JP2008007052A - Driving device for vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device for a vehicle and its control method for easily switching a power transmission device having a mesh-type engaging switch means in a vehicle with a rotary electric machine as a drive source of the vehicle. <P>SOLUTION: The driving device comprises a rotary electric machine MG2; a transmission shaft M1 drive-connected to the machine MG2; one or more output shafts Of, Or drive-connected to wheels Wf, Wr; a power transmission device TF transmitting the drive force to be transmitted through the shaft M1 to the side of the shafts Of, Or; and a stop determining means of the vehicle. The transmission device TF has a mesh-type engaging switch means 30, and is configured to switch a plurality of power transmission states by switching the engaging states, and a control means performs switching control to rotationally drive the machine MG2 during engaging switch operation of the transmission device TF under the condition that the vehicle is stopped. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle drive device and a control method thereof applicable to a vehicle including a rotary electric machine as a vehicle drive source, such as a hybrid vehicle and an electric vehicle, and more particularly to a meshing engagement of a transfer, a transmission, or the like. The present invention relates to a vehicle drive device applicable to a vehicle including a power transmission device having a combination switching unit and a control method thereof.

  In order to apply the hybrid vehicle drive device to a four-wheel drive vehicle, a configuration in which a transfer for distributing the drive force to the front wheels and the rear wheels is provided at the output shaft side end of the hybrid vehicle drive device Is already known (see, for example, Patent Document 1). The transfer described in Patent Document 1 has a configuration having a friction engagement type multi-plate clutch as an engagement switching means. By the way, there is a case where such a transfer having a meshing engagement switching means such as a dog clutch is used (for example, see Patent Document 2).

Japanese Patent Laying-Open No. 2005-162002 (page 7-8, FIG. 1-2) Japanese Patent No. 3620605 (page 4-6, FIG. 1, FIG. 3-4)

  When the power transmission device such as a transfer having the meshing engagement switching means as described above is applied to a vehicle including a rotating electrical machine as a vehicle drive source, such as a hybrid vehicle or an electric vehicle, the following Unique challenges arise.

  That is, when the engagement state of the meshing engagement switching means such as a dog clutch is switched, the phases of the meshing portions provided on both members to be newly engaged must be matched. is there. That is, for example, as shown in FIG. 6 for explanation according to the present invention, the engagement switching means includes a sleeve (SA) in which internal teeth (It) are formed and a gear (Gc4) in which external teeth (Et) are formed. If the phases of the internal teeth (It) and the external teeth (Et) as the meshing portions do not match, the sleeve (SA) and the gear (Gc4) are engaged. I can't let you. However, in a vehicle equipped with a rotating electrical machine as a vehicle drive source, such as a hybrid vehicle or an electric vehicle, the engine and the rotating electrical machine are stopped in a normal vehicle stop state. Therefore, in such a vehicle stop state, the rotational driving force is not transmitted to the transfer on the output shaft side, so the phases of the internal teeth (It) and the external teeth (Et) cannot be matched, and the engagement switching means There arises a problem that the operation of switching the engagement state cannot be easily performed.

  The present invention has been made in view of the above problems, and an object of the present invention is to facilitate switching operation of a power transmission device having a meshing engagement switching unit in a vehicle including a rotating electrical machine as a vehicle drive source. Another object of the present invention is to provide a vehicle drive device and a control method thereof.

  In order to achieve the above object, the vehicle drive device according to the present invention includes a rotating electrical machine, a transmission shaft drivingly connected to the rotating electrical machine, and one or more output shafts drivingly connected to wheels. A power transmission device for transmitting the driving force transmitted through the transmission shaft to the output shaft side, a control means for controlling the rotating electrical machine and the power transmission device, and the vehicle being in a substantially stopped state. Stop determination means for determining, the power transmission device has a meshing engagement switching means, and can switch between a plurality of power transmission states by switching the engagement state of the engagement switching means. The control means is configured to perform switching control for rotationally driving the rotating electrical machine during the engagement switching operation of the power transmission device on condition that the vehicle is substantially stopped.

According to this characteristic configuration, when the vehicle is in a substantially stopped state, the rotary electric machine can be controlled to rotate during the engagement switching operation of the power transmission device, and the rotational driving force can be transmitted to the transmission shaft. As a result, even when the vehicle is controlled such that the driving force is not transmitted to the power transmission device when the vehicle is substantially stopped, the engagement state of the meshing engagement switching means of the power transmission device is switched. At this time, at least one of the two members to be newly engaged can be rotated. Therefore, the phases of the meshing portions provided in the two members to be meshed and engaged can be matched, and the operation of switching the engagement state of the engagement switching means can be easily performed.
In the present application, the “substantially stopped state” is not only when the vehicle is completely stopped, but at a low speed equal to or lower than a predetermined speed, for example, when the vehicle is traveling at a low speed when the accelerator pedal is not operated. Including the state of traveling. Further, in the present application, “driving connection” includes a structure in which driving force is transmitted directly, and in addition, the driving force is indirectly transmitted through one or more members. It also includes a structure linked to the. Further, in the present application, the “rotary electric machine” is used as a concept including any of an electric motor, a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

Here, it is preferable that the transmission is provided in a drive transmission path between the transmission shaft and the power transmission device.
If comprised in this way, rotation of a rotary electric machine can be changed by a predetermined gear ratio, and can be output to the wheel side. Therefore, it is possible to realize a vehicle that can travel by effectively using the rotational driving force of the rotating electrical machine.

  In addition, the transmission includes a clutch that selectively transmits a driving force transmitted through the transmission shaft to the power transmission device side by engagement or disengagement, and the control unit is configured to perform the switching control. Control that rotationally drives the rotating electrical machine so that the input shaft of the power transmission device rotates at a predetermined speed by the transmission of the driving force using the viscous resistance of the oil in the clutch in the disengaged state of the clutch It is preferable to adopt a configuration for performing the above.

  With this configuration, the rotary electric machine can be rotated at a rotational speed that is relatively easy to control, such as the idling rotation of the engine, and the power transmission device can be connected to the power transmission device using the viscous resistance of the oil in the clutch. An appropriate rotational drive force can be transmitted to the input shaft. Therefore, when switching the engagement state of the engagement switching means of the power transmission device, the input shaft of the power transmission device is rotated at an appropriate rotational speed for facilitating switching of the engagement state of the engagement switching means. Can be rotated.

Here, the switching control in the clutch disengaged state as described above is performed when the clutch is disengaged by the normal transmission control, that is, the selected position of the shift instruction means is A configuration that is performed when the vehicle is in the stop range is preferable.
The “shift instruction means” in the present application includes all means capable of instructing the shift state of the transmission, such as a shift lever (shift lever), a shift switch, and a touch panel capable of inputting a shift operation. .

  In addition, the transmission includes a clutch that selectively transmits a driving force transmitted through the transmission shaft to the power transmission device side by engagement or disengagement, and the control unit is configured to perform the switching control. As a configuration, it is preferable to perform a control for rotationally driving the rotating electrical machine so that the input shaft of the power transmission device rotates at a predetermined speed in the engaged state of the clutch.

  If comprised in this way, the rotational drive force of a suitable magnitude | size can be transmitted to the input shaft of the said power transmission device in the state which engaged the clutch of the said transmission. Therefore, when switching the engagement state of the engagement switching means of the power transmission device, the input shaft of the power transmission device is rotated at an appropriate rotational speed for facilitating switching of the engagement state of the engagement switching means. Can be rotated. Further, since the clutch of the transmission remains engaged, even when the driver performs an operation to start the vehicle immediately after switching the engagement state of the power transmission device, the operation is performed. Accordingly, the vehicle can be started quickly.

  Here, the control at the time of switching in the engaged state of the clutch of the transmission as described above is that the clutch is in the engaged state by the normal transmission control, and the driver performs an operation of starting the vehicle. It is preferable to adopt a configuration that is performed when there is a possibility that the shift instruction means is in the travel range.

  Here, the power transmission device can be, for example, a transfer that can switch the transmission state of the driving force to the front and rear wheels of the vehicle.

The power transmission device may further include a reception state changing unit that can receive an operation for switching the engagement of the power transmission device, and the control unit can operate the power transmission device by the reception state changing unit. It is preferable that the control at the time of switching is started.
If comprised in this way, the said control at the time of switching can be performed reliably without an error.

In addition, it further includes an engagement state detection unit that detects an engagement state of the engagement switching unit, and the control unit performs the switching control when detecting that the engagement switching unit is disengaged. It is also suitable as a configuration for starting the process.
If comprised in this way, the driver | operator at the time of a switch can be started only by performing the operation of the engagement switching by the operation lever etc. of the said power transmission device. Therefore, the operation performed by the driver can be simplified.

Further, it is preferable that the control means is configured to rotationally drive the rotating electrical machine with a rotational torque equal to or less than a predetermined upper limit torque during the switching control.
If comprised in this way, since the driving force larger than needed is not transmitted to a wheel via an output shaft, the state of the vehicle under the said control at the time of switching can be maintained stably.

