Vehicle drive device

Abstract

The present invention relates to a vehicle drive device. A control device is provided, which can further improve the fuel economy of the engine in a vehicle drive device capable of controlling the engine operating point by adjusting the electric path amount between a first rotating motor and a second rotating motor. An electronic control device (130) obtains a target electric path amount (Psetgt) for setting the engine operating point (PNTeng) of the engine (12) to a target operating point (PNTtgt), controls a differential device (64) in a manner of a gear ratio (γtr) that can achieve the obtained target electric path amount (Ppsetgt), and adjusts the electric path amount (Ppse) on the electric path in a manner of obtaining the obtained target electric path amount (Ppsetgt), thereby suppressing the situation where the electric path amount (Ppse) is restricted by the output characteristics of a TF rotating motor (MGF). As a result, the engine operating point (PNTeng) of the engine (12) can be set to an operating point with better fuel economy, and the fuel economy of the engine (12) can be improved.

Description

Technical Field

[0001] The present invention relates to a vehicle drive device capable of controlling an operating point of an engine by adjusting an electric path amount between a first rotating electric machine and a second rotating electric machine. Background Art

[0002] A vehicle drive device is proposed, which comprises: an engine; a fluid transmission device having an input-side rotating element to which power from the engine is input and an output-side rotating element to which power input to the input-side rotating element is output; a first rotating motor directly or indirectly connected to the input-side rotating element; a first output shaft to which power from the output-side rotating element is input via a first transmission path and outputs power to one of the front and rear wheels; a second rotating motor; and a control device for controlling the operating point of the engine by adjusting the electric path amount on the electric path for transmitting and receiving electric power between the first rotating motor and the second rotating motor. This is the vehicle drive device described in Patent Document 1. Patent Document 1 describes that the operating point of the engine is brought close to the optimal line for fuel economy by adjusting the electric path amount, thereby improving the fuel economy of the engine.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent No. 5700124

[0006] Patent Document 2: Japanese Patent Application Publication No. 2013-159141 Summary of the invention

[0007] Problem that the invention aims to solve

[0008] Incidentally, in the vehicle drive device constructed as described above, the output characteristics of the second rotating electrical machine are determined by the rotational speed and torque, and thus the achievable electric path amount is restricted, so there is room for improvement in terms of improving the fuel economy of the engine.

[0009] The present invention is completed against the background of the above situation, and its purpose is to provide a vehicle drive device, in which the engine's operating point can be controlled by adjusting the amount of electric path between the first rotating motor and the second rotating motor, thereby further improving the fuel economy of the engine.

[0010] Solutions for solving problems

[0011] The gist of the first invention is characterized in that: (a) it comprises: an engine; a fluid transmission device having an input-side rotating element to which power from the engine is input and an output-side rotating element to output the power input to the input-side rotating element; a first rotating motor directly or indirectly connected to the input-side rotating element; a first output shaft to which power from the output-side rotating element is input via a first power transmission path and to which power is output to one of the front and rear wheels; a second rotating motor; and a control device for controlling the operating point of the engine by adjusting the amount of electricity on an electrical path for transmitting and receiving electricity between the first rotating motor and the second rotating motor, wherein (b) the second rotating motor The machine is configured so that the power from the second rotating motor is output to the other wheel of the front wheel and the rear wheel or the first output shaft via a second power transmission path different from the first power transmission path, and a speed change device for changing the speed of the second rotating motor is provided on the second power transmission path, (c) the control device is configured to: calculate the electric path quantity for setting the operation point of the engine as the target operation point, control the speed ratio of the speed change device based on the calculated electric path quantity in a manner to achieve the speed ratio of the calculated electric path quantity, and adjust the electric path quantity on the electric path in a manner to achieve the calculated electric path quantity, thereby controlling the operation point of the engine.

[0012] The gist of the second invention is characterized in that, based on the first invention, the control device is constructed to: when there are multiple speed ratios that can achieve the calculated electric path amount, the speed ratio of the speed change device is controlled in a manner that makes the second rotating motor most efficient among the multiple speed ratios.

[0013] The gist of the third invention is that, in addition to the first invention or the second invention, the control device is configured to limit the electric path amount based on the speed ratio of the speed change device when the speed ratio of the speed change device cannot be changed.

[0014] The gist of the fourth invention is characterized in that, based on any one of the first to third inventions, the vehicle drive device has a second output shaft, which outputs power to the other of the front wheels and the rear wheels, and the speed change device is constructed by adding a first engaging device and a second engaging device to a differential device, the differential device having a first rotating element connected to the second rotating motor, a second rotating element connected to one of the first output shaft and the second output shaft, and a third rotating element connected to the other of the first output shaft and the second output shaft, constituting a torque distribution device that distributes a portion of the torque input to the first output shaft to the second output shaft, the first engaging device selectively engages any two of the first rotating element, the second rotating element and the third rotating element, and the second engaging device selectively engages the third rotating element with a fixed component.

[0015] Effects of the Invention

[0016] According to the first invention, the control device obtains the electric path amount for setting the engine operating point to the target operating point, controls the speed ratio of the transmission device in a manner that can achieve the obtained electric path amount, and adjusts the electric path amount on the electric path in a manner that achieves the obtained electric path amount, thereby suppressing the situation where the electric path amount is restricted by the output characteristics of the second rotating electrical machine. As a result, the engine operating point can be set to an operating point with better fuel economy, and the fuel economy of the engine can be improved.

[0017] According to the second invention, when there are a plurality of speed ratios that can realize the obtained electric path amount, the speed ratio of the transmission is controlled so as to achieve the most efficient speed ratio of the second rotating electrical machine, thereby improving the efficiency of the electric path.

[0018] According to the third invention, when the speed ratio of the transmission cannot be changed, the electric path amount is limited based on the speed ratio of the transmission, so that the electric path amount can be set to an appropriate value.

[0019] According to the fourth aspect of the present invention, the speed change device can be configured by utilizing the differential device that configures the torque distribution device, and an increase in the number of components when providing the speed change device can be suppressed. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 The diagram is a diagram for explaining a schematic configuration of a vehicle drive device to which the present invention is applied, and is a diagram for explaining a main part of a control system and control functions used for various controls in the vehicle drive device.

[0021] Figure 2 Yes Description Figure 1 A diagram schematically showing the structure of a hybrid transmission.

[0022] Figure 3 Yes Description Figure 2 An operation engagement table showing the relationship between the speed shifting operation of the automatic transmission and the operation of the engagement device used for the speed shifting operation.

[0023] Figure 4 Yes Description Figure 1 Schematic diagram of the structure of a transfer case.

[0024] Figure 5 Yes means Figure 4 A collinear diagram showing the relative relationship of the rotational speeds of the various rotating elements in the transfer case.

[0025] Figure 6 It is explained in Figure 4 A working engagement table showing the relationship between each mode established in the transfer case and the control state of each engagement device in the transfer case.

[0026] Figure 7 It is a diagram showing an example of an AT gear shift map for the shift control of the automatic transmission and a driving mode switching map for the switching control of the driving mode, and is also a diagram showing the relationship between them.

[0027] Figure 8 This is a diagram for explaining that, in a vehicle drive device, the engine operating point can be changed like a continuously variable transmission.

[0028] Fig. 9 This is a diagram showing the motor characteristics of the TF-use rotating electrical machine.

[0029] Fig.10 This is a flowchart for explaining the main part of the control operation of the electronic control device, and is a flowchart for explaining the control operation that can improve fuel economy by appropriately adjusting the engine operating point of the engine by appropriately selecting the speed ratio of the differential device during driving.

[0030] Fig.11 It is a flowchart for illustrating the main parts of the control function of the electronic control device corresponding to another embodiment of the present invention, and is a flowchart for illustrating the control work that can improve fuel economy by properly setting the electric path amount even when the gear shift gear of the differential device is fixed.

[0031] Fig.12 It is a diagram for explaining a schematic structure of a transfer case according to another embodiment of the present invention.

[0032] Fig.13 Yes means Fig.12 A collinear diagram showing the relative relationship of the rotational speeds of the various rotating elements in the transfer case.

[0033] Fig.14 It is explained in Fig.12 A working engagement table showing the relationship between each mode established in the transfer case and the control state of each engagement device in the transfer case.

[0034] Description of Reference Numerals

[0035] 10: vehicle drive device; 12: engine; 14: front wheel (the other wheel); 16: rear wheel (one wheel); 28, 200: transfer case (torque distribution device); 44, 202: transfer case (fixed member); 48: torque converter (fluid transmission device); 48a: pump impeller (input side rotating element); 48b: turbine impeller (output side rotating element); 64, 206: differential device (speed change device); 66, 208: first output shaft; 72, 214: the second output shaft; 130, 150: electronic control unit (control unit); MGM: rotating motor for TM (the first rotating motor); MGF: rotating motor for TF (the second rotating motor); CF1: clutch for TF (the first engaging device); BF1: brake for TF (the second engaging device); RE1: the first rotating element; RE2: the second rotating element; RE3: the third rotating element; L1: the first power transmission path; L2: the second power transmission path. DETAILED DESCRIPTION

[0036] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that in the following embodiments, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily accurately depicted.

[0037] [Example 1]

[0038] Figure 1 1 is a diagram for explaining the schematic structure of a vehicle drive device 10 provided in a vehicle 8 to which the present invention is applied, and is a diagram for explaining the control functions used for various controls in the vehicle drive device 10 and the main parts of the control system. Figure 1In the figure, the vehicle drive device 10 includes an engine 12 (refer to "ENG" in the figure), a TM rotating electric machine MGM, and a TF rotating electric machine MGF. The vehicle 8 is a hybrid vehicle. In addition, the vehicle drive device 10 includes a pair of left and right front wheels 14, a pair of left and right rear wheels 16, and a power transmission device 18. The power transmission device 18 is a vehicle power transmission device that transmits power from the engine 12 and the like to the front wheels 14 and the rear wheels 16, respectively. The engine 12, the TM rotating electric machine MGM, and the TF rotating electric machine MGF are referred to as power sources PU unless otherwise specifically distinguished. In particular, the engine 12 and the TM rotating electric machine MGM that output power to the torque converter 48 and the automatic transmission 50 described later are the first power source PU1. In addition, the TF rotating electric machine MGF provided in the transfer case 28 described later is the second power source PU2 that is used as a power source instead of the first power source PU1 or on the basis of it. It should be noted that the rear wheel 16 corresponds to one wheel of the present invention, the front wheel 14 corresponds to the other wheel of the present invention, the TM rotating electric machine MGM corresponds to the first rotating electric machine of the present invention, and the TF rotating electric machine corresponds to the second rotating electric machine of the present invention.

[0039] The vehicle 8 is an all-wheel drive vehicle that can distribute a portion of the torque transmitted to the rear wheels 16 to the front wheels 14 through the vehicle drive device 10. In addition to rear-wheel drive that transmits torque only to the rear wheels 16 as one wheel, the vehicle drive device 10 can also perform front-wheel drive that transmits torque only to the front wheels 14 as the other wheel. The vehicle 8 is a vehicle having four wheels, namely, two front wheels 14 and two rear wheels 16, and is therefore also a four-wheel drive vehicle. In this embodiment, all-wheel drive (=AWD) and four-wheel drive (=4WD) have the same meaning. In addition, the rear-wheel drive and the front-wheel drive are two-wheel drives (=2WD), respectively.

[0040] The engine 12 is a well-known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 controls the engine torque Te, which is the output torque of the engine 12, by controlling the engine control device 20 including a throttle actuator, a fuel injection device, an ignition device, etc., provided in the vehicle drive device 10 using an electronic control device 130 described later.

