JP6459720B2 - Vehicle drive device - Google Patents

Description

  The present invention includes a power transmission device including an engagement device in order from the input member side to a power transmission path that connects an input member that is drivingly connected to a driving force source and an output member that is drivingly connected to a wheel; The present invention relates to a vehicle drive device provided with a member and a speed change device including a plurality of speed change engagement devices.

  As such a vehicle drive device, one described in JP 2010-223399 A (Patent Document 1) is known. In Patent Document 1, in a configuration in which an internal combustion engine is provided as a driving force source, when the traveling speed of the vehicle when the internal combustion engine is stopped is equal to or lower than a predetermined release threshold, the gear shift engagement device is engaged. A configuration for forming a one-way transmission stage is described. Thereby, the response of the driving force transmission when the internal combustion engine is restarted is improved while avoiding dragging of the internal combustion engine during idling stop.

JP 2010-223399 A (paragraph 0076 etc.)

  However, in the configuration of Patent Document 1, a slight shock may occur when the specific engagement device is engaged, which is a timing not directly related to the driving operation of the vehicle driver, and the driver may feel uncomfortable. There is. Here, the specific engagement device is a shift engagement device that constitutes a part of a combination of shift engagement devices that are engaged to form one shift speed. That is, in order to reduce the shock at the time of engagement of the specific engagement device, it is desirable to engage the specific engagement device with a small difference in rotational speed between the pair of engagement members of the specific engagement device. However, even if it is possible to determine the magnitude of the rotational speed of one engagement member of the specific engagement device only by determining whether or not the traveling speed of the vehicle is equal to or less than a predetermined value, It is difficult to accurately determine the magnitude of the rotation speed of the other engagement member. Therefore, in the configuration in which the specific engagement device is engaged on condition that the traveling speed of the vehicle is equal to or less than a predetermined value, a shock may still occur.

  Therefore, it is desired to realize a vehicle drive device capable of reducing the shock at the time of engagement of the specific engagement device while improving the response of the drive force transmission when starting the drive force source.

  In view of the above, in a power transmission path connecting an input member that is drivingly connected to a driving force source and an output member that is drivingly connected to a wheel, a power transmission device including an engagement device in order from the input member side; The characteristic configuration of the vehicle drive device provided with the speed change input member and the speed change device including a plurality of speed change engagement devices is such that the speed change device is in an engaged state of each of the speed change engagement devices. In response, a plurality of shift speeds having different speed ratios are formed, and the rotation of the shift input member is shifted at a speed ratio corresponding to the shift speed and transmitted to the output member to form one shift speed. One or a plurality of the shift engagement devices constituting a part of the combination of the shift engagement devices engaged with the specific engagement device, and no power is output from the driving force source, The engaging device is released and a plurality of the gears are used. The first situation in which all of the combined device is released and the output member is rotating in the neutral running state, and the rotational speed of the output member is reduced in the neutral running state, or the first situation In the second situation after the rotation speed of the output member has been reduced to zero, the rotation speed of the output member is less than or equal to a first threshold, and the rotation speed of the shift input member is greater than zero and less than or equal to a second threshold. In this case, the specific engagement device of any one of the gear positions is engaged and the shift engagement devices other than the specific engagement device are released.

According to the above characteristic configuration, in the first situation or the second situation, when the rotation speed of the output member is equal to or less than the first threshold value, and the rotation speed of the speed change input member is greater than zero and equal to or less than the second threshold value, The specific engagement device of any gear stage is engaged, and the shift engagement devices other than the specific engagement device are released. Here, the specific engagement device is a shift engagement device that constitutes a part of a combination of shift engagement devices that are engaged to form one shift stage. Therefore, by controlling to the state where the specific engagement device is engaged, the transmission of torque between the driving force source and the wheel is substantially cut off, while the specific engagement device is not engaged. Thus, it is possible to improve the responsiveness of torque transmission when starting transmission of the torque of the driving force source to the wheels via the transmission. This is because when the transmission of the torque of the driving force source to the wheels via the transmission is started, it is only necessary to engage the remaining shift engagement devices that form one gear stage together with the specific engagement device. Because.
And according to said characteristic structure, as for engagement of a specific engagement apparatus, when the rotational speed of an output member is below a 1st threshold value, and the rotational speed of a transmission input member is larger than zero and below a 2nd threshold value To be done. In other words, the specific engagement device is engaged on the condition that the rotational speeds of both the transmission input member and the output member, which are two rotation members arranged separately on both sides of the power transmission path with respect to the transmission device, are low. It can be set as a structure. Therefore, a pair of specific engagement devices when the specific engagement device is engaged is compared with a case where the specific engagement device is engaged only on the condition that the rotation speed of the output member is equal to or less than the first threshold value. The rotational speed difference between the engaging members can be reduced. As a result, it is possible to realize a vehicle drive device capable of reducing the shock at the time of engagement of the specific engagement device while improving the response of the drive force transmission at the start of the drive force source.

It is a figure showing the schematic structure of the vehicles carrying the vehicle drive device concerning an embodiment. It is a skeleton figure of the drive device for vehicles concerning an embodiment. It is an operation | movement table | surface of the transmission which concerns on embodiment. It is a speed diagram of the transmission which concerns on embodiment. It is a block diagram which shows schematic structure of the control apparatus which concerns on embodiment. It is a schematic diagram of the shift map of the transmission according to the embodiment. It is a flowchart which shows the process sequence of engagement control which concerns on embodiment. It is a time chart which shows an example of the control behavior of engagement control concerning an embodiment. It is a one part skeleton figure of the vehicle drive device which concerns on other embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments of a vehicle drive device and a control device included in the vehicle drive device will be described with reference to the drawings.

  In the following description, “driving connection” means a state where two rotating elements are connected so as to be able to transmit a driving force. This concept includes a state where the two rotating elements are coupled so as to rotate integrally, and a state where the two rotating elements are coupled so as to be able to transmit the driving force via one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at different speeds, and an engagement device that selectively transmits rotation and driving force. (Such as a friction engagement device or a meshing engagement device) may be included.

  As for the engagement state of the friction engagement device, the “engagement state” is a state where a transmission torque capacity is generated in the friction engagement device. The transmission torque capacity is the maximum torque that the friction engagement device can transmit by friction, and the transmission torque capacity is determined by the engagement pressure (input-side engagement member and output) of the friction engagement device. The pressure changes in proportion to the pressure with which the side engaging members are pressed against each other. In the “engagement state”, there is no difference in rotational speed (slip) between the pair of engagement members of the friction engagement device (between the input side engagement member and the output side engagement member). And a “sliding engagement state” in which there is a difference in rotational speed between the pair of engagement members of the friction engagement device.

  Further, the “released state” is a state in which no transmission torque capacity is generated in the friction engagement device. In the friction engagement device, even when a command for generating a transmission torque capacity is not issued by the control device, a transmission torque capacity may be generated by dragging the engagement members (friction members). In the present specification, such drag torque is not considered in the classification of the engagement state, and the transfer torque capacity is generated by drag between the engagement members when a command for generating the transfer torque capacity is not issued. The state is also included in the “released state”.

