Vehicle drive device

Abstract

To provide a vehicular driving device that can be made compact when a power distribution device is transversely mounted.SOLUTION: A third rotation element R and a propeller shaft 32 together are connected to a power transmission member 38d that transmits power from a power source to the third rotation element, arranged coaxially with a pair of drive shafts, at one wheel side of left and right wheels in an axial direction of a power distribution device 26 with respect to the power distribution device arranged coaxially with the pair of drive shafts 30, which can make a vehicular driving device compact when the power distribution device is transversely mounted.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a vehicle drive device provided with a power distribution device that distributes power to a front wheel and a rear wheel.

Background Art

[0002] A vehicle drive device including a power source, a power distribution device that distributes power from the power source to a front wheel and a rear wheel, a differential device that distributes power to left and right wheels in the forward and backward direction of one of the front wheel and the rear wheel, and a propeller shaft that transmits power to the other of the front wheel and the rear wheel is well known. For example, the power transmission device described in Patent Document 1 is such a device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the power transmission device described in Patent Document 1, the power distribution device is vertically disposed. That is, in the vehicle drive device, a vertical arrangement form is adopted in which the power distribution device is arranged on an axis parallel to the forward and backward direction of the vehicle. Here, when the power distribution device is horizontally disposed, that is, when the power distribution device is arranged coaxially with a pair of drive shafts arranged in the vehicle width direction orthogonal to the forward and backward direction, downsizing of the vehicle drive device is required.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a vehicle drive device capable of achieving compactification when the power distribution device is placed horizontally.

Means for Solving the Problems

[0006] The gist of the first invention is as follows: (a) a power source, a power distribution device that distributes the power from the power source to the front wheels and the rear wheels, a differential device that distributes power to the left and right wheels in the forward and backward directions of one of the front wheels and the rear wheels, a pair of drive shafts that transmit power to the left and right wheels, and a propeller shaft that transmits power to the other of the front wheels and the rear wheels. The power distribution device includes a rotating machine, a differential mechanism having a first rotating element to which the rotating machine is connected, a second rotating element to which the differential device is connected, and a third rotating element to which the propeller shaft is connected. A vehicle drive device, wherein (b) the power distribution device is arranged coaxially with the pair of drive shafts, and (c) The vehicle drive device is further includes a power transmission member that is arranged coaxially with the pair of drive shafts and transmits the power from the power source to the third rotating element, and (d) on one of the left and right wheels on the axial direction of the power distribution device with respect to the power distribution device, both the third rotating element and the propeller shaft are connected to the power transmission member. such that it further includes an engagement device that selectively connects the third rotating element and the propeller shaft and selectively connects the third rotating element and the power transmission member. That's it.

[0008] Also, the first 2The gist of the invention is as follows: (a) a power source, a power distribution device that distributes the power from the power source to the front wheels and the rear wheels, a differential device that distributes power to the left and right wheels in the forward and backward direction of one of the front and rear wheels, a pair of drive shafts that transmit power to the left and right wheels, and a propeller shaft that transmits power to the other of the front and rear wheels, wherein the power distribution device includes a rotating machine, a differential mechanism having a first rotating element to which the rotating machine is connected, a second rotating element to which the differential device is connected, and a third rotating element to which the propeller shaft is connected, and is a vehicle drive device, (b) the power distribution device is arranged coaxially with the pair of drive shafts, (c) The vehicle drive device is further includes a power transmission member that is arranged coaxially with the pair of drive shafts and transmits the power from the power source to the second rotating element, and (d) on one of the left and right wheels on the wheel side in the axial direction of the power distribution device with respect to the power distribution device, both the second rotating element and the differential device are connected to the power transmission member such that it further includes an engagement device that selectively connects the second rotating element and the differential device and selectively connects the second rotating element and the power transmission member. is what it is.

[0010] Also, the 3 invention The gist is as follows: (a) a power source, a power distribution device that distributes the power from the power source to the front wheels and the rear wheels, a differential device that distributes the power to the left and right wheels in the forward and backward direction of one of the front and rear wheels, a pair of drive shafts that transmit the power to the left and right wheels, and a propeller shaft that transmits the power to the other of the front and rear wheels. The power distribution device includes a rotating machine, a differential mechanism having a first rotating element to which the rotating machine is connected, a second rotating element to which the differential device is connected, and a third rotating element to which the propeller shaft is connected. (b) The power distribution device is arranged coaxially with the pair of drive shafts. (c) The vehicle drive device further includes a power transmission member that is arranged coaxially with the pair of drive shafts and transmits the power from the power source to the second rotating element. (d) On one of the left and right wheels side in the axial direction of the power distribution device with respect to the power distribution device, both the second rotating element and the differential device are connected to the power transmission member. (e) further includes an engagement device that selectively connects the third rotating element and the propeller shaft.

Effect of the Invention

[0011] According to the first invention, on one of the left and right wheels on the wheel side in the axial direction of the power distribution device arranged coaxially with the pair of drive shafts, both the third rotating element and the propeller shaft are connected to the power transmission member that is arranged coaxially with the pair of drive shafts and transmits the power from the power source to the third rotating element. Therefore, when the power distribution device is arranged horizontally, the vehicle drive device can be made more compact. In addition, since an engagement device that selectively connects the third rotating element and the propeller shaft and selectively connects the third rotating element and the power transmission member is further provided, it is possible to switch between all-wheel drive and rear-wheel drive or front-wheel drive, and the configuration for interrupting the power transmission from the power source to the power distribution device and thus to the differential device can be made simple.

[0013] Also, the 2According to the invention, on one of the left and right wheels in the axial direction of the power distribution device with respect to the power distribution device arranged coaxially with a pair of drive shafts, on the wheel side of one of the wheels, both the second rotating element and the differential device are arranged coaxially with the pair of drive shafts and are connected to a power transmission member that transmits the power from the power source to the second rotating element. Therefore, when the power distribution device is placed horizontally, the compactness of the vehicle drive device can be achieved. In addition, an engagement device is further provided for selectively connecting the second rotating element and the differential device and selectively connecting the second rotating element and the power transmission member. Therefore, it is possible to switch between all-wheel drive and rear-wheel drive or front-wheel drive, and the configuration for interrupting the power transmission from the power source to the power distribution device and thus to the propeller shaft can be made simple.

[0015] Also, according to the invention of 3 On one wheel side of the left and right wheels in the axial direction of the power distribution device with respect to the power distribution device arranged coaxially with the pair of drive shafts, both the second rotating element and the differential device are connected to a power transmission member that transmits the power from the power source to the second rotating element and is arranged coaxially with the pair of drive shafts. Therefore, when the power distribution device is placed horizontally, the vehicle drive device can be made more compact. Also, Since an engagement device that selectively connects the third rotating element and the propeller shaft is further provided, it is possible to switch between four-wheel drive and rear-wheel drive or front-wheel drive, and the configuration for interrupting the power transmission to the propeller shaft can be made simple.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

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Figure 8

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Figure 12

Figure 13

Mode for Carrying Out the Invention

[0017] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0018] FIG. 1 is a diagram for explaining the schematic configuration of a vehicle drive device 10 provided in a vehicle 8 to which the present invention is applied, and is also a diagram for explaining the control functions and main parts of the control system for various controls in the vehicle drive device 10. In FIG. 1, the vehicle drive device 10 includes an engine 12 (see "ENG" in the figure) that functions as a power source, a TM rotating machine MGM, and a TF rotating machine MGF. The vehicle 8 is a hybrid vehicle. Further, the vehicle drive device 10 includes a pair of left and right front wheels 14, a pair of left and right rear wheels 16, and a power transmission device 18. The power transmission device 18 is a vehicle power transmission device that transmits power from the engine 12 and the like to the front wheels 14 and the rear wheels 16, respectively.

