WO2012108001A1 - Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière - Google Patents

Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière Download PDF

Info

Publication number
WO2012108001A1
WO2012108001A1 PCT/JP2011/052644 JP2011052644W WO2012108001A1 WO 2012108001 A1 WO2012108001 A1 WO 2012108001A1 JP 2011052644 W JP2011052644 W JP 2011052644W WO 2012108001 A1 WO2012108001 A1 WO 2012108001A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
regenerative braking
wheel
vehicle
electric motor
Prior art date
Application number
PCT/JP2011/052644
Other languages
English (en)
Japanese (ja)
Inventor
矢野　雅也
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/052644 priority Critical patent/WO2012108001A1/fr
Publication of WO2012108001A1 publication Critical patent/WO2012108001A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • B60W10/14—Central differentials for dividing torque between front and rear axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a technique for controlling a regenerative braking torque of a motor in a vehicle drive device in which the motor is regeneratively operated by torque from a drive wheel.
  • the regenerative braking torque of the electric motor is transmitted to one of the front wheels and the rear wheels, and the electric motor is connected to the other of the front wheels and the rear wheels via a torque distribution device.
  • a drive control device for a front and rear wheel drive vehicle to which the regenerative braking torque is transmitted is well known.
  • the drive control apparatus for four-wheel drive vehicles of patent document 1 is the example.
  • the one wheel is a rear wheel
  • the other wheel is a front wheel
  • the torque distribution device is a clutch device in which transmission torque is changed according to engagement force. .
  • the drive control apparatus of the patent document 1 transmits a part of the regenerative braking torque of the motor to the front wheels by engaging the clutch device during regenerative operation of the motor, that is, during regenerative braking.
  • the fuel efficiency can be improved by the regenerative operation of the electric motor.
  • the fuel efficiency is a travel distance per unit fuel consumption
  • a reduction in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased. This definition of fuel consumption is the same throughout the specification.
  • JP 2010-149745 A Japanese Patent Laid-Open No. 2005-082048
  • the present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a drive control device capable of improving the stability of vehicle behavior during regenerative braking of front and rear wheel drive vehicles. is there.
  • the gist of the present invention is that (a) during regenerative braking in front and rear wheel drive traveling, the regenerative braking torque of the motor is transmitted to one of the front wheels and the rear wheels, and the front wheels And a drive control device for front and rear wheel drive vehicles in which the regenerative braking torque of the electric motor is transmitted to the other of the rear wheels via a torque distribution device, and (b) torque transmission of the torque distribution device
  • the torque transmission is limited
  • the regenerative braking torque of the electric motor is set to be smaller than that when the torque distribution device of the torque distribution device is limited.
  • the distribution ratio of the regenerative braking torque of the motor transmitted to the other wheel is lower than when the non-torque transmission is limited, while the torque transmission is transmitted to the one wheel. Since the regenerative braking torque distribution ratio is increased, if the regenerative braking torque does not change from that at the time of non-torque transmission restriction, the one wheel slips and the vehicle behavior tends to become unstable. Since the regenerative braking torque is made smaller than that when the non-torque transmission is limited, the regenerative braking torque of the motor is generated without considering the torque transmission limitation of the torque distribution device. The stability of vehicle behavior can be improved during regenerative braking.
  • the torque distribution device may increase or decrease the transmission torque to the other wheel continuously or stepwise.
  • the torque distribution device is a power interrupting device that selectively sets the transmission torque to zero. There is no problem.
  • the temperature of the torque distribution device is equal to or higher than a predetermined torque distribution device temperature determination value. In this way, it is possible to easily determine whether or not the torque transmission is limited by detecting the temperature of the torque distribution device.
  • the regenerative braking torque of the electric motor is limited to a predetermined maximum allowable regenerative braking torque, or (b) the maximum allowable regenerative braking torque is set to the non-torque when the torque transmission is limited.
  • the regenerative braking torque of the motor is made smaller when the torque transmission is restricted than when the non-torque transmission is restricted. In this case, the regenerative braking torque of the electric motor can be easily reduced by changing the setting of the maximum allowable regenerative braking torque.
  • the maximum allowable regenerative braking torque is set so that the regenerative braking torque of the electric motor is not transmitted to the other wheel, so that the slip of the one wheel does not occur.
  • the regenerative braking torque of the electric motor is limited to the same magnitude as that of a two-wheel drive vehicle that travels by driving only the one wheel, the slip of one wheel is sufficiently suppressed.
  • sufficient stability of vehicle behavior can be secured.
  • FIG. 2 is a skeleton diagram for explaining a configuration of a power transmission device and a transfer provided in the part-time four-wheel drive vehicle of FIG. 1. It is a functional block diagram for demonstrating the principal part of the control function with which the electronic control apparatus shown in FIG. 1 was equipped. It is a figure showing the relationship between the maximum torque capacity and coupling temperature of the control coupling apparatus shown in FIG.
  • FIG. 2 is a flowchart for explaining a main part of a control operation of the electronic control device shown in FIG. 1, that is, a control operation for generating a vehicle braking force when a part-time four-wheel drive vehicle performs regenerative braking traveling.
  • FIG. 7 is a flowchart for explaining the main part of the control operation of the electronic control device shown in FIG. 1 together with FIG. 6, and is a flowchart showing a subroutine executed in step SA ⁇ b> 3 of FIG. 6. It is the figure which showed an example of the electric vehicle which remove
  • FIG. 1 shows a vehicle drive device 8 provided in a part-time four-wheel drive vehicle 6 (hereinafter referred to as a vehicle 6) that is a front and rear wheel drive vehicle to which the present invention is applied, and an electronic control device for controlling the vehicle drive device 8.
  • 10 is a diagram for explaining 10.
  • the electronic control device 10 corresponds to the drive control device in the present invention.
  • the vehicle drive device 8 of the present embodiment is suitably used for a hybrid vehicle that employs a part-time 4WD system based on a front engine rear wheel drive system (FR).
  • FR front engine rear wheel drive system
  • a vehicle 6 includes an electronic control device 10, a vehicle drive device 8 including an engine 12 and a power transmission device 14, a transfer 16, a front propeller shaft 18, and a front wheel differential gear device. 20, a pair of front wheel axles 22, a rear propeller shaft 24, a rear wheel differential gear device 26, a pair of rear wheel axles 28, a pair of front wheel front drive wheels 30, and a front drive wheel 30 thereof. And a rear drive wheel 32 which is a pair of rear wheels having the same wheel diameter.
  • a driving force (driving torque) generated by an engine 12 that is an internal combustion engine such as a gasoline engine or a diesel engine is transmitted to a transfer 16 via a power transmission device 14.
  • the driving force transmitted to the transfer 16 is distributed to the front propeller shaft 18 and the rear propeller shaft 24.
  • the driving force transmitted to the front propeller shaft 18 is transmitted to the pair of left and right front drive wheels 30 via the front wheel differential gear unit 20 and the front wheel axle 22.
  • the driving force transmitted to the rear propeller shaft 24 is transmitted to the pair of left and right rear driving wheels 32 via the rear wheel differential gear device 26 and the rear wheel axle 28.
  • the front-wheel differential gear device 20 and the rear-wheel differential gear device 26 are well-known so-called bevel gear types, and a pair of left and right front wheel axles 22 and rear wheel axles 28 while allowing a difference in rotation. Are driven to rotate.
  • the front drive wheel 30 corresponds to the other wheel of the present invention
  • the rear drive wheel 32 corresponds to one wheel of the present invention.
  • FIG. 2 is a skeleton diagram for explaining the configuration of the power transmission device 14 and the transfer 16 shown in FIG.
