WO2020054765A1 - Control device - Google Patents

Control device Download PDF

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Publication number
WO2020054765A1
WO2020054765A1 PCT/JP2019/035718 JP2019035718W WO2020054765A1 WO 2020054765 A1 WO2020054765 A1 WO 2020054765A1 JP 2019035718 W JP2019035718 W JP 2019035718W WO 2020054765 A1 WO2020054765 A1 WO 2020054765A1
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WO
WIPO (PCT)
Prior art keywords
mode
motor
switching
switching line
clutch
Prior art date
Application number
PCT/JP2019/035718
Other languages
French (fr)
Japanese (ja)
Inventor
幸浩 稲満
Original Assignee
株式会社ユニバンス
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 株式会社ユニバンス filed Critical 株式会社ユニバンス
Publication of WO2020054765A1 publication Critical patent/WO2020054765A1/en

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    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control device for controlling a transmission using a mode switching diagram.
  • a power consumption priority shift line set to prioritize improvement of power consumption and a shift priority set to priority are set.
  • a technique using a drive priority shift line using a shift diagram including a drive priority shift line, and after completion of shift control using the power consumption priority shift line is disclosed.
  • the present invention has been made to solve the above-described problems, and has as its object to provide a control device capable of improving the kinetic performance and electric power consumption of a vehicle.
  • the present invention is a control device mounted on a vehicle and controlling a transmission using a mode switching diagram.
  • the transmission includes a first input shaft and a second input shaft that are coupled to and coaxial with the first motor and the second motor, respectively, a first reduction gear that transmits power of the first input shaft to the output shaft, A second reduction gear that transmits the power of the second input shaft to the output shaft at a reduction ratio smaller than the reduction ratio of the first reduction gear; a first clutch that disconnects or connects the first input shaft and the second input shaft; A second clutch comprising a one-way clutch for transmitting power from the first reduction gear to the output shaft.
  • the mode switching diagram includes a first switching line for switching from a first mode in which the first clutch is disengaged and the first motor is driven to a second mode in which the first clutch is disengaged and the second motor is driven, and a second mode for switching from the second mode.
  • a second switching line for switching to the first mode a third switching line for switching from the first mode to a third mode for disengaging the first clutch and driving the first motor and the second motor, and a first mode for the third mode.
  • a sixth switching line a seventh switching line for switching from the second mode to the fourth mode, an eighth switching line for switching from the fourth mode to the second mode, and a ninth switching line for connecting the first clutch in the second mode. , It has in 2 mode and the 10 switching line to cut the first clutch, the.
  • the first mode for driving the first motor by disengaging the first clutch the second mode for driving the second motor, and the first and second motors for disengaging the first clutch
  • a fourth mode in which the first clutch is connected to drive the first motor and the second motor the driving force can be secured from a low speed to a high speed, and the kinetic performance of the vehicle can be improved.
  • the power consumption can be improved. Therefore, the kinetic performance and electric power consumption of the vehicle can be improved.
  • Hysteresis is provided between the seventh switching line and the eighth switching line, and between the ninth switching line and the tenth switching line.
  • the control device of the third aspect it is determined whether or not the vehicle is climbing on a road surface having a predetermined gradient or more, based on the information on the magnitude of the longitudinal inclination of the vehicle detected by the inclination detector. If the result of the determination is that the vehicle is climbing a road surface having a predetermined slope or higher, the hysteresis between the first switching line and the second switching line is increased by the change circuit. Therefore, in addition to the effect of the second aspect, it is possible to suppress a busy shift when climbing a road surface having a large gradient.
  • the higher the temperature of the first motor or the second motor detected by the thermometer the smaller the required driving force from the first mode or the second mode to the third mode or the fourth mode.
  • the third switching line or the seventh switching line is moved by the moving circuit so as to switch to. Since the first motor and the second motor are simultaneously driven with a smaller required driving force, it is possible to reduce the torque required per motor and reduce the load on the motor. Therefore, in addition to the effect of any one of the first to third aspects, overheating of the first motor and the second motor can be suppressed.
  • the switching circuit switches to the third mode or the fourth mode. Can be switched. Therefore, in addition to the effect of any one of the first to fourth aspects, overheating of the first motor and the second motor can be suppressed.
  • FIG. 1 is a functional block diagram of a vehicle according to one embodiment.
  • 4 is a table showing combinations of operations of a first motor, a second motor, and a first clutch. It is a schematic diagram of a mode switching diagram. It is a flowchart of a switching control process.
  • FIG. 1 is a functional block diagram of a vehicle 10 according to one embodiment.
  • the vehicle 10 is equipped with a transmission 11 and a control device 50.
  • the transmission 11 has a first input shaft 14 connected to the first motor 12, a second input shaft 15 connected to the second motor 13, and an output shaft 16.
  • the first input shaft 14 and the second input shaft 15 are arranged coaxially.
  • the first input shaft 14 (second input shaft 15) and the output shaft 16 are arranged parallel to each other.
  • the first input shaft 14 and the second input shaft 15 are main shafts that directly receive the driving forces of the first motor 12 and the second motor 13, respectively.
  • the first input shaft 14 and the second input shaft 15 are connected to each other via a pilot bearing (not shown) so as to be relatively rotatable.
  • the first motor 12 and the second motor 13 are electric motors and have the same torque characteristics.
  • a battery (not shown) mounted on the vehicle 10 supplies electric power to drive circuits 52 and 53 of the first motor 12 and the second motor 13, respectively. The battery is supplied with external power and charged, and also supplied with regenerative power from the second motor 13.
  • the output of the transmission 11 is transmitted to a differential device 18 disposed at the center of the axle 17.
  • the axle 17 is arranged parallel to the output shaft 16.
  • the differential device 18 distributes the driving force to the left and right axles 17.
  • Wheels 19 are arranged at both ends of the axle 17, respectively.
  • the vehicle 10 has a plurality of wheels (not shown) other than the wheels 19, and can run by rotating the axles 17 and the wheels 19.
  • the first reduction gear 20 is a device that reduces the rotation of the first input shaft 14 and transmits the rotation to the output shaft 16.
  • the first reduction gear 20 includes a first gear 21 connected to the first input shaft 14, and a second gear 22 connected to the output shaft 16 or idling the output shaft 16 by switching the second clutch 23. .
  • the second gear 22 meshes with the first gear 21.
  • the first reduction gear 20 is set to a reduction ratio by the engagement of the first gear 21 and the second gear 22.
  • the second clutch 23 is interposed between the output shaft 16 and the second gear 22.
  • the second clutch 23 is a one-way clutch that transmits power in the forward direction from the second gear 22 to the output shaft 16.
  • the second clutch 23 transmits the forward rotation of the second gear 22 to the output shaft 16 so as to be able to be interrupted, and interrupts the transmission of the forward rotation from the output shaft 16 to the second gear 22.
  • the second reduction gear 30 is a device that reduces the rotation of the second input shaft 15 and transmits the reduced rotation to the output shaft 16.
  • the second reduction gear 30 includes a third gear 31 connected to the second input shaft 15 and a fourth gear 32 connected to the output shaft 16 and meshing with the third gear 31.
  • the second motor 13 can always transmit power to the output shaft 16 via the second reduction gear 30.
  • the second reduction gear 30 is set to a reduction gear ratio smaller than the reduction gear ratio of the first reduction gear 20 due to the engagement of the third gear 31 and the fourth gear 32.
  • the first reduction gear 20 is a low-speed transmission path
  • the second reduction gear 30 is a high-speed transmission path.
  • the fifth gear 33 connected to the output shaft 16 meshes with the sixth gear 34 connected to the differential device 18.
  • the fifth gear 33 and the sixth gear 34 transmit the power of the output shaft 16 to the axle 17 via the differential 18.
  • the first clutch 40 that disconnects or connects the first input shaft 14 and the second input shaft 15 is disposed between the first input shaft 14 and the second input shaft 15.
  • the first clutch 40 is a meshing clutch, and the sleeve 41 is moved and disconnected by the actuator 42.
  • the present invention is not limited to this, and it is of course possible to employ another clutch such as a friction clutch or incorporate a synchromesh into the first clutch 40.
  • the control device 50 is a device for controlling the first motor 12, the second motor 13, and the first clutch 40.
  • the control device 50 includes a CPU, a ROM, a RAM, and a backup RAM (all not shown).
  • the ROM stores a map such as a mode switching diagram 60 (see FIG. 3) and a program which are referred to when the program is executed.
  • the CPU executes arithmetic processing based on programs and maps stored in the ROM.
  • the RAM is a memory for temporarily storing a result of calculation by the CPU, data input from each sensor, and the like.
  • the backup RAM is a non-volatile memory that stores data to be stored and the like.
  • the control device 50 is connected via a CAN communication line 51 to a drive circuit 52 for driving the first motor 12 and a drive circuit 53 for driving the second motor 13.
