WO2022118896A1

WO2022118896A1 - Drive device for vehicle

Info

Publication number: WO2022118896A1
Application number: PCT/JP2021/044143
Authority: WO
Inventors: 将之田中; 祥子大薮
Original assignee: 株式会社アイシン
Priority date: 2020-12-01
Filing date: 2021-12-01
Publication date: 2022-06-09

Abstract

The present invention is provided with: an ECU; and a stepped transmission mechanism for forming a first gear stage by putting a second engagement element into a release state while putting a first engagement element into an engagement state, for forming a second gear stage which is a higher-speed stage than the first gear stage by putting the first engagement element into the release state and putting the second engagement element into the engagement state, and for forming a neutral state by putting the first engagement element and the second engagement element into the release state. The ECU puts the second engagement element into a state just before engagement, in the neutral state in a case of down shifting to the first gear stage by shifting from the second gear stage to the neutral state during coasting.

Description

Vehicle drive

The present disclosure relates to a rotary electric machine mounted on a vehicle such as an automobile and a drive device for a vehicle provided with a stepped speed change mechanism.

Conventionally, for example, as a vehicle drive device suitable for use in a vehicle, a device having a rotary electric machine (motor) as a drive source and a stepped speed change mechanism has become widespread. Further, as the stepped speed change mechanism, for example, it has a first clutch composed of a meshing clutch and a second clutch composed of a friction clutch, and the first clutch is engaged and the second clutch is released. It is known that the first speed stage is formed by this, and the second speed stage is formed by putting the first clutch in the released state and the second clutch in the engaged state.

In this vehicle drive device, for example, when the vehicle shifts down from the 2nd speed to the 1st speed while traveling on the coast, the first clutch and the second clutch are temporarily released to the neutral state. There is a risk that the vehicle will lose regenerative torque due to the temporary loss of braking torque. Therefore, a technology has been developed to suppress regenerative torque loss by brake coordination (brake control mode) that operates a brake device to brake the wheels and generates braking torque in the neutral state during downshifting while driving on the coast. (See Patent Document 1).

Japanese Unexamined Patent Publication No. 2013-180598

However, in the vehicle drive device described in Patent Document 1, when the accelerator opening signal is turned on during brake coordination, both the first clutch and the second clutch are in the released state, so that the motor is immediately released. The driving force cannot be transmitted to the wheels, and the driving force of the motor can be transmitted to the wheels after the first clutch is engaged to form the first speed stage. Therefore, the response from the time when the accelerator opening signal is turned on during the brake coordination until the driving force is output is poor.

Therefore, it is an object of the present invention to provide a vehicle drive device that can improve the response until the driving force is output when the accelerator opening signal is turned on at the time of down shifting during coast driving.

The vehicle drive device according to the present disclosure includes a rotary electric machine having a stator and a rotor, an input member driven and connected to the rotor of the rotary electric machine, an output member driven and connected to the wheels, and a meshing clutch. It has a first engaging element and a second engaging element composed of a friction clutch, and the first shifting is performed by putting the first engaging element in an engaged state and releasing the second engaging element. By forming a stage, the first engaging element is released, and the second engaging element is engaged, a second gear that is faster than the first gear is formed. By releasing the first engaging element and the second engaging element, the neutral state is set, and when either the first shift stage or the second shift stage is formed, the input member is subjected to the neutral state. A stepped speed change mechanism that shifts the input rotation and outputs it from the output member, and a stepped speed change mechanism that shifts down from the second shift stage to the first shift stage through the neutral state while traveling on the coast. A control device for setting the second engaging element to the state immediately before engagement in the neutral state is provided.

According to the drive device for this vehicle, it is possible to improve the response until the driving force is output when the accelerator opening signal is turned on during downshifting while driving on the coast.

It is a schematic diagram which shows the skeleton of the drive device for a vehicle which concerns on embodiment. It is a flowchart which shows the processing procedure at the time of the down shift during the coast running in the drive device for a vehicle which concerns on embodiment. It is a time chart which shows the state of each part at the time of the down shift during the coast running in the drive device for a vehicle which concerns on embodiment.