  In the engaged state of the friction engagement device, torque is transmitted between the pair of engagement members by friction between the pair of engagement members. In the sliding engagement state of the friction engagement device, torque (slip torque) having a magnitude of the transmission torque capacity is transmitted from the engagement member having a higher rotation speed to the engagement member having a lower rotation speed by dynamic friction. On the other hand, in the direct engagement state of the friction engagement device, the torque acting between the pair of engagement members is transmitted by static friction with the magnitude of the transmission torque capacity as the upper limit.

1. Configuration of Vehicle Drive Device As shown in FIGS. 1 and 2, the vehicle 5 includes a drive force source E, a vehicle drive device 1, and wheels 6. The vehicle drive device 1 includes an input member on a power transmission path that connects an input member Eo that is drivingly connected to a driving force source E and a shift output member O that is drivingly connected to a wheel 6 (first wheel 6a in this example). In order from the Eo side, a power transmission device 10, a transmission input member I, and a transmission device TM are provided. In the present embodiment, the shift output member O corresponds to an “output member”. Although not shown, a power transmission path between the speed change output member O and the wheel 6 (first wheel 6a) is provided with an output differential gear device. It is distributed and transmitted to the two left and right wheels 6 (first wheel 6a) via the differential gear unit. A counter gear mechanism may be provided in a power transmission path between the transmission output member O and the output differential gear device. These output differential gear device and counter gear mechanism are the same as the output differential gear device 4 and counter gear mechanism 3 in FIG. 9 showing the configuration of the vehicle drive device according to the other embodiment. It can be. The vehicle drive device 1 causes the vehicle 5 to travel by transmitting the torque of the drive force source E to the wheels 6 (first wheels 6a). In the present embodiment, as will be described later, when the vehicle drive device 1 causes the vehicle 5 to travel, the torque of the other-axis rotating electrical machine MG (see FIG. 1) is applied to the wheels 6 (second wheel 6b in this example). It can also be transmitted. In the present embodiment, the separate-axis rotating electrical machine MG corresponds to a “rotating electrical machine”.

  As the driving force source E, for example, at least one of an internal combustion engine and a main shaft rotating electrical machine is used. Here, the internal combustion engine is a prime mover (for example, a gasoline engine, a diesel engine, or the like) that is driven by combustion of fuel inside the engine to extract power. The rotating electrical machine is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that performs both functions as a motor and a generator as necessary. An output shaft (for example, a crankshaft or the like) of the driving force source E is drivingly connected to the power transmission device 10 via an input member Eo. In the present embodiment, the driving force source E is an internal combustion engine. In the present embodiment, the output shaft of the driving force source E is coupled to rotate integrally with the input member Eo. The output shaft of the driving force source E or the input member Eo may be provided with a damper mechanism that attenuates fluctuations in torque transmitted to the power transmission device 10.

  The power transmission device 10 transmits torque between the driving force source E (input member Eo) and the transmission device TM (transmission input member I). The power transmission device 10 includes an engagement device 12. In the present embodiment, the power transmission device 10 includes a fluid coupling 11 in addition to the engagement device 12. The fluid coupling 11 includes a joint input side member 11a that is drivingly connected to the driving force source E (input member Eo), and a joint output side member 11b that is drivingly connected to the transmission input member I without the joint input side member 11a. Is provided. In this embodiment, the joint input side member 11a is connected to rotate integrally with the driving force source E (input member Eo), and the joint output side member 11b is connected to rotate integrally with the transmission input member I. Yes. The engagement device 12 includes an input-side engagement member that is drivingly connected to the driving force source E (input member Eo), and an output-side engagement that is drivingly connected to the transmission input member I without the input-side engagement member being interposed. A member. In the present embodiment, the input side engagement member of the engagement device 12 is coupled so as to rotate integrally with the driving force source E (input member Eo), and the output side engagement member of the engagement device 12 is the speed change input member. I is connected to rotate integrally with I. In the present embodiment, the engagement device 12 functions as a direct coupling clutch (lock-up clutch) that directly couples the joint input side member 11a and the joint output side member 11b. The engagement device 12 may be provided with a damper mechanism that absorbs fluctuations in torque transmitted to the transmission input member I.

  The state of engagement of the engagement device 12 is controlled by a control device 31 (engagement control unit 34) described later in detail. In the present embodiment, the engagement device 12 is a friction engagement device. In the released state in which the engagement device 12 is released, torque is transmitted between the joint input side member 11a and the joint output side member 11b through hydraulic oil filled in the fluid coupling 11. In the engaged state in which the engagement device 12 is engaged, the transmission of torque between the joint input side member 11a and the joint output side member 11b basically does not involve hydraulic fluid, and the engagement device 12 is transmitted. Done through. In this embodiment, the fluid coupling 11 is a torque converter having a function of amplifying torque, and a one-way clutch is provided between the coupling input side member 11a (pump impeller) and the coupling output side member 11b (turbine runner). The provided stator 11c is provided. Thus, in this embodiment, the power transmission device 10 includes a torque converter.

  The speed change device TM includes a plurality of speed change engagement devices. In the present embodiment, as shown in FIG. 2, the transmission apparatus TM includes a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, and a shift engagement apparatus. A one-way clutch F (one-way clutch) is provided. In the present embodiment, each of the shift engagement devices except the one-way clutch F is a friction engagement device. The speed change device TM selectively forms a plurality of gear speeds having different gear ratios according to the respective engagement states of the gear shift engagement devices, and rotates the speed change input member I according to the gear speed. Then, the speed is changed and transmitted to the speed change output member O. The transmission input member I functions as an input shaft (transmission input shaft) of the transmission device TM, and the transmission output member O functions as an output shaft (transmission output shaft) of the transmission device TM. Here, the “transmission ratio” is a ratio of the rotational speed of the transmission input member I to the rotational speed of the transmission output member O, that is, a value obtained by dividing the rotational speed of the transmission input member I by the rotational speed of the transmission output member O. .

  In the present embodiment, the transmission device TM is configured by combining two differential gear devices, a first differential gear device PG1 and a second differential gear device PG2, as shown in FIG. The first differential gear device PG1 is configured by a single pinion type planetary gear mechanism having three rotating elements (first sun gear S1, first carrier CA1, and first ring gear R1). The first carrier CA1 meshes with the first sun gear S1 and supports a plurality of first pinion gears P1 that mesh with the first ring gear R1. The second differential gear device PG2 includes a Ravigneaux type planetary gear mechanism having four rotating elements (second sun gear S2, third sun gear S3, second carrier CA2, and second ring gear R2). The second carrier CA2 meshes with the second sun gear S2 and meshes with the second ring gear R2, and a plurality of second pinion gears P2 (long pinion gears) and a plurality of third pinion gears P3 meshed with the second pinion gear P2 and meshed with the third sun gear S3. (Short pinion gear).

