direction during the operation of the engine 2, and automatically engages relative to the rotation direction opposite to the operation of the engine 2. Therefore, when the one-way clutch F0 is idling, the engine 2 is set to a state where it can rotate relative to the transmission housing 110. On the other hand, when the one-way clutch F0 is engaged, the engine 2 is set to 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 rotation of the carrier CA0 in the positive rotation direction, which is the rotation direction during the operation of the engine 2, and prevents the rotation of the carrier CA0 in the negative rotation direction. That is, the one-way clutch F0 is a locking mechanism that can allow the rotation of the engine 2 in the positive rotation direction and prevent the rotation in the negative rotation direction.

[0055] The compound transmission 11 can be configured as a continuously variable transmission in which the continuously variable transmission unit 20, which operates as a continuously variable transmission, and the stepped transmission unit 22, which forms AT gears, are arranged in series. Alternatively, the continuously variable transmission unit 20 can be shifted like a stepped transmission, so the compound transmission 11 can be shifted as a whole like a stepped transmission. That is, in the compound transmission 11, the stepped transmission unit 22 and the continuously variable transmission unit 20 can be controlled in such a way that multiple gears with different gear ratios, which represent the ratio of the engine speed to the output speed, can be selectively established.

[0056] The electronic control unit 100 uses, for example, an AT gear shift map as a pre-determined relationship to perform gear shift determination for the stepped transmission unit 22, and executes gear shift control for the stepped transmission unit 22 via the transmission control unit 103 as needed. In this gear shift control of the stepped transmission unit 22, an oil pressure control command signal for switching the engaged and disengaged states of the engaging device CB using each solenoid valve is output from the transmission control unit 103 to the oil pressure control circuit 111 in such a way that the AT gears of the stepped transmission unit 22 are automatically switched. Figure 5

[0057] Figure 5 Figure 5The AT gear shift map shown, for example, has a predetermined relationship with a gear shift line for determining the gear shift of the stepped transmission section 22 on a two-dimensional coordinate with vehicle speed and required driving torque calculated based on the accelerator opening as variables. In addition, in the AT gear shift map, the output rotational speed or the like can be used instead of the vehicle speed, and further, the required driving force, accelerator opening, throttle opening, or the like can be used instead of the required driving torque. In Figure 5 In the AT gear shift map shown, the solid line gear shift line is an upshift line for determining an upshift, and the dashed line gear shift line is a downshift line for determining a downshift.

[0058] Figure 6 FIG. is a diagram showing an example of a power source switching map for switching control between an EV driving mode and an engine driving mode. In the drive device 10 of the embodiment, according to as Figure 6 shown in the power source switching map for switching control between the EV driving mode and the engine driving mode, 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 region in which the vehicle travels in the engine driving mode and an EV driving region in which the vehicle travels in the EV driving mode on a two-dimensional coordinate with vehicle speed and required driving torque as variables. In addition, Figure 6 the boundary line between the EV driving region and the engine driving region in is, in other words, a switching line for switching between the EV driving mode and the engine driving mode.

[0059] Figure 7 FIG. schematically shows a schematic diagram of the transmission device 12 of the embodiment, and is a schematic diagram when the transmission device 12 is in the first driving state.

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

[0061] 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 transmission device 12. The power from the compound transmission 11 is input to the input shaft 61. For example, the input shaft 61 is spline-fitted to the output shaft 24 that is an output rotating member of the compound transmission 11.

[0062] The rear-wheel side output shaft 63 is an output rotating member that outputs power from the transmission device 12 to the rear wheel 4. The rear-wheel side output shaft 63 is arranged on the same axis as the input shaft 61 and is a drive shaft connected to the rear transmission shaft 14 (refer to Figure 1 ).

[0063] The front-wheel side output shaft 62 is an output rotating member that outputs power from the transmission device 12 to the front wheel 3. The front-wheel side output shaft 62 is arranged on a different axis from the input shaft 61 and the rear-wheel side output shaft 63 and is a drive shaft connected to the front transmission shaft 13 (refer to Figure 1 ). When the driving gear 66 rotates, the front-wheel side output shaft 62 rotates via the driving chain 68 for the front wheels and the driven gear 67.

