Vehicle drive device

Abstract

The present invention relates to a drive device for a vehicle. Overheating of devices such as a rotating electric machine in the rotating electric machine drive mode is suppressed. When the drive mode is the rotating electric machine drive mode and the vehicle is in an extremely low speed state or a stopped state below a predetermined vehicle speed, and it is determined that the drive request amount requested by the vehicle is larger than a predetermined request, the direct connection clutch is set to an engaged state, and the first power transmission path is set to a state capable of transmitting power. Since power is output from the first power source to the first output shaft, the torque output by the rotating electric machine can be reduced. Thereby, overheating of devices such as the rotating electric machine in the rotating electric machine drive mode can be suppressed. In addition, since the direct connection clutch is set to the engaged state, power loss in the fluid transmission device can be suppressed.

Description

Technical Field

[0001] The present invention relates to a vehicle drive device including a rotating electric machine connected to a drive wheel in a power-transmittable manner via a power transmission path different from a power transmission path for transmitting power via a fluid type transmission device. Background Art

[0002] A vehicle drive device is known, comprising: a first power source; a fluid transmission device having an input-side rotating element connected to the first power source in a power-transmitting manner, an output-side rotating element connected to a drive wheel in a power-transmitting manner, and a direct clutch connecting the input-side rotating element and the output-side rotating element, and transmitting power from the first power source from the input-side rotating element to the output-side rotating element via a fluid; a first output shaft, outputting power from the output-side rotating element of the fluid transmission device input via a first power transmission path to one of the front and rear wheels as the drive wheels; a rotating motor connected to at least one of the other of the drive wheels and the first output shaft in a power-transmitting manner via a second power transmission path different from the first power transmission path; and a control device. For example, a drive control device for an all-wheel drive vehicle described in Patent Document 1 is such a device. Patent Document 1 discloses a control device that can establish a rotating electrical machine drive mode using the rotating electrical machine as a second power source while the operation of the first power source is stopped as a drive mode for driving a vehicle.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2007-246056 Summary of the invention

[0006] Problem that the invention aims to solve

[0007] By the way, when the vehicle is on an uphill road, climbing stairs, etc., a large driving torque is requested of the vehicle. When the vehicle driving mode is the rotating electric machine driving mode and the vehicle is in an extremely low speed state below a predetermined vehicle speed or in a stopped state, if a large driving torque is requested of the vehicle as described above, a large current will flow through the rotating electric machine in a state of so-called single-phase lock in which the rotating electric machine is set to an extremely low rotation state or a rotation stopped state and current continues to flow through a specific phase, and problems such as overheating of devices such as the rotating electric machine and the inverter are likely to occur.

[0008] The present invention has been made with the above-mentioned situation as a background, and an object of the present invention is to provide a vehicle drive device capable of suppressing overheating of devices such as a rotating electric machine in a rotating electric machine drive mode.

[0009] Solutions for solving problems

[0010] The gist of the first invention is to provide a vehicle drive device, (a) comprising: a first power source; a fluid transmission device having an input-side rotating element connected to the first power source in a power-transmitting manner, an output-side rotating element connected to a drive wheel in a power-transmitting manner, and a direct-connection clutch connecting the input-side rotating element and the output-side rotating element, wherein the power from the first power source is transmitted from the input-side rotating element to the output-side rotating element via a fluid; a first output shaft outputting the power from the output-side rotating element of the fluid transmission device input via a first power transmission path to one of the front wheels and the rear wheels serving as the drive wheels; and a rotating electric machine transmitting the power from the output-side rotating element of the fluid transmission device via a second power transmission path different from the first power transmission path to the drive wheel. The control device further comprises a control unit, wherein: (a) the control unit is configured to control the rotation of the first power source and the second power source; and (b) the control unit is configured to control the rotation of the first power source and the second power source. The control unit is configured to control the rotation of the first power source and the second power source. The control unit is configured to control the rotation of the first power source and the second power source. The control unit is configured to control the rotation of the first power source and the second power source.

[0011] In addition, the second invention is based on the vehicle drive device described in the first invention. When the drive mode is the rotating motor drive mode and the vehicle is in an extremely low speed state below the predetermined vehicle speed or a stopped state, the control device sets the direct-connection clutch to an engaged state and sets the first power transmission path to a power transmission state when it is determined that the temperature of the rotating motor is above the predetermined temperature.

[0012] In addition, the third invention is based on the vehicle drive device described in the first invention or the second invention, and a speed change device is provided on the second power transmission path to change the rotation of the rotating electric machine and output it, and the control device controls the speed ratio of the speed change device according to the drive request amount, and when the drive request amount is larger than the predetermined request amount, the speed change device is set to the speed ratio on the low vehicle speed side within the controllable speed ratio range.

[0013] In addition, the fourth invention, based on the vehicle drive device described in the third invention, also has a second output shaft for outputting power to the other wheel, and the speed change device has: a differential device, having a first rotating element connected to the rotating electric machine, 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 part of a torque distribution device that distributes a part of the torque input to the first output shaft to the second output shaft; a first engaging device that selectively connects any rotating element among the first rotating element, the second rotating element and the third rotating element; and a second engaging device that selectively connects the third rotating element to a non-rotating component.

[0014] In addition, the fifth invention is based on the vehicle drive device described in the fourth invention, and the torque distribution device has a disconnection and connection device, which switches between a first connection state in which the other output shaft is connected to the third rotating element, a second connection state in which the other output shaft is connected to the one output shaft, and a disconnection state in which the other output shaft is not connected to the third rotating element and the one output shaft, and the control device sets the disconnection and connection device to the disconnection state when the drive mode is the rotating motor drive mode and the vehicle is decelerating.

[0015] According to a sixth invention, based on the vehicle drive device described in the fourth invention or the fifth invention, the first output shaft is a rotating element different from the three rotating elements of the differential device and inputs power from the first power source.

[0016] In addition, the seventh invention is based on the vehicle drive device recorded in any one of the first to sixth inventions. When the drive mode is the rotating motor drive mode and the vehicle is in an extremely low speed state below the predetermined vehicle speed or a stopped state, the control device sets the direct-connection clutch to an engaged state and sets the first power transmission path to a power transmission state when it is determined that the ascending slope of the vehicle's driving road is above the predetermined slope.

[0017] In addition, the 8th invention is based on the vehicle drive device recorded in any one of the 1st to 7th inventions. When the drive mode is the rotating motor drive mode and the vehicle is in an extremely low speed state below the predetermined vehicle speed or a stopped state, the control device sets the direct clutch to an engaged state and sets the first power transmission path to a power transmission state when it is determined that the weight of the vehicle is greater than the predetermined weight.

[0018] Effects of the Invention

[0019] According to the first invention, when the driving mode is the rotating motor driving mode and the vehicle is in an extremely low speed state below a predetermined vehicle speed or a stopped state, if it is determined that the driving request amount requested by the vehicle is greater than the predetermined request amount, the direct clutch is set to an engaged state, and the first power transmission path is set to a state capable of transmitting power, and power is output from the first power source to the first output shaft, thereby reducing the torque output by the rotating motor. As a result, overheating of equipment such as the rotating motor in the rotating motor driving mode can be suppressed. In addition, the direct clutch is set to an engaged state, thereby suppressing the loss of power in the fluid transmission device.

[0020] In addition, according to the second invention, when the drive mode is the rotating motor drive mode and the vehicle is in an extremely low speed state or a stopped state, when it is determined that the temperature of the rotating motor is above a predetermined temperature, the direct clutch is set to an engaged state, and the first power transmission path is set to a state capable of transmitting power. Therefore, when equipment such as the rotating motor is prone to overheating, the direct clutch and the first power transmission path can be set in advance to a preparatory state for suppressing overheating of the equipment, that is, if the first power source outputs power, the power is output to the first output shaft.

[0021] In addition, according to the third invention, the speed change device that changes the rotation of the rotating electric machine and outputs it is set to a speed ratio on the low vehicle speed side within the controllable speed ratio range when the drive request amount is greater than the predetermined request amount, so the torque output by the rotating electric machine is also reduced by the speed change device.

[0022] In addition, according to the fourth invention, the speed change device comprises: a differential device having a first rotating element, a second rotating element and a third rotating element; a first engaging device that selectively connects any two of the first rotating element, the second rotating element and the third rotating element; and a second engaging device that selectively connects the third rotating element to a non-rotating component, so that the speed change device can be constructed using the differential device.

[0023] In addition, according to the fifth invention, the torque distribution device that distributes a part of the torque input to the first output shaft to the second output shaft has a disconnection and connection device, which switches between a first connection state in which the other output shaft of the first output shaft and the second output shaft is connected to the third rotating element, a second connection state in which the other output shaft is connected to one of the first output shaft and the second output shaft, and a disconnection state in which the other output shaft is not connected to the third rotating element and the one output shaft. When the driving mode is the rotating motor driving mode and the vehicle is in deceleration driving, the disconnection and connection device is set to the disconnection state, so it is easy to transition from deceleration driving in the rotating motor driving mode to other modes.