In the present invention, the rotating electrical machine is a second rotating electrical machine, and a first rotating electrical machine different from the rotating electrical machine, an engine side shaft that is drivingly connected to the engine, and a driving force transmitted from the engine side shaft are the first rotating electrical machine. The present invention can also be applied to a drive device for a hybrid vehicle that further includes a power distribution mechanism that distributes to a single rotating electric machine and the transmission shaft.
In this case, it is preferable that the control unit is configured to rotate the second rotating electrical machine while controlling the first rotating electrical machine so that the driving force is not transmitted to the engine side shaft as the switching time control. is there.
If comprised in this way, it can suppress that the rotational drive force of said 2nd rotary electric machine is transmitted to the engine side, and useless power is consumed.

The present invention further includes an engine side shaft that is drivingly connected to the engine, and a transmission clutch that selectively transmits driving force between the engine side shaft and the transmission shaft by engagement or disengagement. The present invention can also be applied to a drive device for a hybrid vehicle provided.
In this case, it is preferable that the control means is configured to rotate the rotating electrical machine in the disengaged state of the transmission clutch as the switching control.
If comprised in this way, it can suppress that the rotational drive force of said 2nd rotary electric machine is transmitted to the engine side, and useless power is consumed.

  According to the present invention, a rotating electrical machine, a transmission shaft drivingly connected to the rotating electrical machine, one or more output shafts drivingly connected to wheels, and a driving force transmitted via the transmission shaft are output. A power transmission device that transmits to the shaft side, a control unit that controls the rotating electrical machine and the power transmission device, and a stop determination unit that determines that the vehicle is substantially stopped. The characteristic configuration of the control method of the vehicle drive device, which has a meshing engagement switching means and is configured to be able to switch between a plurality of power transmission states by switching the engagement state of the engagement switching means, On the condition that the vehicle is in a substantially stopped state, switching control for rotationally driving the rotating electrical machine is performed during the engagement switching operation of the power transmission device.

  According to this characteristic configuration, when the vehicle is in a substantially stopped state, the rotary electric machine can be controlled to rotate during the engagement switching operation of the power transmission device, and the rotational driving force can be transmitted to the transmission shaft. As a result, even when the vehicle is controlled such that the driving force is not transmitted to the power transmission device when the vehicle is substantially stopped, the engagement state of the meshing engagement switching means of the power transmission device is switched. At this time, at least one of the two members to be newly engaged can be rotated. Therefore, the phases of the meshing portions provided in each of the two members to be meshed and engaged can be matched, and the operation of switching the engagement state of the engagement switching means can be easily performed.

  Here, a transmission having a clutch that selectively transmits the driving force transmitted through the transmission shaft by engagement or disengagement of the vehicle drive device to the power transmission device side is provided as the transmission shaft. In the drive transmission path between the clutch and the power transmission device, and as the control at the time of switching, the clutch is disengaged and the driving force is transmitted using the viscous resistance of the oil in the clutch. It is preferable that the rotating electrical machine is rotationally driven so that the input shaft of the power transmission device rotates at a predetermined speed.

  With this configuration, the rotary electric machine can be rotated at a rotational speed that is relatively easy to control, such as the idling rotation of the engine, and the power transmission device can be connected to the power transmission device using the viscous resistance of the oil in the clutch. An appropriate rotational drive force can be transmitted to the input shaft. Therefore, when switching the engagement state of the engagement switching means of the power transmission device, the input shaft of the power transmission device is rotated at an appropriate rotational speed for facilitating switching of the engagement state of the engagement switching means. Can be rotated.

  A transmission having a clutch that selectively transmits the driving force transmitted through the transmission shaft to the power transmission device by engaging or disengaging the vehicle drive device; In the drive transmission path with the power transmission device, the input shaft of the power transmission device rotates at a predetermined speed in the engaged state of the clutch, and the output shaft It is preferable that the rotating electrical machine is rotationally driven so that the transmitted rotational torque is not more than a predetermined upper limit torque.

  If comprised in this way, the rotational drive force of a suitable magnitude | size can be transmitted to the input shaft of the said power transmission device in the state which engaged the clutch of the said transmission. Therefore, when switching the engagement state of the engagement switching means of the power transmission device, the input shaft of the power transmission device is rotated at an appropriate rotational speed for facilitating switching of the engagement state of the engagement switching means. Can be rotated. Further, since the clutch of the transmission remains engaged, even when the driver performs an operation to start the vehicle immediately after switching the engagement state of the power transmission device, the operation is performed. Accordingly, the vehicle can be started quickly.

[First embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to a drive device for a hybrid vehicle will be described as an example. FIG. 1 is a block diagram schematically showing the configuration of a vehicle including a vehicle drive device 1 according to this embodiment. As shown in this figure, the vehicle drive device 1 is provided in a drive force transmission path between the engine E and the front wheels Wf and the rear wheels Wr. FIG. 2 is a skeleton diagram showing a drive transmission structure of the vehicle drive device 1 according to the present embodiment.

1. First, the drive transmission structure of the vehicle drive device 1 according to the present embodiment will be described with reference to FIG. As shown in this figure, the vehicle drive device 1 includes a first motor / generator MG1, a second motor / generator MG2, a power distribution mechanism PG0, a transmission SC, and a transfer TF as main components. The vehicle drive device 1 includes an input shaft I drivingly connected to the engine E, a first intermediate shaft M1 drivingly connected to the second motor / generator MG2, and a front wheel Wf (via a front wheel differential device DIf). 1) and a rear wheel output shaft Or drivingly connected to a rear wheel Wr (see FIG. 1) via a rear wheel differential device DIr. Further, the vehicle drive device 1 includes a second intermediate shaft M2 inside the transmission SC and a third intermediate shaft M3 inside the transfer TF, and further connects the transmission SC and the transfer TF to drive the vehicle. A connecting shaft Mc to be coupled is provided. In this example, these shafts are the driving force of the engine E in the order of the input shaft I, the first intermediate shaft M1, the second intermediate shaft M2, the connection shaft Mc, the third intermediate shaft M3, and the rear wheel output shaft Or from the front side. Is arranged coaxially with a drive shaft (crankshaft) Ec from which is output. Further, the front wheel output shaft Of is disposed in parallel with these shafts. In the description of the present embodiment, the engine E side will be described as the front side (left side in FIG. 1), and the rear wheel output shaft Or side will be described as the rear side (right side in FIG. 1). In the present embodiment, the transfer TF corresponds to the “power transmission device” in the present invention.

  A damper device D is provided between the drive shaft Ec and the input shaft I. The damper device D absorbs fluctuations in the output of the engine E and transmits it to the input shaft I. Note that the damper shaft D may not be provided, and the drive shaft Ec and the input shaft I may be integrated. A power distribution mechanism PG0 is provided between the input shaft I and the first intermediate shaft M1. The power distribution mechanism PG0 distributes and transmits the driving force transmitted from the engine E via the damper device D and the input shaft I to the first motor / generator MG1 and the first intermediate shaft M1 as necessary. To do. Thus, the vehicle drive device 1 is configured as a split system having two motor generators MG1 and MG2. A mechanical oil pump OPm is disposed below the power distribution mechanism PG0 in FIG. Further, a transmission SC and a transfer TF are provided behind the first intermediate shaft M1.

  Each structure of the above vehicle drive device 1 is accommodated in the case CAS. FIG. 2 schematically shows only a part of the case CAS. The vehicle drive device 1 also includes a hydraulic control device HC that controls the supply of oil supplied from the mechanical oil pump OPm and the electric oil pump OPe (see FIG. 1). During operation of the engine E, oil is supplied to the hydraulic control device HC by the mechanical oil pump OPm, and when the engine E is stopped, oil is supplied to the hydraulic control device HC by the electric oil pump OPe.

  In the present embodiment, the first intermediate shaft M1 corresponds to the “transmission shaft” in the present invention, the input shaft I corresponds to the “engine side shaft” in the present invention, and the connection shaft Mc corresponds to the “power” in the present invention. This corresponds to the “input shaft of the transmission device”. The first motor / generator MG1 corresponds to the “first rotating electrical machine” in the present invention, and the second motor / generator MG2 corresponds to the “second rotating electrical machine” or the “rotating electrical machine” in the present invention.

2. Configuration of Each Part of Vehicle Drive Device 1 The power distribution mechanism PG0 is configured by a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. That is, the power distribution mechanism PG0 includes a carrier ca0 that supports a plurality of pinion gears, and a sun gear s0 and a ring gear r0 that respectively mesh with the pinion gears as rotating elements. This power distribution mechanism PG0 is connected so that the carrier ca0 rotates integrally with the input shaft I, the sun gear s0 is connected so as to rotate integrally with the rotor Ro1 of the first motor / generator MG1, and the ring gear r0 is connected to the first intermediate shaft. It is connected so as to rotate integrally with M1. As a result, the power distribution mechanism PG0 transmits the driving force transmitted from the engine E to the carrier ca0 via the input shaft I and the first motor / generator MG1 side and the first intermediate by the rotation control of the first motor / generator MG1. Distribute to the axis M1 side. The driving force distributed to the first motor / generator MG1 is mainly used for power generation, and the driving force transmitted to the first intermediate shaft M1 is mainly used for traveling of the vehicle. A drive gear g0 for driving the mechanical oil pump OPm is coupled to the carrier ca0 of the power distribution mechanism PG0 so as to rotate integrally. The drive gear g0 is provided so as to mesh with a driven gear gm that rotates integrally with the rotating shaft of the mechanical oil pump OPm.