[0019] The TF rotating machine MGF is a rotating machine provided in a transfer 26 described later. The engine 12 and the TM rotating machine MGM are power sources not provided in the transfer 26, and are the first power source PU1. The TM rotating machine MGM is the first rotating machine. The TF rotating machine MGF is a second power source PU2 that is used as a power source for driving the vehicle 8 in place of or in addition to the first power source PU1, and is the second rotating machine.

[0020] The vehicle 8 is an all-wheel drive vehicle capable of distributing a part of the torque transmitted to the rear wheels 16 by the vehicle drive device 10 to the front wheels 14. In addition to rear-wheel drive that transmits torque only to the rear wheels 16, the vehicle drive device 10 can also perform front-wheel drive that transmits torque only to the front wheels 14. Since the vehicle 8 has two front wheels 14 and two rear wheels 16 respectively, and has four wheels in total, it is also a four-wheel drive vehicle. In this embodiment, all-wheel drive (= AWD) and four-wheel drive (= 4WD) are the same. Further, rear-wheel drive and front-wheel drive are each two-wheel drive (= 2WD).

[0021] The engine 12 is a known internal combustion engine. The engine 12 is controlled by an engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, etc. provided in the vehicle drive device 10 by an electronic control device 90 described later, so that the engine torque Te, which is the torque of the engine 12, is controlled.

[0022] The rotating machine MGM for TM and the rotating machine MGF for TF are each an electric motor that functions as a known motor-generator. This electric motor is a rotating electrical machine having a function as a generator that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power. The rotating machine MGM for TM and the rotating machine MGF for TF are each connected to a battery 54 provided in the vehicle drive device 10 via an inverter 52 provided in the vehicle drive device 10. The rotating machine MGM for TM and the rotating machine MGF for TF are each controlled by an inverter 52 controlled by an electronic control device 90 described later, so that the MGM torque Tmgm, which is the torque of the rotating machine MGM for TM, and the MGF torque Tmgf, which is the torque of the rotating machine MGF for TF, are controlled. The MGM torque Tmgm and the MGF torque Tmgf each become a driving torque (also agreed to be a motor torque) when the rotating machine functions as a generator, and a regenerative torque (also agreed to be a power generation torque) when the rotating machine functions as a generator. The battery 54 is a power storage device that exchanges power with each of the rotating machine MGM for TM and the rotating machine MGF for TF. The power is also agreed to be electrical energy unless otherwise distinguished. The power is also agreed to be a driving force, torque, and force unless otherwise distinguished.

[0023] The power transmission device 18 includes a case 20 as a fixed member (non-rotating member), which is a transaxle case. The power transmission device 18 includes a torque converter 22 (see "T / C" in the figure), an automatic transmission 24 (see "A / T" in the figure), a transfer 26 (see "T / F" in the figure), and a front differential 28 (see "FDiff" in the figure) in the case 20. Further, the power transmission device 18 includes a pair of left and right front drive shafts 30, a rear propeller shaft 32, a rear differential 34 (see "RDiff" in the figure), and a pair of left and right rear drive shafts 36. The rotating machine MGM for TM is provided in the case 20.

[0024] In the vehicle drive device 10, the torque converter 22 and the automatic transmission 24 transmit the power from the first power source PU1 to the transfer 26. The transfer 26 is a power distribution device that distributes the power from the first power source PU1 to the front wheels 14 and the rear wheels 16. The front differential 28 is a differential device that distributes the power to the left and right wheels in the forward and backward directions of the front wheels 14, which are one of the front wheels 14 and the rear wheels 16. The pair of left and right front drive shafts 30 is a pair of drive shafts that transmit the power to the left and right wheels of the front wheels 14. The rear propeller shaft 32 is a propeller shaft that transmits the power to the rear wheels 16, which are the other of the front wheels 14 and the rear wheels 16. The rear differential 34 is a differential device that distributes the power to the left and right wheels in the forward and backward directions of the rear wheels 16. The pair of left and right rear drive shafts 36 is a pair of drive shafts that transmit the power to the left and right wheels of the rear wheels 16.

[0025] FIG. 2 is a diagram for explaining the schematic configuration of the power transmission device 18. In FIG. 2, the torque converter 22 and the automatic transmission 24 are arranged coaxially with the engine 12 and the TM rotary machine MGM. The torque converter 22 and the automatic transmission 24 are interposed in the power transmission path between the first power source PU1 and the transfer 26. The automatic transmission 24 is interposed in the power transmission path between the torque converter 22 and the transfer 26. The TM rotary machine MGM is connected to be power-transmittable in the power transmission path between the engine 12 and the torque converter 22.

[0026] The power transmission device 18 includes a reduction gear mechanism 38 connected to the AT output gear 24a which is an output rotating member of the automatic transmission 24. The reduction gear mechanism 38 includes a driven gear 38a meshing with the AT output gear 24a, a driven shaft 38b fixedly securing the driven gear 38a in a non-rotatable relative manner, a final gear 38c fixedly secured to the driven shaft 38b in a non-rotatable relative manner, and a TF input gear 38d meshing with the final gear 38c. The final gear 38c is a gear with a smaller diameter than the driven gear 38a. The TF input gear 38d is connected to the transfer 26. The automatic transmission 24 and the transfer 26 are connected via the reduction gear mechanism 38.

[0027] The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, a plurality of sets of planetary gear devices such as a first planetary gear device 24b and a second planetary gear device 24c, and a plurality of engaging devices including a one-way clutch F1, a clutch C1, a clutch C2, a brake B1, and a brake B2. The clutch C1, the clutch C2, the brake B1, and the brake B2 are known hydraulic friction engaging devices. The automatic transmission 24 forms, for example, four forward gear stages when any one of the plurality of engaging devices is engaged. The gear stage formed by the automatic transmission 24 according to the driver's accelerator operation, vehicle speed V, etc. is switched by an electronic control device 90 described later.

[0028] The transfer 26 includes, for example, a TF rotating machine MGF, a differential mechanism 40, a TF clutch CF1, a TF brake BF1, a switching clutch CD1, a TF output gear 26a, and a TF transmission member 26b arranged on a common rotating shaft. The common rotating shaft in the transfer 26 is a pair of left and right front drive shafts 30. That is, the transfer 26 is arranged coaxially with the pair of left and right front drive shafts 30.

[0029] The clutch CF1 for the transfer (TF), the brake BF1 for the TF, and the clutch CD1 for switching are each known wet hydraulic friction engagement devices configured by multi-plate or single-plate engagement devices pressed by hydraulic actuators. The clutch CF1 for the TF has its torque capacity CF1 torque Tcf1 varied by the CF1 hydraulic pressure PRcf1, which is the regulated hydraulic pressure of the clutch CF1 for the TF supplied from the hydraulic control circuit 56 (see FIG. 1) provided in the vehicle drive device 10, thereby switching the operating state, that is, the control state. As the control state of the clutch CF1 for the TF, there are a released state in which the clutch CF1 for the TF is completely released (the completely released state is also agreed), a slip state in which the clutch CF1 for the TF is engaged with slippage (the slip engagement state is also agreed), and an engaged state in which the clutch CF1 for the TF is completely engaged (the completely engaged state is also agreed). The brake BF1 for the TF also has its control state switched by varying the BF1 torque Tbf1 by the BF1 hydraulic pressure PRbf1 supplied from the hydraulic control circuit 56, similarly to the clutch CF1 for the TF. The clutch CD1 for switching also has its control state switched by varying the CD1 torque Tcd1 by the CD1 hydraulic pressure PRcd1 supplied from the hydraulic control circuit 56, similarly to the clutch CF1 for the TF. The hydraulic control circuit 56 is controlled by an electronic control device 90 described later.