[0024] In addition, according to the sixth invention, the first output shaft is a rotating element that inputs power from the first power source and is different from the three rotating elements possessed by the differential device that constitutes a part of the torque distribution device. Therefore, power can be output from the first power source to the drive wheel without passing through the differential device, thereby reducing the drag of the differential device.

[0025] In addition, according to the seventh invention, when the drive mode is the rotary motor drive mode and the vehicle is in an extremely low speed state or a stopped state, when it is determined that the ascending slope of the driving road is greater than a predetermined slope, the direct clutch is set to an engaged state, and the first power transmission path is set to a state capable of transmitting power. Therefore, when equipment such as the rotary motor is prone to overheating, the direct clutch and the first power transmission path can be set in advance to a preparatory state for suppressing overheating of the equipment, that is, to a state in which if the first power source outputs power, the power is output to the first output shaft.

[0026] In addition, according to the eighth invention, when the drive mode is the rotary motor drive mode and the vehicle is in an extremely low speed state or a stopped state, when it is determined that the weight of the vehicle is greater than a predetermined weight, the direct clutch is set to an engaged state, and the first power transmission path is set to a state capable of transmitting power. Therefore, when equipment such as the rotary motor is prone to overheating, the direct clutch and the first power transmission path can be set in advance to a preparatory state for suppressing overheating of the equipment, that is, to a state in which if the first power source outputs power, the power is output to the first output shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] 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 control function for various controls in the vehicle drive device and a main part of a control system.

[0028] Figure 2 Yes Description Figure 1A diagram schematically showing the structure of a hybrid transmission.

[0029] Figure 3 Yes Description Figure 2 An operation engagement table showing the relationship between the speed shifting operation of the automatic transmission and the combination of the operation of the engagement device used for the speed shifting operation.

[0030] Figure 4 Yes Description Figure 1 Schematic diagram of the structure of a transfer case.

[0031] 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.

[0032] Figure 6 It is explained in Figure 4 An action 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.

[0033] Figure 7 This is a diagram showing an example of an AT gear shift map used for the shift control of the automatic transmission and a drive range switching map for the switch control of the drive mode, and is also a diagram showing the relationship between them.

[0034] 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.

[0035] Fig. 9 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 for suppressing overheating of devices such as the TF rotating electrical machine MGF in the BEV drive mode.

[0036] Fig.10 Is the description and Figure 4 Diagram of the schematic structure of different transfer cases.

[0037] Fig.11 Yes means Fig.10 A collinear diagram showing the relative relationship of the rotational speeds of the various rotating elements in the transfer case.

[0038] Fig.12 It is explained in Fig.10 An action 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.

[0039] Fig.13 It is a description of Figure 1 Diagram of the schematic structure of different power transmission devices.

[0040] Description of Reference Numerals

[0041] 8: Vehicle; 10: Vehicle drive device; 14: Front wheels; 16: Rear wheels; 28: Transfer case (torque distribution device); 44: Transfer case (non-rotating member); 48: Torque converter (fluid transmission device); 48a: Pump impeller (input-side rotating element); 48b: Turbine impeller (output-side rotating element); 50: Automatic transmission; 64: Differential device; S: Sun gear (first rotating element); CA: Planet carrier (second rotating element); R: Ring gear (third rotating element); 66: First output shaft (different rotating element); 72: Second output shaft; 83: Transmission device; 130: Electronic control device (control device); 200: Transfer case (torque distribution device); 202: Transfer case (non-rotating member); 206: Differential device; S: Sun gear (first rotating element); CA: Planet carrier (second rotating element); R: Ring gear (third rotating element); 208: First output shaft (different rotating element); 214: Second output shaft; 224: Transmission device; BF1: Brake for TF (second engaging device); CF1: Clutch for TF (first engaging device); D2: Second meshing clutch (disconnecting and connecting device); DW: Drive wheel; LU: Lock-up clutch (direct connection clutch); MGF: Rotating electric machine for TF (rotating electric machine); PT1: First power transmission path; PT2: Second power transmission path; PU1: First power source; PU2: Second power source. Detailed Description of the Embodiment

[0042] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0043] [Embodiment 1]

[0044] Figure 1 This is a diagram showing the schematic structure of the vehicle drive device 10 provided in the vehicle 8 to which the present invention is applied, and is also a diagram showing the main parts of the control functions and control systems for various controls in the vehicle drive device 10. In Figure 1In the figure, the vehicle drive device 10 includes an engine 12 (refer to "ENG" in the figure) functioning as a power source, a rotating electric machine MGM for TM, and a rotating electric machine MGF for TF. 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, etc. to the front wheels 14 and the rear wheels 16, respectively. The engine 12, the rotating electric machine MGM for TM, and the rotating electric machine MGF for TF are referred to as the power source PU for short unless otherwise specifically distinguished. In particular, the engine 12 and the rotating electric machine MGM for TM that output power to the torque converter 48 and the automatic transmission 50 described later are the first power source PU1. The rotating electric machine MGM for TM possessed by the first power source PU1 is the first rotating electric machine. The TF rotating electrical machine MGF provided in the transfer case 28 described later is a second rotating electrical machine, and is a second power source PU2 used as a power source in place of the first power source PU1 or in addition to the first power source PU1.

[0045] 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 the rear-wheel drive that transmits torque only to the rear wheels 16, the vehicle drive device 10 can also perform front-wheel drive that transmits torque only to the front wheels 14. The vehicle 8 is a vehicle with four wheels, respectively having 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. With regard to the front wheels 14 and the rear wheels 16, when no special distinction is made, they are simply referred to as drive wheels DW.

[0046] 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 control device 20 including a throttle actuator, a fuel injection device, an ignition device, etc., provided in the vehicle drive device 10 by using an electronic control device 130 described later, thereby controlling the engine torque Te which is the output torque of the engine 12.

[0047] 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 that is the output torque of the TM rotating electric machine MGM and the MGF torque Tmgf that is the output torque of the TF rotating electric machine MGF. The MGM torque Tmgm and the MGF torque Tmgf become the power running torque (the motor torque also has the same meaning) when the rotating electric machine functions as an engine, and become the regenerative torque (the power generation torque also has the same meaning) when the rotating electric machine functions as a generator, respectively. The battery 24 is a power storage device that transfers and receives electric power to the TM rotating electric machine MGM and the TF rotating electric machine MGF, respectively. In the case where no particular distinction is made, the electric power is synonymous with electric energy. In the case where no particular distinction is made, the power is synonymous with driving force, torque, and force.

[0048] The power transmission device 18 includes a hybrid transmission 26 (refer to "HEV 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 wheel 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 wheel drive shaft 38, etc.

[0049] The hybrid transmission 26 includes a transmission case 42 as a non-rotating member. The transfer case 28 includes a transfer case 44 as a 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.

[0050] Figure 2 2 is a diagram for explaining the schematic structure of the hybrid transmission 26. Figure 2In 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 hybrid transmission 26 constitutes a part of a first power transmission path PT1 that transmits power to the drive wheels DW via the torque converter 48. The torque converter 48 and the automatic transmission 50 are configured to be substantially symmetrical 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.

[0051] The rotary electric machine connecting shaft 46 is a rotating shaft that connects the engine 12 and the torque converter 48. The torque converter 48 includes 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 an input member of the torque converter 48, and is an input-side rotating element connected to the first power source PU1 in a manner that can transmit power. The turbine impeller 48b is an output member of the torque converter 48, and is an output-side rotating element connected to the drive wheel DW in a manner that can transmit power. The TM rotary electric machine MGM is connected to the rotary electric machine connecting shaft 46 in a manner that can transmit power, that is, it is connected to the pump impeller 48a in a manner that can transmit power. 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 formed integrally with the turbine shaft driven by the turbine impeller 48b. The torque converter 48 is a fluid transmission device that transmits the power from the first power source PU1 to the transmission input shaft 52 via a fluid, that is, it is a fluid transmission device that transmits the power from the first power source PU1 from the pump impeller 48a to the turbine impeller 48b via a fluid. The torque converter 48 is equipped with a lockup clutch LU that connects the pump impeller 48a and the turbine impeller 48b. The lockup clutch LU is a direct clutch that connects the input and output rotating members of the torque converter 48, that is, a well-known lockup clutch.

