WO2014091896A1 - 四輪駆動車両の駆動力配分制御装置 - Google Patents
四輪駆動車両の駆動力配分制御装置 Download PDFInfo
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- WO2014091896A1 WO2014091896A1 PCT/JP2013/081305 JP2013081305W WO2014091896A1 WO 2014091896 A1 WO2014091896 A1 WO 2014091896A1 JP 2013081305 W JP2013081305 W JP 2013081305W WO 2014091896 A1 WO2014091896 A1 WO 2014091896A1
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- driving force
- electric motor
- drive
- wheel
- command value
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- 230000005540 biological transmission Effects 0.000 claims abstract description 44
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- 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
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Definitions
- the present invention includes an engine and an electric motor as power sources, and an electric motor operating mode such as an electric travel mode (EV mode) using only the electric motor, a hybrid travel mode (HEV mode) using the engine and the electric motor, and the engine only
- EV mode electric travel mode
- HEV mode hybrid travel mode
- the present invention relates to a drive power distribution control device for a hybrid four-wheel drive vehicle having an electric motor inoperative mode such as the conventional travel mode (CONV mode).
- a driving force distribution control device for a four-wheel drive vehicle for example, the one described in Patent Document 1 is known.
- This proposed technology is not for hybrid four-wheel drive vehicles, but is a drive power distribution controller for general four-wheel drive vehicles equipped only with an engine as a motive power source, but the drive from the engine to the main drive wheels A portion of the driving force corresponding to the driving force distribution command value determined according to the estimated value of the driving force toward the main driving wheel can be transmitted to the driving force corresponding to the driving force distribution command value
- the hybrid four-wheel drive vehicle is equipped with an electric motor in addition to the engine as a power source, and the output torque estimation of the electric motor is indispensable in the electric motor operation mode such as the EV mode or HEV mode.
- the electric motor non-operation mode as described above, it is not necessary to estimate the output torque of the electric motor, and it is only necessary to estimate the output torque of the engine.
- the output torque estimation of the electric motor has higher response and higher accuracy than the output torque estimation of the engine, so the output torque (driving force) estimated value of the electric motor is more estimated than the output torque (driving force) estimated value of the engine It is accurate both constantly and transiently. Therefore, in the electric motor non-operation mode only by the engine, the estimated value of the power source output torque (main drive wheel drive force) is raised by a safety margin for compensation of the four wheel drive performance, and as a result, the drive force is distributed to the secondary drive wheels It is usual for the command value to be raised by the same amount.
- the four-wheel drive performance obtained despite the same condition differs between the electric motor operating mode and the electric motor non-operating mode of the hybrid four-wheel drive vehicle, causing a divergence between the two, and the electric motor operating mode There is a problem that the four-wheel drive performance is felt worse than in the motor non-operation mode.
- the output torque estimation value of the engine and / or the electric motor estimated as described above since the driving force estimation value to the main driving wheel is determined, and the driving force distribution command value to the driving wheel is determined based on the main driving wheel driving force estimation value to contribute to the engagement capacity control of the 4WD clutch, The deviation of the four-wheel drive performance raises the dissatisfaction that four-wheel drive performance equivalent to that obtained in the electric motor non-operation mode can not be obtained in the electric motor operation mode.
- the present invention solves this dissatisfaction by setting the driving force distribution command value to the above-mentioned secondary drive wheel in the electric motor operating mode to be larger than the driving force distribution command value to the secondary driving wheel in the electric motor non-operating mode.
- a four-wheel drive vehicle capable of eliminating the above-mentioned dissatisfaction by equalizing the four-wheel drive performance under the same conditions in both the electric motor operation mode and the electric motor non-operation mode by increasing and correcting it. It is an object of the present invention to propose a driving power distribution control device of
- the drive power distribution control device for a four-wheel drive vehicle is configured as follows. First, to explain the driving force distribution control device that is the premise, It has an engine and an electric motor as a power source, and has an electric motor operating mode in which the electric motor generates a driving force and an electric motor non-operating mode in which the electric motor does not generate a driving force as a traveling mode.