[0041] The TM rotating electric machine MGM and the TF rotating electric machine MGF are rotating electric machines that have the function of an engine that generates mechanical power from electric power and the function of a generator that generates electric power from mechanical power, respectively, and are so-called electric generators. The TM rotating electric machine MGM and the TF rotating electric machine MGF are connected to the battery 24 provided in the vehicle drive device 10 via the inverter 22 provided in the vehicle drive device 10, respectively. The TM rotating electric machine MGM and the TF rotating electric machine MGF control the inverter 22 by the electronic control device 130 described later, respectively, so as to control the MGM torque Tmgm, which is the output torque of the TM rotating electric machine MGM, and the MGF torque Tmgf, which is the output torque of the TF rotating electric machine MGF. The battery 24 is a storage device that receives and sends electric power to the ITM rotating electric machine MGM and the TF rotating electric machine MGF, respectively. In the case where no special distinction is made, the electric power is also synonymous with electric energy. In the case where no special distinction is made, the power is also synonymous with driving force, torque, and force.

[0042] The power transmission device 18 includes a hybrid transmission 26 (refer to "HV T / M" in the figure), a transfer case 28 (refer to "T / F" in the figure), a front propeller shaft 30, a rear propeller shaft 32, a front differential 34 (refer to "FDiff" in the figure), a rear differential 36 (refer to "RDiff" in the figure), a pair of left and right front drive shafts 38, and a pair of left and right rear drive shafts 40. In the power transmission device 18, the power from the first power source PU1 transmitted via the hybrid transmission 26 is transmitted from the transfer case 28 to the rear wheel 16 via the rear propeller shaft 32, the rear differential 36, the rear drive shaft 40, etc. in sequence. In addition, in the power transmission device 18, if a part of the torque from the first power source PU1 transmitted to the transfer case 28 is distributed to the front wheel 14 side, the distributed torque is transmitted to the front wheel 14 in sequence via the front propeller shaft 30, the front differential 34, the front drive shaft 38, etc.

[0043] The hybrid transmission 26 includes a transmission case 42 as a stationary member (non-rotating member). The transfer case 28 includes a transfer case 44 as a stationary member (non-rotating member) connected to the transmission case 42. The TM rotating electric machine MGM is provided in the transmission case 42. The TF rotating electric machine MGF is provided in the transfer case 44.

[0044] Figure 2 2 is a diagram for explaining the schematic structure of the hybrid transmission 26. Figure 2 In the embodiment, the hybrid transmission 26 includes a rotary electric machine connecting shaft 46, a torque converter 48, and an automatic transmission 50, which are arranged on a common rotation axis CL1 in the transmission case 42. The torque converter 48 and the automatic transmission 50 are configured substantially symmetrically with respect to the rotation axis CL1. Figure 2, the lower half is omitted relative to the rotation axis CL1. The rotation axis CL1 is the axis of the crankshaft of the engine 12, the rotary motor connecting shaft 46 connected to the crankshaft, the transmission input shaft 52 as the input rotating member of the automatic transmission 50, and the transmission output shaft 54 ​​as the output rotating member of the automatic transmission 50.

[0045] The rotary electric machine connecting shaft 46 is a rotating shaft that connects the engine 12 and the torque converter 48. The TM rotary electric machine MGM is connected to the rotary electric machine connecting shaft 46 in a power-transmitting manner. The torque converter 48 is a fluid transmission device that is configured to include a pump impeller 48a connected to the rotary electric machine connecting shaft 46 and a turbine impeller 48b connected to the transmission input shaft 52. The pump impeller 48a is connected to the TM rotary electric machine MGM via the rotary electric machine connecting shaft 46. The pump impeller 48a is an input-side rotating element of the torque converter 48 to which the power of the engine 12 is input, and the turbine impeller 48b is an output-side rotating element of the torque converter 48 that outputs the power input to the pump impeller 48a via the fluid. The rotary electric machine connecting shaft 46 is also an input rotating member of the torque converter 48. The transmission input shaft 52 is also an output rotating member of the torque converter 48 that is formed integrally with the turbine shaft that is rotationally driven by the turbine impeller 48b. The torque converter 48 is a fluid transmission device that transmits power from the first power source PU1 via a fluid to the transmission input shaft 52. The torque converter 48 includes a lockup clutch LU that selectively directly couples the pump impeller 48a and the turbine impeller 48b.

[0046] The automatic transmission 50 is disposed in a power transmission path between the torque converter 48 and the transfer case 28. The transmission output shaft 54 ​​is connected to the transfer case 28. The automatic transmission 50 is a mechanical transmission device that transmits the power from the first power source PU1 to the transfer case 28. In this way, the torque converter 48 and the automatic transmission 50 transmit the power from the first power source PU1 to the transfer case 28, respectively.

[0047] The automatic transmission 50 is a well-known planetary gear type automatic transmission, and includes, for example, a plurality of planetary gear devices including a first planetary gear device 56 and a second planetary gear device 58, and a plurality of engagement devices including a clutch C1 including a one-way clutch F1, a clutch C2, a brake B1, and a brake B2. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are referred to as engagement devices CB unless otherwise specifically distinguished.

[0048] The engagement device CB is a well-known hydraulic friction engagement device composed of a multi-plate or single-plate clutch pressed by a hydraulic actuator, a brake, a band brake tightened by a hydraulic actuator, etc. The engagement device CB is respectively controlled by a hydraulic control circuit 60 (see Figure 1) changes the torque capacity, ie, CB torque Tcb, of the engagement device CB after the pressure adjustment supplied by the CB hydraulic pressure PRcb, thereby switching the working state, ie, the control state, such as the engagement state and the release state. The hydraulic control circuit 60 is controlled by the electronic control device 130 described later.

[0049] The rotating elements of the first planetary gear device 56 and the second planetary gear device 58 of the automatic transmission 50 are directly or indirectly connected to each other via the engagement device CB and the one-way clutch F1, or are directly or indirectly connected to the transmission input shaft 52, the transmission case 42, or the transmission output shaft 54. The rotating elements of the first planetary gear device 56 are the sun gear S1, the planet carrier CA1, and the ring gear R1, and the rotating elements of the second planetary gear device 58 are the sun gear S2, the planet carrier CA2, and the ring gear R2.

[0050] The automatic transmission 50 is a stepped transmission that forms any of a plurality of gears (also referred to as gear positions) having different gear ratios (also referred to as gear ratios) γat (=AT input rotational speed Ni / AT output rotational speed No) by engaging any of the engagement devices CB. The automatic transmission 50 switches the gear positions formed according to the accelerator operation of the driver (=driver), the vehicle speed V, etc., by using an electronic control device 130 described later. In the present embodiment, the gear positions formed by the automatic transmission 50 are referred to as AT gear positions. The AT input rotational speed Ni is the rotational speed of the transmission input shaft 52, which is the input rotational speed of the automatic transmission 50, and is the same value as the rotational speed of the turbine shaft driven by the turbine impeller 48b, that is, the turbine rotational speed Nt. The AT output rotational speed No is the rotational speed of the transmission output shaft 54, which is the output rotational speed of the automatic transmission 50.

[0051] For example Figure 3 As shown in the working engagement table, the automatic transmission 50 is a plurality of AT gears, forming 4 forward AT gears of AT1 gear ("1st" in the figure) - AT4 gear ("4th" in the figure). The speed ratio γat of the AT1 gear is the largest, and the speed ratio γat is smaller as the AT gear is higher. Figure 3 The working engagement table summarizes the relationship between each AT gear position and each control state of the engagement device CB. Figure 3In the figure, "○" indicates engagement, "△" indicates engagement during engine braking or coasting downshift of the automatic transmission 50, and a blank indicates release. The neutral state ("N" in the figure) of the automatic transmission 50 is a state in which the automatic transmission 50 cannot transmit power, and is achieved, for example, by setting all the engagement devices CB to the release state to cut off the power transmission of the automatic transmission 50. In addition, the automatic transmission 50 is set to the neutral state ("Rev" in the figure) when the vehicle 8 is traveling in reverse. When the vehicle 8 is traveling in reverse, power is output from the TF rotating electric machine MGF, for example.

[0052] Figure 4 2 is a diagram for explaining the schematic structure of the transfer case 28. Figure 4 In the embodiment, the transfer case 28 includes a TF input shaft 62, a differential device 64, a TF clutch CF1, a TF brake BF1, a first output shaft 66, an intermediate shaft 68, a first meshing clutch D1, a second meshing clutch D2, and a drive gear 70, which are arranged on a common rotation axis CL1 in the transfer case 44. The differential device 64, the TF clutch CF1, the TF brake BF1, the intermediate shaft 68, the first meshing clutch D1, the second meshing clutch D2, and the drive gear 70 are configured to be approximately symmetrical with respect to the rotation axis CL1. Figure 4 The lower half is omitted relative to the rotation axis CL1.

[0053] The transfer case 28 includes a second output shaft 72 and a driven gear 74 disposed on a common rotation axis CL2 in the transfer case 44 as a fixed member. The driven gear 74 is configured substantially symmetrically with respect to the rotation axis CL2. Figure 4 In the figure, the upper half is omitted with respect to the rotation axis CL2. The rotation axis CL2 is the axis center of the second output shaft 72, the front propeller shaft 30, and the like.

[0054] In addition, the transfer case 28 includes a TF rotary electric machine MGF, a rotary electric machine connecting gear pair 76, and a chain 78 in a transfer case 44 as a fixed member. The rotary electric machine connecting gear pair 76 is composed of a TF rotary electric machine connecting gear 76a that rotates integrally with the rotor shaft 80 of the TF rotary electric machine MGF and a TF counter gear 76b that is always meshed with the TF rotary electric machine connecting gear 76a. The chain 78 is a member that connects the drive gear 70 and the driven gear 74.

[0055] The transfer case 28 further includes a switching actuator 82 fixed to the transfer case 44 (see Figure 1 The switching actuator 82 is an actuator for operating the first meshing clutch D1 and the second meshing clutch D2, respectively.

[0056] The TF clutch CF1 and the TF brake BF1 are respectively known wet hydraulic friction engagement devices composed of a multi-plate or single-plate engagement device pressed by a hydraulic actuator. The TF clutch CF1 changes the torque capacity of the TF clutch CF1, i.e., the CF1 torque Tcf1, by using the hydraulic pressure of the TF clutch CF1 after pressure adjustment supplied from the hydraulic control circuit 60, i.e., the CF1 hydraulic pressure PRcf1, thereby switching the control state. The TF brake BF1 also changes the BF1 torque Tbf1 by using the BF1 hydraulic pressure PRbf1 supplied from the hydraulic control circuit 60, similarly to the TF clutch CF1, thereby switching the control state. The first meshing clutch D1 and the second meshing clutch D2 are respectively known meshing clutches, i.e., dog clutches. The first meshing clutch D1 and the second meshing clutch D2 switch the control state by controlling the switching actuator 82 by the electronic control unit 130 described later.

[0057] The TF input shaft 62 is connected to the transmission output shaft 54 ​​in a manner capable of transmitting power. The first output shaft 66 is connected to the rear drive shaft 32 in a manner capable of transmitting power. Thus, the first output shaft 66 outputs the input power to the rear wheel 16 via the rear drive shaft 32 and the like. The power output from the turbine impeller 48b of the torque converter 48 is input to the first output shaft 66 via the automatic transmission 50 and the like. It should be noted that a power transmission path from the turbine impeller 48b of the torque converter 48 to the first output shaft 66, which is configured to include the automatic transmission 50, is used to form a first power transmission path L1 (see FIG. 1 ) for inputting the power from the turbine impeller 48b to the first output shaft 66. Figure 2 , Figure 4 ).

[0058] The second output shaft 72 is connected to the pair of front wheels 14 via the front propeller shaft 30, the front differential 34 and the pair of front drive shafts 38 in a power-transmitting manner. Therefore, the power input to the second output shaft 72 is output to the front wheels 14. The driven gear 74 is fixed to the second output shaft 72 in a non-rotatable manner. The TF counter gear 76b is fixed to the intermediate shaft 68 in a non-rotatable manner. The TF rotary motor MGF is connected to the second output shaft 72 in a power-transmitting manner via the rotor shaft 80, the rotary motor connecting gear pair 76, the intermediate shaft 68, the differential device 64, the drive gear 70, the chain 78 and the driven gear 74. Thus, the power of the TF rotary motor MGF is output to the front wheels 14 via the second output shaft 72. It should be noted that the power transmission path from the TF rotary motor MGF to the front wheels 14 forms a second power transmission path L2 (refer to Figure 1 ). The first power transmission path L1 and the second power transmission path L2 are composed of different paths.