[0064] The drive gear 66 is connected to the transmission member 65 so as to rotate integrally. The transmission member 65 is a rotating member that transmits power to the front wheel side output shaft 62. The transmission member 65 and the drive gear 66 are arranged so as to be rotatable relative to the rear wheel side output shaft 63. In the transmission device 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.

[0065] The third planetary gear device 64 is composed of a single pinion type planetary gear device having three rotating elements. As Figure 7 shown, the third planetary gear device 64 includes a sun gear S3, a carrier CA3, and a ring gear R3 as three rotating elements. The carrier CA3 supports a plurality of pairs of pinions that mesh with each other so as to be rotatable about their own axes and revolvable. The ring gear R3 meshes with the sun gear S3 via the pinions. The third rotating electric machine MGF is always connected to the sun gear S3.

[0066] The 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 for inputting power from the third rotating electric machine MGF is attached to the first rotating member 51. The input gear 55 rotates integrally with the first rotating member 51.

[0067] The 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 53a. In addition, the transmission member 65 is connected to the carrier CA3. The transmission member 65 is a member that rotates integrally with the carrier CA3.

[0068] The 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.

[0069] The third rotating electric machine MGF is an electric generator (MG) that can function as both 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 the 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 speed (reduction) of the third rotating electric machine MGF is transmitted to the sun gear S3.

[0070] 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 transmission device 12. Specifically, the connection switching device 40 selectively switches the connection destinations of the first rotating member 51, the second rotating member 52, and the third rotating member 53 that rotate integrally with the respective rotating elements of the third planetary gear device 64. As Figure 7 shown, the connection switching device 40 includes a first dog clutch D1 and a second dog clutch D2.

[0071] The first dog clutch D1 is a first 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.

[0072] 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. Then, the first switching sleeve 41 is switched in such a way that in a state where the first gear tooth 41a is always meshed with the gear tooth 61a of the input shaft 61, it becomes any one of a first input state in which the second gear tooth 41b is meshed with the first gear tooth 63a of the rear wheel side output shaft 63, a disengaged state in which the second gear tooth 41b is not meshed 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 is meshed with the gear tooth 51a of the first rotating member 51.

[0073] 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).

[0074] The second dog clutch D2 has a second switching sleeve 42 as a switching member. The second switching sleeve 42 has a first gear tooth 42a and a second gear tooth 42b. The first gear tooth 42a of the second switching sleeve 42 can selectively 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 planet carrier CA3. The second switching sleeve 42 is axially moved by the actuator of the second dog clutch D2. Then, with the second gear tooth 42b of the second switching sleeve 42 always engaged with the second gear tooth 63b of the rear wheel side output shaft 63, the second switching sleeve 42 becomes any one of a first transmission state in which the first gear tooth 42a engages with the gear tooth 52a of the second rotating member 52, a disengaged state in which the first gear tooth 42a does not engage 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 engages with the gear tooth 53a of the third rotating member 53.

[0075] The clutch CF1 is the first engaging element of the differential mechanism that selectively engages the sun gear S3 of the third planetary gear device 64 with the planet carrier CA3 to cause the sun gear S3, the planet carrier CA3, and the ring gear R3 to rotate integrally.

[0076] The brake BF1 is the second engaging element of the differential mechanism that selectively fixes the ring gear R3 of the third planetary gear device 64 to the fixed member 69. The fixed member 69 is the transmission housing 120 itself or a non-rotating member integrated with the transmission housing 120. When the brake BF1 is set to the disengaged state, the transmission 12 is set to the high-speed side speed stage Hi, and when the brake BF1 is set to the engaged state, the transmission 12 is set to the low-speed side speed stage Lo.

[0077] Figure 8 It is a diagram showing the engagement relationship of each rotating member in the transmission 12 of the embodiment. In addition, Figure 8 in it, the third rotating electric machine MGF is denoted as "MGF", the sun gear S3 is denoted as "S3", the planet carrier CA3 is denoted as "CA3", the ring gear R3 is denoted as "R3", the brake BF1 is denoted as "BF1", the clutch CF1 is denoted as "CF1", the front wheel side output shaft 62 is denoted as "Fr", and the rear wheel side output shaft 63 is denoted as "Rr". Additionally, Figure 8 in 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, D2(1) represents the connection part in the first transmission state of the second claw-type clutch D2, and D2(2) represents the connection part in the second transmission state of the second claw-type clutch D2.