- the driving force corresponding to the driving force distribution command value determined according to the estimated value of the driving force toward the main driving wheel is equivalent to the driving force distribution command value It is made to make it go to a secondary drive wheel by the fastening means of four-wheel drive for which fastening volume control was possible so that the part for driving force could be transmitted.
- the drive force distribution control device for such a four-wheel drive vehicle is provided with the following drive wheel drive force distribution reference command value computing means and the following drive wheel drive force distribution command value computing means as follows. It is characterized by The former secondary drive wheel driving force distribution reference command value computing means obtains the driving force distribution reference command value to the secondary drive wheels from the estimated value of the driving force directed to the main drive wheels and the driving force reference distribution ratio. .
- the latter slave drive wheel drive force distribution command value computing means corrects the above-mentioned slave drive wheel drive force distribution reference command value by the correction amount for each of the electric motor operating mode and the electric motor non-operating mode. To determine the driving force distribution command value of The correction amount in the electric motor operation mode is made larger than the correction amount in the electric motor non-operation mode.
- the correction amount used when correcting the sub drive wheel drive power distribution reference command value to obtain the drive power distribution command value to the sub drive wheel By making the electric motor operating mode and the electric motor non-operating mode different, and making the correction amount in the electric motor operating mode larger than the correction amount in the electric motor non-operating mode, Since the estimation accuracy of the engine output torque (main drive wheel driving force) is low in the electric motor non-operation mode and the estimated value is raised by a safety margin for four-wheel drive performance compensation, under the same conditions, the electric motor operation mode The four-wheel drive performance can be made the same in the electric motor non-operation mode and the electric motor non-operation mode. As a result, the four-wheel drive performance does not feel worse in the electric motor operating mode than in the electric motor non-operating mode, and the conventional dissatisfaction can be resolved.
- FIG. 1 is a schematic plan view showing a powertrain of a hybrid four-wheel drive vehicle provided with a drive force distribution control device according to one embodiment of the present invention as viewed from above the vehicle. It is a block diagram according to function of a torque distribution controller in FIG.
- FIG. 3 is a graph showing a change characteristic of a rear wheel driving force distribution reference command value correction amount for each traveling mode used when calculating a rear wheel driving force distribution command value in FIG. 2. It is a flowchart which shows the control program of the block part which calculates a rear wheel driving force distribution instruction value in FIG.
- FIG. 1 is a schematic plan view showing a powertrain of a hybrid four-wheel drive vehicle provided with a drive power distribution control device according to one embodiment of the present invention, as viewed from above the vehicle, with 1 being one power source.
- An engine and an automatic transmission 2 are shown respectively, and an electric motor 3 which is the other power source is interposed between the engine 1 and the automatic transmission 2.
- the electric motor 3 comprises an annular stator 3a fixed in the motor housing and a rotor 3b concentrically disposed with a radial gap in the annular stator 3a.
- the rotor 3b is connected to the transmission input shaft 2a. Wear it.
- the transmission input shaft 2 a is detachably coupled to the engine 1 by the clutch 4.
- the output shaft of the automatic transmission 2 is coupled to the left and right front wheels (main drive wheels) 6L and 6R via a front differential gear device 5.
- the front differential gear unit 5 and the rear differential gear unit 8 between the left and right rear wheels (secondary drive wheels) 7L and 7R can be appropriately drive-coupled by a 4WD clutch (fastening means for four-wheel drive) 9 between them. .
- the electric travel mode (EV mode) and the hybrid travel mode (HEV mode) are electric motor operation modes since the electric motor 3 is operated.
- the conventional travel mode (CONV mode) is an electric motor non-operation mode because the electric motor 3 is not operated.
- the transmission output rotation after being shifted by the automatic transmission 2 reaches the left and right front wheels (main driving wheels) 6L and 6R via the differential gear device 5 and drives them, and if the 4WD clutch 9 is in the released state during this time, Only the left and right front wheels 6L and 6R are driven to cause the vehicle to travel two-wheel drive (2WD).
- the release and engagement volume control of the 4WD clutch 9 is accomplished by the torque distribution controller 10. Therefore, the torque distribution controller 10 receives a signal from the right front wheel speed sensor 11 that detects the wheel peripheral speed VwFR of the right front wheel 6R, and a signal from the left front wheel speed sensor 12 that detects the wheel peripheral speed VwFL of the left front wheel 6L.