Hereinafter, embodiments according to the present disclosure will be described with reference to FIGS. 1 to 3. First, an electric vehicle 1 which is an example of a vehicle equipped with a vehicle drive device according to the present embodiment will be described with reference to FIG. 1. In the present embodiment, the electric vehicle 1 is a so-called FF (front engine / front drive) type. However, the electric vehicle 1 is not limited to the FF type, and may be an FR (front engine / rear drive) type. Further, the drive connection refers to a state in which the rotating elements are connected so as to be able to transmit a driving force, and the rotating elements are connected so as to rotate integrally, or the rotating elements are connected via a clutch or the like. It is used as a concept including a state in which the driving force is transmitably connected.

[Outline configuration of vehicle drive unit]
As shown in FIG. 1, the electric vehicle 1 has a vehicle drive device 2, a front wheel 70 as an example of wheels, and a brake device 71. The vehicle drive device 2 includes a motor (M / G) 3 as a rotary electric machine (motor generator) as an example of a drive source, an automatic transmission (A / T) 4 as an example of a stepped speed change mechanism, and an ECU. A (control device) 5 and a hydraulic control device (V / B) 6 are provided. Further, the electric vehicle 1 includes an inverter 7 and a battery 8.

The motor 3 has a stator and a rotor (not shown) and is connected to the battery 8 via an inverter 7. The rotor is driven and connected to the rotating shaft 3a. The electric power output from the battery 8 is supplied to the motor 3 via the inverter 7 to drive the rotor and the rotating shaft 3a of the motor 3. Further, by idling the rotor of the motor 3 and the rotating shaft 3a during coasting traveling (coast traveling), it is possible to generate electric power and charge the battery 8.

The brake device 71 is composed of, for example, a friction braking device such as a hydraulic brake, and is provided on the axle 61 of the front wheel 70 so as to brake the rotational speed of the front wheel 70. However, the braking device 71 is not limited to the hydraulic brake, and may be one that brakes the rear wheels (not shown) instead of braking the front wheels 70.

[Automatic transmission]
The automatic transmission 4 includes an input shaft 40 which is an example of an input member driven and connected to the rotating shaft 3a of the motor 3, an output shaft 50 which is an example of an output member driven and connected to the front wheel 70, and a meshing clutch. It includes a first clutch C1 which is an example of a first engaging element and a third engaging element, a second clutch C2 which is an example of a second engaging element composed of a friction clutch, and a differential portion 60. The device is integrated and stored in the mission case. The automatic transmission 4 shifts the rotation input to the input shaft 40 while forming the shift stage, and outputs the rotation from the output shaft 50. As the friction clutch which is the second clutch C2, in addition to the engaging element that connects and disconnects between the two rotating elements, the engaging element that connects and disconnects between one rotating element and one fixed element ( Brake) shall also be included.

The input shaft 40 is provided with a first counter gear 41 and a second counter gear 42 having a diameter larger than that of the first counter gear 41 so as to rotate integrally with the input shaft 40. The output shaft 50 is arranged parallel to the input shaft 40, and the first driven gear 51 meshing with the first counter gear 41 and the second driven gear 52 meshing with the second counter gear 42 rotate relative to the output shaft 50 coaxially. It is provided as possible. Further, the output shaft 50 is provided so that the output gear 53 rotates integrally with the output shaft 50.

The first clutch C1 has an outer spline 54s provided to rotate integrally with the output shaft 50, an outer spline 51s formed on the first driven gear 51 adjacent to the outer spline 54s, and an outer spline 51s adjacent to the outer spline 54s. 2 The outer spline 52s formed on the driven gear 52, the switching sleeve 55 provided on the outer peripheral side of the outer spline 54s, and an urging mechanism (fork, actuator, etc.) (not shown) for moving the switching sleeve 55 are provided. .. The outer diameters of the

outer splines

51s, 52s, and 54s are the same.

The switching sleeve 55 is sleeve-shaped and has an inner spline that can be engaged with the

outer splines

51s, 52s, 54s on the inner peripheral portion, and is provided so as to be movable in the axial direction with respect to the

outer splines

51s, 52s, 54s. There is. The switching sleeve 55 is in a state where the output shaft 50 and the first driven gear 51 are connected by movement (first speed stage which is an example of the first shift stage), and a state where the output shaft 50 and the second driven gear 52 are connected (the first). It is possible to switch to three states: (2nd speed, which is an example of 2 shifts) and a state in which none of them are connected (neutral state as an open state). In this embodiment, the switching sleeve 55 is moved via a fork, for example, by driving an actuator. However, the mechanism for moving the switching sleeve 55 is not limited to this, and a known appropriate mechanism can be applied.