[0052] The lock-up clutch LU is controlled by a hydraulic control circuit 60 (see Figure 1) supplies a regulated hydraulic pressure, namely, a LU hydraulic pressure PRlu, which changes the LU torque Tlu, which is the torque capacity of the lockup clutch LU, thereby switching the operating state, namely, the control state. The hydraulic control circuit 60 is controlled by the electronic control device 130 described later. As the control state of the lockup clutch LU, there are a state in which the lockup clutch LU is completely released, namely, a released state, a state in which the lockup clutch LU is engaged with slip, namely, a slip state, and a state in which the lockup clutch LU is completely engaged, namely, an engaged state. By setting the lockup clutch LU to the released state, the torque converter 48 becomes a torque converter state in which a torque amplification effect can be obtained. In addition, by setting the lockup clutch LU to the engaged state, the torque converter 48 becomes a locked state in which the pump impeller 48a and the turbine impeller 48b rotate as one.

[0053] The automatic transmission 50 is interposed on the 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 first speed change 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.

[0054] 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.

[0055] The engagement device CB is a well-known hydraulic friction engagement device, and is 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 changes its torque capacity, i.e., CB torque Tcb, by using the CB hydraulic pressure PRcb of the engagement device CB after pressure adjustment supplied from the hydraulic control circuit 60, thereby switching control states such as an engagement state and a release state.

[0056] Parts of 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 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.

[0057] 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.

[0058] For example Figure 3 As shown in the action engagement table, as a plurality of AT gears, the automatic transmission 50 forms 4-stage 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 toward the AT4 gear side, i.e., the high side AT gear that can travel at a higher speed. Figure 3 The action engagement table summarizes the relationship between each AT gear position and each control state of the engagement device CB. Figure 3 In the figure, "○" indicates engagement, "△" indicates engagement during engine braking or when the automatic transmission 50 is coasting downshifted, and a blank indicates release. If the AT gear position is formed in the automatic transmission 50, the automatic transmission 50 is set to a state in which power can be transmitted, that is, a state in which power can be transmitted. The neutral state of the automatic transmission 50 ("N" in the figure) is a state in which the automatic transmission 50 cannot transmit power, that is, a state in which power cannot be transmitted, for example, by setting the engagement devices CB to a released state to cut off the power transmission of the automatic transmission 50. In addition, the automatic transmission 50 is set to a 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 rotating motor MGF for example from the TF.

[0059] Figure 4 2 is a diagram for explaining the schematic structure of the transfer case 28. Figure 4In 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 substantially symmetrical with respect to the rotation axis CL1. Figure 4 The lower half is omitted relative to the rotation axis CL1.

[0060] 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. The driven gear 74 is configured to be substantially symmetrical with respect to the rotation axis CL2. Figure 4 In FIG. 1 , 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 and the like.

[0061] In addition, the transfer case 28 includes a TF rotary electric machine MGF, a rotary electric machine connecting gear pair 76, a chain 78, etc. in the transfer case 44. 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.

[0062] 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 respectively operating the first meshing clutch D1 and the second meshing clutch D2.

[0063] The TF clutch CF1 and the TF brake BF1 are well-known wet hydraulic friction engagement devices, each consisting 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 such as the engagement state and the release 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 such as the engagement state and the release state. The first meshing clutch D1 and the second meshing clutch D2 are well-known meshing clutches, i.e., tooth clutches. The first meshing clutch D1 and the second meshing clutch D2 are switched to the meshing state as the control state by controlling the switching actuator 82 by the electronic control device 130 described later.

[0064] The TF input shaft 62 is connected to the transmission output shaft 54 ​​in a power-transmitting manner. The first output shaft 66 is connected to the rear transmission shaft 32 in a power-transmitting manner. The second output shaft 72 is connected to the front transmission shaft 30 in a power-transmitting manner. 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.

[0065] 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 electric machine MGF is connected to the sun gear S via the rotary electric machine 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. The TF clutch CF1 is the first engagement device that selectively connects the sun gear S and the planetary carrier CA. The TF brake BF1 is the second engagement device that selectively connects the ring gear R to the transfer case 44.

[0066] 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 configured to be able to move 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 direction of the rotation axis CL1 is a direction parallel to the rotation axis CL1. The first sleeve d1s is formed 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 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 shown corresponding to the respective states.

[0067] 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 in the direction of the rotation axis CL1 relative to the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6. The second sleeve d2s is formed with inner peripheral teeth that can be meshed in a manner that cannot rotate relative to each other relative to the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6. The second sleeve d2s is moved in the direction of the rotation axis CL1 by 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 indicates 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 none of the meshing teeth among the fourth meshing teeth a4, the fifth meshing teeth a5 and the sixth meshing teeth a6 to engage with each other. The second state [2] of the second meshing clutch D2 indicates 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 indicates 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 FIG. 1 , for the sake of convenience, a plurality of second sleeves d2s are illustrated corresponding to each state.

[0068] In the transfer case 28, the first output shaft 66 is connected to the ring gear R by means of the second state [2] of the second meshing clutch D2. The first output shaft 66 is connected to the second output shaft 72 by means of the third state [3] of the second meshing clutch D2. The second state [2] of the second meshing clutch D2 is the first connected state in which the first output shaft 66 is connected to the ring gear R. The third state [3] of the second meshing clutch D2 is the second connected state in which the first output shaft 66 is connected to the second output shaft 72. The first state [1] of the second meshing clutch D2 is the disconnected state in which the first output shaft 66 is not connected to either the ring gear R or the second output shaft 72. The second meshing clutch D2 is a disconnection and connection device that switches between the first connected state, the second connected state, and the disconnected state.

[0069] 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 5In the figure, 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 representing 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, respectively, from the left side. The vertical line Y0 shown at a position to the left of the vertical line Y1 is an axis representing the rotation speed of the first output shaft 66 corresponding to the input-output rotating element RE10, which is a rotating element different from the three rotating elements of the differential device 64.

[0070] If using Figure 5 In the collinear diagram of FIG. 2 , in the transfer case 28, the input / output rotation 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 propeller shaft 32. The TF input shaft 62 is connected to the first power source PU1 including the engine 12 via the hybrid transmission 26 in a power-transmittable manner. 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, i.e., the front transmission shaft 30, and is selectively connected to the first output shaft 66, i.e., the rear transmission shaft 32 via the second meshing clutch D2 (refer to the third state [3]), and the third rotating element RE3 is selectively connected to the first output shaft 66 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 that receives power from the first power source PU1 via the torque converter 48 and outputs power to the rear wheels 16. That is, the first output shaft 66 is an output shaft that outputs power from the turbine impeller 48b of the torque converter 48, which is input via the first power transmission path PT1 including the automatic transmission 50, to the rear wheels 16. The second output shaft 72 is an output shaft that outputs power to the front wheels 14.

[0071] 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 rotation element RE1, the second rotation element RE2, and the third rotation 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 rotation element RE2 is reduced relative to the rotation speed of the first rotation element RE1. The transfer case 28 includes a speed change device 83 (see Figure 4 ), the speed change device 83 includes a TF clutch CF1, a TF brake BF1, and a differential device 64 that constitutes a part of the transfer case 28.

[0072] The speed change device 83 is a second speed change device that changes the speed of the rotation of the TF rotating electric machine MGF and outputs it. The speed change device 83 functions as a transmission that selectively forms a high gear and a low gear, the high gear being obtained by setting the TF clutch CF1 to an engaged state, and the low gear being obtained by setting the TF brake BF1 to an engaged state. The high gear of the speed change device 83 is a gear on the high vehicle speed side with a relatively small speed ratio (=rotation speed of the first rotating element RE1 / rotation speed of the second rotating element RE2), and the low gear of the speed change device 83 is a gear on the low vehicle speed side with a relatively large speed ratio. From another perspective, the speed change device 83 constitutes a part of the second power transmission path PT2 different from the first power transmission path PT1. That is, the speed change device 83 is provided on the second power transmission path PT2. The TF rotating electric machine MGF is a rotating electric machine connected to at least one of the front wheel 14 and the first output shaft 66 via the second power transmission path PT2 in a manner capable of transmitting power.

[0073] 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, the differential device 64 sets the TF clutch CF1 to the slip state instead of allowing the reaction torque of the TF rotating electric machine MGF to play a role 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 the center differential does not work.

[0074] 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 figure, "○" indicates engagement or coupling between meshing teeth, and a blank indicates release. It should be noted that "(○)" indicates that the first meshing clutch D1 can be released, and a blank may be provided.

