Vehicle drive device

Abstract

The application provides a driving device for a vehicle, which can inhibit deterioration of running stability when switching driving mode in conjunction with switching of a power source. When switching the driving mode from a first driving mode to a second driving mode, after the power source is switched from a second power source to a first power source, the first engaging device is maintained in an engaged state, and the second engaging device is switched from the engaged state to a sliding state, so that the power source is switched in a state where the torque distribution ratio of the front wheels and the rear wheels is fixed. That is, the change of the torque distribution ratio caused by the switching of the power source is prevented. Therefore, when switching the driving mode in conjunction with the switching of the power source, the deterioration of the running stability can be inhibited.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle drive device provided with a differential device that distributes torque to front wheels and rear wheels. BACKGROUND

[0002] It is widely known that a vehicle drive device includes a first power source, a first output rotary member that is input with power from the first power source and outputs power to one of front wheels and rear wheels, a second output rotary member that outputs power to the other of the front wheels and the rear wheels, a second power source, a differential device that has a first rotary element connected to the second power source, a second rotary element connected to one of the first output rotary member and the second output rotary member, and a third rotary element, a first engagement device that selectively connects the third rotary element and the other of the first output rotary member and the second output rotary member, a second engagement device that selectively connects any two of the first rotary element, the second rotary element, and the third rotary element, and a control device. For example, the power transmission device described in Patent Document 1 is such a power transmission device.

[0003]

Prior Art Documents

[0004]

Patent Documents

[0005]

Patent Document 1

[0006]

Problems to be Solved by the Invention

[0007] In the above-described vehicle drive device, as the drive mode for driving the vehicle, it is considered that the first drive mode and the second drive mode are established, in the first drive mode, the torque distribution ratio of the front wheel and the rear wheel is fixed by simultaneously maintaining the first engagement device and the second engagement device in the engaged state, and the vehicle is set to an all-wheel drive state by the power from the second power source, in the second drive mode, the second engagement device is controlled to the slipping state while the first engagement device is maintained in the engaged state, and the vehicle is set to an all-wheel drive state by the power from the first power source, thereby controlling the torque distribution ratio. However, in this case, as the drive mode, in a case where the first drive mode and the second drive mode can be established, the switching of the drive mode between the first drive mode and the second drive mode is accompanied by the switching of the power source for driving the vehicle between the second power source and the first power source. Therefore, the torque distribution ratio of the front wheel and the rear wheel can change in conjunction with the switching of the power source. Thus, there is a concern that the deterioration of the running stability is caused. SUMMARY

[0008] The present application has been made in view of the above-described circumstances, and has an object to provide a vehicle drive device capable of suppressing the deterioration of the running stability when the switching of the drive mode is accompanied by the switching of the power source.

[0009]

Means for Solving the Problem

[0010] The gist of the first invention is to provide a drive device for a vehicle, (a) including: a first power source; a first output rotary member that is input with power from the first power source and outputs power to one of a front wheel and a rear wheel; a second output rotary member that outputs power to the other of the front wheel and the rear wheel; a second power source; a differential device that has a first rotary element connected to the second power source, a second rotary element connected to one of the first output rotary member and the second output rotary member, and a third rotary element; a first engagement device that selectively connects the third rotary element to the other of the first output rotary member and the second output rotary member; a second engagement device that selectively connects any two of the first rotary element, the second rotary element, and the third rotary element; and a control device, wherein (b) as a drive mode for driving the vehicle, the control device is capable of causing a first drive mode and a second drive mode to be established, in the first drive mode, the first engagement device and the second engagement device are simultaneously maintained in an engaged state, a torque distribution ratio of the front wheel and the rear wheel is fixed, and the vehicle is set to an all-wheel drive state by power from the second power source, in the second drive mode, while the first engagement device is maintained in an engaged state, the second engagement device is controlled to a slipping state, and the vehicle is set to an all-wheel drive state by power from the first power source, the torque distribution ratio is controlled, (c) when the drive mode is switched from the first drive mode to the second drive mode, after the power source for driving the vehicle is switched from the second power source to the first power source, the first engagement device is maintained in an engaged state, and the second engagement device is switched from an engaged state to a slipping state.

[0011] Further, the second invention is, in the drive device for a vehicle described in the first invention, the control device, when the power source is switched from the second power source to the first power source, decreases torque of the second power source in correspondence with an increase in torque of the first power source.

[0012] Furthermore, the essence of the third invention is to provide a drive device for a vehicle, (a) comprising: a first power source; a first output rotating member, the first output rotating member receiving power from the first power source and outputting power to one of the front wheels and the rear wheels; a second output rotating member, the second output rotating member outputting power to the other of the front wheels and the rear wheels; a second power source; a differential device having a first rotating element connected to the second power source, a second rotating element connected to one of the first output rotating member and the second output rotating member, and a third rotating element; a first engaging device, the first engaging device selectively engaging the third rotating element to the other of the first output rotating member and the second output rotating member; and a second engaging device, the second engaging device selectively engaging any two of the first rotating element, the second rotating element, and the third rotating element. Selective connection; and a control device, wherein, (b) as a driving mode for driving the vehicle, the control device enables a first driving mode and a second driving mode to be established, in the first driving mode, the first engaging device and the second engaging device are simultaneously maintained in an engaged state, the torque distribution ratio of the front wheel and the rear wheel is fixed, and the vehicle is set to an all-wheel drive state by power from the second power source, in the second driving mode, while maintaining the first engaging device in an engaged state, the second engaging device is controlled to a sliding state, and the vehicle is set to an all-wheel drive state by power from the first power source, and the torque distribution ratio is controlled, (c) when the driving mode is switched from the second driving mode to the first driving mode, after maintaining the first engaging device in an engaged state and switching the second engaging device from a sliding state to an engaged state, the power source driving the vehicle is switched from the first power source to the second power source.

[0013] Furthermore, the fourth invention is that, in the vehicle drive device described in the third invention, when the control device switches the power source from the first power source to the second power source, the torque of the first power source decreases as the torque of the second power source increases.

[0014] [Invention Effects]

[0015] According to the first invention, when the drive mode is switched from the first drive mode to the second drive mode, the first engagement device is maintained in the engaged state and the second engagement device is switched from the engaged state to the slipping state after the power source is switched from the second power source to the first power source, so the power source is switched in a state in which the torque distribution ratio of the front wheels and the rear wheels is fixed. That is, a change in the torque distribution ratio caused by the switching of the power source is prevented. Therefore, when the drive mode is switched in conjunction with the switching of the power source, it is possible to suppress a deterioration in the running stability.

[0016] In addition, according to the second invention, when the power source is switched from the second power source to the first power source, the torque of the second power source is decreased in correspondence with an increase in the torque of the first power source, so a decrease in the drive torque in conjunction with the switching of the power source is suppressed.

[0017] In addition, according to the third invention, when the drive mode is switched from the second drive mode to the first drive mode, the power source is switched from the first power source to the second power source after the first engagement device is maintained in the engaged state and the second engagement device is switched from the slipping state to the engaged state, so the power source is switched in a state in which the torque distribution ratio of the front wheels and the rear wheels is fixed. That is, a change in the torque distribution ratio caused by the switching of the power source is prevented. Therefore, when the drive mode is switched in conjunction with the switching of the power source, it is possible to suppress a deterioration in the running stability.

[0018] In addition, according to the fourth invention, when the power source is switched from the first power source to the second power source, the torque of the first power source is decreased in correspondence with an increase in the torque of the second power source, so a decrease in the drive torque in conjunction with the switching of the power source is suppressed. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 is a view that explains the outline structure of the vehicle drive device to which the present invention is applied, and is a view that explains the main parts of the control function and the control system for various controls in the vehicle drive device.

[0020] Figure 2 is a view that explains the outline structure of the hybrid transmission of Figure 1 .

[0021] Figure 3 is a view that explains the outline structure of the hybrid transmission of Figure 2 .

[0022] Figure 4 is a view that explains the outline structure of the hybrid transmission of Figure 1 .

[0023] Figure 5 is a nomograph indicating the relative relationship of the rotational speeds of the respective rotating elements in the transfer. Figure 4

[0024] Figure 6 is a working engagement table that explains the relationship of the respective modes established in the transfer of Figure 4 and the control states of the respective engagement devices in the transfer.

[0025] Figure 7 is a diagram indicating an example of an AT gear stage shift map used in shift control of the automatic transmission and a drive region shift map used in shift control of the drive mode, and is a diagram indicating the respective relationships.

[0026] Figure 8 is a diagram that explains the case where the operating point of the engine can be changed in correspondence with the torque of the rotary machine.

[0027] Figure 9 is a flowchart that explains the main part of the control operation of the electronic control device, and is a flowchart that explains the control operation for suppressing deterioration of the running stability at the time of shift of the drive mode in correspondence with shift of the power source.

[0028] Figure 10 is a flowchart that explains the main part of the control operation of the electronic control device, and is a flowchart that explains the control operation for suppressing deterioration of the running stability at the time of shift of the drive mode in correspondence with shift of the power source, and is a different embodiment from the flowchart of Figure 9 .

[0029] Figure 11 is a diagram that explains the outline structure of the transfer corresponding to the other embodiments of the present application, and is a different embodiment from the transfer of Figure 4 .

[0030] Figure 12 Figure 11 is a nomograph indicating the relative relationship of the rotational speeds of the respective rotating elements in the transfer of

[0031] Figure 13 is a working engagement table that explains the relationship of the respective modes established in the transfer of Figure 11 and the control states of the respective engagement devices in the transfer.

[0032] Figure 14 is a diagram that explains the outline structure of the transfer corresponding to the other embodiments of the present application, and is a different embodiment from the transfer of Figure 4 .

[0033] Figure 15 ​​is a nomogram showing the relative relationship of the rotational speeds of the respective rotating elements in the transfer of Figure 14

[0034] Figure 16 is a working engagement table that explains the relationship of the respective modes established in the transfer of Figure 14

[0035] Figure 17 is a diagram that explains the outline structure of a transfer corresponding to other embodiments of the present application, and is a different embodiment from the transfer of Figure 4

[0036] Figure 18 is a nomogram showing the relative relationship of the rotational speeds of the respective rotating elements in the transfer of Figure 17

[0037] Figure 19 is a working engagement table that explains the relationship of the respective modes established in the transfer of Figure 17 DETAILED DESCRIPTION

[0038] Hereinafter, embodiments of the present application will be explained in detail with reference to the drawings.

[0039]

Embodiment 1

[0040] Figure 1 is a diagram that explains the outline structure of a vehicle drive device 10 possessed by the vehicle 8 to which the present application is applied, and is a diagram that explains the main parts of the control functions and control systems for various controls in the vehicle drive device 10. In the vehicle drive device 10, the respective rotating elements of the transfer 2 are connected to the respective wheels 8a, 8b, 8c, and 8d of the vehicle 8 via the respective drive shafts 6a, 6b, 6c, and 6d. Figure 1 ​​​​​In the present embodiment, the vehicle drive device 10 is provided with an engine 12 (refer to "ENG" in the drawing) that functions as a power source, a TM rotary machine MGM, and a TF rotary machine MGF. The vehicle 8 is a hybrid vehicle. In addition, the vehicle drive device 10 is provided with 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 or the like to the front wheels 14 and the rear wheels 16, respectively. The engine 12, the TM rotary machine MGM, and the TF rotary machine MGF are simply referred to as a power source PU in the case where no particular distinction is made. In particular, the engine 12 and the TM rotary machine MGM that output power to the torque converter 48 and the automatic transmission 50 described later are a first power source PU1. The TM rotary machine MGM provided in the first power source PU1 is a first rotary machine. In addition, the TF rotary machine MGF provided in the transfer 28 described later is a second rotary machine, and is used as a second power source PU2 that drives the vehicle 8 as a power source instead of the first power source PU1, or is used as a second power source PU2 that drives the vehicle 8 as a power source in addition to the first power source PU1.