  • the power transmission device 14 includes an input shaft 36 connected to the crankshaft of the engine 12, a power distribution mechanism 46 connected to the input shaft 36, and power to the power distribution mechanism 46 in the transmission case 34.
  • the first electric motor M1 that is connected so as to be able to transmit and controls the differential state of the power distribution mechanism 46, and the second electric motor M2 that is connected to the output shaft 44 so as to rotate integrally with the output shaft 44 are shared. It is equipped on the axis RC1.
  • the power transmission device 14 is an electric that continuously changes a speed ratio ⁇ 0 (rotational speed Nin of the input shaft 36 / rotational speed Nout of the output shaft 44), which is a rotational speed ratio of the output shaft 44 to the input shaft 36. It functions as a continuously variable transmission.
  • the output shaft 44 is an output side rotation member of the power transmission device 14, but also corresponds to an input side rotation member of the transfer 16.
  • the power distribution mechanism 46 includes a sun gear S0 connected to the first electric motor M1, a planetary gear P0, a carrier CA0 connected to the input shaft 36 and supporting the planetary gear P0 so as to rotate and revolve, and a planetary gear.
  • the first electric motor M1 and the second electric motor M2 (hereinafter referred to as the electric motor M when not particularly distinguished) selectively function as an electric motor that generates driving torque and function as a generator that generates regenerative torque.
  • the rotating machine is configured by, for example, an AC synchronous motor generator.
  • a power storage device 50 that is a battery and an inverter 48 for controlling the motors M1 and M2 are provided in the vehicle drive device 8 (see FIG.
  • the first electric motor M1 and the second electric motor M2 is connected to be able to exchange electric power with each other.
  • Each of the first electric motor M1 and the second electric motor M2 is controlled by the electronic control device 10 via the inverter 48, generates electric energy by regenerative operation, and stores (charges) the electric energy in, for example, the power storage device 50.
  • the second electric motor M2 is transmitted from one or both of the front drive wheels 30 and the rear drive wheels 32 during coasting when the accelerator is off (coast driving) or when the vehicle is braked by operating the brake pedal 96. A regenerative operation for converting the kinetic energy of the vehicle 6 into electrical energy is performed.
  • the second electric motor M2 corresponds to the electric motor that generates the regenerative braking torque in the present invention. Since the power transmission device 14 is configured symmetrically with respect to the axis RC1, the lower side is omitted in the skeleton diagram of FIG. In this embodiment, the rotational speed Nin of the input shaft 36 is the same as the engine rotational speed Ne because the input shaft 36 is connected in series to the crankshaft of the engine 12.
  • the output of the engine 12 is distributed to the first electric motor M1 and the output shaft 44, and at the same time, a part of the distributed output of the engine 12 is stored with the electric energy generated from the first electric motor M1, or the second electric motor. M2 is driven to rotate.
  • the rotation speed of the first electric motor M1 is controlled so that the rotation of the output shaft 44 is continuously changed regardless of the predetermined rotation of the engine 12, whereby the speed ratio ⁇ 0 of the power distribution mechanism 46 is increased from the minimum value ⁇ 0min to the maximum.
  • a continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed to the value ⁇ 0max is set.
  • the transfer 16 distributes the driving force output from the power transmission device 14 to the front propeller shaft 18 and the rear propeller shaft 24.
  • the transfer 16 according to the present embodiment is provided between a transmission device 52 for transmitting torque between the output shaft 44 and the front propeller shaft 18, and between the output shaft 44 and the front propeller shaft 18.
  • a control coupling device 54 that restricts the rotation and controls the front-rear driving force distribution.
  • the control coupling device 54 corresponds to the torque distribution device according to the present invention.
  • the transmission device 52 is interposed between the drive gear 56 connected to the output shaft 44, the driven gear 60 that is an input rotation member of the control coupling device 54, and the drive gear 56 and the driven gear 60. And an intermediate gear 62 for transmitting power between 56 and 60.
  • the control coupling device 54 is, for example, a so-called friction engagement device that transmits torque by friction, that is, a friction clutch.
  • the control coupling device 54 includes a wet multi-plate type hydraulic friction engagement device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, and both sides on which both are inserted.
  • the rotating member, that is, the driven gear 60 and the coupling output shaft 64 connected in series to the front propeller shaft 18 are selectively connected.
  • the hydraulic pressure (engagement pressure) of the hydraulic oil supplied to the hydraulic actuator is adjusted by the electronic control device 10 shown in FIG. ) Is continuously changed.
  • the torque distribution ratio between the front drive wheel 30 and the rear drive wheel 32 is 0 (front drive wheel): 100 (rear drive wheel) to 50 (front drive wheel). : 50 (rear drive wheel) is continuously controlled.
  • the control coupling device 54 when the control coupling device 54 is fully engaged, the driven gear 60 and the coupling output shaft 64 rotate integrally, and when the control coupling device 54 is half-engaged.
  • the torque transmitted from the output shaft 44 of the power transmission device 14 to the front propeller shaft 18 changes according to the engagement force.
  • the control coupling device 54 is disengaged, that is, released, torque transmission between the driven gear 60 and the coupling output shaft 64 is interrupted, and the output torque from the power transmission device 14 is the rear propeller. It is transmitted only to the shaft 24. That is, the vehicle 6 is in a two-wheel drive state by the rear drive wheels 32.
  • the control coupling device 54 functions as a torque distribution device that distributes the output torque from the power transmission device 14 to the front drive wheels 30 and the rear drive wheels 32.
  • the control coupling device 54 functions as a torque distribution device that distributes the output torque from the power transmission device 14 to the front drive wheels 30 and the rear drive wheels 32.
  • the regenerative braking torque Tgr of the second electric motor M2 is transmitted to the rear drive wheel 32 and the front drive wheel 30 is connected to the front drive wheel 30 via the control coupling device 54.
  • the regenerative braking torque Tgr of the second electric motor M2 is transmitted.
  • the vehicle 6 applies a braking torque to the front drive wheel 30 that generates a braking torque on the front drive wheel 30 according to the supplied hydraulic pressure, and to the rear drive wheel 32 according to the supplied hydraulic pressure.
  • a rear wheel hydraulic brake 92 is generated, and a brake hydraulic control circuit 94 that supplies hydraulic pressure to the front wheel hydraulic brake 90 and the rear wheel hydraulic brake 92 is provided.
  • the brake hydraulic control circuit 94 includes, for example, a hydraulic pump and an accumulator that generate hydraulic pressure to perform ABS control and VSC control, and an electromagnetic valve that adjusts the hydraulic pressure supplied to each hydraulic brake 90 and 92 independently, such as a linear solenoid valve.
  • the electronic control device 10 supplies the hydraulic pressure generated by the master cylinder 98 or the hydraulic pressure generated by the hydraulic pump in accordance with the brake depression force F BR of the brake pedal 96 and the brake depression speed SPD BR by the driver. Is supplied to each of the hydraulic brakes 90 and 92 according to a command from, and the supplied hydraulic pressure is controlled.
  • the braking torque generated on the front drive wheel 30 and the rear drive wheel 32 by the front wheel hydraulic brake 90 and the rear wheel hydraulic brake 92, respectively, is supplied from the brake hydraulic control circuit 94 to the front wheel hydraulic brake 90 and the rear wheel hydraulic brake 92.
  • the hydraulic pressure can be increased or decreased according to the hydraulic pressure supplied to each.
  • the electronic control device 10 is a control device for controlling the operation of the vehicle drive device 8 and the brake hydraulic pressure control circuit 94.
  • the electronic control device 10 includes a plurality of so-called microcomputers including a CPU, a ROM, a RAM, an input / output interface, and the like.
  • the electronic control device 10 uses a temporary storage function of the RAM, and signals according to a program stored in the ROM in advance.
  • Various controls are executed by performing the processing.