[0078] The transmission device 12 of the embodiment is connected to an engine 2 or the like as a first power source, and includes a rear-wheel side output shaft 63, a front-wheel side output shaft 62, a ring gear R3, a carrier CA3, and a third planetary gear device 64. The rear-wheel side output shaft 63 is a first output shaft that outputs power to a rear wheel 4, which is one of the front wheels 3 and the rear wheels 4. The front-wheel side output shaft 62 is a second output shaft that outputs power to a front wheel 3, which is the other of the front wheels 3 and the rear wheels 4. The ring gear R3 is a first rotating element connected to the rear-wheel side output shaft 63. The carrier CA3 is a second rotating element connected to the front-wheel side output shaft 62. Moreover, the third planetary gear device 64 is a device having a differential mechanism with a sun gear S3 as a third rotating element connected to a third rotating electric machine MGF.

[0079] Then, the drive state of the transmission device 12 of the embodiment is switched by the 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.

[0080] Here, the first drive state to the sixth drive state will be described. Figure 9 This is a diagram showing the relationship between each drive state in the transmission device 12 and each working state of each engaging device. In Figure 9 it, "○" represents engagement, "△" represents engagement as needed, and a blank space represents disengagement.

[0081] Figure 7 The first drive state shown in is a drive state in an EV driving mode in which the vehicle 1 is driven using the power from the third rotating electric machine MGF in EV(FF)_Hi, and is a two-wheel drive state in which the power of the third rotating electric machine MGF is only transmitted to the front wheels 3. In addition, in the first drive state, the transmission device 12 is set to a high-speed side gear stage Hi. Further, in the first drive state, the stepped transmission section 22 of the compound transmission 11 is set to neutral.

[0082] When the transmission device 12 becomes the first drive state, as Figure 9As shown, the brake BF1 is in a disengaged state, the clutch CF1 is in an engaged state, the first claw clutch D1 is in a disengaged state, and the second claw clutch D2 is in a disengaged state. In the first driving state, the third planetary gear device 64 is in 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 transmitted to the front wheel side output shaft 62 without being speed-changed by the third planetary gear device 64.

[0083] Figure 10 FIG. is a schematic diagram showing the case where the transmission device 12 of the embodiment is in the second driving state. The second driving state is a driving state in the EV driving mode of using the power from the third rotating electric machine MGF to drive the vehicle 1, and is a two-wheel drive state where the power of the third rotating electric machine MGF is only transmitted to the front wheels 3. Further, in the second driving state, the transmission device 12 is set to the low-speed side speed stage Lo. In addition, in the second driving state, the stepped transmission section 22 of the compound transmission 11 is set to neutral.

[0084] When the transmission device 12 is in the second driving state, as Figure 9 shown, the brake BF1 is in an engaged state, the clutch CF1 is in a disengaged state, the first claw clutch D1 is in a disengaged state, and the second claw clutch D2 is in a disengaged state. In the second driving 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 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 transmitted to the front wheel side output shaft 62 after being decelerated by the third planetary gear device 64.

[0085] Figure 11It is a schematic diagram when the transmission device 12 of the embodiment is in the third driving state. The third driving state is a driving state in the mode of H4_torque distribution, where the power transmitted to the transmission device 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 in which power is transmitted to the front wheel 3 and the rear wheel 4. In the third driving state, the MGF torque of the third rotating electric machine MGF is used to change the torque distribution ratio of the torque from the input shaft 61 to the front-wheel side output shaft 62 and the rear-wheel side output shaft 63. In other words, for the torque transmitted from the rear-wheel side output shaft 63 to the ring gear R3 of the third planetary gear device 64, the MGF torque of the third rotating electric machine MGF is received by the sun gear S3 of the third planetary gear device 64 as a reaction force, so that the torque transmitted to the ring gear R3 is distributed to the front wheel 3 side and the rear wheel 4 side at an arbitrary ratio. In addition, in the third driving state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0086] When the transmission device 12 is in the third driving state, as Figure 9 shown, the brake BF1 is in a disengaged state, the clutch CF1 is in a disengaged 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 the (1) indicates that the first dog clutch D1 is in the first input state. Also,