[0041] The vehicle 8 is an all-wheel drive vehicle that can distribute a part of the torque transmitted to the rear wheels 16 by the vehicle drive device 10 to the front wheels 14. The vehicle drive device 10 can perform not only rear-wheel drive that transmits torque only to the rear wheels 16, but also front-wheel drive that transmits torque only to the front wheels 14. The vehicle 8 is provided with two front wheels 14 and two rear wheels 16, respectively, and is a vehicle provided with four wheels, and is therefore a four-wheel drive vehicle. In the present embodiment, all-wheel drive (= AWD) is synonymous with four-wheel drive (= 4WD). In addition, the rear-wheel drive and the front-wheel drive are two-wheel drive (= 2WD), respectively.

[0042] The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 controls an engine control device 20 including a throttle valve actuator, a fuel injection device, an ignition device, and the like provided in the vehicle drive device 10, by the electronic control device 130 described later, thereby controlling an engine torque Te that is a torque of the engine 12.

[0043] The TM rotary electric machine MGM and the TF rotary electric machine MGF are each a rotary electric machine that has a function as an engine that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power, and is a so-called motor generator. The TM rotary electric machine MGM and the TF rotary electric machine MGF are each connected to a battery 24 provided in the vehicle drive device 10 via an inverter 22 provided in the vehicle drive device 10. The TM rotary electric machine MGM and the TF rotary electric machine MGF each control the inverter 22 by the electronic control device 130 described later, and thereby control an MGM torque Tmgm that is a torque of the TM rotary electric machine MGM and an MGF torque Tmgf that is a torque of the TF rotary electric machine MGF. The MGM torque Tmgm and the MGF torque Tmgf each become a power running torque (a motor torque is synonymous) when the rotary electric machine functions as an engine, and become a regenerative torque (a power generation torque is synonymous) when the rotary electric machine functions as a generator. The battery 24 is an electric storage device that receives and supplies electric power with respect to the TM rotary electric machine MGM and the TF rotary electric machine MGF. The electric power is synonymous with electric energy when not particularly distinguished. The power is synonymous with a driving force, a torque, and a force when not particularly distinguished.

[0044] The power transmission device 18 includes a hybrid transmission 26 (refer to "HEV T / M" in the drawing), a transfer 28 (refer to "T / F" in the drawing), a front propeller shaft 30, a rear propeller shaft 32, a front differential 34 (refer to "F Diff" in the drawing), a rear differential 36 (refer to "R Diff" in the drawing), a pair of left and right front drive shafts 38, and a pair of left and right rear drive shafts 40. In the power transmission device 18, power from the first power source PU1 transmitted via the hybrid transmission 26 is transmitted to the rear wheels 16 in order via the transfer 28, the rear propeller shaft 32, the rear differential 36, the rear drive shafts 40, and the like. In addition, in the power transmission device 18, when a part of the torque from the first power source PU1 transmitted to the transfer 28 is distributed to the front wheels 14 side, the distributed torque is transmitted to the front wheels 14 in order via the front propeller shaft 30, the front differential 34, the front drive shafts 38, and the like.

[0045] The hybrid transmission 26 includes a transmission case 42 as a stationary member (non-rotating member). The transfer 28 includes a transfer case 44 as a stationary member (non-rotating member) that is linked to the transmission case 42. The TM rotary electric machine MGM is provided in the transmission case 42. The TF rotary electric machine MGF is provided in the transfer case 44.

[0046] Figure 2 is a view that explains the outline structure of the hybrid transmission 26. In Figure 2In the hybrid transmission 26, a rotating machine joint shaft 46, a torque converter 48, and an automatic transmission 50 are provided on a common rotational axis CL1 in the transmission case 42. The torque converter 48 and the automatic transmission 50 are configured substantially symmetrically with respect to the rotational axis CL1, and the torque converter 48 and the automatic transmission 50 are disposed in the lower half of the transmission case 42. Figure 2 The lower half with respect to the rotational axis CL1 is omitted in the figure. The rotational axis CL1 is the axis center of the crankshaft of the engine 12, the rotating machine joint shaft 46 linked to the crankshaft, a transmission input shaft 52 that is an input rotating member of the automatic transmission 50, a transmission output shaft 54 that is an output rotating member of the automatic transmission 50, and the like.

[0047] The rotating machine joint shaft 46 is a rotating shaft that links the engine 12 and the torque converter 48. The TM-use rotating machine MGM is linked to the rotating machine joint shaft 46 so as to be able to transmit power. The torque converter 48 has a pump impeller 48a linked to the rotating machine joint shaft 46 and a turbine impeller 48b linked 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 that is linked to the first power source PU1 so as to be able to transmit power. The turbine impeller 48b is an output member of the torque converter 48, and is an output-side rotating element that is linked to the automatic transmission 50 so as to be able to transmit power. The rotating machine joint shaft 46 is also an input rotating member of the torque converter 48. The transmission input shaft 52 is also an output rotating member of the torque converter 48 that is formed integrally with a turbine shaft that is driven to rotate by the turbine impeller 48b. The torque converter 48 is a fluid-type power transmission device that transmits power from the first power source PU1 to the transmission input shaft 52 via fluid. The torque converter 48 has a lock-up clutch LU that is a direct connection clutch that links the pump impeller 48a and the turbine impeller 48b.

[0048] The automatic transmission 50 is provided in the power transmission path between the torque converter 48 and the transfer 28. The transmission output shaft 54 is linked to the transfer 28. The automatic transmission 50 is a mechanical-type power transmission device that transmits power from the first power source PU1 to the transfer 28. In this way, the torque converter 48 and the automatic transmission 50 each transmit power from the first power source PU1 to the transfer 28.

[0049] The automatic transmission 50 is, for example, a publicly known planetary gear-type automatic transmission that has a plurality of sets of planetary gear devices, such as a first planetary gear device 56 and a second planetary gear device 58, and a plurality of engagement devices, such as a clutch CI including a one-way clutch F1, a clutch C2, a brake Bl, and a brake B2. Hereinafter, the clutch CI, the clutch C2, the brake Bl, and the brake B2 are simply referred to as engagement devices CB, unless distinguished particularly.

[0050] The engaging device CB is a known hydraulic friction engaging device consisting of a multi-plate or single-plate clutch, brake, or manual brake tightened by a hydraulic actuator, etc., pressed by a hydraulic actuator. The engaging device CB is controlled by a hydraulic control circuit 60 (see reference 10) provided by the vehicle drive unit 10. Figure 1 The hydraulic pressure PRcb supplied and regulated to each hydraulic CB, which serves as the engaging device CB, causes a change in the CB torque Tcb, which is the torque capacity of each CB, thereby switching the control state, i.e., the engaging state, the sliding state, the releasing state, and other working states. The hydraulic control circuit 60 is controlled by the electronic control device 130, which will be described later.

[0051] In the automatic transmission 50, a portion of the rotating elements of the first planetary gear assembly 56 and the second planetary gear assembly 58 are directly connected to each other, or indirectly connected to each other via the engaging device CB, the one-way clutch F1, or connected to the transmission input shaft 52, the gearbox 42, or the transmission output shaft 54. The rotating elements of the first planetary gear assembly 56 are the sun gear S1, the gear carrier CA1, and the ring gear R1, and the rotating elements of the second planetary gear assembly 58 are the sun gear S2, the gear carrier CA2, and the ring gear R2.

[0052] The automatic transmission 50 is a stepped transmission that forms any one of multiple gear stages (also called gear stages) with different gear ratios (also called gear ratios) γat (=AT input rotational speed Ni / AT output rotational speed No) by engaging any of the engaging devices in the engaging device CB. The automatic transmission 50 switches between gear stages formed according to the driver's (=driver's) acceleration operation, vehicle speed V, etc., via the electronic control device 130 described later. In this embodiment, the gear stage formed by the automatic transmission 50 is referred to as the AT gear stage. 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 has the same value as the rotational speed Nt of the turbine shaft driven by the turbine impeller 48b. 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.

[0053] Automatic transmission 50, for example Figure 3 As shown in the work card table, multiple AT gear stages are formed into four forward AT gear stages: AT1 speed gear stage ("1st" in the figure) to AT4 speed gear stage ("4th" in the figure). The gear ratio γat of the AT1 speed gear stage is the largest, and the gear ratio γat decreases as the AT gear stage is closer to the higher side of the AT4 speed gear stage. Figure 3 The engagement table summarizes the relationships between the control states of each AT gear stage and the engagement device CB. Figure 3In the table, "0" indicates engagement, "Δ" indicates engagement at the time of engine braking or the time of kickdown of the automatic transmission 50, and a blank indicates release. When an AT gear stage is formed in the automatic transmission 50, the automatic transmission 50 forms a state in which power can be transmitted, i.e., a power-transmission-possible state. The neutral state (N in the drawing) of the automatic transmission 50 is a state in which the automatic transmission 50 cannot transmit power, i.e., a power-transmission-impossible state, and is realized, for example, by cutting power transmission in the automatic transmission 50 by setting all the engagement devices CB to the release state. In addition, the automatic transmission 50 is brought to the neutral state (Rev in the drawing) at the time of reverse travel of the vehicle 8. At the time of reverse travel of the vehicle 8, power is output, for example, from the TF rotary machine MGF.

[0054] Figure 4 is a view that explains the general structure of the transfer 28. The transfer 28 has, in the transfer case 44, a TF input shaft 62, a differential device 64, a TF clutch CF1, a TF brake BF1, a switching clutch CD1, a first output shaft 66, a first sprocket 68, and the like, which are disposed on a common rotational axis CL1. In addition, the transfer 28 has, in the transfer case 44, a TF rotary machine MGF and a chain 70, and the like. In addition, the transfer 28 has, in the transfer case 44, a second sprocket 72 and a second output shaft 74, which are disposed on a common rotational axis CL2. The TF rotary machine MGF, the differential device 64, the TF clutch CF1, the TF brake BF1, the switching clutch CD1, and the first sprocket 68 are roughly symmetrically constituted with respect to the rotational axis CL1, and the TF rotary machine MGF, the differential device 64, the TF clutch CF1, the TF brake BF1, the switching clutch CD1, and the second sprocket 72 are roughly symmetrically constituted with respect to the rotational axis CL2. Figure 4 In the view, the lower half with respect to the rotational axis CL1 is omitted. The second sprocket 72 is roughly symmetrically constituted with respect to the rotational axis CL2, and the second sprocket 72 and the second output shaft 74 are roughly symmetrically constituted with respect to the rotational axis CL2. Figure 4 In the view, the upper half with respect to the rotational axis CL2 is omitted. The rotational axis CL2 is the axis center of the second output shaft 74, the front propeller shaft 30, and the like.