[0075] 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 and setting the first meshing clutch D1 to the first state [1] and the second meshing clutch D2 to the first state [1]. The "EV (FF) high" mode and the "EV (FF) low" mode are respectively a transfer motor mode (=TrEV mode) that enables motor driving (=BEV driving) using only the TF rotating electric machine MGF as a power source, for example. By setting the second meshing clutch D2 to the first state [1], the engagement between the fourth meshing tooth a4, the fifth meshing tooth a5, and the sixth meshing tooth a6 is set to a neutral state (refer to "N" in the figure), so that the power transmission path between the differential device 64 and the rear wheel 16 is cut off. In this state, in the transmission 83 that forms a high gear obtained by the engagement state of the TF clutch CF1 or a low gear obtained by 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 BEV travel of the present embodiment is achieved by front-wheel drive travel. In the TrEV mode, for example, when the first meshing clutch D1 is in the first state [1], the drag of the engine 12 can be eliminated by setting the automatic transmission 50 to the neutral state. Alternatively, since the first meshing clutch D1 can be set to the released state, in the TrEV 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 TrEV 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 first power transmission path PT1 to a power transmission state, so that engine driving using at least the engine 12 as a power source, that is, hybrid driving (= HEV driving) can be performed. 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.

[0076] The "H4_Torque Split" mode numbered m3 is achieved by setting both the TF clutch CF1 and the TF brake BF1 to the released state, setting the first meshing clutch D1 to the first state [1], and setting the second meshing clutch D2 to the second state [2]. The "H4_Torque Split" mode is a mode in which, for example, the speed change device 83, in a state equivalent to the high gear, utilizes the reaction torque of the TF rotating electric machine MGF, 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, 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 performs power operation.

[0077] The "H4_LSD" mode numbered m4 is achieved by controlling the TF clutch CF1 to a slip state while 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, instead of the reaction torque of the TF rotating electric machine MGF in the "H4_Torque Split" mode, the differential action of the differential device 64 is limited by 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.

[0078] The "H4_Lock" mode numbered m5 is achieved by setting the TF clutch CF1 and the TF brake BF1 to the released state, setting the first meshing clutch D1 to the first state [1], and setting 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. In the "H4_Lock" mode, for example, by setting the TF clutch CF1 to the engaged state, the power from the TF rotating electric machine MGF can be added to the drive torque Tr.

[0079] 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 speed change device 83 is set to the low gear position. In the "L4_Lock" mode, the power from the TF rotating electric machine MGF can be added to the drive torque Tr.

[0080] Back to Figure 1 The 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 ), which is rotationally driven by the first power source PU1 to eject the hydraulic oil OIL used in the power transmission device 18. The pump motor 88 is a motor dedicated to the EOP86 for rotationally driving the EOP86. The EOP86 is rotationally driven by the pump motor 88 to eject the hydraulic oil OIL. The hydraulic oil OIL ejected by the MOP84 and EOP86 is supplied to the hydraulic control circuit 60. The hydraulic control circuit 60 supplies the LU hydraulic pressure PRlu, CB hydraulic pressure PRcb, CF1 hydraulic pressure PRcf1, BF1 hydraulic pressure PRbf1, etc., which are respectively pressure-regulated based on the hydraulic oil OIL ejected by the MOP84 and / or EOP86.

[0081] 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 for explaining the main parts of the control functions implemented by 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 using the temporary storage function of the RAM and in accordance with a program pre-stored in the ROM. The electronic control device 130 is configured to include various computers for engine control, gear shift control, etc. as required.

[0082] Based on the use of various sensors and the like provided in the vehicle drive device 10 (for example, 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 MGF temperature sensor 101, 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 117, a steering wheel sensor 118, a battery temperature sensor 119, a steering wheel sensor 120, a steering wheel sensor 121, a steering wheel sensor 122, a steering wheel sensor 123, a steering wheel sensor 124, a steering wheel sensor 125, a steering wheel sensor 126, a steering wheel sensor 127, a steering wheel sensor 128, a steering wheel sensor 129, a steering wheel sensor 130, a steering wheel sensor 131, a steering wheel sensor 132, a steering wheel sensor 133, a steering wheel sensor 134, a steering wheel sensor 135, a steering wheel sensor 136, a steering wheel sensor 137, a steering wheel sensor 138, a steering wheel sensor 139, a steering wheel sensor 140, a steering wheel sensor 141, a steering wheel sensor 142, a steering wheel sensor 143, a steering wheel sensor 144, a steering wheel sensor 145, a steering wheel sensor 146, a steering wheel sensor 147, a steering wheel sensor 148, a steering wheel sensor 149, a steering wheel sensor 149, a steering wheel sensor 149, a steering wheel sensor 140, a steering wheel sensor 141, a steering wheel sensor 142, The various signals of the detection values ​​obtained by the sensors 118, the differential lock selection switch 120, the low gear selection switch 122, the vehicle weight sensor 124, etc. (for example, the rotation speed of the engine 12, that is, the engine rotation speed Ne, the rotation speed of the TM rotating electric machine MGM, that is, the MGM rotation speed Nmgm, the turbine rotation speed Nt which is the same as the AT input rotation speed Ni, the AT output rotation speed No, the rotation speed of the first output shaft 66 corresponding to the vehicle speed V, that is, the TF output rotation speed Nof, the rotation speed of the TF rotating electric machine MGF, that is, the MGF rotation speed Nmgm f, the temperature of the TF rotating electrical machine MGF, i.e., the MGF temperature THmgf; the accelerator operation amount of the driver, i.e., the accelerator opening θacc, which indicates the magnitude of the driver's acceleration operation; the throttle opening θth, i.e., the opening of the electronic throttle; the brake-on signal Bon, i.e., a signal indicating the state in which the brake pedal for actuating the wheel brakes is operated by the driver; the shift operation position POSsh, which indicates the operation position of the shift lever provided in the vehicle 8; the longitudinal acceleration Gx and the lateral acceleration Gy of the vehicle 8; the yaw rate Ryaw, i.e., the rotational angular velocity of the vehicle 8 about the vertical axis; and the vehicle The steering angle θsw and steering direction Dsw of the steering wheel 8, the battery temperature THbat of the battery 24, the battery charge and discharge current Ibat, the battery voltage Vbat, the temperature of the operating oil OIL, i.e. the operating oil temperature THoil, the signal indicating that the driver has selected the "H4_Lock" mode or the "L4_Lock" mode, i.e. the lock mode on signal LOCKon, the signal indicating that the driver has selected the low gear of the transmission 83, i.e. the low gear on signal LOWon, the weight of the vehicle 8, i.e. the vehicle weight WTv, etc.) are respectively provided to the electronic control unit 130.

[0083] 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 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 the on state when the transmission device 83 is set to the low gear position when the "H4_Lock" mode is established in the transfer case 28.

[0084] 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 hydraulic control command signal Slu for controlling the control state of the lockup clutch LU, a hydraulic control command signal Slu for controlling the automatic transmission 50, etc.) are outputted from the electronic control device 130 to various devices (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 126, the information notification device 128, etc.) provided in the vehicle 8. The hydraulic control command signal Sat for controlling the control state of the control-related engagement device CB, the hydraulic control command signal Scbf for controlling the control states of the TF clutch CF1 and the TF brake BF1 respectively related to the control of the transfer case 28, the transfer case control command signal Stf for respectively actuating 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.).

[0085] The electronic control device 130 includes a transmission control unit 132 as a transmission control means, a hybrid control unit 134 as a hybrid control means, and a drive state control unit 136 as a drive state control means in order to realize various controls in the vehicle drive device 10 .

[0086] The transmission 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 driving 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 driving force Frdem, the accelerator opening θacc, the throttle opening θth and the like can be used instead of the required driving 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.

[0087] 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.

[0088] The hybrid control unit 134 calculates the drive request amount DEM requested by the driver for the vehicle 8 by applying the accelerator opening θacc and the vehicle speed V to a drive request amount map, for example, which is a predetermined relationship. The drive request amount DEM is, for example, the requested drive torque Trdem [Nm] of the drive wheel DW. As the drive request amount DEM, the requested drive force Frdem [N] of the drive wheel DW, the requested drive power Prdem [W] of the drive wheel DW, the requested AT output torque of the transmission output shaft 54, etc. can also be used. From another perspective, the requested drive torque Trdem is the requested drive power Prdem at the vehicle speed V when the command is output. In the calculation of the drive request amount DEM, the TF output rotation speed Nof, etc. can also be used instead of the vehicle speed V.

[0089] The hybrid control unit 134 outputs an engine control command signal Se, an MGM control command signal Smgm, and an MGF control command signal Smgf to realize the requested drive power Prdem in consideration of transmission loss, auxiliary machine load, the gear ratio γat of the automatic transmission 50, the chargeable power Win of the battery 24, the dischargeable power Wout, and the like. The engine control command signal Se is, for example, a command value of the requested engine power Pedem, which is a requested value of the engine power Pe for realizing the engine torque Te 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 of the power consumption Wcmgm or the generated power Wgmgm of the TM rotating electric machine MGM for the MGM torque Tmgm 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 generated power Wgmgf of the TF rotating electric machine MGF for the MGF torque Tmgf at the MGF rotation speed Nmgf when the command is output.