[0087] Figure 12 It is a schematic diagram when the transmission device 12 of the embodiment is in the fourth driving state. The fourth driving state is a driving state in the mode of H4_LSD, where the power transmitted to the transmission device 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 in which 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, through the engagement control of the clutch CF1, the torque distribution ratio of the torque from the input shaft 61 to the front-wheel side output shaft 62 and the rear-wheel side output shaft 63 changes. In addition, in the fourth driving state, the transmission device 12 is set to the high-speed side gear stage Hi.

[0088] When the transmission device 12 is in the fourth driving state, as Figure 9 shown, the brake BF1 is in a disengaged state, the clutch CF1 is in an 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 12In the first dog clutch D1 in (1), it indicates that the first dog clutch D1 is in the first input state. Additionally, Figure 12 In the second dog clutch D2 in (1), it indicates that the second dog clutch D2 is in the first transmission state.

[0089] Figure 13 It is a schematic diagram showing the case where the transmission device 12 of the embodiment is in the fifth driving state. The fifth driving state is the driving state in the mode of H4_Lock (fixed distribution 4WD) that distributes the power transmitted to the transmission device 12 to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and it is a four-wheel drive state that transmits power 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 that distributes 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 transmission device 12 is set to the high-speed side gear stage Hi.

[0090] When the transmission device 12 is in the fifth driving state, as Figure 9 shown, the brake BF1 becomes the disengaged state, the clutch CF1 becomes the disengaged state, the first dog clutch D1 becomes the first input state, and the second dog clutch D2 becomes the second transmission state. Additionally, Figure 13 In the first dog clutch D1 in (1), it indicates that the first dog clutch D1 is in the first input state. Additionally, Figure 13 In the second dog clutch D2 in (2), it indicates that the second dog clutch D2 is in the second transmission state.

[0091] Figure 14 It is a schematic diagram showing the case where the transmission device 12 of the embodiment is in the sixth driving state. The sixth driving state is the driving state in the mode of L4_Lock (fixed distribution 4WD) that distributes the power transmitted to the transmission device 12 to the front wheel 3 side and the rear wheel 4 side to make the vehicle 1 travel, and it is a four-wheel drive state that transmits power 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 that distributes 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 transmission device 12 is set to the low-speed side gear stage Lo.

[0092] When the transmission device 12 is in the sixth driving state, as Figure 9 shown, the brake BF1 becomes the engaged state, the clutch CF1 becomes the disengaged state, the first dog clutch D1 becomes the second input state, and the second dog clutch D2 becomes the second transmission state. Additionally, Figure 14In the first dog clutch D1 in [the above], (2) indicates that the first dog clutch D1 is in the second input state. Additionally, Figure 14 In the second dog clutch D2 in [the above], (2) indicates that the second dog clutch D2 is in the second transmission state.

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

[0094] The electronic control device 100, in order to switch the drive state of the transmission device 12, based on the output signals from various sensors mounted on the vehicle 1, the 4WD selection switch 86, the Low selection switch 90, etc., uses the transmission control device 104 to control the oil pressure control circuit 111, and controls the operating states of the actuators that operate the first dog clutch D1 and the second dog clutch D2, the brake BF1, and the clutch CF1.

[0095] In the electronic control device 100 of the embodiment, when the vehicle is decelerating, when performing the regeneration control of the third rotating electric machine MGF in the driving mode where the torque from the first power source having the second rotating electric machine MG2 is distributed to the front wheel side output shaft 62 and the rear wheel side output shaft 63 by controlling the MGF torque of the third rotating electric machine MGF, that is, when performing the regeneration control of the third rotating electric machine MGF in the H4_torque distribution mode, the second rotating electric machine MG2 and the third rotating electric machine MGF are regeneratively controlled in such a way as to generate negative torque on the front wheel side output shaft 62 and the rear wheel side output shaft 63. Thereby, it is possible to perform the regeneration control based on the third rotating electric machine MGF when the vehicle is decelerating and generate negative torque on the front wheel side output shaft 62 and the rear wheel side output shaft 63.