  • the control device 50 is connected to a vehicle speed sensor 54, an accelerator opening sensor 55, a longitudinal acceleration sensor 56, a thermometer 57, and a sleeve position sensor 58.
  • the control device 50 uses the drive circuits 52 and 53 to perform power running control or regenerative control of the first motor 12 and the second motor 13.
  • the vehicle speed sensor 54 is a device for detecting the speed of the vehicle 10.
  • the vehicle speed sensor 54 includes an output circuit (not shown) that detects the rotation speed of the output shaft 16, processes the detection result, calculates the speed of the vehicle 10, and outputs the calculated speed to the control device 50.
  • the accelerator opening sensor 55 includes an output circuit (not shown) that detects the amount of depression of an accelerator pedal (not shown) by a driver, processes the detection result, and outputs the result to the control device 50.
  • the output of the accelerator opening sensor 55 is proportional to the total driving force (requested driving force) required by the driver.
  • the longitudinal acceleration sensor 56 includes an output circuit (not shown) that detects the longitudinal acceleration of the vehicle 10 (hereinafter, referred to as “longitudinal G”), processes the detection result, and outputs the result to the control device 50. .
  • the control device 50 By differentiating the vehicle speed detected by the vehicle speed sensor 54 to determine the acceleration of the vehicle 10 (hereinafter referred to as “vehicle G”) and calculating the difference between the front and rear G and the vehicle G, the control device 50 The gradient of the traveling road surface can be calculated.
  • the thermometer 57 includes an output circuit (not shown) that detects the temperatures of the first motor 12 and the second motor 13, processes the detection results, and outputs the result to the control device 50.
  • the sleeve position sensor 58 includes an output circuit (not shown) that detects the position of the sleeve 41 of the first clutch 40, processes the detection result, and outputs the result to the control device 50. Based on the detection result of the sleeve position sensor 58, the control device 50 detects whether the first clutch 40 is engaged or disconnected.
  • Another input / output device 59 connected to the control device 50 includes, for example, a brake stroke sensor.
  • FIG. 2 is a table showing combinations of operations of the first motor 12, the second motor 13, and the first clutch 40.
  • the motor to be driven and the clutch to be engaged in each mode are indicated by x.
  • the control device 50 uses a mode switching diagram 60 (see FIG. 3) to perform a first mode, a second A mode, a second B mode, and a third mode based on information input from the vehicle speed sensor 54, the accelerator opening sensor 55, and the like. And the control to switch the transmission 11 to one of the fourth mode and the fourth mode.
  • the control device 50 controls the power running of the first motor 12 in a state where the first clutch 40 is disengaged (first mode processing in FIG. 4: S8).
  • the first mode is used when starting or running at low speed. Since the output of the first motor 12 is transmitted to the output shaft 16 via the first reduction gear 20 having a larger reduction ratio than the second reduction gear 30, a strong driving torque is obtained from a low speed, and a strong start and low-speed running are achieved. It becomes possible.
  • the control device 50 controls the power running of the second motor 13 with the first clutch 40 disengaged.
  • the output of the second motor 13 is transmitted to the output shaft 16 via the second reduction gear 30 having a smaller reduction ratio than that of the first reduction gear 20, so that high-speed traveling with good power consumption is possible.
  • the drag loss caused by the first reduction gear 20 and the first motor 12 when driving is controlled can be suppressed (2A mode processing in FIG. 4: S9).
  • the control device 50 controls the power running of the first motor 12 and the second motor 13 with the first clutch 40 disengaged (third mode processing in FIG. 4: S11).
  • the second clutch 23 composed of a one-way clutch is used. Therefore, the driving forces of the first motor 12 and the second motor 13 are transmitted to the output shaft 16.
  • the second clutch 23 is disengaged.
  • the driving force of the second motor 13 is transmitted to the output shaft 16.
  • the second clutch 23 composed of a one-way clutch is disposed on the output shaft 16
  • the first motor 12 and the second motor 13 drive the output shaft 16, and the second motor 13 connects the output shaft 16 to the output shaft 16.
  • the driving state can be switched seamlessly.
  • the control device 50 controls the power running of the first motor 12 and the second motor 13 while the first clutch 40 is engaged (fourth mode process in FIG. 4: S12).
  • the output shaft 16 is constantly driven by the first motor 12 and the second motor 13, so that the torque output to the output shaft 16 can be increased.
  • both the first motor 12 and the second motor 13 drive the second speed reducer 30 on the high-speed transmission path, so that a sufficient driving torque can be obtained and acceleration can be performed even at a high speed.
  • FIG. 3 is a schematic diagram of the mode switching diagram 60.
  • the mode switching diagram 60 is determined based on the speed of the vehicle 10 and the position of the operating point 74 on the mode switching diagram 60 with the total driving force of the first motor 12 and the second motor 13 as parameters. It is a map for finding a suitable mode.
  • a plurality of switching lines are set in a region inside the maximum output line 80 by the first motor 12 and the second motor 13.
  • the total driving force (the driving force required by the driver) in the mode switching diagram 60 is calculated from the output result of the accelerator opening sensor 55 (see FIG. 1).
  • the first switching line 65 and the second switching line 66 are switching lines that partition the first mode 61 and the second mode 62.
  • the transmission 11 is switched from the first mode 61 to the second mode 62.
  • the transmission 11 is switched from the second mode 62 to the first mode 61.
  • the first switching line 65 and the second switching line 66 are set near an optimal power consumption line (not shown) for optimizing the power consumption of the first motor 12 and the second motor 13.
  • the first switching line 65 and the second switching line 66 are provided on both sides of the optimal power consumption line.
  • a hysteresis 75 is set between the first switching line 65 and the second switching line 66. The hysteresis 75 suppresses a busy shift in which the switching between the first mode 61 and the second mode 62 is frequently performed in a short time, and suppresses the occurrence of so-called torque shortage.
  • the third switching line 67 and the fourth switching line 68 are switching lines that partition the first mode 61 and the third mode 63.
  • the transmission 11 is switched from the first mode 61 to the third mode 63.
  • the transmission 11 is switched from the third mode 63 to the first mode 61.
  • the third switching line 67 and the fourth switching line 68 are set near an optimal power consumption line (not shown) for optimizing the power consumption of the first motor 12 and the second motor 13.
  • the third switching line 67 and the fourth switching line 68 are provided on both sides of the optimal power consumption line.
  • a hysteresis 76 is set between the third switching line 67 and the fourth switching line 68. The hysteresis 76 suppresses a busy shift in which the switching between the first mode 61 and the third mode 63 is frequently performed in a short time, and suppresses the driver's discomfort.
  • the fifth switching line 69 and the sixth switching line 70 are switching lines that partition the third mode 63 and the fourth mode 64.
  • the transmission 11 is switched from the third mode 63 to the fourth mode 64.
  • the transmission 11 is switched from the fourth mode 64 to the third mode 63.
  • the fifth switching line 69 and the sixth switching line 70 are set near an optimal power consumption line (not shown) that optimizes the power consumption of the first motor 12 and the second motor 13.
  • the fifth switching line 69 and the sixth switching line 70 are provided on both sides of the optimal power consumption line.
  • a hysteresis 77 is set between the fifth switching line 69 and the sixth switching line 70. The hysteresis 77 suppresses a busy shift in which the switching between the third mode 63 and the fourth mode 64 is frequently performed in a short time, and suppresses the driver's discomfort.
  • the seventh switching line 71 and the eighth switching line 72 are switching lines that partition the second mode 62 and the fourth mode 64.
  • the transmission 11 is switched from the second mode 62 to the fourth mode 64.
  • the transmission 11 is switched from the fourth mode 64 to the second mode 62.
  • the seventh switching line 71 and the eighth switching line 72 are set near an optimal power consumption line (not shown) for optimizing the power consumption of the first motor 12 and the second motor 13.
  • the seventh switching line 71 and the eighth switching line 72 are provided on both sides of the optimal power consumption line.
  • a hysteresis 78 is set between the seventh switching line 71 and the eighth switching line 72. The hysteresis 78 suppresses a busy shift in which the switching between the second mode 62 and the fourth mode 64 is frequently performed in a short time, and suppresses the driver's discomfort.
  • the ninth switching line 73 and the tenth switching line 74 are switching lines for connecting and disconnecting the first clutch 40 in the second mode 62.
  • the first clutch 40 can be connected and disconnected.
  • the operating point 74 crosses the ninth switching line 73 from the low speed side to the high speed side, the first clutch 40 is engaged (second B mode).
  • the first clutch 40 is engaged, the first motor 12 rotates. At this time, the regenerative control of the first motor 12 can be performed. The power consumption can be improved by the regenerative control of the first motor 12.
  • the first clutch 40 is disengaged (second A mode).
  • the first motor 12 stops rotating, so that the drag loss of the first motor 12 in the second mode 62 can be suppressed. As a result, power consumption in the second mode 62 can be improved.
  • a hysteresis 79 is set between the ninth switching line 73 and the tenth switching line 74.
