JP2016215750A - Vehicular drive apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular drive apparatus for maintaining the drivability of a vehicle in switching the vehicle from a four-wheel-drive travel to a two-wheel-drive travel.SOLUTION: A vehicular drive apparatus includes: a main drive wheel driven by one or two or more power source; a secondary drive wheel 69 driven by a third rotatory machine MG3; a meshing-type engagement device 40 for selectively engaging or disengaging between the third rotatory machine MG3 and secondary drive wheel 69; and control means 50 for performing swinging control of output torque of the third rotatory machine MG3 when the engagement device 40 transitions from an engagement state to a disengagement state. Further, when the engagement device 40 transitions from an engagement state to a disengagement state, the control means 50 causes a drive source to output torque in a different phase from the output torque of the third rotatory machine MG3.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle drive device.

  Conventionally, a 4WD system is known in which a front wheel is driven by an engine and a rear motor is driven by a rear motor as necessary. For example, in Patent Document 1, a meshing engagement device (electromagnetic clutch) is provided between a rear motor and a rear wheel, and the rear wheel is selectively driven by changing the engagement device from the engaged state to the released state. A control device for a four-wheel drive vehicle that switches from four-wheel drive travel to two-wheel drive travel has been proposed.

JP 2008-213766 A

  Here, when a meshing engagement device is used as a power transmission cutoff mechanism as in Patent Document 1, the engagement is performed unless the output torque of the rear motor and the traveling load (road load) from the vehicle tire are balanced to some extent. The device cannot be released. Therefore, in order to release the engagement device with certainty, it is conceivable to perform swinging control that increases or decreases the output torque of the rear motor by a predetermined width.

  However, when such swing control is performed, the increase or decrease in the output torque of the rear motor is applied to the drive shaft on the rear wheel from the start of the swing control until the engagement device is completely released. There is a possibility that the drivability of the vehicle may be deteriorated due to, for example, vibration.

  The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle drive device that does not impair the drivability of the vehicle when the vehicle is switched from four-wheel drive travel to two-wheel drive travel. To do.

  In order to solve the above-described problems and achieve the object, a vehicle drive device according to the present invention includes a main drive wheel driven by one or more power sources and a slave drive driven by a rotating machine. A meshing engagement device that selectively engages or disengages the wheel, the rotating machine, and the driven wheel, and when the engaging device transitions from the engaged state to the released state, Control means for performing swing control for increasing or decreasing the output torque, and the control means outputs the output of the rotating machine when the engagement device transitions from the engaged state to the released state. A torque having a phase opposite to that of the torque is output by the power source.

  As a result, the vehicle drive device is driven by a rotating machine that drives the driven wheels when the engagement device shifts from the engaged state to the released state, that is, when the vehicle shifts from four-wheel drive travel to two-wheel drive travel. By performing the swing control, release of the engaging device is promoted. In addition, the fluctuation of the output torque of the rotating machine is transmitted to the drive shaft on the driven wheel side by the swinging control by the rotating machine, and at the same time, the torque of the phase opposite to the output torque of the rotating machine is output from the power source. As a result, the increase / decrease in the output torque of the power source (the phase opposite to that of the driven wheel side) is also transmitted to the drive shaft on the main drive wheel side.

  According to the vehicle drive device of the present invention, the main drive wheel side and the slave drive wheel are output by the power source on the primary drive wheel side in a direction that cancels the output torque of the rotating machine on the slave drive wheel side. Since the increase / decrease in the output torque transmitted to each of the drive shafts on each side is canceled, the drivability of the vehicle is prevented from deteriorating.

