JP2022157283A - Drive device for vehicle - Google Patents

Abstract

To provide a drive device for a vehicle that is able to shorten a time required for a speed change control that is executed when a transmission switches a speed-change level.SOLUTION: In speed change control, drive force reduction control for bringing a drive force Tm of a first rotary electric machine close to zero is performed. On the basis of completion of disconnection control of a first engagement device and the drive force reduction control, neutral control of a transmission is started. On the basis that rotation decrease control for decreasing an input rotational speed Ni lower than a synchronous rotational speed Ns2 after a speed change and the neutral control are completed after the completion of the disconnection control, engagement control for changing the first engagement device into a directly engaged state via a slip engagement state is started. Using a drive force transmitted through the first engagement device in the slip engagement state, the input rotation speed Ni is increased, and also rotation synchronization control for decreasing a rotor transmission rotational speed Nt is started. On the basis that |Ni-Ns2|≤TH and |Nt-Ns2|≤TH are satisfied, the transmission is caused to shift to a second speed-change level.SELECTED DRAWING: Figure 5

Description

The present invention includes an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, a rotating electric machine having a rotor, a rotor transmission member rotating according to the rotation of the rotor, an input member and the rotor. The present invention relates to a vehicular drive system including a disengagement engagement device for connecting and disconnecting power transmission between a transmission member and a transmission provided in a power transmission path between a rotor transmission member and an output member.

An example of such a vehicle drive system is disclosed in Patent Document 1 below. In the following descriptions of "Background Art" and "Problems to be Solved by the Invention," reference numerals in Patent Document 1 are quoted in parentheses.

In the vehicle drive system of Patent Document 1, shift control is executed when the disengagement engagement device (2) is in the engaged state and the transmission (4) switches the gear stage. In this speed change control, first, while maintaining the disengagement engagement device (2) in the engaged state, the driving force of the internal combustion engine (1) and the rotating electric machine (3) is reduced, and the transmission (4) is ) is temporarily reduced, the transmission (4) is switched to the neutral state. Next, by controlling the rotary electric machine (3), the rotational speed of the internal combustion engine (1) is adjusted according to the rotation of the output member after shifting through the disengagement engagement device (2) in the engaged state. approach the target rotational speed determined by Finally, the transmission (4) is caused to form the target gear stage.

As described above, in the vehicle drive system of Patent Document 1, the disconnecting engagement device (2) is maintained in the engaged state without being released in the shift control, thereby shortening the time required for the shift control. I am planning.

Japanese Patent Application Laid-Open No. 2004-150450

By the way, in the above speed change control, by controlling the rotary electric machine (3), the rotational speed of the internal combustion engine (1) is brought close to the target rotational speed via the disengagement engagement device (2) in the engaged state. . Here, the internal combustion engine (1) has a large inertia and is difficult to change the rotation speed. Therefore, in the shift control described above, it takes a relatively long time for the rotation speed of the internal combustion engine (1) to approach the target rotation speed. Therefore, it has been difficult to shorten the time required for speed change control.

Therefore, it is desired to realize a vehicle drive system capable of shortening the time required for the shift control executed when the transmission switches gears.

In view of the above, the characteristic configuration of the vehicle drive system is as follows.
an input member drivingly connected to an internal combustion engine;
a first output member drivingly connected to the first wheel;
a first rotating electric machine having a rotor;
a rotor transmission member that rotates according to the rotation of the rotor;
a disconnecting engagement device for connecting and disconnecting power transmission between the input member and the rotor transmission member;
a transmission provided in a power transmission path between the rotor transmission member and the first output member;
a control device that controls the internal combustion engine, the first rotating electric machine, the disconnecting engagement device, and the transmission;
The disconnecting engagement device is a friction engagement device including a direct engagement state and a slip engagement state as engagement states,
The transmission forms any one of a plurality of gear stages including a first gear stage and a second gear stage having a gear ratio smaller than the first gear stage, or does not form any of the gear stages. configured to be selectively switchable to a neutral state,
In a state in which the transmission has formed the second shift stage, the rotational speeds of the input member and the rotor transmission member, which are determined according to the rotation of the first output member, are defined as post-shift synchronous rotational speeds,
The control device is
disconnection control for changing the disconnecting engagement device from the engaged state to the released state;
Rotation reduction control for reducing the input rotation speed, which is the rotation speed of the input member, to be lower than the post-shift synchronous rotation speed after completion of the disconnection control;
a shift control for switching the state of the transmission from the state in which the first gear is formed to the state in which the second gear is formed,
In the speed change control,
executing driving force reduction control to bring the driving force of the first rotating electric machine closer to zero;
starting neutral control for placing the transmission in the neutral state based on completion of both the driving force reduction control and the disconnection control;
starting engagement control for changing the disconnecting engagement device from a released state to a direct engagement state via a slip engagement state based on the completion of both the neutral control and the rotation reduction control;
During execution of the engagement control, the driving force transmitted through the disengagement engagement device in the slip engagement state is used to increase the input rotation speed and the rotation speed of the rotor transmission member. starting rotation synchronous control for decreasing the rotor transmission rotation speed and bringing each of the input rotation speed and the rotor transmission rotation speed closer to the post-shift synchronous rotation speed;
After the start of the rotation synchronization control, the difference between the input rotation speed and the post-shift synchronization rotation speed is equal to or less than a specified synchronization threshold, and the difference between the rotor transmission rotation speed and the post-shift synchronization rotation speed is the synchronization rotation speed. The point is that the transmission is caused to form the second shift speed based on the fact that the threshold value has been reached or less.

According to this characteristic configuration, in the rotation synchronization control, the rotational speed of the rotor transmission member is adjusted by using the driving force transmitted from the input member to the rotor transmission member via the disconnecting engagement device in the slip engagement state. The rotor transmission rotation speed can be lowered so as to approach the synchronous rotation speed after shifting. That is, in rotation synchronous control, the inertia of the internal combustion engine drivingly connected to the input member whose rotation speed is lower than the post-shift synchronous rotation speed due to the rotation reduction control is used to reduce the rotor transmission rotation speed to post-shift synchronous rotation. It can be lowered to approach speed. As a result, it is possible to increase the speed at which the rotor transmission rotation speed is lowered in the rotation synchronization control. On the other hand, according to this characteristic configuration, in the rotation synchronization control, the driving force transmitted from the rotor transmission member to the input member via the disengagement engagement device in the slip engagement state is used to rotate the input member at the rotational speed of the input member. A certain input rotational speed can be increased to approach the synchronous rotational speed after shifting. This makes it possible to increase the rate of increase of the input rotation speed in the rotation synchronization control. As described above, according to the present characteristic configuration, it is possible to shorten the time required for the shift control executed when the transmission switches gears.

A skeleton diagram of a first drive unit of the vehicle drive system according to the embodiment. A skeleton diagram of a second drive unit of the vehicle drive system according to the embodiment. 1 is a control block diagram of a vehicle drive system according to an embodiment; FIG. 4 is a diagram showing states of the engagement device in each operation mode of the vehicle drive system according to the embodiment; Flowchart showing an example of shift control by a control device 1 is a time chart showing an example of control processing of a control device when a transmission performs an upshift; A skeleton diagram of a first drive unit of a vehicle drive system according to another embodiment.

A vehicle drive system 100 according to an embodiment will be described below with reference to the drawings. As shown in FIG. 1, in this embodiment, the vehicle drive system 100 includes a first drive unit DU1 that drives a pair of first wheels W1 and a second drive unit DU2 that drives a pair of second wheels W2. , is equipped with In this embodiment, the first wheel W1 is the front wheel of the vehicle and the second wheel W2 is the rear wheel of the vehicle.

The first drive unit DU1 includes an input member I that is drivingly connected to the internal combustion engine EG, a first output member O1 that is drivingly connected to the first wheel W1, a first rotating electric machine MG1, a rotor transmission member T, a It has a one-engagement device CL1 and a transmission TM. In this embodiment, the first drive unit DU1 further includes a distribution differential gear mechanism SP, a second engagement device CL2, and a first output differential gear mechanism DF1. Further, in this embodiment, the transmission TM includes a third engagement device CL3.

Here, in the present application, "driving connection" refers to a state in which two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally. It includes a state in which two rotating elements are connected so as to be able to transmit driving force via one or more transmission members. Such transmission members include various members that transmit rotation at the same speed or at different speeds, such as shafts, gear mechanisms, belts, and chains. The transmission member may include an engagement device for selectively transmitting rotation and driving force, such as a friction engagement device and a mesh type engagement device. However, when each rotating element of the planetary gear mechanism is referred to as "driving connection", it refers to a state in which a plurality of rotating elements in the planetary gear mechanism are connected to each other without interposing other rotating elements.

In this embodiment, the input member I, the rotor transmission member T, the first engagement device CL1, and the second engagement device CL2 are arranged on the first axis X1 as their rotation axis. The first rotating electric machine MG1 is arranged on the second axis X2 as its rotation axis. Furthermore, the third engagement device CL3 of the transmission TM is arranged on the third axis X3 as its rotation axis. Also, the first output member O1 and the first output differential gear mechanism DF1 are arranged on the fourth axis X4 as their rotation axis.

In this embodiment, the second drive unit DU2 includes a second output member O2 drivingly connected to the second wheel W2, a second rotating electric machine MG2, a counter gear mechanism CG, and a second output differential gear mechanism DF2. and have.

In this embodiment, the second rotating electric machine MG2 is arranged on the fifth axis X5 as its rotation axis. The counter gear mechanism CG is arranged on the sixth axis X6 as its rotation axis. In addition, the second output member O2 and the second output differential gear mechanism DF2 are arranged on the seventh axis X7 as their rotation axis.

In this example, the axes X1 to X7 are arranged parallel to each other. In the following description, the direction parallel to the axes X1 to X7 is defined as the "axial direction L" of the vehicle drive device 100. As shown in FIG. One side in the axial direction L is referred to as "first axial side L1", and the other side in the axial direction L is referred to as "second axial side L2". In this embodiment, in the axial direction L, the side on which the input member I is arranged with respect to the internal combustion engine EG is defined as the first axial side L1, and the opposite side is defined as the second axial side L2. A direction perpendicular to each of the axes X1 to X7 is defined as a "radial direction R" with respect to each axis. When there is no need to distinguish which axis should be used as a reference, or when it is clear which axis should be used as a reference, the term "radial direction R" may simply be used.

In this embodiment, the input member I is an input shaft 1 extending along the axial direction L. As shown in FIG. The input shaft 1 is drivingly connected to the output shaft ES of the internal combustion engine EG via a damper device DP that damps fluctuations in transmitted torque. The internal combustion engine EG is a prime mover (gasoline engine, diesel engine, etc.) that is driven by combustion of fuel to take out power. In this embodiment, the internal combustion engine EG functions as a driving force source for the first wheel W1.

The first rotating electric machine MG1 functions as a driving force source for the first wheels W1. The first rotary electric machine MG1 has a function as a motor (electric motor) that receives power supply and generates power, and a function as a generator (generator) that receives power supply and generates power. . Specifically, the first rotating electric machine MG1 is electrically connected to the power storage device BT (see FIG. 3) such as a battery or a capacitor so as to transfer electric power to and from the power storage device BT. Then, the first rotating electrical machine MG1 is powered by the electric power stored in the power storage device BT to generate driving force. In addition, the first rotary electric machine MG1 generates power using the driving force of the internal combustion engine EG or the driving force transmitted from the first output member O1 to charge the power storage device BT.

The first rotating electrical machine MG1 includes a first stator ST1 and a first rotor RT1. The first stator ST1 is fixed to a non-rotating member (for example, a case that houses the first rotating electric machine MG1 and the like). The first rotor RT1 is rotatably supported with respect to the first stator ST1. In this embodiment, the first rotor RT1 is arranged inside in the radial direction R with respect to the first stator ST1.

In this embodiment, a first rotor gear RG1 is coupled to the first rotor RT1 via a first rotor shaft RS1 extending along the axial direction L so as to rotate integrally therewith. there is In this embodiment, the first rotor gear RG1 is arranged on the second axis X2. In the example shown in FIG. 1, the first rotor gear RG1 is arranged on the second axial side L2 of the first rotor RT1.

The distribution differential gear mechanism SP includes a first rotating element E1, a second rotating element E2, and a third rotating element E3. The first rotating element E1 is drivingly connected to the input member I. As shown in FIG. The third rotating element E3 is drivingly connected to the first rotor RT1. In this embodiment, each of the second rotating element E2 and the third rotating element E3 is drivingly connected to the first output member O1.

In this embodiment, the distribution differential gear mechanism SP is a planetary gear mechanism including a sun gear S1, a carrier C1 and a ring gear R1. In this example, the distributing differential gear mechanism SP includes a carrier C1 that supports the pinion gear P1, a sun gear S1 that meshes with the pinion gear P1, and a ring gear that is disposed outside the sun gear S1 in the radial direction R and meshes with the pinion gear P1. R1 and a single pinion type planetary gear mechanism.

In this embodiment, the order of rotation speed of the rotating elements of the distribution differential gear mechanism SP is the order of the first rotating element E1, the second rotating element E2, and the third rotating element E3. Therefore, in this embodiment, the first rotating element E1 is the sun gear S1. And the second rotating element E2 is the carrier C1. Also, the third rotating element E3 is a ring gear R1. Here, "the order of rotational speed" means the order of rotational speed in the rotating state of each rotating element. The rotation speed of each rotating element changes depending on the rotation state of the planetary gear mechanism, but the order of the rotation speed of each rotating element is fixed because it is determined by the structure of the planetary gear mechanism.

The first engagement device CL1 is a "disengagement engagement device" that connects and disconnects power transmission between the input member I and the rotor transmission member T. As shown in FIG. In this embodiment, the first engagement device CL1 connects and disconnects power transmission between the input member I and the sun gear S1 as the first rotating element E1 of the distribution differential gear mechanism SP. In the example shown in FIG. 1, the first engagement device CL1 is arranged on the second axial side L2 with respect to the distribution differential gear mechanism SP.

The first engagement device CL1 includes an input element, which is a rotating element on the input member I side, and an output element, which is a rotating element on the distributing differential gear mechanism SP side. , is a friction engagement device whose engagement state (engagement state/disengagement state) is controlled. That is, the first engagement device CL1 is a frictional engagement device including a direct engagement state and a slip engagement state as engagement states. The "direct engagement state" is an engagement state in which there is no rotational speed difference between the input element and the output element of the friction engagement device. A "slip engagement state" is an engagement state in which there is a rotational speed difference between the input element and the output element of the friction engagement device.

The second engagement device CL2 provides power between two selected from the three rotary elements of the first rotary element E1, the second rotary element E2, and the third rotary element E3 in the distributing differential gear mechanism SP. It is an engagement device for connecting and disconnecting transmission. In this embodiment, the second engagement device CL2 is configured to connect and disconnect power transmission between the carrier C1 as the second rotating element E2 and the ring gear R1 as the third rotating element E3. When the second engaging device CL2 is released, the three rotating elements E1 to E3 of the distributing differential gear mechanism SP are rotatable relative to each other. On the other hand, when the second engaging device CL2 is brought into the engaged state, the three rotary elements E1 to E3 of the distributing differential gear mechanism SP rotate integrally with each other. In the example shown in FIG. 1, the second engagement device CL2 is arranged in the axial direction L between the first engagement device CL1 and the distribution differential gear mechanism SP. In this example, the second engagement device CL2 is a mesh engagement device (dog clutch) configured to be switchable between an engaged state and a released state by an actuator such as a solenoid, an electric motor, or a hydraulic cylinder.

In the present embodiment, when performing "speed change control" to be described later, the second engagement device CL2 is brought into the engaged state, and the three rotary elements E1 to E3 of the distributing differential gear mechanism SP are integrated with each other. It will rotate. In this state, the entire distributing differential gear mechanism SP (that is, all of the three rotating elements E1 to E3) rotates according to the rotation of the first rotor RT1. Therefore, in this embodiment, the distribution differential gear mechanism SP functions as a "rotor transmission member T" that rotates according to the rotation of the first rotor RT1. When the second engaging device CL2 is in the released state, the ring gear R1, which is the third rotating element E3 among the three rotating elements E1 to E3 of the distributing differential gear mechanism SP, is in the "rotor It functions as a transmission member T'. In addition, in the present embodiment, the first rotor gear RG1 and the idler gear IG also rotate according to the rotation of the first rotor RT1, so they also function as the "rotor transmission member T."

The transmission TM is provided in a power transmission path between the rotor transmission member T and the first output member O1. The transmission TM is configured to be capable of selectively forming any one of a plurality of gear stages including a first gear stage and a second gear stage having a smaller gear ratio than the first gear stage. Then, the transmission TM shifts the rotation transmitted from the rotor transmission member T side to the first output member O1 side by shifting the rotation at a gear ratio corresponding to the formed gear stage. When the gear ratio corresponding to the formed gear stage is 1, the transmission TM transmits the rotation transmitted from the rotor transmission member T side as it is to the first output member O1 side.

Further, the transmission TM is configured to be switchable to a neutral state in which none of the gear stages are formed. When the transmission TM is in the neutral state, the transmission TM does not transmit the rotation transmitted from the rotor transmission member T to the first output member O1. It will be in a state where it is not transmitted to one wheel W1. In this way, the transmission TM forms any one of a plurality of gear stages including a first gear stage and a second gear stage having a smaller gear ratio than the first gear stage, or any one of the gear stages. It is configured to be selectively switchable to a neutral state in which no

In this embodiment, the transmission TM includes a first gear G1, a second gear G2, a third gear G3, a fourth gear G4, and a transmission output gear 3. In this embodiment, the first gear G1 and the second gear G2 are arranged on the first axis X1. The third gear G3, fourth gear G4, and transmission output gear 3 are arranged on the third axis X3.