[0059] The differential device 64 is composed of a single pinion type planetary gear device, and includes a sun gear S, a planetary carrier CA, and a ring gear R. The sun gear S is fixed to the intermediate shaft 68 in a non-rotatable manner. Therefore, the TF rotary motor MGF is connected to the sun gear S via the rotary motor connecting gear pair 76. The planetary carrier CA is connected to the drive gear 70. Therefore, the second output shaft 72 is connected to the planetary carrier CA via the drive gear 70, the chain 78, and the driven gear 74. The ring gear R is selectively connected to the transfer case 44 via the TF brake BF1. The sun gear S and the planetary carrier CA are selectively connected via the TF clutch CF1. It should be noted that the TF clutch CF1 corresponds to the first engagement device of the present invention, and the TF brake BF1 corresponds to the second engagement device of the present invention.

[0060] The first meshing clutch D1 includes a first meshing tooth a1, a second meshing tooth a2, a third meshing tooth a3, and a first sleeve d1s. The first meshing tooth a1 is fixed to the TF input shaft 62 in a manner that cannot rotate relative to each other. The second meshing tooth a2 is fixed to the first output shaft 66 in a manner that cannot rotate relative to each other. The third meshing tooth a3 is fixed to the intermediate shaft 68 in a manner that cannot rotate relative to each other. The first sleeve d1s is provided so as to be movable relative to the first meshing tooth a1, the second meshing tooth a2, and the third meshing tooth a3 in the direction of the rotation axis CL1. The first sleeve d1s is provided with inner peripheral teeth that can mesh with the first meshing tooth a1, the second meshing tooth a2, and the third meshing tooth a3 in a manner that cannot rotate relative to each other. The first sleeve d1s is moved in the direction of the rotation axis CL1 by utilizing the switching actuator 82, thereby forming an engaged state with respect to the first meshing tooth a1, the second meshing tooth a2, and the third meshing tooth a3, or releasing the engaged state. The first state [1] of the first meshing clutch D1 represents a state in which the first meshing tooth a1 and the second meshing tooth a2 are engaged by engaging the first sleeve d1s with the first meshing tooth a1 and the second meshing tooth a2, respectively. The second state [2] of the first meshing clutch D1 represents a state in which the first meshing tooth a1 and the third meshing tooth a3 are engaged by engaging the first sleeve d1s with the first meshing tooth a1 and the third meshing tooth a3, respectively. It should be noted that in Figure 4 In FIG. 1 , for convenience, a plurality of first sleeves d1s are illustrated in accordance with each state.

[0061] The second meshing clutch D2 includes a fourth meshing tooth a4, a fifth meshing tooth a5, a sixth meshing tooth a6, and a second sleeve d2s. The fourth meshing tooth a4 is connected to the ring gear R. The fifth meshing tooth a5 is connected to the planetary carrier CA. The sixth meshing tooth a6 is fixed to the first output shaft 66 in a manner that cannot rotate relative to each other. The second sleeve d2s is provided so as to be relatively movable relative to the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6 in the direction of the rotation axis CL1. Inner peripheral teeth that can be meshed relative to the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6 in a manner that cannot rotate relative to each other are formed in the second sleeve d2s. The second sleeve d2s is moved in the direction of the rotation axis CL1 by using the switching actuator 82, thereby forming a meshing state in which the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6 are meshed, or releasing the meshing state. The first state [1] of the second meshing clutch D2 represents a neutral state in which the second sleeve d2s is not meshed with any of the fourth meshing teeth a4, the fifth meshing teeth a5 and the sixth meshing teeth a6, thereby causing no engagement between any of the fourth meshing teeth a4, the fifth meshing teeth a5 and the sixth meshing teeth a6. The second state [2] of the second meshing clutch D2 represents a state in which the fourth meshing teeth a4 and the sixth meshing teeth a6 are engaged by meshing the second sleeve d2s with the fourth meshing teeth a4 and the sixth meshing teeth a6, respectively. The third state [3] of the second meshing clutch D2 represents a state in which the fifth meshing teeth a5 and the sixth meshing teeth a6 are engaged by meshing the second sleeve d2s with the fifth meshing teeth a5 and the sixth meshing teeth a6, respectively. It should be noted that in Figure 4 In the figure, for convenience, a plurality of second sleeves d2s are illustrated to match each state.

[0062] Figure 5 28 is a collinear diagram showing the relative relationship between the rotational speeds of the various rotating elements in the transfer case 28. Figure 5 , three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential device 64 constituting the transfer case 28 are axes that respectively indicate, from the left, the rotation speed of the sun gear S corresponding to the first rotating element RE1, the rotation speed of the planetary carrier CA corresponding to the second rotating element RE2, and the rotation speed of the ring gear R corresponding to the third rotating element RE3. The vertical line Y0 shown at a position to the left of the vertical line Y1 is an axis that indicates the rotation speed of the first output shaft 66 corresponding to the input / output rotating element RE10.

[0063] If using Figure 5, in the transfer case 28, the input / output rotating element REIO is selectively connected to the TF input shaft 62 via the first meshing clutch D1 (refer to the first state [1]), and is also connected to the rear transmission shaft 32. The first power source PU1 including the engine 12 is connected to the TF input shaft 62 via the hybrid transmission 26 in a manner capable of transmitting power. In addition, in the differential device 64, the first rotating element RE1 is connected to the TF rotating electric machine MGF in a manner capable of transmitting power, and is selectively connected to the TF input shaft 62 via the first meshing clutch D1 (refer to the second state [2]). The second rotating element RE2 is connected to the second output shaft 72, which is the output shaft on one side, that is, the front transmission shaft 30, and is selectively connected to the first output shaft 66, that is, the rear transmission shaft 32, via the second meshing clutch D2 (refer to the third state [3]). The third rotating element RE3 is selectively connected to the first output shaft 66 as the other output shaft via the second meshing clutch D2 (refer to the second state [2]), and is selectively connected to the transfer case 44 via the TF brake BF1. In addition, the first rotating element RE1 and the second rotating element RE2 are selectively connected via the TF clutch CF1. In the differential device 64, the relationship between the rotational speeds of the first rotating element RE1, the second rotating element RE2 and the third rotating element RE3 is represented by a straight line Lcd. The first output shaft 66 is an output shaft to which the power from the first power source PU1 is input via the torque converter 48 and outputs power to the rear wheel 16. The second output shaft 72 is an output shaft to output power to the front wheel 14.

[0064] In the differential device 64, when the TF clutch CF1 is in the engaged state and the TF brake BF1 is in the released state, the first rotating element RE1, the second rotating element RE2 and the third rotating element RE3 rotate integrally. On the other hand, in the differential device 64, when the TF clutch CF1 is in the released state and the TF brake BF1 is in the engaged state, the rotation speed of the second rotating element RE2 is reduced relative to the rotation speed of the first rotating element RE1. Therefore, the differential device 64 functions as a transmission device that selectively forms a high gear formed by the TF clutch CF1 being set to the engaged state and a low gear formed by the TF brake BF1 being set to the engaged state by adding the TF clutch CF1 and the TF brake BF1. That is, by operating the differential device 64 as a transmission device that performs a speed change action, the rotation speed of the TF rotating electric machine MGF can be changed. It should be noted that the speed ratio γtr of the differential device 64 when the differential device 64 is shifted to a high gear is 1.0, and the speed ratio γtr of the differential device 64 when the differential device 64 is shifted to a low gear is a value greater than 1.0. The second power transmission path L2 is configured to include the differential device 64.

[0065] In addition, when the TF clutch CF1 and the TF brake BF1 are both set to the released state, the differential device 64 can exert a differential action. Therefore, the differential device 64 functions as a center differential. At this time, in the transfer case 28, when the first meshing clutch D1 is in the first state [1] and the second meshing clutch D2 is in the second state [2], the differential device 64 can use the reaction torque of the TF rotating electric machine MGF connected to the first rotating element RE1 to distribute the torque from the first power source PU1 input to the third rotating element RE3 to the second rotating element RE2. In addition, instead of allowing the reaction torque of the TF rotating electric machine MGF to act, the differential device 64 sets the TF clutch CF1 to the slip state to limit the differential action of the differential device 64, thereby being able to distribute the torque from the first power source PU1 input to the third rotating element RE3 to the second rotating element RE2. As described above, the transfer case 28 is a torque distribution device that distributes a portion of the torque from the first power source PU1 input to the first output shaft 66 to the second output shaft 72. Thus, in the transfer case 28, the torque can be distributed to the front wheels 14 and the rear wheels 16. It should be noted that in the transfer case 28, when the second meshing clutch D2 is set to the third state [3], the differential device 64 is set to the differential lock state in which the function as a center differential does not function.

[0066] Figure 6 2 is an operation engagement table that explains the relationship between each mode established in the transfer case 28 and the control state of each engagement device in the transfer case 28. Figure 6 In the table, “○” indicates engagement, and a blank indicates release.

[0067] The "EV (FF) high" mode of number m1 and the "EV (FF) low" mode of number m2 are realized by setting only one of the TF clutch CF1 and the TF brake BF1 to the engaged state, setting the first meshing clutch D1 to the first state [1], and setting the second meshing clutch D2 to the first state [1]. The "EV (FF) high" mode and the "EV (FF) low" mode are EV driving modes that can perform motor driving (=EV driving) in which the vehicle is driven only by the TF rotating electric machine MGF as a power source while the operation of the first power source PU1 is stopped, for example. Since the second meshing clutch D2 is set to the first state [1], the mutual engagement of the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6 is set to the neutral state (refer to "N" in the figure), and thus the power transmission path between the differential device 64 and the rear wheel 16 is cut off. In this state, in the differential device 64 that forms a high gear based on the engagement state of the TF clutch CF1 or a low gear based on the engagement state of the TF brake BF1, the power from the TF rotating electric machine MGF is transmitted to the front wheel 14 side. Therefore, the EV travel of the present embodiment is achieved by front-wheel drive travel. In the EV travel mode, for example, when the first meshing clutch D1 is in the first state [1], the drag of the engine 12 can be eliminated because the automatic transmission 50 is set to the neutral state. Alternatively, if the first meshing clutch D1 can be set to the released state, in the EV travel mode, for example, by setting the first meshing clutch D1 to the released state, the drag of the automatic transmission 50 and the engine 12 can be eliminated regardless of the state of the automatic transmission 50. In addition, in each EV driving mode of the "EV (FF) high" mode and the "EV (FF) low" mode, the power from the first power source PU1 can be transmitted to the rear wheel 16 by setting the automatic transmission 50 to the power transmission state, so that engine driving, that is, hybrid driving (=HV driving) can be performed using at least the engine 12 as a power source. In this engine driving, for example, AWD driving based on parallel hybrid driving or rear-wheel drive driving based only on the power from the first power source PU1 can be performed.

[0068] The "H4_Torque Split" mode numbered m3 is realized by setting the TF clutch CF1 and the TF brake BF1 to the released state, the first meshing clutch D1 to the first state [1], and the second meshing clutch D2 to the second state [2]. The "H4_Torque Split" mode is a mode in which, for example, the differential device 64 is in a state equivalent to the high gear, and the sun gear S receives the torque from the first power source PU1 transmitted from the first output shaft 66 to the differential device 64 using the reaction torque of the TF rotating electric machine MGF, thereby distributing the torque to the front wheels 14 and the rear wheels 16 at a desired arbitrary ratio corresponding to the reaction torque of the TF rotating electric machine MGF. In the "H4_Torque Split" mode in the transfer case 28, the TF rotating electric machine MGF is powered.