  The first motor / generator MG1 includes a stator St1 fixed to the case CAS, and a rotor Ro1 that is rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the sun gear s0 of the power distribution mechanism PG0. The second motor / generator MG2 includes a stator St2 fixed to the case CAS, and a rotor Ro2 that is rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the first intermediate shaft M1. The first motor / generator MG1 and the second motor / generator MG2 are each electrically connected to a battery Ba as a power storage device via an inverter In. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor that generates power by receiving power, and functions as a generator that generates power by receiving power. It is possible.

  In this example, the first motor / generator MG1 generates electric power mainly by the driving force input via the sun gear s0, charges the battery Ba, or drives the second motor / generator MG2. However, the first motor / generator MG1 may function as a motor when the vehicle is traveling at high speed. On the other hand, the second motor / generator MG2 mainly functions as a drive motor that assists the driving force for driving the vehicle. However, when the vehicle is decelerated, the second motor / generator MG2 functions as a generator and regenerates the inertial force of the vehicle as electric energy. The operations of the first motor / generator MG1 and the second motor / generator MG2 are performed in accordance with a control command from the control unit ECU.

  The transmission SC is configured by a set of planetary gear mechanisms or a combination of a plurality of planetary gear mechanisms, and is disposed in a drive transmission path between the first intermediate shaft M1 and the transfer TF. The transmission SC has a plurality of shift speeds, and transmits rotation between the first intermediate shaft M1 and the connection shaft Mc at a gear ratio according to the selected shift speed. FIG. 3 is a skeleton diagram of the transmission SC according to the present embodiment. As shown in this figure, the transmission SC is configured to include a planetary gear unit PGS formed by combining two sets of planetary gear mechanisms PG1 and PG2. Further, the transmission SC includes a plurality of friction engagement elements C1, C2, C3, B1, B2, and F1 corresponding to the rotation elements constituting the planetary gear device PGS. Specifically, the transmission SC includes a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, and a one-way clutch F1 as these friction engagement elements. ing.

  Here, of the two planetary gear mechanisms constituting the planetary gear device PGS of the transmission SC, the first intermediate shaft M1 side (front side) is the first planetary gear mechanism PG1, and the transfer TF side (rear side) is the second. This is a planetary gear mechanism PG2. As apparent from FIG. 3, the first planetary gear mechanism PG1 is a single pinion planetary gear mechanism having a carrier ca1 that supports a plurality of pinion gears, and a sun gear s1 and a ring gear r1 that respectively mesh with the pinion gears as rotating elements. It is. Similarly, the second planetary gear mechanism PG2 is a single pinion type planetary gear mechanism that has a carrier ca2 that supports a plurality of pinion gears, and a sun gear s2 and a ring gear r2 that mesh with the pinion gears as rotating elements.

  Next, the relationship between the rotation elements of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 and the friction engagement elements C1, C2, C3, B1, B2, and F1 will be described. The sun gear s1 of the first planetary gear mechanism PG1 is selectively transmitted to the case CAS by the first brake B1 while the rotation of the first intermediate shaft M1 is selectively transmitted by the third clutch C3. The carrier ca1 of the first planetary gear mechanism PG1 is connected to the ring gear r2 of the second planetary gear mechanism PG2, and the rotation of the first intermediate shaft M1 is selectively transmitted by the second clutch C2 and is also transmitted by the second brake B2. It is selectively fixed to the case CAS. The rotation of the carrier ca1 is stopped by the one-way clutch F1. The ring gear r1 of the first planetary gear mechanism PG1 is coupled to the carrier ca2 of the second planetary gear mechanism PG2 and is coupled to the connection shaft Mc. In the sun gear s2 of the second planetary gear mechanism PG2, the rotation of the first intermediate shaft M1 is selectively transmitted by the first clutch C1. Therefore, in this example, the first clutch C1, the second clutch C2, and the third clutch C3 use the driving force transmitted through the first intermediate shaft M1 by the engagement or disengagement as the power transmission device. The “clutch” according to the present invention is selectively transmitted to the transfer TF.

  FIG. 4 is a diagram showing an operation table of these friction engagement elements C1, C2, C3, B1, B2, and F1. In the operation table shown in this figure, “◯” indicates that each friction engagement element is in an engaged state. “No mark” indicates that each friction engagement element is in a disengaged state. Note that “(◯)” indicates that the same state as the state realized by the one-way clutch F1 is realized by the engagement of the friction engagement element B2. As shown in this operation table, in the transmission SC, any two friction engagement elements are engaged in each shift stage, and the remaining friction engagement elements are disengaged. Select the gear position. Although illustration is omitted, the first clutch C1, the second clutch C2, and the third clutch C3 are, for example, multi-plate clutches, and the first brake B1 and the second brake B2 are multi-plate brakes. it can. The one-way clutch F1 is, for example, a sprag type provided with a sprag between an outer race fixed to the case CAS and an inner race connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1. One-way clutch.

  As shown in FIG. 2, the transfer TF is a power transmission device that transmits a driving force transmitted through the first intermediate shaft M1 and the transmission SC to the output shaft side. Here, the transfer TF is a front wheel. By switching the transmission state of the driving force to one or both of the output shaft Of and the rear wheel output shaft Or, the transmission state of the driving force to the front wheel Wf and the rear wheel Wr is switched. Specifically, the transfer TF includes an operation for switching between a two-wheel drive state in which only the rear wheel Wr is driven and a four-wheel drive state in which both the front wheel Wf and the rear wheel Wr are driven, a low gear state with a large reduction ratio, It is configured to be able to perform an operation of switching to a high gear state with a small reduction ratio. Therefore, in this example, the transfer TF includes a high / low switching mechanism CM1, a two-wheel drive / four-wheel drive switching mechanism CM2, a center differential device PG3, and a viscous coupling VC. Here, the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2 are meshing engagement switching means 30 called a dog clutch. The transfer TF is configured to be able to switch between a plurality of power transmission states by switching the engagement states of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2. The detailed configuration of this transfer TF will be described below.

3. Detailed Configuration of Transfer TF Next, a detailed configuration of the transfer TF according to the present embodiment will be described with reference to FIG. 5 which is a skeleton diagram of the transfer TF according to the present embodiment. As shown in this figure, in this embodiment, the transfer TF is connected to the high / low switching mechanism CM1, the two-wheel drive / four-wheel drive switching mechanism CM2, the viscous coupling VC, the center differential device from the connection shaft Mc side (front side). They are arranged on the same axis in the order of PG3. Each part constituting these transfer TFs is housed in a case (not shown).

  The high / low switching mechanism CM1 includes a first input gear Ga1 and a second input gear Ga2, first to fourth reduction gears Gc1 to Gc4, a first transmission gear Gb1, and a high / low switching sleeve SA. Configured. Here, the first input gear Ga1 and the second input gear Ga2 are both provided to rotate integrally with the connection shaft Mc. The first reduction gear Gc1 and the second reduction gear Gc2 are connected to rotate integrally with an axis parallel to the connection shaft Mc, the third intermediate shaft M3, and the like. The first reduction gear Gc1 is engaged with the first input gear Ga1, and the second reduction gear Gc2 is engaged with the third reduction gear Gc3. The third reduction gear Gc3 and the fourth reduction gear Gc4 are arranged coaxially with the third intermediate shaft M3, and are connected to rotate integrally with a shaft provided to be rotatable independently of the third intermediate shaft M3. ing. The number of teeth of the first to fourth reduction gears Gc1 to Gc4 is set so that the rotation of the first input gear Ga1 is reduced at a predetermined reduction ratio and transmitted to the fourth reduction gear Gc4. The first transmission gear Gb1 is provided so as to rotate integrally with the third intermediate shaft M3. Each of these gears is coaxial with the connection shaft Mc and the third intermediate shaft M3, and from the front side toward the rear side, the first input gear Ga1, the second input gear Ga2, the first transmission gear Gb1, the fourth transmission gear. The reduction gear Gc4 and the third reduction gear Gc3 are arranged in this order.

  The high / low switching sleeve SA moves in the axial direction thereof, whereby the first transmission gear Gb1 shown in FIG. 5 at the position (a) (the position where the high / low switching sleeve SA is represented by a solid line) is shown. And a “low gear state” in which the first transmission gear Gb1 and the fourth reduction gear Gc4 are engaged, as shown in FIG. 5 at the position (b). Switch. In this example, the high / low switching sleeve SA is provided between the “high gear state” and the “low gear state” (between the positions (a) and (b) in FIG. 5). Only the second input gear Ga2 and the fourth reduction gear Gc4 are engaged, and the position is in the “neutral state”. FIG. 6 shows that the high / low switching sleeve SA engages the first transmission gear Gb1 and the fourth reduction gear Gc4 from the high gear state in which the first transmission gear Gb1 and the second input gear Ga2 are engaged. It is a fragmentary perspective view which shows the state at the time of switching to the low gear state. As shown in this figure, the high / low switching sleeve SA is constituted by a substantially cylindrical member having an inner tooth It formed on the inner peripheral surface thereof. This internal tooth It is configured to be able to engage with external teeth Et formed on the outer peripheral surfaces of the first transmission gear Gb1, the second input gear Ga2, and the fourth reduction gear Gc4. The high / low switching sleeve SA is moved in the axial direction by a transfer TF in which a switching member such as a shift fork (not shown) engaged with a recess SAa provided on the outer peripheral surface is operated by the driver. This is performed by operating in conjunction with an operation lever TL as the operation means.