[0055] The chain 70 is a member that is wound between the first sprocket 68 and the second sprocket 72 and links them. That is, the first sprocket 68 and the second sprocket 72 are connected so as to be able to transmit power via the chain 70.

[0056] The TF clutch CF1, the TF brake BF1, and the switching clutch CD1 are each a publicly known wet-type hydraulic friction engagement device configured of a multi-plate type or a single-plate type engagement device pressed by a hydraulic actuator. The TF clutch CF1 changes the CF1 torque Tcf1, which is the torque capacity of the TF clutch CF1, by the CF1 hydraulic pressure PRcf1, which is the hydraulic pressure of the TF clutch CF1, supplied from the hydraulic control circuit 60 and regulated, thereby switching the control state. As the control state of the TF clutch CF1, there are a released state (also synonymous with a fully released state) in which the TF clutch CF1 is completely released, a slip state (also synonymous with a slip engagement state) in which the TF clutch CF1 is engaged with slip, and an engaged state (also synonymous with a fully engaged state) in which the TF clutch CF1 is completely engaged. The TF brake BF1 also changes the BF1 torque Tbf1 by the BF1 hydraulic pressure PRbf1 supplied from the hydraulic control circuit 60, thereby switching the control state such as the engaged state, the released state, and the like. The switching clutch CD1 also changes the CD1 torque Tcd1 by the CD1 hydraulic pressure PRcd1 supplied from the hydraulic control circuit 60, thereby switching the control state such as the engaged state, the released state, and the like.

[0057] The TF input shaft 62 is coupled to the transmission output shaft 54 so as to be able to transmit power. The first output shaft 66 is coupled to the rear transmission shaft 32 so as to be able to transmit power. The TF input shaft 62 and the first output shaft 66 are integrally coupled. Thus, power from the first power source PU1 is input to the first output shaft 66 via the automatic transmission 50 and the like. In addition, the power input to the first output shaft 66 is transmitted to the rear wheels 16 via the rear transmission shaft 32 and the like. The first output shaft 66 is a first output rotating member to which power from the first power source PU1 is input and from which power is output to the rear wheels 16, which are one of the front wheels 14 and the rear wheels 16. In addition, the TF input shaft 62 and the first output shaft 66 can be one rotating shaft.

[0058] The second output shaft 74 is coupled to the front transmission shaft 30 so as to be able to transmit power. Thus, power input to the second output shaft 74 is transmitted to the front wheels 14 via the front transmission shaft 30 and the like. The second output shaft 74 is a second output rotating member to which power is output to the front wheels 14, which are the other of the front wheels 14 and the rear wheels 16. The second sprocket 72 is fixed so as not to rotate relative to the second output shaft 74.

[0059] The differential device 64 is composed of a single-pinion type planetary gear device, and has a sun gear S, a carrier CA, and a ring gear R. The TF-use rotating machine MGF is connected to the sun gear S so as to be able to transmit power. The carrier CA is connected to the first sprocket 68. Thus, the second output shaft 74 is connected to the carrier CA via the first sprocket 68, the chain 70, and the second sprocket 72 so as to be able to transmit power. The ring gear R is selectively connected to the transfer case 44 via the TF-use brake BF1. In addition, the ring gear R is selectively connected to the TF input shaft 62 and the first output shaft 66 via the switching clutch CD1. Thus, when the switching clutch CD1 is set to the engaged state or the slipping state, a part of the power of, for example, the TF input shaft 62, that is, the first output shaft 66 is input to the ring gear R of the differential device 64. The sun gear S is selectively connected to the carrier CA via the TF-use clutch CF1. The TF-use clutch CF1 is an engagement device that selectively connects the sun gear S and the carrier CA. The TF-use brake BF1 is an engagement device that selectively connects the ring gear R and the transfer case 44.

[0060] Figure 5 is a nomogram that indicates the relative relationship of the rotational speeds of the respective rotating elements in the transfer 28. In Figure 5 , three vertical lines Y1, Y2, Y3 corresponding to the three rotating elements of the differential device 64 that constitutes the transfer 28 are, from the left side, axes that indicate the rotational speed of the sun gear S corresponding to the first rotating element RE1, the rotational speed of the carrier CA corresponding to the second rotating element RE2, and the rotational speed of the ring gear R corresponding to the third rotating element RE3, in that order. The vertical line Y0 shown to the left of the vertical line Y1 is an axis that indicates the rotational speeds of the TF input shaft 62 and the first output shaft 66 corresponding to the input-output rotating element REIO.

[0061] If the nomogram of Figure 5 is used for expression, in the transfer 28, the input-output rotating element REIO is selectively linked to the ring gear R via the switching clutch CD1, and is linked to the propeller shaft 32. In addition, the input-output rotating element REIO is power-transmissively linked to the first power source PU1 including the engine 12 via the hybrid-use transmission 26.

[0062] In the differential apparatus 64, the first rotary element RE1 is connected to the MGF for transmission of power. The second rotary element RE2 is connected to the second output shaft 74 which is one of the first output shaft 66 and the second output shaft 74. The third rotary element RE3 is selectively connected to the first output shaft 66 via the clutch CD1 for shifting and is selectively connected to the transfer case 44 via the brake BF1 for TF. The clutch CD1 for shifting is a first engagement device which selectively connects the third rotary element RE3 to the first output shaft 66 which is the other of the first output shaft 66 and the second output shaft 74. The first rotary element RE1 and the second rotary element RE2 are selectively connected via the clutch CF1 for TF. The clutch CF1 for TF is a second engagement device which selectively connects any two of the first rotary element RE1, the second rotary element RE2, and the third rotary element RE3. In the differential apparatus 64, the relationship of the rotational speeds of the first rotary element RE1, the second rotary element RE2, and the third rotary element RE3 is shown by a straight line Lcd.

[0063] In the differential apparatus 64, in the engaged state of the clutch CF1 for TF and the released state of the brake BF1 for TF, the first rotary element RE1, the second rotary element RE2, and the third rotary element RE3 are integrally rotated. On the other hand, in the differential apparatus 64, in the released state of the clutch CF1 for TF and the engaged state of the brake BF1 for TF, the rotational speed of the second rotary element RE2 is decelerated with respect to the rotational speed of the first rotary element RE1. Thus, the differential apparatus 64 functions as a transmission device which selectively forms a high gear stage by setting the clutch CF1 for TF to the engaged state and a low gear stage by setting the brake BF1 for TF to the engaged state, by additionally providing the clutch CF1 for TF and the brake BF1 for TF.

[0064] In addition, when both the TF clutch CF1 and the TF brake BF1 are set to the released state, the differential device 64 is able to exert a differential action. Thus, the differential device 64 functions as a center differential. At this time, in the transfer 28, when the switching clutch CD1 is in the engaged state or the slipping state, the differential device 64 is able to distribute the torque input to the third rotary element RE3 from the first power source PUI to the second rotary element RE2 through the reaction torque of the TF rotary machine MGF linked to the first rotary element RE1. In addition, instead of the case where the reaction torque of the TF rotary machine MGF exerts an action, the differential device 64 restricts the differential action of the differential device 64 by setting the TF clutch CF1 to the slipping state or the engaged state, whereby the torque input to the third rotary element RE3 from the first power source PUI is able to be distributed to the second rotary element RE2. In this way, the transfer 28 is a torque distribution device that distributes a part of the torque input to the first output shaft 66 from the first power source PUI to the second output shaft 74. Thus, in the transfer 28, the torque is able to be distributed to the front wheels 14 and the rear wheels 16.

[0065] Figure 6 is a working engagement table that explains the relationship between each mode established in the transfer 28 and the control state of each engagement device in the transfer 28. In Figure 6 In the table, "0" indicates engagement, a blank indicates release, and "0 slipping control" indicates that the corresponding engagement device is controlled to the slipping state, i.e., slipping control is performed.

[0066] The "BEV (FF) high" mode (also referred to as the m1 mode) numbered m1 and the "BEV (FF) low" mode (also referred to as the m2 mode) numbered m2 are realized by setting either the TF clutch CF1 or the TF brake BF1 to the engaged state while setting the switching clutch CD1 to the released state. The m1 mode and the m2 mode are modes in which power from the TF rotary machine MGF is transmitted to the front wheels 14 side in the differential device 64 formed with the high gear stage based on the engaged state of the TF clutch CF1 or the low gear stage based on the engaged state of the TF brake BF1. The m1 mode and the m2 mode are, for example, motor drive modes (= BEV drive modes) in which motor travel (= BEV travel) in which only the TF rotary machine MGF is used as a power source is able to be performed in a state in which the operation of the first power source PUI is stopped. The BEV travel of each of the m1 mode and the m2 mode is realized by front-wheel drive travel.

[0067] The "BEV_LSD" mode numbered m3 (also referred to as the m3 mode) is realized by performing slip control on the switching clutch CDl while setting the TF clutch CF1 to the engaged state and setting the TF brake BF1 to the released state. The m3 mode is also a BEV drive mode. The m3 mode is a mode in which the torque of the TF rotary machine MGF is distributed to the front wheels 14 and the rear wheels 16 at an arbitrary ratio as desired in correspondence with the torque capacity of the switching clutch CDl in a state in which the differential 64 is identical to the high gear stage. That is, in the m3 mode, in the BEV drive mode, AWD travel in which the torque distribution ratio Rx can be arbitrarily changed is possible by adjusting the torque capacity of the switching clutch CDl.

[0068] The torque distribution ratio Rx is the proportion of the torque from the power source PU that is distributed to the front wheels 14 and the rear wheels 16. The torque distribution ratio Rx can be expressed by, for example, the proportion of the torque transmitted to the rear wheels 16 with respect 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 by, for example, the proportion of the torque transmitted to the front wheels 14 with respect 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).

[0069] The "BEV_Lock" mode numbered m4 (also referred to as the m4 mode) is realized by setting the switching clutch CDl to the engaged state while setting the TF clutch CF1 to the engaged state and setting the TF brake BF1 to the released state. The m4 mode is also a BEV drive mode. The m4 mode is a mode in which the torque of the TF rotary machine MGF is distributed to the front wheels 14 and the rear wheels 16 at a fixed ratio by setting the differential 64 to the differential lock state. That is, in the m4 mode, in the BEV drive mode, AWD travel in which the torque distribution ratio Rx is fixed to, for example, 50 [%] is possible.

[0070] In each of the BEV drive modes in the m1 mode, the m2 mode, the m3 mode, and the m4 mode, the drag of the engine 12 that is stopped from operating is eliminated, for example, by setting the automatic transmission 50 to the neutral state.