  The first ring gear R1 is drivingly connected to the transmission input member I, and is connected to rotate integrally with the transmission input member I in this example. The second ring gear R2 is drivingly connected to the transmission output member O, and is connected to rotate integrally with the transmission output member O in this example. The first carrier CA1 is drivably coupled to the third sun gear S3 via the first clutch C1 and is drivably coupled to the second sun gear S2 via the third clutch C3. In this example, the first carrier CA1 rotates integrally with the third sun gear S3 in the direct engagement state in which the first clutch C1 is directly engaged, and the first clutch CA is in the direct engagement state in which the third clutch C3 is directly engaged. The carrier CA1 rotates integrally with the second sun gear S2. The first ring gear R1 is drivingly connected to the second carrier CA2 via the second clutch C2. In this example, the first ring gear R1 rotates integrally with the second carrier CA2 in the direct engagement state in which the second clutch C2 is directly engaged.

  The first sun gear S1 is fixed to the vehicle drive device 1 or the case 2 of the transmission device TM (an example of a non-rotating member). The second sun gear S2 is selectively fixed to the case 2 by the first brake B1. The second carrier CA2 is selectively fixed to the case 2 by the second brake B2, and the direction of relative rotation with respect to the case 2 is limited to only one direction by the one-way clutch F. In this example, forward rotation of the second carrier CA2 (the same rotational direction as the rotational direction of the internal combustion engine as the driving force source E) is allowed, and negative rotation (the direction opposite to the positive direction) of the second carrier CA2 is restricted. As shown, a one-way clutch F is provided.

  The speed of each speed formed by the speed change device TM is controlled so that two or more of the plurality of speed change engagement devices are in an engaged state (basically a direct engagement state) and the other are in a released state. It is formed by doing. In the present embodiment, as shown in the operation table of FIG. 3, each gear stage is formed by controlling two of the plurality of gear shifting engagement devices to the engaged state. In the operation table of FIG. 3, “◯” indicates that the gearshift engagement device is controlled to be engaged, and “No symbol” indicates that the gearshift engagement device is controlled to be released. Show. “(◯)” indicates that the engagement state is controlled in a scene where braking (so-called engine braking) using the rotation resistance of the internal combustion engine as the driving force source E is performed. “△” indicates a release state (rotation allowed state) when the rotation direction of the member subject to rotation restriction by the one-way clutch F (second carrier CA2 in this example) is one direction (positive direction in this example). Thus, when the rotation direction is the other direction (in this example, the negative direction), the engagement state (rotation restricted state) is indicated. That is, the state of engagement of the one-way clutch F is determined in accordance with the direction of rotation of the target member subject to rotation restriction by the one-way clutch F, unlike other shifting engagement devices. That is, the state of engagement of the one-way clutch F is controlled by controlling the rotation direction of the target member subject to rotation restriction by the one-way clutch F.

  In the present embodiment, as shown in FIG. 3, the transmission apparatus TM has six speed stages (first speed 1st, second speed 2nd, third speed 3rd, fourth speed) with different speed ratios as forward speeds. Stage 4th, fifth stage 5th, and sixth stage 6th). These forward shift speeds gradually decrease in gear ratio from the first speed toward the sixth speed (that is, toward the high speed speed side). That is, the first stage 1st is the shift stage having the largest speed ratio among the forward shift stages. The transmission apparatus TM is configured to be capable of forming a reverse gear stage (Rev). FIG. 4 is a speed diagram (collinear diagram) showing the relationship between the rotational speeds of the rotating elements constituting the transmission apparatus TM for each gear position.

  When transmitting the forward torque output from the driving force source E (the torque in the direction of moving the vehicle 5 forward) to the wheels 6, the first clutch C1 is controlled to be in an engaged state and other shift engagements are performed. The first stage 1st is formed by controlling the device (except the one-way clutch F) to the released state. In this case, the positive torque output from the driving force source E is transmitted to the third sun gear S3 of the second differential gear device PG2 via the transmission input member I and the first differential gear device PG1. Then, the second carrier CA2 in a state where negative rotation is restricted by the one-way clutch F receives a reaction force of the positive torque acting on the third sun gear S3, so that the positive torque causes the second ring gear R2 to move. To the transmission output member O. Thus, the first stage 1st is formed by engaging the one-way clutch F in addition to the first clutch C1. Since the one-way clutch F is disengaged when the second carrier CA2 rotates in the forward direction, the first clutch C1 is controlled to be in an engaged state, and other shift engagement devices (however, the one-way clutch F is turned off). 1st stage 1st realized by controlling to the disengaged state transmits torque in the positive direction from the shift input member I side to the shift output member O side, and from the shift output member O side to the shift input member. This is a one-way transmission stage that does not transmit positive torque to the I side. For this reason, when transmitting torque in the positive direction from the speed change output member O side to the speed change input member I side in the first stage 1st (when performing the above-described engine braking, etc.), in addition to the first clutch C1, A first stage 1st is formed by engaging the two brakes B2. The transmission apparatus TM may not include the one-way clutch F, and the first stage 1st may be formed by always engaging the first clutch C1 and the second brake B2.

  In the present embodiment, as shown in FIG. 1, the vehicle drive device 1 includes another shaft rotating electrical machine MG. This separate-axis rotating electrical machine MG functions as a driving force source for the wheels 6 in the same manner as the driving force source E. In the present embodiment, as shown in FIG. 1, the separate-axis rotating electrical machine MG is drivingly connected to a second wheel 6b different from the first wheel 6a. Here, the first wheel 6a is the wheel 6 to which the driving force source E is drivingly connected via the power transmission device 10 and the transmission device TM. One of the first wheel 6a and the second wheel 6b (for example, the first wheel 6a) is the front wheel 6 (front wheel) of the vehicle 5, and the other of the first wheel 6a and the second wheel 6b ( For example, the second wheel 6b) is the rear wheel 6 (rear wheel) of the vehicle 5. The other-axis rotating electrical machine MG is powered by receiving power from a power storage device (not shown) or supplies the power stored in the power storage device with power generated (regenerated) by the inertial force of the vehicle 5 or the like. Although illustration is omitted, in the present embodiment, an output differential gear device is provided in the power transmission path between the another-axis rotating electrical machine MG and the second wheel 6b, and the other-axis rotating electrical machine MG (rotor) ) Is distributed and transmitted to the two right and left second wheels 6b via the output differential gear device. An engagement device for separating the other-axis rotating electrical machine MG from the second wheel 6b may be provided in a power transmission path between the another-axis rotating electrical machine MG and the second wheel 6b. In this case, the engagement state of the engagement device can be controlled by the control device 31 (an engagement control unit 34 described later).

2. Configuration of Control Device The control device 31 includes an arithmetic processing device such as a CPU as a core and a storage device such as a RAM and a ROM. Each function executed by the control device 31 is realized by software (program) stored in a storage device such as a ROM, hardware such as a separately provided arithmetic circuit, or both. The arithmetic processing unit included in the control device 31 operates as a computer that executes each program. The control device 31 may be configured by a set of a plurality of hardware (a plurality of separated hardware) that can communicate with each other.