[0096] Additionally, in the electronic control device 100 of the embodiment, when the vehicle is decelerating, the second rotating electric machine MG2 and the third rotating electric machine MGF are regeneratively controlled in such a way that the braking force distribution ratio between the front wheels 3 and the rear wheels 4 becomes the ideal distribution ratio as the target braking force distribution ratio. Thereby, it is possible to make the braking forces of the front wheels 3 and the rear wheels 4 appropriate forces.

[0097] Figure 15 It is a flowchart showing an example of the control implemented by the electronic control device 100 of the embodiment.Figure 16 This is a diagram showing an example of a map for braking force distribution between the front wheels 3 and the rear wheels 4. In addition, in Figure 16 , the horizontal axis is set as the front-wheel braking force, and the vertical axis is set as the rear-wheel braking force. Additionally, Figure 16 the solid line in Figure 16 is the ideal braking force distribution line indicating the ideal distribution of braking force between the front wheels 3 and the rear wheels 4. As Figure 16 shown, as the target deceleration increases from 0.1G to 0.8G, it moves more right-upward along the ideal braking force distribution line shown by the solid line in Figure 16 , and the control of braking force distribution is performed. In other words, the target braking force distribution ratio between the front wheels 3 and the rear wheels 4 is determined in such a way that the front-wheel braking force and the rear-wheel braking force shift on the ideal braking force distribution line. That is, the target braking force distribution ratio is set according to the target deceleration. In addition, Figure 16 the L - point in Figure 16 is the boundary point at which the braking force distribution ratio can be controlled to the target braking force distribution ratio through regenerative control based on the second rotating electric machine MG2 and the third rotating electric machine MGF. That is, as

[0098] shown, as the target deceleration increases from 0.1G to 0.8G, the sharing ratio of the braking force to the front wheels 3 (the braking force distribution ratio of the front wheels 3) increases, but there is a limit to increasing the sharing ratio of the braking force to the front wheels 3 only through regenerative control based on the second rotating electric machine MG2 and the third rotating electric machine MGF. The point at which the sharing ratio of the braking force to the front wheels 3 does not increase is the boundary point.

[0098] As Figure 15 shown, in step ST1, the electronic control unit 100 determines whether the vehicle 1 has entered a decelerating state. When the electronic control unit 100 determines that the vehicle 1 has not entered a decelerating state (No in step ST1), it returns this control. On the other hand, when the electronic control unit 100 determines that the vehicle 1 has entered a decelerating state (Yes in step ST1), in step ST2, it determines whether the H4_torque distribution mode can be achieved. In addition, for example, when the third rotating electric machine MGF fails, etc., the H4_torque distribution mode cannot be achieved.

[0099] When the electronic control unit 100 determines that the H4_torque distribution mode cannot be achieved (No in step ST2), it returns this control. On the other hand, when the electronic control unit 100 determines that the H4_torque distribution mode can be achieved (Yes in step ST2), in step ST3, it sets the H4_torque distribution mode.

[0100] Next, in step ST4, the electronic control device 100 calculates whether the target deceleration can be achieved by the regenerative control of the second rotating electric machine MG2. That is, the regenerative amount of the second rotating electric machine MG2 required to achieve the target deceleration is calculated. In addition, the target deceleration is determined based on the accelerator opening, the amount of brake pedal depression, and the deceleration setting by the user, etc. Further, the regenerative amount of the second rotating electric machine MG2 is determined based on the rotational speed and torque of the second rotating electric machine MG2 at this time. Additionally, the regenerative amount of the second rotating electric machine MG2 can also be calculated considering engine braking.

[0101] Next, in step ST5, the electronic control device 100 determines whether the target deceleration can be achieved based on the calculation result in step ST4. That is, it is determined whether the regenerative amount that can be achieved by the second rotating electric machine MG2 is equal to or greater than the regenerative amount of the second rotating electric machine MG2 required to achieve the target deceleration. In addition, the regenerative amount that can be achieved by the second rotating electric machine MG2 is calculated based on the value according to the specification when the second rotating electric machine MG2 can be used according to the specification. For example, when there is a load factor limit on the operation of the second rotating electric machine MG2, the limit is considered for the calculation, and the determination of whether the target deceleration can be achieved is made. Further, when the SOC of the battery is equal to or greater than a predetermined value of SOC and there is a limit on the charging amount of the battery, the regenerative amount that can be achieved by the second rotating electric machine MG2 is calculated considering the limit of the charging amount of the battery, and the determination of whether the target deceleration can be achieved is made.