[0090] The chargeable power Win of the battery 24 is the maximum power that can be inputted, which specifies the limit of the input power of the battery 24, and indicates the input limit of the battery 24. The dischargeable power Wout of the battery 24 is the maximum power that can be outputted, which specifies the limit of the output power of the battery 24, and indicates 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, etc.

[0091] When the requested driving power Prdem is in the motor driving region that is smaller than a predetermined threshold value, the hybrid control unit 134 establishes the BEV driving mode as a driving mode for driving the vehicle 8. On the other hand, when the requested driving power Prdem is in the engine driving region that is greater than a predetermined threshold value, the hybrid control unit 134 establishes the HEV driving mode as a driving mode. The BEV driving mode is a rotating electric machine driving mode that enables BEV driving, and during BEV driving, the TF rotating electric machine MGF is used as the second power source PU2 while the operation of the first power source PU1 is stopped. The HEV driving mode is a hybrid driving mode that enables engine driving, using at least the engine 12 as the first power source PU1. Figure 7 The dashed line A is the boundary between the engine drive area and the motor drive area. Figure 7 The predetermined relationship of the boundary line as shown by the dashed line A is an example of a driving area switching map composed of two-dimensional coordinates with the vehicle speed V and the required driving torque Trdem as variables. Figure 7 In the figure, for convenience, the drive area switching map is shown together with the AT gear shift map.

[0092] Even when the requested driving power Prdem is in the motor driving area, the hybrid control unit 134 establishes the HEV driving mode when the state of charge value SOC of the battery 24 is less than a predetermined engine starting threshold value, when the preheating of the engine 12 is required, etc. From another perspective, when the state of charge value SOC of the battery 24 is less than the engine starting threshold value, when the preheating of the engine 12 is required, the motor driving area in the driving area switching map disappears. The engine starting 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.

[0093] 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.

[0094] In the BEV drive mode, for example, the drive state control unit 136 sets the TF brake BF1 to the engaged state and the TF clutch CF1 to the released state in the lower vehicle speed region to form a low gear in the transmission 83. On the other hand, the drive state control unit 136 sets the TF brake BF1 to the released state and the TF clutch CF1 to the engaged state in the higher vehicle speed region to form a high gear in the transmission 83. In the BEV drive mode, for example, the drive state control unit 136 forms a low gear of the transmission 83 in the higher drive request region and forms a high gear of the transmission 83 in the lower drive request region. That is, in the BEV drive mode, for example, the drive state control unit 136 establishes the "EV (FF) low" mode in the lower vehicle speed region or the higher drive request region and establishes the "EV (FF) high" mode in the higher vehicle speed region or the lower drive request region. The driving state control unit 136 controls the speed ratio of the transmission 83 according to the vehicle speed V or according to the driving demand amount DEM, for example, the demanded driving torque Trdem.

[0095] In the "H4_Torque Split" mode and the "H4_LSD" mode, the driving state control unit 136 determines the driving state of the vehicle 8 based on various signals of 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 expressed, for example, by the ratio of the torque transmitted 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 expressed, for example, by the ratio of the torque transmitted 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).

[0096] In the "H4_Torque Split" mode, the drive state control unit 136 outputs an MGF control command signal Smgf for controlling the TF rotating electric machine MGF, so that the rear wheel side distribution rate Xr becomes the target value by adjusting the MGF torque Tmgf that generates the reaction torque of the TF rotating electric machine MGF. 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 a hydraulic control command signal Scbf for controlling the slip state of the TF clutch CF1, so that the rear wheel side distribution rate Xr becomes the target value by adjusting the torque capacity of the TF clutch CF1. The larger the torque capacity of the TF clutch CF1, the smaller the rear wheel side distribution rate Xr.

[0097] In the "H4_Torque Split" mode and the "H4_LSD" mode, when the driver turns on the differential lock selection switch 120, the drive state control unit 136 establishes the "H4_Lock" mode. In the "H4_Lock" mode, when the vehicle 8 stops and the driver turns on the low range selection switch 122, the drive state control unit 136 establishes the "L4_Lock" mode.

[0098] Here, use Figure 8 A case where the engine operating point PNTeng can be changed like a continuously variable transmission in the vehicle drive device 10 will be described. The engine operating point PNTeng is an operating point, that is, an operation point of the engine 12 represented by the engine rotation speed Ne and the engine torque Te.

[0099] exist Figure 8 In FIG. 1 , the equal power lines Lpe indicated by the double-dashed lines respectively indicate an example of the requested engine power Pedem for realizing the requested driving power Prdem calculated based on the accelerator opening θacc and the like. The requested engine power Pedem is the engine power Pe requested 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, i.e., 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. At a constant turbine rotation speed Nt, the pump torque Tp shows a relationship with the engine rotation speed Ne determined by the hardware requirements, as shown by the dotted line L01. Furthermore, when the requested 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, i.e., the so-called coupling point P01.

[0100] With respect to the coupling point P01, for example, by using a part of the engine power Pe to make the TM use the rotating electric machine MGM to perform power generation, the engine operating point PNTeng can be changed to the fuel economy optimal point P02 on the fuel economy optimal line Lfl shown by the solid line L03 without changing the requested engine power Pedem. The fuel economy optimal line Lfl is a predetermined operation curve of the engine 12 that represents 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 line connecting the fuel economy optimal points of the engine operating point PNTeng that is predetermined to be 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 When the MGM torque Tmgm is 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. As a power transmission path of the engine power Pe, the vehicle drive device 10 has an electric path that transmits power electrically through the power transfer between the TM rotating motor MGM and the TF rotating motor MGF, 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.

[0101] The hybrid control unit 134 controls the engine operating point PNTeng by adjusting the electric path amount Ppse [W], which is the magnitude of the electric power in the electric path for transferring electric power between the TM rotating electric machine MGM and the TF rotating electric machine MGF. The electric path amount Ppse is, for example, the product of the MGM torque Tmgm and the MGM rotation speed Nmgm.

[0102] 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 fuel economy optimal point and the engine rotation speed Ne at the fuel economy optimal point, 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.

[0103] Incidentally, for example, even when the requested drive power Prdem is in the motor drive region, in a so-called single-phase locked state in which the TF rotating electric machine MGF is set to an extremely low rotation state or a rotation stop state and current continues to flow through a specific phase, if the flowing current is large, the TF rotating electric machine MGF, the inverter 22, and other devices may overheat, and the durability of the TF rotating electric machine MGF and the inverter 22 may be reduced. For example, when the driving mode is the BEV driving mode and the vehicle 8 is on an uphill road or when climbing stairs, the requested drive torque Trdem becomes large in an extremely low speed state or a stopped state of the vehicle 8, and a large current flows in the TF rotating electric machine MGF in a single-phase locked state, and the TF rotating electric machine MGF and other devices may overheat, and the durability may be reduced.

[0104] Therefore, when the TF rotating electric machine MGF is in a single-phase locked state in the BEV drive mode, the electronic control unit 130 causes the TF rotating electric machine MGF to bear the drive request amount DEM up to the predetermined request amount DEMf, and causes the first power source PU1 to bear the drive request amount DEM exceeding the predetermined request amount DEMf.

[0105] Specifically, when the drive mode is the BEV drive mode and the vehicle 8 is in an extremely low speed state or a stopped state below the predetermined vehicle speed Vf, the electronic control unit 130 sets the lockup clutch LU to the engaged state and sets the automatic transmission 50 to the power transmission state, that is, sets the first power transmission path PT1 to the power transmission state, and outputs the power from the first power source PU1 to the first output shaft 66 when it is determined that the drive request amount DEM is larger than the predetermined request amount DEMf. The predetermined vehicle speed Vf is, for example, a threshold value predetermined as an upper limit value of the vehicle speed V at which the TF rotating electrical machine MGF becomes a single-phase locked state. The predetermined request amount DEMf is a predetermined threshold value for determining that a large current flows through the TF rotating electrical machine MGF, for example, and overheating of devices such as the TF rotating electrical machine MGF and the inverter 22 becomes a problem. When the drive request amount DEM is the requested drive torque Trdem, the predetermined request amount DEMf is the predetermined requested drive torque TA.

[0106] More specifically, the hybrid control unit 134 determines whether the drive mode is the BEV drive mode. In particular, the situation where overheating of the TF rotating electric machine MGF, the inverter 22 and the like is likely to become a problem is when the requested drive torque Trdem is large, such as when driving in the "EV (FF) low" mode. From another perspective, even when the MGF torque Tmgf used to achieve the requested drive torque Trdem is set to the "EV (FF) low" mode which is smaller than the "EV (FF) high" mode, it is determined whether the situation is such that overheating of the TF rotating electric machine MGF, the inverter 22 and the like is likely to become a problem. When the drive request amount DEM is larger than the predetermined request amount DEMf, the transmission 83 is set to a low gear position, i.e., a gear ratio on the low vehicle speed side of the controllable gear ratio range. The hybrid control unit 134 determines whether the "EV (FF) low" mode is established as the drive mode.