  The control device 31 is configured to be able to acquire information on detection results of various sensors provided in each part of the vehicle 5. In the present embodiment, as illustrated in FIG. 5, the control device 31 acquires information on the detection result of the first sensor Se <b> 1 and also acquires information on the detection result of the second sensor Se <b> 2. The first sensor Se1 is a sensor that detects the rotational speed of the transmission output member O or the rotational speed of a member (for example, the wheel 6) that rotates in synchronization with the transmission output member O. In addition, synchronous rotation means rotating integrally or rotating at a proportional rotation speed. The control device 31 derives the vehicle speed based on the detection result of the first sensor Se1. The second sensor Se2 is a sensor that detects the rotational speed of the transmission input member I or the rotational speed of a member that rotates in synchronization with the transmission input member I (for example, the joint output side member 11b). In addition to the information on the detection result of the first sensor Se1 and the information on the detection result of the second sensor Se2, the control device 31 includes, for example, information on the rotational speed of the driving force source E (input member Eo) and the accelerator opening degree. Information, information on the amount of brake operation, information on the shift lever selection position, information on the rotational speed of the other-axis rotating electrical machine MG, information on the charge state of the power storage device that supplies power to the other-axis rotating electrical machine MG, etc. Configured to be possible. The shift lever is a lever operated by the driver to select one travel range from a plurality of travel ranges, and the forward travel range (D range) is the selection position (shift position) of the shift lever. A position for selecting a reverse travel range (R range), a position for selecting a neutral range (N range), a position for selecting a parking range (P range), and the like. .

  In this embodiment, the control apparatus 31 is provided with the integrated control part 32, the rotary electric machine control part 33, and the engagement control part 34, as shown in FIG. These functional units are configured to be able to exchange information with each other. The integrated control unit 32 performs various types of control (torque control) performed on the drive force source E, the power transmission device 10 (engagement device 12), the transmission device TM (transmission engagement device), the separate shaft rotating electrical machine MG, and the like. , Engagement control, etc.) are integrated as a whole vehicle. The integrated control unit 32 calculates a vehicle required torque (target torque) required for driving the wheels 6 based on sensor detection information (information such as accelerator opening, vehicle speed, shift position, and charging state of the power storage device). At the same time, the operation mode of the driving force source E and the other-axis rotating electrical machine MG is determined. The driving mode includes, for example, a traveling mode (electric traveling mode) in which only the torque of the separate-axis rotating electrical machine MG is transmitted to the wheels 6 to travel the vehicle 5, and only the torque of the driving force source E is transmitted to the wheels 6. Driving mode, and a driving mode (hybrid driving mode) in which the torque of both the separate-axis rotating electrical machine MG and the driving force source E is transmitted to the wheels 6 to drive the vehicle 5 are selected. The Based on the sensor detection information, the integrated control unit 32 outputs an output torque required for the driving force source E (driving force source required torque) and an output torque required for the other-axis rotating electrical machine MG (rotating electrical machine required torque). Then, the state of engagement of the engagement device 12 provided in the power transmission device 10, the target gear position to be formed in the transmission device TM, and the like are determined.

  In the present embodiment, the control device 31 (integrated control unit 32) determines the operating point (output torque and rotational speed) of the driving force source E via the driving force source control device 40 that controls the operation of the driving force source E. Control. For example, the driving force source control device 40 controls the driving force source E so as to output the driving force source required torque determined by the integrated control unit 32. The rotating electrical machine control unit 33 controls the operation of the separate-axis rotating electrical machine MG. For example, the rotating electrical machine control unit 33 controls the separate-axis rotating electrical machine MG so as to output the rotating electrical machine required torque determined by the integrated control unit 32.

  The engagement control unit 34 controls the engagement state of the engagement device 12 included in the power transmission device 10 and also controls the engagement state of the plurality of shift engagement devices included in the transmission device TM. Specifically, the engagement control unit 34 controls the engagement state of the engagement device 12 to be the state determined by the integrated control unit 32. The state of engagement of the engagement device 12 is, for example, by referring to a map in which a region where the engagement device 12 is controlled to be engaged and a region where the engagement device 12 is controlled to be released are defined. It is determined by the integrated control unit 32. Further, the engagement control unit 34 controls the respective engagement states of the plurality of shift engagement devices so as to form the target shift stage determined by the integrated control unit 32. For example, the target shift speed is determined by the integrated control unit 32 by referring to a shift map as shown in FIG. As shown in FIG. 6, the shift map is a map that defines the relationship between the accelerator opening and the vehicle speed and the target shift stage in the transmission apparatus TM. In the shift map, a plurality of upshift lines (solid lines in FIG. 6) and a plurality of downshift lines (broken lines in FIG. 6) are defined. An upshift is a change of the gear position to the high speed stage (side where the gear ratio is relatively small), and a downshift is a gear shift to the low speed stage side (side where the gear ratio is relatively large). It is a stage change. When the vehicle speed and accelerator opening change and cross the upshift line on the shift map, the target shift stage is upshifted by one stage, and when the vehicle speed and accelerator opening change and cross the downshift line on the shift map, The target gear stage is shifted down by one stage.

  In the present embodiment, the engagement device 12 included in the power transmission device 10 and the plurality of shift engagement devices included in the transmission device TM (except for the one-way clutch F) are hydraulically driven friction engagement devices. is there. The engagement control unit 34 controls the hydraulic pressure supplied to each of the engagement device 12 and the shift engagement device via the hydraulic control device 25, so that each of the engagement device 12 and the shift engagement device. The state of engagement is controlled. The engagement pressure of each engagement device changes in proportion to the magnitude of the hydraulic pressure supplied to the engagement device. That is, the magnitude of the transmission torque capacity generated in the engagement device changes in proportion to the magnitude of the hydraulic pressure supplied to the engagement device. Then, the engagement state of each engagement device is controlled to one of a direct engagement state, a slip engagement state, and a release state according to the supplied hydraulic pressure. Although not described in detail, the hydraulic control device 25 includes a hydraulic control valve (such as a linear solenoid valve) for adjusting the hydraulic pressure of hydraulic oil supplied from an oil pump (not shown). The oil pump is, for example, a mechanical pump driven by a rotating member provided in the vehicle drive device 1 such as the input member Eo or the transmission output member O, an electric pump driven by a dedicated rotating electrical machine, or the like. The hydraulic control device 25 adjusts the opening of the hydraulic control valve in accordance with the hydraulic pressure command from the engagement control unit 34, thereby supplying hydraulic fluid corresponding to the hydraulic pressure command to each engagement device.