In the first clutch C1, when the switching sleeve 55 is moved from the neutral state to the first driven gear 51 side, the inner spline of the switching sleeve 55 engages with the outer spline 54s and the outer spline 51s of the first driven gear 51. Then, the switching sleeve 55 is in a low-speed stage forming state in which the output shaft 50 and the first driven gear 51 are connected. As a result, the rotation of the input shaft 40 is transmitted to the output shaft 50 via the first counter gear 41, the first driven gear 51, and the switching sleeve 55.

Further, in the first clutch C1, when the switching sleeve 55 is moved from the neutral state to the second driven gear 52 side, the inner spline of the switching sleeve 55 straddles the outer spline 54s and the outer spline 52s of the second driven gear 52. When engaged, the switching sleeve 55 is in a high-speed stage forming state in which the output shaft 50 and the second driven gear 52 are connected. As a result, the rotation of the input shaft 40 is transmitted to the output shaft 50 via the second counter gear 42, the second driven gear 52, and the switching sleeve 55.

In the first clutch C1, the gear ratio of each part is set so as to decelerate more when the low speed stage is formed than when the high speed stage is formed. In the present embodiment, the switching sleeve 55, the outer spline 54s of the output shaft 50, and the outer spline 51s of the first driven gear 51 form the first engaging element. Further, the switching sleeve 55, the outer spline 54s of the output shaft 50, and the outer spline 52s of the second driven gear 52 form a third engaging element. That is, the first engaging element and the third engaging element are included in one engaging element as the first clutch C1. The switching sleeve 55, the outer spline 54s, and the outer spline 52s as the third engaging element are released when the switching sleeve 55, the outer spline 54s, and the outer spline 51s as the first engaging element are in an engaged state. When the first engaging element is in the released state, it is provided so as to be switchable between the engaged state and the released state.

The second clutch C2 includes a friction clutch that is engaged and disengaged by supplying and discharging engagement pressure to the hydraulic servo 58, for example, a multi-plate clutch, and an external friction plate 56 that is driven and connected to an output shaft 50. It has an internal friction plate 57 that is driven and connected to the two-driven gear 52. When the engagement pressure is supplied from the hydraulic control device 6 to the oil chamber of the hydraulic servo 58 and the second clutch C2 engages, the second driven gear 52 and the output shaft 50 are driven and connected to form a high-speed stage. The rotation of the input shaft 40 is transmitted to the output shaft 50 via the second counter gear 42, the second driven gear 52, and the second clutch C2. That is, in the present embodiment, the second driven gear 52 and the output shaft 50 are provided so that they can be driven and connected by either the first clutch C1 or the second clutch C2. Therefore, when forming the second speed stage, the second clutch C2 is used when the second driven gear 52 and the output shaft 50 are engaged while sliding, and the first clutch C1 is used after the engagement. Therefore, the power consumption can be reduced as compared with the case where only the second clutch C2 is used.

That is, in this automatic transmission 4, when forming the first speed stage, the first clutch C1 is engaged with the first driven gear 51 and the second clutch C2 is released. Further, when forming the second speed stage which is a speed higher than the first speed stage, the first clutch C1 is put into the neutral state and the second clutch C2 is put into the engaged state, or the first clutch C1 is put into the engaged state. It is possible to select two systems of engaging with the second driven gear 52 side. Further, when the second speed stage is formed by engaging the first clutch C1 with the second driven gear 52, the switching sleeve 55, the outer spline 54s, and the outer spline 51s as the first engaging element are released. At the same time, the switching sleeve 55 as the third engaging element, the outer spline 54s, and the outer spline 52s are brought into an engaged state. Further, the switching sleeve 55 as the third engaging element, the outer spline 54s, and the outer spline 52s are engaged with each other, and the second clutch C2 and the switching sleeve 55, the outer spline 54s, and the outer spline as the first engaging element are engaged. In the case of downshifting to the 1st speed through the neutral state during coast running with the 51s released to form the 2nd speed, the switching sleeve 55 as the third engaging element, the outer spline 54s and the outside By releasing the spline 52s and the spline 52s, the neutral state is set.