The first gear G1 is coupled to rotate integrally with the second rotating element E2 (here, the carrier C1) of the distribution differential gear mechanism SP. In this embodiment, the first gear G1 is arranged on the first side L1 in the axial direction with respect to the distribution differential gear mechanism SP.

The second gear G2 is coupled to rotate integrally with the third rotating element E3 (here, the ring gear R1) of the distribution differential gear mechanism SP. In this embodiment, a cylindrical gear forming member 2 is provided having the first axis X1 as its axis. A second gear G<b>2 is formed on the outer peripheral surface of the gear forming member 2 , and a ring gear R<b>1 is formed on the inner peripheral surface of the gear forming member 2 . Further, in the present embodiment, the second gear G2 is arranged at a position outside the ring gear R1 in the radial direction R and overlapping the distributing differential gear mechanism SP when viewed in the radial direction R. It is Here, regarding the arrangement of two elements, "overlapping in a particular direction view" means that when a virtual straight line parallel to the line-of-sight direction is moved in each direction orthogonal to the virtual straight line, the virtual straight line is two It refers to the existence of at least a part of an area that intersects two elements.

Further, in this embodiment, the second gear G2 is drivingly connected to the first rotor gear RG1 via an idler gear IG arranged on an axis different from the first to fourth axes X1 to X4. That is, in the present embodiment, the second gear G2 and the first rotor gear RG1 mesh with the idler gear IG at different positions in the circumferential direction of the idler gear IG. Thus, the second gear G2 and the first rotor gear RG1 are connected to each other through the idler gear IG so as to rotate together.

The third gear G3 and the fourth gear G4 are rotatably supported relative to each other. The third gear G3 meshes with the first gear G1. The fourth gear G4 meshes with the second gear G2. In this embodiment, the fourth gear G4 meshes with the second gear G2 at a position different from the idler gear IG in the circumferential direction of the second gear G2. The shift output gear 3 is rotatably supported relative to the third gear G3 and the fourth gear G4.

The number of teeth of the first gear G1 and the number of teeth of the second gear G2 are different from each other. That is, the outer diameter of the first gear G1 and the outer diameter of the second gear G2 are different. As described above, the first gear G1 and the second gear G2 are coaxially arranged, and the third gear G3 meshing with the first gear G1 and the fourth gear G4 meshing with the second gear G2 are arranged. arranged coaxially. Therefore, when the outer diameter of the first gear G1 is smaller than the outer diameter of the second gear G2, the outer diameter of the third gear G3 is larger than the outer diameter of the fourth gear G4. On the other hand, when the outer diameter of the first gear G1 is larger than the outer diameter of the second gear G2, the outer diameter of the third gear G3 is smaller than the outer diameter of the fourth gear G4. Therefore, the gear ratio of the third gear G3 to the first gear G1 and the gear ratio of the fourth gear G4 to the second gear G2 are different. In this embodiment, the outer diameter of the first gear G1 is smaller than the outer diameter of the second gear G2, and the number of teeth of the first gear G1 is smaller than that of the second gear G2. Therefore, in this embodiment, the outer diameter of the third gear G3 is larger than the outer diameter of the fourth gear G4, and the number of teeth of the third gear G3 is larger than that of the fourth gear G4. Therefore, in this embodiment, the gear ratio of the third gear G3 to the first gear G1 is greater than the gear ratio of the fourth gear G4 to the second gear G2.

The third engagement device CL3 is an engagement device that switches the state of power transmission between the rotor transmission member T and the first output member O1. In this embodiment, the third engagement device CL3 is configured to selectively connect either the third gear G3 or the fourth gear G4 to the shift output gear 3. In this example, the third engagement device CL3 is a mesh engagement device (dog clutch) configured to be switchable between an engaged state and a released state by an actuator such as a solenoid, an electric motor, or a hydraulic cylinder.

In this embodiment, when the third engagement device CL3 connects the third gear G3 to the transmission output gear 3, the carrier C1 as the second rotating element E2 of the distribution differential gear mechanism SP and the first output member O1 It will be in a state where power transmission between is performed. On the other hand, when the third engagement device CL3 connects the fourth gear G4 to the speed change output gear 3, there is a gap between the ring gear R1 as the third rotating element E3 of the distribution differential gear mechanism SP and the first output member O1. power transmission is performed.

As described above, in this embodiment, the gear ratio of the third gear G3 to the first gear G1 is greater than the gear ratio of the fourth gear G4 to the second gear G2. Therefore, when the third engagement device CL3 connects the third gear G3 to the transmission output gear 3, the first gear stage (low speed stage) having a relatively large gear ratio is established. On the other hand, when the third engagement device CL3 connects the fourth gear G4 to the transmission output gear 3, a second gear stage (high speed stage) with a relatively small gear ratio is established. Note that the state of the third engagement device CL3 when the transmission TM forms any gear stage corresponds to the engagement state of the third engagement device CL3. On the other hand, the state of the third engagement device CL3 when the transmission TM is in the neutral state corresponds to the disengaged state of the third engagement device CL3.

As described above, in the present embodiment, the transmission TM is arranged coaxially with the first gear G1 and the second gear G2, and meshes with the first gear G1 and the second gear G2, respectively. It is configured as a parallel shaft gear type transmission having a third gear G3 and a fourth gear G4 which are arranged.

The first output differential gear mechanism DF1 is configured to distribute the rotation of the first output member O1 to the pair of first wheels W1. In this embodiment, the first output member O1 is the first differential input gear 4 that meshes with the transmission output gear 3 .

In this embodiment, the first output differential gear mechanism DF1 is a bevel gear type differential gear mechanism. Specifically, the first output differential gear mechanism DF1 includes a hollow first differential case, a first pinion shaft supported so as to rotate integrally with the first differential case, and the first pinion shaft. A pair of first pinion gears rotatably supported on one pinion shaft, and a pair of first side gears meshing with the pair of first pinion gears and functioning as distribution output elements are provided. The first differential case houses a first pinion shaft, a pair of first pinion gears, and a pair of first side gears.

In this embodiment, the first differential input gear 4 as the first output member O1 is connected to the first differential case so as to protrude outward in the radial direction R from the first differential case. . A first drive shaft DS1 drivingly connected to the first wheel W1 is connected to each of the pair of first side gears so as to rotate integrally therewith. Thus, in the present embodiment, the first output differential gear mechanism DF1 rotates the first differential input gear 4 as the first output member O1 via the pair of first drive shafts DS1. Distribute to wheel W1.

As shown in FIG. 2, the second rotating electric machine MG2 functions as a driving force source for the second wheels W2. The second rotating electrical machine MG2 has a function as a motor (motor) that receives power supply and generates power, and a function as a generator (generator) that receives power supply and generates power. . Specifically, the second rotating electric machine MG2 is electrically connected to the power storage device BT (see FIG. 3) so as to transfer electric power to and from the power storage device BT. Then, the second rotating electrical machine MG2 is powered by the electric power stored in the power storage device BT to generate driving force. During regeneration, the second rotating electric machine MG2 generates power by driving force transmitted from the second output member O2 to charge the power storage device BT.

The second rotating electrical machine MG2 includes a second stator ST2 and a second rotor RT2. The second stator ST2 is fixed to a non-rotating member (for example, a case housing the second rotating electric machine MG2 and the like). The second rotor RT2 is rotatably supported with respect to the second stator ST2. In this embodiment, the second rotor RT2 is arranged inside in the radial direction R with respect to the second stator ST2.

In this embodiment, a second rotor gear RG2 is coupled to the second rotor RT2 via a second rotor shaft RS2 formed to extend along the axial direction L so as to rotate integrally with the second rotor RT2. there is In this embodiment, the second rotor gear RG2 is arranged on the fifth axis X5. In the example shown in FIG. 2, the second rotor gear RG2 is arranged on the axial first side L1 relative to the second rotor RT2.

The counter gear mechanism CG includes a counter input gear 61, a counter output gear 62, and a counter shaft 63 connecting these gears 61 and 62 so as to rotate integrally.

The counter input gear 61 is an input element of the counter gear mechanism CG. In this embodiment, the counter input gear 61 meshes with the second rotor gear RG2. The counter output gear 62 is the output element of the counter gear mechanism CG. In the example shown in FIG. 2 , the counter output gear 62 is arranged on the second axial side L2 relative to the counter input gear 61 . Also, the counter output gear 62 is formed to have a smaller diameter than the counter input gear 61 .

The second output differential gear mechanism DF2 is configured to distribute the rotation of the second output member O2 to the pair of second wheels W2. In this embodiment, the second output member O2 is the second differential input gear 7 that meshes with the counter output gear 62 of the counter gear mechanism CG.

In this embodiment, the second output differential gear mechanism DF2 is a bevel gear type differential gear mechanism. Specifically, the second output differential gear mechanism DF2 includes a hollow second differential case, a second pinion shaft supported so as to rotate integrally with the second differential case, and the second pinion shaft. A pair of second pinion gears rotatably supported on a two-pinion shaft, and a pair of second side gears meshing with the pair of second pinion gears and functioning as distribution output elements are provided. The second differential case houses a second pinion shaft, a pair of second pinion gears, and a pair of second side gears.

In this embodiment, the second differential input gear 7 as the second output member O2 is connected to the second differential case so as to protrude outward in the radial direction R from the second differential case. . A second drive shaft DS2 drivingly connected to the second wheel W2 is connected to each of the pair of second side gears so as to integrally rotate. Thus, in this embodiment, the second output differential gear mechanism DF2 rotates the second output member O2 (here, the second differential input gear 7) via the pair of second drive shafts DS2. to the second wheel W2.

As shown in FIG. 3, the vehicle drive system 100 includes a control device 10 that controls the internal combustion engine EG, the first rotary electric machine MG1, the first engagement device CL1, and the transmission TM. In this embodiment, the control device 10 includes a main control unit 11, an internal combustion engine control unit 12 that controls the internal combustion engine EG, a first rotating electric machine control unit 13 that controls the first rotating electric machine MG1, a second rotating electric machine A second rotary electric machine control unit 14 that controls the MG2, and an engagement control unit 15 that controls the states of engagement of the first engagement device CL1, the second engagement device CL2, and the third engagement device CL3. I have.

The main control unit 11 controls the internal combustion engine control unit 12, the first rotating electrical machine control unit 13, the second rotating electrical machine control unit 14, and the engagement control unit 15, respectively. Output commands. The internal combustion engine control unit 12 controls the internal combustion engine EG so that the internal combustion engine EG outputs the command driving force commanded by the main control unit 11 or reaches the command rotation speed commanded by the main control unit 11. Control. The first rotating electrical machine control unit 13 causes the first rotating electrical machine MG1 to output the commanded driving force commanded by the main control unit 11, or to achieve the command rotation speed commanded by the main control unit 11. It controls the first rotating electric machine MG1. The second rotating electrical machine control unit 14 causes the second rotating electrical machine MG2 to output the commanded driving force commanded by the main control unit 11, or to achieve the commanded rotational speed commanded by the main control unit 11. It controls the second rotating electric machine MG2. The engagement control unit 15 controls the first engagement device CL<b>1 , the second engagement device CL<b>2 , and the third engagement device CL<b>3 to be in the engagement state instructed by the main control unit 11 . Actuators (not shown) for operating the first engagement device CL1, the second engagement device CL2, and the third engagement device CL3 are controlled.

Further, the main control unit 11 is configured to be able to acquire information from sensors provided in each part of the vehicle in order to acquire information of each part of the vehicle in which the vehicle drive device 100 is mounted. In this embodiment, the main control unit 11 is configured to be able to acquire information from the SOC sensor Se1, the vehicle speed sensor Se2, the accelerator operation amount sensor Se3, the brake operation amount sensor Se4, and the shift position sensor Se5.

The SOC sensor Se1 is a sensor for detecting the state of the power storage device BT electrically connected to the first rotating electrical machine MG1 and the second rotating electrical machine MG2. The SOC sensor Se1 is composed of, for example, a voltage sensor, a current sensor, or the like. The main control unit 11 calculates the state of charge (SOC) of the power storage device BT based on information such as the voltage value and the current value output from the SOC sensor Se1.

Vehicle speed sensor Se2 is a sensor for detecting the traveling speed (vehicle speed) of the vehicle in which vehicle drive device 100 is mounted. In this embodiment, the vehicle speed sensor Se2 is a sensor for detecting the rotational speed of the first output member O1. The main control unit 11 calculates the rotation speed (angular speed) of the first output member O1 based on the detection signal of the vehicle speed sensor Se2. Since the rotation speed of the first output member O1 is proportional to the vehicle speed, the main control section 11 can calculate the vehicle speed based on the detection signal of the vehicle speed sensor Se2.

Accelerator operation amount sensor Se3 is a sensor for detecting the amount of operation (accelerator opening) by the driver of an accelerator pedal provided in the vehicle in which vehicle drive system 100 is mounted. The main control unit 11 calculates the accelerator opening based on the detection signal of the accelerator operation amount sensor Se3.

Brake operation amount sensor Se4 is a sensor for detecting the amount of operation by the driver of a brake pedal provided in the vehicle in which vehicle drive system 100 is mounted. The main control unit 11 calculates the amount of operation of the brake pedal by the driver based on the detection signal of the brake operation amount sensor Se4.

Shift position sensor Se5 is a sensor for detecting a selected position (shift position) of a shift lever operated by the driver of the vehicle in which vehicle drive system 100 is mounted. The main control section 11 calculates the shift position based on the detection signal of the shift position sensor Se5. The shift lever is configured to select a parking range (P range), a reverse travel range (R range), a neutral range (N range), a forward travel range (D range), and the like.

The main control section 11 selects a plurality of operation modes in the first drive unit DU1, which will be described later, based on the information from the sensors Se1 to Se5. The main control unit 11 controls, via the engagement control unit 15, each of the first engagement device CL1, the second engagement device CL2, and the third engagement device CL3 to engage according to the selected operation mode. By controlling the state, the selected operation mode is entered. Furthermore, the main control unit 11 controls the internal combustion engine EG, the first rotating electric machine MG1, and the second rotating electric machine MG2 via the internal combustion engine control unit 12, the first rotating electric machine control unit 13, and the second rotating electric machine control unit 14. By cooperatively controlling the operating states of the two, it is possible to drive the vehicle appropriately according to the selected operating mode.

As shown in FIG. 4, in the present embodiment, the vehicle drive system 100 has three operation modes: an electric torque converter mode (hereinafter referred to as "eTC mode"), a first EV mode, a second EV mode, and a second EV mode. It has a first HV mode, a second HV mode, and a charging mode.

FIG. 4 shows the states of the first engagement device CL1, the second engagement device CL2, and the third engagement device CL3 in each operation mode of this embodiment. In the columns of the first engagement device CL1 and the second engagement device CL2 in FIG. 4, "o" indicates that the target engagement device is in the engaged state, and "x" indicates the target engagement device. is in a released state. Further, in the column of the third engagement device CL3 in FIG. 4, "Lo" indicates the state of the third engagement device CL3 when the transmission TM forms the first shift stage (low speed stage), that is, the state of the third engagement device CL3. It shows that the coupling device CL3 is in a state in which the third gear G3 is coupled to the shift output gear 3. FIG. "Hi" is the state of the third engagement device CL3 when the transmission TM forms the second speed (high speed); It shows that it is in a state of being connected to "N" indicates the state of the third engagement device CL3 when the transmission TM is in the neutral state, that is, the third engagement device CL3 is in the disengaged state.

The eTC mode is a mode in which the distribution differential gear mechanism SP amplifies the torque of the internal combustion engine EG using the torque of the first rotary electric machine MG1 as a reaction force and transmits the torque to the first output member O1, thereby causing the vehicle to run. . The eTC mode is called an electric torque converter mode because the torque of the internal combustion engine EG can be amplified and transmitted to the first output member O1.

As shown in FIG. 4, in the eTC mode, the first engagement device CL1 is in the engaged state, the second engagement device CL2 is in the released state, and the third engagement device CL3 is in the engaged state. Then, the driving force of the internal combustion engine EG and the first rotating electric machine MG1 is transmitted to the first output member O1. In the eTC mode of the present embodiment, the first engagement device CL1 is in the engaged state, the second engagement device CL2 is in the disengaged state, and the third engagement device CL3 is in the first shift stage (low speed stage). is controlled to be

In the eTC mode of the present embodiment, the first rotating electrical machine MG1 rotates negatively while outputting positive torque to generate power. Together with the driving force, a driving force larger than the driving force of the internal combustion engine EG is output from the second rotating element E2 (here, the carrier C1). Then, the rotation of the second rotating element E2 is shifted in the transmission TM at a gear ratio corresponding to the first gear stage (low speed stage) and transmitted to the first output member O1. Therefore, the eTC mode can be selected even when the amount of charge in the power storage device BT is relatively low.

The first EV mode is a mode in which the vehicle travels at a relatively low speed with the driving force of only the first rotating electrical machine MG1 out of the internal combustion engine EG and the first rotating electrical machine MG1. The second EV mode is a mode in which, of the internal combustion engine EG and the first rotary electric machine MG1, the vehicle is driven at a relatively high speed by the driving force of only the first rotary electric machine MG1.

As shown in FIG. 4, in the first EV mode and the second EV mode, the first engagement device CL1 is in the released state, the second engagement device CL2 is in the engagement state, and the third engagement device CL3 is in the engagement state. . Then, the internal combustion engine EG is brought into a stopped state in which it does not output driving force, and the driving force of the first rotary electric machine MG1 is transmitted to the first output member O1. In the first EV mode of the present embodiment, the first engagement device CL1 is in the disengaged state, the second engagement device CL2 is in the engaged state, and the third engagement device CL3 forms the first shift stage (low speed stage). state is controlled. On the other hand, in the second EV mode of the present embodiment, the first engagement device CL1 is in the disengaged state, the second engagement device CL2 is in the engaged state, and the third engagement device CL3 shifts to the second speed (high speed). It is controlled to be in the formed state.

In the first EV mode and the second EV mode of the present embodiment, the internal combustion engine EG is separated from the distribution differential gear mechanism SP by disengaging the first engagement device CL1. Power transmission with the output member O1 is cut off. By engaging the second engaging device CL2, the three rotating elements E1 to E3 of the distributing differential gear mechanism SP are rotated integrally with each other. As a result, the rotation input from the first rotary electric machine MG1 side to the distribution differential gear mechanism SP is transmitted to the transmission TM as it is. The rotation transmitted to the transmission TM is shifted to the gear ratio of the first gear (low speed) in the first EV mode, and to the gear ratio of the second gear (high speed) in the second EV mode, depending on the state of the third engagement device CL3. stage) and transmitted to the first output member O1.

The first HV mode is a mode in which the vehicle is driven at a relatively low speed by at least the driving force of the internal combustion engine EG out of the internal combustion engine EG and the first rotary electric machine MG1. The second HV mode is a mode in which the vehicle is driven at a relatively high speed by at least the driving force of the internal combustion engine EG out of the internal combustion engine EG and the first rotary electric machine MG1.

As shown in FIG. 4, in the first HV mode of the present embodiment, both the first engagement device CL1 and the second engagement device CL2 are in the engaged state, and the third engagement device CL3 is in the first gear (low speed). It is controlled so that a step is formed. On the other hand, in the second HV mode of the present embodiment, both the first engagement device CL1 and the second engagement device CL2 are in the engaged state, and the third engagement device CL3 forms the second shift stage (high speed stage). state is controlled.

In the first HV mode and the second HV mode of the present embodiment, the internal combustion engine EG is connected to the distribution differential gear mechanism SP by engaging the first engagement device CL1. By engaging the second engaging device CL2, the three rotating elements E1 to E3 of the distributing differential gear mechanism SP are rotated integrally with each other. As a result, the rotation input from the internal combustion engine EG side and the first rotary electric machine MG1 side to the distribution differential gear mechanism SP is transmitted to the transmission TM as it is. The rotation transmitted to the transmission TM is shifted to the gear ratio of the first gear (low speed) in the first HV mode and to the gear ratio of the second gear (high speed) in the second HV mode, depending on the state of the third engagement device CL3. stage) and transmitted to the first output member O1.

The charge mode is a mode in which the power storage device BT is charged by causing the first rotary electric machine MG1 to generate power using the driving force of the internal combustion engine EG. As shown in FIG. 4, in the charging mode, the first engagement device CL1 is in the engaged state, the second engagement device CL2 is in the engaged state, and the third engagement device CL3 is in the released state. be. Then, the internal combustion engine EG outputs driving force, and the first rotary electric machine MG1 outputs driving force in a direction opposite to the rotation direction of the first rotor RT1 rotated by the driving force of the internal combustion engine EG, thereby generating electric power. controlled. In the charge mode, the vehicle may be stopped, or the electric power generated by the first rotary electric machine MG1 may be used to drive the second rotary electric machine MG2, and the driving force of the second rotary electric machine MG2 may be applied to the second wheels W2. You may run a vehicle by transmitting. A mode in which the vehicle is driven by the driving force of the second rotary electric machine MG2 while being in the charging mode is called a so-called series hybrid mode.

The control device 10 performs disengagement control for changing the first engagement device CL1 from the engaged state to the disengaged state, and after completion of the disengagement control, the input rotation speed Ni, which is the rotation speed of the input member I, is synchronized after shifting. It is possible to execute rotation reduction control to make the rotation speed lower than Ns2 and shift control to switch the state of the transmission TM from the state in which the first gear is established to the state in which the second gear is established. In this embodiment, these controls are executed when the operation mode of the vehicle drive system 100 is shifted from the first HV mode to the second HV mode. During execution of these controls, the second engagement device CL2 is maintained in the engaged state, and the three rotating elements E1 to E3 of the distributing differential gear mechanism SP as the rotor transmission member T rotate integrally with each other. It is in a state to

In the disconnection control of this embodiment, the engagement control unit 15 changes the first engagement device CL1 from the engaged state to the released state. Further, in the rotation reduction control of the present embodiment, the internal combustion engine control unit 12 controls the internal combustion engine EG so that the input rotation speed Ni becomes the target rotation speed Nd lower than the post-shift synchronous rotation speed Ns2. Here, the post-shift synchronous rotation speed Ns2 is the rotation speed of the input member I and the rotor transmission member T determined according to the rotation of the first output member O1 when the transmission TM is in the second shift stage. Also, the target rotation speed Nd can be set to an arbitrary rotation speed lower than the post-shift synchronous rotation speed Ns2. For example, the target rotational speed Nd is determined by the inertia of the rotating member on the internal combustion engine EG side with respect to the first engagement device CL1 (mainly the inertia of the internal combustion engine EG) and the first rotary electric machine with respect to the first engagement device CL1. Considering the inertia of the rotating members on the MG1 side (mainly the inertia of the first rotating electric machine MG1), when the first engagement device CL1 is in the slip engagement state, the input rotation speed, which is the rotation speed of the input member I It is preferable to set the rotation speed of the input rotation speed Ni such that the speed Ni and the rotor transmission rotation speed Nt, which is the rotation speed of the rotor transmission member T, become the synchronous rotation speed Ns2 after shifting at the same time. Alternatively, the target rotation speed Nd may be preferably set to the idle rotation speed (for example, about 500 rpm) of the internal combustion engine EG. Note that the rotating members on the side of the first rotary electric machine MG1 with respect to the first engaging device CL1 include rotating members on the side of the first engaging device CL1 rather than the third engaging device CL3 in the neutral state. .

In speed change control, the control device 10 executes driving force reduction control to bring the rotating electrical machine driving force Tm, which is the driving force of the first rotating electrical machine MG1, closer to zero. In the driving force reduction control of the present embodiment, the first rotating electric machine control unit 13 controls the first rotating electric machine MG1 so that the rotating electric machine driving force Tm becomes zero.

The control device 10 starts neutral control to bring the transmission TM into the neutral state based on the completion of both the driving force reduction control and the disconnection control. In the neutral control of the present embodiment, the engagement control unit 15 releases the third engagement device CL3 so that the state in which the transmission TM is in the first shift stage (low speed stage) changes to the neutral state. do. Note that with respect to a plurality of controls with different start times, "starting the second control based on the completion of the first control" means that the second control is started on the condition that the first control is completed. It means that the second control is started immediately after the first control is completed, and the second control is started after a specified time has elapsed after the first control is completed.

The control device 10 performs engagement control to change the first engagement device CL1 from the released state to the direct engagement state via the slip engagement state based on the completion of both the neutral control and the rotation reduction control. Start. In the engagement control of this embodiment, the engagement control unit 15 changes the first engagement device CL1 from the released state to the direct engagement state via the slip engagement state.

During execution of the above-described engagement control, the control device 10 uses the driving force transmitted through the first engagement device CL1 in the slip engagement state to increase the input rotation speed Ni and increase the rotor transmission rotation. Rotation synchronization control is started to lower the speed Nt and bring the input rotation speed Ni and the rotor transmission rotation speed Nt closer to the post-shift synchronization rotation speed Ns2. In the rotation synchronization control of the present embodiment, the internal combustion engine control section 12 controls the internal combustion engine EG so that the input rotation speed Ni increases to the post-shift synchronization rotation speed Ns2. Furthermore, the first rotary electric machine control unit 13 controls the first rotary electric machine MG1 so that the rotor transmission rotation speed Nt decreases to the post-shift synchronous rotation speed Ns2.

After the start of the rotation synchronization control, the control device 10 determines that the difference between the input rotation speed Ni and the post-shift synchronization rotation speed Ns2 is equal to or less than the prescribed synchronization threshold value TH, and that the rotor transmission rotation speed Nt and the post-shift synchronization When the difference from the rotation speed Ns2 becomes equal to or less than the synchronization threshold TH, the transmission TM is set to the second speed. For example, when the third engagement device CL3 is a mesh type engagement device (dog clutch), the synchronization threshold value TH is set to a value that allows the third engagement device CL3 to be appropriately engaged. preferred. Further, for example, when the third engagement device CL3 is a friction engagement device, the synchronization threshold TH is set to the first threshold value even when the engagement pressure of the third engagement device CL3 is rapidly increased. It is preferable to set the value so that the fluctuation of the driving force transmitted to the output member O1 is within a specified allowable range.

As described above, the input member I drivingly connected to the internal combustion engine EG;
a first output member O1 drivingly connected to the first wheel W1;
a first rotating electric machine MG1 having a first rotor RT1;
a rotor transmission member T that rotates according to the rotation of the first rotor RT1;
a first engagement device CL1 for connecting and disconnecting power transmission between the input member I and the rotor transmission member T;
a transmission TM provided in a power transmission path between the rotor transmission member T and the first output member O1;
a control device 10 that controls the internal combustion engine EG, the first rotating electric machine MG1, the first engagement device CL1, and the transmission TM;
The first engagement device CL1 is a friction engagement device including a direct engagement state and a slip engagement state as engagement states,
The transmission TM is in a state in which any one of a plurality of gear stages including a first gear stage and a second gear stage having a gear ratio smaller than the first gear stage is formed, or in a neutral state in which none of the gear stages is formed. configured to be selectively switchable to a state,
When the transmission TM is in the second speed stage, the rotation speed of the input member I and the rotor transmission member T, which is determined according to the rotation of the first output member O1, is defined as a post-shift synchronous rotation speed Ns2,
The control device 10
disconnection control for changing the first engagement device CL1 from the engaged state to the released state;
Rotation decrease control for making the input rotation speed Ni, which is the rotation speed of the input member I, lower than the post-shift synchronous rotation speed Ns2 after the disconnection control is completed;
a shift control for switching the state of the transmission TM from the state in which the first gear is formed to the state in which the second gear is formed,
In shift control,
Execute driving force reduction control to bring the rotating electrical machine driving force Tm, which is the driving force of the first rotating electrical machine MG1, closer to zero,
starting neutral control for placing the transmission TM in a neutral state based on the completion of both the driving force reduction control and the disconnection control;
starting engagement control for changing the first engagement device CL1 from the disengaged state to the direct engagement state via the slip engagement state based on the completion of both the neutral control and the rotation reduction control;
During execution of engagement control, the driving force transmitted through the first engagement device CL1 in the slip engagement state is used to increase the input rotation speed Ni and to increase the rotor transmission speed, which is the rotation speed of the rotor transmission member T. Starting rotation synchronization control for decreasing the rotation speed Nt to bring each of the input rotation speed Ni and the rotor transmission rotation speed Nt closer to the post-shift synchronization rotation speed Ns2,
After the start of the rotation synchronization control, the difference between the input rotation speed Ni and the post-shift synchronization rotation speed Ns2 is equal to or less than the specified synchronization threshold TH, and the difference between the rotor transmission rotation speed Nt and the post-shift synchronization rotation speed Ns2 is equal to or below the synchronization threshold. The transmission TM is caused to form the second shift speed based on the fact that the speed becomes equal to or less than TH.

According to this configuration, in the rotation synchronization control, the rotational speed of the rotor transmission member T is adjusted by using the driving force transmitted from the input member I to the rotor transmission member T via the first engagement device CL1 in the slip engaged state. The rotor transmission rotation speed Nt can be decreased so as to approach the post-shift synchronous rotation speed Ns2. That is, in the rotation synchronous control, the rotor transmission rotation speed Nt is reduced by utilizing the inertia of the internal combustion engine EG drivingly connected to the input member I whose rotation speed is lower than the post-shift synchronous rotation speed Ns2 due to the rotation reduction control. It can be lowered so as to approach the post-shift synchronous rotation speed Ns2. As a result, it is possible to increase the speed at which the rotor transmission rotation speed Nt is lowered in the rotation synchronization control. On the other hand, according to this configuration, in the rotation synchronization control, the driving force transmitted from the rotor transmission member T to the input member I via the first engagement device CL1 in the slip engagement state is used to rotate the input member I. The input rotation speed Ni, which is the speed, can be increased so as to approach the post-shift synchronous rotation speed Ns2. This makes it possible to increase the rate of increase of the input rotation speed Ni in rotation synchronization control. As described above, according to this configuration, it is possible to shorten the time required for the shift control that is executed when the transmission TM switches gears.

In the present embodiment, the control device 10 completes the driving force reduction control during execution of the shift control when both the disconnection control and the rotation reduction control have not been completed before the shift control is started. Disengagement control is completed before neutral control is completed, and rotation reduction control is completed before neutral control is completed.

According to this configuration, if both the disconnection control and the rotation reduction control are not completed before the shift control is started, the disconnection control is performed before the driving force reduction control is completed during the shift control. complete. Therefore, it is possible to start the rotation reduction control, which is executed after the disconnection control is completed, relatively early. Therefore, the output of the driving force for maintaining the rotation speed of the internal combustion engine EG can be kept low for a relatively long time.
Further, according to this configuration, if both the disconnection control and the rotation reduction control have not been completed before the shift control is started, the rotation reduction control is performed before the neutral control is completed during the execution of the shift control. complete. Therefore, the engagement control, which is executed after both the neutral control and the rotation reduction control are completed, can be started immediately after the neutral control is completed. Therefore, the time during which the transmission TM is in the neutral state can be shortened.

Further, in the present embodiment, in the above-described rotation synchronization control, the control device 10, in addition to the driving force transmitted from the input member I to the rotor transmission member T via the first engagement device CL1 in the slip engagement state, , the driving force of the first rotary electric machine MG1 is also used to bring the rotor transmission rotation speed Nt close to the post-shift synchronous rotation speed Ns2.

According to this configuration, it is possible to further increase the speed at which the rotor transmission rotation speed Nt is lowered in the rotation synchronization control. Therefore, it is possible to further shorten the time required for the shift control that is executed when the transmission TM switches gears.

Control processing of the control device 10 when the transmission TM performs an upshift will be described below with reference to FIGS. 5 and 6. FIG.

FIG. 5 is a flowchart showing an example of shift control by the control device 10. As shown in FIG.

As shown in FIG. 5, the control device 10 first determines whether or not the first engagement device CL1 is in the engaged state (step #1).

When the control device 10 determines that the first engagement device CL1 is in the engaged state (step #1: Yes), the control device 10 performs control (disconnection control) to change the first engagement device CL1 from the engaged state to the released state. ) is executed (step #2). On the other hand, when the control device 10 determines that the first engagement device CL1 is not in the engaged state, that is, the first engagement device CL1 is in the released state (step #1: No), the above disconnection control is performed. is not performed, and the released state of the first engaging device CL1 is maintained.

Next, the control device 10 determines whether or not the input rotation speed Ni, which is the rotation speed of the input member I, is higher than the target rotation speed Nd which is lower than the post-shift synchronous rotation speed Ns2 (step #3).

When the control device 10 determines that the input rotation speed Ni is higher than the target rotation speed Nd (step #3: Yes), it controls the internal combustion engine EG to reduce the input rotation speed Ni (rotation reduction control). start (step #4). On the other hand, when the control device 10 determines that the input rotation speed Ni is not higher than the target rotation speed Nd, that is, the input rotation speed Ni has already reached the target rotation speed Nd (step #3: No). , the current input rotation speed Ni is maintained without performing the above rotation reduction control. Note that when the input rotation speed Ni is lower than the target rotation speed Nd, the control device 10 controls the internal combustion engine EG to increase the input rotation speed Ni toward the target rotation speed Nd.

Subsequently, the control device 10 controls the first rotating electrical machine MG1 to execute control (driving force reduction control) for reducing the rotating electrical machine driving force Tm, which is the driving force of the first rotating electrical machine MG1 (step #5). ). Then, when the rotary electric machine driving force Tm becomes zero (step #6: No), the control device 10 performs control ( neutral state) is executed (step #7). Note that the control device 10 switches the transmission TM to the neutral state when the rotating electric machine driving force Tm is less than a specified value set near zero even before the rotating electric machine driving force Tm becomes zero. can be controlled.

After that, when the control device 10 determines that the input rotation speed Ni is not higher than the target rotation speed Nd, that is, the rotation reduction control described above is completed (step #8: No), the first engagement device CL1 is turned on. Control (engagement control) for performing an engagement operation to change from the disengaged state to the direct engagement state via the slip engagement state is started (step #9).

Subsequently, the control device 10 starts the rotation synchronization control (step #10). Specifically, during execution of the engagement control, the control device 10 uses the driving force transmitted through the first engagement device CL1 in the slip engagement state to increase the input rotational speed Ni, The rotor transmission rotation speed Nt, which is the rotation speed of the transmission member T, is lowered to bring each of the input rotation speed Ni and the rotor transmission rotation speed Nt closer to the post-shift synchronous rotation speed Ns2.

Then, the control device 10 determines that the difference between the input rotation speed Ni and the post-shift synchronous rotation speed Ns2 is equal to or less than a specified synchronization threshold TH, and the difference between the rotor transmission rotation speed Nt and the post-shift synchronous rotation speed Ns2 is a synchronization threshold TH Then, it is determined whether or not (|Ni-Ns2|≤TH and |Nt-Ns2|≤TH) (step #11).

When the control device 10 determines that the difference between the input rotation speed Ni and the post-shift synchronous rotation speed Ns2 is equal to or less than the synchronization threshold TH (|Ni-Ns2|≤TH) (step #11: Yes), the transmission TM to form the second speed (step #12). Then, the control device 10 ends the shift control.

FIG. 6 is a time chart showing an example of control processing of the control device 10 when the transmission TM performs an upshift (here, shifting from the first HV mode to the second HV mode). In the example shown in FIG. 6, both the disconnection control and the rotation reduction control are completed before the shift control starts.

As shown in FIG. 6, first, the main control unit 11 gradually decreases the target engagement pressure (engagement pressure command) of the first engagement device CL1 from time t1 so that it becomes zero at time t2. A command is issued to the combination control unit 15 (separation control). As a result, the first engagement device CL1 changes from the engaged state to the released state.

In parallel with this, the internal combustion engine control unit 12 controls the internal combustion engine EG so that the internal combustion engine driving force Te, which is the driving force of the internal combustion engine EG, gradually decreases from time t1 and reaches the target driving force Td2 at time t2. Control. Here, the target driving force Td2 is set to a negative value.

Then, the internal combustion engine control unit 12 controls the internal combustion engine EG so that the input rotation speed Ni gradually decreases from time t2 and reaches the target rotation speed Nd lower than the post-shift synchronous rotation speed Ns2 at time t3 ( speed drop control). As a result, the input rotation speed Ni, which has been equal to the pre-shift synchronous rotation speed Ns1, begins to decrease from time t2 so as to move away from the pre-shift synchronous rotation speed Ns1. At this time, since the first engagement device CL1 is in the released state, the input rotational speed Ni decreases away from the pre-shift synchronous rotational speed Ns1, while the rotor transmission rotational speed Nt increases to the pre-shift synchronous rotational speed Ns1. is maintained. Here, the pre-shift synchronous rotation speed Ns1 is the rotation speed of the input member I and the rotor transmission member T determined according to the rotation of the first output member O1 when the transmission TM is in the first shift stage. Further, as described above, the post-shift synchronous rotation speed Ns2 is the rotation speed of the input member I and the rotor transmission member T, which is determined according to the rotation of the first output member O1 when the transmission TM is in the second gear position. Speed.

The internal combustion engine control unit 12 controls the internal combustion engine EG such that the input rotation speed Ni maintains the target rotation speed Nd from time t3 to time t7.

The first rotating electrical machine control unit 13 controls the first rotating electrical machine MG1 so that the rotating electrical machine driving force Tm, which is the driving force of the first rotating electrical machine MG1, gradually decreases from time t4 and becomes zero at time t5 ( driving force reduction control). In this example, it is assumed that there is a request to shift from the first HV mode to the second HV mode at time t3. That is, in this example, the control device 10 starts shift control from time t3.

After the rotary electric machine driving force Tm becomes zero, the engagement control unit 15 shifts the transmission TM from the state in which the first shift stage (low speed stage) is formed to the neutral state from the time t5 to the time t6. Control the third engagement device CL3 (neutral control).

After the transmission TM is in the neutral state, the first rotating electrical machine control unit 13 controls the first rotating electrical machine MG1 so that the rotating electrical machine driving force Tm decreases from time t6 to reach the target driving force Td1. Here, the target driving force Td1 is set to a negative value.

Then, the first rotating electrical machine control unit 13 controls the first rotating electrical machine MG1 so that the rotor transmission rotation speed Nt gradually decreases from time t6 and approaches the post-shift synchronous rotation speed Ns2 (rotation synchronization control). As a result, the rotor transmission rotation speed Nt, which has been equal to the pre-shift synchronous rotation speed Ns1, begins to decrease from time t6 so as to move away from the pre-shift synchronous rotation speed Ns1. Further, as will be described later, since the first engagement device CL1 enters the slip engagement state from time t7, in the rotation synchronization control, the rotor is moved from the input member I through the first engagement device CL1 in the slip engagement state. Using the driving force transmitted to the transmission member T, that is, using the inertia of the internal combustion engine EG drivingly connected to the input member I whose rotation speed is lower than the post-shift synchronous rotation speed Ns2 due to rotation reduction control. to reduce the rotor transmission rotation speed Nt.

Further, after the transmission TM is brought into the neutral state, the control unit 11 controls the target engagement pressure of the first engagement device CL1 ( (engagement control). As a result, the engagement pressure of the first engagement device CL1 begins to rise, and the first engagement device CL1 enters the slip engagement state.

As the first engagement device CL1 is thus brought into the slip engagement state, the driving force (mainly the inertia of the internal combustion engine EG) from the input member I is transferred to the rotor transmission member T via the first engagement device CL1. , and the driving force from the rotor transmission member T (mainly the inertia of the first rotating electrical machine MG1, and in this example, the negative torque of the first rotating electrical machine MG1) is transmitted to the input member via the first engagement device CL1. is transmitted to I. As a result, the rotor transmission rotation speed Nt decreases, and the input rotation speed Ni increases from time t7, and both approach the post-shift synchronous rotation speed Ns2 (rotation synchronization control).

After the start of rotation synchronization control, at time t9, the difference between the input rotation speed Ni and the post-shift synchronization rotation speed Ns2 is equal to or less than the synchronization threshold TH, and the difference between the rotor transmission rotation speed Nt and the post-shift synchronization rotation speed Ns2 is synchronous. It is equal to or less than the threshold TH (|Ni-Ns2|≤TH and |Nt-Ns2|≤TH). Based on this, the engagement control unit 15 further increases the engagement pressure of the first engagement device CL1 from time t9 to time t10 to bring the first engagement device CL1 into the direct engagement state (engagement control). Note that if the input rotation speed Ni and the rotor transmission rotation speed Nt match before the engagement pressure of the first engagement device CL1 is increased, the engagement pressure of the first engagement device CL1 is increased. The first engagement device CL1 will be in the direct engagement state even if it is not engaged. Even in that case, the engagement control unit 15 increases the engagement pressure of the first engagement device CL1 to a value that allows the direct engagement state to be maintained at an appropriate timing. Then, from time t9 to time t10, the engagement control unit 15 controls the third engagement device CL3 so that the transmission TM shifts from the neutral state to the second shift stage (high speed stage).

After the transmission TM forms the second gear stage (high speed stage), the internal combustion engine control unit 12 controls the internal combustion engine driving force Te so that it gradually increases from time t10 and reaches the prescribed target driving force at time t11. It controls the internal combustion engine EG. Further, the first rotating electrical machine control unit 13 controls the first rotating electrical machine MG1 so that the rotating electrical machine driving force Tm gradually increases from time t10 and reaches the prescribed target driving force at time t11. In this way, in this example, the control device 10 causes the transmission TM to form the second shift stage, and then performs a driving force recovery process that brings the driving forces of the internal combustion engine EG and the first rotary electric machine MG1 closer to their respective target driving forces. control.

In this embodiment, the control device 10 compensates for fluctuations in the driving force from the first rotary electric machine MG1 and the internal combustion engine EG that are transmitted to the first output member O1 via the transmission TM during execution of the shift control. , the driving force auxiliary control is executed to output the driving force to the second rotating electric machine MG2. In the example shown in FIG. 6, the second rotating electric machine MG2 is controlled such that the sum of the driving force of the first driving unit DU1 and the driving force of the second driving unit DU2 is constant during execution of the shift control. (Refer to the dotted line portion in the time chart of "DU1 driving force" in FIG. 6).

As described above, in the present embodiment, the second rotating electric machine MG2 is connected to the second output member O2 drivingly connected to the second wheel W2 different from the first wheel W1 through the first output member O1. drive-coupled. However, although the detailed configuration will be described later, the configuration ( (see FIG. 7).

Thus, in the present embodiment, the second output member O2, which is drivingly connected to the second wheel W2 different from the first wheel W1, is drivingly connected without the interposition of the first output member O1, or the transmission TM and the first output member O1 arranged in the power transmission path and drivingly connected to the first output member O1,
During execution of the shift control, the control device 10 controls the second rotating electric machine so as to compensate for fluctuations in the driving force from the first rotating electric machine MG1 and the internal combustion engine EG, which are transmitted to the first output member O1 via the transmission TM. Driving force assistance control is executed to cause MG2 to output driving force.

According to this configuration, fluctuations in the driving force of the entire vehicle can be suppressed during execution of the shift control.

[Other embodiments]
(1) In the above embodiment, the configuration in which the vehicle drive system 100 includes the first drive unit DU1 and the second drive unit DU2 has been described as an example. However, the configuration is not limited to such a configuration, and a configuration in which the vehicle drive device 100 includes the first drive unit DU1 and does not include the second drive unit DU2 is also possible. In this case, as shown in FIG. 7, the first drive unit DU1 may include the second rotating electric machine MG2. In the example shown in FIG. 7, the second rotor gear RG2 that rotates integrally with the second rotor RT2 of the second rotary electric machine MG2 is the speed change output gear in the circumferential direction of the first differential input gear 4 as the first output member O1. It meshes with the first differential input gear 4 at a position different from 3. Although not shown, the second rotor gear RG2 may mesh with the transmission output gear 3. In these configurations, the second rotating electric machine MG2 is arranged in the power transmission path between the transmission TM and the first output member O1 and is drivingly connected to the first output member O1. Note that the vehicle drive device 100 may be configured without the second rotating electric machine MG2.

(2) In the above embodiment, the transmission TM has been described as an example of a configuration capable of forming either one of the two gear stages of the first gear stage (low speed stage) and the second gear stage (high speed stage). . However, without being limited to such a configuration, the transmission TM may be configured to form any one of three or more gear stages.

(3) In the above-described embodiment, the configuration in which the transmission TM is a parallel shaft gear type transmission has been described as an example. However, without being limited to such a configuration, the transmission TM may be configured as a planetary gear type transmission.

(4) In the above-described embodiment, the configuration in which the first engagement device CL1 is a friction engagement device and the second engagement device CL2 is a mesh engagement device has been described as an example. However, without being limited to such a configuration, for example, the first engagement device CL1 may be a mesh engagement device, and the second engagement device CL2 may be a friction engagement device. . Further, in the above-described embodiment, the configuration in which the third engagement device CL3 is a meshing engagement device has been described as an example. However, without being limited to such a configuration, the third engagement device CL3 may be a friction engagement device.

(5) In the above embodiment, the entire distributing differential gear mechanism SP or the ring gear R1 as the third rotating element E3 of the distributing differential gear mechanism SP rotates according to the rotation of the first rotor RT1. Although the configuration functioning as the rotor transmission member T has been described as an example, it is not limited to such a configuration. For example, if the vehicle drive device 100 has a transmission gear mechanism instead of the distribution differential gear mechanism SP, the transmission gear mechanism may function as the rotor transmission member T. Also in this case, other members that rotate according to the rotation of the first rotor RT1, such as the first rotor gear RG1 and the idler gear IG in the above embodiment, also function as the rotor transmission member T. Further, the first rotor shaft RS1 of the first rotary electric machine MG1 may function as the rotor transmission member T. Further, for example, the first rotary electric machine MG1 may be arranged on the first axis X1, and the vehicle drive device 100 may be configured without the idler gear IG, the distribution differential gear mechanism SP, the transmission gear mechanism, and the like.

(6) In the above embodiment, the configuration (see FIG. 6) in which both the disconnection control and the rotation reduction control are completed before the shift control is started has been described as an example. However, without being limited to such a configuration, at least one of the disconnection control and the rotation reduction control may be completed after the shift control is started. Further, in the above embodiment, if both the disconnection control and the rotation reduction control are not completed before the shift control is started, the disconnection control is performed before the driving force reduction control is completed during the shift control. A configuration has also been described in which the speed reduction control is completed before the neutral control is completed. Without being limited to such a configuration, during execution of shift control, disconnection control may be completed after driving force reduction control is completed, or rotation reduction control may be completed after neutral control is completed. good.

(7) In the above-described embodiment, during the execution of the speed change control, to compensate for fluctuations in the driving force from the first rotary electric machine MG1 and the internal combustion engine EG that are transmitted to the first output member O1 via the transmission TM, The configuration for executing the driving force assist control for outputting the driving force to the second rotating electric machine MG2 has been described as an example. However, the configuration is not limited to such a configuration, and a configuration in which the driving force assist control is not executed may be employed. Further, even when the driving force assist control is executed, all fluctuations in the driving force from the first rotating electric machine MG1 and the internal combustion engine EG during execution of the shift control are compensated for by the driving force of the second rotating electric machine MG2. However, part of it may be supplemented by the driving force of the second rotating electric machine MG2.

(8) It should be noted that the configurations disclosed in the respective embodiments described above can also be applied in combination with configurations disclosed in other embodiments unless there is a contradiction. Regarding other configurations, the embodiments disclosed in this specification are merely examples in all respects. Therefore, various modifications can be made as appropriate without departing from the scope of the present disclosure.

The technology according to the present disclosure includes an input member that is drivingly connected to an internal combustion engine, an output member that is drivingly connected to wheels, a rotating electrical machine that includes a rotor, a rotor transmission member that rotates according to the rotation of the rotor, an input A vehicle drive device comprising: a disconnecting engagement device for connecting and disconnecting power transmission between a member and a rotor transmission member; and a transmission provided in a power transmission path between the rotor transmission member and the output member. can be used for

100: vehicle driving device, 10: control device, I: input member, O1: first output member, MG1: first rotating electric machine, RT1: first rotor (rotor), T: rotor transmission member, CL1: first Engagement device (disengagement engagement device), TM: transmission, EG: internal combustion engine, W1: first wheel

Claims (4)

an input member drivingly connected to an internal combustion engine;
a first output member drivingly connected to the first wheel;
a first rotating electric machine having a rotor;
a rotor transmission member that rotates according to the rotation of the rotor;
a disconnecting engagement device for connecting and disconnecting power transmission between the input member and the rotor transmission member;
a transmission provided in a power transmission path between the rotor transmission member and the first output member;
a control device that controls the internal combustion engine, the first rotating electric machine, the disconnecting engagement device, and the transmission;
The disconnecting engagement device is a friction engagement device including a direct engagement state and a slip engagement state as engagement states,
The transmission forms any one of a plurality of gear stages including a first gear stage and a second gear stage having a gear ratio smaller than the first gear stage, or does not form any of the gear stages. configured to be selectively switchable to a neutral state,
In a state in which the transmission has formed the second shift stage, the rotational speeds of the input member and the rotor transmission member, which are determined according to the rotation of the first output member, are defined as post-shift synchronous rotational speeds,
The control device is
disconnection control for changing the disconnecting engagement device from the engaged state to the released state;
Rotation reduction control for reducing the input rotation speed, which is the rotation speed of the input member, to be lower than the post-shift synchronous rotation speed after completion of the disconnection control;
a shift control for switching the state of the transmission from the state in which the first gear is formed to the state in which the second gear is formed,
In the speed change control,
executing driving force reduction control to bring the driving force of the first rotating electric machine closer to zero;
starting neutral control for placing the transmission in the neutral state based on completion of both the driving force reduction control and the disconnection control;
starting engagement control for changing the disconnecting engagement device from a released state to a direct engagement state via a slip engagement state based on the completion of both the neutral control and the rotation reduction control;
During execution of the engagement control, the driving force transmitted through the disengagement engagement device in the slip engagement state is used to increase the input rotation speed and the rotation speed of the rotor transmission member. starting rotation synchronous control for decreasing the rotor transmission rotation speed and bringing each of the input rotation speed and the rotor transmission rotation speed closer to the post-shift synchronous rotation speed;
After the start of the rotation synchronization control, the difference between the input rotation speed and the post-shift synchronization rotation speed is equal to or less than a specified synchronization threshold, and the difference between the rotor transmission rotation speed and the post-shift synchronization rotation speed is the synchronization rotation speed. A vehicular drive device that causes the transmission to form the second shift speed based on the fact that the threshold value is reached or less. When both the disconnection control and the rotation reduction control have not been completed before the shift control is started, the control device is configured to perform the shift control before the driving force reduction control is completed during execution of the shift control. 2. The vehicle drive system according to claim 1, wherein said disconnection control is completed and said rotation reduction control is completed before said neutral control is completed. In the rotation synchronization control, in addition to the driving force transmitted from the input member to the rotor transmission member via the disconnecting engagement device in the slip engagement state, the control device 3. The vehicle drive system according to claim 1, wherein a driving force is also used to bring the rotor transmission rotation speed close to the post-shift synchronous rotation speed. A second output member that is drivingly connected to a second wheel that is different from the first wheel is drivingly connected without the first output member, or power between the transmission and the first output member further comprising a second rotating electric machine arranged in a transmission path and drivingly connected to the first output member;
During execution of the shift control, the control device controls the second shift control so as to compensate for fluctuations in driving force from the first rotary electric machine and the internal combustion engine that is transmitted to the first output member via the transmission. 4. The vehicle drive device according to any one of claims 1 to 3, wherein driving force assist control is executed to cause the rotating electric machine to output driving force.

Images