  Here, when switching between the “high gear state” and the “low gear state” by the axial movement of the high / low switching sleeve SA, the gear to be engaged with the internal teeth It of the high / low switching sleeve SA. The phase with the external tooth Et of (the second input gear Ga2 or the fourth reduction gear Gc4) must match. That is, even if the high / low switching sleeve SA is moved in the axial direction in a state where the phases are not matched, the side surface of the high / low switching sleeve SA and the side surface of the gear to be engaged abut. As a result, the internal teeth It of the high / low switching sleeve SA cannot be engaged with the external teeth Et of the gear. Therefore, when the vehicle is in a stopped state, both the high / low switching sleeve SA and the second input gear Ga2 or the fourth reduction gear Gc4 to be engaged are in the rotation stopped state. The phases of the internal teeth It and the external teeth Et cannot be matched, and it is very difficult to switch the engagement. Therefore, in the vehicle drive device 1 according to the present invention, as will be described later, it is possible to match the phases of the internal teeth It and the external teeth Et by rotating the connecting shaft Mc at a predetermined speed while the vehicle is stopped. The engagement can be easily switched.

  The center differential device PG3 is configured by a single pinion type planetary gear mechanism. That is, the center differential device PG3 includes a carrier ca3 that supports a plurality of pinion gears, and a sun gear s3 and a ring gear r3 that respectively mesh with the pinion gears as rotating elements. The center differential device PG3 is connected so that the carrier ca3 rotates integrally with the third intermediate shaft M3, and the sun gear s3 forms the two-wheel / four-wheel drive switching mechanism CM2, and the inner plate VCi of the viscous coupling VC. The ring gear r3 is connected to rotate integrally with the rear wheel output shaft Or and the outer plate VCo of the viscous coupling VC. As a result, the center differential device PG3 is in a state where the “four-wheel drive / diff unlocked state” is selected in the two-wheel drive / four-wheel drive switching mechanism CM2, as will be described later, and the front wheel output shaft Of and the rear wheel output shaft Or. It functions as a differential device that distributes the driving force as needed. At this time, the viscous coupling VC transmits the driving force to the rear wheel output shaft Or side and the sun gear s3 that transmits the driving force to the front wheel output shaft Of side due to the viscosity of the oil between the inner plate VCi and the outer plate VCo. It functions as a differential limiting device that limits the rotational difference with the ring gear r3 to be transmitted.

  The two-wheel drive / four-wheel drive switching mechanism CM2 includes a second transmission gear Gb2, a distribution gear Gd, a front wheel drive gear Ge1, and a two-wheel drive / four-wheel drive switching sleeve SB. Here, the second transmission gear Gb2 is provided so as to rotate integrally with the third intermediate shaft M3 together with the first transmission gear Gb1. The distribution gear Gd is arranged coaxially with the third intermediate shaft M3, and is connected so as to rotate integrally with the sun gear s3 of the center differential device PG3 by a shaft that is rotatably provided independently of the third intermediate shaft M3. Has been. The front wheel drive gear Ge1 is arranged coaxially with the third intermediate shaft M3, and is connected to rotate integrally with the front wheel drive sprocket Ge2 by a shaft that is rotatably provided independently of the third intermediate shaft M3. Has been. These gears are arranged in the order of the second transmission gear Gb2, the distribution gear Gd, the front wheel drive gear Ge1, and the front wheel drive sprocket Ge2 from the front side to the rear side coaxially with the third intermediate shaft M3. Has been. Further, the front wheel drive sprocket Ge2 is drivingly coupled to rotate integrally with the front wheel driven sprocket Gf via the chain ch. The front wheel driven sprocket Gf is coupled to rotate integrally with the front wheel output shaft Of.

  The two-wheel drive / four-wheel drive switching sleeve SB moves in the axial direction thereof, and the “two-wheel drive state” in which the second transmission gear Gb2 and the distribution gear Gd shown in FIG. FIG. 5 shows a “four-wheel drive” in which the distribution gear Gd and the front-wheel drive gear Ge1 are engaged as shown in FIG. 5 (d) (the position where the two-wheel drive / four-wheel drive switching sleeve SB is represented by a solid line). "Differential unlocked state" and "four-wheel drive / diff locked state" in which the second transmission gear Gb2, the distribution gear Gd, and the front wheel drive gear Ge1 are all engaged as shown in FIG. Switch. Further, in this example, the two-wheel drive / four-wheel drive switching is performed between the “two-wheel drive state” and the “four-wheel drive / diff unlocked state” (between the positions (c) and (d) in FIG. 5). The sleeve SB engages only with the distribution gear Gd, and has a position in a “neutral state” where it does not engage with either the second transmission gear Gb2 or the front wheel drive gear Ge1. The structure of the two-wheel drive / four-wheel drive switching sleeve SB is the same as the above-described high / low switching sleeve SA, and although not shown in the drawings, it is composed of a substantially cylindrical member having inner teeth formed on the inner peripheral surface thereof. Has been. The internal teeth are configured to be engageable with external teeth (not shown) formed on the outer peripheral surfaces of the second transmission gear Gb2, the distribution gear Gd, and the front wheel drive gear Ge1. However, in this two-wheel drive / four-wheel drive switching sleeve SB, in order to realize the “four-wheel drive / diff unlocked state”, the second transmission gear Gb2 is not engaged at the position (d) of FIG. No internal teeth are formed on the inner peripheral surface. In addition, when the two-wheel drive / four-wheel drive switching sleeve SB is moved in the axial direction, a switching member such as a shift fork (not shown) that is engaged with a recess SBa provided on the outer peripheral surface is operated by the driver. This is performed by operating in conjunction with the operation lever TL of the transfer TF.

  Here, the two-wheel drive / four-wheel drive switching mechanism CM2 has the same problem as the high / low switching mechanism CM1. That is, when switching between the “two-wheel drive state”, “four-wheel drive / diff unlock state”, and “four-wheel drive / diff lock state” by the axial movement of the two-wheel drive / four-wheel drive switching sleeve SB, The phases of the internal teeth of the two-wheel drive / four-wheel drive switching sleeve SB and the external teeth of the gear (second transmission gear Gb2 or front wheel drive gear Ge1) to be engaged must match. That is, even if the two-wheel drive / four-wheel drive switching sleeve SB is moved in the axial direction in a state where the phases are not matched, the side surface of the two-wheel drive / four-wheel drive switching sleeve SB and the side surface of the gear to be engaged are engaged. And the inner teeth of the two-wheel drive / four-wheel drive switching sleeve SB cannot be engaged with the outer teeth of the gear. Therefore, when the vehicle is in a stopped state, both the 2WD / 4WD switching sleeve SB and the second transmission gear Gb2 or the front wheel drive gear Ge1 to be engaged are in a rotation stopped state. Therefore, the phases of the inner teeth and the outer teeth cannot be matched, and it is very difficult to switch the engagement. Therefore, in the vehicle drive device 1 according to the present invention, as described later, by rotating the connecting shaft Mc at a predetermined speed while the vehicle is stopped, it is possible to match the phases of the internal teeth and the external teeth, The engagement can be easily switched.

  As described above, the transfer TF is configured to be able to switch between a plurality of drive transmission states by switching the engagement states of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2. In this embodiment, the transfer TF is performed by setting the high / low switching mechanism CM1 to the “high gear state” and the two-wheel drive / four-wheel drive switching mechanism CM2 to the “two-wheel drive state”. (1) Two-wheel drive / high gear state, high・ By changing the low switching mechanism CM1 to the “high gear state” and the 2WD / four-wheel switching mechanism CM2 to the “four-wheel drive / diff-unlocked state” (2) four-wheel drive ・ high gear / diff-unlocked state, high (3) Four-wheel drive / high gear / diff lock state and high / low switch mechanism CM1 by setting the low switch mechanism CM1 to “high gear state” and the two-wheel drive / four-wheel drive switch mechanism CM2 to “four wheel drive / diff lock state” (4) Four-wheel drive, low gear, diff lock state by setting the two-wheel drive / four-wheel drive switching mechanism CM2 to "four-wheel drive / diff lock state" Thereby enabling switching between a plurality of power transmission state and the like. These power transmission states are switched in conjunction with the operation lever TL of the transfer TF operated by the driver.

4). Configuration of Control Device ECU Next, the configuration of the control device ECU as control means of the vehicle drive device 1 according to the present embodiment will be described with reference to FIG. In FIG. 1, a double solid line indicates a driving force transmission path, a double broken line indicates a power transmission path, and a white arrow indicates an oil flow. Also, solid arrows indicate various information transmission paths.

  This control device ECU uses the information acquired by the sensors Se1 to Se11 provided in each part of the vehicle, via the engine E, the first motor / generator MG1, the second motor / generator MG2, and the hydraulic control device HC. Operation control of each friction engagement element of transmission SC, an electric oil pump, etc. is performed. In particular, the vehicle drive device 1 performs switching control for rotationally driving the second motor / generator MG2 during the engagement switching operation of the transfer TF on the condition that the vehicle is in a stopped state. In this example, the sensors Se1 to Se11 are a first motor / generator rotation speed sensor Se1, a second motor / generator rotation speed sensor Se2, a hydraulic pressure sensor Se3, an oil temperature sensor Se4, an output shaft rotation speed sensor Se5, and an engine rotation speed sensor. Se6, shift position detection sensor Se7, brake operation detection sensor Se8, storage amount detection sensor Se9, connecting shaft rotation speed detection sensor Se10, and transfer engagement state detection sensor Se11 are provided.