  • the various controls include, for example, hybrid drive control that calculates the required outputs of the engine 12 and the electric motor M and gives commands to each device so that the required outputs are obtained, and the engine output that controls the output of the engine according to the commands.
  • Control motor output control for controlling the operation of the motor M as a driving force source or generator according to the command, and front / rear driving force distribution control for controlling the torque capacity of the control coupling device 54 to control the front / rear driving force distribution and so on.
  • the electronic control device 10 is supplied with various signals from sensors and switches provided in the vehicle. For example, a signal representing the engine rotational speed Ne from the engine rotational speed sensor 100, a signal representing the rotational speed Nout of the output shaft 44 corresponding to the vehicle speed V from the output shaft rotational speed sensor 102, and a first motor from the first motor rotational speed sensor 104 A signal representing a rotation speed N M1 of M1 (hereinafter referred to as a first motor rotation speed N M1 ), a rotation speed N M2 of the second motor M2 from the second motor rotation speed sensor 106 (hereinafter referred to as a second motor rotation speed N M2 ).
  • a signal representing the rotation speed Nf of the front drive wheel 30 (hereinafter referred to as front wheel rotation speed Nf) from the front wheel rotation speed sensor 108, and a rotation speed Nr (hereinafter referred to as rear wheel rotation speed sensor 110) of the rear wheel rotation speed sensor 110.
  • a command signal for controlling the output of the engine 12 for example, a command signal for controlling the operation of the electric motor M, a command signal for controlling the operation of the control coupling device 54, brake hydraulic pressure
  • Various signals such as a command signal for controlling the operation of the control circuit 94 are output.
  • FIG. 3 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 10.
  • the electronic control unit 10 includes a hybrid control unit 120 as a hybrid control unit, a regenerative braking travel determination unit 122 as a regenerative braking travel determination unit, and a vehicle braking force determination unit as a vehicle braking force determination unit.
  • a required charging amount determining unit 126 as a required charging amount determining unit
  • a torque transmission limit determining unit 128 as a torque transmission limit determining unit
  • a maximum allowable regenerative braking torque setting unit 130 as a maximum allowable regenerative braking torque setting unit.
  • a regenerative braking torque determining unit 132 as a regenerative braking torque determining unit
  • a front and rear wheel torque distribution control unit 134 as a front and rear wheel torque distribution control unit
  • a vehicle braking execution unit 136 as a vehicle braking execution unit.
  • the hybrid control means 120 controls the operation of the engine 12 and the electric motor M based on various signals supplied to the electronic control device 10 from each sensor, switch, and the like. For example, while instructing the engine output control device 121 to operate the engine 12 in an efficient operating range, the distribution of the driving force between the engine 12 and the second electric motor M2 and the reaction force due to the power generation of the first electric motor M1 The speed ratio ⁇ 0 as an electric continuously variable transmission of the power transmission device 14 is controlled by changing it optimally. Further, when the regenerative braking travel determining means 122 described later determines that the regenerative braking traveling should be performed, the hybrid control means 120 sets the first electric motor M1 in the idling state and transmits power from the input shaft 36 to the output shaft 44. While shutting off, the engine 12 is temporarily stopped to improve fuel consumption.
  • the regenerative braking travel determination means 122 determines whether or not to perform decelerating travel that causes the vehicle 6 to travel while decelerating, that is, regenerative braking travel that brakes the vehicle 6 while regenerating the second electric motor M2. Specifically, the regenerative braking travel determination unit 122 determines whether or not to perform the regenerative braking travel based on the vehicle speed V, the accelerator opening degree Acc, and the like. For example, the regenerative braking is performed when the vehicle speed V is equal to or higher than the determination reference vehicle speed stored in the electronic control device 10 in advance and the accelerator opening Acc is less than the determination reference accelerator opening stored in the electronic control device 10 in advance. Judge that it should run.
  • the determination reference accelerator opening is experimentally set to such a small opening that it can be determined that the accelerator pedal is not depressed, for example.
  • the determination reference vehicle speed is experimentally set to a vehicle speed V at which it can be determined that applying a braking force equal to or higher than an engine brake in a normal engine vehicle is in line with the driver's intention.
  • the vehicle braking force determination unit 124 determines a target vehicle braking force that is a target value of the vehicle braking force F VL in the regenerative braking travel.
  • F VL * is sequentially determined. From the target vehicle braking force F VL * is made vehicle braking along the intention of the driver driving performance and driving comfort relationships predetermined experimentally so as not to impair, the vehicle speed V, the brake pressing force F BR, And the brake depression speed SPD BR and the like. For example, the target vehicle braking force F VL * is determined to increase as the brake depression force F BR increases.
  • the requested charge amount determining means 126 sequentially detects the remaining charge SOC of the power storage device 50, and based on the remaining charge SOC determined in advance from an experimentally determined relationship, The required charging amount to be charged, that is, the generated power to be generated by the regenerative operation of the second electric motor M2, is sequentially determined. For example, the requested charge amount determining unit 126 determines the generated power to be generated by the second electric motor M2 as the remaining charge SOC of the power storage device 50 is lower.
  • the torque transmission restriction determining means 128 determines whether or not the control coupling device 54 is in a torque transmission restricted state in which torque transmission of the control coupling device 54 is restricted from a predetermined normal use, that is, the control coupling device. It is determined whether or not the torque transmission is limited when the torque transmission is limited more than the predetermined normal use. Since the control coupling device 54 is in the torque transmission limit state at a high temperature, specifically, the torque transmission limit determination means 128 sequentially detects the coupling temperature TEMP CP , and the coupling temperature TEMP CP is Then, it is sequentially determined whether or not it is equal to or greater than a predetermined coupling temperature determination value TEMP1 so that it can be determined whether or not the torque transmission of the control coupling device 54 is limited.
  • the torque transmission restriction determination unit 128 determines that the torque transmission restriction of the control coupling device 54 is in effect when the coupling temperature TEMP CP is equal to or higher than the coupling temperature determination value TEMP1. On the other hand, when the coupling temperature TEMP CP is less than the coupling temperature determination value TEMP1, it is determined that the non-torque transmission limit of the control coupling device 54, that is, the predetermined normal use time.
  • the coupling temperature determination value TEMP1 corresponds to the torque distribution device temperature determination value of the present invention.
  • FIG. 4 shows the relationship between the maximum torque capacity and the coupling temperature TEMP CP .
  • the maximum torque capacity of the control coupling device 54 tends to decrease as the coupling temperature TEMP CP is higher, and the predetermined common use shown by being surrounded by a two-dot chain line L01 in FIG.
  • the rate of decrease of the maximum torque capacity with respect to the coupling temperature TEMP CP is small.
  • the control coupling device 54 is normally used in the normal temperature range, but when the coupling temperature TEMP CP exceeds the use limit temperature TEMP1, the control coupling device 54 causes the torque from the engine 12 or the electric motor M to be used. Is not transmitted to the front drive wheels 30 and the torque transmission is limited. In this case, for example, the vehicle 6 is equivalent to a rear wheel drive vehicle that exclusively exhibits the driving force by the rear drive wheels 32. Therefore, the use limit temperature TEMP1 is experimentally obtained in advance, and the use limit temperature TEMP1 is preset as the coupling temperature determination value TEMP1.