[0071] The "first power source torque distribution" mode (also referred to as the m5 mode) of No. m5 is implemented by setting the switching clutch CD1 to the engaged state while setting the TF clutch CF1 and the TF brake BF1 to the released state. The m5 mode is a mode in which, for example, in a state in which the differential 64 is identical to the high gear stage, torque from the first power source PUI transmitted to the ring gear R of the differential 64 via the switching clutch CD1 from the first output shaft 66 is received by the sun gear S by the reaction torque of the TF rotary machine MGF, whereby the torque of the first power source PUI is distributed to the front wheels 14 and the rear wheels 16 at an arbitrary ratio as desired corresponding to the reaction torque of the TF rotary machine MGF. In the m5 mode in the transfer 28, the TF rotary machine MGF is caused to perform power running. The m5 mode is a hybrid drive mode, i.e., an HEV drive mode, in which, for example, engine running, i.e., hybrid vehicle running (= HEV running) in which at least the first power source PUI, particularly the engine 12, is used as a power source to run the vehicle can be performed. That is, in the m5 mode, in the HEV drive mode, by controlling the torque of the TF rotary machine MGF, AWD running in which the torque distribution ratio Rx can be arbitrarily changed can be performed.

[0072] The "first power source LSD" mode (also referred to as the m6 mode) of No. m6 is implemented by setting the switching clutch CD1 to the engaged state while the TF clutch CF1 is subjected to slip control and the TF brake BF1 is set to the released state. The m6 mode is also an HEV drive mode. The m6 mode is a mode in which, for example, in a state in which the differential 64 is identical to the high gear stage, the torque of the first power source PUI is distributed to the front wheels 14 and the rear wheels 16 at an arbitrary ratio as desired corresponding to the torque capacity of the TF clutch CF1 by the restriction of the differential action of the differential 64 by the slip state of the TF clutch CF1. That is, in the m6 mode, in the HEV drive mode, by adjusting the torque capacity of the TF clutch CF1, AWD running in which the torque distribution ratio Rx can be arbitrarily changed can be performed. In the m6 mode, power from the TF rotary machine MGF can be added to the drive torque Tr.

[0073] The "First Power Source Lock" mode (also known as m7 mode), designated m7, is achieved by engaging the TF clutch CF1 and disengaging the TF brake BF1, while simultaneously engaging the switching clutch CD1. m7 mode is also an HEV drive mode. In m7 mode, torque from the first power source PU1 is distributed to the front wheels 14 and rear wheels 16 at a fixed ratio by setting the differential device 64 to differential lock. That is, in m7 mode, in HEV drive mode, AWD driving is possible with the torque distribution ratio Rx fixed at, for example, 50%. In m7 mode, power from the TF rotary machine MGF can be added to the drive torque Tr.

[0074] The "First Power Source Two-Wheel Drive (FR)" mode (also known as m8 mode) designated m8 is achieved by disengaging the TF clutch CF1, the TF brake BF1, and the switching clutch CD1. m8 mode is also a HEV drive mode. In m8 mode, rear-wheel drive is achieved solely using power from the first power source PU1.

[0075] In addition, for example, in the control states of each engagement device in the transfer case 28 that are equivalent to the m1 mode, m2 mode and m3 mode respectively, by running the first power source PU1 and setting the automatic transmission 50 to the power transmission state, other modes that can perform AWD driving can be established in the HEV drive mode.

[0076] return Figure 1 The vehicle drive unit 10 includes: a mechanical oil pump 80 as a mechanical oil pump; an electric oil pump 82 as an electric oil pump; and a pump motor 84, etc. The mechanical oil pump 80 is connected, for example, to a rotating machine connecting shaft 46 (see reference). Figure 2 The working oil used in the power transmission device 18 is discharged by the first power source PU1. The pump motor 84 is a dedicated motor for driving the electric oil pump 82. The electric oil pump 82 is driven by the pump motor 84 to discharge the working oil. The working oil discharged by the mechanical oil pump 80 and the electric oil pump 82 is supplied to the hydraulic control circuit 60. The hydraulic control circuit 60 supplies hydraulic fluids, such as CB hydraulic PRcb, CF1 hydraulic PRcf1, BF1 hydraulic PRbf1, and CD1 hydraulic PRcd1, which are respectively regulated according to the working oil discharged by at least one of the mechanical oil pump 80 and the electric oil pump 82.

[0077] The vehicle drive unit 10 includes an electronic control unit 130, which serves as a controller and includes a control device that controls the power source PU and the transfer case 28. Figure 1is a diagram showing an input / output system of the electronic control device 130, and is a functional block diagram showing the main part of the control function based on the electronic control device 130. The electronic control device 130 is configured by, for example, a so-called microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU performs signal processing using the temporary storage function of the RAM and in accordance with a program stored in advance in the ROM, thereby executing various controls of the vehicle drive device 10. The electronic control device 130 is configured to include, as needed, each computer for engine control, shift control, and the like.

[0078] Various signals and the like (for example, an engine rotation speed Ne as a rotation speed of the engine 12, an MGM rotation speed Nmgm as a rotation speed of the TM rotation machine MGM, a turbine rotation speed Nt which is the same as the AT input rotation speed Ni value, an AT output rotation speed No, a TF output rotation speed Nof as a rotation speed of the first output shaft 66 corresponding to the vehicle speed V, an MGF rotation speed Nmgf as a rotation speed of the TF rotation machine MGF, an accelerator opening degree θacc as an accelerator operation amount of the driver indicating the size of the accelerator operation of the driver, a throttle opening degree θth as an opening degree of the electronic throttle, a brake on signal Bon as a signal indicating the state of the brake pedal operated by the driver for operating the wheel brake, a shift operation position POSsh indicating the operation position of the shift lever provided in the vehicle 8, a front-rear acceleration Gx and a left-right acceleration Gy of the vehicle 8, a yaw rate Ryaw as a rotation angular speed of the vehicle 8 about the vertical axis, a steering angle θsw and a steering direction Dsw of the steering wheel provided in the vehicle 8, a battery temperature THbat of the battery 24, a battery charge-discharge current Ibat, a battery voltage Vbat, an operating oil temperature THoil as a temperature of the operating oil OIL, a lock mode on signal LOCKon as a signal indicating that the "BEV_Lock" mode or the "first power source Lock" mode is selected by the driver, and the like) based on the detection values of various sensors and the like (for example, the engine rotation speed sensor 90, the MGM rotation speed sensor 92, the turbine rotation speed sensor 94, the AT output rotation speed sensor 96, the vehicle speed sensor 98, the MGF rotation speed sensor 100, the accelerator opening degree sensor 102, the throttle opening degree sensor 104, the brake pedal sensor 106, the shift position sensor 108, the acceleration sensor 110, the yaw rate sensor 112, the steering sensor 114, the battery sensor 116, the oil temperature sensor 118, the differential lock selection switch 120, and the like) provided in the vehicle drive device 10 are supplied to the electronic control device 130.

[0079] The differential lock selector switch 120 is located, for example, near the driver's seat. The differential lock selector switch 120 is a switch operated by the driver to the engaged state when the differential 64 is in the differential lock state in the transfer case 28.

[0080] The electronic control unit 130 outputs various command signals to the various devices (e.g., engine control command signal Se for controlling the engine 12, MGM control command signal Smgm for controlling the TM rotating machine MGM, MGF control command signal Smgf for controlling the TF rotating machine MGF, hydraulic control command signal Sat for controlling the control state of the engagement device CB related to the control of the automatic transmission 50, hydraulic control command signal Scbf for controlling the respective control states of the TF clutch CF1, TF brake BF1, and switching clutch CD1 related to the control of the transfer case 28, electric oil pump control command signal Seop for controlling the electric oil pump 82, brake control command signal Sb for controlling the braking force based on the wheel brakes, and information notification control command signal Sinf for notifying the driver of various information.)

[0081] In order to realize various controls in the vehicle drive unit 10, the electronic control device 130 includes an AT transmission control mechanism, namely an AT transmission control unit 132, a hybrid power control mechanism, namely a hybrid power control unit 134, and a drive state control mechanism, namely a drive state control unit 136.

[0082] AT transmission control unit 132, for example, uses Figure 7 The automatic transmission 50 uses an AT gear-level shift mapping as shown to determine its shift. As needed, a hydraulic control command signal Sat is output to the hydraulic control circuit 60 to execute the shift control of the automatic transmission 50. The AT gear-level shift mapping is a pre-determined relationship, obtained through prior experimentation or design and stored. The AT gear-level shift mapping has defined shift lines on a two-dimensional coordinate system, for example, with vehicle speed V and required drive torque Trdem as variables, for determining the shift of the automatic transmission 50. In the AT gear-level shift mapping, the AT output rotational speed No can be used instead of vehicle speed V; alternatively, the required drive torque Frdem, acceleration opening θacc, throttle opening θth, etc., can be used instead of required drive torque Trdem. The shift lines in the AT gear-level shift mapping are solid lines for determining upshifts and dashed lines for determining downshifts.

[0083] The hybrid control portion 134 includes a function as an engine control portion 134a that controls the operation of the engine 12, and a function as a rotating machine control portion 134b that controls the operation of the TM rotating machine MGM and the TF rotating machine MGF via the inverter 22, and performs hybrid drive control based on the engine 12, the TM rotating machine MGM, and the TF rotating machine MGF, and the like, by these control functions.

[0084] The hybrid control portion 134 calculates the drive request amount of the driver to the vehicle 8 by applying the accelerator opening degree θacc and the vehicle speed V in a drive request amount map that is a predetermined relationship, for example. The drive request amount is the required drive torque Trdem [Nm] in the drive wheels (front wheels 14, rear wheels 16), for example. As the drive request amount, the required drive force Frdem [N] in the drive wheels, the required drive power Prdem [W] in the drive wheels, the required AT output torque in the transmission output shaft 54, and the like can be used. In other words, the required drive torque Trdem is the required drive power Prdem at the vehicle speed V at the time of command output. In the calculation of the drive request amount, the TF output rotational speed Nof and the like can be used instead of the vehicle speed V.

[0085] The hybrid control portion 134 outputs the engine control command signal Se, the MGM control command signal Smgm, and the MGF control command signal Smgf in consideration of the transmission loss, the auxiliary machine load, the gear ratio γat of the automatic transmission 50, the gear stage of the differential device 64, the chargeable electric power Win of the battery 24, the dischargeable electric power Wout, and the like, to achieve the required drive power Prdem. The engine control command signal Se is a command value for achieving the required engine power Pedem that is a required value of the engine power Pe that outputs the engine torque Te at the engine rotational speed Ne at the time of command output, for example. The engine power Pe is the output [W] of the engine 12, that is, the power. The MGM control command signal Smgm is a command value of the consumption electric power Wcmgm or the generated electric power Wgmgm of the TM rotating machine MGM that outputs the MGM torque Tmgm at the MGM rotational speed Nmgm at the time of command output, for example. The MGF control command signal Smgf is a command value of the consumption electric power Wcmgf or the generated electric power Wgmgf of the TF rotating machine MGF that outputs the MGF torque Tmgf at the MGF rotational speed Nmgf at the time of command output, for example.

[0086] The chargeable electric power Win of the battery 24 is the maximum electric power that can be input, which is defined by the limit of the input electric power to the battery 24, and indicates the input limit of the battery 24. The dischargeable electric power Wout of the battery 24 is the maximum electric power that can be output, which is defined by the limit of the output electric power from the battery 24, and indicates the output limit of the battery 24. The chargeable electric power Win and the dischargeable electric power Wout of the battery 24 are calculated by the electronic control device 130, for example, in accordance with 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 that indicates the state of charge, which corresponds to the amount of charge of the battery 24, and is calculated by the electronic control device 130, for example, in accordance with the battery charge / discharge current Ibat and the battery voltage Vbat, and the like.