[0069] The "H4_LSD" mode numbered m4 is achieved by controlling the TF clutch CF1 to a slip state when the TF brake BF1 is set to a released state, the first meshing clutch D1 is set to a first state [1], and the second meshing clutch D2 is set to a second state [2]. The "H4_LSD" mode is a mode in which the torque is distributed to the front wheels 14 and the rear wheels 16 at a desired arbitrary ratio corresponding to the torque capacity of the TF clutch CF1 by limiting the differential action of the differential device 64 by utilizing the slip state of the TF clutch CF1, instead of the action of the reaction torque of the TF rotating electric machine MGF in the "H4_Torque Split" mode.

[0070] The "H4_Lock" mode numbered m5 is achieved by setting the TF clutch CF1 and the TF brake BF1 to the released state, the first meshing clutch D1 to the first state [1], and the second meshing clutch D2 to the third state [3]. The "H4_Lock" mode is a mode in which the torque from the first power source PU1 transmitted to the first output shaft 66 is distributed to the front wheels 14 and the rear wheels 16 when the differential device 64 is set to the differential lock state.

[0071] The "L4_Lock" mode numbered m6 is achieved by setting the TF clutch CF1 to the released state, the TF brake BF1 to the engaged state, the first meshing clutch D1 to the second state [2], and the second meshing clutch D2 to the third state [3]. The "L4_Lock" mode is a mode in which the torque from the first power source PU1 transmitted to the sun gear S of the differential device 64 is distributed to the front wheels 14 and the rear wheels 16 when the differential device 64 is set to the differential lock state and the low gear position.

[0072] Back to Figure 1The vehicle drive device 10 includes a MOP84 as a mechanical oil pump, an EOP86 as an electric oil pump, a pump motor 88, etc. The MOP84 is connected to the rotary electric machine connecting shaft 46 (see Figure 2 ), is driven to rotate by the first power source PU1, thereby ejecting the working oil OIL used in the power transmission device 18. The pump motor 88 is a motor dedicated to the EOP86 for rotating and driving the EOP86. The EOP86 is driven to rotate by the pump motor 88 to eject the working oil OIL. The working oil OIL ejected by the MOP84 and EOP86 is supplied to the hydraulic control circuit 60. The hydraulic control circuit 60 supplies the CB hydraulic pressure PRcb, the CF1 hydraulic pressure PRcf1, the BF1 hydraulic pressure PRbf1, etc., which are respectively pressure-regulated based on the working oil OIL ejected by the MOP84 and / or EOP86.

[0073] The vehicle drive device 10 includes an electronic control device 130 as a controller, and the electronic control device 130 includes a control device for controlling the power source PU, the transfer case 28, and the like. Figure 1 1 is a diagram showing an input / output system of the electronic control device 130, and is a functional block diagram of a main part for explaining the control function of the electronic control device 130. The electronic control device 130 is configured to include a so-called microcomputer including, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The CPU performs various controls of the vehicle drive device 10 by performing signal processing according to a program pre-stored in the ROM while utilizing the temporary storage function of the RAM. The electronic control device 130 is configured to include various computers for engine control, gear shift control, etc. as needed.

[0074] Various signals based on detection values ​​of various sensors and the like provided in the vehicle drive device 10 (e.g., an engine rotation speed sensor 90, an MGM rotation speed sensor 92, a turbine rotation speed sensor 94, an AT output rotation speed sensor 96, a vehicle speed sensor 98, an MGF rotation speed sensor 100, an accelerator opening sensor 102, a throttle opening sensor 104, a brake pedal sensor 106, a gear position sensor 108, an acceleration sensor 110, a yaw rate sensor 112, a steering wheel sensor 114, a battery sensor 116, an oil temperature sensor 118, a differential lock selection switch 120, a low gear selection switch 122, etc.) (e.g., an engine rotation speed Ne of the engine 12, an MGM rotation speed Nmgm of the TM rotating electric machine MGM, a turbine rotation speed Nt having the same value as the AT input rotation speed Ni, an AT output rotation speed No, a TF output rotation speed Nof of the rotation speed of the first output shaft 66 corresponding to the vehicle speed V, an MGF rotation speed The electronic control unit 130 is supplied with the following signals: a rotation speed Nmgf, an accelerator operation amount of the driver indicating the magnitude of the driver's acceleration operation, namely the accelerator opening θacc, an electronic throttle opening θth, a brake opening signal Bon indicating the state in which the brake pedal for operating the wheel brakes is operated by the driver, a shift operation position POSsh indicating the operation position of the shift lever of the vehicle 8, a longitudinal acceleration Gx and a lateral acceleration Gy of the vehicle 8, a rotation angular velocity of the vehicle 8 about the vertical axis, namely the yaw rate Ryaw, a steering angle θsw and a steering direction Dsw of the steering wheel of the vehicle 8, a battery temperature THbat of the battery 24, a battery charge and discharge current Ibat, a battery voltage Vbat, a temperature of the operating oil OIL, namely the operating oil temperature THoil, a lock mode on signal LOCKon indicating that the driver has selected the "H4_Lock" mode or the "L4_Lock" mode, a low gear on signal LOWon indicating that the driver has selected the low gear position of the differential device 64, etc.

[0075] The differential lock selection switch 120 and the low gear selection switch 122 are provided, for example, near the driver's seat. The differential lock selection switch 120 is a switch that is operated by the driver to be in the on state when the differential device 64 is set to the differential lock state in the transfer case 28. The low gear selection switch 122 is a switch that is operated by the driver to be in the on state when the differential device 64 is set to the low gear position when the "H4_Lock" mode is established in the transfer case 28.

[0076] Various command signals (e.g., an engine control command signal Se for controlling the engine 12, an MGM control command signal Smgm for controlling the TM rotating electrical machine MGM, an MGF control command signal Smgf for controlling the TF rotating electrical machine MGF, a control state signal Smgf for controlling the engagement device CB related to the control of the automatic transmission 50) are outputted from the electronic control device 130 to each device (e.g., the engine control device 20, the inverter 22, the hydraulic control circuit 60, the switching actuator 82, the pump motor 88, the wheel brake device 124, the information notification device 126, etc.) provided in the vehicle 8. The hydraulic control command signal Sat for controlling the control state of the TF clutch CF1 and the TF brake BF1 related to the control of the transfer case 28, the transfer case control command signal Stf for respectively operating the first meshing clutch D1 and the second meshing clutch D2 related to the control of the transfer case 28, the EOP control command signal Seop for controlling EOP86, the brake control command signal Sb for controlling the braking force generated by the wheel brakes, the information notification control command signal Sinf for notifying the driver of various information, etc.).

[0077] The electronic control device 130 includes an AT shift control unit 132 as AT shift control means, a hybrid control unit 134 as hybrid control means, and a drive state control unit 136 as drive state control means in order to realize various controls in the vehicle drive device 10 .

[0078] The AT speed control unit 132 uses, for example, Figure 7 The AT gear shift map shown in the figure performs the gear shift judgment of the automatic transmission 50, and outputs the hydraulic control command signal Sat for executing the gear shift control of the automatic transmission 50 to the hydraulic control circuit 60 as needed. The AT gear shift map is a relationship that is obtained and stored in advance through experiments or by design, that is, a predetermined relationship. The AT gear shift map is, for example, a predetermined relationship having a gear shift line for judging the gear shift of the automatic transmission 50 on a two-dimensional coordinate with the vehicle speed V and the required drive torque Trdem as variables. In the AT gear shift map, the AT output rotation speed No and the like can be used instead of the vehicle speed V, and the required drive force Frdem, the accelerator opening θacc, the throttle opening θth and the like can be used instead of the required drive torque Trdem. The gear shift lines in the AT gear shift map are an upshift line for judging upshifts as shown by a solid line and a downshift line for judging downshifts as shown by a dotted line.

[0079] The hybrid control unit 134 includes the functions of an engine control unit 134a which is an engine control component for controlling the operation of the engine 12 and the functions of a rotating motor control unit 134b which is a rotating motor control component for controlling the operation of the rotating motor MGM for TM and the rotating motor MGF for TF via the inverter 22. Through these control functions, hybrid drive control based on the engine 12, the rotating motor MGM for TM and the rotating motor MGF for TF is performed.

[0080] The hybrid control unit 134 calculates the driver's drive requirement for the vehicle 8 by applying the accelerator opening θacc and the vehicle speed V to a drive requirement map, which is a predetermined relationship. The drive requirement is, for example, the required drive torque Trdem [Nm] of the drive wheels (front wheels 14, rear wheels 16). As the drive requirement, the required drive force Frdem [N] of the drive wheels, the required drive power Prdem [W] of the drive wheels, the required AT output torque of the transmission output shaft 54, etc. can also be used. From another perspective, the required drive torque Trdem is the required drive power Prdem at the vehicle speed V when the command is output. In the calculation of the drive requirement, the TF output rotation speed Nof, etc. can also be used instead of the vehicle speed V.

[0081] The hybrid control unit 134 outputs the engine control command signal Se, the MGM control command signal Smgm, and the MGF control command signal Smgf in a manner to realize the required driving power Prdem in consideration of the transmission loss, the auxiliary load, the gear ratio γat of the automatic transmission 50, the gear ratio γtr of the differential device 64, the chargeable power Win of the battery 24, the dischargeable power Wout, etc. The engine control command signal Se is, for example, a command value for realizing the required value of the engine power Pedem, which is the engine torque Te output at the engine rotation speed Ne when the command is output. The engine power Pe is the output [W], that is, the power of the engine 12. The MGM control command signal Smgm is, for example, a command value for the power consumption Wcmgm or the generated power Wgmgm of the TM rotating electric machine MGM, which is the MGM torque Tmgm output at the MGM rotation speed Nmgm when the command is output. The MGF control command signal Smgf is, for example, a command value of the power consumption Wcmgf or the power generation Wgmgf of the TF rotating electrical machine MGF that outputs the MGF torque Tmgf at the MGF rotation speed Nmgf when the command is output.

[0082] The chargeable power Win of the battery 24 is the maximum power that can be inputted to limit the input power of the battery 24, indicating the input limit of the battery 24. The dischargeable power Wout of the battery 24 is the maximum power that can be outputted to limit the output power of the battery 24, indicating the output limit of the battery 24. The chargeable power Win and the dischargeable power Wout of the battery 24 are calculated by the electronic control unit 130, for example, based on the battery temperature THbat and the state of charge value SOC[%] of the battery 24. The state of charge value SOC of the battery 24 is a value indicating the state of charge corresponding to the charge amount of the battery 24, and is calculated by the electronic control unit 130, for example, based on the battery charge and discharge current Ibat and the battery voltage Vbat.

[0083] The hybrid control unit 134 establishes the EV driving mode when the required driving power Prdem is in the motor driving range where the required driving power Prdem is smaller than a predetermined threshold value. On the other hand, when the required driving power Prdem is in the engine driving range where the required driving power Prdem is greater than a predetermined threshold value, the hybrid control unit 134 establishes the HV driving mode where engine driving is possible. Figure 7 The dashed line A is the boundary between the engine driving area and the motor driving area. Figure 7 The predetermined relationship of the boundary line as shown by the dashed line A is an example of a travel range switching map composed of two-dimensional coordinates with the vehicle speed V and the required drive torque Trdem as variables. Figure 7 In the figure, for convenience, the driving area switching map is shown together with the AT gear shift map.

[0084] Even when the required driving power Prdem is in the motor driving area, the hybrid control unit 134 establishes the HV driving mode when the state of charge value SOC of the battery 24 is less than a predetermined engine start threshold value, when the engine 12 needs to be preheated, etc. From another perspective, when the state of charge value SOC of the battery 24 is less than the engine start threshold value, when the engine 12 needs to be preheated, the motor driving area in the driving area switching map disappears. The engine start threshold value is a predetermined threshold value of the state of charge value SOC for determining whether it is necessary to automatically start the engine 12 and charge the battery 24.

[0085] The driving state control unit 136 determines whether to enable each mode (see FIG. 14 ) in the transfer case 28 based on, for example, the vehicle speed V, the accelerator opening θacc, the brake on signal Bon, the shift operation position POSsh, the longitudinal acceleration Gx and the lateral acceleration Gy, the yaw rate Ryaw, the steering angle θsw and the steering direction Dsw, the lock mode on signal LOCKon, the low gear on signal LOWon, etc. Figure 6) is established, and various control command signals for establishing the determined mode are output. The various control command signals are, for example, a hydraulic control command signal Scbf for the TF clutch CF1 and the TF brake BF1, and a transfer case control command signal Stf for the first meshing clutch D1 and the second meshing clutch D2.

[0086] In the EV driving mode, the driving state control unit 136 sets the TF brake BF1 to the engaged state and the TF clutch CF1 to the released state in a relatively low vehicle speed range to form a low gear position in the differential device 64, and sets the TF brake BF1 to the released state and the TF clutch CF1 to the engaged state in a relatively high vehicle speed range to form a high gear position in the differential device 64. That is, in the EV driving mode, the driving state control unit 136 establishes, for example, an "EV (FF) low" mode (i.e., a low gear position) in a relatively low vehicle speed range, and establishes an "EV (FF) high" mode (i.e., a high gear position) in a relatively high vehicle speed range.

[0087] The driving state control unit 136 determines the driving state of the vehicle 8 in the "H4_Torque Split" mode and the "H4_LSD" mode based on various signals from various sensors such as the vehicle speed sensor 98, the acceleration sensor 110, and the yaw rate sensor 112, and sets a target value of the torque distribution ratio Rx corresponding to the determined driving state. The torque distribution ratio Rx is the ratio of the torque from the power source PU distributed to the front wheels 14 and the rear wheels 16. The torque distribution ratio Rx can be represented by, for example, the ratio of the torque transmitted from the power source PU to the rear wheels 16 to the total torque transmitted from the power source PU to the rear wheels 16 and the front wheels 14, that is, the rear wheel side distribution ratio Xr. Alternatively, the torque distribution ratio Rx can be represented by, for example, the ratio of the torque transmitted from the power source PU to the front wheels 14 to the total torque transmitted from the power source PU to the rear wheels 16 and the front wheels 14, that is, the front wheel side distribution ratio Xf (=1-Xr).

[0088] In the "H4_Torque Split" mode, the drive state control unit 136 outputs the MGF control command signal Smgf, which is used to control the TF rotating electric machine MGF by adjusting the MGF torque Tmgf that generates the reaction torque generated by the TF rotating electric machine MGF, so that the rear wheel side distribution rate Xr becomes the target value. The larger the MGF torque Tmgf, the smaller the rear wheel side distribution rate Xr, that is, the larger the front wheel side distribution rate Xf. In the "H4_LSD" mode, the drive state control unit 136 outputs the hydraulic control command signal Scbf, which is used to control the slip state of the TF clutch CF1 by adjusting the torque capacity of the TF clutch CF1, so that the rear wheel side distribution rate Xr becomes the target value. The larger the torque capacity of the TF clutch CF1, the smaller the rear wheel side distribution rate Xr.

[0089] The driving state control unit 136 establishes the "H4_Lock" mode when the driver turns on the differential lock selection switch 120 in the "H4_Torque Split" mode or the "H4_LSD" mode. The driving state control unit 136 establishes the "L4_Lock" mode when the driver turns on the low gear selection switch 122 while the vehicle 8 is stopped in the "H4_Lock" mode.

[0090] Here, in the vehicle drive device 10, the Figure 8 The engine operating point PNTeng can be changed like a continuously variable transmission. The engine operating point PNTeng is an operating point, that is, a running point of the engine 12 represented by the engine rotation speed Ne and the engine torque Te.

[0091] exist Figure 8 In FIG. 1 , the equal power lines Lpe indicated by the double-dashed lines respectively indicate an example of the required engine power Pedem for realizing the required driving power Prdem calculated based on the accelerator opening θacc and the like. The required engine power Pedem is the engine power Pe required by the driver's operation such as the accelerator operation. On the other hand, for the sake of convenience, the dotted line L01 indicates an example of the torque generated by the pump impeller 48a according to the speed ratio e (=Nt / Np) of the torque converter 48, that is, the pump torque Tp, on a two-dimensional coordinate with the engine rotation speed Ne and the engine torque Te as variables. The pump rotation speed Np is the rotation speed of the pump impeller 48a, and is the same value as the engine rotation speed Ne. The pump torque Tp shows a relationship with the engine rotation speed Ne determined by the hard requirements, such as the dotted line L01, at a constant turbine rotation speed Nt. And, when the required engine power Pedem is, for example, the double-dashed line L02, the engine operating point PNTeng is naturally determined as the point where the dotted line L01 overlaps with the double-dashed line L02, that is, the so-called coupling point P01.

[0092] Relative to the coupling point P01, for example, a part of the engine power Pe is used to make the TM use the rotating electric machine MGM to perform power generation, thereby being able to change the engine operation point PNTeng to, for example, the fuel economy optimal point P02 on the fuel economy optimal line Lfl shown by the solid line L03 without changing the required engine power Pedem. The fuel economy optimal line Lfl is a predetermined operation curve of the engine 12 that shows the relationship between the engine rotation speed Ne and the engine torque Te at which the fuel economy of the engine 12 is optimal. It is a chain of fuel economy optimal points predetermined as the engine operation point PNTeng that is most suitable for improving the fuel economy of the engine 12. In the vehicle drive device 10, the MGM torque Tmgm is adjusted so that the sum of the engine torque Te and the MGM torque Tmgm is balanced with the pump torque Tp, that is, so that "Tp=Te+Tmgm( Figure 8 The relationship "(Tmgm is a negative value)" holds true, so that the engine operating point PNTeng can be arbitrarily changed without being constrained by the turbine rotation speed Nt. When the MGM torque Tmgm becomes a negative value, that is, when the TM rotating motor MGM is used to generate electricity, the electric power generated by the TM rotating motor MGM is basically supplied to the TF rotating motor MGF, and converted into mechanical power by the TF rotating motor MGF. The vehicle drive device 10 serves as a power transmission path for the engine power Pe, and includes an electrical path that transmits power electrically through power transmission and reception between the TM rotating motor MGM and the TF rotating motor MGF, that is, an electrical path, and a mechanical path that transmits power mechanically via the torque converter 48, that is, a mechanical path. In the vehicle drive device 10, the TM rotating motor MGM and the TF rotating motor MGF are used to form an electric continuously variable transmission.

[0093] The hybrid control unit 134 controls the engine operating point PNTeng by adjusting the electric path quantity Ppse[W], which is the magnitude of electric power on the electric path for transmitting and receiving electric power between the TM rotating electric machine MGM and the TF rotating electric machine MGF. The electric path quantity Ppse is, for example, the product of the MGM torque Tmgm and the MGM rotation speed Nmgm.

[0094] The hybrid control unit 134 obtains the target electric path amount Ppsetgt, which is the electric path amount Ppse for setting the engine operating point PNTeng to the target operating point PNTtgt. The target operating point PNTtgt is, for example, the best point for fuel economy. When the required engine power Pedem is the double-dashed line L02, it is the best point for fuel economy P02 (see Figure 8). The target electric path amount Ppsetgt is the product of the MGM torque Tmgm when the engine operating point PNTeng is changed from the coupling point to the optimal point of fuel economy and the engine rotation speed Ne at the optimal point of fuel economy, that is, the MGM rotation speed Nmgm. The hybrid control unit 134 controls the MGM torque Tmgm and drives the TF rotating electric machine MGF in such a way that the electric path amount Ppse from the TM rotating electric machine MGM to the TF rotating electric machine MGF becomes the target electric path amount Ppsetgt. As a result, even with the same engine power Pe, the combustion efficiency of the engine 12 is improved, and the fuel economy of the engine 12 can be improved.

[0095] As described above, in the vehicle drive device 10, the electric power generated by the TM rotating electric machine MGM is supplied to the TF rotating electric machine MGF via the circuit radial direction to drive the TF rotating electric machine MGF. Here, the output characteristics of the TF rotating electric machine MGF are determined by the MGF rotation speed Nmgf and the MGF torque Tmgf, thereby restricting the achievable electric path amount Ppse. As a result, it is not easy to operate the operating point of the engine 12 at the optimal point of fuel economy, and there is room for improvement in further improving the fuel economy of the engine 12. In contrast, the hybrid control unit 134 obtains the target electric path amount Ppsetgt for setting the engine operating point PNTeng of the engine 12 to the target operating point PNTtgt, and controls the differential device 64 based on the obtained target electric path amount Ppsetgt so that the speed ratio γtr of the differential device 64 can achieve the obtained target electric path amount Ppsetgt, and adjusts the electric path amount Ppse on the electric path so that the obtained target electric path amount Ppsetgt is obtained, thereby controlling the engine operating point PNTeng of the engine 12.

[0096] When the hybrid control unit 134 calculates the required engine power Pedem of the engine 12 for realizing the required driving power Prdem calculated based on the vehicle speed V and the accelerator opening θacc, for example, the hybrid control unit 134 calculates the required engine power Pedem of the engine 12 based on the required engine power Pedem. Figure 8 , the engine operating point PNTeng of the engine 12 is calculated to be the target operating point PNTtgt on the fuel economy optimum line while ensuring the required engine power Pedem. In addition, when calculating the target operating point PNTtgt of the engine 12, the hybrid control unit 134 calculates the target electric path amount Ppsetgt for setting the engine operating point PNTeng of the engine 12 to the target operating point PNTtgt.

[0097] The drive state control unit 136 determines whether the speed ratio γtr of the differential device 64 can be selected when the calculated target electric path quantity Ppsetgt is achieved. As described above, the differential device 64 functions as a transmission capable of shifting to a high gear and a low gear by selectively setting one of the TF brake BF1 and the TF clutch CF1 to an engaged state. The drive state control unit 136 determines whether the speed ratio γtr of the differential device 64 can be selected, that is, whether the high gear and the low gear in the differential device 64 can be selected, based on whether the target electric path quantity Ppsetgt can be ensured regardless of whether the differential device 64 is in a high gear or a low gear.

[0098] Fig. 9 In one aspect of representing the motor characteristics of the TF-use rotating electrical machine MGF, the horizontal axis represents the vehicle speed V, and the vertical axis represents the MGF torque Tmgf of the TF-use rotating electrical machine MGF. Fig. 9 The solid line shown represents the motor characteristics when the differential device 64 is shifted to the low gear position. Fig. 9 The dashed line shown represents the motor characteristics when the differential device 64 is shifted to a high gear. Fig. 9 As shown, when the differential device 64 is shifted to a low gear, it can output a high torque in a low vehicle speed region compared to when it is shifted to a high gear. On the other hand, when the differential device 64 is shifted to a high gear, it can output a torque up to a high vehicle speed region compared to when it is shifted to a low gear. Fig. 9 , the area A with the diagonal lines overlapping both the area surrounded by the solid line and the area surrounded by the dotted line corresponds to the area where the TF rotary electric machine MGF can be operated regardless of whether the differential device 64 is in the high gear or the low gear. In other words, the area A corresponds to the area where the speed ratio γtr of the differential device 64 can be selected. On the other hand, the area B surrounded by the solid line corresponds to the area where the TF rotary electric machine MGF can be driven in the low gear, and the area C surrounded by the dotted line corresponds to the area where the TF rotary electric machine MGF can be driven in the high gear.

[0099] Therefore, when the target electric path amount Ppsetgt is achieved by using the rotating electric machine MGF for TF (specifically, the target electric path amount Ppsetgt is completely consumed without any residue by the operation of the rotating electric machine MGF for TF), when the operating point of the rotating electric machine MGF for TF is in region A, the target electric path amount Ppsetgt can be achieved regardless of whether the speed ratio γtr of the differential device 64 is the speed ratio γtr of the low gear (hereinafter, the speed ratio γtrlow) or the speed ratio γtr of the high gear (hereinafter, the speed ratio γtrhi). On the other hand, when the operating point of the rotating electric machine MGF for TF is in region B, the target electric path amount Ppsetgt can be achieved by setting the speed ratio γtr of the differential device 64 to the speed ratio γtrlow of the low gear. In addition, when the operating point of the rotating electric machine MGF for TF is in region C, the target electric path amount Ppsetgt can be achieved by setting the speed ratio γtr of the differential device 64 to the speed ratio γtrhi of the high gear.

[0100] Thus, when the target electric path quantity Ppsetgt is realized, the drive state control unit 136 determines that there are a plurality of speed ratios γtr of the differential device 64 that can realize the target electric path quantity Ppsetgt when the operating point of the TF rotating electrical machine MGF is in region A. On the other hand, when the target electric path quantity Ppsetgt is realized, the drive state control unit 136 determines that there is only one speed ratio γtr of the differential device 64 that can realize the target electric path quantity Ppsetgt when the operating point of the TF rotating electrical machine MGF is in region B, and specifically, the target electric path quantity Ppsetgt can be realized only with the speed ratio γtrlow of the low gear. In addition, when the target electric path quantity Ppsetgt is realized, the drive state control unit 136 determines that there is only one speed ratio γtr of the differential device 64 that can realize the target electric path quantity Ppsetgt when the operating point of the TF rotating electrical machine MGF is in region C, and specifically, the target electric path quantity Ppsetgt can be realized only with the speed ratio γtrhi of the high gear.

[0101] Furthermore, when achieving the target electric path amount Ppsetgt, the drive state control unit 136 selects the speed ratio γtr with the highest motor efficiency ηmotor (=power consumption rate) of the TF rotating electric machine MGF among the multiple speed ratios γtr, if there are multiple speed ratios γtr of the differential device 64 that can achieve the target electric path amount Ppsetgt. Fig. 9In the figure, the multiple solid lines Lep1 drawn in a layered manner are the isoefficiency lines (isoelectric power consumption lines) of the TF rotary electric machine MGF when the speed ratio γtr of the differential device 64 corresponds to the speed ratio γtrlow of the low gear. That is, the multiple solid lines Lep1 drawn in a layered manner are chains of points that have the same motor efficiency ηmotor. In addition, Fig. 9 In FIG. 1 , the plurality of dotted lines Lep2 drawn in a layered manner are isoefficiency lines (isoelectric power consumption lines) of the TF rotary electric machine MGF when the speed ratio γtr of the differential device 64 corresponds to the speed ratio γtrhi of the high gear. That is, the dotted lines Lep2 drawn in a layered manner are chains of points that have the same motor efficiency ηmotor. Fig. 9 In each of the isoefficiency lines Lep1 and Lep2, the inner isoefficiency lines Lep1 and Lep2 are, the higher the motor efficiency ηmotor is. Fig. 9 The dashed line shown represents an isopower line when the output (power) of the TF rotating electrical machine MGF is set to output P1 (power P1). The output P1 is equivalent to the target electric path amount Ppsetgt. That is, the output P1 corresponds to the motor power that can achieve the target electric path amount Ppsetgt.

[0102] exist Fig. 9 , the intersection F (operation point F) of the equal power line with the output P1 (substantially the target electric path quantity Ppsetgt) at the vehicle speed V1 becomes the operation point PNTmgf of the TF rotating electrical machine MGF. At this time, since the operation point F is within the region A, the target electric path quantity Ppsetgt can be achieved regardless of whether the speed ratio γtr of the differential device 64 is the low-gear speed ratio γtrlow or the high-gear speed ratio γtrhi. In this case, in the differential device 64, the speed ratio γtr on the side where the motor efficiency ηmotor of the TF rotating electrical machine MGF becomes higher is selected. The operation point PNTmgf of the TF rotating electrical machine MGF when achieving the target electric path quantity Ppsetgt is Fig. 9In the case of the operating point F, the operating point F is located inside the isoefficiency line Lep1 drawn by the solid line compared to the isoefficiency line Lep2 drawn by the dotted line, and the motor efficiency ηmotor of the speed ratio γtr of the differential device 64 is the speed ratio γtrlow of the low gear position becomes higher. At this time, the drive state control unit 136 selects the speed ratio γtrlow corresponding to the low gear position in the differential device 64, and shifts the differential device 64 to the low gear position. In this way, when there are multiple speed ratios γtr of the differential device 64 that can achieve the target electric path amount Ppsetgt, the drive state control unit 136 controls the differential device 64 in a manner that becomes the speed ratio γtr with the highest motor efficiency ηmotor of the TF rotating electric machine MGF among the multiple speed ratios γtr. As a result, the motor efficiency ηmotor in the driving of the TF rotating electric machine MGF becomes better, and the power consumption in the driving of the TF rotating electric machine MGF is reduced.

[0103] On the other hand, the driving state control unit 136 sets the operating point PNTmgf of the TF rotating electrical machine MGF to be at a value of Fig. 9 In the case of region B or region C, as described above, the differential device 64 is set to a gear position that can achieve the target electric path amount Ppsetgt. As a result, the engine 12 can be operated on the fuel economy optimum line, so the fuel economy during driving is improved.

[0104] Fig.10 This is a flowchart for explaining the main part of the control work of the electronic control device 130, and is a flowchart for explaining the control work that can improve fuel economy by appropriately selecting the speed ratio γtr of the differential device 64 during driving and appropriately adjusting the engine operating point PNTeng of the engine 12. This flowchart is repeatedly executed during HV driving. It should be noted that the HV driving here is, for example, HV driving in which the mode of the transfer case 28 is set to the "EV (FF) high" mode or the "EV (FF) low" mode to make the vehicle 8 perform HV driving.

[0105] First, in step S10 of the control function corresponding to the hybrid control unit 134 (hereinafter, the step is omitted), the required engine power Pedem is calculated based on the vehicle speed V and the accelerator opening θacc, and the target operating point PNTtgt of the engine 12 that realizes the required engine power Pedem is calculated. In addition, the target electric path quantity Ppsetgt for causing the engine 12 to operate at the calculated target operating point PNTtgt is calculated. Next, in step S20 of the control function corresponding to the drive state control unit 136, it is determined whether the speed ratio γtr of the differential device 64 can be selected, that is, whether there are multiple speed ratios γtr of the differential device 64 that can realize the target electric path quantity Ppsetgt. If the determination of S20 is affirmative, in step S30 of the control function corresponding to the drive state control unit 136, the speed ratio γtr that increases the motor efficiency ηmotor of the TF rotating electric machine MGF is selected from the speed ratios γtr of the differential device 64 that can realize the target electric path quantity Ppsetgt. If the determination in S20 is negative, the speed ratio γtr of the differential device 64 that can achieve the target electric path amount Ppsetgt is selected in 40 of the control function corresponding to the drive state control unit 136. In S50 of the control function corresponding to the drive state control unit 136, the speed of the differential device 64 is changed so as to achieve the speed ratio γtr selected in S30 or S40. In S60 of the control function corresponding to the hybrid control unit 134, the engine 12 is controlled to operate at the engine operating point PNTeng that achieves the target electric path amount Ppsetgt.

[0106] As described above, according to the present embodiment, the electronic control unit 130 obtains the target electric path amount Psetgt for setting the engine operating point PNTeng of the engine 12 to the target operating point PNTtgt, controls the differential device 64 in such a manner as to achieve the gear ratio γtr that can achieve the obtained target electric path amount Ppsetgt, and adjusts the electric path amount Ppse on the electric path in such a manner as to achieve the obtained target electric path amount Ppsetgt, thereby suppressing the electric path amount Ppse from being restricted by the output characteristics of the TF rotary electric machine MGF. As a result, the engine operating point PNTeng of the engine 12 can be set to an operating point with better fuel economy, and the fuel economy of the engine 12 can be improved.

[0107] In addition, according to the present embodiment, when there are a plurality of speed ratios γtr of the differential device 64 that can achieve the target electric path amount Ppsetgt, the speed ratio γtr of the differential device 64 is controlled so as to achieve the speed ratio γtr with the highest motor efficiency ηmotor of the TF rotary electric machine MGF, thereby improving the efficiency of the electric path. In addition, the speed change device can be configured using the differential device 64 that configures the torque distribution device, and the increase in the number of components can be suppressed when the speed change device is provided.

[0108] Next, other embodiments of the present invention will be described. It should be noted that in the following description, the same reference numerals are given to the parts common to the above-mentioned embodiments, and the description thereof will be omitted.

[0109] [Example 2]

[0110] In the first embodiment described above, the differential device 64 is always assumed to be capable of changing speeds. However, the change of the differential device 64 may be prohibited, for example, when the electromagnetic valve for changing the speed gear of the differential device 64 is in a faulty state or in preparation for transition to another driving mode. In this case, the differential device 64 cannot be changed, and depending on the speed gear of the differential device 64 at this time, the target electric path quantity Ppsetgt may not be ensured. In this case, when the speed ratio γtr of the differential device 64 cannot be changed, the hybrid control unit 154 (see Figure 1 ) Based on the speed ratio γtr of the differential device 64 at the current moment, the electric path amount Ppse is limited.

[0111] The driving state control unit 156 (see Figure 1 ) determines whether the speed gear of the differential device 64 is fixed, that is, the differential device 64 cannot change speed. The drive state control unit 156 determines whether the speed gear of the differential device 64 is fixed, for example, based on whether the solenoid valve used to change the speed gear of the differential device 64 is in a faulty state or is in preparation for transition to another driving mode. When the drive state control unit 156 determines that the differential device 64 can change speed, the drive state control unit 156 performs the same control as the aforementioned embodiment 1. That is, the drive state control unit 156 changes the speed of the differential device 64 in such a way that the speed ratio γtr is achieved to achieve the target electric path amount Ppsetgt. On the other hand, when it is determined that the differential device 64 cannot change speed, the hybrid power control unit 154 calculates the allowable electric path amount Ppseper that can be achieved at the speed ratio γtr of the differential device 64 at the current moment. For example, by applying the speed ratio γtr of the differential device 64 at the current moment and the vehicle speed V to the vehicle speed V, the target electric path amount Ppsetgt is achieved. Fig. 9The motor characteristics of the TF rotating electrical machine MGF shown in FIG. 1 can determine the allowable electric path amount Ppseper. Next, the hybrid control unit 154 determines whether the obtained allowable electric path amount Ppseper is greater than the target electric path amount Ppsetgt, that is, whether the target electric path amount Ppsetgt can be ensured with the current speed ratio γtr of the differential device 64. When the allowable electric path amount Ppseper is greater than the target electric path amount Ppsetgt, the hybrid control unit 154 can ensure the target electric path amount Ppsetgt with the current speed ratio γtr of the differential device 64. Therefore, the hybrid control unit 154 controls the engine 12, the TM rotating electrical machine MGM, and the TF rotating electrical machine MGF without limiting the electric path amount Ppse so that the engine 12 operates on the fuel economy optimum line.

[0112] On the other hand, when the permissible electric path amount Ppseper is less than the target electric path amount Ppsetgt, the hybrid control unit 154 limits the electric path amount Ppse to the permissible electric path amount Ppseper that can be transmitted at the current moment. In connection with this, the MGM torque Tmgm (regenerative torque) of the TM rotating electric machine MGM is also limited to the torque that can transmit the permissible electric path amount Ppseper, thereby reducing the MGM torque Tmgm. As a result, the engine operating point PNTeng of the engine 12 deviates from the fuel economy optimum line by the amount limited to the MGM torque Tmgm. Specifically, at Figure 8 In the embodiment, by limiting the electric path amount Ppse for the MGM torque Tmgm of the TM rotating electric machine MGM when the engine 12 is operated at the fuel economy optimum point P02, the engine operation point PNTeng of the engine 12 is changed to the operation point P03, and becomes a state deviated from the fuel economy optimum point P02. If the engine 12 is operated at the operation point P03, the MGM torque Tmgm of the TM rotating electric machine MGM is limited to MGM torque Tmgm1, which is smaller than the MGM torque Tmgm at the fuel economy optimum point P02. In this way, when the speed change of the differential device 64 is prohibited and it is difficult to ensure the target electric path amount Ppsetgt with the speed ratio γtr of the differential device 64 at the current moment, the electric path amount Ppse is limited to the allowable electric path amount Ppseper that can be achieved at the current moment. As a result, the engine operating point PNTeng of the engine 12 deviates from the optimal fuel economy point P02, but the deviation of the engine operating point PNTeng from the optimal fuel economy point P02 is minimized, thereby suppressing the reduction in fuel economy caused by the deviation of the engine operating point PNTeng of the engine 12 from the optimal fuel economy point P02.