  • the hysteresis 79 suppresses a busy shift in which the first clutch 40 is frequently connected and disconnected in a short period of time, and suppresses the driver's discomfort.
  • the switching control process executed by the control device 50 will be described with reference to FIG.
  • FIG. 4 is a flowchart of the switching control process.
  • the control device 50 stores in the ROM a plurality of mode switching diagrams 60 (see FIG. 3) corresponding to the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface on which the vehicle 10 travels. I have.
  • the switching control process is a process that is repeatedly executed (for example, at intervals of 0.2 seconds) by the control device 50 while the power is turned on.
  • the control device 50 acquires the accelerator opening based on the input of the accelerator opening sensor 55 and calculates the driver's required driving force (total driving force) (S1).
  • the control device 50 acquires the vehicle speed based on the input of the vehicle speed sensor 54 (S2), and acquires the temperatures of the first motor 12 and the second motor 13 based on the input of the thermometer 57 (S3).
  • any one of the temperatures of the first motor 12 and the second motor 13 may be reduced to a temperature (hereinafter referred to as a “first temperature”) that may cause deterioration of the insulation performance and durability of the first motor 12 and the second motor 13.
  • the control device 50 skips the processing of S5 to S7 and executes the fourth mode processing (S12).
  • the fourth mode process (S12) the first motor 12 and the second motor 13 are power-run controlled while the first clutch 40 is engaged, so that the driving force is distributed to the first motor 12 and the second motor 13. . Since the load per motor can be reduced, overheating of the motor can be prevented, and deterioration of insulation performance and durability of the first motor 12 and the second motor 13 can be prevented.
  • the control device 50 controls the vehicle 10 based on the input of the vehicle speed sensor 54 and the longitudinal acceleration sensor 56.
  • the gradient of the traveling road surface is acquired (S5).
  • the control device 50 selects a map (mode switching diagram 60) associated therewith based on the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface (S6).
  • the control device 50 switches from the first mode 61 to the third mode 63 with a smaller required driving force as the temperature of the first motor 12 or the second motor 13 is higher, or with a smaller required driving force.
  • a mode switching diagram 60 in which the third switching line 67 and the seventh switching line 71 are shifted downward is selected.
  • control device 50 selects a mode switching diagram 60 in which hysteresis 71 between first switching line 65 and second switching line 66 is greater as the gradient of the road surface on which vehicle 10 is climbing is greater.
  • the control device 50 calculates the position of the operating point 74 on the mode switching diagram 60 specified by the vehicle speed and the required driving force (S7), the first mode process (S8), the second A mode process (S9), One of the 2B mode processing (S10), the third mode processing (S11), and the fourth mode processing (S12) is executed, and this processing ends.
  • the control device 50 can switch the transmission 11 to any one of the first mode, the second mode (the second A and the second B mode), the third mode, and the fourth mode using the mode switching diagram 60. Therefore, it is possible to secure the driving force from a low speed to a high speed and improve the kinetic performance of the vehicle 10. Further, by setting the first switching line 65 to the tenth switching line 74 at a position close to the optimal power consumption line, the power consumption can be improved. Therefore, the kinetic performance and electric power consumption of the vehicle 10 can be improved.
  • the mode switching diagram 60 shows the relationship between the first switching line 65 and the second switching line 66, between the third switching line 67 and the fourth switching line 68, and between the fifth switching line 69 and the sixth switching line 70.
  • the hysteresis 75 to 79 are provided between the switching line 71, the switching line 71 and the switching line 72, and between the switching line 73 and the switching line 74, respectively, so that the switching can be performed in a short time. Can be suppressed. As a result, the occurrence of torque shortage can be suppressed, so that the dynamic performance of the vehicle 10 can be further improved. It can also reduce driver discomfort.
  • the control device 50 shifts the third switching line 67 downward so as to switch from the first mode 61 to the third mode 63 with a smaller required driving force as the temperature of the first motor 12 or the second motor 13 increases,
  • the mode switching diagram 60 in which the seventh switching line 71 is shifted downward so as to switch from the second mode 62 to the fourth mode 64 with a smaller required driving force is selected, when the motor temperature is high, The first motor 12 and the second motor 13 can be driven simultaneously with a small required driving force. Therefore, it is possible to reduce the load on the motor by distributing the driving force and suppress the overheating of the first motor 12 and the second motor 13.
  • the controller 50 selects the mode switching diagram 60 in which the hysteresis 75 between the first switching line 65 and the second switching line 66 is larger as the gradient of the road surface on which the vehicle 10 is climbing is larger. Busy shift between the first mode 61 and the second mode 62 when the vehicle climbs a road surface having a large road surface.
  • a circuit that executes the processing of S6 in the switching control processing (see FIG. 4) in the control device 50 is used. Applicable.
  • the moving circuit that shifts the third switching line 67 downward corresponds to a circuit that executes the process of S6 in the switching control process (see FIG. 4) in the control device 50.
  • the switching circuit for switching to the fourth mode 64 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature includes the processes of S4 and S12 in the switching control process (see FIG. 4) of the control device 50.
  • the accelerator opening is used as the required driving force as a parameter of the mode switching diagram 60
  • the present invention is not necessarily limited to this.
  • the value is proportional to the required driving force (total driving force), such as an accelerator opening speed (a changing speed of the accelerator opening)
  • other values can of course be used. It is also possible to add the detection result of the brake stroke sensor to the required driving force.
  • the present invention is not necessarily limited to this. Absent. It is naturally possible to provide an inclination detector (inclination sensor) for exclusively detecting the inclination of the vehicle 10 in the front-rear direction.
  • the mode is switched to the fourth mode 64 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature
  • the mode is switched to the fourth mode 64 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature.
  • it is not limited to this. It is naturally possible to switch to the third mode 63 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature. Also in this case, since the vehicle 10 can travel using the two motors, the load on the motors can be reduced and the overheating of the first motor 12 and the second motor 13 can be suppressed.
  • the hysteresis 75 to 79 is provided between the seventh switching line 71 and the eighth switching line 72 and between the ninth switching line 73 and the tenth switching line 74 has been described, but is not necessarily limited thereto. Not something. If any one or more of the hysteresis 75 to 79 is set, it is preferable because a busy shift between the modes in which the hysteresis is set can be suppressed.
  • a mode switching diagram according to the temperature of the first motor 12 and the second motor 13 and the gradient of the road surface on which the vehicle 10 travels is selected from a plurality of mode switching diagrams 60 stored in the ROM.
  • the invention is not necessarily limited to this. It is of course possible to correct the switching line according to the motor temperature and the gradient of the road surface to widen the hysteresis 71 of the mode switching diagram 60 and shift the third switching line 67 and the seventh switching line 71 downward. is there. In this case, the same effect can be obtained.
  • first motor 12 and the second motor 13 use electric motors having the same torque characteristics.
  • present invention is not necessarily limited to this. It is of course possible to use electric motors having different torque characteristics.
  • a motor having a low-speed torque characteristic is referred to as a first motor 12, and a motor having a high-speed torque characteristic is referred to as a second motor 13.
  • the first motor 12 having a low-speed torque characteristic is a motor whose torque peak value is on the low rotation side.
  • the second motor 13 having high-speed torque characteristics is a motor having a torque peak value on a higher rotation side than the rotation speed at which the torque of the first motor 12 peaks.
  • the present invention is not limited to this. It is naturally possible to provide one or more intermediate shafts, arrange the gears on the intermediate shafts, and provide the intermediate shaft with a gear train that constitutes a part of the first reduction gear 20 and the second reduction gear 30.
  • first input shaft 14 and the second input shaft 15 directly receive the driving force of the first motor 12 and the second motor 13 has been described, but the present invention is not necessarily limited to this. It is naturally possible to interpose a gear train or a belt between the first motor 12 and the first input shaft 14 or between the second motor 13 and the second input shaft 15.
  • first reduction gear 20 and the second reduction gear 30 are configured using the gear train
  • present invention is not necessarily limited to this. It is naturally possible to use other reduction gears using a belt, a continuously variable transmission (CVT) or the like as the first reduction gear 20 and the second reduction gear 30.
  • CVT continuously variable transmission
  • the present invention is not necessarily limited to this.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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  • Transportation (AREA)
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  • Control Of Transmission Device (AREA)

Abstract

Provided is a control device with which it is possible to improve the electrical cost and movement performance of a vehicle. A control device (50) for controlling a transmission (11) using a mode-switching diagram (60), wherein the mode-switching diagram (60) comprises a switching line for switching between: a first mode (61), in which a first clutch (40) is disconnected and a first motor (12) is driven; a second mode (62), in which the first clutch (40) is disconnected and a second motor (13) is driven; a third mode (63), in which the first clutch (40) is disconnected and the first motor (12) and second motor (13) are driven; and a fourth mode (64), in which the first clutch (40) is connected and the first motor (12) and the second motor (13) are driven.