  Here, the first motor / generator rotation speed sensor Se1 is a sensor for detecting the rotation speed of the rotor Ro1 of the first motor / generator MG1. The second motor / generator rotational speed sensor Se2 is a sensor for detecting the rotational speed of the rotor Ro2 of the second motor / generator MG2. The hydraulic pressure sensor Se3 is a sensor for detecting the original hydraulic pressure that is the hydraulic pressure of the oil supplied to the hydraulic pressure control device HC. The oil temperature sensor Se4 is a sensor for detecting the oil temperature that is the temperature of the oil supplied from the hydraulic control device HC. The output shaft rotation speed sensor Se5 is a sensor for detecting the rotation speed of the rear wheel output shaft Or. The output shaft rotational speed sensor Se5 may detect the rotational speed of the front wheel output shaft Of, or may detect the rotational speeds of both the front wheel output shaft Of and the rear wheel output shaft Or. The engine rotation speed sensor Se6 is a sensor for detecting the rotation speed of the drive shaft Ec of the engine E. The shift position detection sensor Se7 is a sensor for detecting a selected position of the shift lever SL for operating the transmission SC. The brake operation detection sensor Se8 is a sensor for detecting whether or not the brake pedal bp is operated. The charged amount detection sensor Se9 is a sensor for detecting the charged amount of the battery Ba. The connecting shaft rotational speed detection sensor Se10 is a sensor for detecting the rotational speed of the connecting shaft Mc (see FIG. 2) that connects the transmission SC and the transfer TF. The transfer engagement state detection sensor Se11 is a sensor that detects the engagement state of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2 of the transfer TF. In the present embodiment, the shift lever SL corresponds to “shift instruction means” in the present invention.

  Further, the control unit ECU includes an engine control unit 3, a motor / generator control unit 4, a storage amount detection unit 5, a motor / generator rotation detection unit 6, a connecting shaft rotation speed detection unit 7, a transfer engagement state detection unit 8, a hydraulic pressure Detection means 9, oil temperature detection means 10, transmission control means 11, electric oil pump control means 12, engine rotation detection means 13, output shaft rotational speed detection means 14, shift position detection means 15, brake operation detection means 16, switch Position detection means 17, rotational speed determination means 18, rotational torque determination means 19, and stop determination means 20 are provided. Each of these means in the control unit ECU includes an arithmetic processing unit such as a CPU as a core member, and a functional unit for performing various processes on input data is performed by hardware or software (program) or both. Implemented and configured.

  The engine control means 3 performs operation control such as operation start, stop, rotation speed control, and output torque control of the engine E. The motor / generator control means 4 performs operation control such as rotational speed control and rotational torque control of the first motor / generator MG1 and the second motor / generator MG2 via the inverter In. Specifically, the rotational speed control is performed by controlling the frequency of electric power supplied to the first motor / generator MG1 or the second motor / generator MG2. The rotational torque control is performed by controlling the current or voltage supplied to the first motor / generator MG1 or the second motor / generator MG2. The storage amount detection means 5 performs a process of detecting the storage amount of the battery Ba based on the output from the storage amount detection sensor Se9. The motor / generator rotation detecting means 6 rotates the first motor / generator MG1 and the second motor / generator MG2 based on the outputs of the first motor / generator rotation speed sensor Se1 and the second motor / generator rotation speed sensor Se2. Detect speed.

  The connecting shaft rotational speed detection means 7 detects the rotational speed of the connecting shaft Mc (see FIG. 2) that connects between the transmission SC and the transfer TF, based on the output from the connecting shaft rotational speed detection sensor Se10. The transfer engagement state detection means 8 detects the engagement state of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2 of the transfer TF based on the output from the transfer engagement state detection sensor Se11. The oil pressure detection means 9 detects the original oil pressure that is the pressure of the oil supplied to the oil pressure control device HC based on the output from the oil pressure sensor Se3. Based on the output from the oil temperature sensor Se4, the oil temperature detection means 10 detects the oil temperature, which is the temperature of oil supplied from the hydraulic control device HC to each part of the transmission SC. The transmission control means 11 controls the operation of the hydraulic control device HC, thereby causing each friction engagement element of the transmission SC, in this example, the first clutch C1, the second clutch C2, and the third clutch C3, and The first brake B1 and the second brake B2 (see FIG. 2) are engaged or disengaged, and control is performed to select the gear position of the transmission SC. The electric oil pump control means 12 performs operation control such as rotation speed control of the electric oil pump OPe via the electric oil pump inverter Inop. The engine rotation detection means 13 detects the rotation speed of the drive shaft Ec of the engine E based on the output from the engine rotation speed sensor Se6. Based on the output from the output shaft rotational speed sensor Se5, the output shaft rotational speed detection means 14 determines the rotational speed of the output shaft (one or both of the front wheel output shaft Of and the rear wheel output shaft Or) of the vehicle drive device 1. To detect.

  The shift position detection means 15 detects the selected position of the shift lever SL for operating the transmission SC based on the output from the shift position detection sensor Se7. In this example, any of the ranges “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, “2 (second)”, “L (low)” Detect if it is selected. In this example, the “N” range is a stop range for maintaining the vehicle in a stopped state, and the “R”, “D”, “2”, and “L” ranges are in a state where the vehicle can run. It is a driving range. Note that “P” is generally included in the stop range, but in this example, the connection axis Mc is constrained from rotating in the “P” range so that the output shaft of the transmission SC does not rotate. The control at the time of switching to rotationally drive the second motor / generator MG2 connected to the motor is not performed. Therefore, in this example, the “P” range is a “restraint range” and is not included in the “stop range”. The brake operation detection means 16 detects the operation state of the brake pedal bp by the driver of the vehicle based on the output from the brake operation detection sensor Se8. The switch position detection unit 17 detects whether the position of the operation switch SW as the reception state changing unit that can receive an operation for switching the engagement state of the transfer TF is in the ON position or the OFF position. . When the switch SW is set to the ON position, the operation lever TL of the transfer TF is operable by the driver. The operation switch SW is provided at a position where it can be operated by the driver of the vehicle.

  The rotation speed determination means 18 performs a target rotation of the second motor / generator MG2 in accordance with the state of the transmission SC so that the connecting shaft Mc serving as the input shaft of the transfer TF rotates at a predetermined speed during the switching control described later. Determine the speed. Here, the predetermined speed of the connecting shaft Mc is to rotate at least one of the switching sleeve SA or SB of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2 and the gear to be engaged therewith. Thus, the rotational speed of the connecting shaft Mc for facilitating these engagements. The rotational speed of the connecting shaft Mc that achieves such an object may be a speed within a range of, for example, about 0.05 to 5 [rotations / minute]. Therefore, the rotational speed determining means 18 determines the target rotational speed of the second motor / generator MG2 in accordance with the state of the transmission SC so that the connecting shaft Mc rotates at a speed within such a range. Further, the rotational torque determination means 19 determines an upper limit value of the rotational torque when the second motor / generator MG2 is rotationally driven at the target rotational speed during the switching control.

  Here, the state of the transmission SC related to the determination of the target rotational speed and the upper limit value of the rotational torque includes the engagement state of each friction engagement element, the oil temperature, the hydraulic pressure, and the like. In the present embodiment, the upper limit values of the target rotational speed and the rotational torque are determined according to the engagement state of the clutches C1, C2, and C3 of the transmission SC. More specifically, in this example, the “N” range in which the clutches C1, C2, and C3 are disengaged according to the selected position of the shift lever SL that determines the engaged state of the clutches C1, C2, and C3. When (that is, the stop range) is selected, the target rotational speed Ntn for the stop range and the upper limit value Ttn of the rotational torque are determined. On the other hand, when a travel range such as the “D” range where the first clutch C1 is engaged and the “R” range where the third clutch is engaged when the vehicle is stopped is selected, The target rotation speed Ntd and the upper limit value Ttd of the rotation torque are determined. In this example, since the connecting shaft Mc that is the output shaft of the transmission SC is constrained not to rotate in the “P” range (that is, the constraining range), the second motor generator MG2 that is drivingly coupled to the connecting shaft Mc. The control at the time of switching to rotate is not performed. Therefore, the target rotation speed and the upper limit value of the rotation torque are not determined.

  The stop determination means 20 includes the rotation speed of the output shaft (one or both of the front wheel output shaft Of and the rear wheel output shaft Or) detected by the output shaft rotation speed detection means 14 and the brake detected by the brake operation detection means 16. Based on the operation state of the pedal bp, it is determined whether or not the vehicle is stopped. Specifically, when the rotational speed of the rear wheel output shaft Or detected by the output shaft rotational speed detection means 14 is zero, it can be determined that the vehicle is in a stopped state. In this example, when the brake pedal bp is further operated, that is, when the wheel brake is in effect, it is determined that the vehicle is in a stopped state. It is also possible to adopt a configuration in which the stop state of the vehicle is determined based only on the detection result by the output shaft rotation speed detection means 14.

5. Operation Control by Control Device ECU Next, an operation at the time of switching control of the vehicle drive device 1 by the control device ECU will be described. FIG. 7 is a flowchart showing a flow of operation in switching control of the vehicle drive device 1 according to the present embodiment. This switching control is a control for rotationally driving the second motor / generator MG2 during the switching operation of the engagement switching means 30 of the transfer TF on condition that the vehicle is stopped.