  When the state of the transmission device TM is a neutral state in which the transmission device TM does not form a gear stage, torque transmission between the transmission input member I and the transmission output member O is substantially cut off. The The control device 31 controls the state of the transmission device TM to the neutral state when executing the electric travel mode in which only the torque of the another-axis rotating electrical machine MG is transmitted to the wheels 6 to travel the vehicle 5. A traveling mode in which only the torque of the driving force source E is transmitted to the wheels 6 to travel the vehicle 5, or the torques of both the separate-axis rotating electrical machine MG and the driving force source E are transmitted to the wheels 6 to travel the vehicle 5. Even when the hybrid travel mode is executed, in order to cause the vehicle 5 to travel by coast (coast travel), the control device 31 switches the state of the transmission device TM from the state where the shift stage is formed to the neutral state. You can also In any case, by releasing at least one of a plurality of shift engagement devices (two shift engagement devices in the present embodiment) engaged to form a gear position, The state of the transmission device TM is switched to the neutral state. In the coasting state, the driving force source E is controlled so as not to output torque, for example. In the present embodiment, the driving force source E is an internal combustion engine, and the internal combustion engine as the driving force source E may be controlled in an idling operation state in a coasting state.

  The control device 31 is one in which, in a specific situation, the rotational speed of the transmission output member O is equal to or less than the first threshold value V1, and the rotational speed of the transmission input member I is greater than zero and equal to or less than the second threshold value V2. Control is performed to engage the specific engagement device A at the shift speed and to release the shift engagement devices other than the specific engagement device A. Note that the control device 31 sets the specific engagement device A at any gear stage even when the rotational speed of the transmission output member O is equal to or lower than the first threshold value V1 and the rotational speed of the transmission input member I is zero. Control is performed to engage and disengage the engaging devices other than the specific engaging device A. The gear change engagement devices to be released are all gear change engagement devices other than the specific engagement device A. The specific engagement device A is one or a plurality of shift engagement devices that are a part of a plurality of shift engagement devices engaged to form one shift stage. That is, the specific engagement device A is a single or a plurality of shift engagement devices that constitute a part of a combination of shift engagement devices (see FIG. 3) that are engaged to form one shift stage. is there. In the case where a one-way clutch is provided as the shift engagement device, the specific engagement device A is selected from among shift engagement devices other than the one-way clutch. In the present embodiment, since the number of shift engagement devices engaged to form one shift stage is two, the number of specific engagement devices A is one. The above-mentioned specific situation is the first situation where the rotational speed of the speed change output member O is reduced in the neutral traveling state, or the second situation after the rotational speed of the speed change output member O is reduced to zero through the first situation. It is. Here, in the neutral traveling state, no power is output from the driving force source E, the engagement device 12 is released, and all of the plurality of shift engagement devices are released. Is in a rotating state. That is, in the neutral traveling state, the transmission device TM is in the neutral state.

  The neutral travel state is realized, for example, during execution of the electric travel mode. That is, the neutral traveling state is realized, for example, in a state where the transmission device TM is in the neutral state and the torque of the separate-axis rotating electrical machine MG is transmitted to the second wheel 6b. At this time, when power is generated by the separate shaft rotating electrical machine MG, the negative torque (power generation torque) of the separate shaft rotating electrical machine MG is transmitted to the second wheel 6b. Further, the neutral travel state is realized, for example, in a state where the vehicle 5 is decelerated during coast travel.

  In the present embodiment, the control device 31 controls the state of engagement of the specific engagement device A in the first situation and the second situation according to the procedure shown in FIG. When the rotational speed of the transmission output member O is not less than or equal to the first threshold value V1 (step # 01: No), or when the rotational speed of the transmission input member I is not less than or equal to the second threshold value V2 (step # 31). (# 02: No), the release control of the specific engagement device A is performed so that the engagement state of the specific engagement device A becomes the release state (step # 04). When the specific engagement device A is already in the released state, the state is maintained. The process of step # 01 is repeatedly executed for each predetermined control cycle, for example, when the above first situation occurs. It is also possible to change the execution order of step # 01 and step # 02.

  When the rotational speed of the speed change output member O is equal to or lower than the first threshold value V1 and the rotational speed of the speed change input member I is equal to or lower than the second threshold value V2 (Step # 01: Yes, Step # 02: Yes), the engagement of the specific engagement device A is permitted, and the engagement control of the specific engagement device A is executed so that the engagement state of the specific engagement device is engaged (step # 03). . If the specific engagement device A is already engaged, the state is maintained. At this time, since the engagement of the shift engagement devices other than the specific engagement device A is prohibited, there is an engagement device already engaged in the shift engagement devices other than the specific engagement device A. For example, release control of the engaging device is performed. Once the process of step # 03 is executed once, the control device 31 performs, for example, a period until one of the process of step # 04 and the shift speed formation process in the transmission TM is executed. The process of step # 01 is repeatedly executed for each predetermined control cycle. In addition, the situation where the process of step # 04 is executed after the process of step # 03 is executed once is, for example, by accelerating the vehicle 5 in the electric travel mode after executing the process of step # 03. In this situation, a negative determination is made in step # 01. In addition, the situation in which the shift stage forming process in the transmission apparatus TM is executed after the process of step # 03 is executed once is, for example, the case where the torque of the driving force source E is increased after the process of step # 03 is executed once. This is a situation where the transmission apparatus TM forms a gear stage for transmission to the wheels 6.

  The first threshold value V1 and the second threshold value V2 are set so that the shock when the specific engagement device A is engaged is within an allowable range. The allowable range is, for example, an allowable range for an occupant (particularly a driver) of the vehicle 5. In general, as the rotational speed difference between the pair of engaging members of the specific engagement device A increases, the shock when the specific engagement device A is engaged generally increases. Therefore, it is desirable to engage the specific engagement device A in a state where the difference in rotational speed between the pair of engagement members of the specific engagement device A is small. In view of this point, the control device 31 has a first condition that the rotational speed of the speed change output member O is equal to or lower than the first threshold value V1, and a second condition that the rotational speed of the speed change input member I is equal to or lower than the second threshold value V2. When both conditions are satisfied, the engagement of the specific engagement device A is permitted. Thereby, the shock at the time of engagement of the specific engagement device A can be suppressed within an allowable range.

  Supplementally, as is apparent from FIGS. 2 and 4, when the first condition is satisfied under the situation where the transmission device TM is in the neutral state, the rotation of the second ring gear R <b> 2 that rotates synchronously with the transmission output member O. The speed is suppressed to a value corresponding to the first threshold value V1. Under this circumstance, the rotational speeds of the other rotating elements (second sun gear S2, second carrier CA2, and third sun gear S3) of the second differential gear device PG2 are generally the same as those of the second ring gear R2. The rotation speed is about the same in the direction. Therefore, when the first condition is satisfied, in general, the rotational speeds of all the rotating elements of the second differential gear device PG2 are suppressed to a value corresponding to the first threshold value V1. Further, when the second condition is satisfied under the condition where the transmission device TM is in the neutral state, the rotational speed of the first ring gear R1 that rotates synchronously with the transmission input member I (integrated rotation in this example) is the second threshold value V2. Or less (in this example, the same value as the second threshold value V2). The first sun gear S1 is fixed to the case 2. Therefore, when the second condition is satisfied, the rotational speeds of all the rotating elements of the first differential gear device PG1 are suppressed to a value equal to or less than the value corresponding to the second threshold value V2.