  • Maximum allowable regenerative braking torque setting means 130 when the vehicle braking force determining means 124 determines a target vehicle braking force F VL *, the upper limit allowable value of the regenerative braking torque Tgr generated by the regenerative operation of the second electric motor M2 T1GR
  • the maximum allowable regenerative braking torque T1gr is sequentially set.
  • the maximum permissible regenerative braking torque T1gr is intended to be set larger as the brake pedal force F BR is large, for improving the fuel efficiency is the maximum allowable regenerative so that it can regenerate more electrical energy the second electric motor M2
  • the braking torque T1gr is preferably set large.
  • the setting condition of the maximum allowable regenerative braking torque T1gr differs depending on the determination of the torque transmission limit determination means 128. That is, if the maximum allowable regenerative braking torque setting means 130 determines that the non-torque transmission limit of the control coupling device 54 is determined by the torque transmission restriction determination means 128, the regenerative braking torque Tgr is equal to the front drive wheel 30.
  • the front drive wheel 30 and the rear drive are assumed to be transmitted to each of the rear drive wheels 32 at a predetermined torque distribution ratio, for example, “50 (front drive wheel): 50 (rear drive wheel)”.
  • the maximum allowable regenerative braking torque T1gr of the second electric motor M2 is set so that each slip of the wheel 32 does not occur.
  • the vehicle speed V, the brake pedaling force F BR , and the brake are determined based on a relationship that is experimentally determined in advance so that the slip of the front drive wheel 30 and the rear drive wheel 32 does not occur under the predetermined torque distribution ratio.
  • the maximum allowable regenerative braking torque T1gr is set based on the stepping speed SPD BR and the like.
  • the regenerative braking torque Tgr is The maximum allowable regenerative braking torque T1gr of the second electric motor M2 is set so that the rear drive wheel 32 does not slip, assuming that it is transmitted only to the drive wheel 32 and not to the front drive wheel 30.
  • the vehicle speed V and the brake pedal force F BR are determined based on a relationship that is experimentally determined in advance so that the regenerative braking torque Tgr is transmitted only to the rear drive wheel 32 so that the rear drive wheel 32 does not slip.
  • the maximum allowable regenerative braking torque T1gr is set based on the brake depression speed SPD BR and the like. However, the maximum allowable regenerative braking torque setting means 130 determines whether or not the target vehicle control determined by the vehicle braking force determination means 124 regardless of whether the torque transmission limit of the control coupling device 54 or the non-torque transmission limit.
  • the maximum allowable regenerative braking torque T1gr of the second electric motor M2 is set within a range equal to or less than the torque (target vehicle braking force conversion torque) obtained by converting the power F VL * into the torque around the output shaft 44.
  • the maximum allowable regenerative braking torque T1gr set based on the relationship determined experimentally in advance exceeds the target vehicle braking force conversion torque, the maximum allowable regenerative braking torque T1gr is equal to the target vehicle braking force conversion torque. Set to the same value. Since the maximum allowable regenerative braking torque T1gr so is in the range of less than the target vehicle braking force conversion torque, the maximum allowable regenerative braking torque T1gr, the target vehicle braking force F VL * similarly to driving performance and driving comfort It is set so as not to impair the performance.
  • the maximum allowable regenerative braking torque setting means 130 sets the maximum allowable regenerative braking torque T1gr as described above for the non-torque transmission restriction and the torque transmission restriction of the control coupling device 54, respectively.
  • the rear drive wheel 32 slips more when Tgr is transmitted only to the rear drive wheel 32 than when the regenerative braking torque Tgr is transmitted to each of the front drive wheel 30 and the rear drive wheel 32. Since it is easy, the maximum allowable regenerative braking torque setting means 130 sets the maximum allowable regenerative braking torque T1gr smaller than when the non-torque transmission is limited when the torque transmission is limited.
  • the maximum allowable regenerative braking torque T1gr when the torque transmission is limited is set to about half that when the non-torque transmission is limited.
  • the regenerative braking torque determining means 132 is configured so that when the maximum allowable regenerative braking torque setting means 130 sets the maximum allowable regenerative braking torque T1gr, the second required charging amount determined by the charging request amount determining means 126 is obtained.
  • the regenerative braking torque Tgr of the electric motor M2 is sequentially determined. However, the regenerative braking torque determining means 132 determines the regenerative braking torque Tgr within a range equal to or less than the maximum allowable regenerative braking torque T1gr determined by the maximum allowable regenerative braking torque setting means 130.
  • the regenerative braking torque determination means 132 limits the regenerative braking torque Tgr to the maximum allowable regenerative braking torque T1gr or less. For example, if the regenerative braking torque Tgr determined so as to obtain the required charging amount exceeds the maximum allowable regenerative braking torque T1gr, the regenerative braking torque Tgr is set to the same value as the maximum allowable regenerative braking torque T1gr. .
  • the regenerative braking torque determining means 132 limits the regenerative braking torque Tgr of the second electric motor M2 to the maximum allowable regenerative braking torque T1gr or less, and as described above, the maximum allowable regenerative braking torque T1gr when the torque transmission is limited is As a result, the regenerative braking torque determining unit 132 sets the regenerative braking torque Tgr smaller than that when the non-torque transmission is limited. It will be. In other words, when the maximum allowable regenerative braking torque setting means 130 sets the maximum allowable regenerative braking torque T1gr smaller than when the torque transmission is limited, the regenerative braking torque determination means 132 sets the torque transmission limit. Sometimes the regenerative braking torque Tgr is determined to be smaller than when the non-torque transmission is limited.
  • the front and rear wheel torque distribution control means 134 determines that the torque transmission restriction judgment means 128 determines that the non-torque transmission restriction of the control coupling device 54 is occurring.
  • the torque distribution ratio of the regenerative braking torque Tgr transmitted to each is sequentially determined, and the torque capacity of the control coupling device 54 is hydraulically controlled so that the determined torque distribution ratio is achieved.
  • the front-rear wheel torque distribution control means 134 is the same as the front-rear wheel drive control (four-wheel drive control, 4WD control) generally performed during front-rear wheel drive travel (four-wheel drive travel, 4WD travel).
  • the torque capacity of the control coupling device 54 is controlled based on the vehicle state so that the front drive wheel 30 and the rear drive wheel 32 do not slip or are unlikely to slip.
  • the front and rear wheel torque distribution control means 134 controls the torque capacity of the control coupling device 54 when it is determined by the torque transmission restriction determination means 128 that the torque transmission limit of the control coupling device 54 is present. Do not perform hydraulic control.
  • the vehicle braking execution unit 136 When the regenerative braking torque determining unit 132 determines the regenerative braking torque Tgr of the second electric motor M2, the vehicle braking execution unit 136 outputs the regenerative braking torque Tgr from the second electric motor M2.
  • the motor regenerative braking control for controlling the motor is executed. Furthermore, when the regenerative braking force Fgr generated by the regenerative braking control of the electric motor (regenerative braking torque Tgr converted into the braking force) is less than the target vehicle braking force FVL * determined by the vehicle braking force determination means 124.
  • the rear drive wheel of the side drive wheels 32 after of VL 32 Is controlled so that the relationship with the rear wheel braking force Femr exerted from the above approaches a predetermined ideal braking force distribution curve L0 BR (see FIG. 5). Therefore, in the hydraulic brake combined braking control, if the front and rear wheel torque distribution control means 134 changes the torque distribution ratio of the regenerative braking torque Tgr to the front drive wheels 30 and the rear drive wheels 32 by the hydraulic control of the control coupling device 54. The front wheel side mechanical braking force Fmf and the rear wheel side mechanical braking force Fmr are changed according to the change in the torque distribution ratio. This control will be described with reference to FIG. Note that the ideal braking force distribution curve L0 BR is experimentally determined in advance so as to stabilize the vehicle behavior during vehicle braking, and is stored in the electronic control unit 10.