In the present embodiment, the case where the second speed stage can be formed by the first clutch C1 is described, but the present invention is not limited to this, and at least the second clutch C2 causes the second driven gear 52 and the output shaft 50 to be connected. It suffices if it is driven and connected. In this case, the first clutch C1 can be engaged only when forming the first speed stage. Further, in the present embodiment, the case where the second clutch C2 is composed of a multi-plate clutch is described, but the present invention is not limited to this, and for example, a single-plate clutch or the like may be applied. Further, in the present embodiment, the case where the second clutch C2 includes a friction clutch that is engaged and disengaged by supplying and discharging the engaging pressure to the hydraulic servo 58 is described, but hydraulic pressure is used. Is not limited, and may be, for example, a friction clutch engaged with and disengaged by an electric actuator.

The differential unit 60 is drive-connected to an axle 61 arranged on an axis parallel to the output shaft 50. The differential unit 60 includes a differential ring gear 62 meshed with the output gear 53 of the output shaft 50, and the differential ring gear 62 transmits rotation from the differential case to the axle 61 via a pinion gear, a side gear, or the like. As a result, the rotation of the output shaft 50 is decelerated by the differential portion 60, and the rotation is transmitted while absorbing the difference rotation of the left and right front wheels 70.

The hydraulic pressure control device 6 is composed of, for example, a valve body, has a primary regulator valve (not shown) that generates line pressure or the like from hydraulic pressure supplied from a mechanical oil pump (not shown) or an electric oil pump, and an ECU 5 It is possible to supply and discharge hydraulic pressure to each part based on the control signal from. For example, the hydraulic pressure control device 6 controls the second clutch C2 by supplying and discharging hydraulic pressure to the hydraulic pressure servo 58 of the second clutch C2 based on the control signal from the ECU 5.

The ECU 5 can freely command and control the motor 3 and the first clutch C1 and electronically control the hydraulic control device 6. That is, the ECU 5 can change each engagement state of the first clutch C1 and the second clutch C2. Further, the electric vehicle 1 is provided with an accelerator pedal 72 and a brake pedal 73, each of which is connected to the ECU 5. The ECU 5 acquires the amount of depression of the accelerator pedal 72 as an accelerator opening signal, and acquires the amount of depression of the brake pedal 73 as a brake signal.

[About down shifting while driving on the coast]
Next, the operation when the ECU 5 executes the down shift from the 2nd speed to the 1st speed while traveling on the coast will be described in detail with reference to the flowchart of FIG. 2 and the time chart of FIG. Here, the automatic transmission 4 is in an engaged state in which the first clutch C1 is engaged with the second driven gear 52 side, the second clutch C2 is in the released state, the second speed stage is formed, and the vehicle runs on the coast. It is assumed that it is. Then, the automatic transmission 4 moves the first clutch C1 to the first driven gear 51 side from the state in which the second speed stage is formed to the neutral state in which the first clutch C1 is released and the shift stage is not formed. It shall be engaged to form the 1st speed stage.

It is assumed that the accelerator opening signal is in the off state without the accelerator pedal 72 being stepped on and the brake signal is in the on state when the brake pedal 73 is stepped on while traveling on the coast at such a second speed stage (FIG. FIG. 3 t0). Since the motor 3 is arranged on the input shaft 40, it is shown as (reduction ratio of the second speed stage) × (motor torque) = (output torque) in the period from t0 to t1 in FIG. Further, during the coastal running, the motor 3 regenerates the vehicle, the regenerative torque is output as the output torque, the deceleration of the electric vehicle 1 is achieved based on the brake signal, and the driver can obtain a feeling of deceleration. I am doing it.

The ECU 5 determines whether or not to start the down shift control (step S1). The ECU 5 determines whether or not to start the downshift control based on the traveling speed of the electric vehicle 1, the magnitude of the brake signal, and other conditions. When the ECU 5 determines that the down shift control is not started (NO in step S1), the ECU 5 determines whether or not to start the down shift control again (step S1).

When the ECU 5 determines that the downshift control is to be started (YES in step S1), the ECU 5 raises the command value of the engagement pressure of the second clutch C2 to the hydraulic servo 58 to a preset set value (rising phase). ) Is executed, and after the fast fill, the command value of the engagement pressure is lowered to execute the standby phase in which the second clutch C2 is made to stand by in the state immediately before engagement (0 Nm in FIG. 3) (steps S2 and 3). t1). That is, the ECU 5 executes the ascending phase and the standby phase when it is determined to start the down shifting when the down shifting is performed from the second speed to the first speed while traveling on the coast.

