JP2022146729A - Vehicle drive device - Google Patents

Abstract

To provide a vehicle drive device capable of curbing fluctuation of driving force or braking force of a vehicle.SOLUTION: A vehicle drive device comprises: a power source which has an engine and a first rotary electric machine; a second rotary electric machine; a differential mechanism which has three rotary elements respectively connected to a first output shaft, a second output shaft and the second rotary electric machine; an engagement element which is selectively engaged with any two out of the three rotary elements; and a control unit. The vehicle drive device enables a travel mode to be switched between a first travel mode where torque of the second rotary electric machine is controlled so that the torque of the power source is distributed to the first output shaft and the second output shaft and a second travel mode where the engagement element is engaged so that the torque of the power source is distributed to the first output shaft and the second output shaft. The control unit executes the torque assist or the regeneration with the first rotary electric machine in place of the second rotary electric machine during a transition period of the travel modes when the second travel mode is switched to the first travel mode while the second rotary electric machine executes the torque assist or the regeneration.SELECTED DRAWING: Figure 15

Description

The present invention relates to a vehicle drive system.

Patent Document 1 discloses a power source having an engine and a first rotating electric machine, a second rotating electric machine, a first output shaft connected to the power source and outputting power to one of the front wheels and the rear wheels, and the front wheels. and a second output shaft that outputs power to the other wheel of the rear wheels, a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a second rotating electric machine and a differential device having a third rotating element connected to a torque that distributes torque from the power source to the first output shaft and the second output shaft by controlling the torque of the second rotating electrical machine. A vehicle drive system is disclosed which is designed to change the distribution ratio. Further, the vehicle drive device disclosed in Patent Document 1 includes an engagement element that engages any two of the first rotation element, the second rotation element, and the third rotation element, and the engagement element is Engagement makes it possible to run the vehicle by the second rotating electric machine.

JP 2007-246056 A

By the way, in the vehicle drive device disclosed in Patent Document 1, torque assist or regeneration by the second rotating electric machine is performed in a mode in which the engagement element is engaged and each rotating element of the differential mechanism is rotated integrally. It is possible. However, if the torque of the second rotating electric machine is switched to the mode in which the torque from the power source is distributed to the first output shaft and the second output shaft while the second rotating electric machine is performing torque assist or regeneration. , during mode switching transition, torque assist or regeneration by the second rotating electrical machine cannot be performed, and there is a problem that the driving force or braking force of the vehicle fluctuates.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive system capable of suppressing variations in driving force or braking force of a vehicle.

In order to solve the above-described problems and achieve an object, a vehicle drive system according to the present invention is a power source having an engine and a first rotating electric machine, a second rotating electric machine, and a power source connected to the power source, and configured to drive front wheels. and a first output shaft that outputs power to one of the rear wheels, a second output shaft that outputs power to the other wheel of the front wheels and the rear wheels, and a first output shaft connected to the first output shaft a differential mechanism having a rotating element, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine; the first rotating element and the second rotating element; , and an engaging element that selectively engages any two of the third rotating elements, and a control device for controlling the torque of the second rotating electric machine as a running mode for running the vehicle. a first running mode in which the vehicle travels by distributing the torque of the power source to the first output shaft and the second output shaft; A vehicle drive device configured to be able to set a second running mode in which the vehicle is driven by being distributed to the first output shaft and the second output shaft, wherein the control device controls the driving mode to be the When the second running mode is in the second running mode, torque assist is performed by the second rotating electrical machine, and when the running mode is switched to the first running mode while torque assist is being performed by the second rotating electrical machine, the It is characterized in that torque assist is performed by the first rotating electric machine in place of the second rotating electric machine during the transition of the traveling mode.

As a result, in the vehicle drive system according to the present invention, torque assist by the second rotating electric machine cannot be performed during transition from the second running mode to the first running mode. It is possible to suppress fluctuations in driving force.

Further, in the above, the control device is configured to give priority to the torque assist by the second rotating electrical machine over the torque assist by the first rotating electrical machine when the torque assist by the second rotating electrical machine is possible. may have been

As a result, it is possible to give priority to torque assist by the second rotating electric machine, which is efficient.

Further, a vehicle drive device according to the present invention includes a power source having an engine and a first rotating electric machine, a second rotating electric machine, and a second rotating electric machine connected to the power source to output power to one of the front wheels and the rear wheels. A first output shaft, a second output shaft that outputs power to the other of the front wheels and the rear wheels, a first rotating element connected to the first output shaft, and a second output shaft. a differential mechanism having a second rotating element and a third rotating element connected to the second rotating electric machine; and any two of the first rotating element, the second rotating element, and the third rotating element and a controller for selectively engaging the torque of the power source by controlling the torque of the second electric rotating machine as a running mode for running the vehicle. a first driving mode in which the vehicle is driven by distributing it to the shaft and the second output shaft; and engaging the engaging element to transfer torque of the power source to the first output shaft and the second output shaft and a second driving mode for distributing and driving the vehicle, wherein the control device controls the second rotation when the driving mode is the second driving mode. When the running mode is switched to the first running mode while regeneration is being carried out by the electric machine and the regeneration by the second rotating electrical machine is being carried out, the second rotating electric machine is switched during the transition of the running mode. It is characterized in that regeneration is performed by the first rotating electric machine instead.

As a result, in the vehicle drive system according to the present invention, regeneration by the second rotating electrical machine cannot be performed during the transition of the running mode from the second running mode to the first running mode, and the vehicle is controlled. It is possible to suppress the occurrence of fluctuations in power.

Further, in the above, the control device is configured to give priority to regeneration by the second rotating electrical machine over regeneration by the first rotating electrical machine when regeneration by the second rotating electrical machine is possible. good too.

Thereby, priority can be given to regeneration by the second rotating electrical machine, which is efficient.

ADVANTAGE OF THE INVENTION The vehicle drive system which concerns on this invention produces the effect that it can suppress that a fluctuation|variation arises in the driving force or braking force of a vehicle.

FIG. 1 is a diagram showing a schematic configuration of a vehicle equipped with a drive system according to the first embodiment. FIG. 2 is a diagram for explaining a main part of a control system for various controls in the driving device according to the first embodiment. FIG. 3 is a diagram illustrating a schematic configuration of the compound transmission according to the first embodiment. FIG. 4 is a diagram for explaining the relationship between the gear stage of the stepped transmission and the combination of the operation of the engagement device. FIG. 5 is a diagram showing an example of a shift map used for shift control of the stepped transmission. FIG. 6 is a diagram showing an example of a power source switching map used for switching control between the EV running mode and the engine running mode. FIG. 7 is a skeleton diagram schematically showing the transfer of the first embodiment, and is a skeleton diagram showing a case where the transfer is in the first drive state. FIG. 8 is a diagram showing the engagement relationship of each rotating member in the transfer of the first embodiment. FIG. 9 is a diagram showing the relationship between each driving state of the transfer and each operating state of each engaging device. FIG. 10 is a skeleton diagram showing a case where the transfer of the first embodiment is in the second drive state. FIG. 11 is a skeleton diagram showing the case where the transfer of the first embodiment is in the third drive state. FIG. 12 is a skeleton diagram showing a case where the transfer of the first embodiment is in the fourth drive state. FIG. 13 is a skeleton diagram showing the case where the transfer of the first embodiment is in the fifth drive state. FIG. 14 is a skeleton diagram showing the case where the transfer of the first embodiment is in the sixth drive state. FIG. 15 is a flow chart showing a first example of control performed by the electronic control device according to the first embodiment. FIG. 16 is a flow chart showing a second example of control performed by the electronic control device according to the first embodiment. FIG. 17 is a skeleton diagram schematically showing the transfer of the second embodiment, and is a skeleton diagram showing a case where the transfer is in the first drive state. FIG. 18 is a diagram showing the engagement relationship in the transfer of the second embodiment. FIG. 19 is a diagram showing the relationship between each driving state and each operating state of each engaging device in the transfer of the second embodiment. FIG. 20 is a skeleton diagram showing a case where the transfer of the second embodiment is in the second drive state. FIG. 21 is a skeleton diagram showing a case where the transfer of the second embodiment is in the third drive state. FIG. 22 is a skeleton diagram showing a case where the transfer of the second embodiment is in the fourth drive state. FIG. 23 is a skeleton diagram showing the case where the transfer of the second embodiment is in the fifth drive state. FIG. 24 is a skeleton diagram showing the case where the transfer of the second embodiment is in the sixth drive state.

(First embodiment)
A first embodiment of a vehicle drive system according to the present invention will be described below. It should be noted that the present invention is not limited by this embodiment.