[0107] When it is determined that the "EV(FF) low" mode is established, the hybrid control unit 134 determines whether the vehicle 8 is in an extremely low speed state equal to or lower than a predetermined vehicle speed Vf or in a stopped state.

[0108] The hybrid control unit 134 determines whether the requested drive torque Trdem is greater than the predetermined requested drive torque TA when it is determined that the "EV (FF) low" mode is established and the vehicle 8 is in an extremely low speed state below the predetermined vehicle speed Vf or in a stopped state. The predetermined requested drive torque TA is a predetermined threshold value of the requested drive torque Trdem for determining that a large current flows through the TF rotating electric machine MGF even when the transmission 83 is set to a low gear, causing overheating of the TF rotating electric machine MGF and other devices to become a problem.

[0109] When the hybrid power control unit 134 determines that the "EV (FF) low" mode is established and that the vehicle 8 is in an extremely low speed state or a stopped state below a predetermined vehicle speed Vf, and when it is determined that the requested drive torque Trdem is greater than the predetermined requested drive torque TA, the transmission control unit 132 sets the locking clutch LU to an engaged state to put the torque converter 48 in a locked state, and forms an AT1 gear position in the automatic transmission 50 to put the automatic transmission 50 in a state capable of transmitting power.

[0110] When the hybrid control unit 134 determines that the "EV (FF) low" mode is established and that the vehicle 8 is in an extremely low speed state or a stopped state below the predetermined vehicle speed Vf, and when it is determined that the requested drive torque Trdem is greater than the predetermined requested drive torque TA, the MGF torque Tmgf for realizing the predetermined requested drive torque TA is output from the TF rotating electric machine MGF, and the torque assistance based on the first power source PU1 is performed so that the torque of the amount of the requested drive torque Trdem that is insufficient for the MGF torque Tmgf is output from the first power source PU1. The torque assistance amount Tasist in the torque assistance based on the first power source PU1 is, for example, a torque value on the rotating electric machine connecting shaft 46 for reducing the MGF torque Tmgf so as to prevent it from entering a torque region where overheating of the equipment such as the TF rotating electric machine MGF becomes a problem. When the value obtained by converting the requested drive torque Trdem to the rotary electric machine connecting shaft 46 is set as the requested torque Treq, the value obtained by converting the predetermined requested drive torque TA to the rotary electric machine connecting shaft 46 is set as the single-phase lock torque Tlock, and the value obtained by converting the torque of the amount of margin including the deviation to the rotary electric machine connecting shaft 46 and breaking it is set as the margin Ty, the torque assist amount Tasist is calculated based on the relationship of "Tasist = Treq - Tlock + Ty". The power from the TF rotary electric machine MGF is transmitted to the front wheel 14, and the power from the first power source PU1 is transmitted to the rear wheel 16, so that the torque balance of the front and rear wheels is maintained.

[0111] When the driving mode in the BEV driving mode is deceleration driving, the necessity of AWD is low. Therefore, when the driving mode is the BEV driving mode and the vehicle 8 is decelerating, the driving state control unit 136 sets the second meshing clutch D2 to the disconnected state (first state [1]). This makes it easy to transition from the "EV (FF) low" mode to other modes, for example.

[0112] Fig. 9 This is a flowchart for explaining a main part of the control operation of the electronic control device 130 , and is a flowchart for explaining a control operation for suppressing overheating of devices such as the TF rotating electrical machine MGF in the BEV drive mode, and is, for example, repeatedly executed.

[0113] exist Fig. 9 In the routine, first, in step (hereinafter, step omitted) S10 corresponding to the function of the hybrid control unit 134, it is determined whether the "EV (FF) low" mode is established. If the determination of S10 is negative, this routine is terminated. If the determination of S10 is positive, in S20 corresponding to the function of the hybrid control unit 134, it is determined whether the vehicle 8 is in an extremely low speed state or a stopped state below a predetermined vehicle speed Vf. If the determination of S20 is negative, this routine is terminated. If the determination of S20 is positive, in S30 corresponding to the function of the hybrid control unit 134, it is determined whether the requested drive torque Trdem is greater than the predetermined requested drive torque TA. If the determination of S30 is negative, this routine is terminated. If the determination of S30 is positive, in S40 corresponding to the function of the transmission control unit 132, the torque converter 48 is set to a locked state, and an AT1 gear position is formed in the automatic transmission 50. Next, in S50 corresponding to the function of the hybrid control unit 134 , the MGF torque Tmgf for achieving the predetermined requested drive torque TA is output from the TF-use rotating electric machine MGF, and torque assist is performed by the first power source PU1 .

[0114] As described above, according to the present embodiment, when the driving mode is the BEV driving mode and the vehicle 8 is in an extremely low speed state or a stopped state below the predetermined vehicle speed Vf, when it is determined that the driving request amount DEM is greater than the predetermined request amount DEMf, the lockup clutch LU is set to the engaged state, and the first power transmission path PT1 is set to the power transmission state, and the power is output from the first power source PU1 to the first output shaft 66, so that the MGF torque Tmgf can be reduced. As a result, it is possible to suppress overheating of the TF rotating electric machine MGF and other devices in the BEV driving mode. In addition, because the lockup clutch LU is set to the engaged state, it is possible to suppress the loss of power in the torque converter 48.

[0115] According to the present embodiment, the speed change device 83 is set to the low gear position when the drive demand amount DEM is larger than the predetermined demand amount DEMf, so the MGF torque Tmgf is also reduced by the speed change device 83 .

[0116] Furthermore, according to the present embodiment, the speed change device 83 includes the differential device 64 , the TF clutch CF1 , and the TF brake BF1 . Therefore, the second speed change device can be configured by using the differential device 64 .

[0117] In addition, according to the present embodiment, the transfer case 28 has a second engaging clutch D2 that switches between a first connection state, a second connection state, and a disconnected state. When the driving mode is the BEV driving mode and the vehicle 8 is in deceleration driving, the second engaging clutch D2 is set to the disconnected state, thereby enabling easy transition from deceleration driving in the BEV driving mode to other modes.

[0118] In addition, according to the present embodiment, the first output shaft 66 is a rotational element to which the power from the first power source PU1 is input, and is different from the three rotational elements possessed by the differential device 64. Therefore, the power can be output from the first power source PU1 to the drive wheel DW without passing through the differential device 64, thereby reducing the drag of the differential device 64.

[0119] 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 common parts of the embodiments, and the description thereof will be omitted.

[0120] [Example 2]

[0121] Fig.10 It is a description of 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.10 In the embodiment, 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 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 substantially symmetrical with respect to the rotation axis CL1. Fig.10 The lower half is omitted relative to the rotation axis CL1.

[0122] 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 to be substantially symmetrical with respect to the rotation axis CL2. Fig.10 In the figure, the upper half is omitted with respect to the rotation axis CL2. In the transfer case 200, the rotation axis CL2 is the axis center of the second output shaft 214 and the like.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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 relatively non-rotatable manner. Therefore, the TF rotating electric machine MGF is connected to the sun gear S via the rotating electric machine connecting gear pair 218. The planetary carrier CA is fixed to the first output shaft 208 in a relatively non-rotatable manner. The ring gear R is selectively connected to the transfer case 202 via the TF brake BF1. The sun gear S and the planetary carrier CA are selectively connected via the TF clutch CF1.

[0127] 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.10 , for convenience, a plurality of first sleeves d1s of the first meshing clutch D1 are illustrated corresponding to the first state [1] and the second state [2], respectively.

[0128] The fourth meshing teeth a4 of the second meshing clutch D2 are connected to the ring gear R. The fifth meshing teeth a5 of the second meshing clutch D2 are fixed to the first output shaft 208 in a relatively non-rotatable manner. The sixth meshing teeth a6 of the second meshing clutch D2 are connected to the drive gear 212. Fig.10 , for the sake of convenience, a plurality of second sleeves d2s of the second meshing clutch D2 are illustrated corresponding to the first state [1], the second state [2], and the third state [3], respectively.

[0129] In the transfer case 200, the second output shaft 214 is connected to the ring gear R via the second state [2] of the second meshing clutch D2. The second output shaft 214 is connected to the first output shaft 208 via the third state [3] of the second meshing clutch D2. The second state [2] of the second meshing clutch D2 is the first connected state in which the second output shaft 214 is connected to the ring gear R. The third state [3] of the second meshing clutch D2 is the second connected state in which the second output shaft 214 is connected to the first output shaft 208. The first state [1] of the second meshing clutch D2 is a disconnected state in which the second output shaft 214 is not connected to either the ring gear R or the first output shaft 208.