  As described above, when both the first condition and the second condition are satisfied, generally, the rotational speeds of all the rotating elements of the transmission apparatus TM are values corresponding to the first threshold value V1 or the second threshold value V2. It is suppressed below the value according to. Since the specific engagement device A is a gear shift engagement device provided in the transmission device TM, at least one of the pair of engagement members of the specific engagement device A is attached to any rotation element of the transmission device TM. It is connected so as to rotate synchronously. When only one of the pair of engagement members of the specific engagement device A is connected so as to rotate synchronously with any rotation element of the transmission device TM, the other engagement member is connected to the case 2. Fixed. Therefore, by appropriately setting the first threshold value V1 and the second threshold value V2, the rotation speed of each of the pair of engagement members of the specific engagement device A is low (that is, the rotation speed between the pair of engagement members). The specific engagement device A can be engaged in a state where the difference is small), and the shock at the time of engagement of the specific engagement device A can be suppressed within an allowable range.

  In the state where the driving force source E is not outputting torque, the first ring gear R1 (transmission input member I) is not actively rotated. Therefore, the specific engagement is performed on condition that only the first condition is satisfied. It is also conceivable that the device A is allowed to engage. However, even when the transmission device TM is in the neutral state, due to the drag torque that can be generated in each of the gear shift engagement devices, the rotation element of the second differential gear device PG2 that rotates at the rotation speed according to the vehicle speed, There is a case where the rotating element of the first differential gear device PG1 is rotated (rotated). In a situation where the rotational speed of the rotating element of the second differential gear device PG2 is reduced, the rotational speed of the rotating element of the first differential gear device PG1 is the rotational speed of the rotating element of the second differential gear device PG2. Follow up with a delay. Particularly, in the configuration in which the first ring gear R1 (transmission input member I) rotates integrally with the joint output side member 11b of the fluid coupling 11 (torque converter) as in the vehicle drive device 1 according to the present embodiment, the first ring gear. The moment of inertia of the rotating member that rotates integrally with R1 increases due to the relatively large moment of inertia of the fluid coupling 11, and the above-mentioned delay tends to increase. That is, even when the rotational speed of the transmission output member O is low, the rotational speed of the first ring gear R1 (transmission input member I) may not be low as well. In addition to this, the driving force source E may be used when the elapsed time after the driving force source E stops is not long, or when the transmission TM is in the neutral state for power generation by the separate-axis rotating electrical machine MG. It can also occur when is operating. In the configuration in which one of the pair of engagement members of the specific engagement device A rotates synchronously with the rotation element of the first differential gear device PG1, the rotation speed of the first ring gear R1 (transmission input member I) is not low. When the specific engagement device A is engaged below, a shock exceeding the allowable range may occur due to a relatively large moment of inertia of the fluid coupling 11. On the other hand, like the configuration of the control device 31 according to the present embodiment, by allowing the engagement of the specific engagement device A when the second condition is satisfied in addition to the first condition, The specific engagement device A can be engaged in a state where the rotational speeds of the pair of engagement members of the specific engagement device A are low, and the shock at the time of engagement of the specific engagement device A is kept within an allowable range. It is possible.

  The first threshold value V1 can be set, for example, to a value within the range of the rotational speed of the speed change output member O at which the first stage 1st is formed by the speed change device TM. In this case, for example, a vehicle speed that is upshifted from the first stage 1st to the second stage 2nd in a state where the accelerator opening is zero (a solid line indicated by “1-2” in FIG. 6 is a state where the accelerator opening is zero). The first threshold value V1 can be set to a value equal to or less than the rotational speed of the speed change output member O corresponding to

  Further, whether or not the rotational speed of the transmission output member O is equal to or lower than the first threshold value V1 (step # 01 in FIG. 7) is based on the magnitude relationship between the rotational speed of the transmission output member O and the first threshold value V1. In addition to the determination, the determination may be based on the magnitude relationship between the rotation speed of the rotating member that rotates in synchronization with the shift output member O and the value obtained by converting the first threshold value V1 into the rotation speed of the rotating member. This conversion is performed in consideration of the gear ratio of the power transmission path between the transmission output member O and the rotating member that rotates in synchronization with the transmission output member O. For example, based on the magnitude relationship between the rotational speed of the wheel 6 and the value obtained by converting the first threshold value V1 into the rotational speed of the wheel 6 (that is, by comparing these), the rotational speed of the speed change output member O is the first. It can be set as the structure which determines whether it is below threshold value V1. Further, based on the magnitude relationship between the vehicle speed and the value obtained by converting the first threshold value V1 into the speed of the vehicle 5, it may be determined whether or not the rotational speed of the transmission output member O is equal to or less than the first threshold value V1. . Similarly, the determination of whether or not the rotational speed of the speed change input member I is equal to or lower than the second threshold value V2 (step # 02 in FIG. 7) is other than the determination based on the magnitude relationship between the speed change input member I and the second threshold value V2. Alternatively, the determination may be based on the magnitude relationship between the rotation speed of the rotation member that rotates in synchronization with the speed change input member I and the value obtained by converting the second threshold value V2 into the rotation speed of the rotation member.

  Specific contents of the control of the engagement state of the specific engagement device A will be described with reference to an example shown in FIG. In this example, it is assumed that the vehicle 5 is decelerating in a state where the traveling mode of the vehicle 5 is the electric traveling mode and the driving force source E is not outputting torque. In this example, the situation before time T01 is the first situation, and the situation after time T01 is the second situation. Before the time T01, the rotational speed of the driving force source E is zero. However, as described above, the shift input member I is rotated by the rotating member that rotates at the rotational speed corresponding to the vehicle speed, so that the shift input is performed. The rotational speed of the member I decreases with a delay from the rotational speed of the speed change output member O. Then, at a time (time T01) after the time when the rotational speed of the speed change output member O becomes equal to or lower than the first threshold value V1, the rotational speed of the speed change input member I becomes equal to or lower than the second threshold value V2. In this example, the specific engagement device A forms the first clutch C1 (see FIG. 2), that is, the gear position (first gear 1st) having the largest gear ratio among the forward gears. FIG. In this example, the engagement pressure (hydraulic pressure in this example) of the specific engagement device A is transmitted to the specific engagement device A before the time T01 when the specific engagement device A is maintained in the released state. By controlling the engagement pressure immediately before starting to occur (engagement pressure lower than the stroke end pressure by a predetermined pressure), the response delay when engaging the specific engagement device A is reduced.