Description

制御装置Control device
　本発明はモード切換線図を用いて変速機の制御を行う制御装置に関するものである。 The present invention relates to a control device for controlling a transmission using a mode switching diagram.
　車両を駆動するモータが接続された変速機の制御装置として、例えば特許文献１には、電費の向上を優先して設定された電費優先変速線と、変速頻度の抑制を優先して設定された駆動優先変速線と、を備える変速線図を用い、電費優先変速線を用いた変速制御の完了後、駆動優先変速線を用いる技術が開示されている。 As a control device of a transmission to which a motor for driving a vehicle is connected, for example, in Japanese Patent Application Laid-Open No. H11-163, a power consumption priority shift line set to prioritize improvement of power consumption and a shift priority set to priority are set. There is disclosed a technique using a drive priority shift line using a shift diagram including a drive priority shift line, and after completion of shift control using the power consumption priority shift line.
特許第５８９６０７８号公報Japanese Patent No. 5896078
　しかし上記技術では、駆動優先変速線を用いる間は駆動力不足が生じないので車両の運動性能を向上できるが、その間は電費が悪化するおそれがある。 However, according to the above technology, while the driving priority shift line is used, there is no shortage of driving force, so that the kinetic performance of the vehicle can be improved.
　本発明は上述した問題点を解決するためになされたものであり、車両の運動性能および電費を向上できる制御装置を提供することを目的としている。 The present invention has been made to solve the above-described problems, and has as its object to provide a control device capable of improving the kinetic performance and electric power consumption of a vehicle.
　この目的を達成するために本発明は、車両に搭載されモード切換線図を用いて変速機の制御を行う制御装置である。変速機は、第１モータ及び第２モータにそれぞれ結合し同軸上に配置される第１入力軸および第２入力軸と、第１入力軸の動力を出力軸に伝達する第１減速機と、第１減速機の減速比よりも小さい減速比で第２入力軸の動力を出力軸に伝達する第２減速機と、第１入力軸と第２入力軸とを切断または接続する第１クラッチと、第１減速機から出力軸へ動力を伝達するワンウェイクラッチからなる第２クラッチと、を備えている。モード切換線図は、第１クラッチを切断し第１モータを駆動する第１モードから、第１クラッチを切断し第２モータを駆動する第２モードに切り換える第１切換線と、第２モードから第１モードに切り換える第２切換線と、第１モードから、第１クラッチを切断し第１モータ及び第２モータを駆動する第３モードに切り換える第３切換線と、第３モードから第１モードに切り換える第４切換線と、第３モードから、第１クラッチを接続し第１モータ及び第２モータを駆動する第４モードに切り換える第５切換線と、第４モードから第３モードに切り換える第６切換線と、第２モードから第４モードに切り換える第７切換線と、第４モードから第２モードに切り換える第８切換線と、第２モードにおいて第１クラッチを接続する第９切換線と、第２モードにおいて第１クラッチを切断する第１０切換線と、を備えている。 To achieve this object, the present invention is a control device mounted on a vehicle and controlling a transmission using a mode switching diagram. The transmission includes a first input shaft and a second input shaft that are coupled to and coaxial with the first motor and the second motor, respectively, a first reduction gear that transmits power of the first input shaft to the output shaft, A second reduction gear that transmits the power of the second input shaft to the output shaft at a reduction ratio smaller than the reduction ratio of the first reduction gear; a first clutch that disconnects or connects the first input shaft and the second input shaft; A second clutch comprising a one-way clutch for transmitting power from the first reduction gear to the output shaft. The mode switching diagram includes a first switching line for switching from a first mode in which the first clutch is disengaged and the first motor is driven to a second mode in which the first clutch is disengaged and the second motor is driven, and a second mode for switching from the second mode. A second switching line for switching to the first mode, a third switching line for switching from the first mode to a third mode for disengaging the first clutch and driving the first motor and the second motor, and a first mode for the third mode. A fourth switching line for switching from the third mode to a fourth mode for connecting the first clutch and driving the first motor and the second motor, and a fourth switching line for switching from the fourth mode to the third mode. A sixth switching line, a seventh switching line for switching from the second mode to the fourth mode, an eighth switching line for switching from the fourth mode to the second mode, and a ninth switching line for connecting the first clutch in the second mode. , It has in 2 mode and the 10 switching line to cut the first clutch, the.
　請求項１記載の制御装置によれば、第１クラッチを切断し第１モータを駆動する第１モード、第２モータを駆動する第２モード、第１クラッチを切断し第１モータ及び第２モータを駆動する第３モード、第１クラッチを接続し第１モータ及び第２モータを駆動する第４モードに切り換え得る。これにより低速から高速まで駆動力を確保して、車両の運動性能を向上できる。さらに、最適電費線に近い位置に第１切換線から第１０切換線を設定することにより電費を向上できる。よって、車両の運動性能および電費を向上できる。 According to the control device of the first aspect, the first mode for driving the first motor by disengaging the first clutch, the second mode for driving the second motor, and the first and second motors for disengaging the first clutch , And a fourth mode in which the first clutch is connected to drive the first motor and the second motor. As a result, the driving force can be secured from a low speed to a high speed, and the kinetic performance of the vehicle can be improved. Further, by setting the first switching line to the tenth switching line at a position close to the optimal power consumption line, the power consumption can be improved. Therefore, the kinetic performance and electric power consumption of the vehicle can be improved.
　請求項２記載の制御装置によれば、第１切換線と第２切換線との間、第３切換線と第４切換線との間、第５切換線と第６切換線との間、第７切換線と第８切換線との間、及び、第９切換線と第１０切換線との間にそれぞれヒステリシスが設けられる。これにより、請求項１の効果に加え、短時間の間に切り換えが頻繁に行われるビジーシフトを抑制できる。 According to the control device of the second aspect, between the first switching line and the second switching line, between the third switching line and the fourth switching line, between the fifth switching line and the sixth switching line, Hysteresis is provided between the seventh switching line and the eighth switching line, and between the ninth switching line and the tenth switching line. Thus, in addition to the effect of the first aspect, it is possible to suppress a busy shift in which switching is frequently performed in a short time.
　請求項３記載の制御装置によれば、傾斜検出器が検出した車両の前後方向の傾斜の大きさに関する情報により、所定の勾配以上の路面を車両が登坂しているか判断される。判断の結果、所定の勾配以上の路面を車両が登坂している場合に、変更回路により、第１切換線と第２切換線との間のヒステリシスが大きくされる。よって、請求項２の効果に加え、勾配が大きい路面を登板するときのビジーシフトを抑制できる。 According to the control device of the third aspect, it is determined whether or not the vehicle is climbing on a road surface having a predetermined gradient or more, based on the information on the magnitude of the longitudinal inclination of the vehicle detected by the inclination detector. If the result of the determination is that the vehicle is climbing a road surface having a predetermined slope or higher, the hysteresis between the first switching line and the second switching line is increased by the change circuit. Therefore, in addition to the effect of the second aspect, it is possible to suppress a busy shift when climbing a road surface having a large gradient.
　請求項４記載の制御装置によれば、温度計が検出した第１モータ又は第２モータの温度が高いほど、より小さい要求駆動力で第１モード又は第２モードから第３モード又は第４モードに切り換えるように、移動回路により第３切換線または第７切換線が移動される。より小さい要求駆動力で第１モータ及び第２モータを同時に駆動するので、１モータ当たりに必要となるトルクを小さくしてモータの負荷を減らすことができる。よって、請求項１から３のいずれかの効果に加え、第１モータや第２モータの過熱を抑制できる。 According to the control device of the fourth aspect, the higher the temperature of the first motor or the second motor detected by the thermometer, the smaller the required driving force from the first mode or the second mode to the third mode or the fourth mode. The third switching line or the seventh switching line is moved by the moving circuit so as to switch to. Since the first motor and the second motor are simultaneously driven with a smaller required driving force, it is possible to reduce the torque required per motor and reduce the load on the motor. Therefore, in addition to the effect of any one of the first to third aspects, overheating of the first motor and the second motor can be suppressed.
　請求項５記載の制御装置によれば、温度計が検出した第１モータ又は第２モータの温度が所定の温度以上であると判断される場合に、切換回路により第３モード又は第４モードに切り換えられる。よって、請求項１から４のいずれかの効果に加え、第１モータや第２モータの過熱を抑制できる。 According to the control device of the fifth aspect, when it is determined that the temperature of the first motor or the second motor detected by the thermometer is equal to or higher than the predetermined temperature, the switching circuit switches to the third mode or the fourth mode. Can be switched. Therefore, in addition to the effect of any one of the first to fourth aspects, overheating of the first motor and the second motor can be suppressed.
一実施の形態における車両の機能ブロック図である。FIG. 1 is a functional block diagram of a vehicle according to one embodiment. 第１モータ、第２モータ及び第１クラッチの動作の組合せを示す図表である。4 is a table showing combinations of operations of a first motor, a second motor, and a first clutch. モード切換線図の模式図である。It is a schematic diagram of a mode switching diagram. 切換制御処理のフローチャートである。It is a flowchart of a switching control process.