  • FIG. 5 is a diagram illustrating the relationship between the front wheel braking force Femf and the rear wheel braking force Femr when the torque transmission is restricted and when the non-torque transmission is restricted.
  • the horizontal axis represents the front wheel braking force Femf
  • the vertical axis represents the rear wheel braking force Femr
  • the non-torque transmission restriction will be described.
  • the maximum allowable regenerative braking force F1gr obtained by converting the maximum permissible regenerative braking torque T1gr the braking force is the one configured to G 4WD.
  • the regenerative braking limit line which is a straight line L0 4WD connecting the G 4WD on G 4WD and the vertical axis on the horizontal axis in FIG. 5 represents the maximum allowable regenerative braking force F1gr during the non-torque transmission limited.
  • the regenerative braking limit line is a boundary line corresponding to the maximum allowable regenerative braking force F1gr and indicating the allowable limit of regenerative braking by the second electric motor M2. Specifically, the regenerative braking limit line will be described. If the regenerative braking force Fgr is determined in the regenerative braking possible region A0 4WD on the origin side in FIG. 5 with L0 4WD as a boundary, the regenerative braking torque Tgr is determined within the range of the maximum allowable regenerative braking torque T1gr or less. It will be. In FIG.
  • the regenerative braking point indicating the regenerative braking force Fgr when the regenerative braking torque Tgr is determined to be the same value as the maximum allowable regenerative braking torque T1gr when the non-torque transmission is limited is indicated as a point P0 4WD.
  • the sum of the front wheel braking force Femf (horizontal axis) indicated by the regenerative braking point P0 4WD and the rear wheel braking force Femr (vertical axis) is the regenerative braking force Fgr, and the front wheel braking force Femf (lateral) indicated by the regenerative braking point P0 4WD.
  • the ratio between the shaft) and the rear wheel braking force Femr (vertical axis) is determined according to the torque capacity of the control coupling device 54 controlled by the front and rear wheel torque distribution control means 134. Further, when the regenerative braking force Fgr showing the regenerative braking point P0 4WD is less than the target vehicle braking force F VL * is the execution of the hydraulic brake combination brake control, the front wheel braking force Femf and a rear wheel braking force Femr The mechanical braking force Fm is generated so that the relationship approaches the ideal braking force distribution curve L0 BR .
  • FIG. 5 shows an example of a relationship between the front wheel braking force Femf and the rear wheel braking force Femr in the hydraulic brake combined braking control when the non-torque transmission is limited as a point P1 4WD .
  • the difference between the point P1 4WD and the regenerative braking point P0 4WD in FIG. 5 indicates the front wheel side mechanical braking force Fmf and the rear wheel side mechanical braking force Fmr.
  • the regenerative braking limit line of the straight line L0 FR connecting the G FR on G FR and the vertical axis on the horizontal axis in FIG. 5 represents the maximum allowable regenerative braking force F1gr when the torque transfer limit.
  • the regenerative braking force Fgr is determined within the regenerative braking possible region A0 FR on the origin side in FIG. 5 with the regenerative braking limit line L0 FR as a boundary
  • the regenerative braking torque Tgr is the maximum allowable regenerative braking. It is determined within the range of torque T1gr or less.
  • the regenerative braking point indicating the regenerative braking force Fgr when the regenerative braking torque Tgr is determined to be the same value as the maximum allowable regenerative braking torque T1gr when the torque transmission is limited is shown as a point P0 FR .
  • the traveling state of the vehicle 6 when the torque transmission is limited is the FR traveling state or a traveling state equivalent thereto
  • the front wheel braking force Femf (horizontal axis) indicated by the regenerative braking point P0 FR is zero or substantially zero.
  • the regenerative braking point P0 FR is on the vertical axis or substantially on the vertical axis.
  • FIG. 5 shows an example of the relationship between the front wheel braking force Femf and the rear wheel braking force Femr in the hydraulic brake combined braking control when the torque transmission is limited as a point P1 FR .
  • the hydraulic brake combination brake control in the same manner as when the non-torque transmission limited, in FIG.
  • the horizontal axis direction of the difference DF01 FR between the point P1 FR regenerative braking point P0 FR is a front-wheel-side mechanical braking force Fmf
  • the difference DF02 FR in the vertical axis direction between the point P1 FR and the regenerative braking point P0 FR represents the rear wheel side mechanical braking force Fmr.
  • FIGS. 6 and 7 are flowcharts for explaining a main part of the control operation of the electronic control unit 10, that is, a control operation for generating the vehicle braking force FVL when the vehicle 6 performs regenerative braking traveling.
  • the flowchart of FIG. 6 is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds, and the flowchart of FIG. 7 is executed at step (hereinafter, “step” is omitted) SA3 of FIG. It is a subroutine.
  • the regenerative braking travel is performed.
  • the vehicle braking force F VL is controlled to coincide with the target vehicle braking force F VL * while the regenerative operation of the second electric motor M2 is performed during vehicle travel.
  • the flowchart of FIG. 7 is executed.
  • SA3 ends. Therefore, the flowchart of FIG. 6 ends and is executed again from SA1.
  • the remaining charge SOC of the power storage device 50 is detected, and the state of the remaining charge SOC is determined.
  • the generated power to be generated by the second electric motor M2 in the regenerative braking traveling is determined based on the remaining charge SOC of the power storage device 50.
  • the generated power is determined to be larger as the remaining charge SOC of the power storage device 50 is lower.
  • the regenerative braking torque Tgr of the second electric motor M2 determined in SB4 or SB8 described later increases as the generated power increases. That is, the regenerative braking torque Tgr increases as the remaining charge SOC of the power storage device 50 decreases.
  • SB1 corresponds to the charge request amount determination unit 126.
  • a state determination is made as to whether the 4WD system for performing the four-wheel drive traveling normally operates without any restriction. Specifically, it is determined whether or not the control coupling device 54 is normal, in other words, whether or not the non-torque transmission limit of the control coupling device 54 is in effect. The determination is made based on the coupling temperature TEMP CP . That is, when the coupling temperature TEMP CP is lower than the coupling temperature determination value TEMP1, it is determined that the non-torque transmission limit of the control coupling device 54 is being reached.
  • the regenerative braking torque Tgr is transmitted to each of the front drive wheels 30 and the rear drive wheels 32 at a predetermined torque distribution ratio, in other words, regenerative braking.
  • the maximum allowable regenerative braking torque T1gr is set to each of the front drive wheel 30 and the rear drive wheel 32. Is set so that no slip occurs.
  • the maximum allowable regenerative braking torque T1gr is set within the range of the target vehicle braking force conversion torque below corresponding to SA2 target vehicle braking force F VL * determined in the FIG. After SB3, the process proceeds to SB4.
  • the regenerative braking torque Tgr of the second electric motor M2 is determined (set) so as to obtain the generated power determined in SB1.
  • the regenerative braking torque Tgr is limited to the maximum allowable regenerative braking torque T1gr set in SB3. After SB4, the process proceeds to SB5.
  • SB5 the vehicle state represented by the slip ratio of the rear drive wheel 32 is determined. In other words, such a vehicle state is detected or estimated. For example, the ease of slipping of the wheels 30 and 32 such as road surface conditions is determined. After SB5, the process proceeds to SB6.
  • the torque distribution ratio of the regenerative braking torque Tgr transmitted to each of the front drive wheels 30 and the rear drive wheels 32 is determined based on the vehicle state determined in SB5. Then, hydraulic control for controlling the torque capacity of the control coupling device 54 is performed so that the determined torque distribution ratio is achieved. As a result, the regenerative braking torque Tgr is also distributed to the front drive wheels 30. SB5 and SB6 correspond to the front and rear wheel torque distribution control means 134.