[0030] The TF output gear 26a is connected to the TF input gear 38d. One side of the TF transmission member 26b is connected to the differential mechanism 40, and the other side is connected to be power-transmittable to the TF input gear 38d and the TF output gear 26a via the switching clutch CD1. The TF input gear 38d is arranged coaxially with the pair of left and right front drive shafts 30, similarly to the transfer 26.

[0031] The TF output gear 26a forms a bevel gear with the PS gear 32a of the rear propeller shaft 32 and is connected to be power-transmittable to the rear propeller shaft 32. Thereby, the power from the first power source PU1 is transmitted from the TF input gear 38d to the rear propeller shaft 32 via this bevel gear (26a, 32a).

[0032] The differential mechanism 40 is configured by a single-pinion type planetary gear device, and includes a sun gear S, a carrier CA, and a ring gear R. A TF rotation machine MGF is connected to the sun gear S so as to be able to transmit power. The carrier CA is connected to the front differential 28. The ring gear R is selectively connected to the case 20 via a TF brake BF1. Further, the ring gear R is connected to a TF transmission member 26b, and is selectively connected to a TF input gear 38d and a TF output gear 26a via a switching clutch CD1. That is, the ring gear R is selectively connected to the rear propeller shaft 32 via the switching clutch CD1.

[0033] In the transfer 26, when the switching clutch CD1 is in an engaged state or a slip state, for example, part of the power from the TF input gear 38d is input to the ring gear R of the differential mechanism 40. The sun gear S and the carrier CA are selectively connected via a TF clutch CF1. The TF clutch CF1 is an engaging device that selectively connects the sun gear S and the carrier CA. The TF brake BF1 is an engaging device that selectively connects the ring gear R to the case 20.

[0034] FIG. 3 is a collinear diagram showing the relative relationship of the rotational speeds of the respective rotating elements in the transfer 26. In FIG. 3, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 40 constituting the transfer 26 are, in order from the left, 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, and are axes representing them respectively. A vertical line Y0 shown to the left of the vertical line Y1 is an axis representing the rotational speeds of the TF input gear 38d and the TF output gear 26a corresponding to the input / output rotating element REIO.

[0035] When expressed using the nomogram of FIG. 3, in the transfer 26, the input / output rotating element REIO is selectively connected to the ring gear R via the switching clutch CD1 and is connected to the rear propeller shaft 32. Further, the input / output rotating element REIO is connected to the first power source PU1 so that power can be transmitted via the torque converter 22 and the automatic transmission 24.

[0036] In the differential mechanism 40, the first rotating element RE1 is connected to the TF rotating machine MGF so that power can be transmitted. The second rotating element RE2 is connected to the front differential 28. The third rotating element RE3 is selectively connected to the TF output gear 26a, that is, the rear propeller shaft 32 via the switching clutch CD1 and is selectively connected to the case 20 via the TF brake BF1. Further, the third rotating element RE3 is selectively connected to the TF input gear 38d via the switching clutch CD1. The TF input gear 38d is a power transmission member that transmits the power from the first power source PU1 to the third rotating element RE3. The switching clutch CD1 is an engagement device that selectively connects the third rotating element RE3 and the rear propeller shaft 32, and the third rotating element RE3 and the TF input gear 38d. The first rotating element RE1 and the second rotating element RE2 are selectively connected via the TF clutch CF1. The TF clutch CF1 is an engagement device that selectively connects any two of the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3. In the differential mechanism 40, the relationship between the rotational speeds of the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3 is shown by the straight line Lcd.

[0037] In the differential mechanism 40, when the TF clutch CF1 is engaged and the TF brake BF1 is released, the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3 are integrally rotated. On the other hand, in the differential mechanism 40, when the TF clutch CF1 is released and the TF brake BF1 is engaged, the rotational speed of the second rotating element RE2 is decelerated with respect to the rotational speed of the first rotating element RE1. Therefore, the differential mechanism 40 functions as a transmission in which a high gear stage is selectively formed by engaging the TF clutch CF1 and a low gear stage is selectively formed by engaging the TF brake BF1 by adding the TF clutch CF1 and the TF brake BF1.

[0038] Further, when both the TF clutch CF1 and the TF brake BF1 are released, the differential mechanism 40 can exert a differential action. Therefore, the differential mechanism 40 functions as a center differential. At this time, in the transfer 26, when the switching clutch CD1 is in the engaged state or the slip state, the differential mechanism 40 can distribute the torque from the first power source PU1 input to the third rotating element RE3 to the second rotating element RE2 by the reaction torque of the TF rotating machine MGF connected to the first rotating element RE1. Further, instead of applying the reaction torque of the TF rotating machine MGF, the differential mechanism 40 can distribute the torque from the first power source PU1 input to the third rotating element RE3 to the second rotating element RE2 by restricting the differential action of the differential mechanism 40 by setting the TF clutch CF1 in the slip state or the engaged state. In this way, the transfer 26 is a torque distribution device that distributes a part of the torque from the first power source PU1 transmitted to the TF input gear 38d to the front differential 28. Thereby, the transfer 26 can distribute torque to the front wheels 14 and the rear wheels 16.

[0039] FIG. 4 is an operation engagement table for explaining the relationship between each mode established in the transfer 26 and the control state of each engagement device in the transfer 26. In FIG. 4, "○" represents engagement, a blank represents release, and "○ slip control" represents that the corresponding engagement device is controlled in a slip state, that is, slip-controlled.

[0040] The "BEV (FF) high" mode (also referred to as the m1 mode) with number m1 and the "BEV (FF) low" mode (also referred to as the m2 mode) with number m2 are realized by engaging either one of the TF clutch CF1 and the TF brake BF1 and releasing the switching clutch CD1. The m1 mode and the m2 mode are each a mode in which power from the TF rotating machine MGF is transmitted to the front wheel 14 side in the differential mechanism 40 in which a high gear stage is formed by the engagement state of the TF clutch CF1 or a low gear stage is formed by the engagement state of the TF brake BF1. The m1 mode and the m2 mode are each a motor drive mode (= BEV drive mode) in which motor running (= BEV running) is possible with only the TF rotating machine MGF as a power source with the operation of the first power source PU1 stopped, for example. Each BEV running in the m1 mode and the m2 mode is realized by front-wheel drive running.

[0041] The "BEV_LSD" mode (also referred to as the m3 mode) with number m3 is realized by engaging the TF clutch CF1 and releasing the TF brake BF1 and slip-controlling the switching clutch CD1. The m3 mode is also a BEV drive mode. The m3 mode is a mode in which the torque of the TF rotating machine MGF is distributed to the front wheel 14 and the rear wheel 16 at an arbitrary desired ratio according to the torque capacity of the switching clutch CD1 with the differential mechanism 40 in a state equivalent to the high gear stage. That is, in the m3 mode, in the BEV drive mode, by adjusting the torque capacity of the switching clutch CD1, AWD running in which the torque distribution ratio Rx can be arbitrarily changed is possible.

[0042] The torque distribution ratio Rx is the ratio of the torque from the power sources (12, MGM, MGF) distributed to the front wheels 14 and the rear wheels 16. The torque distribution ratio Rx can be represented, for example, by the ratio of the torque transmitted to the rear wheels 16 to the total torque transmitted from the power source to the rear wheels 16 and the front wheels 14, that is, the rear-wheel side distribution rate Xr. Alternatively, the torque distribution ratio Rx can be represented, for example, by the ratio of the torque transmitted to the front wheels 14 to the total torque transmitted from the power source to the rear wheels 16 and the front wheels 14, that is, the front-wheel side distribution rate Xf (= 1 - Xr).

[0043] The "BEV_Lock" mode (also referred to as the m4 mode) of number m4 is realized by engaging the TF clutch CF1 and releasing the TF brake BF1, and engaging the switching clutch CD1. The m4 mode is also a BEV driving mode. The m4 mode is a mode in which the differential mechanism 40 is in the deflocked state, and the torque of the TF rotating machine MGF is distributed to the front wheels 14 and the rear wheels 16 at a fixed ratio. That is, in the m4 mode, in the BEV driving mode, AWD driving with the torque distribution ratio Rx fixed at, for example, 50 [%] is possible.

[0044] In each of the BEV driving modes in the m1 mode, m2 mode, m3 mode, and m4 mode, for example, by setting the automatic transmission 24 to the neutral state where power transmission is impossible, the dragging of the engine 12 that has stopped operating can be eliminated.

[0045] The "first power source torque split" mode with number m5 (also referred to as the m5 mode) is realized by releasing both the clutch CF1 for TF and the brake BF1 for TF and engaging the switching clutch CD1. In the m5 mode, for example, when the differential mechanism 40 is in a state equivalent to the high gear stage, the torque from the first power source PU1 transmitted from the TF input gear 38d to the ring gear R of the differential mechanism 40 via the switching clutch CD1 is borne by the sun gear S by the reaction torque of the TF rotating machine MGF. Thus, it is a mode that distributes the torque of the first power source PU1 to the front wheels 14 and the rear wheels 16 at an arbitrary desired ratio according to the reaction torque of the TF rotating machine MGF. In the m5 mode in the transfer 26, the TF rotating machine MGF is driven to generate power. The m5 mode is, for example, a hybrid drive mode (i.e., HEV drive mode) in which at least the first power source PU1 (especially the engine 12) can be used as a power source for engine running, that is, hybrid running (= HEV running). That is, in the m5 mode, in the HEV drive mode, by controlling the torque of the TF rotating machine MGF, AWD running with an arbitrarily changeable torque distribution ratio Rx is possible.

[0046] The "first power source LSD" mode with number m6 (also referred to as the m6 mode) is realized by slip - controlling the clutch CF1 for TF, releasing the brake BF1 for TF, and engaging the switching clutch CD1. The m6 mode is also an HEV drive mode. In the m6 mode, for example, when the differential mechanism 40 is in a state equivalent to the high gear stage, due to the limitation of the differential action of the differential mechanism 40 by the slip state of the clutch CF1 for TF, the torque of the first power source PU1 is distributed to the front wheels 14 and the rear wheels 16 at an arbitrary desired ratio according to the torque capacity of the clutch CF1 for TF. That is, in the m6 mode, in the HEV drive mode, by adjusting the torque capacity of the clutch CF1 for TF, AWD running with an arbitrarily changeable torque distribution ratio Rx is possible. In the m6 mode, it is possible to add the power from the TF rotating machine MGF to the driving torque Tr.

[0047] The "First power source Lock" mode (also referred to as the m7 mode) with number m7 is realized by engaging the TF clutch CF1 and releasing the TF brake BF1, and engaging the switching clutch CD1. The m7 mode is also an HEV driving mode. In the m7 mode, the differential mechanism 40 is in the de-lock state, and it is a mode that distributes the torque from the first power source PU1 to the front wheels 14 and the rear wheels 16 at a fixed ratio. That is, in the m7 mode, in the HEV driving mode, AWD driving with the torque distribution ratio Rx fixed at, for example, 50 [%] is possible. In the m7 mode, it is possible to add the power from the TF rotating machine MGF to the driving torque Tr.

[0048] The "First power source two-wheel drive (FR)" mode (also referred to as the m8 mode) with number m8 is realized by releasing all of the TF clutch CF1, the TF brake BF1, and the switching clutch CD1. The m8 mode is also an HEV driving mode. The m8 mode is a mode in which the rear wheels are driven only by the power from the first power source PU1.

[0049] In addition, for example, in the control states of the respective engaging devices in the transfer 26, which are equivalent to each of the m1 mode, the m2 mode, and the m3 mode, it is possible to operate the first power source PU1 and make the automatic transmission 24 in the power transmission state, thereby establishing another mode in which AWD driving is possible in the HEV driving mode.

[0050] Returning to FIG. 1, the hydraulic control circuit 56 is supplied with the hydraulic oil OIL discharged by a mechanical oil pump (not shown) driven by, for example, the first power source PU1 provided in the vehicle drive device 10 or an electric oil pump (not shown) driven by a dedicated motor. The hydraulic control circuit 56 supplies the CF1 hydraulic pressure PRcf1, the BF1 hydraulic pressure PRbf1, the CD1 hydraulic pressure PRcd1, etc., each adjusted based on the hydraulic oil OIL discharged by the oil pump.

[0051] The vehicle drive device 10 includes an electronic control unit 90 as a controller that controls a power source (12, MGM, MGF), a transfer 26, and the like. The electronic control unit 90 includes, for example, a so-called microcomputer equipped with a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU performs signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM, thereby executing various controls of the vehicle drive device 10.

[0052] Various signals (for example, engine rotation speed Ne, MGM rotation speed Nmgm, TF output rotation speed Nof which is the rotation speed of the TF output gear 26a corresponding to the vehicle speed V, MGF rotation speed Nmgf, accelerator opening θacc, throttle valve opening θth, brake-on signal Bon, shift operation position POSsh, yaw rate Ryaw, steering angle θsw and steering direction Dsw of the steering wheel, operating oil temperature THoil, lock mode on signal LOCKon, etc.) based on detection values by various sensors (for example, engine rotation speed sensor 60, MGM rotation speed sensor 62, vehicle speed sensor 64, MGF rotation speed sensor 66, accelerator opening sensor 68, throttle valve opening sensor 70, brake pedal sensor 72, shift position sensor 74, yaw rate sensor 76, steering sensor 78, oil temperature sensor 80, differential lock selection switch 82, etc.) provided in the vehicle drive device 10 are respectively supplied to the electronic control unit 90.

[0053] The differential lock selection switch 82 is provided, for example, near the driver's seat. The differential lock selection switch 82 is a switch that is operated to the on state by the driver when the differential mechanism 40 is set to the differential lock state in the transfer 26.

[0054] From the electronic control device 90, various command signals (for example, engine control command signal Se, MGM control command signal Smgm, MGF control command signal Smgf, hydraulic control command signal Sat for controlling the control state of the engagement device related to the control of the automatic transmission 24, hydraulic control command signal Scbf for controlling the control states of the TF clutch CF1, TF brake BF1, and switching clutch CD1 related to the control of the transfer 26, brake control command signal Sb for controlling the wheel brake force, information notification control command signal Sinf for notifying the driver of various information, etc.) are output to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, wheel brake device 84, information notification device 86, etc.) provided in the vehicle 8, respectively.

[0055] In the vehicle drive device 10, although the automatic transmission 24 is a stepped transmission, it can form a continuously variable transmission as a whole by using the electrical path from the TM rotary machine MGM to the TF rotary machine MGF. The above electrical path is one of the power transmission paths of the engine power Pe, and it is an electrical path through which power is transmitted electrically by the power transfer between the TM rotary machine MGM and the TF rotary machine MGF. In the power transmission path of the engine power Pe, there is a mechanical path, which is a mechanical path through which power is mechanically transmitted via the torque converter 22 and the automatic transmission 24, separately from the above electrical path.

[0056] The electronic control device 90 can change the engine operating point to the fuel consumption optimal point on the fuel consumption optimal line without changing the required engine power Pedem, for example, by generating electricity with the TM rotary machine MGM using a part of the engine power Pe. The power generated by the TM rotary machine MGM is supplied to the TF rotary machine MGF through the above electrical path and is converted into mechanical power by the TF rotary machine MGF. The engine operating point is the operating point of the engine 12, that is, the operating point represented by the engine rotational speed Ne and the engine torque Te. The fuel consumption optimal line is a series of fuel consumption optimal points determined in advance as the engine operating points that are optimal for improving the fuel consumption of the engine 12 where the fuel consumption of the engine 12 is the best.

[0057] The electronic control unit 90 determines which mode among the various modes (see FIG. 4) in the transfer 26 is to be established based on driving states such as, for example, vehicle speed V, accelerator opening θacc, yaw rate Ryaw, steering angle θsw and steering direction Dsw, lock mode on signal LOCKon, and wheel slip ratios of the front and rear wheels, and outputs various control command signals for establishing the determined mode. The various control command signals are, for example, hydraulic control command signals Scbf for the TF clutch CF1, TF brake BF1, and switching clutch CD1.

[0058] In the electronic control unit 90, in, for example, the "BEV_LSD" mode, "first power source torque split" mode, or "first power source LSD" mode, the driving state of the vehicle 8 is determined based on the vehicle speed V, accelerator opening θacc, yaw rate Ryaw, steering angle θsw, steering direction Dsw, etc., and a target value of the torque distribution ratio Rx corresponding to the determined driving state is set.

[0059] Here, in the vehicle drive device 10, the transfer 26 is of a so-called transverse type. That is, the transfer 26 is arranged coaxially with a pair of left and right front drive shafts 30 arranged in the vehicle width direction orthogonal to the forward and reverse directions (see FIG. 2). That is, the rotation axis center of the transfer 26 is made coaxial with the pair of left and right front drive shafts 30. In the vehicle drive device 10, when the transfer 26 is of a transverse type, compactness is achieved.

[0060] Referring to FIG. 2, in the power transmission device 18, with respect to the transfer 26, particularly with respect to the differential mechanism 40, on one wheel side of the left and right wheels of the front wheels 14 in the axial direction of the transfer 26, that is, in the vehicle width direction, the third rotating element RE3 (ring gear R) and the rear propeller shaft 32 are both connected to the TF input gear 38d. That is, in the vehicle drive device 10, on one wheel side (left wheel side with respect to the forward direction) in the vehicle width direction with respect to the transfer 26, the TF transmission member 26b connected to the ring gear R of the differential mechanism 40 is connected to the TF input gear 38d, and the TF output gear 26a connected to the rear propeller shaft 32 is connected to the TF input gear 38d. In FIG. 2, for the sake of clearly showing the TF input gear 38d, the TF input gear 38d is shown in thick line for convenience.

[0061] In the power transmission device 18, the bevel gears (26a, 32a) for transmitting power from the TF input gear 38d to the rear propeller shaft 32 are arranged on the TF input gear 38d. In the power transmission device 18, the TF input gear 38d, the transfer 26, and the front differential 28 are arranged in order in the axial direction parallel to the pair of left and right front drive shafts 30.

[0062] As described above, according to the present embodiment, on one wheel side of the left and right wheels in the axial direction of the transfer 26 with respect to the transfer 26 arranged coaxially with the pair of left and right front drive shafts 30, the third rotating element RE3 and the rear propeller shaft 32 are both connected to the TF input gear 38d arranged coaxially with the pair of left and right front drive shafts 30. Therefore, when the transfer 26 is placed horizontally, the vehicle drive device 10 can be made more compact.

[0063] Further, according to the present embodiment, since the switching clutch CD1 that selectively connects the third rotating element RE3 and the rear propeller shaft 32, and the third rotating element RE3 and the TF input gear 38d is provided, it is possible to switch between AWD and 2WD, and the configuration for blocking the power transmission from the first power source PU1 to the transfer 26 and thus to the front differential 28 can be made simple.

[0064] Next, another embodiment of the present invention will be described. In the following description, the same reference numerals are given to the parts common to the embodiments, and the description thereof will be omitted.

Embodiment

[0065] FIG. 5 is a diagram for explaining a schematic configuration of a power transmission device 100 different from the power transmission device 18 of FIG. 2 of the above-described embodiment, and in the vehicle drive device 10, it is replaced with the power transmission device 18. In FIG. 5, the main difference between the power transmission device 100 and the power transmission device 18 is that the arrangement position of the front differential 28 is different. Therefore, in the power transmission device 100, the connection relationship between the members is the same as that of the power transmission device 18, the collinearity diagram in the transfer 26 is the same as that in FIG. 3, and the operation engagement table in the transfer 26 is the same as that in FIG. 4.

[0066] In the power transmission device 100, the TF input gear 38d, the front differential 28, and the transfer 26 are arranged in order in the axial direction parallel to the pair of left and right front drive shafts 30. At this time, the TF input gear 38d and the front differential 28 are arranged at positions that overlap when viewed in the radial direction from the rotation axes of the pair of left and right front drive shafts 30. That is, the TF input gear 38d and the front differential 28 are arranged so that their positions in the axial direction parallel to the pair of left and right front drive shafts 30 overlap. In FIG. 5, for the sake of clearly showing the TF input gear 38d, the TF input gear 38d is shown in thick line for convenience.

[0067] As described above, according to this embodiment, similar to the aforementioned Embodiment 1, when the transfer 26 is placed horizontally, the vehicle drive device 10 can be made more compact. Also, it is possible to switch between AWD and 2WD, and the configuration for blocking the power transmission from the first power source PU1 to the transfer 26 and then to the front differential 28 can be made simple.

Embodiment

[0068] FIG. 6 is a diagram for explaining the schematic configuration of a power transmission device 200 different from the power transmission device 18 in FIG. 2 of the aforementioned embodiment, and in the vehicle drive device 10, it is replaced with the power transmission device 18. In FIG. 6, the main difference between the power transmission device 200 and the power transmission device 18 is that the transfer 26 is replaced with a transfer 210.

[0069] The transfer 210 is a power distribution device that distributes the power from the first power source PU1 to the front wheels 14 and the rear wheels 16. The transfer 210 includes a TF rotating machine MGF, a differential mechanism 220, a TF clutch CF1, a TF brake BF1, a switching clutch CD1, a TF output member 210a, and a TF transmission member 210b, etc., which are arranged on a common rotating shaft. The common rotating shaft in the transfer 210 is a pair of left and right front drive shafts 30. That is, the transfer 210 is arranged coaxially with the pair of left and right front drive shafts 30.

[0070] The TF output member 210a is connected to the TF input gear 38d. One side of the TF transmission member 210b is connected to the differential mechanism 220, and the other side is connected to the TF input gear 38d and the TF output member 210a. One side and the other side of the TF transmission member 210b are connected so as to be power-transmittable via the switching clutch CD1. The TF output member 210a is connected to the front differential 28. Thereby, the power from the first power source PU1 is transmitted from the TF input gear 38d to the front differential 28 via the TF output member 210a.

[0071] The differential mechanism 220 is configured by a single pinion type planetary gear device and includes a sun gear S, a carrier CA, and a ring gear R. A TF rotation machine MGF is connected to the sun gear S so as to be able to transmit power. The carrier CA is connected to the rear propeller shaft 32 via bevel gears. The ring gear R is selectively connected to the case 20 via a TF brake BF1. Further, the ring gear R is connected to a TF transmission member 210b and is selectively connected to a TF input gear 38d and a TF output member 210a via a switching clutch CD1. That is, the ring gear R is selectively connected to the front differential 28 via the switching clutch CD1. In the transfer 210, when the switching clutch CD1 is in an engaged state or a slip state, for example, part of the power from the TF input gear 38d is input to the ring gear R of the differential mechanism 220.

[0072] FIG. 7 is a collinear diagram showing the relative relationship of the rotational speeds of the respective rotating elements in the transfer 210. In FIG. 7, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 220 constituting the transfer 210 are, in order from the left, 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 third rotating element RE3, and the rotational speed of the ring gear R corresponding to the second rotating element RE2, respectively. The vertical line Y0 shown to the left of the vertical line Y1 is an axis representing the rotational speeds of the TF input gear 38d and the TF output member 210a corresponding to the input / output rotating element REIO.