　以下、本発明の好ましい実施の形態について添付図面を参照して説明する。まず図１を参照して、制御装置５０が搭載された車両１０について説明する。図１は一実施の形態における車両１０の機能ブロック図である。 Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, a vehicle 10 equipped with a control device 50 will be described with reference to FIG. FIG. 1 is a functional block diagram of a vehicle 10 according to one embodiment.
　図１に示すように車両１０は、変速機１１及び制御装置５０が搭載されている。変速機１１は、第１モータ１２に接続される第１入力軸１４、第２モータ１３に接続される第２入力軸１５及び出力軸１６を備えている。第１入力軸１４及び第２入力軸１５は同軸上に配置される。第１入力軸１４（第２入力軸１５）及び出力軸１６は互いに平行に配置されている。本実施形態では、第１入力軸１４及び第２入力軸１５は、それぞれ第１モータ１２及び第２モータ１３の駆動力を直接受ける主軸である。 車 両 As shown in FIG. 1, the vehicle 10 is equipped with a transmission 11 and a control device 50. The transmission 11 has a first input shaft 14 connected to the first motor 12, a second input shaft 15 connected to the second motor 13, and an output shaft 16. The first input shaft 14 and the second input shaft 15 are arranged coaxially. The first input shaft 14 (second input shaft 15) and the output shaft 16 are arranged parallel to each other. In the present embodiment, the first input shaft 14 and the second input shaft 15 are main shafts that directly receive the driving forces of the first motor 12 and the second motor 13, respectively.
　第１入力軸１４及び第２入力軸１５は、パイロットベアリング（図示せず）を介して互いに相対回転可能に連結されている。第１モータ１２及び第２モータ１３は電動モータであり、同一のトルク特性を有している。車両１０に搭載されたバッテリ（図示せず）は第１モータ１２及び第２モータ１３の駆動回路５２，５３にそれぞれ電力を供給する。バッテリは、外部電力が供給されて充電される他、第２モータ１３からの回生電力が供給される。 The first input shaft 14 and the second input shaft 15 are connected to each other via a pilot bearing (not shown) so as to be relatively rotatable. The first motor 12 and the second motor 13 are electric motors and have the same torque characteristics. A battery (not shown) mounted on the vehicle 10 supplies electric power to drive circuits 52 and 53 of the first motor 12 and the second motor 13, respectively. The battery is supplied with external power and charged, and also supplied with regenerative power from the second motor 13.
　変速機１１の出力は、車軸１７の中央に配置された差動装置１８に伝達される。車軸１７は出力軸１６と平行に配置されている。差動装置１８は左右の車軸１７に駆動力を配分する。車軸１７の両端に車輪１９がそれぞれ配置されている。車両１０は、車輪１９以外に複数の車輪（図示せず）が配置されており、車軸１７及び車輪１９の回転駆動により走行できる。 出力 The output of the transmission 11 is transmitted to a differential device 18 disposed at the center of the axle 17. The axle 17 is arranged parallel to the output shaft 16. The differential device 18 distributes the driving force to the left and right axles 17. Wheels 19 are arranged at both ends of the axle 17, respectively. The vehicle 10 has a plurality of wheels (not shown) other than the wheels 19, and can run by rotating the axles 17 and the wheels 19.
　第１減速機２０は第１入力軸１４の回転を減速して出力軸１６に伝達する装置である。第１減速機２０は、第１入力軸１４に結合する第１ギヤ２１と、第２クラッチ２３の切換によって出力軸１６に結合または出力軸１６を空転する第２ギヤ２２と、を備えている。第２ギヤ２２は第１ギヤ２１にかみ合う。第１減速機２０は、第１ギヤ２１と第２ギヤ２２とのかみ合いによる減速比に設定される。 The first reduction gear 20 is a device that reduces the rotation of the first input shaft 14 and transmits the rotation to the output shaft 16. The first reduction gear 20 includes a first gear 21 connected to the first input shaft 14, and a second gear 22 connected to the output shaft 16 or idling the output shaft 16 by switching the second clutch 23. . The second gear 22 meshes with the first gear 21. The first reduction gear 20 is set to a reduction ratio by the engagement of the first gear 21 and the second gear 22.
　第２クラッチ２３は出力軸１６と第２ギヤ２２との間に介在する。第２クラッチ２３は第２ギヤ２２から出力軸１６へ正転方向の動力を伝達するワンウェイクラッチである。第２クラッチ２３は、第２ギヤ２２の正回転を出力軸１６に遮断可能に伝達する一方、出力軸１６から第２ギヤ２２への正回転の伝達を遮断する。第２クラッチ２３がつながると第２ギヤ２２は出力軸１６に結合し、第２クラッチ２３が切れると第２ギヤ２２は出力軸１６を空転する。 The second clutch 23 is interposed between the output shaft 16 and the second gear 22. The second clutch 23 is a one-way clutch that transmits power in the forward direction from the second gear 22 to the output shaft 16. The second clutch 23 transmits the forward rotation of the second gear 22 to the output shaft 16 so as to be able to be interrupted, and interrupts the transmission of the forward rotation from the output shaft 16 to the second gear 22. When the second clutch 23 is connected, the second gear 22 is connected to the output shaft 16, and when the second clutch 23 is disengaged, the second gear 22 idles the output shaft 16.
　第２減速機３０は第２入力軸１５の回転を減速して出力軸１６に伝達する装置である。第２減速機３０は、第２入力軸１５に結合する第３ギヤ３１と、出力軸１６に結合し第３ギヤ３１にかみ合う第４ギヤ３２と、を備えている。第２モータ１３は、第２減速機３０を介して常に出力軸１６に動力を伝達できる。第２減速機３０は、第３ギヤ３１と第４ギヤ３２とのかみ合いにより、第１減速機２０の減速比よりも小さい減速比に設定される。第１減速機２０は低速用伝動経路であり、第２減速機３０は高速用伝動経路である。 The second reduction gear 30 is a device that reduces the rotation of the second input shaft 15 and transmits the reduced rotation to the output shaft 16. The second reduction gear 30 includes a third gear 31 connected to the second input shaft 15 and a fourth gear 32 connected to the output shaft 16 and meshing with the third gear 31. The second motor 13 can always transmit power to the output shaft 16 via the second reduction gear 30. The second reduction gear 30 is set to a reduction gear ratio smaller than the reduction gear ratio of the first reduction gear 20 due to the engagement of the third gear 31 and the fourth gear 32. The first reduction gear 20 is a low-speed transmission path, and the second reduction gear 30 is a high-speed transmission path.
　出力軸１６に結合する第５ギヤ３３は、差動装置１８に結合する第６ギヤ３４にかみ合う。第５ギヤ３３及び第６ギヤ３４は、差動装置１８を介して出力軸１６の動力を車軸１７に伝達する。 The fifth gear 33 connected to the output shaft 16 meshes with the sixth gear 34 connected to the differential device 18. The fifth gear 33 and the sixth gear 34 transmit the power of the output shaft 16 to the axle 17 via the differential 18.
　第１入力軸１４と第２入力軸１５との間を切断または接続する第１クラッチ４０が、第１入力軸１４と第２入力軸１５との間に配置されている。本実施形態では第１クラッチ４０はかみあいクラッチであり、アクチュエータ４２によってスリーブ４１を移動させて断接する。しかし、これに限られるものではなく、第１クラッチ４０に摩擦クラッチ等の他のクラッチを採用したりシンクロメッシュを組み込んだりすることは当然可能である。 The first clutch 40 that disconnects or connects the first input shaft 14 and the second input shaft 15 is disposed between the first input shaft 14 and the second input shaft 15. In the present embodiment, the first clutch 40 is a meshing clutch, and the sleeve 41 is moved and disconnected by the actuator 42. However, the present invention is not limited to this, and it is of course possible to employ another clutch such as a friction clutch or incorporate a synchromesh into the first clutch 40.
　制御装置５０（ＥＣＵ）は、第１モータ１２、第２モータ１３及び第１クラッチ４０を制御するための装置である。制御装置５０は、ＣＰＵ，ＲＯＭ，ＲＡＭ及びバックアップＲＡＭ（いずれも図示せず）を備えている。ＲＯＭは、プログラムを実行する際に参照されるモード切換線図６０（図３参照）等のマップ及びプログラムが記憶されている。ＣＰＵは、ＲＯＭに記憶されたプログラムやマップに基づいて演算処理を実行する。ＲＡＭは、ＣＰＵでの演算結果や各センサから入力されたデータ等を一時的に記憶するメモリである。バックアップＲＡＭは、保存すべきデータ等を記憶する不揮発性メモリである。 The control device 50 (ECU) is a device for controlling the first motor 12, the second motor 13, and the first clutch 40. The control device 50 includes a CPU, a ROM, a RAM, and a backup RAM (all not shown). The ROM stores a map such as a mode switching diagram 60 (see FIG. 3) and a program which are referred to when the program is executed. The CPU executes arithmetic processing based on programs and maps stored in the ROM. The RAM is a memory for temporarily storing a result of calculation by the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be stored and the like.