  At time T01, when the rotational speed of the speed change output member O is equal to or lower than the first threshold value V1 and the rotational speed of the speed change input member I is equal to or lower than the second threshold value V2, the control device 31 causes the specific engagement device A (In this example, the first clutch C1) is controlled so that the state of engagement is switched from the released state to the engaged state (in this example, the direct engagement state). In the example shown in FIG. 8, when the specific engagement device A is engaged, the rotational speed of the transmission input member I is directed to a value (zero in this example) corresponding to the rotational speed of the transmission output member O at that time. It has declined at a greater rate of change than before. In this example, while the specific engagement device A is controlled to be in the engaged state, the vehicle 5 starts or accelerates in the electric travel mode by the driver's accelerator operation, and the rotation speed of the speed change output member O at time T02. When the value exceeds the first threshold value V1, the control device 31 controls the engagement state of the specific engagement device A to switch from the engagement state to the release state. That is, in the example shown in FIG. 8, it is assumed that the vehicle 5 starts or accelerates without using the torque of the driving force source E.

  Although not shown, unlike the example shown in FIG. 8, at least the torque of the driving force source E is transmitted to the wheels 6 from the electric travel mode in a state where the specific engagement device A is controlled to be engaged. Thus, the driving mode may be switched to the driving mode in which the vehicle 5 is driven, and the vehicle 5 may start or accelerate. In this case, the gear stage is formed by the transmission device TM in accordance with the switching of the traveling mode, and the specific engagement device A and another gear shift engagement device that forms one gear step together with the specific engagement device A are provided. In the engaged state, the vehicle 5 starts or accelerates. In this example, the specific engagement device A is the first clutch C1, and the shift engagement device that forms the first stage 1st together with the specific engagement device A is the one-way clutch F. Therefore, when the driving force source E outputs the torque in the positive direction, the one-way clutch F is switched from the disengaged state to the engaged state, and the shift stage (first stage 1st) is formed.

3. Other Embodiments Other embodiments of the vehicle drive device and the control device will be described. Note that the configurations disclosed in the following embodiments can be applied in combination with the configurations disclosed in other embodiments as long as no contradiction arises.

(1) In the above-described embodiment, the configuration in which the different-axis rotating electrical machine MG is driven and connected to the second wheel 6b different from the first wheel 6a has been described as an example. It is also possible to adopt a configuration in which both the separate-axis rotating electrical machine MG and the driving force source E are drivingly connected to the same wheel 6. For example, as in the example shown in FIG. 9, the separate-axis rotating electrical machine MG connects the transmission device TM (shift output member O) and the wheel 6 (on the power transmission path connecting the driving force source E and the wheel 6 (first wheel 6 a). It can be set as the structure provided between the 1st wheels 6a). In this example, another shaft rotating electrical machine MG is drivingly connected to a counter gear mechanism 3 that drivingly connects the speed change output member O and the output differential gear device 4. In this case, the neutral traveling state is, for example, a state where the transmission device TM is in the neutral state and the torque of the separate-axis rotating electrical machine MG is transmitted to the first wheel 6a, or the transmission device TM is in the neutral state. This is realized in a coast state in which the output torque of the separate-axis rotating electrical machine MG is zero. The driving force source E is configured to be driven and connected to all the wheels 6 (both the first wheel 6a and the second wheel 6b) via the power transmission device 10 and the transmission device TM. It is good also as a structure provided in the power transmission path | route between the transmission apparatus TM and the wheel 6. FIG.

(2) In the above-described embodiment, the vehicle drive device 1 has been described as an example of the configuration including the separate-axis rotating electrical machine MG as the drive force source for the wheels 6 in addition to the drive force source E. 1 may be configured not to include such another-axis rotating electrical machine MG. Even in this case, the neutral travel state is realized in the coast travel state.

(3) In the above-described embodiment, the description has been given by taking as an example a configuration in which each speed stage is formed by controlling two of the plurality of speed change engagement devices to the engaged state. Can be formed by controlling three or more of the plurality of shift engagement devices to the engaged state. In this case, a plurality of shift engagement devices (for example, two shift engagement devices) are selected as the specific engagement device A, the rotation speed of the shift output member O is equal to or less than the first threshold value V1, and the shift input member When the rotational speed of I is greater than zero and equal to or less than the second threshold value V2, each of the plurality of specific engagement devices A may be engaged.

(4) In the above-described embodiment, the case where the transmission apparatus TM is configured to be capable of forming six shift stages with different transmission ratios as the forward shift stage has been described as an example. However, the transmission apparatus TM can be formed. Alternatively, the number of forward shift speeds may be other than “6” (eg, “8”).

(5) In the above-described embodiment, the configuration in which the power transmission device 10 includes both the fluid coupling 11 and the engagement device 12 has been described as an example. However, the power transmission device 10 includes only the engagement device 12. You can also. In the above embodiment, the configuration in which the fluid coupling 11 is a torque converter has been described as an example, but the fluid coupling 11 is a fluid coupling (normal fluid coupling) that does not have a torque amplification function. You can also.

(6) In the above embodiment, the configuration in which the driving force source control device 40 is provided separately from the control device 31 has been described as an example. However, the driving force source control device 40 is integrated with the control device 31. It is also possible. Moreover, the assignment of the function units in the control device 31 described in the above embodiment is merely an example, and a plurality of function units can be combined or one function unit can be further divided.

(7) Regarding other configurations, it should be understood that the embodiments disclosed herein are merely examples in all respects. Accordingly, those skilled in the art can make various modifications as appropriate without departing from the spirit of the present disclosure.

4). Outline of the above-described embodiment The above-described embodiment has the following configuration.
In order from the input member (Eo) side to the power transmission path connecting the input member (Eo) drivingly connected to the driving force source (E) and the output member (O) drivingly connected to the wheel (6), A transmission (TM) including a power transmission device (10) including an engagement device (12), a shift input member (I), and a plurality of shift engagement devices (B1, B2, C1, C2, C3, F) ), And the transmission (TM) is engaged with each of the transmission engagement devices (B1, B2, C1, C2, C3, F). A plurality of gears having different gear ratios according to the state of the gear, and the rotation of the gear shift input member (I) is shifted at a gear ratio according to the gears and transmitted to the output member (O). A part of the combination of the shift engagement devices engaged to form one shift stage; The specific engagement device (A) is one or a plurality of the shifting engagement devices, no power is output from the driving force source (E), the engagement device (12) is released, and a plurality of the engagement devices (12) are released. In the neutral running state, the rotational speed of the output member (O) decreases when all the gear shifting engagement devices are released and the output member (O) is rotating in the neutral running state. In the first situation, or the second situation after the rotational speed of the output member (O) has been reduced to zero through the first situation, the rotational speed of the output member (O) is the first threshold value (V1). When the rotational speed of the shift input member (I) is greater than zero and less than or equal to the second threshold value (V2), the specific engagement device (A) of any of the shift stages is engaged. And before the specific engagement device (A) Shift engagement device is released.