[0113] Fig.11 This is used to explain the electronic control device 150 (refer to Figure 1 ) is a flowchart of the main part of the control function, which is used to explain the control operation that can improve fuel economy by appropriately setting the electric path amount Ppse even when the speed ratio γtr of the differential device 64 is fixed. Fig.10 The flowchart of is similarly executed repeatedly during HV driving.

[0114] First, in S100 of the control function corresponding to the hybrid control unit 154, the required engine power Pedem is calculated based on the vehicle speed V and the accelerator opening θacc, and the target operating point PNTtgt of the engine 12 that realizes the required engine power Pedem is calculated. In addition, the target electric path quantity Ppsetgt for causing the engine 12 to operate at the calculated target operating point PNTtgt is calculated. Next, in S110 of the control function corresponding to the drive state control unit 156, it is determined whether the speed ratio γtr of the differential device 64 is in a fixed state, that is, whether the differential device 64 is in a state where the speed cannot be changed. In the case where the determination of S110 is negative, the speed ratio γtr of the differential device 64 can be changed, so in S150 of the control function corresponding to the hybrid control unit 154 and the drive state control unit 156, control is performed so that the engine operating point PNTeng of the engine 12 is on the fuel economy optimum line. Specifically, the control of the aforementioned embodiment 1 is performed. If the determination of S110 is positive, in S120 of the control function corresponding to the hybrid control unit 154, the allowable electric path amount Ppseper that can be ensured at the current time is obtained, and based on whether the obtained allowable electric path amount Ppseper is greater than the target electric path amount Ppsetgt, it is determined whether the target electric path amount Ppsetgt can be ensured. If the determination of S120 is positive, in S150, control is performed so that the engine operating point PNTeng of the engine 12 is on the fuel economy optimum line. If the determination of S120 is negative, in S130 of the control function corresponding to the hybrid control unit 154, the electric path amount Ppse is limited to the allowable electric path amount Ppseper that can be ensured at the current time. In S140 of the control function corresponding to the hybrid control unit 154, the electric path amount Ppse is limited to the allowable electric path amount Ppseper, and accordingly, the engine operating point PNTeng of the engine 12 is controlled to a position deviated from the fuel economy optimum line. In this way, when the speed ratio γtr of the differential device 64 is fixed, the allowable electric path amount Ppseper is limited to the allowable electric path amount Ppseper that can be ensured at the speed ratio γtr of the differential device 64 at the current moment, so that the electric path amount Ppse is appropriately adjusted to suppress the reduction in fuel economy caused by the deviation of the engine operating point PNTeng of the engine 12 from the optimal fuel economy line.

[0115] As described above, according to the present embodiment, in a state where the speed ratio γtr of the differential device 64 is fixed, the electric path amount Ppse is limited to the allowable electric path amount Ppseper that can be ensured according to the speed ratio γtr of the differential device 64, so that the electric path amount Ppse becomes an appropriate value. As a result, the reduction in fuel economy caused by the engine operating point PNTeng of the engine 12 deviating from the fuel economy optimum line is suppressed. In addition, in a state where the speed ratio γtr of the differential device 64 can be changed, by performing the same control as the above-mentioned embodiment 1, the same effect as the above-mentioned embodiment 1 can be obtained.

[0116] [Example 3]

[0117] Fig.12 Is the description and Figure 4 FIG. 2 is a diagram showing a schematic structure of a transfer case 200 which is different from the transfer case 28 of FIG. The transfer case 200 is a torque distribution device similar to the transfer case 28 and is substituted for the transfer case 28 in the vehicle drive device 10. Fig.12 In the transfer case 200, the transfer case 200 includes a TF input shaft 204, a differential device 206, a TF clutch CF1, a TF brake BF1, a first output shaft 208, an intermediate shaft 210, a first meshing clutch D1, a second meshing clutch D2, and a drive gear 212, which are arranged on a common rotation axis CL1 in a fixed member (non-rotating member) i.e., a transfer case 202. The differential device 206, the TF clutch CF1, the TF brake BF1, the intermediate shaft 210, the first meshing clutch D1, the second meshing clutch D2, and the drive gear 212 are configured to be approximately symmetrical with respect to the rotation axis CL1. Fig.12 The lower half is omitted relative to the rotation axis CL1.

[0118] The transfer case 200 includes a second output shaft 214 and a driven gear 216 disposed on a common rotation axis CL2 in the transfer case 202. The driven gear 216 is configured substantially symmetrically with respect to the rotation axis CL2. Fig.12 , the upper half is omitted relative to the rotation axis CL2.

[0119] In addition, the transfer case 200 includes a TF rotating electric machine MGF, a rotating electric machine connecting gear pair 218, and a chain 220 in the transfer case 202. The rotating electric machine connecting gear pair 218 is composed of a TF rotating electric machine connecting gear 218a that rotates integrally with a rotor shaft 222 of the TF rotating electric machine MGF and a TF counter gear 218b that is always meshed with the TF rotating electric machine connecting gear 218a. The chain 220 is a member that connects the drive gear 212 and the driven gear 216.

[0120] In addition, the transfer case 200 and Figure 4 Similarly, the transfer case 28 is provided with a switching actuator (not shown) fixed to the transfer case 202 for respectively operating the first meshing clutch D1 and the second meshing clutch D2. The first sleeve d1s of the first meshing clutch D1 is moved in the direction of the rotation axis CL1 by the switching actuator. The second sleeve d2s of the second meshing clutch D2 is moved in the direction of the rotation axis CL1 by the switching actuator.

[0121] The TF input shaft 204 is connected to the transmission output shaft 54 ​​in a power-transmitting manner. The first output shaft 208 is connected to the rear transmission shaft 32 in a power-transmitting manner. The second output shaft 214 is connected to the front transmission shaft 30 in a power-transmitting manner. The driven gear 216 is fixed to the second output shaft 214 in a non-rotatable manner. The TF counter gear 218b is fixed to the intermediate shaft 210 in a non-rotatable manner.

[0122] The differential device 206 is composed of a single pinion type planetary gear device, and includes a sun gear S, a planetary carrier CA, and a ring gear R. The sun gear S is fixed to the intermediate shaft 210 in a manner that cannot rotate relative to each other. Therefore, the TF rotating electric machine MGF is connected to the sun gear S in a manner that can transmit power via the rotating electric machine connecting gear pair 218. The planetary carrier CA is fixed to the first output shaft 208 in a manner that cannot rotate relative to each other. The ring gear R is selectively connected (engaged) to the transfer case 202 via the TF brake BF1. The sun gear S and the planetary carrier CA are selectively connected (engaged) via the TF clutch CF1.

[0123] The first meshing teeth a1 of the first meshing clutch D1 are fixed to the TF input shaft 204 in a relatively non-rotatable manner. The second meshing teeth a2 of the first meshing clutch D1 are fixed to the first output shaft 208 in a relatively non-rotatable manner. The third meshing teeth a3 of the first meshing clutch D1 are fixed to the intermediate shaft 210 in a relatively non-rotatable manner. Fig.12 , for convenience, a plurality of first sleeves d1s of the first meshing clutch D1 are illustrated in correspondence with the first state [1] and the second state [2], respectively.

[0124] The fourth meshing tooth a4 of the second meshing clutch D2 is connected to the ring gear R. The fifth meshing tooth a5 of the second meshing clutch D2 is fixed to the first output shaft 208 in a relatively non-rotatable manner. The sixth meshing tooth a6 of the second meshing clutch D2 is connected to the drive gear 212. Fig.12 , for the sake of convenience, a plurality of second sleeves d2s of the second meshing clutch D2 are illustrated in correspondence with the first state [1], the second state [2], and the third state [3].

[0125] Fig.13 2 is a collinear diagram showing the relative relationship between the rotational speeds of the various rotating elements in the transfer case 200. Fig.13 , three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential device 206 constituting the transfer case 200 are axes that respectively indicate, from the left, the rotation speed of the sun gear S corresponding to the first rotating element RE1, the rotation speed of the planetary carrier CA corresponding to the second rotating element RE2, and the rotation speed of the ring gear R corresponding to the third rotating element RE3. The vertical line Y0 shown at a position to the left of the vertical line Y1 is an axis that indicates the rotation speed of the first output shaft 208 corresponding to the input / output rotating element RE10.

[0126] If using Fig.13 , then in the transfer case 200, the input / output rotating element REIO is selectively connected to the TF input shaft 204 via the first meshing clutch D1 (refer to the first state [1]), and is connected to the rear drive shaft 32. The TF input shaft 204 is connected to the first power source PU1 including the engine 12 via the hybrid transmission 26 in a power-transmitting manner. In addition, in the differential device 206, the first rotating element RE1 is connected to the TF rotating electric machine MGF in a power-transmitting manner, and is selectively connected to the TF input shaft 204 via the first meshing clutch D1 (refer to the second state [2]). The second rotating element RE2 is connected to the first output shaft 208, that is, the rear drive shaft 32, and is selectively connected to the second output shaft 214, that is, the front drive shaft 30, via the second meshing clutch D2 (refer to the third state [3]). The third rotating element RE3 is selectively connected to the second output shaft 214 via the second meshing clutch D2 (refer to the second state [2]), and is selectively connected (engaged) to the transfer case 202 as a fixed member via the TF brake BF1. In addition, the first rotating element RE1 and the second rotating element RE2 are selectively connected (engaged) via the TF clutch CF1. In the differential device 206, the relationship between the rotational speeds of the first rotating element RE1, the second rotating element RE2 and the third rotating element RE3 is represented by a straight line Lcd. The first output shaft 208 is an output shaft that receives power from the first power source PU1 via the torque converter 48 and outputs power to the rear wheel 16. The second output shaft 214 is an output shaft that outputs power to the front wheel 14.

[0127] The differential device 206 can function as a transmission device that selectively establishes a high gear position formed by engaging the TF clutch CF1 and a low gear position formed by engaging the TF brake BF1 by adding the TF clutch CF1 and the TF brake BF1.

[0128] In addition, the differential device 206 functions as a center differential. At this time, in the transfer case 200, when the first meshing clutch D1 is in the first state [1] and the second meshing clutch D2 is in the second state [2], the differential device 206 can distribute the torque from the first power source PU1 input to the second rotation element RE2 to the third rotation element RE3 using the reaction torque of the TF rotary electric machine MGF connected to the first rotation element RE1. In addition, instead of allowing the reaction torque of the TF rotary electric machine MGF to act, the differential device 206 sets the TF clutch CF1 to the slip state to limit the differential action of the differential device 206, thereby being able to distribute the torque from the first power source PU1 input to the second rotation element RE2 to the third rotation element RE3. In this way, the differential device 206 constituting the transfer case 200 functions as a torque distribution device that distributes a portion of the torque from the first power source PU1 input to the first output shaft 208 to the second output shaft 214. Thus, in the transfer case 200, torque can be distributed to the front wheels 14 and the rear wheels 16. It should be noted that in the transfer case 200, when the second meshing clutch D2 is set to the third state [3], the differential device 206 is set to the differential lock state in which the function as a center differential is not activated.

[0129] Fig.14 2 is an operation engagement table that explains the relationship between each drive mode established in the transfer case 200 and the control state of each engagement device in the transfer case 200. Fig.14 In the table, “○” indicates engagement, and a blank indicates release. Fig.14 and Figure 6 The main difference between the working card table is that the "EV (FF) high" mode of number m1 becomes the "EV (FR) high" mode, and the "EV (FF) low" mode of number m2 becomes the "EV (FR) low" mode. Fig.14 In, with Figure 6 Different points are explained.