  • the regenerative braking torque Tgr is transmitted only to the rear drive wheel 32 and not to the front drive wheel 30, in other words, the regenerative braking torque Tgr is rear side.
  • the maximum allowable regenerative braking torque T1gr is set so that the rear drive wheels 32 do not slip. Therefore, as illustrated in the relationship of “G FR ⁇ G 4WD ” in FIG. 5, the maximum allowable regenerative braking torque T1gr is set when set at SB7 than when set at SB3. It will be set smaller.
  • the maximum allowable regenerative braking torque T1gr is set within a range of the target vehicle braking force conversion torque corresponding to the target vehicle braking force F VL * determined at SA2 of FIG. 6 Is done. After SB7, the process proceeds to SB8.
  • the regenerative braking torque Tgr of the second electric motor M2 is determined (set) so as to obtain the generated power determined in SB1.
  • the regenerative braking torque Tgr is limited to the maximum allowable regenerative braking torque T1gr set in SB7. After SB8, the process proceeds to SB9.
  • SB9 the regenerative braking force Fgr obtained by converting the regenerative braking torque Tgr determined at SB4 or SB8 in braking force, whether less than SA2 the target vehicle braking force F VL * determined in the FIG. 6 Is judged. If the determination in SB9 is affirmative, i.e., when the regenerative braking force Fgr is less than the target vehicle braking force F VL * proceeds to SB 10. On the other hand, if the determination at SB9 is negative, the operation proceeds to SB11.
  • the electric motor regenerative braking control for controlling the second electric motor M2 is executed such that the regenerative braking torque Tgr determined in SB4 or SB8 is output from the second electric motor M2.
  • the brake control combined with the hydraulic brake is executed by a command to the brake hydraulic control circuit 94.
  • the brake control combined with hydraulic brake 94 one or both of the front-wheel hydraulic brake 90 and the rear-wheel hydraulic brake 92 It is actuated so as to compensate for the shortage of the power Fgr with respect to the target vehicle braking force F VL *.
  • SB11 the electric motor regenerative braking control is executed so that the regenerative braking torque Tgr determined in SB4 or SB8 is output from the second electric motor M2.
  • the hydraulic brake combined braking control is not executed.
  • SB9 to SB11 correspond to the vehicle braking execution means 136.
  • the regenerative braking torque determination means 132 sets the regenerative braking torque Tgr of the second electric motor M2 when the torque transmission limit of the control coupling device 54 is less than when the non-torque transmission is limited. Set smaller. Further, if the regenerative braking torque Tgr of the second electric motor M2 is not different from that at the non-torque transmission limit when the torque transmission is restricted, the rear drive wheels 32 slip and the vehicle compared with the non-torque transmission restriction. The behavior tends to be unstable.
  • the stability of the vehicle behavior is improved during the regenerative braking of the vehicle 6 as compared with the case where the regenerative braking torque Tgr of the second electric motor M2 is generated without taking into account the torque transmission limitation of the control coupling device 54.
  • such an effect of the present embodiment becomes remarkable on a low ⁇ road where the friction coefficient of the wheels 30 and 32 against the road surface is small, such as an icy road.
  • the time when the torque transmission of the control coupling device 54 is limited is a case where the coupling temperature TEMP CP is equal to or higher than the predetermined coupling temperature determination value TEMP1. Therefore, by detecting the coupling temperature TEMP CP , it is possible to easily determine whether or not the torque transmission of the control coupling device 54 is limited.
  • the regenerative braking torque Tgr of the second electric motor M2 is limited to the maximum allowable regenerative braking torque T1gr or less, and the maximum allowable regenerative braking torque T1gr is set when the torque transmission is limited by the control coupling device 54.
  • the regenerative braking torque Tgr is determined to be smaller than that when the non-torque transmission is restricted by setting the torque smaller than when the non-torque transmission is restricted. Therefore, the regenerative braking torque of the electric motor can be easily reduced by changing the setting of the maximum allowable regenerative braking torque T1gr.
  • the regenerative braking torque setting unit 130 determines that the torque transmission limit of the control coupling device 54 is determined by the torque transmission limit determination unit 128, the regenerative braking is performed. Assuming that the torque Tgr is transmitted only to the rear drive wheel 32 and not to the front drive wheel 30, the maximum allowable regenerative braking torque T1gr of the second electric motor M2 is set so that the rear drive wheel 32 does not slip. . Accordingly, the regenerative braking torque Tgr of the second electric motor M2 is limited to a size equivalent to that of a two-wheel drive vehicle that travels by driving only the rear drive wheels 32, that is, a rear wheel drive vehicle, and is equivalent to that of a rear wheel drive vehicle. Since the torque distribution ratio of the front and rear wheels is the torque distribution ratio at which the rear drive wheels 32 are most likely to slip, the slip of the rear drive wheels 32 is sufficiently suppressed, and the stability of the vehicle behavior can be sufficiently ensured.
  • control coupling device 54 is constituted by a wet multi-plate hydraulic friction engagement device, but one or two bands wound around the outer peripheral surface of the rotating drum. It may be a band brake or the like whose one end is tightened by a hydraulic actuator, or may be a control coupling device constituted by an electromagnetic clutch or a magnetic powder clutch.
  • the torque transmission of the control coupling device 54 is limited when the torque transmission is limited more than a predetermined normal use.
  • it is made based on the ring temperature TEMP CP
  • it may be made based on a state quantity other than the coupling temperature TEMP CP .
  • the case of coupling failure in addition to the coupling temperature, abnormal noise, vibration, input / output speed difference, actuator stroke amount, in the case of hydraulic coupling, detection of hydraulic abnormality, electrical control coupling The case may be made based on short circuit detection or the like.
  • the vehicle drive device 8 includes the power distribution mechanism 46 and the first electric motor M1 as a differential mechanism.
  • the vehicle drive device 8 includes the first electric motor M1 and the power distribution mechanism 46.
  • it may be a drive device for a so-called parallel hybrid vehicle in which the engine 12, the clutch, the second electric motor M2, and the output shaft 44 are connected in series.
  • the said clutch between the engine 12 and the 2nd electric motor M2 is provided as needed, the structure for which the said drive device for parallel hybrid vehicles is not equipped with the clutch can also be considered.
  • the vehicle 6 includes the engine 12, the power distribution mechanism 46, and the first electric motor M1, but for example, as shown in FIG. 8, the engine 12, the power distribution mechanism 46, and the first electric motor.
  • a so-called electric vehicle that travels with the power from the second electric motor M2 without the M1 may be used.
  • the vehicle 6 is a four-wheel drive vehicle based on the rear wheel drive system, but may be a four-wheel drive vehicle based on the front wheel drive system.
  • the control coupling device 54 is not interposed between the transmission device 52 and the front drive wheel 30, and the transmission device 52 and the rear drive wheel 32 Intervened in between.
  • the front drive wheel 30 corresponds to one wheel of the present invention
  • the rear drive wheel 32 corresponds to the other wheel of the present invention.
  • the regenerative braking torque Tgr is transmitted only to the front drive wheel 30 and not to the rear drive wheel 32
  • the maximum allowable regenerative braking torque T1gr does not cause the front drive wheel 30 to slip. Is set as follows.
  • the ring gear R0 and the second electric motor M2 of the power distribution mechanism 46 are directly connected to the output shaft 44 of the power transmission device 14.
  • a manual transmission or an automatic transmission is used for the ring gear R0.
  • it may be interposed between the second electric motor M2 and the output shaft 44.
  • Vehicle (front and rear wheel drive vehicle) 10 Electronic control device (drive control device) 30: Front drive wheel (front wheel, other wheel) 32: Rear drive wheel (rear wheel, one wheel) 54: Control coupling device (torque distribution device) M2: Second electric motor (electric motor)