Here, the state immediately before engagement is a state in which the outer friction plate 56 and the inner friction plate 57 are extremely close to each other, but the driving force of the motor 3 is not transmitted to the output shaft 50, and the engagement pressure is increased. It means a state in which it can be immediately engaged by making it engage. As a method of maintaining the state immediately before engagement, for example, by detecting torque and rotation speed, the engagement pressure is lowered when the second clutch C2 slip-engages when the engagement pressure is slightly increased. Then, apply the method of releasing the clutch and increasing the engagement pressure a little again. However, the method for maintaining the state immediately before engagement is not limited to this, and other methods may be applied.

On the other hand, in order to perform downshift control, it is necessary to engage the first clutch C1, so it is necessary to synchronize the rotation speed of the motor 3 with the first speed stage as described later. Therefore, the regeneration of the motor 3 is stopped, but the deceleration of the electric vehicle 1 approaches 0 due to this, so the brake device 71 is operated instead of the regeneration torque to generate the brake torque. That is, the regenerative torque is replaced with the brake torque to maintain the feeling of deceleration (step S3, t1-t2 in FIG. 3).

When the replacement from the regenerative torque to the brake torque is completed (t2 in FIG. 3), the ECU 5 releases the first clutch C1 (step S4, t2-t3 in FIG. 3). The ECU 5 transmits a command to the actuator for switching the first clutch C1, and the switching sleeve 55 moves to switch the first clutch C1 to the released state (t3 in FIG. 3, completion of dog removal). As a result, the automatic transmission 4 is in the neutral state (N). The ECU 5 switches the first clutch C1 from the engaged state to the released state after the start of the standby phase, and continues executing the standby phase even after the neutral state is reached. That is, the ECU 5 sets the second clutch C2 to the state immediately before engagement in the neutral state when the gear shifts down from the second speed stage to the first speed stage while traveling on the coast.

Further, even after the ECU 5 is in the neutral state, the operation of operating the brake device 71 instead of the regenerative torque described above to generate the brake torque is continued. That is, in the neutral state here, when the accelerator opening signal is in the off state and the brake signal is in the on state, the ECU 5 causes the brake device 71 to decelerate the electric vehicle 1 based on the brake signal. A brake control mode that sends a command to achieve is executed (t3-t4 in FIG. 3). That is, the brake control mode is a mode in which the electric vehicle 1 is decelerated by the brake device 71.

When the first clutch C1 is released, the driving force of the motor 3 is not transmitted to the output shaft 50. Therefore, the ECU 5 controls the rotation speed of the motor 3 to approach the synchronous rotation speed synchronized with the rotation speed at the first speed stage in the neutral state (t3-t4 in FIG. 3).

In parallel with this, the ECU 5 determines whether or not the accelerator opening signal is on and the brake signal is off in the neutral state (step S5). When the ECU 5 determines that the brake pedal 73 is released and the brake signal is off (t4 in FIG. 3) and the accelerator pedal 72 is depressed and the accelerator opening signal is on (step S5). YES, t5) in FIG. 3, increase the command value of the engagement pressure of the second clutch C2 to the hydraulic servo 58, put the second clutch C2 in a sliding engagement state, and apply a driving force from the motor 3 to the output shaft 50. Communicate (step S6, t5-t8 in FIG. 3). As a result, the electric vehicle 1 transmits the driving force from the motor 3 to the output shaft 50 after the accelerator pedal 72 is depressed and before the first clutch C1 is engaged, so that the electric vehicle 1 is driven after the first clutch C1 is engaged. Compared with the case of transmitting force, it is possible to improve the response from depressing the accelerator pedal 72 to outputting the driving force. In the present embodiment, the ECU 5 describes a case where the brake signal is in the off state and the accelerator opening signal is in the on state, but the present invention is not limited to this. .. For example, the ECU 5 may at least determine whether or not the accelerator opening signal is in the ON state.

Then, the ECU 5 approaches the synchronous rotation speed synchronized with the rotation speed when the rotation speed of the motor 3 is the first speed stage (step S7, t5-t7 in FIG. 3). When the motor torque and the input torque of the input shaft 40 approach the same level (t7 in FIG. 3), the ECU 5 switches the first clutch C1 so that the first clutch C1 is engaged with the first speed stage side. A command is transmitted to the actuator, and the switching sleeve 55 moves to switch the first clutch C1 to the engaged state (step S8, t7-t8 in FIG. 3, dog insertion completed). After the first clutch C1 is engaged, the ECU 5 switches the second clutch C2 to the released state (step S9, t8-t9 in FIG. 3), and ends the process.