[0102] When the electronic control device 100 determines that the target deceleration can be achieved (Yes in step ST5), in step ST6, it is determined whether the ideal distribution ratio limit is exceeded. That is, it is determined whether the target deceleration exceeds the limit point. In addition, when the vehicle decelerates, it is desired to recover energy as much as possible through the regenerative control based on the second rotating electric machine MG2. For example, when the vehicle 1 is decelerated using the wheel brake 106, the recovered energy is lost, so this situation should be avoided as much as possible. However, when the deceleration is continuously output through the regenerative control of the second rotating electric machine MG2, the sharing ratio of the braking force to the rear wheel 4 becomes too large with respect to the ideal braking force distribution line shown by the solid line in Figure 16 , so this situation should be avoided.

[0103] When the electronic control device 100 determines that the ideal distribution ratio limit is exceeded (Yes in step ST6), in step ST7, the regenerative control based on the second rotating electric machine MG2 is implemented. Next, in step ST8, the electronic control device 100 implements the regenerative control based on the third rotating electric machine MGF.

[0104] Next, the electronic control device 100 adds braking by the wheel brakes 106 in step ST9. That is, when the braking force distribution ratio cannot be controlled to the target braking force distribution ratio by the regenerative control based on the second rotating electric machine MG2 and the third rotating electric machine MGF, the wheel brakes 106 are used to compensate for the shortage of the braking force that can be obtained by the regenerative control based on the second rotating electric machine MG2 and the third rotating electric machine MGF with respect to the required braking force of each of the front wheels 3 and the rear wheels 4, and the braking force distribution ratio is controlled to the target braking force distribution ratio.

[0105] Next, after the electronic control device 100 executes the process of step ST9, it returns this control.

[0106] On the other hand, in step ST6, when the electronic control device 100 determines that it does not exceed the limit of the ideal distribution ratio (No in step ST6), in step ST10, it executes the regenerative control based on the second rotating electric machine MG2. In this case, the energy during vehicle deceleration can be recovered only by the second rotating electric machine MG2.

[0107] Next, the electronic control device 100 executes the regenerative control based on the third rotating electric machine MGF in step ST11. After that, the electronic control device 100 returns this control.

[0108] In addition, in step ST5, when the electronic control device 100 determines that the target deceleration cannot be achieved (No in step ST5), in step ST7, it executes the regenerative control based on the second rotating electric machine MG2. Next, the electronic control device 100 executes the regenerative control based on the third rotating electric machine MGF in step ST8. Next, the electronic control device 100 adds braking by the wheel brakes 106 in step ST9. That is, when the target deceleration cannot be achieved by the regenerative control based on the second rotating electric machine MG2 and the third rotating electric machine MGF due to the limitation of the regeneration amount of the second rotating electric machine MG2, the braking by the wheel brakes 106 is added in such a way as to make up for the shortage of the deceleration. In this case, the wheel brakes 106 are also used to compensate for the shortage of the braking force that can be obtained by the regenerative control based on the second rotating electric machine MG2 and the third rotating electric machine MGF with respect to the required braking force of each of the front wheels 3 and the rear wheels 4, and the braking force distribution ratio is controlled to the target braking force distribution ratio. After that, the electronic control device 100 returns this control.

[0109] As described above, when the vehicle decelerates, the electronic control unit 100 performs the regeneration control of the third rotating electric machine MGF in the H4_torque distribution mode so as to generate negative torque on the front wheel side output shaft 62 and the rear wheel side output shaft 63. Thus, the regeneration control based on the third rotating electric machine MGF can be performed when the vehicle decelerates, and negative torque can be generated on the front wheel side output shaft 62 and the rear wheel side output shaft 63.