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif d'entraînement pour véhicule à traction avant et propulsion arrière capable d'améliorer la stabilité du comportement du véhicule pendant le freinage par récupération du véhicule à traction avant et propulsion arrière. Quand la transmission de couple est limitée par un dispositif de couplage de commande (54), un moyen de détermination (132) du couple de freinage par récupération règle le couple de freinage par récupération (Tgr) d'un second moteur électrique (M2) à une valeur inférieure à celle produite quand la transmission de couple n'est pas limitée. Quand la transmission de couple est limitée, si on ne modifie pas le couple de freinage par récupération (Tgr) du second moteur électrique (M2) par rapport à celui produit quand la transmission de couple n'est pas limitée, le comportement du véhicule a tendance à devenir instable par comparaison avec celui quand la transmission de couple n'est pas limitée parce que les roues motrices arrière (32) patinent. En conséquence, par comparaison avec le cas où le couple de freinage par récupération (Tgr) du second moteur électrique (M2) est produit sans prendre en considération quand la transmission de couple est limitée par le dispositif de couplage de commande (54), il est possible d'améliorer la stabilité du comportement du véhicule pendant le freinage par récupération du véhicule (6). Un tel effet devient important en particulier quand, par exemple, la route a un faible coefficient de friction.
PCT/JP2011/052644 2011-02-08 2011-02-08 Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière WO2012108001A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/052644 WO2012108001A1 (fr) 2011-02-08 2011-02-08 Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/052644 WO2012108001A1 (fr) 2011-02-08 2011-02-08 Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière

Publications (1)

Publication Number Publication Date
WO2012108001A1 true WO2012108001A1 (fr) 2012-08-16

Family

ID=46638244

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2011/052644 WO2012108001A1 (fr) 2011-02-08 2011-02-08 Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière

Country Status (1)

Country Link
WO (1) WO2012108001A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015085794A (ja) * 2013-10-30 2015-05-07 富士重工業株式会社 ４輪駆動形式ハイブリッド車の制御装置
CN108621804A (zh) * 2018-05-14 2018-10-09 浙江吉利控股集团有限公司 四轮独立电驱动车辆再生制动稳定控制方法、装置及车辆

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000166004A (ja) * 1998-11-25 2000-06-16 Toyota Motor Corp 車両の回生制動制御装置
JP2007276575A (ja) * 2006-04-04 2007-10-25 Toyota Motor Corp 車両の制御装置
JP2010241166A (ja) * 2009-04-01 2010-10-28 Nissan Motor Co Ltd 車両の四輪駆動制御装置及び四輪駆動制御方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000166004A (ja) * 1998-11-25 2000-06-16 Toyota Motor Corp 車両の回生制動制御装置
JP2007276575A (ja) * 2006-04-04 2007-10-25 Toyota Motor Corp 車両の制御装置
JP2010241166A (ja) * 2009-04-01 2010-10-28 Nissan Motor Co Ltd 車両の四輪駆動制御装置及び四輪駆動制御方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015085794A (ja) * 2013-10-30 2015-05-07 富士重工業株式会社 ４輪駆動形式ハイブリッド車の制御装置
CN108621804A (zh) * 2018-05-14 2018-10-09 浙江吉利控股集团有限公司 四轮独立电驱动车辆再生制动稳定控制方法、装置及车辆

Similar Documents

Publication Publication Date Title
US8700241B2 (en) Drive control device for standby four-wheel drive vehicle
US7216943B2 (en) Hybrid vehicle
JP4228085B2 (ja) 車両およびその制御方法、動力出力装置およびその制御方法、ならびに駆動装置およびその制御方法
CN100475596C (zh) 车辆再生制动控制设备及方法
JP4325615B2 (ja) ハイブリッド車両のエンジン停止制御装置
JP5310746B2 (ja) 四輪駆動車両用動力伝達装置の制御装置
WO2010058470A1 (fr) Module de commande de dispositif de transmission de puissance pour véhicule
WO2013062124A1 (fr) Dispositif de commande pour véhicule hybride
JP2004268901A (ja) 制動制御装置
US20100211280A1 (en) Regenerative braking control method for hybrid vehicles and/or four-wheel-drive vehicles and arrangement for vehicle using said method
KR101714238B1 (ko) 친환경자동차의 제동 제어 방법
JP2007060761A (ja) ハイブリッド車の減速度制御装置
JP2011011721A (ja) ハイブリッド電気自動車の制御装置
JP5348226B2 (ja) 車両の制動制御装置
JP2012091573A (ja) トルク制御装置及びトルク制御方法
US11590944B2 (en) Braking control device
JP2009214580A (ja) ハイブリッド車およびその制御方法
JP5977982B2 (ja) 車両用駆動装置
JP4285483B2 (ja) 車両およびその制御方法
WO2012108001A1 (fr) Dispositif d'entraînement pour véhicule à traction avant et propulsion arrière
JP2010241166A (ja) 車両の四輪駆動制御装置及び四輪駆動制御方法
JP2007296933A (ja) 車両およびその制御方法
JP3906826B2 (ja) ハイブリッド４輪駆動車の制御装置
JP4165344B2 (ja) 車両の制御装置
JP4136978B2 (ja) ハイブリッド車両の動力伝達装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11858226

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11858226

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP