JP5081744B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device that performs so-called hill hold when a vehicle stops on a slope.

  As a drive device applied to an electric vehicle, one that generates a drive torque from an electric motor when a hill is stopped to prevent the vehicle from sliding down is known (Patent Document 1). In addition, as a driving device for a vehicle provided with an internal combustion engine and a motor / generator as a driving power source, an engine clutch is connected between the internal combustion engine and the speed change mechanism when the hill is stopped, and one of the elements of the speed change mechanism is used. The thing which prevented the vehicle from sliding down by combining with a case is known (patent document 2). In addition, there is Patent Document 3 as a prior art document related to the present invention.

JP-A-9-135504 JP 2006-298080 A JP 2007-57041 A

  In the drive device of Patent Document 1, since the load is applied in a state where the rotation of the motor is stopped or in a state of extremely low rotation in order to prevent the slippage on the slope, the amount of heat generated by the motor increases and the characteristics of the motor are increased. Can get worse. In addition, a large amount of electric power is required to give such a load to the electric motor. Further, the drive device of Patent Document 2 has a structure in which the entire drive device is locked by connecting the internal combustion engine and the speed change mechanism with an engine clutch and coupling one of the elements of the speed change mechanism to the case. It has become. For this reason, the internal combustion engine and the motor / generator must be stopped when preventing the downhill on the slope, and the internal combustion engine cannot be started in that state.

  Therefore, an object of the present invention is to provide a vehicle drive device that can prevent a downhill on a slope without stopping the internal combustion engine and can start the internal combustion engine while preventing a downhill when the slope is stopped.

  The vehicle drive device of the present invention has a rotating electric machine and three elements that can rotate differentially with each other, and an internal combustion engine is connected to one of these two elements, and the rotating electric machine is connected to the other. A power distribution mechanism; a transmission member connected to the remaining elements of the power distribution mechanism; an output member for outputting power to the drive wheels of the vehicle; and a power transmission path from the transmission member to the output member. The transmission mechanism includes three elements that are differentially rotatable with respect to each other, and one of the two elements has the transmission member on the other. A differential mechanism to which each of the output members is coupled, a clutch capable of switching between an engagement state in which the remaining elements of the differential mechanism and the output member are coupled, and a release state in which the coupling is released; and the difference Before the moving mechanism Braking means capable of switching between an engagement state in which the remaining elements and a stationary member stationary with respect to the vehicle are coupled and a release state in which the coupling is released, and the vehicle is inclined with respect to the horizontal direction Stop control for controlling the clutch and the braking means of the speed change mechanism so that the remaining element of the differential mechanism is coupled to the fixed member in a state of being coupled to the output member when stopped on the slope The above-described problem is solved by further providing means.

  According to this drive device, when the vehicle stops on the slope, the remaining elements of the differential mechanism of the transmission mechanism are coupled to the fixed member in a state of being coupled to the output member. That is, control is performed so that the clutch and the braking means of the transmission mechanism are respectively engaged. When the output member is coupled to the remaining elements of the differential mechanism, two of the three elements of the differential mechanism are coupled, and the three elements rotate together. In this state, the remaining elements of the differential mechanism are coupled to the fixing member, so that all three elements of the differential mechanism are stationary and locked with respect to the vehicle. As a result, the output member and the drive wheel connected to the differential mechanism are locked. As a result, a so-called hill hold is established and the vehicle can be prevented from sliding down when the hill is stopped.

  The transmission mechanism switches from the transmission member to the output member by switching the state of the clutch and braking means between when one is engaged and when the other is released, and when one is released and the other is engaged. Since the gear ratio changes, a plurality of shift speeds can be established. Since the drive device of the present invention can realize hill hold using the clutch and braking means for establishing such a shift stage, a dedicated device for establishing hill hold is unnecessary.

  In the drive device of the present invention, the power of the internal combustion engine and the rotating electrical machine is input to the speed change mechanism via a power distribution mechanism having three elements that are differentially rotatable with respect to each other. Therefore, even when the hill hold is established and the differential mechanism of the speed change mechanism is locked, the remaining elements of the power distribution mechanism not connected to the internal combustion engine or the rotating electrical machine are only fixed. For this reason, it is not necessary to stop the internal combustion engine when the hill hold is established. That is, the success or failure of the hill hold is not affected by the operating state of the internal combustion engine. Therefore, for example, if a hill hold is established during the operation of the internal combustion engine, the rotary electric machine can be driven by the internal combustion engine using the differential action of the power distribution mechanism. Power generation becomes possible. In addition, when the hill hold is established while the internal combustion engine is stopped, the cranking of the internal combustion engine can be performed by the rotating electrical machine using the differential action of the power distribution mechanism, so that the hill hold remains established. In this state, the internal combustion engine can be started.

  In one aspect of the driving apparatus of the present invention, the stop control unit is configured such that when either the clutch or the braking unit is in an engaged state and the other is in a released state, the vehicle stops on the slope. Any one of the clutch and the braking means may be switched from the released state to the engaged state (Claim 2). According to this aspect, when either the clutch or the braking means is switched to the engaged state when the vehicle is stopped on the slope, both the clutch and the braking means are engaged and the hill hold can be established. .

  Further, in this aspect, the vehicle is provided with an operation member that receives an operation in which the driver's intention to request acceleration is reflected, and the stop control means is in a state where the vehicle is stopped on the slope. When the operation is performed on the operation member, either the clutch or the braking means may be switched from the engaged state to the released state (Claim 3). In this case, it is possible to realize the start of the vehicle from the release of the hill hold only by the operation of either the clutch or the braking means.

  As described above, according to the present invention, even when the hill hold is established and the differential mechanism of the speed change mechanism is locked, the remaining elements of the power distribution mechanism to which the internal combustion engine or the rotating electrical machine is not connected are fixed. Therefore, it is not necessary to stop the internal combustion engine when the hill hold is established. In other words, since the success or failure of the hill hold is not affected by the operating state of the internal combustion engine, the internal combustion engine can be prevented from sliding down without stopping the internal combustion engine, and the internal combustion engine can be started while preventing the sliding down when the slope stops. it can.

(First form)
FIG. 1 shows an outline of a vehicle in which a drive device according to one embodiment of the present invention is incorporated. The vehicle 1 is configured as a so-called hybrid vehicle. As is well known, a hybrid vehicle is a vehicle that includes an internal combustion engine as a driving force source for traveling and a rotating electrical machine such as an electric motor or a motor / generator as another driving force source for traveling.

  1A includes a first motor / generator 4 serving as a rotating electrical machine, a power distribution mechanism 5 to which the internal combustion engine 3 and the first motor / generator 4 are respectively connected, and power output from the power distribution mechanism 5. A transmission shaft 6 as a transmission member for transmitting the power, an output shaft 7 as an output member for outputting power to the drive wheels 11 of the vehicle 1, and a power transmission path from the transmission shaft 6 to the output shaft 7. A transmission mechanism 8 is provided. Further, the drive device 2A is provided with a second motor / generator 10 connected to the transmission shaft 6 via a speed reduction mechanism 9. The power of the output shaft 7 is transmitted to the left and right drive wheels 11 via the differential device 12.

  The internal combustion engine 3 is configured as a spark ignition type multi-cylinder internal combustion engine, and the power is transmitted to the power distribution mechanism 5 via the input shaft 13. Since the internal combustion engine 3 is the same as a well-known one, detailed description thereof is omitted. The first motor / generator 4 and the second motor / generator 10 have the same configuration, and are configured to generate a function as an electric motor and a function as a generator.

  The power distribution mechanism 5 is configured as a planetary gear mechanism having three elements that can rotate differentially with each other. The power distribution mechanism 5 includes a sun gear Sa that is an external gear and an internal tooth that is coaxially disposed with respect to the sun gear Sa. A ring gear Ra, which is a gear, and a carrier Ca that holds the pinion 13 meshing with the gears Sa and Ra so as to rotate and revolve freely. In this embodiment, the input shaft 13 is connected to the carrier Ca, the first motor / generator 4 is connected to the sun gear Sa, and the transmission shaft 6 is connected to the ring gear Ra. Therefore, the sun gear Sa and the carrier Ca correspond to any two elements of the three elements according to the present invention, and the ring gear Ra corresponds to the remaining elements of the three elements.

  The speed change mechanism 8 is a mechanism for shifting the rotation of the transmission shaft 6 and transmitting it to the output shaft 7. The transmission mechanism 8 includes a differential mechanism 15 configured as a planetary gear mechanism having three rotational elements that can rotate differentially with each other. The differential mechanism 15 is a single pinion type planetary gear mechanism, and includes a sun gear S1 that is an external gear, a ring gear R1 that is an internal gear coaxially disposed with respect to the sun gear S1, and these gears S1. , And a carrier C1 that holds the pinion 16 meshing with R1 so as to rotate and revolve. A transmission shaft 6 is connected to the carrier C1, and an output shaft 7 is connected to the ring gear R1. Therefore, the carrier C1 and the ring gear R1 correspond to any two of the three elements according to the present invention, and the sun gear S1 corresponds to the remaining elements of the three elements.

  Further, the transmission mechanism 8 has a clutch capable of switching between an engaged state in which the output shaft 7 and the sun gear S1 are coupled and a released state in which the coupling is released in order to change the connection relationship of each element of the differential mechanism 15. CL1 and a brake B1 as a braking means capable of switching between an engagement state in which the sun gear S1 and the case 17 as a fixing member are coupled and a release state in which the coupling is released are provided. The clutch CL1 and the brake B1 are configured to change the operation of the transmission mechanism 8 by switching the state using, for example, hydraulic pressure. The clutch CL1 is configured as a meshing clutch, but may be configured as a friction clutch. Although the case 17 is stationary with respect to the vehicle 1, various members that are stationary with respect to the vehicle 1 may be used as fixing members.

  The speed reduction mechanism 9 is a mechanism for reducing the rotation of the second motor / generator 10 and transmitting it to the transmission shaft 6. The speed reduction mechanism 9 is configured as a planetary gear mechanism having three elements that can rotate differentially with each other, and is a sun gear Sb that is an external gear and an internal gear that is coaxially disposed with respect to the sun gear Sb. A ring gear Rb and a carrier Cb that holds the pinion 19 meshing with the gears Sb and Rb so as to rotate and revolve are provided. In this embodiment, the sun gear Sb is connected to the second motor / generator 10, the ring gear Rb is connected to the transmission shaft 6, and the carrier Cb is fixed to the case 17. Thereby, the rotation of the second motor / generator 10 is decelerated and transmitted to the transmission shaft 6, and the power of the second motor / generator 10 is amplified and transmitted to the transmission shaft 6.

  FIG. 2 shows an engagement table in which the operating states of the clutch CL1 and the brake B1 of the speed change mechanism 8 are associated with the gear stage (operation mode). “◯” in the figure means an engaged state, and “−” means a released state. As shown in FIGS. 1 and 2, the transmission mechanism 8 engages the brake B1 and fixes the sun gear S1 to the case 17, while disengaging the clutch CL1 to rotate the transmission shaft 6 to a predetermined value. The Lo gear stage that is decelerated by the gear ratio and transmitted to the output shaft 7 is established. Further, the transmission mechanism 8 puts the brake B1 in the released state, and connects the sun gear S1 and the output shaft 7 with the clutch CL1 in the engaged state, so that the rotation of the transmission shaft 6 is not shifted to the output shaft 7 without shifting. The transmission gear stage is established. Furthermore, the transmission mechanism 8 can establish a hill hold by engaging the brake B1 and the clutch CL1 respectively. When both the brake B1 and the clutch CL1 are engaged, the sun gear S1 and the output shaft 7 are coupled to each other so that the elements of the differential mechanism 15 rotate together, and the sun gear S1 is fixed to the case 17. As a result, the entire differential mechanism 15 is locked. Therefore, when the vehicle 1 stops on a slope inclined with respect to the horizontal direction, the differential mechanism 15 receives the torque input from the drive wheels 11 by engaging both the brake B1 and the clutch CL1. Therefore, the vehicle 1 can be prevented from sliding down from the slope.

  As apparent from FIG. 1, the drive device 2A is configured such that the ring gear Ra (transmission shaft 6) of the power distribution mechanism 5 is fixed even when the hill hold is established and the entire differential mechanism 15 is locked. Not too much. For this reason, it is not necessary to stop the internal combustion engine 3 when the hill hold is established. That is, the success or failure of the hill hold is not affected by the operating state of the internal combustion engine 3. Therefore, for example, when a hill hold is established during operation of the internal combustion engine 3, the first motor / generator 4 can be driven by the internal combustion engine 3 using the differential action of the power distribution mechanism 5. For this reason, when the hill hold is established, the first motor / generator 4 can generate power. When the hill hold is established while the internal combustion engine 3 is stopped, the first motor / generator 4 can crank the internal combustion engine 3 using the differential action of the power distribution mechanism 5. The internal combustion engine 3 can also be started with the hill hold being established.

  As shown in FIG. 1, the operation of the speed change mechanism 8 is controlled by the control device 30. The control device 30 is configured as a computer including a microprocessor and peripheral devices such as a ROM, a RAM, and an input / output interface necessary for its operation. The control device 30 can perform hill hold control that establishes the hill hold described above, in addition to performing shift control for selecting a gear position according to the traveling state of the vehicle 1.

  In this shift control, the brake B1 and the clutch CL1 are controlled so that a shift speed suitable for the vehicle speed of the vehicle 1 and the operation amount (accelerator opening) of the accelerator pedal 20 is selected. In order to select an appropriate shift speed corresponding to the traveling state of the vehicle 1, a shift map in which the shift speed to be selected with the vehicle speed and the accelerator opening as variables is stored in the control device 30 in advance. The control device 30 acquires the vehicle speed and the accelerator opening based on signals from the vehicle speed sensor 31 and the accelerator opening sensor 32, and specifies the shift speed to be selected corresponding to them by searching the shift map. . Further, the vehicle 1 is provided with a shift lever 21 operated by a driver, and a plurality of operation positions of the shift lever 21 include a drive range, a reverse range, and a drive range corresponding to an operating state of the transmission mechanism 8. Multiple ranges such as neutral range are assigned. For example, when the shift lever 21 is operated to the drive range, the shift control based on the vehicle speed and the accelerator opening is performed as described above so that either the Lo gear stage or the Hi gear stage is established. The brake B1 and the clutch CL1 are respectively controlled. In the reverse range, the Lo gear stage is controlled so as to be selected regardless of the vehicle speed or the like. Since such control for the speed change mechanism 8 is a known or well-known technique, further detailed description will be omitted.

  The hill hold control can be realized, for example, by executing the control routine shown in FIG. FIG. 3 is a flowchart showing an example of a control routine for hill hold control. The program of this routine is stored in the ROM of the control device 30, and is read out in a timely manner and repeatedly executed at predetermined intervals.

  In step S1, it is determined whether the operation position of the shift lever 21 is the drive range (D range) or the reverse range (R range). The operation position of the shift lever 21 is specified based on a signal from a position sensor 33 (see FIG. 1) that detects the operation position. If the operation position is the D range or the R range, the process proceeds to step S2, and if not, the subsequent process is skipped and the current routine is terminated.

  In step S2, it is determined whether or not the slope of the road surface on which the vehicle 1 is traveling or stopped is equal to or greater than a predetermined value n [°]. The gradient of the road surface is specified based on a signal from a gradient sensor 34 (see FIG. 1) provided in the vehicle 1. The predetermined value n is appropriately set in consideration of the degree of sliding of the vehicle 1. In this embodiment, a case where the slope of the road surface is greater than or equal to the predetermined value n is treated as a slope, so that a slope less than the predetermined value n is ignored. If the road surface gradient is greater than or equal to the predetermined value n, the process proceeds to step S3. If not, the subsequent process is skipped and the current routine is terminated.

  In step S3, it is determined whether the vehicle speed of the vehicle 1 is zero, in other words, whether the rotational speed of the output shaft 7 is zero. The vehicle speed of the vehicle 1 is specified by referring to a signal from the vehicle speed sensor 31. If the vehicle speed is zero, the process proceeds to step S4. If not, the subsequent process is skipped and the current routine is terminated.

  In step S4, the clutch CL1 is switched from the released state to the engaged state. In the shift control described above, the Lo gear stage is established when the vehicle speed is zero. Therefore, as apparent from the engagement table of FIG. 2, the clutch CL1 is in the released state before the process of step S4. When the clutch CL1 is switched to the engaged state by executing step S4, the brake B1 and the clutch CL1 are both engaged, and the above-described hill hold is established. In this embodiment, the hill hold is established on the condition that the vehicle speed is zero when the hill stops, but the vehicle speed is zero from the state in which the brake pedal (not shown) provided in the vehicle 1 is depressed. The separation can be added to the condition for establishing the hill hold. That is, when the brake pedal is depressed, there is no fear that the vehicle 1 will slide down, so that it is possible not to establish the hill hold.

  In step S5, it is determined whether or not an operation for depressing the accelerator pedal 20 has been performed. That is, based on the signal from the accelerator opening sensor 32, the control device 30 detects whether the accelerator opening has changed from zero to the opening direction. When the stepping operation on the accelerator pedal 20 is performed, the process proceeds to step S6. Otherwise, the subsequent processing is skipped and the current routine is terminated while the hill hold state is maintained.

  In step S6, the clutch CL1 is switched from the engaged state to the released state, and the current routine ends. As a result, the Lo gear stage in which the brake B1 is engaged and the clutch CL1 is released is established, so that the vehicle 1 can be started immediately.

  According to the above embodiment, regardless of whether the range is the D range or the R range, the hill hold can be established by switching the state of the single clutch CL1 when the vehicle 1 is stopped. . Thereby, the vehicle 1 can be prevented from sliding down when the hill is stopped. When the control device 30 executes the control routine of FIG. 3, the control device 30 can function as a stop control unit according to the present invention.

(Second form)
Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 4 shows an outline of a vehicle in which the driving apparatus according to the second embodiment is incorporated. In the following, the same reference numerals are attached to the same components as those in the first embodiment of FIG. 1 and the description thereof is omitted.

  The drive device 2B of FIG. 4 includes a transmission mechanism 23, and the transmission mechanism 23 includes a differential mechanism 24 configured as a double pinion planetary gear mechanism. The differential mechanism 24 meshes with a sun gear S2 that is an external gear, a ring gear R2 that is an internal gear disposed coaxially with the sun gear S2, a first pinion 25 that meshes with the sun gear S2, and a ring gear R2. A carrier C2 is provided which holds the second pinion 26 in a state of being engaged with each other so as to rotate and revolve. A transmission shaft 6 is connected to the ring gear R2, and an output shaft 7 is connected to the carrier C2. Therefore, the ring gear R2 and the carrier C2 correspond to any two of the three elements according to the present invention, and the sun gear S2 corresponds to the remaining elements of the three elements. In addition, the transmission mechanism 23 is a clutch capable of switching between an engagement state in which the output shaft 7 and the sun gear S2 are coupled and a disengagement state in which the coupling is released in order to change the connection relationship of each element of the differential mechanism 24. CL2 and a brake B2 as a braking means capable of switching between an engagement state in which the sun gear S2 and the case 17 as a fixing member are coupled and a release state in which the coupling is released are provided. The clutch CL2 and the brake B2 are configured in the same manner as the clutch CL1 and the brake B1 of the first embodiment. In the speed reduction mechanism 9 of the second embodiment, the sun gear Sb is connected to the second motor / generator 10, the ring gear Rb is fixed to the case 17, and the carrier Cb is connected to the transmission shaft 6. Thereby, the rotation of the second motor / generator 10 is decelerated and transmitted to the transmission shaft 6, and the power of the second motor / generator 10 is amplified and transmitted to the transmission shaft 6.

  FIG. 5 shows an engagement table in which the operating states of the clutch CL2 and the brake B2 of the speed change mechanism 23 are associated with the gear stage (operation mode). As shown in FIG. 5, the speed change mechanism 23 releases the brake B2, while the clutch CL2 is engaged and the sun gear S2 and the output shaft 7 are coupled, so that the rotation of the transmission shaft 6 is not changed. The Lo gear stage to be transmitted to the output shaft 7 is established. In addition, the transmission mechanism 23 fixes the sun gear S2 to the case 17 with the brake B2 engaged, and at the same time releases the clutch CL2 to increase the rotation of the transmission shaft 6 at a predetermined gear ratio and output it. The Hi gear stage to be transmitted to the shaft 7 is established. Further, the transmission mechanism 23 can establish a hill hold by bringing the brake B2 and the clutch CL2 into the engaged state.

  Control for the clutch CL2 and the brake B2 is the same as in the first embodiment. Therefore, in the shift control according to the second embodiment, the clutch CL2 and the brake B2 of the transmission mechanism 23 are operated by the control device 30 so that an appropriate shift stage corresponding to the traveling state of the vehicle 1 is selected. Further, when the vehicle speed of the vehicle 1 is zero, the transmission mechanism 23 is controlled so that the Lo gear stage is established. However, in the hill hold control of the second form, when the vehicle 1 stops on the slope and the vehicle speed is zero, the hill hold is established by engaging the brake B2, and the accelerator pedal 20 is operated. When releasing the hill hold, the brake B2 is released and the Lo gear stage is established (see FIG. 5). Thus, also in the 2nd form, the same effect as the 1st form can be achieved by switching the operation state of single brake B2.

(Third form)
Next, a third embodiment of the present invention will be described with reference to FIGS. FIG. 6 shows an outline of a vehicle in which the drive device according to the third embodiment is incorporated. In the following, the same reference numerals are assigned to the same components as those in the first embodiment of FIG. 1 and the description thereof is omitted.

  The drive device 2C of FIG. 6 includes a speed change mechanism 27, and the speed change mechanism 27 includes a differential mechanism 28 configured as a single pinion type planetary gear mechanism. The differential mechanism 28 rotates and revolves a sun gear S3, which is an external gear, a ring gear R3, which is an internal gear disposed coaxially with the sun gear S3, and a pinion 29 that meshes with these gears S3, R3. And a carrier C3 that is freely held. A transmission shaft 6 is connected to the ring gear R3, and an output shaft 7 is connected to the carrier C3. Accordingly, the ring gear R3 and the carrier C3 correspond to any two elements of the three elements according to the present invention, and the sun gear S3 corresponds to the remaining elements of the three elements. In addition, the transmission mechanism 27 is a clutch that can switch between an engagement state in which the output shaft 7 and the sun gear S3 are coupled and a release state in which the coupling is released in order to change the connection relationship of the elements of the differential mechanism 28. CL3, a brake B3 that selectively couples the ring gear Rb of the speed reduction mechanism 9 to the case 17, and a mechanism that is provided between the sun gear S3 and the brake B3 to establish power transmission from the sun gear S3 to the brake B3. A clutch CL4 that can switch between a combined state and a released state that interrupts power transmission is provided. By switching the brake B3 between the engaged state and the released state with the clutch CL4 in the engaged state, it is possible to switch between the engaged state that connects the sun gear S3 and the case 17 and the released state that releases the connection. A combination of the clutch CL4 and the brake B3 corresponds to the braking means according to the present invention. The clutches CL3 and CL4 and the brake B3 are configured similarly to the clutch CL1 and the brake B1 of the first embodiment. In the speed reduction mechanism 9 of the third embodiment, the sun gear Sb is connected to the second motor / generator 10, the ring gear Rb is connected to the sun gear S3 of the differential mechanism 28 via the clutch CL4, and the carrier Cb is a transmission shaft. 6 is connected.

  FIG. 7 shows an engagement table in which the operating states of the clutches CL3 and CL4 and the brake B3 of the speed change mechanism 27 are associated with gear stages (operation modes). As shown in FIG. 7, the transmission mechanism 27 decelerates the rotation of the transmission shaft 6 at a predetermined gear ratio by setting the brake B3 to the engaged state, the clutch CL3 to the released state, and the clutch CL4 to the engaged state. Thus, the Lo gear stage to be transmitted to the output shaft 7 is established. Further, the transmission mechanism 27 transmits the rotation of the transmission shaft 6 to the output shaft 7 without shifting by setting the brake B3 to the engaged state, the clutch CL3 to the engaged state, and the clutch CL4 to the released state. The gear stage is established. Further, the speed change mechanism 27 releases the brake B3, engages the clutch CL3, and engages the clutch CL4 so that the rotation of the second motor / generator 10 is not decelerated by the speed reduction mechanism 9. It is possible to establish a Hi + MG2 direct coupling stage that transmits to the transmission shaft 6 and transmits the rotation of the transmission shaft 6 to the output shaft 7 without shifting. Furthermore, the transmission mechanism 27 can establish a hill hold by engaging the brake B3, the clutch CL3, and the clutch CL4.

  Controls for the clutches CL3 and CL4 and the brake B3 are the same as in the first embodiment. Accordingly, in the shift control according to the third embodiment, the clutches CL3 and CL4 and the brake B3 of the transmission mechanism 27 are operated by the control device 30 so that an appropriate shift stage corresponding to the traveling state of the vehicle 1 is selected. . Further, when the vehicle speed of the vehicle 1 is zero, the transmission mechanism 27 is controlled so that the Lo gear stage is established. However, in the hill hold control of the third form, when the vehicle 1 stops on the slope and the vehicle speed is zero, the clutch CL3 is engaged to establish the hill hold and accompany the operation of the accelerator pedal 20. When releasing the hill hold, the clutch CL3 is released and the Lo gear stage is established (see FIG. 7). Thus, also in the third embodiment, the same effect as in the first embodiment can be achieved by switching the operating state of the single clutch CL3.

  The present invention is not limited to the above embodiments, and can be carried out in various forms within the scope of the gist of the present invention. The power distribution mechanism and the speed change mechanism described above are merely examples, and these can be changed to other forms that are mechanically equivalent. Also, the connection relationship for each of these elements can be changed to another form. Further, the configuration of these with a planetary gear mechanism is merely an example, and for example, they may be replaced with a planetary roller mechanism having a friction wheel (roller) that is not a gear as a rotating element.

The figure which showed the outline | summary of the vehicle incorporating the drive device which concerns on one form of this invention. The figure which showed the engagement table which matched the operation state of the clutch and brake of the transmission mechanism shown in FIG. 1, and the gear stage (operation mode). The flowchart which showed an example of the control routine of the hill hold control which concerns on a 1st form. The figure which showed the outline | summary of the vehicle incorporating the drive device which concerns on a 2nd form. The figure which showed the engagement table which matched the operation state of the clutch and brake of the speed change mechanism which concerns on a 2nd form, and the gear stage (operation mode). The figure which showed the outline | summary of the vehicle incorporating the drive device which concerns on a 3rd form. The figure which showed the engagement table | surface which matched the operating state of the clutch and brake of the speed change mechanism which concerns on a 3rd form, and the gear stage (operation mode).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2A-2C Drive device 3 Internal combustion engine 4 1st motor generator (rotary electric machine)
5 Power distribution mechanism 6 Transmission member (transmission shaft)
7 Output member (output shaft)
8, 23, 27 Transmission mechanism 15, 24, 28 Differential mechanism 21 Accelerator pedal (operation member)
30 Control device (stop control means)
CL1 to CL3 Clutch B1 to B3 Brake (braking means)

Claims (3)

A power distribution mechanism having a rotating electrical machine and three elements capable of differentially rotating with each other, and an internal combustion engine connected to one of the two elements, and the rotating electrical machine connected to the other, and the power distribution mechanism A transmission member coupled to the remaining elements, an output member for outputting power to the drive wheels of the vehicle, and a speed change mechanism provided in a power transmission path from the transmission member to the output member. In a vehicle drive device,
The speed change mechanism has three elements that can rotate differentially with each other, and a differential mechanism in which the transmission member is connected to one of any two of the elements, and the output member is connected to the other. A clutch capable of switching between an engaged state for coupling the remaining elements of the moving mechanism and the output member and a released state for releasing the coupling, and stationary with respect to the remaining elements of the differential mechanism and the vehicle Braking means capable of switching between an engaged state for coupling the fixing member and a released state for releasing the coupling;
When the vehicle stops on a slope inclined with respect to the horizontal direction, the clutch of the speed change mechanism is coupled to the fixed member in a state where the remaining elements of the differential mechanism are coupled to the output member. And a vehicle drive device further comprising a stop control means for controlling the braking means.   The stop control means is either the clutch or the braking means when either the clutch or the braking means is engaged and the other is disengaged and the vehicle stops on the slope. The drive device according to claim 1, wherein the other is switched from the released state to the engaged state. The vehicle is provided with an operation member that accepts an operation reflecting the intention of the driver to request acceleration,
The stop control means switches either the clutch or the braking means from the engaged state to the released state when the operation is performed on the operation member while the vehicle is stopped on the slope. The drive device according to claim 2.

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