FIG. 1 is a diagram showing a schematic configuration of a vehicle 1 equipped with a driving device 10 according to the first embodiment. The vehicle 1 has left and right front wheels 3L and 3R, left and right rear wheels 4L and 4R, and the power (torque) of an engine 2 as a first power source is supplied to the left and right front wheels 3L and 3R and the left and right rear wheels 4L and 4R. and a driving device 10 that respectively transmits to . This vehicle 1 is a four-wheel drive vehicle based on a front engine rear wheel drive.

The driving device 10 includes a compound transmission 11 connected to the engine 2, a transfer 12 as a front and rear wheel power distribution device connected to the compound transmission 11, and a front propeller shaft 13 and a rear propeller respectively connected to the transfer 12. A shaft 14, a front wheel differential gear mechanism 15 connected to the front propeller shaft 13, a rear wheel differential gear mechanism 16 connected to the rear propeller shaft 14, and left and right front wheels connected to the front wheel differential gear mechanism 15. Axles 17L, 17R and left and right rear wheel axles 18L, 18R connected to a rear wheel differential gear mechanism 16 are provided. When the left and right wheels and axles are not particularly distinguished, the symbols L and R are omitted and the front wheels 3, the rear wheels 4, the front wheel axles 17, and the rear wheel axles 18 are described.

The engine 2 is, for example, a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 2 controls the engine torque, which is the output torque of the engine 2, by controlling an engine control device 101 such as a throttle actuator, a fuel injection device, and an ignition device provided in the engine 2 by an electronic control device 100, which will be described later. be.

Power output from the engine 2 is transmitted to the transfer 12 via the compound transmission 11 . The power transmitted to the transfer 12 is transmitted from the transfer 12 to the rear wheels 4 through the rear propeller shaft 14, the rear wheel differential gear mechanism 16, and the rear wheel side power transmission path of the rear wheel axle 18 in sequence. be. Also, a part of the power transmitted to the transfer 12 is distributed to the front wheels 3 by the transfer 12, and is transmitted through the front propeller shaft 13, the front wheel differential gear mechanism 15, and the front wheel side power transmission path of the front wheel axle 17 in sequence to the front wheels. 3. In addition, power is the same as torque and force unless otherwise specified.

As shown in FIG. 2 , the driving device 10 has an electronic control device 100 . The electronic control unit 100 includes, for example, a so-called microcomputer having a CPU, RAM, ROM, input/output interfaces, and the like. The CPU uses the temporary storage function of the RAM and executes various controls by performing signal processing according to a program stored in advance in the ROM.

The electronic control unit 100 includes various sensors and switches provided in the vehicle 1 (for example, the engine rotation speed sensor 70, the output rotation speed sensor 72, the MG1 rotation speed sensor 74, the MG2 rotation speed sensor 76, the accelerator opening sensor 78, Throttle valve opening sensor 80, battery sensor 82, oil temperature sensor 84, 4WD selection switch 86, shift position sensor 88 of shift lever 89, Low selection switch 90, and Lock selection switch 92) output signals from are entered respectively. Further, the electronic control unit 100 calculates a state-of-charge value SOC [%] as a value indicating the state of charge of the battery, for example, based on the charging/discharging current of the battery, which is a power storage device, and the battery voltage.

From the electronic control unit 100, various command signals ( For example, an engine control command signal for controlling the engine 2, a rotating electric machine control command signal for controlling each of the first rotating electric machine MG1, the second rotating electric machine MG2, and the third rotating electric machine MGF, and the compound transmission 11 and a hydraulic control command signal for controlling the hydraulic pressure of the hydraulic control circuit 111 for controlling the operating state of the engagement device of the transfer 12, etc.) are output respectively.

FIG. 3 is a diagram illustrating a schematic configuration of the compound transmission 11 according to the first embodiment. The first rotary electric machine MG1 and the second rotary electric machine MG2 are rotary electric machines having a function as an electric motor and a function as a generator, and are so-called motor generators. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as power sources for running capable of generating drive torque, that is, as first drive sources. The second rotating electrical machine MG2 is the first rotating electrical machine of the first power source in the present invention. The first rotating electric machine MG1 and the second rotating electric machine MG2 are each connected to a battery (not shown) as a power storage device provided in the vehicle 1 via an inverter (not shown) provided in the vehicle 1. , MG1 torque and MG2 torque, which are the output torques of the first rotary electric machine MG1 and the second rotary electric machine MG2, are controlled by the inverter being controlled by the rotary electric machine control device 102 . The output torque of the rotary electric machine is power running torque when it is positive torque on the acceleration side, and regenerative torque when it is negative torque on the deceleration side. The battery is a power storage device that transfers electric power to and from each of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Therefore, vehicle 1 is a hybrid vehicle.

The compound transmission 11 includes a continuously variable transmission portion 20, which is an electric differential portion, and a mechanical transmission, which are arranged in series on a common axis within a transmission case 110 as a non-rotating member attached to the vehicle body. A stepped transmission portion 22 and the like are provided. The continuously variable transmission portion 20 is connected to the engine 2 directly or indirectly via a damper (not shown) or the like. The stepped transmission section 22 is connected to the output side of the continuously variable transmission section 20 . In the drive device 10 , an output shaft 24 that is an output rotating member of the stepped transmission section 22 is connected to the transfer 12 . In the drive device 10, power output from the engine 2 and the second rotary electric machine MG2 is transmitted to the stepped transmission section 22, and from the stepped transmission section 22 to the driving wheels via the transfer 12 and the like. Further, the continuously variable transmission section 20, the stepped transmission section 22, etc. are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 2, the connecting shaft 34, and the like.

The continuously variable transmission section 20 serves as a power splitting mechanism that mechanically divides the power of the first rotary electric machine MG1 and the engine 2 to the first rotary electric machine MG1 and an intermediate transmission member 30 that is an output rotating member of the continuously variable transmission section 20. and a differential mechanism 32. A second rotating electric machine MG2 is coupled to the intermediate transmission member 30 so as to be able to transmit power. The continuously variable transmission unit 20 is an electric differential unit in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating electric machine MG1. The continuously variable transmission unit 20 is the ratio of the engine rotation speed, which is the same value as the rotation speed of the connecting shaft 34, which is the input rotation member, and the MG2 rotation speed, which is the rotation speed of the intermediate transmission member 30 which is the output rotation member. It is operated as an electric continuously variable transmission in which certain gear ratios are varied.

The differential mechanism 32 is configured by a single-pinion planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 2 is connected to the carrier CA0 via a connecting shaft 34 so as to be able to transmit power, the first rotating electric machine MG1 is connected to be able to transmit power to the sun gear S0, and the second rotating electric machine MG2 is capable of transmitting power to the ring gear R0. connected to In differential mechanism 32, carrier CA0 functions as an input element, sun gear S0 functions as a reaction element, and ring gear R0 functions as an output element.

The stepped transmission portion 22 is a mechanical transmission portion as a stepped transmission forming a part of the power transmission path between the intermediate transmission member 30 and the transfer 12, that is, between the continuously variable transmission portion 20 and the transfer 12. It is a mechanical transmission unit that constitutes a part of the power transmission path of. The intermediate transmission member 30 also functions as an input rotating member of the stepped transmission portion 22 . The stepped transmission unit 22 includes, for example, a plurality of sets of planetary gear devices including a first planetary gear device 36 and a second planetary gear device 38, and a plurality of clutches C1, C2, brakes B1 and B2 including a one-way clutch F1. and a known planetary gear type automatic transmission. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 will simply be referred to as an engagement device CB unless otherwise specified.

The engagement device CB is a hydraulic friction engagement device including a multi-plate or single-plate clutch or brake that is pressed by a hydraulic actuator, a band brake that is tightened by a hydraulic actuator, or the like. The engagement device CB is switched between operating states, such as engagement and disengagement, by each hydraulic pressure as a regulated predetermined hydraulic pressure output from the hydraulic control circuit 111 provided in the vehicle 1 .

In the stepped transmission portion 22, each rotating element of the first planetary gear device 36 and the second planetary gear device 38 is partially connected to each other directly or indirectly via the engagement device CB or the one-way clutch F1. , or connected to the intermediate transmission member 30 , the transmission case 110 , or the output shaft 24 . The rotating elements of the first planetary gear set 36 are the sun gear S1, the carrier CA1 and the ring gear R1, and the rotating elements of the second planetary gear set 38 are the sun gear S2, the carrier CA2 and the ring gear R2.