- the signal from the hybrid controller 17 responsible is input.
- the torque distribution controller 10 is as shown in FIG. 2 in the block diagram according to function, and performs the following calculation based on the above various input information to release the 4WD clutch 9 and control the engagement displacement (four wheel drive control Carry out).
- the front right wheel speed VwFR, the front left wheel speed VwFL, the rear right wheel speed VwRR and the rear left wheel speed VwRL are calculated based on the signals from the wheel speed sensors 11-14.
- the vehicle speed estimation unit 101 the vehicle speed is calculated in the same manner as in the anti-skid control based on the front right wheel speed VwFR, the front left wheel speed VwFL, the rear right wheel speed VwRR and the rear left wheel speed VwRL. (Vehicle speed) Estimate VSP.
- the gain calculation unit 102 obtains the gain Kh from the above estimated vehicle speed VSP using a predetermined gain map.
- front and rear wheel speed difference calculation section 103 an average (average left and right front wheel speeds) VwF of left and right front wheel speeds VwFL and VwFR and an average (left and right rear wheel speeds) VwR of left and right rear wheel speeds VwRL and VwRR
- a product (Kh ⁇ KDf) of the gain KDf obtained from the left and right front wheel speed difference ⁇ VwF and the gain Kh obtained by the calculation unit 102 is used as a total gain. Based on the front and rear wheel speed difference ⁇ Vw, the front and rear wheel speed difference torque T ⁇ V is determined.
- the accelerator opening degree calculation unit 105 calculates an accelerator opening degree APO based on a signal from the accelerator opening degree sensor 15.
- the required driving force (torque) calculation unit 107 obtains the required driving force Ti on the transmission input shaft 2a from the accelerator opening APO and the transmission input rotational speed Ni based on the planned torque map.
- the gear ratio calculation unit 108 obtains the gear ratio Gp from the gear position signal of the automatic transmission 2.
- the rear wheel driving force distribution reference command value calculation unit 110 a rear wheel drive distribution reference command value Tr0 which is a reference to be directed to the left and right rear wheels 7L and 7R in 4WD traveling is obtained. Therefore, the rear wheel driving force distribution reference command value calculation unit 110 corresponds to a secondary driving wheel driving force distribution reference command value calculation means in the present invention.
- Rear wheel driving force distribution reference command value correction amount calculation unit 111 calculates rear wheel driving force distribution reference command value Tr0 based on the planned map shown in FIG. 3 for each traveling mode (EV mode, HEV mode, CONV mode).
- the rear wheel driving force distribution reference command value correction amount ⁇ Tr0 is determined from the above.
- the correction amount ⁇ Tr0 is determined. That is, in the case of the EV mode, the EV correction amount ⁇ Tr0ev is obtained from the rear wheel driving force distribution reference command value Tr0 based on the corresponding EV map in FIG. 3, and this is used as the rear wheel driving force distribution reference command value correction amount ⁇ Tr0. Determined. In the HEV mode, the HEV correction amount ⁇ Tr0hev is determined from the rear wheel driving force distribution reference command value Tr0 based on the corresponding HEV map in FIG.
- the CONV correction amount ⁇ Tr0 conv is determined from the rear wheel driving force distribution reference command value Tr0 based on the corresponding CONV map of FIG. 3 and is calculated with the rear wheel driving force distribution reference command value correction amount ⁇ Tr0. Determined.
- the distribution reference command value correction amount ⁇ Tr0 is the largest in the EV mode with only the electric motor 3 and the smallest 0 in the CONV mode with only the engine 1 and is the correction amount between the two in the HEV mode with the engine 1 and the electric motor 3 Let's do it.
- the rear wheel driving force distribution command value computing unit 112 together with the rear wheel driving force distribution reference command value correction amount computing unit 111, constitutes a secondary driving wheel driving force distribution command value computing means in the present invention.
- step S11 of FIG. 4 the required driving force on the transmission input shaft 2a is obtained from the accelerator opening APO and the transmission input rotational speed Ni based on the planned torque map as described above for the calculation unit 107 of FIG. Ask for Ti.
- step S12 the gear ratio Gp is determined and read from the gear position signal of the automatic transmission 2 as described above for the calculation unit 108 of FIG.
- step S13 the left and right front wheels (main drive wheels) 6L and 6R are obtained from the required driving force Ti on the transmission input shaft 2a and the gear ratio Gp of the automatic transmission 2 as described above for the calculation unit 109 in FIG.
- step S15 it is checked whether the traveling mode is the EV mode, the HEV mode, or the CONV mode. If it is the EV mode, in step S16, if it is the HEV mode, then in step S17, and if it is the CONV mode, then in step S18, the corresponding EV map of FIG. Or, based on the map for HEV or the map for CONV, EV correction amount ⁇ Tr0ev, HEV correction amount ⁇ Tr0hev, or CONV correction amount ⁇ Tr0conv is obtained from rear wheel driving force distribution reference command value Tr0, and in this way The determined correction amount is determined as a rear wheel driving force distribution reference command value correction amount ⁇ Tr0.
- step S19 which is selected after determining the rear wheel driving force distribution reference command value correction amount ⁇ Tr0 as described above in step S16, step S17, or step S18, as described above for the calculation unit 112 in FIG.
- the wheel speeds of the rear wheels serving as the inner wheels during turning of the left and right rear wheels 7L, 7R and the tread between the left and right rear wheel speeds VwRL, VwRR and the left and right rear wheels 7L, 7R ( From the inner ring speed), that is, the smaller of VwRL, VwRR ⁇ MIN (VwRL, VwRR) ⁇ , the turning radius Rwo of the vehicle is determined by the following equation.
- R (tread) ⁇ inner wheel speed / (
- a rear wheel driving force distribution command limit value TrLMT corresponding to the turning radius R is determined as follows.
- the small TrLMT1 is defined as the rear wheel driving force distribution command limit value TrLMT, and if APOTr1 / 8, the large TrLMT2 for guaranteeing four-wheel drive performance is determined as the rear wheel driving force distribution command limit value TrLMT.
- rear wheel driving force distribution command value selection unit 115 depending on whether accelerator opening APO is less than 1/8 or 1/8 or more, if APO ⁇ 1/8, rear wheel driving force distribution from operation unit 112 From the command value Tr and the smaller TrLMT1 from the calculation unit 114, select the smaller MIN (Tr, TrLMT1) and determine it as the rear wheel driving force distribution command value Tr ', and if APO 1/8 1/8, from the calculation unit 112 Of the large rear wheel driving force distribution command value Tr and the large Tr LMT2 from the calculation unit 114, the smaller MIN (Tr, TrLMT2) is selected and determined as a rear wheel driving force distribution command value Tr '.
- target rear wheel driving force distribution value determination unit 116 larger one among front and rear wheel speed difference torque T ⁇ V from calculation unit 104 and rear wheel driving force distribution command value Tr ′ from selection unit 115 (T ⁇ V, Tr ′ ) Is determined as the target rear wheel driving force distribution value tTr.
- the torque distribution controller 10 of FIG. 1 controls the engagement capacity of the 4WD clutch 9 so that the final target rear wheel driving force distribution value tTr obtained as described above can be transmitted.
- the torque corresponding to the engagement capacity of the 4WD clutch 9 is transmitted to the left and right rear wheels 7L and 7R by the engagement capacity control of the 4WD clutch 9 Therefore, predetermined four-wheel drive performance can be exhibited.
- the correction amount ⁇ Tr0 used when obtaining the rear wheel driving force distribution command value Tr by correcting the rear wheel driving force distribution reference command value Tr0 is shown in FIG. Since the correction amount in the electric motor operation mode is made larger than the correction amount in the electric motor non-operation mode by differentiating between the electric motor operation mode such as the HEV mode and the electric motor non-operation mode such as the CONV mode, Since the estimation accuracy of the engine output torque (front wheel driving force) is low in the electric motor inoperable mode and the estimated value is raised by a safety margin for four-wheel drive performance compensation under the same conditions, the electric motor operating mode and the electric motor The four-wheel drive performance can be made the same in the motor non-operation mode. Therefore, the four-wheel drive performance is not felt to be worse in the electric motor operation mode than in the electric motor non-operation mode.
- the correction amount ⁇ Tr0ev, ⁇ Tr0hev, ⁇ Tr0conv for each traveling mode shown in FIG. 3 is set such that the difference between the rear wheel (secondary drive wheel) driving force distribution command value Tr between the electric motor operating mode and the electric motor nonoperating mode becomes larger as the estimated value becomes larger.
- ⁇ Tr 0 conv when the estimated value of the transmission output torque To going to the left and right front wheels (main driving wheels) 6 L, 6 R exceeds a predetermined value, the larger the estimated value, the electric motor operating mode and the electric motor non-operating mode It is preferable to set the correction amounts ⁇ Tr0ev, ⁇ Tr0hev, ⁇ Tr0conv for each traveling mode so that the difference between the rear wheel (secondary drive wheels) driving force distribution command value Tr between the two becomes small.
- the estimated value of the transmission output torque To going to the left and right front wheels (main drive wheels) 6L and 6R becomes large, the output distribution ratio of the electric motor 3 decreases, and the output distribution ratio of the engine 1 increases accordingly
- the rear wheel (secondary drive wheel) driving force distribution command value Tr approaches the command value in the CONV mode, and desired 4WD performance can be exhibited. It is needless to say that, for this effect, it is preferable to set the above-mentioned predetermined value to the transmission output torque To such that the output distribution ratio of the electric motor 3 is maximized.
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Abstract
Description
この提案技術は、ハイブリッド式四輪駆動車用のものでなく、動力源としてエンジンのみを搭載した一般的な四輪駆動車用の駆動力配分制御装置あるが、エンジンから主駆動輪に向かう駆動力のうち、当該主駆動輪に向かう駆動力の推定値に応じて定めた駆動力配分指令値に相当する駆動力分を、該駆動力配分指令値相当駆動力分の伝達が可能となるよう締結容量制御した4WDクラッチにより従駆動輪へ向かわせるようにした駆動力配分制御装置である。
つまり、四輪駆動時に従駆動輪へ向かわせるべき駆動力の配分指令値を求めるに際しては、主駆動輪に向かっている大元の駆動力を推定する必要があり、そのために動力源の駆動力(出力トルク)を推定しなければならない。
よって、エンジンのみによる電動モータ非作動モードでは動力源出力トルク(主駆動輪駆動力)の推定値を四輪駆動性能の補償用に安全代だけ嵩上げし、結果として従駆動輪への駆動力配分指令値が同じだけ嵩上げされるようになすのが普通である。
先ず前提となる駆動力配分制御装置を説明するに、これは、
動力源としてエンジンおよび電動モータを具え、走行モードとして、該電動モータが駆動力を発生している電動モータ作動モードと、該電動モータが駆動力を発生していない電動モータ非作動モードとを有したハイブリッド車両に用いられ、
前記動力源から主駆動輪に向かう駆動力のうち、該主駆動輪に向かう駆動力の推定値に応じて定めた駆動力配分指令値に相当する駆動力分を、該駆動力配分指令値相当駆動力分の伝達が可能となるよう締結容量制御した四輪駆動用締結手段により従駆動輪へ向かわせるようにしたものである。
前者の従駆動輪駆動力配分基準指令値演算手段は、前記主駆動輪に向かう駆動力の推定値および駆動力基準配分比から前記従駆動輪への駆動力配分基準指令値を求めるものである。
前記電動モータ作動モードでの補正量を、前記電動モータ非作動モードでの補正量よりも大きくするものである。
電動モータ非作動モードでエンジン出力トルク(主駆動輪駆動力)の推定精度が低いためその推定値を四輪駆動性能の補償用に安全代だけ嵩上げしたとしても、同じ条件なら、電動モータ作動モードと電動モータ非作動モードとで四輪駆動性能を同じにし得ることとなる。
よって、電動モータ作動モードで電動モータ非作動モードよりも四輪駆動性能が悪いと感じさせることがなくなって、前記従来の不満を解消することができる。
2 自動変速機
3 電動モータ(動力源)
4 クラッチ
5 フロントディファレンシャルギヤ装置
6L,6R 左右前輪(主駆動輪)
7L,7R 左右後輪(従駆動輪)
8 リヤディファレンシャルギヤ装置
9 4WDクラッチ(四輪駆動用締結手段)
10 トルク配分コントローラ
11~14 車輪速センサ
15 アクセル開度センサ
16 変速機入力回転センサ
17 ハイブリッドコントローラ
100 車輪速演算部
101 車体速推定部
102 ゲイン計算部
103 前後車輪速差演算部
104 前後回転数差トルク計算部
105 アクセル開度演算部
107 要求駆動力演算部
108 ギヤ比計算部
109 変速機出力トルク演算部
110 後輪駆動力配分基準指令値計算部(従駆動輪駆動力配分基準指令値演算手段)
111 後輪駆動力配分基準指令値補正量演算部(従駆動輪駆動力配分指令値演算手段)
112 後輪駆動力配分指令値演算部(従駆動輪駆動力配分指令値演算手段)
113 旋回半径演算部
114 後輪駆動力配分指令限界値演算部
115 後輪駆動力配分指令値選択部
116 目標後輪駆動力配分値決定部
図1は、本発明の一実施例になる駆動力配分制御装置を具えたハイブリッド式四輪駆動車両のパワートレーンを、車両上方から見て示す概略平面図で、1は、一方の動力源であるエンジンを、また2は、自動変速機をそれぞれ示し、これらエンジン1および自動変速機2間に、他方の動力源である電動モータ3を介在させる。
変速機入力軸2aは、クラッチ4でエンジン1に対し切り離し可能に結合する。
自動変速機2の出力軸はフロントディファレンシャルギヤ装置5を介して左右前輪(主駆動輪)6L,6Rに結合する。
フロントディファレンシャルギヤ装置5と、左右後輪(従駆動輪)7L,7R間におけるリヤディファレンシャルギヤ装置8とは、両者間における4WDクラッチ(四輪駆動用締結手段)9により適宜に駆動結合可能となす。
クラッチ4の締結状態では、エンジン1および電動モータ3からの駆動力が自動変速機2へ入力され、変速後の変速機出力回転がディファレンシャルギヤ装置5へ向かうことで、エンジン1および電動モータ3によるハイブリッド走行モード(HEVモード)での走行が可能となる。
電気走行モード(EVモード)およびハイブリッド走行モード(HEVモード)は、電動モータ3を作動させることから電動モータ作動モードである。
コンベンショナル走行モード(CONVモード)は、電動モータ3を作動させないことから電動モータ非作動モードである。
ディファレンシャルギヤ装置5を介した左右前輪(主駆動輪)6L,6Rの駆動中、4WDクラッチ9が締結状態であれば、ディファレンシャルギヤ装置5から左右前輪(主駆動輪)6L,6Rに向かうトルクの一部(4WDクラッチ9の締結容量に応じたトルク分)がディファレンシャルギヤ装置8に向かうこととなり、左右後輪(従駆動輪)7L,7Rも駆動されて、車両を四輪駆動(4WD)走行させることができる。