[0087] The hybrid control portion 134 establishes the BEV drive mode as the drive mode of the vehicle 8 in the case where the required drive power Prdem is located in the motor drive region that is smaller than the predetermined threshold value. On the other hand, the hybrid control portion 134 establishes the HEV drive mode as the drive mode in the case where the required drive power Prdem is located in the engine drive region that is equal to or greater than the predetermined threshold value. Figure 7 The single-dot chain line A in FIG. 10 is a boundary line between the engine drive region and the motor drive region. The predetermined relationship with the boundary line as shown by the single-dot chain line A in FIG. 10 is an example of a drive region switching map that is constituted in a two-dimensional coordinate with the vehicle speed V and the required drive torque Trdem as variables. In addition, in the drive region switching map in FIG. 10, the engine drive region and the motor drive region are shown together with the AT gear step shift map. Figure 7 Figure 7 In the drive region switching map in FIG. 10, the engine drive region and the motor drive region are shown together with the AT gear step shift map for convenience.

[0088] The hybrid control portion 134 establishes the HEV drive mode even when the required drive power Prdem is located in the motor drive region, in the case where the state of charge value SOC of the battery 24 is smaller than a predetermined engine start threshold value, or in the case where the warming-up of the engine 12 is required, and the like. In other words, the motor drive region in the drive region switching map disappears in the case where the state of charge value SOC of the battery 24 is smaller than the engine start threshold value, or in the case where the warming-up of the engine 12 is required. The engine start threshold value is a predetermined threshold value of the state of charge value SOC for determining whether the automatic start of the engine 12 is required to charge the battery 24.

[0089] ​Further, in the vehicle drive device 10, by controlling the TM rotary machine MGM, it is possible to change the engine operating point PNTeng like a continuously variable transmission. The engine operating point PNTeng is an operating point, i.e., a point of operation, of the engine 12 expressed by the engine rotational speed Ne and the engine torque Te.

[0090] Figure 8 is a view for explaining a case where the engine operating point PNTeng can be changed in correspondence with the MGM torque Tmgm. In Figure 8 In the figure, the equal-power lines Lpe indicated by the double-dot chain lines each show an example of a required engine power Pedem for realizing a required drive power Prdem calculated in accordance with the accelerator opening degree θacc and the like. The required engine power Pedem is an engine power Pe required by a driver's operation such as an acceleration operation. On the other hand, for convenience, the broken line L01 shows an example of a pump torque Tp as a torque generated at the pump impeller 48a in accordance with the speed ratio e (= Nt / Np) of the torque converter 48, on a two-dimensional coordinate with the engine rotational speed Ne and the engine torque Te as variables. The pump rotational speed Np is a rotational speed of the pump impeller 48a, and is the same in value as the engine rotational speed Ne. Under a certain turbine rotational speed Nt, the pump torque Tp indicates a relationship with the engine rotational speed Ne determined by a hard requirement as shown by the broken line L01. Further, when the required engine power Pedem is, for example, the double-dot chain line L02, the engine operating point PNTeng is naturally determined at a so-called coupling point P01 as a point where the broken line L01 and the double-dot chain line L02 coincide.

[0091] With respect to the coupling point P01, by causing the TM rotary machine MGM to generate electricity using, for example, a part of the engine power Pe, it is possible to change the engine operating point PNTeng to an optimum fuel consumption point P02 on an optimum fuel consumption line Lfl indicated by the solid line L03, for example, without changing the required engine power Pedem. The optimum fuel consumption line Lfl is a predetermined operating curve of the engine 12 indicating a relationship between the engine rotational speed Ne and the engine torque Te at which the fuel consumption of the engine 12 becomes optimum, and is a line connecting optimum fuel consumption points predetermined as optimum engine operating points PNTeng in terms of improvement in fuel consumption of the engine 12. In the vehicle drive device 10, by adjusting the MGM torque Tmgm, it is possible to arbitrarily change the engine operating point PNTeng without being restricted by the turbine rotational speed Nt, so that the sum of the engine torque Te and the MGM torque Tmgm is balanced with the pump torque Tp, i.e., "Tp = Te + Tmgm Figure 8The relationship "(Tmgm is negative)" holds true. When the torque Tmgm of the MGM becomes negative, that is, when the TM rotary engine MGM is used for power generation, the electricity generated by the TM rotary engine MGM is basically supplied to the TF rotary engine MGF, and converted into mechanical power by the TF rotary engine MGF. As the power transmission path for the engine power Pe, the vehicle drive unit 10 includes: an electrical path that electrically transmits power through the power transfer between the TM rotary engine MGM and the TF rotary engine MGF, and a mechanical path that mechanically transmits power through the torque converter 48. In the vehicle drive unit 10, the TM rotary engine MGM and the TF rotary engine MGF form an electric continuously variable transmission.

[0092] The hybrid power control unit 134 controls the engine operating point PNTeng by adjusting the electrical path quantity Ppse[W], whereby Ppse[W] is the magnitude of the electrical current in the electrical path for power transfer between the TM rotating machine MGM and the TF rotating machine MGF. The electrical path quantity Ppse is, for example, the product of the MGM torque Tmgm and the MGM rotational speed Nmgm.

[0093] The hybrid power control unit 134 calculates the target electrical path quantity Ppsetgt, which is the electrical path quantity Ppse used to set the engine operating point PNTeng as the target operating point PNTtgt. The target operating point PNTtgt is, for example, the optimal fuel consumption point; when the required engine power Pedem is the double-dotted line L02, it is the optimal fuel consumption point P02 (see reference). Figure 8 The target electrical path quantity Ppsetgt is the product of the MGM torque Tmgm when the engine operating point PNTeng changes from the coupling point to the target operating point PNTtgt and the engine rotation speed Ne, i.e., the MGM rotation speed Nmgm, at the target operating point PNTtgt. The hybrid power control unit 134 controls the MGM torque Tmgm while driving the TF rotating machine MGF, making the electrical path quantity Ppse from the TM rotating machine MGM to the TF rotating machine MGF the target electrical path quantity Ppsetgt. Therefore, even with the same engine power Pe, the combustion efficiency of the engine 12 can be improved, thus improving the fuel consumption of the engine 12.

[0094] The drive status control unit 136 determines, for example, the various modes in the transfer case 28 based on the vehicle speed V, acceleration opening θacc, front-rear acceleration Gx and lateral acceleration Gy, yaw rate Ryaw, steering angle θsw and steering direction Dsw, lock-on signal LOCKon, and wheel slip ratio of the front and rear wheels. Figure 6which of the patterns in the table is established, and outputs various control command signals for making the judged pattern established. The various control command signals are, for example, hydraulic control command signals Scbf for the TF clutch CF1, the TF brake BF1, and the switching clutch CD1.

[0095] The drive state control portion 136 sets the TF brake BF1 to the engaged state and the TF clutch CF1 to the released state in the comparatively low low-speed region in the BEV drive mode, for example, thereby forming a low gear stage in the differential device 64, and sets the TF brake BF1 to the released state and the TF clutch CF1 to the engaged state in the comparatively high high-speed region, thereby forming a high gear stage in the differential device 64. That is, the drive state control portion 136 makes the "BEV (FF) low" pattern established as the drive mode of the drive vehicle 8 in the comparatively low low-speed region in the BEV drive mode, and makes the "BEV (FF) high" pattern established as the drive mode of the drive vehicle 8 in the comparatively high high-speed region.

[0096] The drive state control portion 136 makes the "BEV_LSD" pattern established as the drive mode of the drive vehicle 8 when judged based on the running state that the AWD running switch is required, in the BEV drive mode, for example. The drive state control portion 136 makes the "BEV_Lock" pattern established as the drive mode of the drive vehicle 8 when the differential lock selection switch 120 is set to the on state in the "BEV_LSD", for example.

[0097] The drive state control portion 136 makes the "first power source two-wheel drive (FR)" pattern established as the drive mode of the drive vehicle 8 in the HEV drive mode, for example.

[0098] The drive state control portion 136 makes the "first power source torque distribution" pattern or the "first power source LSD" pattern established as the drive mode of the drive vehicle 8 when judged based on the running state that the AWD running switch is required, in the HEV drive mode, for example. The drive state control portion 136 makes the "first power source Lock" pattern established as the drive mode of the drive vehicle 8 when the differential lock selection switch 120 is set to the on state in the "first power source torque distribution" pattern or the "first power source LSD" pattern, for example.

[0099] The drive state control portion 136 determines the running state of the vehicle 8 based on various signals of various sensors such as the vehicle speed sensor 98, the accelerator opening degree sensor 102, the acceleration sensor 110, the yaw rate sensor 112, the steering sensor 114, and the like in the "BEV_LSD" mode, the "first power source torque distribution" mode, and the "first power source LSD" mode, and sets the target value of the torque distribution ratio Rx corresponding to the determined running state.

[0100] The drive state control portion 136 outputs the hydraulic control command signal Scbf for performing the slip control of the switching clutch CD1 in the "BEV_LSD" mode, so that the torque distribution ratio Rx, for example, the rear wheel side distribution ratio Xr becomes the target value by adjusting the torque capacity of the switching clutch CD1. The greater the torque capacity of the switching clutch CD1, the greater the rear wheel side distribution ratio Xr, that is, the smaller the front wheel side distribution ratio Xf.

[0101] The drive state control portion 136 outputs the MGF control command signal Smgf for controlling the TF rotary machine MGF in the "first power source torque distribution" mode, so that the MGF torque Tmgf based on the reaction force torque of the TF rotary machine MGF is adjusted to make, for example, the rear wheel side distribution ratio Xr the target value. The greater the MGF torque Tmgf, the smaller the rear wheel side distribution ratio Xr.

[0102] The drive state control portion 136 outputs the hydraulic control command signal Scbf for performing the slip control of the TF clutch CF1 in the "first power source LSD" mode, so that the torque capacity of the TF clutch CF1 is adjusted to make, for example, the rear wheel side distribution ratio Xr the target value. The greater the torque capacity of the TF clutch CF1, the smaller the rear wheel side distribution ratio Xr.

[0103] However, with the switching of the drive mode from the "BEV_Lock" mode (m4 mode) as the first drive mode to the "first power source LSD" mode (m6 mode) as the second drive mode, the power source that drives the vehicle 8 is switched from the second power source PU2 to the first power source PU1, in which the switching clutch CD1 and the TF clutch CF1 are simultaneously maintained in the engaged state to fix the torque distribution ratio Rx, and the vehicle 8 is set to the AWD state by the power from the second power source PU2, in the second drive mode, the TF clutch CF1 is slip-controlled while the switching clutch CD1 is maintained in the engaged state, and the vehicle 8 is set to the AWD state by the power from the first power source PU1, thereby controlling the torque distribution ratio Rx. When the torque distribution ratio Rx changes with the switching of the power source, it is possible to cause deterioration of the running stability.