[0073] Expressed using the collinear diagram of FIG. 7, in the transfer 210, the input / output rotating element REIO is selectively connected to the ring gear R via the switching clutch CD1 and is connected to the front differential 28. Further, the input / output rotating element REIO is connected to the first power source PU1 so as to be able to transmit power via the torque converter 22 and the automatic transmission 24.

[0074] In the differential mechanism 220, the first rotating element RE1 is connected to the rotation machine MGF for TF in a power-transmittable manner. The third rotating element RE3 is connected to the rear propeller shaft 32. The second rotating element RE2 is selectively connected to the TF output member 210a, i.e., the front differential 28, via the switching clutch CD1, and is selectively connected to the case 20 via the TF brake BF1. Also, the second rotating element RE2 is selectively connected to the TF input gear 38d via the switching clutch CD1. In the power transmission device 200, the TF input gear 38d is a power transmission member that transmits the power from the first power source PU1 to the second rotating element RE2. In the power transmission device 200, the switching clutch CD1 is an engagement device that selectively connects the second rotating element RE2 and the front differential 28, and the second rotating element RE2 and the TF input gear 38d. The first rotating element RE1 and the third rotating element RE3 are selectively connected via the TF clutch CF1.

[0075] In the differential mechanism 220, when the TF clutch CF1 is engaged and the TF brake BF1 is released, the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3 are integrally rotated. On the other hand, in the differential mechanism 220, when the TF clutch CF1 is released and the TF brake BF1 is engaged, the rotational speed of the third rotating element RE3 is decelerated with respect to the rotational speed of the first rotating element RE1.

[0076] Furthermore, the differential mechanism 220 functions as a center differential. At this time, in the transfer 210, when the switching clutch CD1 is in the engaged state or the slip state, the differential mechanism 220 can distribute the torque from the first power source PU1 input to the second rotating element RE2 to the third rotating element RE3 by the reaction torque of the TF rotating machine MGF. Also, instead of applying the reaction torque of the TF rotating machine MGF, the differential mechanism 220 can limit the differential action of the differential mechanism 220 by setting the TF clutch CF1 in the slip state or the engaged state, thereby enabling the torque from the first power source PU1 input to the second rotating element RE2 to be distributed to the third rotating element RE3. In this way, the transfer 210 is a torque distribution device that distributes a part of the torque from the first power source PU1 transmitted to the TF input gear 38d to the rear propeller shaft 32. Thereby, the transfer 210 can distribute torque to the front wheels 14 and the rear wheels 16.

[0077] FIG. 8 is an operation engagement table for explaining the relationship between each mode established in the transfer 210 and the control state of each engagement device in the transfer 210. In the operation engagement table of FIG. 8, the relationship between each mode from the m1 mode to the m8 mode and the control state of each engagement device is the same as that of the operation engagement table of FIG. 4 in the above-described embodiment. Regarding FIG. 8, the main differences from FIG. 4 will be described, and detailed explanations will be omitted.

[0078] In the power transmission device 200, when the operation of the first power source PU1 is stopped, the power of the TF rotating machine MGF can be transmitted to at least the rear propeller shaft 32, that is, the rear wheels 16, by the transfer 210. Therefore, BEV driving can be realized by rear-wheel drive. Also, in the power transmission device 200, the power of the first power source PU1 can be transmitted to the front differential 28, that is, the front wheels 14, without passing through the transfer 210, and can be distributed to the rear propeller shaft 32 by the transfer 210. Therefore, in the HEV driving mode, front-wheel drive can be performed only by the power of the first power source PU1, and AWD driving in which a part of the torque transmitted to the front wheels 14 is distributed to the rear wheels 16 is possible. Therefore, in the operation engagement table of FIG. 8, compared with FIG. 4, the “BEV (FF) high” mode of number m1 and the “BEV (FF) low” mode of number m2 are respectively changed to the “BEV (FR) high” mode and the “BEV (FR) low” mode, and the “first power source two-wheel drive (FR)” mode of number m8 is changed to “first power source two-wheel drive (FF)”.

[0079] Here, the transfer 210 is arranged horizontally, similar to the transfer 26. Also in the vehicle drive device 10 of this embodiment, when the transfer 210 is arranged horizontally, compactness is achieved.

[0080] Referring to FIG. 6, in the power transmission device 200, with respect to the transfer 210, particularly with respect to the differential mechanism 220, on one wheel side of the left and right wheels of the front wheels 14 in the axial direction of the transfer 210, that is, in the vehicle width direction, the second rotating element RE2 (ring gear R) and the front differential 28 are both connected to the TF input gear 38d. That is, in the vehicle drive device 10 of this embodiment, on one wheel side (right wheel side with respect to the forward direction) in the vehicle width direction with respect to the transfer 210, the TF transmission member 210b connected to the ring gear R of the differential mechanism 220 is connected to the TF input gear 38d, and the TF output member 210a connected to the front differential 28 is connected to the TF input gear 38d. In FIG. 6, for the sake of clearly showing the TF input gear 38d, the TF input gear 38d is shown in thick line for convenience.

[0081] In the power transmission device 200, in the axial direction parallel to the pair of left and right front drive shafts 30, the TF input gear 38d, the transfer 210, and the front differential 28 are arranged in order. At this time, the TF input gear 38d and the transfer 210 are arranged at positions that overlap when viewed radially from the rotation axes of the pair of left and right front drive shafts 30. That is, the TF input gear 38d and the transfer 210 are arranged such that their positions in the axial direction parallel to the pair of left and right front drive shafts 30 overlap.

[0082] As described above, according to the present embodiment, on one of the left and right wheels in the axial direction of the transfer 210 with respect to the transfer 210 arranged coaxially with the pair of left and right front drive shafts 30, both the second rotating element RE2 and the front differential 28 are connected to the TF input gear 38d arranged coaxially with the pair of left and right front drive shafts 30. Therefore, when the transfer 210 is placed horizontally, the vehicle drive device 10 can be made more compact.

[0083] Also, according to the present embodiment, since the switching clutch CD1 that selectively connects the second rotating element RE2 and the front differential 28, and the second rotating element RE2 and the TF input gear 38d is provided, it is possible to switch between AWD and 2WD, and the configuration for blocking the power transmission from the first power source PU1 to the transfer 210 and thus to the rear propeller shaft 32 can be made simple.

Embodiment

[0084] FIG. 9 is a diagram for explaining the schematic configuration of a power transmission device 250 different from the power transmission device 200 of FIG. 6 of the above-described embodiment, and in the vehicle drive device 10, it replaces the power transmission device 18. In FIG. 9, the main difference between the power transmission device 250 and the power transmission device 200 is that the arrangement position of the front differential 28 is different. Therefore, in the power transmission device 250, the connection relationship between the members is the same as that of the power transmission device 200, the collinear diagram in the transfer 210 is the same as that in FIG. 7, and the operation engagement table in the transfer 210 is the same as that in FIG. 8.

[0085] In the power transmission device 250, the arrangement positions of the transfer 210 and the front differential 28 are substantially bilaterally symmetric with respect to the forward and reverse directions in the vehicle width direction, as compared with the power transmission device 200 shown in FIG. 6. That is, in the power transmission device 250, the TF input gear 38d, the front differential 28, and the transfer 210 are arranged in order in the axial direction parallel to the pair of left and right front drive shafts 30. At this time, the TF input gear 38d and the front differential 28 are arranged at positions that overlap when viewed radially from the rotation axis centers of the pair of left and right front drive shafts 30. That is, the TF input gear 38d and the front differential 28 are arranged such that their positions in the axial direction parallel to the pair of left and right front drive shafts 30 overlap. In FIG. 9, for the sake of clearly showing the TF input gear 38d, the TF input gear 38d is shown in thick line for convenience.