　制御装置５０は、ＣＡＮ通信線５１を通じて、第１モータ１２を駆動する駆動回路５２及び第２モータ１３を駆動する駆動回路５３が接続されている。制御装置５０は、車速センサ５４、アクセル開度センサ５５、前後加速度センサ５６、温度計５７及びスリーブ位置センサ５８が接続されている。制御装置５０は、駆動回路５２，５３を使って第１モータ１２及び第２モータ１３を力行制御または回生制御する。 The control device 50 is connected via a CAN communication line 51 to a drive circuit 52 for driving the first motor 12 and a drive circuit 53 for driving the second motor 13. The control device 50 is connected to a vehicle speed sensor 54, an accelerator opening sensor 55, a longitudinal acceleration sensor 56, a thermometer 57, and a sleeve position sensor 58. The control device 50 uses the drive circuits 52 and 53 to perform power running control or regenerative control of the first motor 12 and the second motor 13.
　車速センサ５４は、車両１０の速度を検出するための装置である。車速センサ５４は、出力軸１６の回転速度を検出し、その検出結果を処理して車両１０の速度を算出し制御装置５０へ出力する出力回路（図示せず）を備えている。 The vehicle speed sensor 54 is a device for detecting the speed of the vehicle 10. The vehicle speed sensor 54 includes an output circuit (not shown) that detects the rotation speed of the output shaft 16, processes the detection result, calculates the speed of the vehicle 10, and outputs the calculated speed to the control device 50.
　アクセル開度センサ５５は、ドライバーによるアクセルペダル（図示せず）の踏み込み量を検出し、その検出結果を処理して制御装置５０へ出力する出力回路（図示せず）を備えている。アクセル開度センサ５５の出力は、ドライバーが要求する総駆動力（要求駆動力）に比例する。 The accelerator opening sensor 55 includes an output circuit (not shown) that detects the amount of depression of an accelerator pedal (not shown) by a driver, processes the detection result, and outputs the result to the control device 50. The output of the accelerator opening sensor 55 is proportional to the total driving force (requested driving force) required by the driver.
　前後加速度センサ５６は、車両１０の前後方向の加速度（以下「前後Ｇ」と称す）を検出し、その検出結果を処理して制御装置５０へ出力する出力回路（図示せず）を備えている。車速センサ５４により検出される車速を微分して車両１０の加速度（以下「車両Ｇ」と称す）を求め、前後Ｇと車両Ｇとの差分を算出することにより、制御装置５０は、車両１０が走行する路面の勾配を算出できる。 The longitudinal acceleration sensor 56 includes an output circuit (not shown) that detects the longitudinal acceleration of the vehicle 10 (hereinafter, referred to as “longitudinal G”), processes the detection result, and outputs the result to the control device 50. . By differentiating the vehicle speed detected by the vehicle speed sensor 54 to determine the acceleration of the vehicle 10 (hereinafter referred to as “vehicle G”) and calculating the difference between the front and rear G and the vehicle G, the control device 50 The gradient of the traveling road surface can be calculated.
　温度計５７は、第１モータ１２及び第２モータ１３の温度をそれぞれ検出し、その検出結果を処理して制御装置５０へ出力する出力回路（図示せず）を備えている。スリーブ位置センサ５８は、第１クラッチ４０のスリーブ４１の位置を検出し、その検出結果を処理して制御装置５０へ出力する出力回路（図示せず）を備えている。スリーブ位置センサ５８の検出結果により、制御装置５０は、第１クラッチ４０がつながっているか切れているかを検出する。制御装置５０に接続される他の入出力装置５９としては、例えばブレーキストロークセンサが挙げられる。 The thermometer 57 includes an output circuit (not shown) that detects the temperatures of the first motor 12 and the second motor 13, processes the detection results, and outputs the result to the control device 50. The sleeve position sensor 58 includes an output circuit (not shown) that detects the position of the sleeve 41 of the first clutch 40, processes the detection result, and outputs the result to the control device 50. Based on the detection result of the sleeve position sensor 58, the control device 50 detects whether the first clutch 40 is engaged or disconnected. Another input / output device 59 connected to the control device 50 includes, for example, a brake stroke sensor.
　図２は第１モータ１２、第２モータ１３及び第１クラッチ４０の動作の組合せを示す図表である。図２は、各モードにおいて駆動するモータ及び締結するクラッチが×で示される。制御装置５０は、車速センサ５４、アクセル開度センサ５５等から入力された情報により、モード切換線図６０（図３参照）を用いて第１モード、第２Ａモード、第２Ｂモード、第３モード及び第４モードのいずれかに変速機１１を切り換える制御をする。 FIG. 2 is a table showing combinations of operations of the first motor 12, the second motor 13, and the first clutch 40. In FIG. 2, the motor to be driven and the clutch to be engaged in each mode are indicated by x. The control device 50 uses a mode switching diagram 60 (see FIG. 3) to perform a first mode, a second A mode, a second B mode, and a third mode based on information input from the vehicle speed sensor 54, the accelerator opening sensor 55, and the like. And the control to switch the transmission 11 to one of the fourth mode and the fourth mode.
　図２に示すように第１モードでは、制御装置５０は第１クラッチ４０を切った状態で第１モータ１２を力行制御する（図４の第１モード処理：Ｓ８）。第１モードは、発進時や低速走行時に使われる。第１モータ１２の出力は、第２減速機３０よりも減速比の大きい第１減速機２０を介して出力軸１６に伝達されるので、低速から大きな駆動トルクを得て力強い発進および低速走行が可能となる。 制 御 As shown in FIG. 2, in the first mode, the control device 50 controls the power running of the first motor 12 in a state where the first clutch 40 is disengaged (first mode processing in FIG. 4: S8). The first mode is used when starting or running at low speed. Since the output of the first motor 12 is transmitted to the output shaft 16 via the first reduction gear 20 having a larger reduction ratio than the second reduction gear 30, a strong driving torque is obtained from a low speed, and a strong start and low-speed running are achieved. It becomes possible.
　第２モード（第２Ａ及び第２Ｂモード）では、制御装置５０は第１クラッチ４０を切った状態で第２モータ１３を力行制御する。第２モータ１３の出力は、第１減速機２０よりも減速比の小さい第２減速機３０を介して出力軸１６に伝達されるので、電費の良い高速走行が可能となる。ワンウェイクラッチからなる第２クラッチ２３は出力軸１６から第２ギヤ２２への動力の伝達を遮断するので、第２モードにおいて第１クラッチ４０が切られた状態で、第２モータ１３が出力軸１６を駆動するときの第１減速機２０及び第１モータ１２による引き摺り損失を抑制できる（図４の第２Ａモード処理：Ｓ９）。 で は In the second mode (2A and 2B modes), the control device 50 controls the power running of the second motor 13 with the first clutch 40 disengaged. The output of the second motor 13 is transmitted to the output shaft 16 via the second reduction gear 30 having a smaller reduction ratio than that of the first reduction gear 20, so that high-speed traveling with good power consumption is possible. The second clutch 23, which is a one-way clutch, cuts off the transmission of power from the output shaft 16 to the second gear 22, so that in the second mode, with the first clutch 40 disengaged, the second motor 13 The drag loss caused by the first reduction gear 20 and the first motor 12 when driving is controlled can be suppressed (2A mode processing in FIG. 4: S9).
　第２モードにおいて第１クラッチ４０がつながれると、第１モータ１２は連れ回る。このときは、第１クラッチ４０をつないで第１モータ１２及び第２モータ１３を駆動する第４モード６４への切換要求があったときに、スムーズに第４モード６４へ切り換えられる（図４の第２Ｂモード処理：Ｓ１０）。 When the first clutch 40 is engaged in the second mode, the first motor 12 rotates. At this time, when there is a request to switch to the fourth mode 64 for driving the first motor 12 and the second motor 13 by connecting the first clutch 40, the mode is smoothly switched to the fourth mode 64 (see FIG. 4). 2B mode processing: S10).
　第３モードでは、制御装置５０は第１クラッチ４０を切った状態で第１モータ１２及び第２モータ１３を力行制御する（図４の第３モード処理：Ｓ１１）。第１モータ１２により駆動される第２ギヤ２２の回転数が、第２モータ１３に駆動される第４ギヤ３２（出力軸１６）の回転数より大きいときは、ワンウェイクラッチからなる第２クラッチ２３がつながるので、第１モータ１２及び第２モータ１３の駆動力が出力軸１６に伝達される。 で は In the third mode, the control device 50 controls the power running of the first motor 12 and the second motor 13 with the first clutch 40 disengaged (third mode processing in FIG. 4: S11). When the rotation speed of the second gear 22 driven by the first motor 12 is higher than the rotation speed of the fourth gear 32 (output shaft 16) driven by the second motor 13, the second clutch 23 composed of a one-way clutch is used. Therefore, the driving forces of the first motor 12 and the second motor 13 are transmitted to the output shaft 16.