[0110] In addition, when the vehicle decelerates, the electronic control unit 100 performs the regeneration control of the second rotating electric machine MG2 and the third rotating electric machine MGF so that the braking force distribution ratio between the front wheels 3 and the rear wheels 4 becomes the ideal distribution ratio as the target braking force distribution ratio. Thus, the braking forces of the front wheels 3 and the rear wheels 4 can be made appropriate braking forces.

[0111] Furthermore, in the embodiment, the transmission 12 is provided with the first dog clutch D1 to set the L4_Lock mode, but 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.

[0112] In addition, in the embodiment, the transmission 12 is provided with the clutch CF1 and the brake BF1, but one or both of the clutch CF1 and the brake BF1 can be omitted.

[0113] In addition, in the embodiment, the clutch CF1 engages the carrier CA3 and the sun gear S3, but the carrier CA3 and the ring gear R3 can be engaged, or the sun gear S3 and the ring gear R3 can be engaged.

[0114] In addition, in the embodiment, the first power source is provided with the engine 2, but the engine 2 can be omitted. In this case, the vehicle 1 is an electric vehicle.

Claims

1. A driving device for a vehicle, characterized in that, comprising: a power source having an engine and a first rotating electric machine; a second rotating electric machine; a first output shaft connected to the power source and configured to output power to one of the front wheels and the rear wheels; a second output shaft configured to output power to the other of the front wheels and the rear wheels; a differential device having a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine, and being constituted by a single pinion type planetary gear device including a sun gear, a planetary carrier, and a ring gear, and the sun gear being used as the third rotating element; and an electronic control device configured to, when the vehicle equipped with the driving device for a vehicle decelerates, in a driving mode in which the ring gear is used as the first rotating element, the planetary carrier is used as the second rotating element, and torque from the power source is distributed to the first output shaft and the second output shaft by controlling the torque of the second rotating electric machine, perform regenerative control of the first rotating electric machine and the second rotating electric machine in such a manner as to generate negative torque on the first output shaft and the second output shaft.

2. The driving device for a vehicle according to claim 1, characterized in that, the electronic control device is configured to, when the vehicle decelerates, perform regenerative control of the first rotating electric machine and the second rotating electric machine in such a manner that the braking force distribution ratio between the front wheels and the rear wheels becomes a target braking force distribution ratio.

3. The driving device for a vehicle according to claim 2, characterized in that, the electronic control device is configured to, when the vehicle decelerates and the braking force distribution ratio cannot be controlled to the target braking force distribution ratio by regenerative control based on the first rotating electric machine and the second rotating electric machine, use wheel brakes to compensate for the shortage of the braking force that can be obtained by regenerative control based on the first rotating electric machine and the second rotating electric machine with respect to the braking force required for each of the front wheels and the rear wheels, and control the braking force distribution ratio to the target braking force distribution ratio.

4. The driving device for a vehicle according to claim 2, characterized in that, the electronic control device is configured to set the target braking force distribution ratio according to a target deceleration.

5. The driving device for a vehicle according to claim 3, characterized in that, the electronic control device is configured to set the target braking force distribution ratio according to a target deceleration.

6. The driving device for a vehicle according to any one of claims 1 to 5, characterized in that, the electronic control device is configured to, when the target deceleration cannot be achieved by regenerative control based on the first rotating electric machine and the second rotating electric machine due to the limitation of the regeneration amount of the first rotating electric machine, use wheel brakes to cover the shortage of the deceleration.

7. A control method for a driving device for a vehicle, the driving device for a vehicle comprising: a power source having an engine and a first rotating electric machine; Second rotating electric machine; A first output shaft, connected to the power source, configured to output power to one of the front wheels and the rear wheels; A second output shaft, configured to output power to the other of the front wheels and the rear wheels; And A differential device, having a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine, is constituted by a single pinion type planetary gear device including a sun gear, a planetary carrier, and a ring gear, and the sun gear is used as the third rotating element, The control method is characterized by including: When the vehicle equipped with the vehicle drive device decelerates, in a driving mode in which the ring gear is used as the first rotating element, the planetary carrier is used as the second rotating element, and the torque from the power source is distributed to the first output shaft and the second output shaft by controlling the torque of the second rotating electric machine, the first rotating electric machine and the second rotating electric machine are regeneratively controlled so as to generate negative torque on the first output shaft and the second output shaft.

Images