[0086] As described above, according to the present embodiment, similar to the aforementioned Embodiment 3, when the transfer 210 is placed horizontally, the vehicle drive device 10 can be made more compact. Also, it is possible to switch between AWD and 2WD, and the configuration for interrupting the power transmission from the first power source PU1 to the transfer 210 and then to the rear propeller shaft 32 can be made simple.

Embodiment

[0087] FIG. 10 is a diagram for explaining the schematic configuration of a power transmission device 300 different from the power transmission device 200 of FIG. 6 of the aforementioned embodiment, and in the vehicle drive device 10, it is replaced with the power transmission device 18. In FIG. 10, the main difference between the power transmission device 300 and the power transmission device 200 is that the transfer 210 is replaced with a transfer 310.

[0088] The transfer 310 is a power distribution device that distributes the power from the first power source PU1 to the front wheels 14 and the rear wheels 16. The transfer 310 includes an MG for TF MGF, a differential mechanism 320, a clutch for TF CF1, a brake for TF BF1, a switching clutch CD1, a TF output member 310a, and a TF transmission member 310b, etc., which are arranged on a common rotating shaft. The common rotating shaft in the transfer 310 is a pair of left and right front drive shafts 30. That is, the transfer 310 is arranged coaxially with the pair of left and right front drive shafts 30.

[0089] The TF output member 310a is connected to the TF input gear 38d. One side of the TF transmission member 310b is connected to the differential mechanism 320, and the other side is connected to the TF input gear 38d and the TF output member 310a. The TF output member 310a is connected to the front differential 28. Thereby, the power from the first power source PU1 is transmitted from the TF input gear 38d to the front differential 28 via the TF output member 310a.

[0090] The differential mechanism 320 is composed of a single pinion type planetary gear device and includes a sun gear S, a carrier CA, and a ring gear R. The MG for TF MGF is connected to the sun gear S in a power transmissible manner. The carrier CA is connected to the TF transmission member 310b and is connected to the TF input gear 38d and the TF output member 310a. That is, the carrier CA is connected to the front differential 28. The ring gear R is selectively connected to the case 20 via the brake for TF BF1. Also, the ring gear R is connected to the rear propeller shaft 32 via the switching clutch CD1 and bevel gears. That is, the ring gear R is selectively connected to the rear propeller shaft 32 via the switching clutch CD1. In the transfer 310, when the switching clutch CD1 is in an engaged state or a slip state, for example, the power from the transfer 310 is transmitted to the rear propeller shaft 32.

[0091] FIG. 11 is a nomogram showing the relative relationship of the rotational speeds of the respective rotating elements in the transfer 310. In FIG. 11, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 320 constituting the transfer 310 are, in order from the left, 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, respectively, which are axes representing them. The vertical line Y0 shown to the left of the vertical line Y1 is an axis representing the rotational speeds of the TF input gear 38d and the TF output member 310a corresponding to the input / output rotating element REIO.

[0092] Expressed using the nomogram of FIG. 11, in the transfer 310, the input / output rotating element REIO is connected to the carrier CA and is also connected to the front differential 28. Also, the input / output rotating element REIO is connected to the first power source PU1 so that power can be transmitted via the torque converter 22 and the automatic transmission 24.

[0093] In the differential mechanism 320, the first rotating element RE1 is connected so that power can be transmitted from the TF rotating machine MGF. The second rotating element RE2 is connected to the TF output member 310a, that is, the front differential 28. The third rotating element RE3 is selectively connected to the rear propeller shaft 32 via the switching clutch CD1 and is also selectively connected to the case 20 via the TF brake BF1. In the power transmission device 300, the TF input gear 38d is a power transmission member that transmits the power from the first power source PU1 to the second rotating element RE2. In the power transmission device 300, the switching clutch CD1 is an engaging device that selectively connects the third rotating element RE3 and the rear propeller shaft 32. The first rotating element RE1 and the second rotating element RE2 are selectively connected via the TF clutch CF1.

[0094] In the differential mechanism 320, when the TF clutch CF1 is engaged and the TF brake BF1 is released, the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3 are integrally rotated. On the other hand, in the differential mechanism 320, when the TF clutch CF1 is released and the TF brake BF1 is engaged, the rotational speed of the second rotating element RE2 is decelerated with respect to the rotational speed of the first rotating element RE1.

[0095] Further, the differential mechanism 320 functions as a center differential. At this time, the differential mechanism 320 can distribute the torque from the first power source PU1 input to the second rotating element RE2 to the third rotating element RE3 by the reaction torque of the TF rotating machine MGF. Further, instead of applying the reaction torque of the TF rotating machine MGF, the differential mechanism 320 can distribute the torque from the first power source PU1 input to the second rotating element RE2 to the third rotating element RE3 by restricting the differential action of the differential mechanism 320 by setting the TF clutch CF1 in a slip state or an engaged state. Thus, the transfer 310 is a torque distribution device that distributes a part of the torque from the first power source PU1 transmitted to the TF input gear 38d to the rear propeller shaft 32. Thereby, the transfer 310 can distribute torque to the front wheels 14 and the rear wheels 16.

[0096] FIG. 12 is an operation engagement table for explaining the relationship between each mode established in the transfer 310 and the control state of each engagement device in the transfer 310. In the operation engagement table of FIG. 12, the relationship between each mode of the m1 mode to the m8 mode and the control state of each engagement device is the same as that of the operation engagement table of FIG. 8 of the above-described embodiment. Regarding FIG. 12, the main differences from FIG. 8 will be described, and detailed descriptions will be omitted.

[0097] In the power transmission device 300, when the operation of the first power source PU1 is stopped, the power of the TF rotary machine MGF can be transmitted to at least the front differential 28, that is, the front wheels 14, by the transfer 310. Therefore, BEV driving can be realized by front-wheel drive. For this reason, in the operation engagement table of FIG. 12, compared with FIG. 8, 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.

[0098] Also, in the power transmission device 300, for example, when the differential mechanism 320 is in a state equivalent to the high gear stage and the torque from the first power source PU1 input from the TF input gear 38d to the carrier CA is borne by the sun gear S by the reaction torque of the TF rotary machine MGF, the TF rotary machine MGF can be regeneratively operated. Therefore, in the "first drive source torque split" mode of number m5 in the operation engagement table of FIG. 12, a driving mode in which the generated power of the TM rotary machine MGM is supplied as the power during the power running operation of the TF rotary machine MGF by using an electric path in combination cannot be implemented. The power generated by the regeneration of the TF rotary machine MGF is charged to, for example, the battery 54.

[0099] Here, the transfer 310 is horizontally installed, similar to the transfer 210. Also in the vehicle drive device 10 of the present embodiment, when the transfer 310 is horizontally installed, compactness is achieved.

[0100] Referring to FIG. 10, in the power transmission device 300, with respect to the transfer 310, particularly with respect to the differential mechanism 320, on one wheel side of the left and right wheels of the front wheels 14 in the axial direction of the transfer 310, that is, in the vehicle width direction, the second rotating element RE2 (carrier CA) and the front differential 28 are both connected to the TF input gear 38d. That is, in the vehicle drive device 10 of the present embodiment, on one wheel side (right wheel side with respect to the forward direction) in the vehicle width direction with respect to the transfer 310, the TF transmission member 310b connected to the carrier CA of the differential mechanism 320 is connected to the TF input gear 38d, and the TF output member 310a connected to the front differential 28 is connected to the TF input gear 38d. In FIG. 10, for the sake of clearly showing the TF input gear 38d, the TF input gear 38d is shown in thick line for convenience.

[0101] In the power transmission device 300, in the axial direction parallel to the pair of left and right front drive shafts 30, the TF input gear 38d, the transfer 310, and the front differential 28 are arranged in order. At this time, the TF input gear 38d and the transfer 310 are arranged at positions that overlap when viewed in the radial direction from the rotation axes of the pair of left and right front drive shafts 30. That is, the TF input gear 38d and the transfer 310 are arranged so that their positions in the axial direction parallel to the pair of left and right front drive shafts 30 overlap.