　一方、第１モータ１２により駆動される第２ギヤ２２の回転数が、第２モータ１３に駆動される第４ギヤ３２（出力軸１６）の回転数より小さいときは第２クラッチ２３が切れるので、第２モータ１３の駆動力が出力軸１６に伝達される。以上のように出力軸１６にワンウェイクラッチからなる第２クラッチ２３が配置されるので、第１モータ１２及び第２モータ１３が出力軸１６を駆動する状態と、第２モータ１３が出力軸１６を駆動する状態とを、切れ目なく切り換えることができる。 On the other hand, when the rotation speed of the second gear 22 driven by the first motor 12 is smaller than the rotation speed of the fourth gear 32 (output shaft 16) driven by the second motor 13, the second clutch 23 is disengaged. The driving force of the second motor 13 is transmitted to the output shaft 16. As described above, since the second clutch 23 composed of a one-way clutch is disposed on the output shaft 16, the first motor 12 and the second motor 13 drive the output shaft 16, and the second motor 13 connects the output shaft 16 to the output shaft 16. The driving state can be switched seamlessly.
　第４モードでは、制御装置５０は第１クラッチ４０をつないだ状態で第１モータ１２及び第２モータ１３を力行制御する（図４の第４モード処理：Ｓ１２）。第４モードでは、第１モータ１２及び第２モータ１３により出力軸１６が常に駆動されるので、出力軸１６に出力するトルクを大きくできる。特に、第１モータ１２及び第２モータ１３の両方で高速用伝動経路の第２減速機３０を駆動するので、高速でも十分な駆動トルクを得て加速が可能となる。 In the fourth mode, the control device 50 controls the power running of the first motor 12 and the second motor 13 while the first clutch 40 is engaged (fourth mode process in FIG. 4: S12). In the fourth mode, the output shaft 16 is constantly driven by the first motor 12 and the second motor 13, so that the torque output to the output shaft 16 can be increased. In particular, both the first motor 12 and the second motor 13 drive the second speed reducer 30 on the high-speed transmission path, so that a sufficient driving torque can be obtained and acceleration can be performed even at a high speed.
　図３はモード切換線図６０の模式図である。モード切換線図６０は、車両１０の速度、及び、第１モータ１２及び第２モータ１３の総駆動力をパラメータとする運転点７４のモード切換線図６０上の位置によって、変速機１１の適切なモードを求めるためのマップである。切換線図６０は、第１モータ１２及び第２モータ１３による最大出力線８０の内側の領域に、複数の切換線が設定されている。本実施形態では、モード切換線図６０の総駆動力（ドライバーの要求駆動力）は、アクセル開度センサ５５（図１参照）の出力結果から算出される。 FIG. 3 is a schematic diagram of the mode switching diagram 60. The mode switching diagram 60 is determined based on the speed of the vehicle 10 and the position of the operating point 74 on the mode switching diagram 60 with the total driving force of the first motor 12 and the second motor 13 as parameters. It is a map for finding a suitable mode. In the switching diagram 60, a plurality of switching lines are set in a region inside the maximum output line 80 by the first motor 12 and the second motor 13. In the present embodiment, the total driving force (the driving force required by the driver) in the mode switching diagram 60 is calculated from the output result of the accelerator opening sensor 55 (see FIG. 1).
　第１切換線６５及び第２切換線６６は、第１モード６１と第２モード６２とを区画する切換線である。第１切換線６５を運転点７４が横切って第１モード６１から第２モード６２へ移動したときに、変速機１１は第１モード６１から第２モード６２へ切り換えられる。第２切換線６６を運転点７４が横切って第２モード６２から第１モード６１へ移動したときに、変速機１１は第２モード６２から第１モード６１へ切り換えられる。 The first switching line 65 and the second switching line 66 are switching lines that partition the first mode 61 and the second mode 62. When the operating point 74 crosses the first switching line 65 and moves from the first mode 61 to the second mode 62, the transmission 11 is switched from the first mode 61 to the second mode 62. When the operating point 74 crosses the second switching line 66 and moves from the second mode 62 to the first mode 61, the transmission 11 is switched from the second mode 62 to the first mode 61.
　第１切換線６５及び第２切換線６６は、第１モータ１２及び第２モータ１３の電費を最適にする最適電費線（図示せず）の近くに設定されている。本実施形態では、第１切換線６５及び第２切換線６６は最適電費線の両側に設けられている。第１切換線６５と第２切換線６６との間にはヒステリシス７５が設定されている。ヒステリシス７５により、短時間に第１モード６１と第２モード６２との切り換えが頻繁に行われるビジーシフトを抑制し、いわゆるトルク切れの発生を抑制する。 The first switching line 65 and the second switching line 66 are set near an optimal power consumption line (not shown) for optimizing the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the first switching line 65 and the second switching line 66 are provided on both sides of the optimal power consumption line. A hysteresis 75 is set between the first switching line 65 and the second switching line 66. The hysteresis 75 suppresses a busy shift in which the switching between the first mode 61 and the second mode 62 is frequently performed in a short time, and suppresses the occurrence of so-called torque shortage.
　第３切換線６７及び第４切換線６８は、第１モード６１と第３モード６３とを区画する切換線である。第３切換線６７を運転点７４が横切って第１モード６１から第３モード６３へ移動したときに、変速機１１は第１モード６１から第３モード６３へ切り換えられる。第４切換線６８を運転点７４が横切って第３モード６３から第１モード６１へ移動したときに、変速機１１は第３モード６３から第１モード６１へ切り換えられる。 The third switching line 67 and the fourth switching line 68 are switching lines that partition the first mode 61 and the third mode 63. When the operating point 74 crosses the third switching line 67 and moves from the first mode 61 to the third mode 63, the transmission 11 is switched from the first mode 61 to the third mode 63. When the operating point 74 crosses the fourth switching line 68 and moves from the third mode 63 to the first mode 61, the transmission 11 is switched from the third mode 63 to the first mode 61.
　第３切換線６７及び第４切換線６８は、第１モータ１２及び第２モータ１３の電費を最適にする最適電費線（図示せず）の近くに設定されている。本実施形態では、第３切換線６７及び第４切換線６８は最適電費線の両側に設けられている。第３切換線６７と第４切換線６８との間にはヒステリシス７６が設定されている。ヒステリシス７６により、短時間に第１モード６１と第３モード６３との切り換えが頻繁に行われるビジーシフトを抑制し、ドライバーの違和感を抑制する。 The third switching line 67 and the fourth switching line 68 are set near an optimal power consumption line (not shown) for optimizing the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the third switching line 67 and the fourth switching line 68 are provided on both sides of the optimal power consumption line. A hysteresis 76 is set between the third switching line 67 and the fourth switching line 68. The hysteresis 76 suppresses a busy shift in which the switching between the first mode 61 and the third mode 63 is frequently performed in a short time, and suppresses the driver's discomfort.
　第５切換線６９及び第６切換線７０は、第３モード６３と第４モード６４とを区画する切換線である。第５切換線６９を運転点７４が横切って第３モード６３から第４モード６４へ移動したときに、変速機１１は第３モード６３から第４モード６４へ切り換えられる。第６切換線７０を運転点７４が横切って第４モード６４から第３モード６３へ移動したときに、変速機１１は第４モード６４から第３モード６３へ切り換えられる。 The fifth switching line 69 and the sixth switching line 70 are switching lines that partition the third mode 63 and the fourth mode 64. When the operating point 74 crosses the fifth switching line 69 and moves from the third mode 63 to the fourth mode 64, the transmission 11 is switched from the third mode 63 to the fourth mode 64. When the operating point 74 crosses the sixth switching line 70 and moves from the fourth mode 64 to the third mode 63, the transmission 11 is switched from the fourth mode 64 to the third mode 63.
　第５切換線６９及び第６切換線７０は、第１モータ１２及び第２モータ１３の電費を最適にする最適電費線（図示せず）の近くに設定されている。本実施形態では、第５切換線６９及び第６切換線７０は最適電費線の両側に設けられている。第５切換線６９と第６切換線７０との間にはヒステリシス７７が設定されている。ヒステリシス７７により、短時間に第３モード６３と第４モード６４との切り換えが頻繁に行われるビジーシフトを抑制し、ドライバーの違和感を抑制する。 (5) The fifth switching line 69 and the sixth switching line 70 are set near an optimal power consumption line (not shown) that optimizes the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the fifth switching line 69 and the sixth switching line 70 are provided on both sides of the optimal power consumption line. A hysteresis 77 is set between the fifth switching line 69 and the sixth switching line 70. The hysteresis 77 suppresses a busy shift in which the switching between the third mode 63 and the fourth mode 64 is frequently performed in a short time, and suppresses the driver's discomfort.