  As shown in FIG. 7, the control unit ECU first determines whether or not the operation switch SW is in the ON position (step # 01). This determination is made based on the detection result by the switch position detection means 17. If the operation switch SW is not in the ON position, that is, if it is in the OFF position (step # 01: NO), the transfer TF engagement switching operation is performed because the operation of the transfer TF is not accepted. Therefore, the process ends.

  On the other hand, when the operation switch SW is set to the ON position (step # 01: YES), the transfer TF is operable. Then, next, it is determined by the stop determination means 20 whether the vehicle is in a stopped state (step # 02). If the vehicle is not stopped (step # 02: NO), it is not necessary to perform the switching control, and thus the process ends. That is, when the vehicle is moving, the rear-wheel output shaft Or and the front-wheel output shaft Of rotate, so that the switching sleeve SA or SB of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2 is rotated. In addition, since at least one of the gears to be engaged is rotating, it is not necessary to perform switching control. Further, when the vehicle is traveling, it is not usually possible to operate the transfer TF, so that it is not necessary to perform switching control. Therefore, in the present invention, the switching control is performed only when the vehicle is stopped.

  If the vehicle is in a stopped state (step # 02: YES), it is next determined by the shift position detection means 15 whether or not the selected position of the shift lever SL is in the “P” range (that is, the constraint range). When the selected position of the shift lever SL is in the “P” range (step # 03: YES), the connecting shaft Mc serving as the output shaft of the transmission SC is constrained not to rotate, so that it is driven by the connecting shaft Mc. The switching control for rotationally driving the connected second motor / generator MG2 is not performed. Therefore, the process ends.

  If the selected position of the shift lever SL is not in the “P” range (step # 03: NO), then the selected position of the shift lever SL is in the “N” range (that is, the stop range) by the shift position detecting means 15. (Step # 04). If the selected position of the shift lever SL is in the “N” range (step # 04: YES), the rotational speed determining means 18 and the rotational torque determining means 19 cause the target rotational speed and rotational torque of the second motor / generator MG2 to be selected. Are determined as the target rotational speed Ntn for the stop range and the upper limit value Ttn of the rotational torque. Then, the second motor / generator MG2 is controlled to rotate according to the control (step # 05). On the other hand, when the selected position of the shift lever SL is not in the “N” range (step # 04: NO), the travel range, that is, any one of the ranges “D”, “2”, “L” or “R” is set. It can be determined that it is selected. Therefore, the rotation speed determination means 18 and the rotation torque determination means 19 determine the target rotation speed and the upper limit value of the rotation torque of the second motor / generator MG2 as the target rotation speed Ntd and the rotation torque upper limit value Ttd for the travel range. To do. Then, the second motor / generator MG2 is controlled to rotate (step # 06). At this time, if the rotational driving force of the second motor / generator MG2 is transmitted to the stopped engine E, the corresponding energy is wasted. Therefore, the control device ECU controls the first motor / generator MG1 by the motor / generator control means 4 so that the rotation of the first intermediate shaft M1 is not transmitted to the input shaft I side. Specifically, the first motor / generator MG1 is controlled so as to freely rotate without resistance.

  Here, the target rotational speed Ntn for the stop range is set to a rotational speed higher than the target rotational speed Ntd for the travel range. Further, the upper limit value Ttn of the rotational torque for the stop range is set to a torque higher than the upper limit value Ttd of the rotational torque for the travel range. That is, in the “N” range that is the stop range, the first clutch C1, the second clutch C2, and the third clutch C3 are all in the disengaged state, and therefore the connecting shaft Mc is connected to the clutches C1, C2. , It is rotated by transmission of driving force utilizing the viscous resistance of oil in C3. On the other hand, in the travel range such as “D” and “R”, since at least one of the first clutch C1, the second clutch C2, and the third clutch C3 is engaged, the connecting shaft Mc Is rotated by transmission of a direct driving force through the engaged clutches C1, C2, and C3. Therefore, in both cases where the stop range is selected and the travel range is selected, the connecting shaft Mc serving as the input shaft of the transfer TF is set within a predetermined speed range (for example, 0.05) as described above. -5 [rotation / min]), the upper limit of the target rotation speed Ntn and the upper limit of the rotation torque for the stop range is increased according to the increase in the rotation speed and the loss of the rotation torque in the clutches C1, C2, and C3. The value Ttn must be set higher than the target rotational speed Ntd for the travel range and the upper limit value Ttd of the rotational torque. On the other hand, it is preferable to set the upper limit value Ttd of the rotational torque for the travel range to such a low value that the vehicle can maintain the stopped state even when the transfer TF enters the state of transmitting the driving force.

  Thereafter, based on the detection result by the switch position detecting means 17, it is determined whether or not the operation switch SW is set to the OFF position (step # 07). Until the operation switch SW is set to the OFF position (step # 07: NO), the processing of steps # 04 to # 06 is continued. If the operation switch SW is set to the OFF position (step # 07: YES), the process ends.

  Next, the operation of the second motor / generator MG2 during the switching control of the vehicle drive device 1 according to the present embodiment will be described with reference to the timing charts shown in FIGS. In these timing charts, when the vehicle is stopped, the operation switch SW is operated from the OFF position to the ON position, the operation lever TL of the transfer TF is operated, and the engagement state of the high / low switching mechanism CM1 is “low gear state”. , “Neutral state”, “high gear state” in this order, and then the state of the rotational torque and rotational speed of the second motor / generator MG2 when the operation switch SW is operated from the ON position to the OFF position. Yes. Here, FIG. 8 shows an operation when the selection position of the shift lever SL is in the “N” range (stop range). On the other hand, FIG. 9 shows an operation when the selection position of the shift lever SL is in the “D” range (traveling range). Here, it is assumed that the two-wheel drive / four-wheel drive switching mechanism CM2 of the transfer TF is fixed in the “four-wheel drive / diff unlocked state”.

  First, based on FIG. 8, the operation when the selection position of the shift lever SL is in the “N” range will be described. In this case, the first clutch C1, the second clutch C2, and the third clutch C3 are all in the disengaged state (shown as “OFF” in FIG. 8), but FIG. Only the state is shown.

  In the leftmost region (1) in FIG. 8, the operation switch SW is in the OFF position, so that the switching control is not started. Therefore, the second motor / generator MG2 is in a non-rotating stop state. Then, when entering the region (2) and the operation switch SW is turned to the ON position, the rotation drive of the second motor / generator MG2 is started. At the start of this rotation, in order to rotate the rotor Ro2 and the first intermediate shaft M1 of the second motor / generator MG2 from the stopped state, a large rotational torque is temporarily output by the second motor / generator MG2. Here, the output torque is increased to the upper limit value Ttn of the rotational torque for the stop range. Thereafter, the second motor / generator MG2 is rotationally driven at the target rotational speed Ntn for the stop range.

  During this time, the high / low switching mechanism CM1 of the transfer TF is switched from the “low gear state” in the region (2) to the “neutral state” in the region (3), and further switched to the “high gear state” in the region (4). . In the meantime, the second motor / generator MG2 is rotationally driven at the target rotational speed Ntn for the stop range, and the connecting shaft Mc is driven at a predetermined speed by transmission of driving force using the viscous resistance of oil in the clutches C1, C2, and C3. Rotate. As a result, the second input gear Ga2 from the “low gear state” (shown in the position (b) in FIG. 5) in which the high / low switching sleeve SA of the high / low switching mechanism CM1 is engaged with the fourth reduction gear Gc4. And switching to the “high gear state” (indicated by the position (a) in FIG. 5) can be easily performed. Thereafter, when entering the region (5) and the operation switch SW is in the OFF position, the rotational torque of the second motor / generator MG2 is set to zero and the rotational drive is stopped.

  Next, based on FIG. 9, the operation when the selection position of the shift lever SL is in the “D” range will be described. In this case, since the vehicle is in a stopped state, the first speed is selected in the transmission SC, and the first clutch C1 is engaged (shown as “ON” in FIG. 9) as shown in FIG. It has become. Although the second clutch C2 and the third clutch C3 are in a disengaged state, illustration thereof is omitted.

  In the leftmost area (1) in FIG. 9, since the operation switch SW is in the OFF position, the switching control is not started. Therefore, the second motor / generator MG2 is in a non-rotating stop state. Then, when entering the region (2) and the operation switch SW is turned to the ON position, the rotation drive of the second motor / generator MG2 is started. However, since the first clutch C1 is engaged here, when the transfer TF is in a drive transmission state other than the “neutral state”, the rotor Ro2 of the second motor / generator MG2 is a wheel (rear wheel Wr and Since it is in a drivingly connected state to one or both of the front wheels Wf, it cannot rotate. Therefore, in the region (2) in which the high / low switching mechanism CM1 is in the “low gear state”, the rotational torque increases to the upper limit value Ttd, but the rotational speed remains zero.