The stepped transmission section 22 adjusts the gear ratio (=AT input rotation speed/output rotation speed) by engaging any one of the plurality of engagement devices CB, for example, a predetermined engagement device CB. is a stepped transmission in which one of a plurality of gear stages (also referred to as gear stages) is formed. In other words, the stepped transmission portion 22 switches gear stages, that is, executes gear shifting by selectively engaging a plurality of engagement devices CB. Stepped transmission portion 22 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In the first embodiment, the gear stage formed by the stepped transmission section 22 is called an AT gear stage. The AT input rotation speed is the input rotation speed of the stepped transmission portion 22, which is the rotation speed of the input rotation member of the stepped transmission portion 22, and has the same value as the rotation speed of the intermediate transmission member 30. It has the same value as the MG2 rotation speed, which is the rotation speed of the electric machine MG2. The AT input rotation speed can be represented by the MG2 rotation speed. The output rotation speed is the rotation speed of the output shaft 24, which is the output rotation speed of the stepped transmission section 22, and is a compound transmission that is the entire transmission combining the continuously variable transmission section 20 and the stepped transmission section 22. 11 output rotational speed. The compound transmission 11 is a transmission forming part of a power transmission path between the engine 2 and the transfer 12 .

FIG. 4 is a diagram for explaining the relationship between the AT gear stage of the stepped transmission section 22 and the combination of operations of the engagement device CB. In FIG. 4, "○" indicates engagement, "Δ" indicates engagement as necessary, and blank spaces indicate release. For example, as shown in FIG. 4, the stepped transmission unit 22 has a plurality of AT gear stages from AT first gear stage (“1st” in FIG. 4) to AT fourth gear stage (“4th” in FIG. 4). four forward AT gear stages and a reverse AT gear stage ("R" in FIG. 4) are formed. The transmission gear ratio of the AT 1st gear stage is the largest, and the transmission gear ratio becomes smaller as the AT gear stage becomes higher.

The stepped transmission unit 22 is switched between AT gear stages according to the driver's accelerator operation, vehicle speed, etc., by the electronic control unit 100, that is, a plurality of AT gear stages are selectively formed. For example, in the speed change control of the stepped speed change portion 22, the speed change is executed by changing the grip of any of the engagement devices CB, that is, the speed change is executed by switching between engagement and release of the engagement device CB. A so-called clutch-to-clutch shift is executed. In the first embodiment, for example, a downshift from AT 2nd gear to AT 1st gear is expressed as 2→1 downshift. The same is true for other upshifts and downshifts.

Returning to FIG. 3, the compound transmission 11 further includes a one-way clutch F0. The one-way clutch F0 is a lock mechanism that can fix the carrier CA0 so that it cannot rotate. That is, one-way clutch F0 is a locking mechanism that can fix, to transmission case 110, connecting shaft 34 that is connected to the crankshaft of engine 2 and rotates integrally with carrier CA0. One-way clutch F<b>0 has two members capable of relative rotation, one of which is integrally connected to connecting shaft 34 , and the other is integrally connected to transmission case 110 . The one-way clutch F0 is idly rotated in the forward rotation direction, which is the rotation direction when the engine 2 is running, and is automatically engaged in the rotation direction opposite to when the engine 2 is running. Therefore, when the one-way clutch F<b>0 is idling, the engine 2 is allowed to rotate relative to the transmission case 110 . On the other hand, when the one-way clutch F0 is engaged, the engine 2 cannot rotate relative to the transmission case 110 . That is, the engine 2 is fixed to the transmission case 110 by engaging the one-way clutch F0. Thus, the one-way clutch F0 permits rotation of the carrier CA0 in the forward rotation direction, which is the rotation direction during operation of the engine 2, and prevents rotation of the carrier CA0 in the negative rotation direction. That is, the one-way clutch F0 is a lock mechanism that allows rotation of the engine 2 in the positive rotation direction and prevents rotation in the negative rotation direction.

In the compound transmission 11, the continuously variable transmission section 20 and the stepped transmission section 22 are connected in series by the stepped transmission section 22 having an AT gear stage and the continuously variable transmission section 20 operated as a continuously variable transmission. It is possible to configure a continuously variable transmission arranged in Alternatively, since it is possible to change the speed of the continuously variable transmission portion 20 like a stepped transmission, the compound transmission 11 as a whole can be changed like a stepped transmission. That is, in the compound transmission 11, the stepped transmission section 22 and the continuously variable transmission section 20 are arranged so as to selectively establish a plurality of gear stages having different gear ratios representing the ratio of the engine rotation speed to the output rotation speed. and can be controlled.

The electronic control unit 100 determines the shift of the stepped transmission unit 22 using a predetermined relationship, for example, an AT gear shift map as shown in FIG. , the speed change control of the stepped speed change portion 22 is executed. In the shift control of the stepped transmission section 22, each solenoid valve outputs a hydraulic control command signal for switching the engagement release state of the engagement device CB so as to automatically switch the AT gear stage of the stepped transmission section 22. , is output from the transmission control device 103 to the hydraulic control circuit 111 .

The AT gear stage shift map shown in FIG. 5 is a two-dimensional coordinate system in which variables are the required drive torque calculated based on the vehicle speed and the accelerator opening, for example. It is a predetermined relationship with shift lines for In the AT gear shift map, the output rotational speed may be used instead of the vehicle speed, and the required driving force, accelerator opening, throttle valve opening, etc. may be used instead of the required driving torque. . In the AT gear stage shift map shown in FIG. 5, the shift line indicated by the solid line is the upshift line for judging the upshift, and the shift line indicated by the broken line is the shift line for judging the downshift. Downshift line.

FIG. 6 is a diagram showing an example of a power source switching map used for switching control between the EV running mode and the engine running mode. In the drive device 10 according to the first embodiment, the EV driving mode and the engine driving mode are switched based on the power source switching map used for switching control between the EV driving mode and the engine driving mode as shown in FIG. . The map shown in FIG. 6 has a boundary line between an engine driving region for driving in the engine driving mode and an EV driving region for driving in the EV driving mode on two-dimensional coordinates with vehicle speed and required driving torque as variables. It is a predetermined relationship. Note that the boundary line between the EV driving range and the engine driving range in FIG. 6 is, in other words, a switching line for switching between the EV driving mode and the engine driving mode.

FIG. 7 is a skeleton diagram schematically showing the transfer 12 of the first embodiment, and is a skeleton diagram showing a case where the transfer 12 is in the first drive state.

The transfer 12 of the first embodiment has a transfer case 120 that is a non-rotating member. The transfer 12 includes an input shaft 61, a rear wheel side output shaft 63 as a first output shaft that outputs power to the rear wheels 4, and a second output shaft that outputs power to the front wheels 3. It has a front wheel side output shaft 62 and a third planetary gear device 64 as a differential mechanism. The transfer 12 also includes a transmission member 65 functioning as an input rotation member to the front wheels 3 and outputting power to the front wheel side output shaft 62 as a rotation member forming a power transmission path of the front wheels 3 in the transfer case 120 . A drive gear 66 , a driven gear 67 provided integrally with the front wheel side output shaft 62 , and a front wheel drive chain 68 connecting between the drive gear 66 and the driven gear 67 are provided. Further, the transfer 12 includes, in the transfer case 120, a third rotating electric machine MGF functioning as a second power source, a connection switching device 40 for switching the connection state of the rotating member, a clutch CF1, and a brake BF1. there is The third rotating electric machine MGF is the second rotating electric machine in the present invention.

The input shaft 61 is an input rotating member that inputs power from a first power source such as the engine 2 to the transfer 12 . Power from the compound transmission 11 is input to the input shaft 61 . For example, the input shaft 61 is spline-fitted to the output shaft 24 that is the output rotary member of the compound transmission 11 .

The rear-wheel-side output shaft 63 is an output rotating member that outputs power from the transfer 12 to the rear wheels 4 . The rear-wheel-side output shaft 63 is a drive shaft arranged on the same axis as the input shaft 61 and connected to the rear propeller shaft 14 (see FIG. 1).

The front-wheel-side output shaft 62 is an output rotating member that outputs power from the transfer 12 to the front wheels 3 . The front-wheel output shaft 62 is a drive shaft arranged on a different axis from the input shaft 61 and the rear-wheel output shaft 63 and connected to the front propeller shaft 13 (see FIG. 1). The front-wheel output shaft 62 rotates via a front-wheel drive chain 68 and a driven gear 67 as the drive gear 66 rotates.

The drive gear 66 is connected to the transmission member 65 so as to rotate integrally therewith. The transmission member 65 is a rotating member that transmits power to the front-wheel output shaft 62 . The transmission member 65 and the drive gear 66 are arranged to be rotatable relative to the rear wheel output shaft 63 . In the transfer 12 , a transmission member 65 , a drive gear 66 and a third planetary gear device 64 are arranged on the same center of rotation as the rear wheel side output shaft 63 .

The third planetary gear device 64 is configured by a single pinion type planetary gear device having three rotating elements. As shown in FIG. 7, the third planetary gear device 64 includes three rotating elements: a sun gear S3; and a ring gear R3 that meshes with. A third rotating electric machine MGF is always connected to the sun gear S3.