On the other hand, when the ECU 5 determines that the brake signal is not in the off state or the accelerator opening signal is not in the on state (NO in step S5), the ECU 5 is in the standby phase without engaging the second clutch C2. The execution is continued (one-dot chain line of t5-t8 in FIG. 3), and the rotation speed of the motor 3 is brought close to the synchronous rotation speed of the first speed stage (step S7). After that, the ECU 5 switches the first clutch C1 to the engaged state (step S8), switches the second clutch C2 to the released state (step S9, the alternate long and short dash line after t8 in FIG. 3), and ends the process.

As described above, according to the vehicle drive device 2 of the present embodiment, when the ECU 5 shifts down from the 2nd speed stage to the 1st speed stage while traveling on the coast, the ECU 5 is the first in the neutral state. 2 The clutch C2 is in the state immediately before engagement. Therefore, when the accelerator pedal 72 is depressed in the neutral state, the second clutch C2 can be quickly engaged, so that the output shaft from the motor 3 can be engaged before the first clutch C1 is engaged. The driving force can be transmitted to the 50. As a result, when the accelerator opening signal is turned on during down shifting during coastal driving, it is possible to improve the response until the driving force is output.

Further, according to the vehicle drive device 2 of the present embodiment, when the accelerator opening signal is turned on in the neutral state, the second clutch C2 is in a sliding engagement state and the driving force is applied from the motor 3 to the output shaft 50. Is transmitted, and then the first clutch C1 is engaged. Therefore, when the accelerator opening signal is turned on during down shifting during coastal driving, it is possible to improve the response until the driving force is output.

Further, according to the vehicle drive device 2 of the present embodiment, when the accelerator opening signal is in the off state and the brake signal is in the on state in the neutral state, the brake control mode is executed and the second clutch is executed. The execution of the standby phase is continued without putting C2 into the sliding engaged state, the rotation speed of the motor 3 is controlled to approach the synchronous rotation speed of the first speed stage, and the first clutch C1 is put into the engaged state. I have to. Therefore, by not putting the second clutch C2 in the sliding engagement state when the accelerator pedal 72 is not depressed, it is possible to prevent the driving force of the motor 3 from being transmitted to the output shaft 50. In the present embodiment, the brake control mode is executed when the accelerator opening signal is off and the brake signal is on in the neutral state, but the present invention is not limited to this. , The brake control mode may be executed when the accelerator opening signal is in the off state and the brake signal is in the off state.

Further, according to the vehicle drive device 2 of the present embodiment, in the first clutch C1, the switching sleeve 55, the outer spline 54s, and the outer spline 51s as the first engaging element are released and the third engagement is performed. The switching sleeve 55 as a combined element, the outer spline 54s, and the outer spline 52s are engaged with each other to form a second speed stage. Therefore, when forming the second speed stage, the first clutch C1 is put into the neutral state and the second clutch C2 is put into the engaged state, or the first clutch C1 is engaged with the second driven gear 52 side. You can select two systems to put it in the state. Thereby, when forming the second speed stage, it is possible to properly use the engagement by the second clutch C2 which emphasizes the response of the engagement and the engagement by the first clutch C1 which emphasizes the fuel consumption.

Further, according to the vehicle drive device 2 of the present embodiment, when it is determined that the ECU 5 shifts down from the 2nd speed stage to the 1st speed stage through the neutral state during coast driving, the ECU 5 executes the ascending phase and the standby phase. Then, after the start of the standby phase, the first clutch C1 is switched from the engaged state to the released state. Therefore, when the first clutch C1 is switched to the released state and the neutral state is reached, the standby phase has already been executed, so that even if the accelerator pedal 72 is depressed, the second clutch C2 is quickly slipped into the engaged state. can do. As a result, when the accelerator opening signal is turned on during down shifting during coastal driving, it is possible to improve the response until the driving force is output.

In the automatic transmission 4 of the present embodiment described above, the case where the first transmission stage is set to the first speed stage and the second shift stage is set to the second speed stage has been described, but the present invention is not limited to this. For example, the first gear may be the second gear, the second gear may be the third gear, and the operation may be applied to the operation of downshifting from the third gear to the second gear.