[0104] Therefore, when the drive state control portion 136 switches the drive mode of the drive vehicle 8 from the m4 mode to the m6 mode, after switching the power source of the drive vehicle 8 from the second power source PU2 to the first power source PU1, the switching clutch CD1 is maintained in the engaged state, and the TF clutch CF1 is switched from the engaged state to the slipping state. That is, when the drive state control portion 136 switches the drive mode of the drive vehicle 8 from the m4 mode to the m6 mode, in the m4 mode in which the torque distribution ratio Rx is fixed, the power source is switched from the second power source PU2 to the first power source PU1, and once the m7 mode in which the torque distribution ratio Rx is fixed is established, the TF clutch CF1 is slipping controlled in this state, and the drive mode is switched to the m6 mode.

[0105] When the power source of the drive vehicle 8 is switched from the second power source PU2 to the first power source PU1, if the increase in the torque of the first power source PU1 is delayed with respect to the decrease in the torque of the second power source PU2, it is possible that a temporary decrease in the drive torque Tr occurs.

[0106] Therefore, when the drive state control portion 136 switches the power source of the drive vehicle 8 from the second power source PU2 to the first power source PU1, the torque of the second power source PU2 is decreased in correspondence with the increase in the torque of the first power source PU1. That is, when the drive state control portion 136 switches the power source of the drive vehicle 8 from the second power source PU2 to the first power source PU1, the control command signal for switching from the motor travel based on the TF rotary machine MGF to the engine travel based on the first power source PU1 (particularly, the engine 12) is output. At this time, the drive state control portion 136 outputs, for example, an engine control command signal Se for starting the engine 12 and increasing the engine torque Te toward a required value of the engine torque Te for achieving the required engine power Pedem, and outputs an MGF control command signal Smgf for decreasing the MGF torque Tmgf toward zero in correspondence with the increase in the engine torque Te.

[0107] The drive state control portion 136 includes, as a drive mode determination mechanism, a drive mode determination portion 136a, and as a switching completion determination mechanism, a switching completion determination portion 136b, in order to switch the drive mode between the first drive mode and the second drive mode.

[0108] The drive mode determination portion 136a determines whether the drive mode in the current travel is the m4 mode. In addition, the drive mode determination portion 136a determines whether the switching from the m4 mode to the m6 mode is judged in the travel in the m4 mode.

[0109] When the drive state control section 136 determines that the switch from the m4 mode to the m6 mode is judged by the drive mode judging section 136a, in the case where the switch clutch CD1 and the TF clutch CF1 are maintained in the engaged state, a control command signal for outputting the torque of the first power source PU1 is activated, and the torque of the second power source PU2 is lowered in correspondence with the rise in the torque of the first power source PU1.

[0110] The switch completion judging section 136b judges whether or not the switch of the power source from the second power source PU2 to the first power source PU1 is completed. That is, the switch completion judging section 136b judges whether or not the switch from the m4 mode to the m7 mode is completed.

[0111] The drive state control section 136 outputs a control command signal for the switch from the m7 mode to the m6 mode in the case where the switch of the power source is completed by the switch completion judging section 136b. For example, the drive state control section 136 outputs a hydraulic pressure control command signal Scbf for performing the slip control of the TF clutch CF1.

[0112] Figure 9 is a flowchart for explaining the main part of the control operation of the electronic control device 130, and is a flowchart for explaining the control operation for suppressing the deterioration of the running stability at the time of the switch of the drive mode accompanying the switch of the power source, and is repeatedly executed, for example.

[0113] In Figure 9In this case, first, in a step (hereinafter, the step is omitted) S10 corresponding to the function of the drive mode determination section 136a, it is determined whether the drive mode in the current running is the m4 mode. When the determination of this S10 is negative, the routine is ended. When the determination of this S10 is affirmative, in an S20 corresponding to the function of the drive mode determination section 136a, it is determined whether the switching from the m4 mode to the m6 mode is judged. When the determination of this S20 is negative, the routine is ended. When the determination of this S20 is affirmative, in an S30 corresponding to the function of the drive state control section 136, the output of the hydraulic control command signal Scbf for simultaneously setting the switching clutch CD1 and the TF clutch CF1 to the engaged state is maintained. That is, the state of the differential lock in the AWD in which the torque distribution ratio Rx is fixed is maintained. Next, in an S40 corresponding to the function of the drive state control section 136, an engine control command signal Se for activating the torque of the first power source PU1, for example, the engine torque Te, to cause the engine torque Te to rise, and an MGF control command signal Smgf for causing the MGF torque Tmgf to fall in correspondence with the rise of the engine torque Te are output. That is, the control command signals for switching to the m7 mode are output. Next, in an S50 corresponding to the function of the switching completion determination section 136b, it is determined whether the switching of the power source from the second power source PU2 to the first power source PU1 is completed. When the determination of this S50 is negative, the above-described S40 is returned to. When the determination of this S50 is affirmative, in an S60 corresponding to the function of the drive state control section 136, a hydraulic control command signal Scbf for slip-controlling the TF clutch CF1 is output so as to cause the torque distribution ratio Rx to become the target value. That is, the control command signals for switching to the m6 mode are output.

[0114] As described above, according to the present embodiment, when the drive mode is switched from the m4 mode to the m6 mode, after the power source is switched from the second power source PU2 to the first power source PU1, the switching clutch CD1 is maintained in the engaged state, and the TF clutch CF1 is switched from the engaged state to the slip state, and thus the power source is switched in the state in which the torque distribution ratio Rx is fixed. That is, the change in the torque distribution ratio Rx due to the switching of the power source is prevented. Therefore, when the drive mode is switched in conjunction with the switching of the power source, the deterioration of the running stability can be suppressed.

[0115] In addition, according to the present embodiment, when the power source is switched from the second power source PU2 to the first power source PU1, the torque of the second power source PU2 is caused to fall in correspondence with the rise of the torque of the first power source PU1, and thus the decrease in the drive torque Tr in conjunction with the switching of the power source is suppressed.

[0116] Next, other embodiments of the application will be described. Note that in the following description, portions common to the embodiments are denoted by the same reference numerals, and the description will be omitted.

[0117] [Embodiment 2]

[0118] With the switching of the drive mode from the "first power source LSD" mode (m6 mode) as the second drive mode to the "BEV_Lock" mode (m4 mode) as the first drive mode, the power source that drives the vehicle 8 is switched from the first power source PU1 to the second power source PU2. When the torque distribution ratio Rx changes with the switching of the power source, it is possible to cause a deterioration in the running stability.

[0119] Therefore, when the drive state control section 136 switches the drive mode of the vehicle 8 from the m6 mode to the m4 mode, the switching clutch CD1 is maintained in the engaged state, and after the TF clutch CF1 is switched from the slipping state to the engaged state, the power source that drives the vehicle 8 is switched from the first power source PU1 to the second power source PU2. That is, when the drive state control section 136 switches the drive mode of the vehicle 8 from the m6 mode to the m4 mode, once the m7 mode in which the torque distribution ratio Rx is fixed is established, the power source is switched from the first power source PU1 to the second power source PU2 in this state, and the m4 mode in which the torque distribution ratio Rx is fixed is established.

[0120] When the power source that drives the vehicle 8 is switched from the first power source PU1 to the second power source PU2, if the increase in the torque of the second power source PU2 is delayed with respect to the decrease in the torque of the first power source PU1, it is possible to cause a temporary decrease in the drive torque Tr.

[0121] Therefore, when the drive state control section 136 switches the power source that drives the vehicle 8 from the first power source PU1 to the second power source PU2, the torque of the first power source PU1 is decreased in correspondence with the increase in the torque of the second power source PU2. That is, when the drive state control section 136 switches the power source that drives the vehicle 8 from the first power source PU1 to the second power source PU2, the control command signal for the switching of the output from the engine running based on the first power source PU1 (particularly, the engine 12) to the motor running based on the TF rotary machine MGF is output. At this time, the drive state control section 136 outputs, for example, the MGF control command signal Smgf for causing the MGF torque Tmgf to increase toward the required value of the MGF torque Tmgf that achieves the required drive power Prdem, and outputs the engine control command signal Se for causing the engine torque Te to decrease toward zero in correspondence with the increase in the MGF torque Tmgf and stopping the engine 12.

[0122] The drive mode determination portion 136a determines whether the drive mode in the current travel is the m6 mode. In addition, the drive mode determination portion 136a determines whether the shift from the m6 mode to the m4 mode is judged in the travel in the m6 mode.

[0123] When the drive state control portion 136 determines that the shift from the m6 mode to the m4 mode is judged by the drive mode determination portion 136a, the hydraulic control command signal Scbf for maintaining the shift clutch CD1 in the engaged state and shifting the TF clutch CF1 to the engaged state is output.

[0124] The shift completion determination portion 136b determines whether the shift of the TF clutch CF1 to the engaged state is completed. That is, the shift completion determination portion 136b determines whether the shift from the m6 mode to the m7 mode is completed.

[0125] The drive state control portion 136 outputs the control command signal for activating the torque of the second power source PU2 and lowering the torque of the first power source PU1 corresponding to the rise of the torque of the second power source PU2 when it is determined by the shift completion determination portion 136b that the shift of the TF clutch CF1 to the engaged state is completed.

[0126] The shift completion determination portion 136b determines whether the shift of the power source from the first power source PU1 to the second power source PU2 is completed. That is, the shift completion determination portion 136b determines whether the shift from the m7 mode to the m4 mode is completed.

[0127] Figure 10 is a flowchart for explaining the main part of the control operation of the electronic control device 130, and is a flowchart for explaining the control operation for suppressing the deterioration of the travel stability when the shift of the drive mode is performed in conjunction with the shift of the power source, and is repeatedly executed, for example. Figure 10 is an embodiment different from Figure 9 .

[0128] In Figure 10In this case, first, in S10B corresponding to the function of the drive mode determination portion 136a, it is determined whether the drive mode in current running is the m6 mode. When the determination of this S10B is negative, the routine is ended. When the determination of this S10B is affirmative, in S20B corresponding to the function of the drive mode determination portion 136a, it is determined whether the switching from the m6 mode to the m4 mode is judged. When the determination of this S20B is negative, the routine is ended. When the determination of this S20B is affirmative, in S30B corresponding to the function of the drive state control portion 136, a hydraulic control command signal Scbf for maintaining the switching clutch CD1 in the engaged state and switching the TF clutch CF1 to the engaged state is output. That is, a hydraulic control command signal Scbf for switching the differential device 64 to the differential lock state and to the AWD state in which the torque distribution ratio Rx is fixed, that is, the m7 mode is output. Next, in S40B corresponding to the function of the switching completion determination portion 136b, it is determined whether the switching of the TF clutch CF1 to the engaged state is completed. When the determination of this S40B is negative, the above S30B is returned to. When the determination of this S40B is affirmative, in S50B corresponding to the function of the drive state control portion 136, an MGF control command signal Smgf for activating the MGF torque Tmgf and raising the MGF torque Tmgf is output, and an engine control command signal Se for lowering the torque of the first power source PU1, for example, the engine torque Te corresponding to the rise of the MGF torque Tmgf is output. That is, a control command signal for switching to the m4 mode is output. Next, in S60B corresponding to the function of the switching completion determination portion 136b, it is determined whether the switching of the power source from the first power source PU1 to the second power source PU2 is completed. When the determination of this S60B is negative, the above S50B is returned to. When the determination of this S60B is affirmative, the routine is ended.

[0129] As described above, according to the present embodiment, when the drive mode is switched from the m6 mode to the m4 mode, after the switching clutch CD1 is maintained in the engaged state and the TF clutch CF1 is switched from the slipping state to the engaged state, the power source is switched from the first power source PU1 to the second power source PU2, so the power source is switched in the state in which the torque distribution ratio Rx is fixed. That is, the change in the torque distribution ratio Rx caused by the switching of the power source is prevented. Therefore, when the switching of the drive mode is performed in conjunction with the switching of the power source, the deterioration of the running stability can be suppressed.

[0130] In addition, according to the present embodiment, when the power source is switched from the first power source PU1 to the second power source PU2, the torque of the first power source PU1 is lowered in correspondence with the rise of the torque of the second power source PU2, so the decrease in the drive torque Tr in conjunction with the switching of the power source is suppressed.

[0131]

Example 3

[0132] Figure 11 Compared with the foregoing embodiments Figure 4 The diagram illustrates the schematic structure of the transfer case 28 and the different transfer case 200. In the vehicle drive unit 10, the transfer case 200 replaces the transfer case 28. Figure 11 In this transfer case, the transfer case 200 includes a TF input shaft 204, a differential 206, a first output shaft 208, a TF clutch CF1, a TF brake BF1, a switching clutch CD1, and a first sprocket 210, all mounted on a common rotation axis CL1, within a transfer case 202 which is a non-rotating (fixed) component. Additionally, the transfer case 200 includes a second output shaft 212 and a second sprocket 214, all mounted on a common rotation axis CL2, within the transfer case 202. Furthermore, the transfer case 200 includes a TF rotating mechanism MGF and a chain 216 within the transfer case 202. The TF rotating mechanism MGF, differential 206, TF clutch CF1, TF brake BF1, switching clutch CD1, and first sprocket 210 are configured approximately symmetrically with respect to the rotation axis CL1. Figure 11 The lower half relative to the rotation axis CL1 is omitted. The second sprocket 214 is configured approximately symmetrically with respect to the rotation axis CL2. Figure 11 In the diagram, the upper half relative to the rotation axis CL2 is omitted. In the transfer case 200, the rotation axis CL1 is the axis of the transmission output shaft 54, the first output shaft 208, etc. In the transfer case 200, the rotation axis CL2 is the axis of the second output shaft 212, the front drive shaft 30, etc.

[0133] The chain 216 is a component that connects the first sprocket 210 and the second sprocket 214 by being wound between them. That is, the first sprocket 210 and the second sprocket 214 are connected via the chain 216 to transmit power.

[0134] The TF input shaft 204 is connected to the transmission output shaft 54 ​​for power transmission. The first output shaft 208 is connected to the rear drive shaft 32 for power transmission. The TF input shaft 204 and the first output shaft 208 are integrally connected. Thus, power from the first power source PU1 is input to the first output shaft 208 via the automatic transmission 50, etc. Furthermore, the power input to the first output shaft 208 is transmitted to the rear wheel 16 via the rear drive shaft 32, etc. The first output shaft 208 is a first output rotating component that receives power from the first power source PU1 and outputs power to the rear wheel 16, which is one of the front wheel 14 and the rear wheel 16. Alternatively, the TF input shaft 204 and the first output shaft 208 can also be a single rotating shaft.

[0135] The second output shaft 212 is connected to the front propeller shaft 30 so as to be able to transmit power. Thus, power input to the second output shaft 212 is transmitted to the front wheels 14 via the front propeller shaft 30 and the like. The second output shaft 212 is a second output rotary member that outputs power to the front wheels 14 that are one of the front wheels 14 and the rear wheels 16. The second sprocket 214 is fixed so as not to be able to rotate relative to the second output shaft 212.

[0136] The differential device 206 is configured of a single-pinion type planetary gear device, and includes a sun gear S, a carrier CA, and a ring gear R. The TF rotary machine MGF is connected to the sun gear S so as to be able to transmit power. The carrier CA is connected to the TF input shaft 204 and the first output shaft 208. The ring gear R is selectively connected to the transfer case 202 via a TF brake BF1. In addition, the ring gear R is selectively connected to the first sprocket 210 via a switching clutch CD1. The sun gear S is selectively connected to the carrier CA via a TF clutch CF1.

[0137] Figure 12 is a nomogram that represents the relative relationship of the rotational speeds of the respective rotary elements in the transfer 200. In Figure 12 the three vertical lines Y1, Y2, Y3 corresponding to the three rotary elements of the differential device 206 that configures the transfer 200 are, from the left, axes that represent the rotational speed of the sun gear S corresponding to the first rotary element RE1, the rotational speed of the carrier CA corresponding to the second rotary element RE2, and the rotational speed of the ring gear R corresponding to the third rotary element RE3. The vertical line Y0 shown to the left of the vertical line Y1 is an axis that represents the rotational speeds of the TF input shaft 204 and the first output shaft 208 corresponding to the input-output rotary element REIO.

[0138] If the nomogram of Figure 12 is used for expression, in the transfer 200, the input-output rotary element REIO is linked to the carrier CA and is linked to the rear propeller shaft 32. In addition, the input-output rotary element REIO is connected to the first power source PU1 so as to be able to transmit power via the hybrid transmission 26.

[0139] In the differential device 206, the first rotary element RE1 is connected to the TF-use rotary machine MGF so as to be able to transmit power. The second rotary element RE2 is connected to the first output shaft 208 that is one of the output rotary members of the first output shaft 208 and the second output shaft 212. The third rotary element RE3 is selectively connected to the second output shaft 212 via the switching clutch CD1 while being selectively connected to the transfer case 202 via the TF-use brake BF1. The switching clutch CD1 is a first engagement device that selectively connects the third rotary element RE3 to the second output shaft 212 that is the other of the output rotary members of the first output shaft 208 and the second output shaft 212. The first rotary element RE1 and the second rotary element RE2 are selectively connected via the TF-use clutch CF1. The TF-use clutch CF1 is a second engagement device that selectively connects any two of the first rotary element RE1, the second rotary element RE2, and the third rotary element RE3. In the differential device 206, the relationship of the rotational speeds of the first rotary element RE1, the second rotary element RE2, and the third rotary element RE3 is represented by a straight line Lcd.

[0140] The differential device 206 functions as a transmission device in which a high gear stage is selectively formed by setting the TF-use clutch CF1 to the engaged state and a low gear stage is selectively formed by setting the TF-use brake BF1 to the engaged state.

[0141] The differential device 206 functions as a center differential. Specifically, when both the TF-use clutch CF1 and the TF-use brake BF1 are set to the released state, the differential device 206 is able to function as a differential. In this state, the differential device 206 is able to distribute the torque input to the second rotary element RE2 from the first power source PUI to the third rotary element RE3 through the reaction torque of the TF-use rotary machine MGF linked to the first rotary element RE1. In addition, instead of the case where the reaction torque of the TF-use rotary machine MGF functions, the differential device 206 restricts the differential function of the differential device 206 by setting the TF-use clutch CF1 to the slipping state or the engaged state, whereby the torque input to the second rotary element RE2 from the first power source PUI is able to be distributed to the third rotary element RE3. At this time, in the transfer 200, when the switching clutch CD1 is in the engaged state or the slipping state, the torque distributed to the third rotary element RE3 is transmitted to the second output shaft 212. In this way, the transfer 200 is a torque distribution device that distributes a part of the torque input to the first output shaft 208 from the first power source PUI to the second output shaft 212. Thus, in the transfer 200, the torque is able to be distributed to the front wheels 14 and the rear wheels 16.

[0142] Figure 13is a working engagement table that explains the relationship between each mode established in the transfer 200 and the control state of each engagement device in the transfer 200. In Figure 13 In the working engagement table in Figure 13 Figure 6 The difference from the working engagement table of Figure 6 is that the "BEV (FF) high" mode of the number m1 becomes the "BEV (FR) high" mode (corresponding to the m1 mode), and the "BEV (FF) low" mode of the number m2 becomes the "BEV (FR) low" mode (corresponding to the m2 mode). In addition, in the "first power source torque distribution" mode of the number m5, the TF rotary machine MGF is not a motoring operation, but becomes a regenerative operation, which is different. In addition, for other modes, there is substantially no great change from the foregoing embodiment, and thus the explanation thereof is omitted.

[0143] The "BEV (FR) high" mode of the number m1 and the "BEV (FR) low" mode of the number m2 are BEV drive modes in which the vehicle 8 is driven by the TF rotary machine MGF. In the "BEV (FR) high" mode and the "BEV (FR) low" mode, since the switching clutch CD1 is released, the power transmission between the differential device 206 and the front wheels 14 is cut off. In this state, in the differential device 206 in which the high gear stage based on the engagement state of the TF clutch CF1 or the low gear stage based on the engagement state of the TF brake BF1 is formed, the power from the TF rotary machine MGF is transmitted to the rear wheels 16 side via the first output shaft 208. Thus, the BEV travel of the present embodiment is realized by rear wheel drive travel.

[0144] The "first drive source torque distribution" mode of the number m5 is a mode in which, for example, in a state in which the differential device 206 is equivalent to the high gear stage, the torque from the first power source PUI transmitted to the differential device 206 from the first output shaft 208 is received by the sun gear S by the reaction torque of the TF rotary machine MGF, and thus the torque of the first power source PUI is distributed to the front wheels 14 and the rear wheels 16 at an arbitrary ratio desired in correspondence with the reaction torque of the TF rotary machine MGF. In the "first power source torque distribution" mode of the transfer 200, the TF rotary machine MGF is regenerative. The electric power generated by the regeneration of the TF rotary machine MGF is, for example, charged to the battery 24. Thus, since the transfer 200 of the present embodiment regenerates the TF rotary machine MGF in the "first power source torque distribution" mode, the travel mode in which the electric path is used to supply the electric power generated by the TM rotary machine MGM as the power for the motoring operation of the TF rotary machine MGF in the "first power source torque distribution" mode cannot be implemented.

[0145] Even if the transfer 200 is configured as described above, as with the aforementioned Embodiment 1 and Embodiment 2, when the drive mode is switched between the m4 mode and the m6 mode, the power source is switched so that the drive mode is switched between the m4 mode and the m7 mode in which the torque distribution ratio Rx is fixed, whereby when the drive mode is switched in conjunction with the switching of the power source, it is possible to suppress deterioration of the running stability.

[0146] [Embodiment 4]

[0147] Figure 14 is a diagram that explains the outline configuration of a transfer 300 that is different from the transfer of the aforementioned Figure 4 Embodiment 1. In the vehicle drive device 10, the transfer 300 replaces the transfer 28. The transfer 300 of the present embodiment differs from the transfer 28 of the aforementioned Figure 4 Embodiment 1 in that a first output shaft 302 that is a first output rotational member that is input with power from the first power source PU1 and outputs power to one of the front wheels 14 and the rear wheels 16 is connected to the front wheels 14 via the propeller shaft 30 and the like so as to be able to transmit power, and a second output shaft 304 that is a second output rotational member that outputs power to the other of the front wheels 14 and the rear wheels 16 is connected to the rear wheels 16 via the propeller shaft 32 and the like so as to be able to transmit power. Thus, in the present embodiment, the one of the front wheels 14 and the rear wheels 16 is the front wheels 14, and the other is the rear wheels 16. Further, the specific link relationship of the differential device 306 is substantially the same as that of the differential device 64. That is, the transfer 300 corresponds to a case in which the front wheels 14 and the rear wheels 16 are swapped in the transfer 28, and is substantially the same as the transfer 28 except for this. In this way, the configuration of the transfer 300 is substantially the same as that of the aforementioned transfer 28, and thus detailed explanation is omitted.

[0148] Figure 15 is a nomogram that represents the relative relationship of the rotational speeds of the respective rotational elements in the transfer 300. Figure 15 The nomogram of the transfer 300 is substantially the same as the nomogram shown in the aforementioned Figure 5 Embodiment 1 except that the arrangement positions of the front wheels 14 and the rear wheels 16 are swapped, and thus detailed explanation is omitted. Further, the one of the first output shaft 302 and the second output shaft 304 is the second output shaft 304, and the other is the first output shaft 302. Figure 5

[0149] Figure 16 is a working engagement table that explains the relationship of the respective modes established in the transfer 300 and the control states of the respective engagement devices in the transfer 300. Figure 16 ​the working engagement table of the foregoing embodiment Figure 6 The working engagement table of the foregoing embodiment Figure 16

[0150] Even if the transfer 300 is configured as described above, as with the foregoing Embodiment 1 and Embodiment 2, when the drive mode is switched between the m4 mode and the m6 mode, the power source is switched so that the drive mode is switched between the m4 mode and the m7 mode in which the torque distribution ratio Rx is fixed, whereby when the drive mode is switched in conjunction with the switching of the power source, it is possible to suppress deterioration of the running stability.

[0151]

Embodiment 5

[0152] Figure 17 is a diagram that explains the outline structure of a transfer 400 that is different from the transfer of the foregoing embodiments Figure 4 of the foregoing embodiments Figure 11 The transfer 400 of the present embodiment differs from the transfer 200 shown in the foregoing Figure 11 , in that a first output shaft 402 that is a first output rotational member that is input with power from the first power source PU1 and outputs power to one of the front wheel 14 and the rear wheel 16 is connected to the front wheel 14 via the front propeller shaft 30 and the like so as to be able to transmit power, and a second output shaft 404 that is a second output rotational member that outputs power to the other of the front wheel 14 and the rear wheel 16 is connected to the rear wheel 16 via the rear propeller shaft 32 and the like so as to be able to transmit power. Thus, in the present embodiment, the one of the front wheel 14 and the rear wheel 16 is the front wheel 14, and the other is the rear wheel 16. Also, the specific linkage relationship of the differential device 406 is substantially the same as that of the differential device 206 of the foregoing

[0153] Figure 18 is a nomogram that shows the relative relationship of the rotational speeds of the respective rotational elements in the transfer 400.​Figure 18 The nomogram of the present embodiment is merely a nomogram in which the positions of the front wheels 14 and the rear wheels 16 are exchanged, and is substantially the same as the nomogram of the preceding embodiment Figure 12 , and thus detailed description thereof is omitted. In addition, one of the first output shaft 402 and the second output shaft 404 is the first output shaft 402, and the other is the second output shaft 404. Figure 12

[0154] Figure 19 is a working engagement table that describes the relationship between each mode established in the transfer 400 and the control state of each engagement device in the transfer 400. Figure 19 The working engagement table of the present embodiment is merely a working engagement table in which the following changes are made to the working engagement table of the preceding embodiment Figure 13 : the "BEV (FR) high" mode of number m1 and the "BEV (FR) low" mode of number m2 are changed to the "BEV (FF) high" mode and the "BEV (FF) low" mode, respectively, and the "first power source two-wheel drive (FR)" mode of number m8 is changed to "first power source two-wheel drive (FF)". That is, in the transfer 400, only the drive state of the front wheels 14 and the rear wheels 16 of each mode is exchanged with the drive state of the front wheels 14 and the rear wheels 16 in the transfer 200, and thus detailed description of the working engagement table of the preceding embodiment Figure 19 is omitted.

[0155] Even if the transfer 400 is configured as described above, as with the preceding embodiments 1 and 2, when the drive mode is switched between the m4 mode and the m6 mode, the power source is switched so that the drive mode is switched between the m4 mode and the m7 mode in which the torque distribution ratio Rx is fixed, and thus when the drive mode is switched in conjunction with the switching of the power source, it is possible to suppress deterioration of the running stability.

[0156] Thus far, although the embodiments of the present application have been described in detail with reference to the drawings, the present application is also applicable to other modes.

[0157] For example, the preceding embodiments 1 and 2 can be implemented individually, or can be implemented in combination.

[0158] ​Further, in the foregoing embodiment, the transfer 28, 200, 300, 400 can have at least the switching clutch CD1 and the TF clutch CF1 among the switching clutch CD1, the TF clutch CF1, and the TF brake BF1. Further, the TF clutch CF1 can be a clutch or the like that selectively connects the first rotating element RE1 and the third rotating element RE3 of the differential 64, 206, 306, 406, as long as it is a clutch that selectively connects any two of the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3.

[0159] Further, in the foregoing embodiment, the sun gear S of the differential 64, 206, 306, 406 functions as the first rotating element RE1, the carrier CA functions as the second rotating element RE2, and the ring gear R functions as the third rotating element RE3, but the application is not necessarily limited thereto. For example, the first rotating element RE1 can be either of the carrier CA or the ring gear R, and the second rotating element RE2 and the third rotating element RE3 can also be appropriately changed. That is, the connection relationship of the differential 64, 206, 306, 406 can be appropriately changed within a range that does not contradict. Further, the TF rotating machine MGF is directly connected to the sun gear S of the differential 64, 206, 306, 406, but a reducer or a speed increaser can be interposed between the TF rotating machine MGF and the sun gear S of the differential 64. Further, the differential 64, 206, 306, 406 can not be composed of a planetary gear device, but can be composed of a differential mechanism having three rotating elements and capable of functioning as a differential.

[0160] Further, in the foregoing embodiment, the first power source PU1 can include at least one of the engine 12 and the TM rotating machine MGM. For example, when the first power source PU1 is only the TM rotating machine MGM, or when a clutch that can disconnect the engine 12 from the power transmission path is provided, it is not necessary to have the torque converter 48 or the automatic transmission 50. Further, the automatic transmission 50 can be a publicly known synchronous engagement type parallel 2-shaft automatic transmission including a DCT (Dual Clutch Transmission), a publicly known belt-type continuously variable transmission, or the like. Further, the torque converter 48 can be replaced with another fluid type power transmission device such as a torque-free hydraulic coupler, or can be replaced with a simple clutch. Further, the second power source PU2 can include an engine in addition to the TF rotating machine MGF, or can use an engine instead of the TF rotating machine MGF.

[0161] In the foregoing embodiment, the vehicle drive device 10 is arranged in a longitudinal direction in which the rotational axis CL1 of the crankshaft of the engine 12, the automatic transmission 50, the differential 28, 200, 300, 400, and the like are parallel to the advancing direction of the vehicle 8, but the present application is not necessarily limited to this. For example, in the vehicle drive device, the rotational axis of the crankshaft of the engine 12, the rotational axis of the automatic transmission 50, and the rotational axis of the differential 28, 200, 300, 400 can be arranged in a transverse direction in which each is arranged in the vehicle width direction.

[0162] In addition, the foregoing is merely one embodiment, and the present application can be implemented in various forms with various modifications and improvements added thereto based on the knowledge of those skilled in the art.

[0163] [Explanation of Reference Numerals]

[0164] 8: Vehicle

[0165] 10: Vehicle drive device

[0166] 14: Front wheel

[0167] 16: Rear wheel

[0168] 64, 206, 306, 406: Differential

[0169] 66, 208, 302, 402: First output shaft (first output rotation member)

[0170] 74, 212, 304, 404: Second output shaft (second output rotation member)

[0171] 130: Electronic control device (control device)

[0172] CD1: Switching clutch (first engagement device)

[0173] CF1: TF clutch (second engagement device)

[0174] PU1: First power source

[0175] PU2: Second power source

[0176] RE1: First rotation element

[0177] RE2: Second rotation element

[0178] RE3: Third rotation element

Claims

1. A drive unit for a vehicle, comprising: Primary power source; The first output rotating component is input with power from the first power source and outputs power to one of the front wheel and the rear wheel. The second output rotating component outputs power to the other wheel among the front wheel and the rear wheel; Second power source; A differential device, the differential device having a first rotating element connected to a second power source, a second rotating element connected to one of the first output rotating component and the second output rotating component, and a third rotating element; A first engaging device selectively connects the third rotating element to the other of the first output rotating component and the second output rotating component. The second engaging device selectively connects any two of the first rotating element, the second rotating element, and the third rotating element. as well as Control device, The vehicle drive unit is characterized in that... As a driving mode for the vehicle, the control device enables a first driving mode and a second driving mode. In the first driving mode, both the first and second engaging devices are simultaneously engaged, fixing the torque distribution ratio between the front and rear wheels, and the vehicle is set to all-wheel drive mode using power from the second power source. In the second driving mode, while maintaining the first engaging device in an engaged state, the second engaging device is controlled to a sliding state, and the vehicle is set to all-wheel drive mode using power from the first power source, controlling the torque distribution ratio. When the driving mode is switched from the first driving mode to the second driving mode, after the power source driving the vehicle is switched from the second power source to the first power source, the first engaging device is kept in the engaged state, and the second engaging device is switched from the engaged state to the sliding state.

2. The vehicle drive device according to claim 1, characterized in that, When the control device switches the power source from the second power source to the first power source, the torque of the second power source decreases as the torque of the first power source increases.

3. A drive unit for a vehicle, comprising: Primary power source; The first output rotating component is input with power from the first power source and outputs power to one of the front wheel and the rear wheel. The second output rotating component outputs power to the other wheel among the front wheel and the rear wheel; Second power source; A differential device, the differential device having a first rotating element connected to a second power source, a second rotating element connected to one of the first output rotating component and the second output rotating component, and a third rotating element; A first engaging device selectively connects the third rotating element to the other of the first output rotating component and the second output rotating component. The second engaging device selectively connects any two of the first rotating element, the second rotating element, and the third rotating element. as well as Control device, The vehicle drive unit is characterized in that... As a driving mode for the vehicle, the control device enables a first driving mode and a second driving mode. In the first driving mode, both the first and second engaging devices are simultaneously engaged, fixing the torque distribution ratio between the front and rear wheels, and the vehicle is set to all-wheel drive mode using power from the second power source. In the second driving mode, while maintaining the first engaging device in an engaged state, the second engaging device is controlled to a sliding state, and the vehicle is set to all-wheel drive mode using power from the first power source, controlling the torque distribution ratio. When the driving mode is switched from the second driving mode to the first driving mode, after the first engaging device is kept in the engaged state and the second engaging device is switched from the sliding state to the engaged state, the power source driving the vehicle is switched from the first power source to the second power source.

4. The vehicle drive unit according to claim 3, characterized in that, When the control device switches the power source from the first power source to the second power source, the torque of the first power source decreases as the torque of the second power source increases.

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