4WDクラッチ9の解放および締結容量制御は、トルク配分コントローラ10によってこれを遂行する。
そのためトルク配分コントローラ10には、右前輪6Rの車輪周速VwFRを検出する右前輪速センサ11からの信号と、左前輪6Lの車輪周速VwFLを検出する左前輪速センサ12からの信号と、右後輪7Rの車輪周速VwRRを検出する右後輪速センサ13からの信号と、左後輪7Lの車輪周速VwRLを検出する左後輪速センサ14からの信号と、アクセル開度APOを検出するアクセル開度センサ15からの信号と、変速機入力回転数Niを検出する変速機入力回転センサ16からの信号と、前記走行モード(EVモード、HEVモード、CONVモード)の選択制御を司るハイブリッドコントローラ17からの信号とを入力する。
車体速推定部101においては、これら右前輪速VwFR、左前輪速VwFL、右後輪速VwRRおよび左後輪速VwRLを基に、アンチスキッド制御などで行われていると同様の演算により車体速(車速)VSPを推定する。
前後車輪速差演算部103においては、左右前輪速VwFL,VwFRの平均値(左右前輪速平均値)VwFと、左右後輪速VwRL,VwRRの平均値(左右後輪速平均値)VwRとから、前後車輪速差ΔVw=VwF-VwRを演算する。
前後回転数差トルク計算部104においては、左右前輪速差ΔVwFから得られたゲインKDfと、計算部102で求めたゲインKhとの乗算値(Kh×KDf)をトータルゲインとし、このトータルゲインを基に前後車輪速差ΔVwに応じた前後車輪速差トルクTΔVを求める。
要求駆動力(トルク)演算部107においては、予定のトルクマップを基にアクセル開度APOおよび変速機入力回転数Niから、変速機入力軸2a上の要求駆動力Tiを求める。
ギヤ比計算部108においては、自動変速機2のギヤ位置信号からギヤ比Gpを求める。
変速機出力トルク演算部109においては、変速機入力軸2a上の要求駆動力Tiおよび自動変速機2のギヤ比Gpを用いて、主駆動輪である左右前輪6L,6Rに向かう変速機出力トルクToを、To=Ti×Gpの演算により求める。
従って後輪駆動力配分基準指令値計算部110は、本発明における従駆動輪駆動力配分基準指令値演算手段に相当する。
ここで本実施例においては、前後輪に等分にトルクを配分する前後輪等トルク配分を基準とするため、後輪駆動配分基準指令値Tr0は変速機出力トルクToの半分であり、Tr0=To×(1/2)の演算により求める。
つまりEVモードであれば、図3の対応するEV用マップを基に後輪駆動力配分基準指令値Tr0からEV時補正量ΔTr0evを求め、これを後輪駆動力配分基準指令値補正量ΔTr0と定める。
またHEVモードであれば、図3の対応するHEV用マップを基に後輪駆動力配分基準指令値Tr0からHEV時補正量ΔTr0hevを求め、これを後輪駆動力配分基準指令値補正量ΔTr0と定める。
更にCONVモードであれば、図3の対応するCONV用マップを基に後輪駆動力配分基準指令値Tr0からCONV時補正量ΔTr0convを求め、これを後輪駆動力配分基準指令値補正量ΔTr0と定める。
従って後輪駆動力配分指令値演算部112は、後輪駆動力配分基準指令値補正量演算部111と共に、本発明における従駆動輪駆動力配分指令値演算手段を構成する。
図4のステップS11においては、図2の演算部107につき前述したように、予定のトルクマップを基にアクセル開度APOおよび変速機入力回転数Niから、変速機入力軸2a上の要求駆動力Tiを求める。
ステップS12においては、図2の計算部108につき前述したように、自動変速機2のギヤ位置信号からギヤ比Gpを求めて読み込む。
ステップS14においては、計算部110につき前述したように、4WD走行に当たって左右後輪7L,7Rに向かわせるべき基準となる後輪駆動配分基準指令値Tr0を、Tr0=To×(1/2)の演算により求める。
EVモードであればステップS16において、またHEVモードであればステップS17において、更にCONVモードであればステップS18において、それぞれ図2の演算部111につき前述したごとく、図3の対応するEV用マップ、またはHEV用マップ、或いはCONV用マップを基に、後輪駆動力配分基準指令値Tr0から、EV時補正量ΔTr0ev、またはHEV時補正量ΔTr0hev、或いはCONV時補正量ΔTr0convを求め、このようにして求めた補正量を後輪駆動力配分基準指令値補正量ΔTr0と定める。