Further, in the automatic transmission 4 of the present embodiment, the case where the first engaging element and the third engaging element are included in one engaging element as the first clutch C1 has been described. Is not limited. For example, the first engaging element and the third engaging element may be made up of separate meshing clutches. In this case, the ECU 5 controls the first engaging element and the third engaging element, respectively.

Further, in the automatic transmission 4 of the present embodiment, the case where the second speed stage can be formed by engaging any one of the first clutch C1 and the second clutch C2 has been described, but the present invention is not limited to this. .. For example, assuming that the first clutch C1 does not have the third engaging element, the second clutch C2 may only be in the engaged state in order to form the second speed stage. In this case as well, when the ECU 5 shifts down from the 2nd speed stage to the 1st speed stage while traveling on the coast, the second clutch C2 is set to the state immediately before engagement in the neutral state, so that the ECU 5 is in the neutral state. When the accelerator pedal 72 is depressed in this state, the second clutch C2 can be quickly engaged, so that the driving force from the motor 3 to the output shaft 50 before the first clutch C1 is engaged. Will be able to communicate.

The vehicle drive device according to the present disclosure can be applied to, for example, a vehicle drive device provided with a rotary electric machine and a stepped speed change mechanism mounted on a vehicle such as an automobile.

2 ... Vehicle drive device, 3 ... Motor (rotary electric machine), 4 ... Automatic transmission (stepped transmission mechanism), 5 ... ECU (control device), 40 ... Input shaft (input member), 50 ... Output shaft (output) Member), 70 ... Front wheel (wheel), C1 ... 1st clutch (engagement clutch, 1st engagement element, 3rd engagement element), C2 ... 2nd clutch (friction clutch, 2nd engagement element)

Claims

A rotating electric machine having a stator and a rotor,
It has an input member driven and connected to the rotor of the rotary electric machine, an output member driven and connected to the wheel, a first engaging element composed of a meshing clutch, and a second engaging element composed of a friction clutch. The first gear is formed by putting the first engaging element into the engaged state and the second engaging element into the released state, and the first engaging element is put into the released state and the second engagement is made. By putting the combined element in the engaged state, a second shift stage, which is a higher speed than the first shift stage, is formed, and by putting the first engaging element and the second engaging element in the released state, the neutral stage is formed. A stepped speed change mechanism that shifts the rotation input to the input member and outputs the output from the output member when either the first shift stage or the second shift stage is formed in a state.
A control device that sets the second engaging element in the state immediately before engagement in the neutral state when the second gear is downshifted from the second gear to the first gear while traveling on the coast. , A vehicle drive device.
In the case where the control device shifts down from the second shift stage to the first shift stage through the neutral state while traveling on the coast.
The vehicle according to claim 1, wherein when the accelerator opening signal is turned on in the neutral state, the second engaging element is brought into a sliding engaging state and the driving force is transmitted from the rotary electric machine to the output member. Drive device.
In the case where the control device shifts down from the second shift stage to the first shift stage through the neutral state while traveling on the coast.
In the neutral state, after controlling the rotation speed of the rotary electric machine to approach the synchronous rotation speed synchronized with the rotation speed at the first shift stage, the first engaging element is put into the engagement state, and then The vehicle drive device according to claim 1 or 2, wherein the second engaging element is switched to the released state.
In the case where the control device shifts down from the second shift stage to the first shift stage through the neutral state while traveling on the coast.
In the neutral state, when the accelerator opening signal is in the off state, the rotation speed of the rotary electric machine is set to the first shift stage while the state immediately before the engagement of the second engaging element is maintained. One of claims 1 to 3, wherein the first engaging element is brought into an engaged state after being controlled to approach a synchronous rotation speed synchronized with the rotation speed, and then the second engaging element is switched to an released state. Vehicle drive device according to.
The stepped speed change mechanism comprises a meshing clutch, and is in an engaged state when the first engaging element is in an engaged state, and is in an engaged state and released when the first engaging element is in the released state. Has a third engaging element that can be switched between states
The second shift stage is formed by putting the first engaging element into the released state and putting the third engaging element into the engaged state.
The control device is traveling on the coast with the third engaging element in the engaged state and the first engaging element and the second engaging element in the released state to form the second shift stage. In the case of downshifting to the first shift stage through the neutral state, the third engaging element is released after the second engaging element is brought into the state immediately before engagement, so that the neutral state is reached. The vehicle drive device according to any one of claims 1 to 4.