[0130] The "EV (FR) high" mode of number m1 and the "EV (FR) low" mode of number m2 are EV driving modes, respectively. In the "EV (FR) high" mode and the "EV (FR) low" mode, the second meshing clutch D2 is set to the first state [1], and the mutual engagement of the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6 is set to the neutral state (refer to "N" in the figure), so that the power transmission path between the differential device 206 and the front wheel 14 is cut off. In this state, in the differential device 206 with a high gear based on the engagement state of the TF clutch CF1 or a low gear based on the engagement state of the TF brake BF1, the power from the TF rotating electric machine MGF is transmitted to the rear wheel 16 side. In addition, the EV driving of this embodiment is realized by rear-wheel drive driving. In the EV driving mode, for example, when the first meshing clutch D1 is in the first state [1], the power from the first power source PU1 is cut off by setting the automatic transmission 50 to the neutral state, thereby eliminating the drag of the engine 12. Alternatively, since the first meshing clutch D1 can be set to the released state, in the EV driving mode, for example, by setting the first meshing clutch D1 to the released state, the drag of the automatic transmission 50 and the engine 12 can be eliminated regardless of the state of the automatic transmission 50. In addition, in each of the EV driving modes of the "EV (FR) high" mode and the "EV (FR) low" mode, the power from the first power source PU1 can be transmitted to the rear wheels 16 by setting the automatic transmission 50 to the power transmission state. For example, in each of the EV driving modes of the "EV (FR) high" mode and the "EV (FR) low" mode, the power from the first power source PU1 is transmitted to the rear wheels 16 in the state where the first meshing clutch D1 is set to the first state [1], thereby enabling HV driving.

[0131] The "H4_Torque Split" mode numbered m3 is a mode in which, for example, the differential device 206 is in a state equivalent to the high gear, and the torque from the first power source PU1 transmitted from the first output shaft 208 to the differential device 206 is received by the sun gear S using the reaction torque of the TF rotating electric machine MGF, thereby distributing the torque to the front wheels 14 and the rear wheels 16 at a desired arbitrary ratio corresponding to the reaction torque of the TF rotating electric machine MGF. In the "H4_Torque Split" mode in the transfer case 200, the TF rotating electric machine MGF is regenerated. The electric power generated by the regeneration of the TF rotating electric machine MGF is used to charge the battery 24, for example.

[0132] The "H4_LSD" mode numbered m4 is a mode as follows: instead of the reaction torque of the TF rotating motor MGF in the "H4_Torque Split" mode, the differential action of the differential device 206 is limited by utilizing the slip state of the TF clutch CF1, and the torque is distributed to the front wheels 14 and the rear wheels 16 at a desired arbitrary ratio corresponding to the torque capacity of the TF clutch CF1.

[0133] The “H4_Lock” mode numbered m5 is a mode in which the torque from the first power source PU1 transmitted to the first output shaft 208 is distributed to the front wheels 14 and the rear wheels 16 in a state in which the differential device 206 is set to the differential lock state.

[0134] The “L4_Lock” mode numbered m6 is a mode in which the torque from the first power source PU1 transmitted to the sun gear S of the differential device 206 is distributed to the front wheels 14 and the rear wheels 16 when the differential device 206 is set to the differential lock state and the low gear position.

[0135] Even in the case where the transfer case 200 is configured as described above, similarly to the aforementioned first and second embodiments, for example, in the HV travel in which the mode of the transfer case 200 is set to the "EV (FR) high" mode or the "EV (FR) low" mode and the vehicle 8 is driven in the HV travel, the target electric path quantity Ppsetgt for setting the engine operating point PNTeng of the engine 12 to the target operating point PNTtgt is obtained, the differential device 206 is controlled in such a manner that the speed ratio γtr that can achieve the obtained target electric path quantity Ppsetgt is obtained, and the electric path quantity Ppse is adjusted in such a manner that the target electric path quantity Ppsetgt is obtained. In addition, in the case where there are a plurality of speed ratios γtr of the differential device 206 that can achieve the target electric path quantity Ppsetgt, the speed ratio γtr with the highest motor efficiency ηmotor of the TF rotary electric machine MGF is selected. Furthermore, in the case where the speed ratio γtr of the differential device 206 cannot be changed, the electric path quantity Ppse is limited based on the speed ratio γtr of the differential device 206. Therefore, in this embodiment, the same effects as those of the above-mentioned Embodiments 1 and 2 can be obtained.

[0136] As mentioned above, although the embodiment of the present invention is described in detail based on the drawings, the present invention is also applicable to other aspects.

[0137] For example, in the above-mentioned embodiment, the vehicle drive device 10 is configured to distribute the power output from the automatic transmission 50 to the front wheel 14 and the rear wheel 16 via the transfer case 28, 200, but the present invention is not necessarily limited to this structure. For example, the vehicle drive device is configured by a first drive device and a second drive device, the first drive device is configured to include the engine 12, the torque converter 48, and the first rotating electric machine, and is configured to output the power output from the turbine impeller 48b of the torque converter 48 to one of the front wheels 14 and the rear wheels 16 via the first output shaft, and the second drive device is configured to include the second rotating electric machine and the speed change device for changing the speed of the rotation of the second rotating electric machine, and is configured to output the power output from the second rotating electric machine to the other of the front wheels 14 and the rear wheels 16 via the speed change device. In addition, it is configured to be able to control the operating point of the engine 12 by adjusting the electric path amount on the electric path for transmitting and receiving electric power between the first rotating electric machine and the second rotating electric machine. As described above, a vehicle drive device may be configured without a transfer case for distributing the power of the engine 12 to the front wheels and the rear wheels, and the power of the engine 12 may be electrically transmitted to the other wheel of the front wheel 14 and the rear wheel 16 via the electrical path between the first rotating motor and the second rotating motor. Furthermore, in a configuration without the transfer case, the power from the second rotating motor does not necessarily need to be transmitted to the other wheel of the front wheel 14 and the rear wheel 16, and may be configured to be output to the first output shaft. That is, a vehicle drive device of a two-wheel drive type may be configured such that the power of the engine 12 is mechanically output to one wheel of the front wheel 14 and the rear wheel 16 via the torque converter 48, and a part of the power of the engine 12 is electrically output to one wheel of the front wheel 14 and the rear wheel 16 via the electrical path between the first rotating motor and the second rotating motor.

[0138] In addition, in the aforementioned embodiment, the motor efficiency ηmotor of the TF rotating electric machine MGF is calculated for the speed ratio γtr of each differential device 64, 206, and the speed ratio γtr is selected by comparing the calculated motor efficiencies ηmotor. However, for example, a two-dimensional mapping of the speed ratio γtr consisting of the vehicle speed V and the MGF torque Tmgf of the TF rotating electric machine MGF, which specifies the side where the motor efficiency ηmotor of the TF rotating electric machine MGF becomes higher, may be pre-specified, and the speed ratio γtr may be determined using the two-dimensional mapping.

[0139] In the above-mentioned embodiments, the differential device 64, 206 may be configured to be able to change the speed ratio γtr to three or more levels, or may be configured to be able to continuously change speeds. That is, the present invention can be appropriately applied to any configuration that can change the speed ratio γtr.

[0140] In addition, in the aforementioned embodiment, during the driving of the engine 12, the engine operating point PNTeng is adjusted in such a manner that the engine 12 operates on the optimal fuel economy line, but it is not necessarily limited to the optimal fuel economy line. For example, it can also be adjusted so that the engine 12 operates near the optimal fuel economy line.

[0141] In addition, in the aforementioned embodiment, the TF clutch CF1 may be a clutch that selectively connects the first rotation element RE1 and the third rotation element RE3 of the differential device 64, 206, or a clutch that selectively connects the second rotation element RE2 and the third rotation element RE3 of the differential device 64, 206. In short, the TF clutch CF1 may be a clutch that selectively connects (engages) any two of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3.

[0142] In addition, in the aforementioned embodiment, the vehicle drive device may be configured such that the first output shaft 66, 208 serves as an output shaft for outputting power from the first power source PU1 input via the torque converter 48 to the front wheel 14, and the second output shaft 72, 214 serves as an output shaft for outputting power to the rear wheel 16.

[0143] In addition, in the above-mentioned embodiment, the automatic transmission 50 is not limited to a structure capable of shifting to four gears, and may be configured to be capable of shifting to two, three, or five or more gears. In addition, the automatic transmission 50 may be a synchromesh type parallel two-axis automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like.

[0144] In the above-described embodiment, a connecting and disconnecting clutch for selectively connecting and disconnecting the engine 12 and the torque converter 48 may be provided on the rotary electric machine connecting shaft 46 connecting the engine 12 and the torque converter 48 .

[0145] In the above-mentioned embodiment, the torque converter 48 is used as the fluid transmission device, but the present invention is not limited to this mode. For example, other fluid transmission devices such as a fluid coupling without a torque amplification function may be used as the fluid transmission device instead of the torque converter 48.

[0146] It should be noted that the above content is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Claims

1. A vehicle drive device (10), characterized in that: have: An engine (12); a fluid transmission device having an input-side rotating element (48a) to which power from the engine (12) is input and an output-side rotating element (48b) to output the power input to the input-side rotating element (48a); a first rotating motor (MGM) directly or indirectly connected to the input-side rotating element (48a); a first output shaft (66; 208) to which power from the output-side rotating element (48b) is input via a first power transmission path (L1) and outputs power to one of the front wheels (14) and the rear wheels (16); a second rotating motor (MGF); and a control device (130; 150) for controlling an operating point (PNTeng) of the engine (12) by adjusting an electric path quantity (Ppse) on an electric path for transmitting and receiving electric power between the first rotating motor (MGM) and the second rotating motor (MGF), wherein: The second rotating electric machine (MGF) is configured such that the power from the second rotating electric machine (MGF) is output to the other wheel of the front wheel (14) and the rear wheel (16) or the first output shaft (66; 208) via a second power transmission path (L2) different from the first power transmission path (L1), and a speed change device (64; 206) for performing a speed change operation of the second rotating electric machine (MGF) is provided in the second power transmission path (L2). The control device (130; 150) is configured to: determine the electric path amount (Ppse) for setting the operating point (PNTeng) of the engine (12) to a target operating point (PNTtgt); based on the determined electric path amount (Ppse), control the speed ratio (γtr) of the transmission (64; 206) in a manner that becomes a speed ratio (γtr) that can achieve the determined electric path amount (Ppse); and adjust the electric path amount (Ppse) on the electric path in a manner that becomes the determined electric path amount (Ppse) to control the operating point (PNTeng) of the engine (12); and when the speed ratio (γtr) of the transmission (64; 206) cannot be changed, limit the electric path amount (Ppse) based on the speed ratio (γtr) of the transmission (64; 206).

2. The vehicle drive device (10) according to claim 1, characterized in that: The control device (130; 150) is configured to control the speed ratio (γtr) of the speed change device (64; 206) in a manner that makes the speed ratio (γtr) with the highest efficiency for the second rotating electric machine (MGF) among the multiple speed ratios (γtr) when there are multiple speed ratios (γtr) that can achieve the calculated electric path quantity (Ppse).

3. The vehicle drive device (10) according to claim 1 or 2, characterized in that: The vehicle drive device (10) includes a second output shaft (72; 214) that outputs power to the other of the front wheels (14) and the rear wheels (16). The speed change device (64; 206) is formed by adding a first engagement device (CF1) and a second engagement device (BF1) to a differential device (64), wherein the differential device (64) has a first rotating element (S) connected to the second rotating motor (MGF), a second rotating element (CA) connected to one of the first output shaft (66; 208) and the second output shaft (72; 214), and a second rotating element (CA) connected to one of the first output shaft (66; 208) and the second output shaft (72; 214). A third rotating element (R) connected to another output shaft of the first output shaft (66; 208) constitutes a torque distribution device (28; 200) for distributing a portion of the torque input to the first output shaft (66; 208) to the second output shaft (72; 214); the first engaging device (CF1) selectively engages any two of the first rotating element (S), the second rotating element (CA) and the third rotating element (R); and the second engaging device (BF1) selectively engages the third rotating element (R) with a fixed component.

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