FIG. 1 is a skeleton diagram schematically showing a configuration of a front portion of a vehicle including a vehicle drive device according to an embodiment of the present invention. FIG. 2 is a skeleton diagram schematically illustrating a configuration of a rear portion of a vehicle including the vehicle drive device according to the embodiment of the present invention. FIG. 3 is a block diagram illustrating a configuration of a control system of the vehicle drive device in a vehicle including the vehicle drive device according to the embodiment of the present invention. FIG. 4A shows a rear motor output torque, a front part output torque, and a vehicle front-rear G when a swing control is performed at the time of transition from 4WD (four-wheel drive) travel to 2WD (two-wheel drive) travel in a conventional vehicle. It is a time chart which shows. FIG. 4B is a diagram schematically showing the state of the rear portion when the swing control is performed at the time of transition from 4WD (four-wheel drive) travel to 2WD (two-wheel drive) travel in a conventional vehicle. FIG. 5 shows a rear motor output torque when swing control is performed at the time of transition from 4WD (four-wheel drive) travel to 2WD (two-wheel drive) travel in a vehicle including the vehicle drive device according to the embodiment of the present invention. 4 is a time chart showing a front portion output torque and a vehicle front-rear G. FIG. 6 is a flowchart showing the contents of processing by the vehicle drive device according to the embodiment of the present invention.

  A vehicle drive device according to an embodiment of the present invention will be described with reference to FIGS. In addition, this invention is not limited to the following embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  The vehicle drive device according to the present embodiment is mounted on a vehicle such as a hybrid (HV) vehicle or a plug-in hybrid (PHV) vehicle that can be charged by an external power source, and drives the vehicle. Further, in a vehicle equipped with a vehicle drive device, the main drive wheels are driven by a power source such as an engine provided in the front portion, and the driven wheels are driven by a rear motor provided in the rear portion as necessary. This is an electric 4WD vehicle.

  Hereinafter, a vehicle on which the vehicle drive device is mounted will be described in the order of the configuration of the front portion (FIG. 1), the configuration of the rear portion (FIG. 2), and the configuration of the control system of the vehicle drive device (FIG. 3). In the following, as shown in FIGS. 1 and 2, a vehicle whose main drive wheels are front wheels (front wheel drive) will be described as an example. Moreover, in FIGS. 1-3, only the thing relevant to this invention is extracted and shown in the structure contained in a vehicle, The illustration of other structures is abbreviate | omitted.

  As shown in FIG. 1, the front portion of the vehicle 1 (hereinafter referred to as a vehicle front portion) includes an engine 10, an output shaft 20, a counter driven gear 21, a counter shaft 22, a counter drive gear 23, and a differential gear 24. A differential gear 24a, a reduction gear 25, rotating shafts 26 and 27, a driving shaft 28, a main driving wheel 29, a planetary gear mechanism 30, an ECU (Engine Control Unit) 50, and a first rotating machine MG1. And a second rotating machine MG2.

  The engine 10 converts the combustion energy of the fuel into a rotational motion of the output shaft 20 and outputs it. As shown in FIG. 1, the output shaft 20 is connected to the carrier 34 of the planetary gear mechanism 30, and transmits the rotational motion to the planetary gear mechanism 30. Further, the output torque of the engine 10 (hereinafter referred to as engine torque) is mainly driven via the output shaft 20, counter driven gear 21, counter shaft 22, counter drive gear 23, diff ring gear 24 a, differential gear 24 and drive shaft 28. It is also transmitted to the wheel 29.

  The planetary gear mechanism 30 functions as a power distribution mechanism that distributes the power of the engine 10 to the first rotating machine MG1 side and the drive shaft 28 side. The planetary gear mechanism 30 in the present embodiment is of a single pinion type, and includes a sun gear 31, three rotating elements including a pinion gear 32 and a ring gear 33, and a carrier 34, as shown in FIG. The three rotating elements of the planetary gear mechanism 30 are connected to the engine 10, the first rotating machine MG1, and the output-side drive shaft 28, respectively.

  As shown in FIG. 1, the pinion gear 32 is rotatably supported by a carrier 34 and meshes with the sun gear 31 and the ring gear 33. The pinion gear 32 can be rotated (revolved) around the central axis of the output shaft 20 together with the output shaft 20 and can be rotated (rotated) around the central axis of the pinion gear 32.

  As shown in FIG. 1, the sun gear 31 is connected to the rotating shaft 26 of the first rotating machine MG1. The rotating shaft 26 is connected to the rotor (reference numeral omitted) of the first rotating machine MG 1 and transmits the output torque of the first rotating machine MG 1 to the sun gear 31. Moreover, the rotating shaft 26 transmits the engine torque input from the sun gear 31 to the rotor of the first rotating machine MG1.

  As shown in FIG. 1, the ring gear 33 is connected to the counter driven gear 21. The counter driven gear 21 is connected to the counter drive gear 23 via the counter shaft 22. Further, the counter drive gear 23 meshes with the diff ring gear 24 a of the differential gear 24. The differential gear 24 is connected to the left and right main drive wheels 29 via the drive shaft 28.

  The counter driven gear 21 meshes with the reduction gear 25 as shown in FIG. Further, the reduction gear 25 is connected to the rotating shaft 27 of the second rotating machine MG2. The rotating shaft 27 is connected to the rotor (reference numeral omitted) of the second rotating machine MG2, and rotates integrally with the rotor of the second rotating machine MG2.

  The output torque of the second rotating machine MG2 is transmitted from the reduction gear 25 to the counter driven gear 21. Therefore, the engine torque transmitted from the engine 10 side via the counter driven gear 21 and the torque transmitted from the second rotating machine MG2 via the reduction gear 25 are combined in the counter driven gear 21 and are transmitted from the counter drive gear 23. Is output. Since the reduction gear 25 has a smaller diameter than the counter driven gear 21, the rotation of the second rotating machine MG2 is decelerated and output to the counter driven gear 21. The main drive wheel 29 is configured to be drivable by at least one of one or two or more power sources, that is, the engine 10 or the second rotary machine MG2.

  As shown in FIG. 2, the rear portion of the vehicle 1 (hereinafter referred to as a vehicle rear portion) includes an engagement device 40, an ECU 50, a counter driven gear 61, a counter shaft 62, a counter drive gear 63, and a differential gear 64. And a differential ring gear 64a, a reduction gear 65, rotating shafts 66 and 67, a driving shaft 68, a driven wheel 69, and a third rotating machine MG3. The vehicle drive device according to the present embodiment includes the engine 10, the main drive wheel 29, the engagement device 40, the ECU 50, the driven wheel 69, the first rotating machine MG1, and the third rotation shown in FIGS. It includes at least the machine MG3.

  The engagement device 40 functions as a power transmission cutoff mechanism that selectively drives the driven wheels 69. Specifically, the engagement device 40 is a meshing electromagnetic clutch device, and includes a first dog tooth 41, a second dog tooth 42, a sleeve 43, and an actuator 44, as shown in FIG. ing.

  The first dog teeth 41 are connected to the rotating shaft 66 and function as first engaging elements in the engaging device 40. The second dog teeth 42 are connected to the rotation shaft 67 of the third rotating machine MG3 and function as a second engagement element in the engagement device 40. The rotating shaft 67 is connected to the rotor (reference numeral omitted) of the third rotating machine MG3, and transmits the output torque of the third rotating machine MG3 to the driven wheel 69 side when the engaging device 40 is engaged. The sleeve 43 is supported so as to be movable in the axial direction of the rotary shafts 66 and 67, and has dog teeth corresponding to the first dog teeth 41 and the second dog teeth 42.

  The actuator 44 generates an electromagnetic force by the electric power supplied from the power source 70 (see FIG. 3) via the drive circuit 80 (see FIG. 3), and the driving force in the axial direction (engagement direction) with respect to the sleeve 43. Act. Here, the sleeve 43 receives a biasing force in a release direction, that is, a direction opposite to the engagement direction, by a biasing member such as a return spring (not shown). Therefore, the actuator 44 generates a driving force larger than the urging force of the urging member, thereby moving the sleeve 43 in the engaging direction, and moving the sleeve 43 to both the first dog teeth 41 and the second dog teeth 42. Mesh with. Thereby, the 1st dog tooth 41 and the 2nd dog tooth 42 engage via sleeve 43, and engagement device 40 will be in an engagement state. In such an engaged state, the rotary shafts 66 and 67 and the rotor (reference numeral omitted) of the third rotating machine MG3 are coupled so as to be integrally rotatable, and the output torque of the third rotating machine MG3 is driven by the driven wheel 69. Transmitted to the side.

  On the other hand, when the power supply to the actuator 44 is stopped, the sleeve 43 is driven in the release direction by the urging force of the urging member. Thereby, the meshing between the first dog teeth 41 and the second dog teeth 42 is released, and the engagement device 40 is released. In such a released state, the output torque of the third rotating machine MG3 is not transmitted to the driven wheel 69 side. As the actuator 44, a solenoid or the like having no reduction gear and having a light equivalent mass is preferable.

  The counter driven gear 61 is connected to a counter drive gear 63 via a counter shaft 62 as shown in FIG. Further, the counter drive gear 63 meshes with the diff ring gear 64 a of the differential gear 64. The differential gear 64 is connected to the left and right slave drive wheels 69 via a drive shaft 68.

  The counter driven gear 61 meshes with the reduction gear 65 as shown in FIG. Further, the reduction gear 65 is connected to the rotating shafts 66 and 67. When the engagement device 40 is engaged, the output torque of the third rotating machine MG3 is transmitted from the reduction gear 65 to the counter driven gear 61. Further, the secondary drive wheel 69 is configured to be driven by the third rotating machine MG3 as described above.

  The first rotating machine MG1 and the second rotating machine MG2 have functions as a motor (electric motor) and a generator, respectively, and the third rotating machine MG3 has a function as a motor. The first rotating machine MG1, the second rotating machine MG2, and the third rotating machine MG3 are connected to a battery (see the same figure) via an inverter 90 (see FIG. 3). As the first rotating machine MG1, the second rotating machine MG2, and the third rotating machine MG3, for example, an AC synchronous motor generator can be used.

  The ECU (control unit, control means) 50 is an electronic control unit having a computer. 1 and 2, the ECU 50 is electrically connected to the engine 10, the first rotating machine MG1, the second rotating machine MG2, the third rotating machine MG3, and the actuator 44 of the engagement device 40, Control these. More specifically, the ECU 50 includes an HV-ECU 51, an MG-ECU 52, and another ECU 53, as shown in FIG.

  The HV-ECU 51 controls each device of the vehicle 1 according to output signals from various sensors. Specifically, as shown in FIG. 3, the HV-ECU 51 controls the energization amount to the actuator 44 by outputting a PWM command to the drive circuit 80. Further, the HV-ECU 51 outputs a control command for controlling the operations of the first rotating machine MG1, the second rotating machine MG2 and the third rotating machine MG3 to the MG-ECU 52. Further, the HV-ECU 51 controls the other ECU 53 according to an output signal from the other ECU 53. The HV-ECU 51 controls the actuator 44 via the drive circuit 80 as shown in FIG. 2, but in FIG. 2, the drive circuit 80 disposed between the HV-ECU 51 (ECU 50) and the actuator 44. Is omitted.

  The MG-ECU 52 generates a control signal for controlling the inverter 90 that drives the first rotating machine MG1, the second rotating machine MG2, and the third rotating machine MG3 based on the control command from the HV-ECU 51. 3, the generated control signal is output to the inverter 90. The MG-ECU 52 drives the first rotating machine MG1, the second rotating machine MG2, and the third rotating machine MG3 via the inverter 90 as shown in FIG. 1, but in FIG. 1 and FIG. -The illustration of the inverter 90 arranged between the ECU 52 (ECU 50) and the first rotating machine MG1, the second rotating machine MG2 and the third rotating machine MG3 is omitted.

  The ECU 53 is, for example, an EFI (Electronic Fuel Injection), an ECB (Electric Commanding Brake), and is electrically connected to the engine 10 as shown in FIG. And control these.

  The stroke sensor 44 a detects the stroke amount of the engagement device 40 in the engagement direction of the sleeve 43 and outputs a signal indicating the stroke amount to the HV-ECU 51. The stroke amount in the engagement direction is the amount of movement of the sleeve 43 from the initial position toward one side in the axial direction (that is, the engagement direction). The drive circuit 80 energizes the actuator 44 of the engagement device 40 using the power from the power source 70 such as a battery.

  Here, as shown in FIG. 2, the vehicle drive device according to the present embodiment applies the driving force between the third rotating machine MG3 and the driven wheel 69, that is, the driving force of the third rotating machine MG3 to the driven wheel 69. The engagement device 40 is provided on the transmission path (rotating shafts 66 and 67), and the engagement device 40 is subjected to engagement control or release control by the ECU 50 (specifically, the HV-ECU 51), whereby the driven wheel 69 is driven. Is selectively driven. Therefore, for example, when shifting from a four-wheel drive running state in which the driven wheel 69 is driven together with the main drive wheel 29 to a non-driven state in which the driven wheel 69 is driven and only the main drive wheel 29 is driven, By controlling the engagement device 40 from the engaged state to the released state, the driving force from the third rotating machine MG3 is cut off, and control is performed so that the driving force is not transmitted to the driven wheels 69.

  In addition, as a situation where the engagement device 40 is engaged and the vehicle 1 performs four-wheel drive traveling, for example, when the vehicle 1 is started from a stopped state, or when the vehicle 1 is slipping, a large driving force is applied. Necessary situations are listed. The situation where the engagement device 40 is released and the vehicle 1 performs the two-wheel drive traveling includes a high vehicle speed / low load state such as when the vehicle 1 is traveling at a high speed / steady state. The vehicle 1 including the vehicle drive device according to the present embodiment can automatically switch between the four-wheel drive traveling and the two-wheel drive traveling according to the situation.

  Here, when the engagement device 40 shifts from the engaged state to the released state, as described above, if the output torque of the third rotating machine MG3 and the traveling load from the driven wheels 69 are not balanced, they are released. I can't. Therefore, as shown in FIG. 4A, in order to release the engagement device 40 with certainty, swing control is performed to increase or decrease the output torque of the third rotating machine MG3. Examples of the “running load” include air resistance, rolling resistance, and gradient resistance.

  Here, in FIG. 4A, “rear motor output torque” is the output torque of the third rotating machine MG3, and “front output torque” is the power source (engine 10, second rotation) that drives the main drive wheels 29. The total output torque of the machine MG2), “vehicle longitudinal G”, indicates the longitudinal acceleration of the vehicle 1 detected by an acceleration sensor (not shown). In the same figure, the horizontal axis represents time, the vertical axis in the time chart of “rear motor output torque” and “front part output torque”, the vertical axis in the time chart of “vehicle longitudinal G”, the acceleration, t1 The time point t2 when the release request of the engagement device 40 is requested, and the time point t2 when the release of the engagement device 40 is completed, respectively.

  In the swing control by the third rotating machine MG3, as shown in the “rear motor output torque” time chart of FIG. 4A, for example, the torque is decreased for a predetermined time from time t1, and then the torque is increased for a predetermined time. Thereafter, the torque is decreased for a predetermined time. Thereby, the release of the engagement device 40 is promoted, and the release of the engagement device 40 is completed at the time t2, for example.

  However, when such a swing control is performed by the third rotating machine MG3, as shown in FIG. 4A and FIG. 4B, from the start of the swing control until the engagement device 40 is completely released. During the period (time t1 to time t2), the increase / decrease in the output torque of the third rotating machine MG3 (change in driving force) is transmitted to the drive shaft 68. Accordingly, as shown in FIG. 4A, for example, a vehicle shock may occur due to fluctuations in the longitudinal acceleration of the vehicle 1, and the drivability of the vehicle 1 may deteriorate. The “vehicle shock” described above includes, for example, a state in which the vehicle body vibrates suddenly even though the accelerator is stepped on. In the same figure, there is a time lag between the timing of starting the swing control (time t1) and the timing at which the longitudinal acceleration of the vehicle 1 fluctuates in consideration of the general rigidity of the drive shaft 68. In this case, since it is assumed that the drive shaft 68 is twisted by the swinging control, the variation in acceleration is delayed by the twist.

  In view of the above problems, the ECU 50 of the vehicle drive device according to the present embodiment performs the vehicle front portion (FIG. 3) during the swing control by the third rotating machine MG3 of the vehicle rear portion (see FIG. 2). The torque output from the power source (see engine 10 and second rotating machine MG2) is not a constant value as in the conventional case (FIG. 4A), but is a value that considers the swing control by the third rotating machine MG3. We decided to control it. That is, as shown in the “front portion output torque” time chart of FIG. 5, the ECU 50 is opposite to the output torque of the third rotating machine MG3 when the engagement device 40 shifts from the engaged state to the released state. The phase torque is output by the power source.

  Accordingly, the release of the engagement device 40 is promoted by the swing control of the vehicle rear portion, and at the same time, the output torque of the third rotating machine MG3 from the engine 10 or the second rotating machine MG2 at the vehicle front portion is canceled. By outputting the torque, as shown in the time chart of “vehicle longitudinal G” in FIG. 5, for example, fluctuations in acceleration in the longitudinal direction of the vehicle 1 are suppressed, and as a result, deterioration in drivability of the vehicle 1 is prevented. . It should be noted that either the engine 10 or the second rotating machine MG2 may be used as a power source that outputs torque at the vehicle front portion. Further, the value of the output torque of the third rotating machine MG3 during the swing control is already calculated by the HV-ECU 51 during the swing control. Therefore, the power source can output torque having a phase opposite to that of the output torque of the third rotating machine MG3 by using the calculated value.

  The vehicular drive device having the above-described configuration is configured such that when the engagement device 40 shifts from the engaged state to the released state, that is, when the vehicle 1 shifts from four-wheel drive travel to two-wheel drive travel, The release of the engagement device 40 is promoted by performing the swing control by the third rotating machine MG3 to be driven. In addition, by the swing control by the third rotating machine MG3, the increase / decrease in the output torque of the third rotating machine MG3 is transmitted to the drive shaft 68 on the driven wheel 69 side, and at the same time, the power source (engine 10, second By outputting torque having the opposite phase to the output torque of the third rotating machine MG3 from the rotating machine MG2), the increase and decrease of the output torque of the power source (opposite phase with respect to the driven wheel 69) is also increased on the main driving wheel 29 side. It is transmitted to the drive shaft 28.

  Therefore, according to the vehicle drive device, torque is applied in a direction to cancel the output torque of the third rotating machine MG3 on the driven wheel 69 side by the power source (engine 10, second rotating machine MG2) on the main driving wheel 29 side. By outputting, the increase and decrease of the output torque transmitted to the drive shaft 28 on the main drive wheel 29 side and the drive shaft 68 on the slave drive wheel 69 side are canceled out, so that the drivability of the vehicle 1 is prevented from deteriorating.

  Hereinafter, an example of processing contents of the vehicle drive device according to the present embodiment will be described with reference to FIG. Note that the control flow described below is repeatedly executed at predetermined intervals.

  First, it is determined by the HV-ECU 51 whether or not there has been a request to release the engagement device 40 (step S1). Here, the presence / absence of a release request for the engagement device 40 is determined based on, for example, whether the vehicle speed is equal to or higher than a predetermined vehicle speed or higher than a predetermined accelerator opening (required driving force). When it is determined that there is no request for releasing the engagement device 40 (No in step S1), the determination in step S1 is repeated.

  When it is determined that there is a release request for the engagement device 40 (Yes in step S1), the HV-ECU 51 stops the power supply to the actuator 44 and the power is turned off (step S2). At the same time, the swing control by the third rotating machine MG3 (rear motor) at the rear of the vehicle is performed by the HV-ECU 51 (step S3). At the same time, the HV-ECU 51 outputs an antiphase torque from the power source (engine 10, second rotating machine MG2) of the vehicle front portion (step S4). In addition, although step S2-step S4 are performed in parallel, the order of processing may be slightly changed.

  Next, the HV-ECU 51 determines whether or not the engagement device 40 has been released (step S5). Here, whether or not the engagement device 40 has been released is determined based on the detection result of the stroke sensor 44a. If it is determined that the engagement device 40 has been released (Yes in step S5), the process proceeds to two-wheel drive running (step S6), and the process ends. On the other hand, when it is determined that the release of the engagement device 40 has not been completed (No in step S5), the determination in step S5 is repeated.

  The vehicle drive device according to the present embodiment performs the above-described process so that the vehicle 1 is operated when releasing the engagement device 40, that is, when shifting from four-wheel drive travel to two-wheel drive travel. Sexual deterioration is prevented.

  As mentioned above, although the vehicle drive device according to the present invention has been specifically described in the form for carrying out the invention, the gist of the present invention is not limited to these descriptions, and the description of the claims. Should be widely interpreted on the basis. Needless to say, various changes and modifications based on these descriptions are also included in the spirit of the present invention.

  For example, the vehicle drive device is not limited to an HV vehicle or a PHV vehicle, but selectively selects a power source such as the engine 10, a motor such as the third rotating machine MG 3 that drives the driven wheels 69, and the driven wheels 69. The present invention is applicable to any vehicle including a power transmission cutoff mechanism such as the engagement device 40 that is driven by the motor.

  As shown in FIGS. 1 and 2, the vehicle drive device is provided with a power source (engine 10 or second rotating machine MG2) and main drive wheels 29 in the vehicle front portion, and in the third rotation in the vehicle rear portion. The machine MG3, the engagement device 40, and the driven wheel 69 are provided. On the contrary, the third rotating machine MG3, the engagement device 40, and the driven wheel 69 are provided on the vehicle front portion, and the vehicle rear side. The power source and the main drive wheel 29 may be provided in the part. Even with such a configuration, the drivability may be deteriorated in the swing control, but the drivability is prevented by performing the same processing as in FIG.

1 vehicle 10 engine (power source)
DESCRIPTION OF SYMBOLS 20 Output shaft 21 Counter driven gear 22 Counter shaft 23 Counter drive gear 24 Differential gear 24a Def ring gear 25 Reduction gear 26, 27 Rotating shaft 28 Drive shaft 29 Main drive wheel 30 Planetary gear mechanism 31 Sun gear 32 Pinion gear 33 Ring gear 34 Carrier 40 Engagement device 41 1st dog tooth (1st engaging element)
42 Second dog teeth (second engagement elements)
43 Sleeve 44 Actuator 44a Stroke sensor 50 ECU (control unit, control means)
51 HV-ECU
52 MG-ECU
53 Other ECUs
61 counter driven gear 62 counter shaft 63 counter drive gear 64 differential gear 64a diff ring gear 65 reduction gears 66, 67 rotating shaft 68 driving shaft 69 driven wheel 70 power source 80 driving circuit 90 inverter MG1 first rotating machine MG2 second rotating machine ( Power source)
MG3 3rd rotating machine (rear motor)

Claims (1)

A main drive wheel driven by one or more power sources, a slave drive wheel driven by a rotating machine, and a meshing type for selectively engaging or releasing the rotating machine and the slave driving wheel In a vehicle drive device comprising: an engagement device; and a control unit that performs swing control for increasing or decreasing the output torque of the rotating machine when the engagement device shifts from an engagement state to a release state.
The control means outputs a torque having a phase opposite to an output torque of the rotating machine by the power source when the engaging device shifts from the engaged state to the released state. .

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