A first rotating member 51 connectable to the input shaft 61 is connected to the sun gear S3. The first rotating member 51 is a member that rotates integrally with the sun gear S3, and has gear teeth 51a. An input gear 55 to which power from the third rotating electric machine MGF is input is attached to the first rotating member 51 . The input gear 55 and the first rotating member 51 rotate together.

A third rotating member 53 that can be connected to the rear wheel side output shaft 63 is connected to the carrier CA3. The third rotating member 53 is a member that rotates integrally with the carrier CA3, and has gear teeth 52a. A transmission member 65 is connected to the carrier CA3. The transmission member 65 is a member that rotates integrally with the carrier CA3.

A second rotating member 52 that can be connected to the rear wheel output shaft 63 is connected to the ring gear R3. The second rotating member 52 is a member that rotates integrally with the ring gear R3, and has gear teeth 52a.

The third rotating electric machine MGF is a motor generator (MG) capable of functioning as an electric motor and a generator. The third rotating electrical machine MGF includes a rotor, a stator, and an output shaft that rotates integrally with the rotor, and is electrically connected to the battery via an inverter. As shown in FIG. 7, an output gear 54 is provided on the output shaft of the third rotating electric machine MGF. The output gear 54 meshes with the input gear 55, and the output gear 54 and the input gear 55 form a reduction gear train. Therefore, when the MGF torque, which is the output torque of the third rotating electric machine MGF, is transmitted to the input gear 55, the rotation of the third rotating electric machine MGF is changed (reduced) and transmitted to the sun gear S3.

The connection switching device 40 is a device that selectively switches the connection destination between the input shaft 61 and the rear-wheel-side output shaft 63 . In other words, the connection switching device 40 is a device that switches the connection state of the rotating member that constitutes the transfer 12 . Specifically, the connection switching device 40 selects the connection destination of the first rotating member 51, the second rotating member 52, and the third rotating member 53 that rotate together with each rotating element of the third planetary gear device 64. to switch. As shown in FIG. 7, the connection switching device 40 includes a first dog clutch D1 and a second dog clutch D2.

The first dog clutch D<b>1 is a first connecting/disconnecting mechanism that switches the connection destination of the input shaft 61 . As shown in FIG. 7, the first dog clutch D1 selectively connects the input shaft 61 to the first rotating member 51 (sun gear S3) or the rear wheel side output shaft 63. As shown in FIG. That is, the first dog clutch D1 transmits the power from the input shaft 61 to the rear wheel side output shaft 63 without passing through the third planetary gear device 64 in the first input state, and transmits the power from the input shaft 61 to the second input state. The second input state of transmitting to the rear wheel side output shaft 63 via the 3 planetary gear device 64 is switched.

The first dog clutch D1 has a first switching sleeve 41 as a switching member. The first switching sleeve 41 has a first gear tooth 41a that meshes with the gear tooth 61a of the input shaft 61, and a second gear that meshes with the first gear tooth 63a of the rear-wheel-side output shaft 63 or the gear tooth 51a of the first rotating member 51. and teeth 41b. The first switching sleeve 41 is axially moved by the actuator of the first dog clutch D1. The first switching sleeve 41 is configured so that the second gear teeth 41b mesh with the first gear teeth 63a of the rear-wheel-side output shaft 63 while the first gear teeth 41a mesh with the gear teeth 61a of the input shaft 61 at all times. 1 input state, a disengaged state in which the second gear tooth 41b does not mesh with either the first gear tooth 63a of the rear wheel side output shaft 63 or the gear tooth 51a of the first rotating member 51, and a state in which the second gear tooth 41b The second input state in which the gear teeth 51 a of the one-rotating member 51 are meshed is switched to be in either state.

The second dog clutch D2 is a second connecting/disconnecting mechanism that switches the connection destination of the rear wheel side output shaft 63. As shown in FIG. The second dog clutch D2 selectively connects the rear wheel side output shaft 63 to the second rotating member 52 (ring gear R3) or the third rotating member 53 (carrier CA3). That is, the second dog clutch D2 has a first transmission state in which power is transmitted between the rear-wheel output shaft 63 and the second rotating member 52 (ring gear R3), and a state in which power is transmitted between the rear-wheel output shaft 63 and the third rotating member. 53 (carrier CA3).

The second dog clutch D2 has a second switching sleeve 42 as a switching member. The second switching sleeve 42 has first gear teeth 42a and second gear teeth 42b. The first gear teeth 42a of the second switching sleeve 42 are selectively combined with the gear teeth 52a of the second rotating member 52 that rotates integrally with the ring gear R3 and the gear teeth 53a of the third rotating member 53 that rotates integrally with the carrier CA3. It is possible to mesh with The second switching sleeve 42 is axially moved by the actuator of the second dog clutch D2. In the second switching sleeve 42, the first gear teeth 42a engage the gear teeth 52a of the second rotating member 52 while the second gear teeth 42b are always in mesh with the second gear teeth 63b of the rear-wheel-side output shaft 63. a first transmission state in which the first gear tooth 42a is engaged; a disengaged state in which the first gear tooth 42a is not engaged with either the gear tooth 52a of the second rotating member 52 or the gear tooth 53a of the third rotating member 53; The second transmission state in which the gear teeth 53a of the rotating member 53 are meshed is switched to be in either state.

The clutch CF1 is a first engaging element of a differential mechanism that selectively engages the sun gear S3 and the carrier CA3 of the third planetary gear device 64 to integrally rotate the sun gear S3, the carrier CA3 and the ring gear R3.

The brake BF1 is a second engaging element of a differential mechanism that selectively fixes the ring gear R3 of the third planetary gear set 64 to the fixed member 69. The fixed member 69 is the transfer case 120 itself or a non-rotating member integrated with the transfer case 120 . The transfer 12 is set to the high-speed gear stage Hi when the brake BF1 is released, and is set to the low-speed gear stage Lo when the brake BF1 is engaged.

FIG. 8 is a diagram showing the engagement relationship of each rotating member in the transfer 12 of the first embodiment. In FIG. 8, the third rotating electric machine MGF is "MGF", the sun gear S3 is "S3", the carrier CA3 is "CA3", the ring gear R3 is "R3", the brake BF1 is "BF", and the clutch CF1 is "CF1". , the front wheel side output shaft 62 is described as "Fr", and the rear wheel side output shaft 63 is described as "Rr". Further, in FIG. 8, D1(1) indicates the connection point of the first dog clutch D1 in the first input state, and D1(2) indicates the connection point of the first dog clutch D1 in the second input state. there is Further, in FIG. 8, D2(1) indicates the connection point of the second dog clutch D2 in the first transmission state, and D2(2) indicates the connection point of the second dog clutch D2 in the second transmission state. there is

The transfer 12 of the first embodiment is a first output shaft that is connected to the engine 2 or the like that is the first power source and that outputs power to the rear wheel 4 that is one of the front wheels 3 and the rear wheels 4. Connected to the rear wheel output shaft 63, the front wheel output shaft 62 which is a second output shaft that outputs power to the front wheel 3 which is the other wheel of the front wheels 3 and the rear wheels 4, and the rear wheel output shaft 63. a ring gear R3 as a first rotating element connected to the front wheel side output shaft 62, a carrier CA3 as a second rotating element connected to the front wheel side output shaft 62, and a sun gear S3 as a third rotating element connected to the third rotating electric machine MGF. It has a third planetary gear device 64 which is a differential mechanism, and a clutch CF1 which is an engaging element for selectively engaging the sun gear S3 and the carrier CA3.

The drive state of the transfer 12 of the first embodiment is switched by the electronic control unit 100, and includes a first drive state, a second drive state, a third drive state, a fourth drive state, a fifth drive state, and a third drive state. 6 drive states can be set.

Here, the first to sixth drive states will be described. FIG. 9 is a diagram showing the relationship between each driving state of the transfer 12 and each operating state of each engaging device. In FIG. 9, "○" indicates engagement, "Δ" indicates engagement as necessary, and blank spaces indicate release.

The first driving state shown in FIG. 7 is a driving state in the EV driving mode in which the vehicle 1 is driven using the power from the third rotating electric machine MGF of EV(FF)_Hi. is a two-wheel drive state in which is transmitted to the front wheels 3 only. Note that, in the first drive state, the transfer 12 is set to the high-speed gear stage Hi. Further, in the first driving state, the stepped transmission portion 22 of the compound transmission 11 is set to neutral.

When the transfer 12 is in the first drive state, as shown in FIG. 9, the brake BF1 is released, the clutch CF1 is engaged, the first dog clutch D1 is released, and the second dog clutch D2 is released. becomes. In the first driving state, the third planetary gear device 64 is in a direct connection state in which the sun gear S3 and the carrier CA3 are connected by the clutch CF1. In the first driving state, when the power of the third rotating electric machine MGF is transmitted to the front wheel output shaft 62, the rotation of the third rotating electric machine MGF is transmitted to the front wheel output shaft 62 without being changed by the third planetary gear device 64. be done.

FIG. 10 is a skeleton diagram showing a case where the transfer 12 of the first embodiment is in the second drive state. The second driving state is a driving state in the EV driving mode in which the vehicle 1 is driven using the power from the third rotating electric machine MGF of EV(FF)_Lo, and the power of the third rotating electric machine MGF is applied only to the front wheels 3. Two-wheel drive state is transmitted. Note that, in the second drive state, the transfer 12 is set to the low speed gear stage Lo. Further, in the second drive state, the stepped transmission portion 22 of the compound transmission 11 is set to neutral.

When the transfer 12 is in the second driving state, as shown in FIG. 9, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the released state, and the second dog clutch D2 is in the released state. becomes. In the second driving state, the third planetary gear device 64 is in a decelerating state in which the ring gear R3 is fixed to the fixing member 69 by the brake BF1. In the second driving state, when transmitting the power of the third rotating electrical machine MGF to the front wheel output shaft 62, the rotation of the third rotating electrical machine MGF is reduced by the third planetary gear device 64 and transmitted to the front wheel output shaft 62. .

FIG. 11 is a skeleton diagram showing the case where the transfer 12 of the first embodiment is in the third drive state. The third drive state is a drive state in a mode in which the vehicle 1 travels while the power transmitted to the transfer 12 of H4_torque split is distributed between the front wheels 3 and the rear wheels 4. It is a four-wheel drive state in which power is transmitted to and. In the third drive state, the MGF torque of the third rotating electrical machine MGF changes the torque distribution ratio for distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 . In other words, the sun gear S3 of the third planetary gear set 64 bears the MGF torque of the third rotating electrical machine MGF as a reaction force against the torque transmitted from the rear wheel side output shaft 63 to the ring gear R3 of the third planetary gear set 64. Thereby, the torque transmitted to the ring gear R3 is distributed to the front wheel 3 side and the rear wheel 4 side at an arbitrary ratio. Note that in the third drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the third driving state, as shown in FIG. 9, the brake BF1 is in the released state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first state. 1 transmission state. Note that (1) in the first dog clutch D1 in FIG. 11 indicates that the first dog clutch D1 is in the first input state. Further, (1) in the second dog clutch D2 in FIG. 11 indicates that the second dog clutch D2 is in the first transmission state.

FIG. 12 is a skeleton diagram showing a case where the transfer 12 of the first embodiment is in the fourth drive state. The fourth drive state is a drive state in a mode in which the vehicle 1 travels by distributing the power transmitted to the transfer 12 of H4_LSD to the front wheels 3 and the rear wheels 4. It is a four-wheel drive state in which power is transmitted. The fourth driving state is a driving state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 is restricted by engagement control of the clutch CF1. In the fourth driving state, the torque distribution ratio for distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is changed by engagement control of the clutch CF1. Note that, in the fourth drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the fourth drive state, as shown in FIG. 9, the brake BF1 is in the released state, the clutch CF1 is in the engagement control (half-engagement) state, the first dog clutch D1 is in the first input state, and , the second dog clutch D2 is in the first transmission state. Note that (1) in the first dog clutch D1 in FIG. 12 indicates that the first dog clutch D1 is in the first input state. (1) in the second dog clutch D2 in FIG. 12 indicates that the second dog clutch D2 is in the first transmission state.

FIG. 13 is a skeleton diagram showing the case where the transfer 12 of the first embodiment is in the fifth driving state. The fifth driving state is a driving state in a mode in which the vehicle 1 travels while the power transmitted to the transfer 12 of H4_Lock (fixed distribution 4WD) is distributed between the front wheels 3 and the rear wheels 4. This is a four-wheel drive state in which power is transmitted to the rear wheels 4 . The fifth driving state is a driving state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 is disabled. A torque distribution ratio distributed to the output shaft 63 is fixed. Note that in the fifth drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the fifth driving state, as shown in FIG. 9, the brake BF1 is in the released state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first state. 2 transmission state. Note that (1) in the first dog clutch D1 in FIG. 13 indicates that the first dog clutch D1 is in the first input state. (2) in the second dog clutch D2 in FIG. 13 indicates that the second dog clutch D2 is in the second transmission state.

FIG. 14 is a skeleton diagram showing the case where the transfer 12 of the first embodiment is in the sixth drive state. The sixth drive state is a drive state in a mode in which the vehicle 1 travels by distributing the power transmitted to the transfer 12 of L4_Lock (fixed distribution 4WD) to the front wheel 3 side and the rear wheel 4 side. This is a four-wheel drive state in which power is transmitted to the rear wheels 4 . The sixth driving state is a driving state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 is disabled. A torque distribution ratio distributed to the output shaft 63 is fixed. In addition, in the sixth drive state, the transfer 12 is set to the low speed side gear stage Lo.

When the transfer 12 is in the sixth driving state, as shown in FIG. 9, the brake BF1 is in the engaged state, the clutch CF1 is in the disengaged state, the first dog clutch D1 is in the second input state, and the second dog clutch D2 is in the The second transmission state is entered. Note that (2) in the first dog clutch D1 in FIG. 14 indicates that the first dog clutch D1 is in the second input state. (2) in the second dog clutch D2 in FIG. 14 indicates that the second dog clutch D2 is in the second transmission state.

In the transfer 12 of the first embodiment, the drive state can be switched between the first drive state, the second drive state, the third drive state, and the fourth drive state according to the running state of the vehicle 1. ing. In addition, the fifth driving state can be switched between the third driving state and the fourth driving state by the driver turning ON/OFF the lock selection switch 92 provided on the vehicle 1. It has become. Further, between the sixth drive state and the fifth drive state, the driver can switch between the drive states by turning ON/OFF a Low selection switch 90 provided on the vehicle 1 when the vehicle is stopped. It's becoming

In order to switch the driving state of the transfer 12, the electronic control unit 100 controls the hydraulic control circuit by the transfer control unit 104 based on output signals from various sensors mounted on the vehicle 1, the 4WD selection switch 86, the Low selection switch 90, and the like. 111 to control the actuators that operate the first dog clutch D1 and the second dog clutch D2, and the operating states of the brake BF1 and the clutch CF1.

In the transfer 12 according to the first embodiment, as a running mode for running the vehicle 1, by controlling the MGF torque of the third rotating electric machine MGF, the torque of the first power source is transferred to the front wheel side output shaft 62 and the rear wheel side output shaft 62. H4_torque split mode as a first driving mode in which the vehicle 1 is driven by splitting it to the shaft 63, and engagement control of the clutch CF1 to distribute the torque of the first power source to the front wheel side output shaft 62 and the rear wheel side output shaft. 63 and the H4_LSD mode as a second driving mode in which the vehicle 1 is driven. The engagement of the clutch CF1 in the second running mode may be either half engagement or full engagement.

Then, in the driving device 10 according to the first embodiment, when the running mode is the second running mode, the torque assist by the third rotating electric machine MGF is performed as necessary, and the torque assist by the third rotating electric machine MGF is performed. If the driving mode is switched to the first driving mode during execution, torque assist is performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF during the transition of the switching of the running mode. As a result, torque assist can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF to generate driving force during the transition of the running mode from the second running mode to the first running mode. Therefore, in the drive device 10 according to the first embodiment, torque assist by the third rotating electrical machine MGF cannot be performed during the transition of the running mode from the second running mode to the first running mode. Since the driving force cannot be generated by the torque assist of the electric machine MGF, it is possible to suppress fluctuations in the driving force of the vehicle 1 .

FIG. 15 is a flowchart showing a first example of control performed by the electronic control unit 100 according to the first embodiment.

First, in step ST1, the electronic control unit 100 determines whether or not the vehicle 1 is running in the H4_torque split mode. When the electronic control unit 100 determines that the vehicle 1 is running in the H4_torque split mode (Yes in step ST1), in step ST2 torque assist by the second rotating electric machine MG2 is required from the required driving force. or not.

When the electronic control unit 100 determines that the torque assist by the second rotating electrical machine MG2 is not necessary (No in step ST2), the control returns. On the other hand, when the electronic control unit 100 determines that the torque assist by the second rotating electrical machine MG2 is necessary (Yes in step ST2), in step ST3, the gear ratio (gear stage) of the compound transmission 11 at that time is changed to Considering this, the torque assist amount by the second rotary electric machine MG2 is calculated. Next, in step ST4, the electronic control unit 100 performs torque assist by the second rotating electric machine MG2 based on the calculated torque assist amount. After that, the electronic control unit 100 returns this control.

Further, in step ST1, when the electronic control unit 100 determines that the vehicle 1 is not running in the H4_torque split mode (No in step ST1), in step ST5, whether or not the vehicle 1 is in the transitional state of switching the running mode. make a judgment as to whether Specifically, electronic control unit 100 determines whether or not it is time to transition from the H4_LSD mode, in which the vehicle is traveling with torque assist by the third rotating electric machine MGF, to the H4_torque split mode.

When the electronic control unit 100 determines that the traveling mode is not in transition (No in step ST5), in step ST6, it is determined from the required driving force whether or not the torque assist by the third rotating electric machine MGF is necessary. make judgments.

When electronic control unit 100 determines that the torque assist by third rotating electric machine MGF is not necessary (No in step ST6), it returns this control. On the other hand, when the electronic control unit 100 determines that the torque assist by the third rotating electric machine MGF is necessary (Yes in step ST6), in step ST7, the gear of the transfer 12 (third planetary gear device 64) at that time Considering the ratio, the torque assist amount by the third rotating electric machine MGF is calculated. Next, in step ST8, the electronic control unit 100 performs torque assist by the third rotating electric machine MGF based on the calculated torque assist amount. Note that when the torque assist by the third rotating electric machine MGF is possible, priority is given to the torque assist by the third rotating electric machine MGF, which is basically more efficient than the torque assist by the second rotating electric machine MG2. After executing the process of step ST8, the electronic control unit 100 returns this control.

On the other hand, in step ST5, when the electronic control unit 100 determines that the traveling mode is in transition (Yes in step ST5), in step ST2, the torque assist by the second rotary electric machine MG2 is required from the required driving force. It is determined whether or not That is, the electronic control unit 100 determines whether or not torque assist by the second rotary electric machine MG2 is necessary during the transition of the travel mode switching, instead of the torque assist by the third rotary electric machine MGF which is performed in the H4_LSD mode. do.

When the electronic control unit 100 determines that the torque assist by the second rotating electric machine MG2 is not necessary during the transition of the running mode switching (No in step ST2), the control returns. On the other hand, when the electronic control unit 100 determines that the torque assist by the second rotary electric machine MG2 is necessary during the transition of the traveling mode switching (Yes in step ST2), in step ST3, the gear of the compound transmission 11 at that time A torque assist amount by the second rotary electric machine MG2 is calculated in consideration of the ratio (gear stage). Next, in step ST4, the electronic control unit 100 performs torque assist by the second rotating electric machine MG2 during the transition of switching the running mode based on the calculated torque assist amount. After that, the electronic control unit 100 returns this control.

As described above, the electronic control unit 100 performs torque assist by the third rotating electric machine MGF when the running mode is the H4_LSD mode, and when the running mode is in the H4_LSD mode, the torque assist is performed by the third rotating electrical machine MGF. When switching to the H4_torque split mode, torque assist can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF during the transition of the traveling mode. As a result, torque assist can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF to generate the driving force during the transition of the traveling mode switching. Therefore, in the driving device 10 according to the first embodiment, the torque assist by the third rotating electric machine MGF cannot be performed during the transition of the running mode, and the driving force by the torque assist of the third rotating electric machine MGF is reduced. By not being able to generate it, it is possible to suppress the occurrence of fluctuations in the driving force of the vehicle 1 .

Further, in the drive device 10 according to the first embodiment, when the running mode is the second running mode, the electronic control unit 100 performs regeneration by the third rotating electric machine MGF as necessary, and When the running mode is switched to the first running mode while regeneration is being performed by the MGF, the third electric rotating machine MGF is used instead of the third rotating electric machine MGF during the transition of the running mode from the second running mode to the first running mode. Regeneration is performed by the two-rotating electric machine MG2. As a result, during the transition of the running mode from the second running mode to the first running mode, regeneration can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF to generate braking force. Therefore, in the drive device 10 according to the first embodiment, regeneration by the third rotating electrical machine MGF cannot be performed during the transition of the running mode from the second running mode to the first running mode, and the third rotating electrical machine MGF cannot perform regeneration. Since the braking force cannot be generated by regenerating the MGF, it is possible to suppress fluctuations in the braking force of the vehicle 1 .

FIG. 16 is a flow chart showing a second example of control performed by the electronic control unit 100 according to the first embodiment.

First, in step ST11, the electronic control unit 100 determines whether or not the vehicle 1 is running in the H4_torque split mode. When the electronic control unit 100 determines that the vehicle 1 is running in the H4_torque split mode (Yes in step ST11), in step ST12, regeneration by the second rotary electric machine MG2 from the required deceleration force (requested deceleration) is necessary.

When the electronic control unit 100 determines that regeneration by the second rotating electrical machine MG2 is not necessary (No in step ST12), the control returns. On the other hand, when the electronic control unit 100 determines that regeneration by the second rotating electric machine MG2 is necessary (Yes in step ST12), in step ST13, the gear ratio (gear position) of the compound transmission 11 at that time is considered. Then, the regenerative torque amount by the second rotating electric machine MG2 is calculated. Next, in step ST14, the electronic control unit 100 performs regeneration by the second rotary electric machine MG2 based on the calculated regeneration torque amount. After that, the electronic control unit 100 returns this control.

Further, in step ST11, when the electronic control unit 100 determines that the vehicle 1 is not running in the H4_torque split mode (No in step ST11), in step ST15, whether or not the vehicle 1 is in the transitional state of switching the running mode. make a judgment as to whether Specifically, electronic control unit 100 determines whether or not it is time to transition from the H4_LSD mode, in which regeneration is performed by the third rotating electric machine MGF, to the H4_torque split mode.

When the electronic control unit 100 determines that the travel mode is not in transition (No in step ST15), in step ST16, regeneration by the third rotating electric machine MGF is necessary from the required deceleration force (required deceleration). or not.

When electronic control unit 100 determines that regeneration by third rotating electric machine MGF is not necessary (No in step ST16), it returns this control. On the other hand, when the electronic control unit 100 determines that regeneration by the third rotating electric machine MGF is necessary (Yes in step ST16), in step ST17, the gear ratio of the transfer 12 (third planetary gear device 64) at that time is taken into consideration, the regenerative torque amount by the third rotating electric machine MGF is calculated. Next, in step ST18, the electronic control unit 100 performs regeneration by the third rotating electric machine MGF based on the calculated regeneration torque amount. When regeneration by the third rotating electrical machine MGF is possible, priority is given to regeneration by the third rotating electrical machine MGF, which is basically more efficient than regeneration by the second rotating electrical machine MG2. After executing the process of step ST18, the electronic control unit 100 returns this control.

On the other hand, when the electronic control unit 100 determines that the traveling mode is in transition (Yes in step ST15), regeneration by the second rotary electric machine MG2 from the required deceleration force (required deceleration) is required in step ST12. It is determined whether or not That is, the electronic control unit 100 determines whether or not regeneration by the second rotating electric machine MG2 is necessary during the transition of the traveling mode, instead of the regeneration by the third rotating electric machine MGF that has been performed in the H4_LSD mode.

When the electronic control unit 100 determines that regeneration by the second rotating electric machine MG2 is not necessary during the transition of the traveling mode switching (No in step ST12), the electronic control unit 100 returns this control. On the other hand, when the electronic control unit 100 determines that regeneration by the second rotating electric machine MG2 is necessary during the transition of the traveling mode switching (Yes in step ST12), in step ST13, the gear ratio of the compound transmission 11 at that time (gear position), the regenerative torque amount by the second rotary electric machine MG2 is calculated. Next, in step ST14, the electronic control unit 100 performs regeneration by the second rotating electrical machine MG2 during transition of switching of the running mode based on the calculated regenerative torque amount. After that, the electronic control unit 100 returns this control.

As described above, the electronic control unit 100 performs regeneration by the third rotating electrical machine MGF when the running mode is the H4_LSD mode, and when the running mode is the H4_torque mode when the third rotating electrical machine MGF is performing regeneration. In the case of switching to the split mode, regeneration can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF during the transition of the traveling mode. As a result, regeneration can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF to generate a braking force during the transition of the traveling mode switching. Therefore, in the drive device 10 according to the first embodiment, regeneration by the third rotating electric machine MGF cannot be performed during the transition of the traveling mode, and braking force is generated by regeneration of the third rotating electric machine MGF. By not being able to do so, it is possible to suppress the occurrence of fluctuations in the braking force of the vehicle 1 .

(Second embodiment)
Next, a vehicle 1 equipped with the driving device 10 according to the second embodiment will be described. In addition, in the description of the second embodiment, the same reference numerals as those of the first embodiment are used, and the description thereof is omitted as appropriate.

FIG. 17 is a skeleton diagram schematically showing the transfer 12 of the second embodiment, and is a skeleton diagram showing a case where the transfer 12 is in the first drive state. In the transfer 12 of the second embodiment, the carrier CA3 of the third planetary gear device 64 is always connected to the rear wheel output shaft 63 so as to rotate integrally with the rear wheel output shaft 63 .

The transfer 12 includes a connection switching device 40 (first dog clutch D1 and second dog clutch D2), a clutch CF1 and a brake BF1.

The transfer 12 of the second embodiment includes a transmission member 65 that functions as a rotary member for inputting power to the front wheels 3 as a rotary member that forms a power transmission path for the front wheels 3 . The transmission member 65 is connected to the drive gear 66 so as to rotate integrally therewith. The transmission member 65 is a rotating member that transmits power to the front-wheel output shaft 62 . The transmission member 65 and the drive gear 66 are arranged to be rotatable relative to the rear wheel output shaft 63 . In the transfer 12 of the second embodiment, a transmission member 65 , a drive gear 66 and a third planetary gear device 64 are arranged on the same center of rotation as the rear wheel side output shaft 63 .

The second dog clutch D2 is a second connection/disconnection mechanism that switches the connection destination of the transmission member 65 . The second dog clutch D2 can selectively connect the transmission member 65 to the rear wheel output shaft 63 or the second rotating member 52 (ring gear R3).

The second dog clutch D2 has a second switching sleeve 42 as a switching member. The second switching sleeve 42 has a first gear tooth 42a that can be meshed with the gear tooth 52a of the second rotating member 52 that rotates integrally with the ring gear R3 or the second gear tooth 63b of the rear wheel side output shaft 63. have. In addition, the second switching sleeve 42 has second gear teeth 42 b that are in constant mesh with the gear teeth 65 a of the transmission member 65 . The second switching sleeve 42 is axially moved by the actuator of the second dog clutch D2. The second switching sleeve 42 is in a first transmission state in which the first gear teeth 42a mesh with the gear teeth 52a of the second rotating member 52 while the second gear teeth 42b are in constant mesh with the gear teeth 65a of the transmission member 65. and a disengaged state in which the first gear tooth 42a does not mesh with either the gear tooth 52a of the second rotating member 52 or the second gear tooth 63b of the rear wheel side output shaft 63, and the first gear tooth 42a is in the rear wheel side output. The second transmission state in which the shaft 63 is meshed with the second gear tooth 63b is switched to be in either state.

Clutch CF1 selectively connects sun gear S3 of third planetary gear set 64 and carrier CA3. Brake BF1 selectively fixes ring gear R3 of third planetary gear set 64 to fixing member 69 . The transfer 12 is set to the high-speed gear stage Hi when the brake BF1 is released, and is set to the low-speed gear stage Lo when the brake BF1 is engaged.

FIG. 18 is a diagram showing the engagement relationship of each rotating member in the transfer 12 of the second embodiment. The transfer 12 of the second embodiment is a first output shaft that is connected to the engine 2 or the like that is the first power source and that outputs power to the rear wheel 4 that is one of the front wheels 3 and the rear wheels 4. Connected to the rear wheel output shaft 63, the front wheel output shaft 62 which is a second output shaft that outputs power to the front wheel 3 which is the other wheel of the front wheels 3 and the rear wheels 4, and the rear wheel output shaft 63. a carrier CA3 that is a first rotating element connected to the front wheel side output shaft 62, a ring gear R3 that is a second rotating element connected to the front wheel side output shaft 62, and a sun gear S3 that is a third rotating element connected to a third rotating electric machine MGF. It has a third planetary gear device 64 which is a differential mechanism, and a clutch CF1 which is an engaging element for selectively engaging the sun gear S3 and the carrier CA3.

FIG. 19 is a diagram showing the relationship between each drive state and each operation state of each engagement device in the transfer 12 of the second embodiment. In FIG. 19, "◯" indicates engagement, "Δ" indicates engagement as necessary, and blank spaces indicate release.

The first driving state shown in FIG. 17 is a driving state in the EV driving mode in which the vehicle 1 is driven using the power from the third rotating electric machine MGF of EV(FR)_Hi. is a two-wheel drive state in which is transmitted to the rear wheels 4 only. Note that, in the first drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the first drive state, as shown in FIG. 19, the brake BF1 is released, the clutch CF1 is engaged, the first dog clutch D1 is released, and the second dog clutch D2 is released. becomes. In the first driving state, the third planetary gear device 64 is in a direct connection state in which the sun gear S3 and the carrier CA3 are connected by the clutch CF1. In the first driving state, when the power of the third rotating electrical machine MGF is transmitted to the rear wheel output shaft 63, the rotation of the third rotating electrical machine MGF is not changed by the third planetary gear device 64, and the rear wheel output shaft 63 is rotated. to

FIG. 20 is a skeleton diagram showing a case where the transfer 12 of the second embodiment is in the second driving state. The second driving state is a driving state in the EV driving mode in which the vehicle 1 is driven using the power from the third rotating electric machine MGF of EV(FR)_Lo, and the power of the third rotating electric machine MGF is only for the rear wheels 4. It is a two-wheel drive state that is transmitted to the Note that, in the second drive state, the transfer 12 is set to the low speed gear stage Lo.

When the transfer 12 is in the second driving state, as shown in FIG. 19, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the released state, and the second dog clutch D2 is in the released state. becomes. In the second driving state, the third planetary gear device 64 is in a decelerating state in which the ring gear R3 is fixed to the fixing member 69 by the brake BF1. In the second driving state, when the power of the third rotating electrical machine MGF is transmitted to the rear wheel output shaft 63, the rotation of the third rotating electrical machine MGF is reduced by the third planetary gear device 64 and transmitted to the rear wheel output shaft 63. introduce.

FIG. 21 is a skeleton diagram showing a case where the transfer 12 of the second embodiment is in the third drive state. The third drive state is a drive state in a mode in which the vehicle 1 travels while the power transmitted to the transfer 12 of H4_torque split is distributed between the front wheels 3 and the rear wheels 4. It is a four-wheel drive state in which power is transmitted to and. In the third drive state, the MGF torque of the third rotating electrical machine MGF changes the torque distribution ratio for distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 . In other words, the sun gear S3 of the third planetary gear set 64 bears the MGF torque of the third rotating electric machine MGF as a reaction force against the torque transmitted from the rear wheel side output shaft 63 to the carrier CA3 of the third planetary gear set 64. Thereby, the torque transmitted to the carrier CA3 is distributed to the front wheel 3 side and the rear wheel 4 side at an arbitrary ratio. Note that in the third drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the third driving state, as shown in FIG. 19, the brake BF1 is in the released state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state, and the second dog clutch D2 is in the first state. 1 transmission state. Note that (1) in the first dog clutch D1 in FIG. 21 indicates that the first dog clutch D1 is in the first input state. (1) in the second dog clutch D2 in FIG. 21 indicates that the second dog clutch D2 is in the first transmission state.

FIG. 22 is a skeleton diagram showing a case where the transfer 12 of the second embodiment is in the fourth drive state. The fourth drive state is a drive state in a mode in which the vehicle 1 travels by distributing the power transmitted to the transfer 12 of H4_LSD to the front wheels 3 and the rear wheels 4. It is a four-wheel drive state in which power is transmitted. The fourth driving state is a driving state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 is restricted by engagement control of the clutch CF1. In the fourth driving state, the torque distribution ratio for distributing the torque from the input shaft 61 to the front wheel side output shaft 62 and the rear wheel side output shaft 63 is changed by engagement control of the clutch CF1. Note that, in the fourth drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the fourth drive state, as shown in FIG. 19, the brake BF1 is in the released state, the clutch CF1 is in the engagement control (half-engagement) state, the first dog clutch D1 is in the first input state, and , the second dog clutch D2 is in the first transmission state. Note that (1) in the first dog clutch D1 in FIG. 22 indicates that the first dog clutch D1 is in the first input state. (1) in the second dog clutch D2 in FIG. 22 indicates that the second dog clutch D2 is in the first transmission state.

FIG. 23 is a skeleton diagram showing the case where the transfer 12 of the second embodiment is in the fifth drive state. The fifth driving state is a driving state in a mode in which the vehicle 1 travels while the power transmitted to the transfer 12 of H4_Lock (fixed distribution 4WD) is distributed between the front wheels 3 and the rear wheels 4. This is a four-wheel drive state in which power is transmitted to the rear wheels 4 . The fifth driving state is a driving state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 is disabled. A torque distribution ratio distributed to the output shaft 63 is fixed. Note that in the fifth drive state, the transfer 12 is set to the high-speed gear stage Hi.