[0130] Fig.11 2 is a collinear diagram showing the relative relationship between the rotational speeds of the various rotating elements in the transfer case 200. Fig.11 In the figure, 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 representing 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, respectively, from the left side. The vertical line Y0 shown at a position to the left of the vertical line Y1 is an axis representing the rotation speed of the first output shaft 208 corresponding to the input-output rotating element RE10, which is a rotating element different from the three rotating elements of the differential device 206.

[0131] If using Fig.11In the collinear diagram of FIG. 1 , in the transfer case 200, the input / output rotation 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 also connected to the rear propeller 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-transmittable manner. 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, i.e., the rear transmission shaft 32, and is selectively connected to the second output shaft 214, i.e., the front transmission shaft 30 via the second meshing clutch D2 (refer to the third state [3]), and 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 to the transfer case 202 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 206, the relationship between the rotational speeds of the first rotational element RE1, the second rotational element RE2, and the third rotational element RE3 is represented by a straight line Lcd. The first output shaft 208 is an output shaft that inputs the power from the first power source PU1 via the torque converter 48 and outputs the power to the rear wheel 16. That is, the first output shaft 208 is an output shaft that outputs the power from the turbine impeller 48b of the torque converter 48 input via the first power transmission path PT1 to the rear wheel 16. The second output shaft 214 is an output shaft that outputs the power to the front wheel 14.

[0132] The transfer case 200 includes a transmission 224 (see Fig.10 ), the speed change device 224 includes a TF clutch CF1, a TF brake BF1, and a differential device 206 that constitutes a part of the transfer case 200.

[0133] The speed change device 224 is a second speed change device that changes the speed of the rotation of the TF rotating electric machine MGF and outputs it. The speed change device 224 functions as a transmission that selectively forms a high gear and a low gear, the high gear being obtained by setting the TF clutch CF1 to an engaged state, and the low gear being obtained by setting the TF brake BF1 to an engaged state. From another perspective, the speed change device 224 constitutes a part of the second power transmission path PT2 that is different from the first power transmission path PT1. That is, the speed change device 224 is provided on the second power transmission path PT2.

[0134] 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 by using the reaction torque of the TF rotary electric machine MGF connected to the first rotation element RE1. In addition, the differential device 206 sets the TF clutch CF1 to the slip state instead of allowing the reaction torque of the TF rotary electric machine MGF to work 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 transfer case 200 is 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 performed.

[0135] Fig.12 2 is an operation engagement table that explains the relationship between each mode established in the transfer case 200 and the control state of each engagement device in the transfer case 200. Fig.12 In the figure, "○" indicates engagement or connection between meshing teeth, and a blank indicates release. "(○)" indicates that the first meshing clutch D1 can be released, and a blank may be used. Fig.12 and Figure 6 The main difference between the action card table is that the "EV (FF) high" mode of number m1 is the "EV (FR) high" mode, and the "EV (FF) low" mode of number m2 is the "EV (FR) low" mode. Fig.12 Zhongyu Figure 6 Different points are explained.

[0136] The "EV (FR) high" mode of number m1 and the "EV (FR) low" mode of number m2 are TrEV modes, respectively. In the "EV (FR) high" mode and the "EV (FR) low" mode, the engagement between the fourth meshing teeth a4, the fifth meshing teeth a5, and the sixth meshing teeth a6 is set to a neutral state (refer to "N" in the figure) by setting the second meshing clutch D2 to the first state [1], so that the power transmission path between the differential device 206 and the front wheel 14 is cut off. In this state, in the transmission device 224 having a high gear obtained by the engagement state of the TF clutch CF1 or a low gear obtained by 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. Therefore, the BEV travel of this embodiment is realized by rear-wheel drive travel. In the TrEV mode, for example, when the first meshing clutch D1 is in the first state [1], the drag of the engine 12 can be eliminated by setting the automatic transmission 50 to the neutral state. Alternatively, since the first meshing clutch D1 can be set to a released state, in the TrEV mode, for example, by setting the first meshing clutch D1 to a 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 TrEV modes of the "EV (FR) High" mode and the "EV (FR) Low" mode, by setting the first power transmission path PT1 to a power-transmittable state, the power from the first power source PU1 can be transmitted to the rear wheels 16, so that engine driving, that is, HEV driving, can be performed. In this engine driving, for example, rear-wheel drive 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.

[0137] The "H4_Torque Split" mode numbered m3 is a mode in which, for example, when the speed change device 224 is in a state equivalent to the high gear, 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 charged into the battery 24, for example.

[0138] The "H4_LSD" mode numbered m4 is the following mode: instead of the reaction torque of the TF rotating electric machine 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.

[0139] 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.

[0140] 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 with the differential device 206 in the differential lock state and the speed change device 224 in the low gear position.

[0141] In this embodiment, the same effects as those of the above-mentioned first embodiment can be obtained.

[0142] [Example 3]

[0143] Fig.13 It is a description of Figure 1 FIG. 18 is a diagram showing a schematic structure of a different power transmission device 300. Fig.13 The power transmission device 300 is mainly different from the power transmission device 18 in that it is provided with an engine disconnecting and connecting clutch K0 and a rotating electric machine disconnecting and connecting clutch K2.

[0144] Specifically, the power transmission device 300 includes an engine disconnecting and connecting clutch K0 and a rotating electric machine disconnecting and connecting clutch K2 in the transmission case 42. The engine disconnecting and connecting clutch K0 is a clutch that disconnects the connection between the rotating electric machine connecting shaft 46 and the engine 12. The rotating electric machine disconnecting and connecting clutch K2 is a clutch that disconnects the connection between the rotating electric machine connecting shaft 46 and the TM rotating electric machine MGM.

[0145] exist Figure 6 In each TrEV mode of the "EV(FF) High" mode and "EV(FF) Low" mode shown in the figure, or in Fig.12In each TrEV mode of the "EV (FR) High" mode and the "EV (FR) Low" mode shown, for example, when the first meshing clutch D1 is in the first state [1], the engine 12 drag can be eliminated by setting the engine disconnection and connection clutch K0 to the released state. At this time, if the TM rotating electric machine MGM is not allowed to idle and power running is performed, BEV driving using the power from the two rotating electric machines, the TM rotating electric machine MGM and the TF rotating electric machine MGF, can be performed. In addition, in the TrEV mode, by setting the rotating electric machine disconnection and connection clutch K2 to the released state, the TM rotating electric machine MGM drag can be eliminated without the need to control the TM rotating electric machine MGM to idle.

[0146] In the torque assist based on the first power source PU1 in the aforementioned first embodiment, the engine disconnection and connection clutch K0 is set to the released state, and the rotating electric machine disconnection and connection clutch K2 is set to the engaged state, so that the torque assist based on the TM rotating electric machine MGM can be performed without running the engine 12.

[0147] In this embodiment, the same effects as those of the above-mentioned first embodiment can be obtained.

[0148] 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.

[0149] For example, in the above-mentioned embodiment, when the MGF temperature THmgf is high, the TF rotating electrical machine MGF and other devices are prone to overheating. Therefore, when the driving mode is the BEV driving mode and the vehicle 8 is in an extremely low speed state or a stopped state below the predetermined vehicle speed Vf, the electronic control device 130 may set the lockup clutch LU to the engaged state and set the first power transmission path PT1 to the power transmission state when it is determined that the MGF temperature THmgf is greater than the predetermined temperature THf when the driving mode is the BEV driving mode. That is, when it is not determined that the drive request amount DEM is greater than the predetermined request amount DEMf, when it is determined that the MGF temperature THmgf is greater than the predetermined temperature THf, the torque converter 48 is set to the locked state, and the AT1 gear position is formed in the automatic transmission 50. The predetermined temperature THf is, for example, a predetermined threshold value for determining that it is best to prepare to suppress overheating of the TF rotating electrical machine MGF and other devices. In addition, the higher the MGF temperature THmgf is, the earlier the timing of preparing to suppress overheating of the TF rotating electrical machine MGF and other devices may be. Therefore, when equipment such as the TF rotating motor MGF is prone to overheating, the lockup clutch LU and the automatic transmission 50 can be set in advance to a preparatory state for suppressing overheating of equipment such as the TF rotating motor MGF, that is, if the first power source PU1 outputs power, the power can be output to the first output shaft 66.

[0150] In addition, in the above-mentioned embodiment, if the upward slope of the road on which the vehicle 8 is traveling is large, the TF rotating electrical machine MGF and other devices are easily overheated. Therefore, when the driving mode is the BEV driving mode and the vehicle 8 is in an extremely low speed state below the predetermined vehicle speed Vf or in a stopped state, the electronic control device 130 may set the lockup clutch LU to an engaged state and set the first power transmission path PT1 to a power transmission state when it is determined that the upward slope of the road on which the vehicle 8 is traveling is greater than the predetermined slope. That is, when it is not determined that the drive request amount DEM is greater than the predetermined request amount DEMf, when it is determined that the upward slope of the road on which the vehicle 8 is traveling is greater than the predetermined slope, the torque converter 48 is set to a locked state and the AT1 gear position is formed in the automatic transmission 50. The upward slope of the road on which the vehicle 8 is traveling may be detected based on the longitudinal acceleration Gx, or may be detected by a slope sensor not shown. The predetermined slope is, for example, a predetermined threshold value for determining that it is best to prepare to suppress overheating of the TF rotating electrical machine MGF and other devices. In addition, the timing of preparing to suppress overheating of the TF rotating electrical machine MGF and the like may be set earlier as the rising gradient of the road on which the vehicle 8 is traveling increases. Thus, when the TF rotating electrical machine MGF and the like are prone to overheating, the lockup clutch LU and the automatic transmission 50 can be set in advance to a preparation state for suppressing overheating of the TF rotating electrical machine MGF and the like.

[0151] In addition, in the above-mentioned embodiment, when the vehicle weight WTv is large, the TF rotating electric machine MGF and other devices are easy to overheat. Therefore, it is also possible that: when the driving mode is the BEV driving mode and the vehicle 8 is in an extremely low speed state or a stopped state below the predetermined vehicle speed Vf, the electronic control device 130 sets the lockup clutch LU to the engaged state and sets the first power transmission path PT1 to the power transmission state when it is determined that the vehicle weight WTv is greater than the predetermined vehicle weight WTvf. That is, when it is not determined that the drive request amount DEM is greater than the predetermined request amount DEMf, when it is determined that the vehicle weight WTv is greater than the predetermined vehicle weight WTvf, the torque converter 48 is set to the locked state, and the AT1 gear position is formed in the automatic transmission 50. The predetermined vehicle weight WTvf is, for example, a predetermined threshold value for determining that it is best to prepare to suppress overheating of the TF rotating electric machine MGF and other devices. In addition, it is also possible that: the larger the vehicle weight WTv, the earlier the timing of preparing to suppress overheating of the TF rotating electric machine MGF and other devices. Thus, when the equipment such as the TF rotating electrical machine MGF is likely to overheat, the lockup clutch LU and the automatic transmission 50 can be placed in advance in a preparation state for suppressing overheating of the equipment such as the TF rotating electrical machine MGF.

[0152] In the above-mentioned first and second embodiments, the speed change device 83, 224 may be a transmission with three or more gears or a continuously variable transmission.

[0153] In addition, in the aforementioned embodiments 1 and 2, 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 any two of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3.

[0154] In addition, in the aforementioned embodiments 1 and 2, the vehicle drive device can also be constructed as follows: the first output shaft 66, 208 is an output shaft that outputs the power from the turbine impeller 48b of the torque converter 48 input via the first power transmission path PT1 to the front wheels, and the second output shaft 72, 214 is an output shaft that outputs power to the rear wheels.

[0155] In addition, in the aforementioned third embodiment, the power transmission device 300 is illustrated as having the engine disconnecting and connecting clutch K0 and the rotating electric machine disconnecting and connecting clutch K2, but the present invention is not limited to this embodiment. For example, from the viewpoint that the engine 12 can be disconnected from the drive system, the power transmission device 300 may be provided with the engine disconnecting and connecting clutch K0 instead of the rotating electric machine disconnecting and connecting clutch K2.

[0156] In the above-mentioned embodiment, the automatic transmission 50 may be a synchromesh type parallel dual-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like.

[0157] 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 embodiment. For example, other fluid transmission devices such as a hydraulic coupling without a torque amplification function may be used as the fluid transmission device instead of the torque converter 48.

[0158] 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 drive device (10) for a vehicle, characterized in that, it includes: a first power source (PU1); a fluid transmission device (48) having an input-side rotating element (48a) connected to the first power source (PU1) in a power-transmissible manner, an output-side rotating element (48b) connected to a drive wheel in a power-transmissible manner, and a direct clutch (LU) connecting the input-side rotating element (48a) and the output-side rotating element (48b), and transmitting the power from the first power source (PU1) from the input-side rotating element (48a) to the output-side rotating element (48b) via a fluid; a first output shaft (66, 208) that outputs the power of the output-side rotating element (48b) from the fluid transmission device (48) input via a first power transmission path (PT1) to one of a front wheel (14) and a rear wheel (16) as the drive wheel; a rotating electric machine (MGF) connected to at least one of the other drive wheel and the first output shaft (66, 208) in a power-transmissible manner via a second power transmission path (PT2) different from the first power transmission path (PT1); and a control device (130), wherein, as a drive mode for driving the vehicle (8), the control device (130) can make a rotating electric machine drive mode hold, in which the rotating electric machine (MGF) is used as a second power source (PU2) in a state where the operation of the first power source (PU1) is stopped, when the drive mode is the rotating electric machine drive mode and the vehicle (8) is in an extremely low speed state or a stopped state below a predetermined vehicle speed (Vf), the control device (130), when determining that the drive request amount (DEM) requested by the vehicle (8) is larger than a predetermined request amount (DEMf), sets the direct clutch (LU) to an engaged state and sets the first power transmission path (PT1) to a power-transmissible state, and outputs power from the first power source (PU1) to the first output shaft (66, 208), a speed change device (83, 224) for changing the speed of rotation of the rotating electric machine (MGF) and outputting it is provided in the second power transmission path (PT2), the drive device (10) for the vehicle further includes a second output shaft (72, 214) that outputs power to the other drive wheel, The speed change device (83, 224) includes: a differential device (64) having a first rotating element (S) connected to the rotary electric machine (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 third rotating element (R) connected to the other of the first output shaft (66, 208) and the second output shaft (72, 214), which constitutes a part of a torque distribution device (28, 200) that distributes a part of the torque input to the first output shaft (66, 208) to the second output shaft (72, 214); a first engaging device (CF1) that selectively connects any two of the first rotating element (S), the second rotating element (CA), and the third rotating element (R); and a second engaging device (BF1) that selectively connects the third rotating element (R) to a non-rotating member (44, 202). The torque distribution device (28, 200) includes a disconnection and connection device (D2) that switches between a first connection state in which the other output shaft is connected to the third rotating element (R), a second connection state in which the other output shaft is connected to the one output shaft, and a disconnection state in which the other output shaft is not connected to either the third rotating element (R) or the one output shaft. When the driving mode is the rotary electric machine driving mode and the vehicle (8) is decelerating, the control device (130) sets the disconnection and connection device (D2) to the disconnection state.

2. The vehicle drive device (10) according to claim 1, wherein, when the driving mode is the rotary electric machine driving mode and the vehicle (8) is in an extremely low speed state or a stop state below the predetermined vehicle speed (Vf), the control device (130) sets the direct clutch (LU) to the engaged state and sets the first power transmission path (PT1) to a state capable of transmitting power when it is determined that the temperature (THmgf) of the rotary electric machine (MGF) is equal to or higher than a predetermined temperature (THf).

3. The vehicle drive device (10) according to claim 1 or 2, wherein, the control device (130) controls the gear ratio of the speed change device (83, 224) according to the drive request amount (DEM), and when the drive request amount (DEM) is larger than the predetermined request amount (DEMf), the speed change device (83, 224) is set to a gear ratio on the low vehicle speed side within the controllable gear ratio range.

4. The vehicle drive device (10) according to claim 1, wherein, the first output shaft (66, 208) is a rotating element that inputs power from the first power source (PU1) and is different from the three rotating elements of the differential device (64).

5. The vehicle drive device (10) according to claim 1 or 2, characterized in that, when the drive mode is the rotary electric machine drive mode and the vehicle (8) is in an extremely low speed state or a stopped state below the predetermined vehicle speed (Vf), the control device (130) sets the direct clutch (LU) in an engaged state and sets the first power transmission path (PT1) in a power transmissible state when it is determined that the ascending gradient of the traveling road of the vehicle (8) is equal to or greater than a predetermined gradient.

6. The vehicle drive device (10) according to claim 1 or 2, characterized in that, when the drive mode is the rotary electric machine drive mode and the vehicle (8) is in an extremely low speed state or a stopped state below the predetermined vehicle speed (Vf), the control device (130) sets the direct clutch (LU) in an engaged state and sets the first power transmission path (PT1) in a power transmissible state when it is determined that the weight (WTv) of the vehicle (8) is equal to or greater than a predetermined weight.

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