  Then, after entering the region (3) and the high / low switching mechanism CM1 is in the “neutral state”, the rotational speed of the second motor / generator MG2 increases to the target rotational speed Ntd for the travel range. Along with this, the output torque required for the second motor / generator MG2 decreases, so the rotational torque decreases. Thus, the second motor / generator MG2 is rotationally driven at the target rotational speed Ntd for the travel range, so that the connecting shaft Mc is driven at a predetermined speed by the driving force transmitted via the engaged first clutch C1. Rotate. As a result, the second input gear Ga2 from the “low gear state” (shown in the position (b) in FIG. 5) in which the high / low switching sleeve SA of the high / low switching mechanism CM1 is engaged with the fourth reduction gear Gc4. And switching to the “high gear state” (indicated by the position (a) in FIG. 5) can be easily performed.

  Then, when entering the region (4) and the high / low switching mechanism CM1 is in the “high gear state”, the rotor Ro2 of the second motor / generator MG2 cannot rotate as in the region (2). The rotational speed becomes zero, and the rotational torque increases to the upper limit value Ttd. Thereafter, when entering the region (5) and the operation switch SW is set to the OFF position, the rotational torque of the second motor / generator MG2 is set to zero and the rotational drive is stopped.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the first embodiment, the example of the control in which the first clutch C1 remains engaged even during the control at the time of switching when the selection position of the shift lever SL is in the “D” range (traveling range) has been described. . On the other hand, in the present embodiment, when the selection position of the shift lever SL is in the “D” range (traveling range), the first clutch C1 is controlled to be disengaged during the switching control. Further, as the first clutch C1 is disengaged during the control at the time of switching, the upper limit value of the target rotational speed and rotational torque of the second motor / generator MG2 is used for the stop range in the first embodiment. The same values as the target rotational speed Ntn and the upper limit value Ttn of the rotational torque can be used. Note that the control when the selection position of the shift lever SL is in the “N” range (stop range) is the same as in the first embodiment. Other configurations can be the same as those in the first embodiment. Accordingly, differences from the first embodiment will be described below.

  FIG. 10 is a timing chart showing the operation of the second motor / generator MG2 during the switching control of the vehicle drive device 1 in the present embodiment. As in FIGS. 8 and 9 according to the first embodiment, this timing chart shows the operation switch SW from the OFF position when the vehicle is stopped when the selection position of the shift lever SL is in the “D” range. When the operation lever TL of the transfer TF is operated to the ON position, the engagement state of the high / low switching mechanism CM1 is switched in the order of "low gear state", "neutral state", and "high gear state". The state of the rotational torque and rotational speed of the second motor / generator MG2 when the SW is operated from the ON position to the OFF position is shown. It is assumed that the transfer TF two-wheel drive / four-wheel drive switching mechanism CM2 is fixed in the “four-wheel drive / diff unlocked state”.

  In this case, since the vehicle is in a stopped state, the first speed is selected in the transmission SC, and in normal control, the first clutch C1 is engaged as shown in FIG. 4 (“ON” in FIG. 9). ”). Although the second clutch C2 and the third clutch C3 are in a disengaged state, illustration thereof is omitted.

  In the leftmost region (1) in FIG. 10, the operation switch SW is in the OFF position, so that the switching control is not started. Therefore, the second motor / generator MG2 is in a non-rotating stop state. The first clutch C1 is in an engaged state, which is a normal control state. Then, when entering the region (2) and the operation switch SW is turned to the ON position, the first clutch C1 is disengaged and the second motor / generator MG2 is started to rotate. At the start of this rotation, in order to rotate the rotor Ro2 and the first intermediate shaft M1 of the second motor / generator MG2 from the stopped state, a large rotational torque is temporarily output by the second motor / generator MG2. Here, the output torque increases to the upper limit value Ttn of the rotational torque. Thereafter, the second motor / generator MG2 is rotationally driven at the target rotational speed Ntn.

  During this time, the high / low switching mechanism CM1 of the transfer TF is switched from the “low gear state” in the region (2) to the “neutral state” in the region (3), and further switched to the “high gear state” in the region (4). . In the meantime, the second motor / generator MG2 is rotationally driven at the target rotational speed Ntn, and the connecting shaft Mc rotates at a predetermined speed by transmission of a driving force using the viscous resistance of oil in the clutches C1, C2, and C3. As a result, the second input gear Ga2 from the “low gear state” (shown in the position (b) in FIG. 5) in which the high / low switching sleeve SA of the high / low switching mechanism CM1 is engaged with the fourth reduction gear Gc4. And switching to the “high gear state” (indicated by the position (a) in FIG. 5) can be easily performed. Thereafter, when entering the region (5) and the operation switch SW is in the OFF position, the rotational torque of the second motor / generator MG2 is set to zero and the rotational drive is stopped.

[Third embodiment]
Next, a third embodiment of the present invention will be described. FIG. 11 is a block diagram schematically showing the configuration of the vehicle including the vehicle drive device 1 according to the present embodiment. As shown in this figure, the vehicle drive device 1 according to this embodiment includes an input shaft I drivingly connected to the engine E and the first motor / generator MG1, and an intermediate drivingly connected to the second motor / generator MG2. A transmission clutch C0 that selectively transmits driving force between the input shaft I and the intermediate shaft M1 by engagement or disengagement is provided between the shaft M1 and the shaft M1. According to this configuration, when the transmission clutch C0 is engaged, the engine E, the first motor / generator MG1, and the second motor / generator MG2 are all wheels (one or both of the rear wheel Wr and the front wheel Wf). It functions as a parallel type hybrid vehicle drive device in a drive-coupled state. On the other hand, in a state where the transmission clutch C0 is disengaged, the engine E is drivingly connected to the first motor / generator MG1, and the second motor / generator MG2 is drivingly connected to the wheels (one or both of the rear wheel Wr and the front wheel Wf). It functions as a drive device for a series-type hybrid vehicle in the state of being made.

  The vehicle drive device 1 according to the present embodiment is also different from the first embodiment in that it does not include the transmission SC (see FIG. 1). Accordingly, the control unit ECU does not include the transmission control unit 11 (see FIG. 1). Further, since the transmission SC (see FIG. 1) is not provided, the transfer TF is driven and connected to the second motor / generator MG2 without a clutch. That is, in the present embodiment, it can be considered in the same manner as the case where the selection position of the shift lever SL is always in the travel range in the first embodiment. Therefore, the upper limit value of the target rotational speed and the rotational torque of the second motor / generator MG2 is always the same value as the target rotational speed Ntd for the travel range and the upper limit value Ttd of the rotational torque. Since the upper limit value of the target rotational speed and rotational torque of the second motor / generator MG2 does not change in this way, the rotational speed determining means 18 and the rotational torque determining means 19 are not provided here. In the present embodiment, since the intermediate shaft M1 serves as the input shaft of the transfer TF, an intermediate shaft rotational speed detecting means 21 is provided instead of the connecting shaft rotational speed detecting means 7.

  Further, the operation of the second motor / generator MG2 at the time of switching control of the vehicle drive device 1 according to the present embodiment is the same as the timing chart of FIG. 9 according to the first embodiment. However, in this embodiment, during the switching control, the transmission clutch C0 is controlled by the transmission clutch control means 22 in order to prevent the rotational driving force of the second motor / generator MG2 from being transmitted to the stopped engine E. In the disengaged state, control for rotationally driving the second motor / generator MG2 is performed.

[Other Embodiments]
(1) In the first embodiment, the configuration in which the transmission SC is provided between the first intermediate shaft M1 that is drivingly connected to the second motor / generator MG2 and the transfer TF has been described as an example. However, the scope of application of the present invention is not limited to this, and it is also a preferred embodiment that the transmission SC is not provided in the configuration according to the first embodiment. Moreover, it is one of the suitable embodiments that the transmission according to the third embodiment is provided with a transmission.

(2) In the first embodiment, the upper limit values of the target rotational speed and rotational torque of the second motor / generator MG2 in the switching control are set according to the engagement states of the clutches C1, C2, and C3 of the transmission SC. The case of determination has been described as an example. However, the method for determining the upper limit values of the target rotational speed and the rotational torque is not limited to this. For example, it is also a preferred embodiment that the target rotational speed and the upper limit value of the rotational torque are determined according to the oil temperature, hydraulic pressure, etc. of the oil supplied to the transmission SC. In this case, for example, the target rotational speed and the upper limit value of the rotational torque can be determined using a map that defines an appropriate upper limit value of the target rotational speed and rotational torque according to the oil temperature and hydraulic pressure. It is.

(3) In each of the above embodiments, when the operation switch SW is operated by the switch position detecting means 17 to the ON position and the transfer TF becomes operable, the control device ECU performs control to start the switching control. The case has been described as an example. However, the scope of application of the present invention is not limited to this. That is, for example, the control device ECU detects that the engagement of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive switching mechanism CM2 as the engagement switching means 30 has been released by the transfer engagement state detection means 8. In the preferred embodiment, the control at the time of switching is started when it is detected that one or both of the high / low switching mechanism CM1 and the two-wheel drive / four-wheel drive mechanism CM2 are in the “neutral state”. One.

(4) In each of the above embodiments, the case where the “power transmission device” according to the present invention is the transfer TF has been described as an example. However, the “power transmission device” according to the present invention is not limited to this,
In addition to the transfer TF, the present invention can also be applied to other power transmission devices such as a transmission having a meshing engagement switching means.

(5) In the above-described first embodiment, the case where the input shaft I, the first intermediate shaft M1, and the rear wheel output shaft Or are arranged on the same axis has been described as an example. It is not limited to this. Therefore, for example, it is also a preferred embodiment that one or both of the first intermediate shaft M1 and the rear wheel output shaft Or are arranged in parallel with the input shaft I. Moreover, it is also possible to adopt a configuration in which these axes are arranged in a crossing direction.