[0102] As described above, according to the present embodiment, on one wheel side of the left and right wheels in the axial direction of the transfer 310 with respect to the transfer 310 arranged coaxially with the pair of left and right front drive shafts 30, the second rotating element RE2 and the front differential 28 are both connected to the TF input gear 38d arranged coaxially with the pair of left and right front drive shafts 30. Therefore, when the transfer 310 is placed horizontally, the vehicle drive device 10 can be made more compact.

[0103] Further, according to the present embodiment, since the switching clutch CD1 that selectively connects the third rotating element RE3 and the rear propeller shaft 32 is provided, it is possible to switch between AWD and 2WD, and the configuration for interrupting the power transmission to the rear propeller shaft 32 can be made simple.

Embodiment

[0104] FIG. 13 is a diagram for explaining the schematic configuration of a power transmission device 350 different from the power transmission device 300 of FIG. 10 of the above-described embodiment, and in the vehicle drive device 10, it is replaced with the power transmission device 18. In FIG. 13, the main difference between the power transmission device 350 and the power transmission device 300 is that the arrangement position of the front differential 28 is different. Therefore, in the power transmission device 350, the connection relationship between the members is the same as that of the power transmission device 300, the collinearity diagram in the transfer 310 is the same as FIG. 11, and the operation engagement table in the transfer 310 is the same as FIG. 12.

[0105] In the power transmission device 350, the arrangement positions of the TF rotating machine MGF and the front differential 28 are swapped with respect to the power transmission device 300 of FIG. 10. In the power transmission device 350, in the axial direction parallel to the pair of left and right front drive shafts 30, the TF input gear 38d, the front differential 28, and the transfer 310 are arranged in order. At this time, the TF input gear 38d and the front differential 28 are arranged at positions that overlap when viewed radially from the rotation axis of the pair of left and right front drive shafts 30. That is, the TF input gear 38d and the front differential 28 are arranged so that their positions in the axial direction parallel to the pair of left and right front drive shafts 30 overlap. In FIG. 13, for the sake of clearly showing the TF input gear 38d, the TF input gear 38d is shown in thick line for convenience.

[0106] As described above, according to this embodiment, similar to the aforementioned Embodiment 5, when the transfer 310 is placed horizontally, the vehicle drive device 10 can be made more compact. Also, it is possible to switch between AWD and 2WD, and the configuration for interrupting power transmission to the rear propeller shaft 32 can be made simple.

[0107] As described above, the embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is also applicable in other aspects.

[0108] For example, in the aforementioned embodiments, the front wheel 14 is exemplified as one of the front wheel 14 and the rear wheel 16, and the rear wheel 16 is exemplified as the other of the front wheel 14 and the rear wheel 16, but it is not limited to this aspect. For example, in a vehicle in which the power source and the transfer are arranged on the rear wheel side and the power from the power source is transmitted to the front wheel side by a propeller shaft, the present invention can also be applied. In this vehicle, one of the front wheel and the rear wheel is the rear wheel, and the other of the front wheel and the rear wheel is the front wheel.

[0109] Also, in the aforementioned embodiments, the switching clutch CD1, the TF clutch CF1, and the TF brake BF1 may not be provided. In this case, in the vehicle drive device 10, AWD running is possible in the "first power source torque split" mode (m5 mode) of number m5.

[0110] Also, in the aforementioned embodiments, the differential mechanisms 40, 220, and 320 do not have to be configured by a planetary gear device, and for example, they may be configured by a differential mechanism having three rotating elements and capable of exerting a differential action.

[0111] Further, in the above-described embodiment, the first power source PU1 may include at least one of the engine 12 and the TM rotation machine MGM. For example, when the first power source PU1 is only the TM rotation machine MGM, or when a clutch capable of disconnecting the engine 12 from the power transmission path is provided, the torque converter 22 and the automatic transmission 24 are not necessarily provided. Further, the automatic transmission 24 may be a known synchronous meshing type parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like. Further, the torque converter 22 may be replaced with another fluid transmission device such as a fluid coupling without a torque amplification function, or may be replaced with a simple clutch.

[0112] Note that the above is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Explanation of Reference Numerals

[0113] 10: Vehicle drive device 14: Front wheel (one wheel) 16: Rear wheel (the other wheel) 26, 210, 310: Transfer (power distribution device) 28: Front differential (differential device) 30: Front drive shaft (drive shaft) 32: Rear propeller shaft (propeller shaft) 38d: TF input gear (power transmission member) 40, 220, 320: Differential mechanism CD1: Switching clutch (engagement device) MGF: TF rotation machine (rotation machine) PU1: First power source (power source) RE1: First rotating element RE2: Second rotating element RE3: Third rotating element

Claims

1. A vehicle drive device comprising a power source, a power distribution device that distributes power from the power source to the front wheels and the rear wheels, a differential device that distributes power to the left and right wheels in the forward and reverse directions of one of the front and rear wheels, a pair of drive shafts that transmit power to the left and right wheels, and a propeller shaft that transmits power to the other of the front and rear wheels, wherein the power distribution device includes a rotating machine, a differential mechanism having a first rotating element to which the rotating machine is connected, a second rotating element to which the differential device is connected, and a third rotating element to which the propeller shaft is connected. The power distribution device is arranged coaxially with the pair of drive shafts. The vehicle drive device further includes a power transmission member that is arranged coaxially with the pair of drive shafts and transmits power from the power source to the third rotating element. On one of the left and right wheels in the axial direction of the power distribution device with respect to the power distribution device, both the third rotating element and the propeller shaft are connected to the power transmission member. The vehicle drive device further includes an engagement device that selectively connects the third rotating element and the propeller shaft and selectively connects the third rotating element and the power transmission member.

2. A vehicle drive device comprising a power source, a power distribution device that distributes power from the power source to the front wheels and the rear wheels, a differential device that distributes power to the left and right wheels in the forward and reverse directions of one of the front and rear wheels, a pair of drive shafts that transmit power to the left and right wheels, and a propeller shaft that transmits power to the other of the front and rear wheels, wherein the power distribution device includes a rotating machine, a differential mechanism having a first rotating element to which the rotating machine is connected, a second rotating element to which the differential device is connected, and a third rotating element to which the propeller shaft is connected. The power distribution device is arranged coaxially with the pair of drive shafts. The vehicle drive device further includes a power transmission member that is arranged coaxially with the pair of drive shafts and transmits the power from the power source to the second rotating element. On one of the left and right wheels in the axial direction of the power distribution device with respect to the power distribution device, both the second rotating element and the differential device are connected to the power transmission member. The vehicle drive device further includes an engagement device that selectively connects the second rotating element and the differential device and selectively connects the second rotating element and the power transmission member.

3. A vehicle drive device including a power source, a power distribution device that distributes the power from the power source to the front wheels and the rear wheels, a differential device that distributes the power to the left and right wheels with respect to the forward and backward direction of one of the front wheels and the rear wheels, a pair of drive shafts that transmit the power to the left and right wheels, and a propeller shaft that transmits the power to the other of the front wheels and the rear wheels, wherein the power distribution device includes a rotating machine, a differential mechanism having a first rotating element to which the rotating machine is connected, a second rotating element to which the differential device is connected, and a third rotating element to which the propeller shaft is connected. The power distribution device is arranged coaxially with the pair of drive shafts. The vehicle drive device further includes a power transmission member that is arranged coaxially with the pair of drive shafts and transmits the power from the power source to the second rotating element. On one of the left and right wheels in the axial direction of the power distribution device with respect to the power distribution device, both the second rotating element and the differential device are connected to the power transmission member. The vehicle drive device further includes an engagement device that selectively connects the third rotating element and the propeller shaft.

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