When the transfer 12 is in the fifth driving state, as shown in FIG. 19, the brake BF1 is in the released state, the clutch CF1 is in the released state, the first dog clutch D1 is in the first input state (1), and the second dog clutch D2 is in the second transmission state. Note that (1) in the first dog clutch D1 in FIG. 23 indicates that the first dog clutch D1 is in the first input state. (2) in the second dog clutch D2 in FIG. 23 indicates that the second dog clutch D2 is in the second transmission state.

FIG. 24 is a skeleton diagram showing the case where the transfer 12 of the second embodiment is in the sixth drive state. The sixth drive state is a drive state in a mode in which the vehicle 1 travels by distributing the power transmitted to the transfer 12 of L4_Lock (fixed distribution 4WD) to the front wheel 3 side and the rear wheel 4 side. This is a four-wheel drive state in which power is transmitted to the rear wheels 4 . The sixth driving state is a driving state in which the rotational differential between the front-wheel output shaft 62 and the rear-wheel output shaft 63 is disabled. A torque distribution ratio distributed to the output shaft 63 is fixed. In addition, in the sixth drive state, the transfer 12 is set to the low speed side gear stage Lo.

When the transfer 12 is in the sixth driving state, as shown in FIG. 19, the brake BF1 is in the engaged state, the clutch CF1 is in the released state, the first dog clutch D1 is in the second input state, and the second dog clutch D2 is in the The second transmission state is entered. Note that (2) in the first dog clutch D1 in FIG. 24 indicates that the first dog clutch D1 is in the second input state. (2) in the second dog clutch D2 in FIG. 24 indicates that the second dog clutch D2 is in the second transmission state.

Further, in the driving device 10 according to the second embodiment, it is possible to perform various controls performed by the electronic control device 100 described in the first embodiment with reference to FIGS. 15 and 16 and the like. At this time, the EV(FF)_Hi mode and EV(FF)_Lo mode in the first embodiment may be replaced with the EV(FR)_Hi mode and EV(FR)_Lo mode.

For example, the driving device 10 according to the second embodiment, as described in the first embodiment with reference to FIG. When the torque assist is performed by the third rotating electrical machine MGF and the running mode is switched to the H4_torque split mode while the torque assist is being performed by the third rotating electrical machine MGF, during the transition of the switching of the running mode, the third rotation Torque assist is performed by the second rotating electric machine MG2 instead of the electric machine MGF.

As a result, in the driving device 10 according to the second embodiment, torque assist can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF to generate a driving force during the transition of the traveling mode switching. . Therefore, in the driving device 10 according to the second embodiment, the torque assist by the third rotating electric machine MGF cannot be performed during the transition of the traveling mode switching, and the driving force by the torque assist of the third rotating electric machine MGF is reduced. By not being able to generate it, it is possible to suppress the occurrence of fluctuations in the driving force of the vehicle 1 .

Further, for example, the driving device 10 according to the second embodiment, as described in the first embodiment with reference to FIG. Accordingly, regeneration by the third rotating electric machine MGF is performed, and when the driving mode is switched to the H4_torque split mode while the regeneration by the third rotating electric machine MGF is being performed, the third rotation is performed during the switching transition of the driving mode. Regeneration can be performed by the second rotating electric machine MG2 instead of the electric machine MGF.

As a result, regeneration can be performed by the second rotating electric machine MG2 instead of the third rotating electric machine MGF to generate a braking force during the transition of the traveling mode switching. Therefore, in the driving device 10 according to the second embodiment, regeneration by the third rotating electric machine MGF cannot be performed during the transition of the traveling mode, and braking force is generated by regeneration of the third rotating electric machine MGF. By not being able to do so, it is possible to suppress the occurrence of fluctuations in the braking force of the vehicle 1 .

In the first and second embodiments, the transfer 12 is provided with the first dog clutch D1 in order to set the L4_Lock mode. It can be omitted. In this case, the input shaft 61 and the rear wheel side output shaft 63 are always connected.

Further, in the first embodiment and the second embodiment, the transfer 12 is provided with the brake BF1, but the brake BF1 can be omitted.

Further, in the first embodiment and the second embodiment, the clutch CF1 engages the carrier CA3 and the sun gear S3, but it may engage the carrier CA3 and the ring gear R3. It may be engaged with the ring gear R3.

1 vehicle 2 engine 3, 3R, 3L front wheels 4, 4R, 4L rear wheel 10 drive device 11 compound transmission 12 transfer 13 front propeller shaft 14 rear propeller shaft 22 stepped transmission 30 intermediate transmission member 32 differential mechanism 36 first Planetary gear device 38 Second planetary gear device 40 Connection switching device 41 First switching sleeve 41a First gear tooth 41b Second gear tooth 42 Second switching sleeve 42a First gear tooth 42b Second gear tooth 51 First rotating member 51a Gear Teeth 52 Second rotating member 52a Gear teeth 53 Third rotating member 53a Gear teeth 54 Output gear 55 Input gear 61 Input shaft 61a Gear teeth 62 Front wheel side output shaft 63 Rear wheel side output shaft 63a First gear tooth 63b Second gear tooth 64 Third planetary gear device 65 Transmission member 65a Gear tooth 66 Drive gear 67 Driven gear 68 Front wheel drive chain 69 Fixed member 70 Engine rotation speed sensor 72 Output rotation speed sensor 74 MG1 rotation speed sensor 76 MG2 rotation speed sensor 78 Accelerator opening sensor 80 Throttle valve opening sensor 82 Battery sensor 84 Oil temperature sensor 86 4WD selection switch 88 Shift position sensor 89 Shift lever 90 Low selection switch 92 Lock selection switch 100 Electronic control device 101 Engine control device 102 Rotary electric machine control device 103 Transmission control device 104 Transfer control device 110 Transmission case 111 Hydraulic control circuit 120 Transfer case CB Engaging device CA0, CA1, CA2, CA3 Carrier S0, S1, S2, S3 Sun gear R0, R1, R2, R3 Ring gear F0, F1 One-way clutch D1 1 dog clutch D2 2nd dog clutch MG1 1st rotary electric machine MG2 2nd rotary electric machine MGF 3rd rotary electric machine

Claims (4)

a power source having an engine and a first rotating electrical machine;
a second rotating electric machine;
a first output shaft connected to the power source and outputting power to one of the front wheels and the rear wheels;
a second output shaft that outputs power to the other of the front wheels and the rear wheels;
a differential mechanism having a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine;
an engaging element that selectively engages any two of the first rotating element, the second rotating element, and the third rotating element;
a controller;
with
As a running mode for running the vehicle, a first running mode for running the vehicle by controlling the torque of the second electric rotating machine to distribute the torque of the power source to the first output shaft and the second output shaft. and a second running mode in which the engaging element is engaged and the torque of the power source is distributed to the first output shaft and the second output shaft to run the vehicle. A vehicle driving device,
The control device is
When the running mode is the second running mode, torque assist is performed by the second rotating electrical machine, and when the torque assisting is performed by the second rotating electrical machine, the running mode changes to the first running mode. A vehicular driving device, wherein, when switched, torque assist is performed by said first rotating electric machine in place of said second rotating electric machine during transition of said running mode. The control device is
3. The torque assist system is configured such that when torque assist by the second electric rotating machine is possible, torque assist by the second electric rotating machine is given priority over torque assist by the first electric rotating machine. 2. The vehicle driving device according to 1. a power source having an engine and a first rotating electrical machine;
a second rotating electric machine;
a first output shaft connected to the power source and outputting power to one of the front wheels and the rear wheels;
a second output shaft that outputs power to the other of the front wheels and the rear wheels;
a differential mechanism having a first rotating element connected to the first output shaft, a second rotating element connected to the second output shaft, and a third rotating element connected to the second rotating electric machine;
an engaging element that selectively engages any two of the first rotating element, the second rotating element, and the third rotating element;
a controller;
with
As a running mode for running the vehicle, a first running mode for running the vehicle by controlling the torque of the second electric rotating machine to distribute the torque of the power source to the first output shaft and the second output shaft. and a second running mode in which the engaging element is engaged and the torque of the power source is distributed to the first output shaft and the second output shaft to run the vehicle. A vehicle driving device,
The control device is
When the running mode is the second running mode, regeneration by the second rotating electric machine is performed, and when regeneration by the second rotating electrical machine is performed, the running mode is switched to the first running mode. In this case, the vehicular driving device is configured to perform regeneration by the first rotating electric machine instead of the second rotating electric machine during the transition of the running mode. The control device is
4. The system according to claim 3, wherein when regeneration by the second rotating electrical machine is possible, regeneration by the second rotating electrical machine is prioritized over regeneration by the first rotating electrical machine. vehicle drive unit.

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