(6) In each of the above-described embodiments, the case where the connection shaft Mc serving as the output shaft of the transmission SC is restricted so as not to rotate in the “P” range has been described as an example. However, for example, there may be a configuration in which the front wheel output shaft Of and the rear wheel output shaft Or, which are output shafts of the transfer TF, are restricted in the “P” range. In such a case, even in the “P” range, it is possible to perform switching control for rotationally driving the second motor / generator MG2 that is drivingly connected to the connection shaft Mc. Therefore, in such a case, the “P” range is included in the “stop range” of the present invention.

(7) In each of the above-described embodiments, the description has been given on the assumption that the vehicle is basically completely stopped as the vehicle stopped state. However, the scope of application of the present invention is not limited to this. That is, for example, even when the vehicle is traveling at a low speed equal to or lower than a predetermined speed, such as when the vehicle is traveling at a low speed when the accelerator pedal is not operated, the same operation control as in each of the above embodiments is performed. This is one of the preferred embodiments of the present invention. In this case, the stop determination means 20 determines that the vehicle is in a substantially stopped state when the vehicle is in a completely stopped state or in a state where the vehicle is traveling at a low speed equal to or lower than a predetermined speed. Then, when it is determined by the stop determination means 20 that the control device ECU is in a substantially stopped state, the control device ECU performs the same processing as that in the case where it is determined that the stopped state in each of the above embodiments (see step # 02 in FIG. 7). Do. Thereby, the phase of the meshing portions provided in each of the two members to be meshed and engaged in the engagement switching means 30 can be quickly matched, and the operation of switching the engagement state of the engagement switching means 30 is performed. Can be easily performed.

(8) In each of the above embodiments, the case where the present invention is applied to a drive device for a hybrid vehicle has been described as an example. However, the vehicle drive device 1 according to the present invention can be similarly applied to a vehicle including a rotating electrical machine other than a hybrid vehicle such as an electric vehicle.

  The vehicle drive device and the control method thereof according to the present invention can be used for a vehicle including a rotating electric machine as a drive source of a vehicle such as a hybrid vehicle and an electric vehicle.

The block diagram which shows typically the structure of the vehicle containing the vehicle drive device which concerns on 1st embodiment of this invention. The skeleton figure which shows the drive transmission structure of the vehicle drive device which concerns on 1st embodiment of this invention. Skeleton diagram of the transmission according to the first embodiment of the present invention The figure which shows the action | operation table | surface of the transmission which concerns on 1st embodiment of this invention. Skeleton diagram of transfer according to first embodiment of the present invention Partial perspective view showing the high / low switching sleeve and the fourth reduction gear The flowchart which shows the flow of operation | movement at the time of switching control of the vehicle drive device which concerns on 1st embodiment of this invention. Timing chart showing the operation of the second motor / generator during switching control when the shift lever is selected in the "N" range Timing chart showing the operation of the second motor / generator at the time of switching control when the selection position of the shift lever is in the “D” range The timing chart which shows operation | movement of the 2nd motor generator in the time of switching control in case the selection position of a shift lever is a "D" range based on 2nd embodiment of this invention The block diagram which shows typically the structure of the vehicle containing the drive device for vehicles which concerns on 3rd embodiment of this invention.

Explanation of symbols

1: Vehicle drive device 15: Shift position detecting means MG1: First motor / generator (first rotating electrical machine)
MG2: second motor / generator (rotary electric machine, second rotary electric machine)
I: Input shaft (engine side shaft)
M1: First intermediate shaft (transmission shaft)
Of: Front wheel output shaft Or: Rear wheel output shaft Mc: Connection shaft (input shaft of power transmission device)
Wf: Front wheel Wr: Rear wheel TF: Transfer (power transmission device)
ECU: Control device (control means)
20: Stop determination means 30: Engagement switching means SC: Transmission C1: First clutch (clutch)
C2: Second clutch (clutch)
C3: Third clutch (clutch)
SL: Shift lever (speed change instruction means)
SW: Operation switch (reception status changing means)
E: Engine C0: Transmission clutch PG0: Power distribution mechanism

Claims (15)

A rotating electrical machine, a transmission shaft drivingly connected to the rotating electrical machine, one or more output shafts drivingly connected to wheels, and a driving force transmitted via the transmission shaft are transmitted to the output shaft side. A power transmission device, a control means for controlling the rotating electrical machine and the power transmission device, and a stop determination means for determining that the vehicle is substantially stopped,
The power transmission device includes a meshing engagement switching unit, and is configured to be able to switch between a plurality of power transmission states by switching an engagement state of the engagement switching unit.
The vehicle drive device that performs switching control for rotationally driving the rotating electrical machine during the engagement switching operation of the power transmission device on the condition that the vehicle is substantially stopped.   The vehicle drive device according to claim 1, wherein the transmission is provided in a drive transmission path between the transmission shaft and the power transmission device. The transmission includes a clutch that selectively transmits a driving force transmitted through the transmission shaft by engagement or disengagement to the power transmission device side,
As the control at the time of switching, the control means is configured so that the input shaft of the power transmission device rotates at a predetermined speed by transmitting a driving force using the viscous resistance of oil in the clutch in the clutch disengaged state. The vehicle drive device according to claim 2, wherein control for rotationally driving the rotating electrical machine is performed. A shift position detecting means for detecting a selection position of the shift instruction means of the transmission;
4. The vehicle drive device according to claim 3, wherein the control unit performs the switching control when the selection position of the shift instruction unit is in a stop range. 5. The transmission includes a clutch that selectively transmits a driving force transmitted through the transmission shaft by engagement or disengagement to the power transmission device side,
3. The control device according to claim 2, wherein the control unit performs control to rotate the rotating electrical machine so that an input shaft of the power transmission device rotates at a predetermined speed in the engaged state of the clutch as the control at the time of switching. Vehicle drive device. A shift position detecting means for detecting a selection position of the shift instruction means of the transmission;
The vehicle drive device according to claim 5, wherein the control means performs the switching control when the selected position of the shift instruction means is in a travel range.   The vehicle drive device according to any one of claims 1 to 6, wherein the power transmission device is a transfer capable of switching a transmission state of a driving force to a front wheel and a rear wheel of the vehicle. A reception state changing means for enabling an operation for switching the engagement of the power transmission device;
The vehicle drive device according to claim 7, wherein the control unit starts the switching control when the power transmission device becomes operable by the reception state changing unit. An engagement state detection means for detecting an engagement state of the engagement switching means;
The vehicle drive device according to claim 7, wherein the control unit starts the switching control when it is detected that the engagement of the engagement switching unit is released.   10. The vehicle drive device according to claim 1, wherein the control unit rotationally drives the rotating electrical machine with a rotational torque equal to or less than a predetermined upper limit torque during the switching control. The rotary electric machine is a second rotary electric machine, a first rotary electric machine different from this, an engine side shaft that is drivingly connected to the engine, and a driving force transmitted from the engine side shaft to the first rotary electric machine and the transmission A power distribution mechanism that distributes to the shaft,
11. The control device according to claim 1, wherein, as the switching time control, the second rotating electrical machine is rotationally driven while controlling the first rotating electrical machine so that a driving force is not transmitted to the engine side shaft. The vehicle drive device according to one item. An engine side shaft that is drivingly connected to the engine, and a transmission clutch that selectively transmits driving force between the engine side shaft and the transmission shaft by engagement or disengagement,
The vehicle drive device according to any one of claims 1 to 10, wherein the control means rotationally drives the rotating electrical machine in the disengaged state of the transmission clutch as the switching control. A rotating electrical machine, a transmission shaft drivingly connected to the rotating electrical machine, one or more output shafts drivingly connected to wheels, and a driving force transmitted via the transmission shaft are transmitted to the output shaft side. A power transmission device; control means for controlling the rotating electrical machine and the power transmission device; and stop determination means for determining that the vehicle is substantially stopped. A vehicle driving device control method configured to include a combination switching unit and configured to switch between a plurality of power transmission states by switching an engagement state of the engagement switching unit,
A control method for a vehicle drive device that performs switching control for rotationally driving the rotating electrical machine during an engagement switching operation of the power transmission device on condition that the vehicle is substantially stopped. The vehicle drive device includes a transmission having a clutch that selectively transmits to the power transmission device side a driving force transmitted through the transmission shaft by engagement or disengagement, and the transmission shaft and the power. Provided in the drive transmission path with the transmission device,
As the control at the time of switching, the rotating electrical machine is controlled so that the input shaft of the power transmission device rotates at a predetermined speed by transmission of driving force using the viscous resistance of oil in the clutch in the disengaged state of the clutch. The method for controlling a vehicle drive device according to claim 13, wherein the vehicle drive device is rotationally driven. The vehicle drive device includes a transmission having a clutch that selectively transmits to the power transmission device side a driving force transmitted through the transmission shaft by engagement or disengagement, and the transmission shaft and the power. Provided in the drive transmission path with the transmission device,
As the control at the time of switching, the input shaft of the power transmission device rotates at a predetermined speed while the clutch is engaged, and the rotation torque transmitted to the output shaft is less than or equal to a predetermined upper limit torque. The method for controlling a vehicle drive device according to claim 13, wherein the electric machine is rotationally driven.

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