R=(トレッド)×内輪速/(|VwRL-VwRR|)
この後輪駆動力配分指令限界値TrLMTを求めるに際しては、アクセル開度APOが1/8未満か、1/8以上かに応じ、APO<1/8であればタイトコーナーブレーキ現象を回避するための小さなTrLMT1を後輪駆動力配分指令限界値TrLMTと定め、APO≧1/8であれば四輪駆動性能を保証するための大きなTrLMT2を後輪駆動力配分指令限界値TrLMTと定める。
図1のトルク配分コントローラ10は、上記のようにして求めた最終的な目標後輪駆動力配分値tTrの伝達が可能となるよう4WDクラッチ9の締結容量を制御する。
かかる4WDクラッチ9の締結容量制御により、自動変速機2から左右前輪6L,6Rへ向かっているトルクのうち、4WDクラッチ9の締結容量に応じたトルク分が左右後輪7L,7Rへ伝達されることとなり、所定の四輪駆動性能を発揮することができる。
上記した本実施例の構成によれば、後輪駆動力配分基準指令値Tr0を補正して後輪駆動力配分指令値Trを求めるときに用いる補正量ΔTr0を、図3に示すごとくEVモードやHEVモードのような電動モータ作動モードと、CONVモードのような電動モータ非作動モードとで異ならせ、電動モータ作動モードでの補正量を電動モータ非作動モードでの補正量よりも大きくしたため、
電動モータ非作動モードでエンジン出力トルク(前輪駆動力)の推定精度が低いためその推定値を四輪駆動性能の補償用に安全代だけ嵩上げしても、同じ条件なら、電動モータ作動モードと電動モータ非作動モードとで四輪駆動性能を同じにし得ることとなる。
よって、電動モータ作動モードで電動モータ非作動モードよりも四輪駆動性能が悪いと感じさせることがなくなる。
なお、この作用効果のためには上記の所定値を、電動モータ3の出力配分比率が最大となるような変速機出力トルクToに定めるのが良いのは言うまでもない。
Claims (3)
- 動力源としてエンジンおよび電動モータを具え、走行モードとして、該電動モータが駆動力を発生している電動モータ作動モードと、該電動モータが駆動力を発生していない電動モータ非作動モードとを有したハイブリッド車両に用いられ、前記動力源から主駆動輪に向かう駆動力のうち、該主駆動輪に向かう駆動力の推定値に応じて定めた駆動力配分指令値に相当する駆動力分を、該駆動力配分指令値相当駆動力分の伝達が可能となるよう締結容量制御した四輪駆動用締結手段により従駆動輪へ向かわせる駆動力配分制御装置において、
前記主駆動輪に向かう駆動力の推定値および駆動力基準配分比から前記従駆動輪への駆動力配分基準指令値を求める従駆動輪駆動力配分基準指令値演算手段と、
該従駆動輪駆動力配分基準指令値を前記電動モータ作動モードおよび電動モータ非作動モードごとの補正量だけ補正して従駆動輪への前記駆動力配分指令値を求めるが、前記電動モータ作動モードでの補正量を、前記電動モータ非作動モードでの補正量よりも大きくする従駆動輪駆動力配分指令値演算手段とを設けたことを特徴とする四輪駆動車両の駆動力配分制御装置。 - 請求項1に記載された、四輪駆動車両の駆動力配分制御装置において、
前記従駆動輪駆動力配分指令値演算手段は、前記主駆動輪に向かう駆動力の推定値が大きいほど、前記電動モータ作動モードおよび電動モータ非作動モード間における前記従駆動輪駆動力配分指令値の差が大きくなるよう、前記電動モータ作動モードおよび電動モータ非作動モードごとの補正量を決定するものであることを特徴とする四輪駆動車両の駆動力配分制御装置。 - 請求項1または2に記載された、四輪駆動車両の駆動力配分制御装置において、
前記従駆動輪駆動力配分指令値演算手段は、前記主駆動輪に向かう駆動力の推定値が所定値に増大するまでの間、該推定値が大きいほど、前記電動モータ作動モードおよび電動モータ非作動モード間における前記従駆動輪駆動力配分指令値の差が大きくなるよう、前記電動モータ作動モードおよび電動モータ非作動モードごとの補正量を決定し、前記主駆動輪に向かう駆動力の推定値が所定値を超えると、該推定値が大きいほど、前記電動モータ作動モードおよび電動モータ非作動モード間における前記従駆動輪駆動力配分指令値の差が小さくなるよう、前記電動モータ作動モードおよび電動モータ非作動モードごとの補正量を決定するものであることを特徴とする四輪駆動車両の駆動力配分制御装置。
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