According to such a configuration, in the first situation or the second situation, the rotation speed of the output member (O) is equal to or lower than the first threshold value (V1), the rotation speed of the transmission input member (I) is greater than zero, and When it is equal to or less than the second threshold value (V2), the specific engagement device (A) at any gear stage is engaged and the gear shift engagement devices other than the specific engagement device (A) are released. Here, the specific engagement device (A) is a shift engagement device that constitutes a part of a combination of shift engagement devices engaged to form one shift speed. Therefore, by controlling the specific engagement device (A) to be engaged, the specific engagement is achieved while substantially interrupting the transmission of torque between the driving force source (E) and the wheel (6). Compared with the case where the device (A) is not engaged, the torque transmission response when starting transmission of the torque of the driving force source (E) to the wheel (6) via the transmission (TM) is improved. Can be planned. This is because when the transmission of the torque of the driving force source (E) to the wheels (6) via the transmission (TM) is started, the remaining gears that form one shift stage together with the specific engagement device (A) This is because it is only necessary to engage the engaging device for shifting.
And according to said structure, as for the engagement of specific engagement apparatus (A), the rotational speed of output member (O) is below 1st threshold value (V1), and the rotational speed of transmission input member (I) is It is performed when it is greater than zero and less than or equal to the second threshold (V2). That is, on the condition that the rotational speeds of both the shift input member (I) and the output member (O), which are two rotating members arranged separately on both sides of the power transmission path with respect to the transmission (TM), are low. The specific engagement device (A) can be engaged. Therefore, the specific engagement device (A) is compared with the case where the specific engagement device (A) is engaged only on the condition that the rotation speed of the output member (O) is equal to or less than the first threshold value (V1). The rotational speed difference between the pair of engagement members of the specific engagement device (A) when engaged can be reduced. As a result, the vehicular drive device capable of reducing the shock at the time of engagement of the specific engagement device (A) while improving the response of the drive force transmission at the start of the drive force source (E). 1) can be realized.

  In this embodiment, the power transmission device (10) preferably includes a fluid coupling (11).

  In this configuration, since the moment of inertia of the fluid coupling (11) is relatively large, the moment of inertia of the rotating member that rotates integrally with the transmission input member (I) tends to be large. Therefore, when the rotation speed of the output member (O) is decreased in the first situation, the speed at which the rotation speed of the speed change input member (I) is decreased tends to be slow, and the rotation speed of the output member (O) is reduced. A situation in which the rotational speed of the speed change input member (I) is not sufficiently reduced at the time when it becomes equal to or lower than the first threshold value (V1) is likely to occur. In this regard, as described above, the rotational speed of the output member (O) is equal to or lower than the first threshold value (V1), the rotational speed of the transmission input member (I) is greater than zero and equal to or smaller than the second threshold value (V2). In some cases, since the specific engagement device (A) is engaged, even when the power transmission device (10) includes the fluid coupling (11), a shock at the time of engagement of the specific engagement device (A) is generated. It becomes possible to keep it small enough to be within the allowable range.

  In this embodiment, the wheel (6) is further provided with a rotating electrical machine (MG), and the driving force source (E) is drivingly connected via the power transmission device (10) and the transmission (TM). As the first wheel (6a), the rotating electrical machine (MG) is preferably driven and connected to a second wheel (6b) different from the first wheel (6a).

  In this embodiment, it is preferable that a rotating electrical machine (MG) is provided between the transmission (TM) and the wheel (6) in the power transmission path.

  According to these configurations, in the neutral traveling state, the driving force of the rotating electrical machine (MG) can be transmitted to the wheels (6) to cause the vehicle (5) to travel, and the vehicle (5) can be rotated by the inertial force. An electric machine (MG) can also generate power. Further, when the vehicle (5) is decelerated or stopped in the neutral traveling state and the torque of the driving force source (E) is transmitted to the wheels (6) to accelerate or start the vehicle (5), as described above. Since the specific engagement device (A) is engaged, the response of torque transmission when starting transmission of torque of the driving force source (E) to the wheel (6) is improved. The driver's feeling can be improved by accelerating or starting the vehicle (5).

  Further, in this embodiment, the first threshold value (V1) and the second threshold value (V2) are set so that the shock when the specific engagement device (A) is engaged is within an allowable range. It is preferable.

  According to this structure, it becomes easy to reduce the shock at the time of engagement of the specific engagement device (A) to an extent that is within an allowable range.

  The technology according to the present disclosure includes a power transmission device including an engagement device in order from the input member side in a power transmission path that connects an input member that is drivingly connected to a driving force source and an output member that is drivingly connected to a wheel. The present invention can be applied to a vehicle drive device provided with a shift input member and a shift device including a plurality of shift engagement devices.

1: vehicle drive device 6: wheel 6a: first wheel 6b: second wheel 10: power transmission device 11: fluid coupling 12: engagement device A: specific engagement device B1: first brake (shift engagement device) )
B2: Second brake (shifting engagement device)
C1: First clutch (engagement device for shifting)
C2: Second clutch (shifting engagement device)
C3: Third clutch (shifting engagement device)
E: Driving force source Eo: Input member F: One-way clutch (engagement device for shifting)
I: Speed change input member MG: Separate axis rotating electrical machine (rotating electrical machine)
O: Speed change output member (output member)
TM: Transmission device V1: First threshold value V2: Second threshold value

Claims (5)

A power transmission path that connects an input member that is drivingly connected to a driving force source and an output member that is drivingly connected to a wheel, in order from the input member side, a power transmission device that includes an engagement device, a speed change input member, A vehicle drive apparatus provided with a transmission including a plurality of transmission engagement devices,
The transmission includes a plurality of shift speeds having different speed ratios according to respective engagement states of the shift engagement devices, and the rotation of the speed change input member is changed at a speed ratio corresponding to the shift speed. Shift and transmit to the output member;
One or a plurality of the shift engagement devices constituting a part of the combination of the shift engagement devices engaged to form one shift stage are defined as the specific engagement device,
Power is not output from the driving force source, the engagement device is released, all of the plurality of shift engagement devices are released, and the output member is rotating in a neutral state. As a running state,
In the first situation where the rotational speed of the output member is reduced in the neutral running state, or in the second situation after the rotational speed of the output member is reduced to zero through the first situation, the rotation of the output member When the speed is equal to or lower than the first threshold value, and the rotational speed of the speed change input member is greater than zero and equal to or lower than the second threshold value , regardless of the speed change request for causing the transmission to form any of the gear positions, A vehicle drive device in which the specific engagement device of the shift stage is engaged and the shift engagement devices other than the specific engagement device are released.   The vehicle drive device according to claim 1, wherein the power transmission device includes a fluid coupling. A rotating electric machine,
The wheel to which the driving force source is drivingly connected via the power transmission device and the transmission device as a first wheel,
The vehicle drive device according to claim 1, wherein the rotating electrical machine is drivably coupled to a second wheel different from the first wheel.   The vehicle drive device according to claim 1, further comprising a rotating electric machine between the transmission and the wheel in the power transmission path.   5. The vehicular drive according to claim 1, wherein the first threshold value and the second threshold value are set so that a shock when the specific engagement device is engaged is within an allowable range. 6. apparatus.

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