　第７切換線７１及び第８切換線７２は、第２モード６２と第４モード６４とを区画する切換線である。第７切換線７１を運転点７４が横切って第２モード６２から第４モード６４へ移動したときに、変速機１１は第２モード６２から第４モード６４へ切り換えられる。第８切換線７２を運転点７４が横切って第４モード６４から第２モード６２へ移動したときに、変速機１１は第４モード６４から第２モード６２へ切り換えられる。 ７The seventh switching line 71 and the eighth switching line 72 are switching lines that partition the second mode 62 and the fourth mode 64. When the operating point 74 crosses the seventh switching line 71 and moves from the second mode 62 to the fourth mode 64, the transmission 11 is switched from the second mode 62 to the fourth mode 64. When the operating point 74 crosses the eighth switching line 72 and moves from the fourth mode 64 to the second mode 62, the transmission 11 is switched from the fourth mode 64 to the second mode 62.
　第７切換線７１及び第８切換線７２は、第１モータ１２及び第２モータ１３の電費を最適にする最適電費線（図示せず）の近くに設定されている。本実施形態では、第７切換線７１及び第８切換線７２は最適電費線の両側に設けられている。第７切換線７１と第８切換線７２との間にはヒステリシス７８が設定されている。ヒステリシス７８により、短時間に第２モード６２と第４モード６４との切り換えが頻繁に行われるビジーシフトを抑制し、ドライバーの違和感を抑制する。 (7) The seventh switching line 71 and the eighth switching line 72 are set near an optimal power consumption line (not shown) for optimizing the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the seventh switching line 71 and the eighth switching line 72 are provided on both sides of the optimal power consumption line. A hysteresis 78 is set between the seventh switching line 71 and the eighth switching line 72. The hysteresis 78 suppresses a busy shift in which the switching between the second mode 62 and the fourth mode 64 is frequently performed in a short time, and suppresses the driver's discomfort.
　第９切換線７３及び第１０切換線７４は、第２モード６２において第１クラッチ４０の断接のための切換線である。第２モード６２では第１モータ１２は駆動していないので、第１クラッチ４０を断接できる。第９切換線７３を低速側から高速側へ運転点７４が横切ったときに、第１クラッチ４０がつながれる（第２Ｂモード）。第１クラッチ４０がつながれると第１モータ１２は連れ回る。このときに、第１モータ１２の回生制御を行うことは可能である。第１モータ１２の回生制御により電費を向上できる。 The ninth switching line 73 and the tenth switching line 74 are switching lines for connecting and disconnecting the first clutch 40 in the second mode 62. In the second mode 62, since the first motor 12 is not driven, the first clutch 40 can be connected and disconnected. When the operating point 74 crosses the ninth switching line 73 from the low speed side to the high speed side, the first clutch 40 is engaged (second B mode). When the first clutch 40 is engaged, the first motor 12 rotates. At this time, the regenerative control of the first motor 12 can be performed. The power consumption can be improved by the regenerative control of the first motor 12.
　また、第２モード６２において第１０切換線７４を高速側から低速側へ運転点７４が横切ったときに、第１クラッチ４０が切られる（第２Ａモード）。第１クラッチ４０が切られると第１モータ１２の連れ回りがなくなるので、第２モード６２において第１モータ１２による引き摺り損失を抑制できる。これにより第２モード６２のときの電費を向上できる。 In addition, when the operating point 74 crosses the tenth switching line 74 from the high speed side to the low speed side in the second mode 62, the first clutch 40 is disengaged (second A mode). When the first clutch 40 is disengaged, the first motor 12 stops rotating, so that the drag loss of the first motor 12 in the second mode 62 can be suppressed. As a result, power consumption in the second mode 62 can be improved.
　第９切換線７３と第１０切換線７４との間にはヒステリシス７９が設定されている。ヒステリシス７９により、短時間に第１クラッチ４０の断接が頻繁に行われるビジーシフトを抑制し、ドライバーの違和感を抑制する。 ヒ A hysteresis 79 is set between the ninth switching line 73 and the tenth switching line 74. The hysteresis 79 suppresses a busy shift in which the first clutch 40 is frequently connected and disconnected in a short period of time, and suppresses the driver's discomfort.
　図４を参照して制御装置５０（図１参照）が実行する切換制御処理について説明する。図４は切換制御処理のフローチャートである。制御装置５０は、第１モータ１２及び第２モータ１３の温度、及び、車両１０が走行する路面の勾配に応じた種々のモード切換線図６０（図３参照）を、ＲＯＭに複数記憶している。切換制御処理は電源が投入されている間、制御装置５０によって繰り返し（例えば０．２秒間隔で）実行される処理である。 The switching control process executed by the control device 50 (see FIG. 1) will be described with reference to FIG. FIG. 4 is a flowchart of the switching control process. The control device 50 stores in the ROM a plurality of mode switching diagrams 60 (see FIG. 3) corresponding to the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface on which the vehicle 10 travels. I have. The switching control process is a process that is repeatedly executed (for example, at intervals of 0.2 seconds) by the control device 50 while the power is turned on.
　制御装置５０は、切換制御処理において、アクセル開度センサ５５の入力に基づきアクセル開度を取得して、ドライバーの要求駆動力（総駆動力）を算出する（Ｓ１）。制御装置５０は、車速センサ５４の入力に基づいて車速を取得し（Ｓ２）、温度計５７の入力に基づき第１モータ１２及び第２モータ１３の温度を取得する（Ｓ３）。 In the switching control process, the control device 50 acquires the accelerator opening based on the input of the accelerator opening sensor 55 and calculates the driver's required driving force (total driving force) (S1). The control device 50 acquires the vehicle speed based on the input of the vehicle speed sensor 54 (S2), and acquires the temperatures of the first motor 12 and the second motor 13 based on the input of the thermometer 57 (S3).
　その結果、第１モータ１２及び第２モータ１３のいずれかの温度が、第１モータ１２や第２モータ１３の絶縁性能の劣化や耐久性の低下を引き起こすおそれのある温度（以下「第１温度」と称す）以上の場合は（Ｓ４：Ｙｅｓ）、Ｓ５～Ｓ７の処理をスキップして、制御装置５０は第４モード処理（Ｓ１２）を実行する。第４モード処理（Ｓ１２）では、第１クラッチ４０をつないだ状態で第１モータ１２及び第２モータ１３が力行制御されるので、第１モータ１２及び第２モータ１３に駆動力が配分される。１モータ当たりの負荷を減らすことができるので、モータの過熱を防ぎ、第１モータ１２や第２モータ１３の絶縁性能の劣化や耐久性の低下を防止できる。 As a result, any one of the temperatures of the first motor 12 and the second motor 13 may be reduced to a temperature (hereinafter referred to as a “first temperature”) that may cause deterioration of the insulation performance and durability of the first motor 12 and the second motor 13. In this case (S4: Yes), the control device 50 skips the processing of S5 to S7 and executes the fourth mode processing (S12). In the fourth mode process (S12), the first motor 12 and the second motor 13 are power-run controlled while the first clutch 40 is engaged, so that the driving force is distributed to the first motor 12 and the second motor 13. . Since the load per motor can be reduced, overheating of the motor can be prevented, and deterioration of insulation performance and durability of the first motor 12 and the second motor 13 can be prevented.
　一方、第１モータ１２及び第２モータ１３の両方の温度が第１温度未満の場合は（Ｓ４：Ｎｏ）、制御装置５０は、車速センサ５４及び前後加速度センサ５６の入力に基づき、車両１０が走行する路面の勾配を取得する（Ｓ５）。次に制御装置５０は、第１モータ１２及び第２モータ１３の温度、及び、路面の勾配に基づき、それらに関連付けられたマップ（モード切換線図６０）を選択する（Ｓ６）。 On the other hand, when the temperature of both the first motor 12 and the second motor 13 is lower than the first temperature (S4: No), the control device 50 controls the vehicle 10 based on the input of the vehicle speed sensor 54 and the longitudinal acceleration sensor 56. The gradient of the traveling road surface is acquired (S5). Next, the control device 50 selects a map (mode switching diagram 60) associated therewith based on the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface (S6).
　Ｓ６の処理において制御装置５０は、第１モータ１２又は第２モータ１３の温度が高いほど、より小さい要求駆動力で第１モード６１から第３モード６３に切り換える、又は、より小さい要求駆動力で第２モード６２から第４モード６４に切り換えるように、第３切換線６７及び第７切換線７１が下方にシフトしたモード切換線図６０を選択する。また制御装置５０は、車両１０が登坂している路面の勾配が大きいほど、第１切換線６５と第２切換線６６との間のヒステリシス７１が大きいモード切換線図６０を選択する。 In the process of S6, the control device 50 switches from the first mode 61 to the third mode 63 with a smaller required driving force as the temperature of the first motor 12 or the second motor 13 is higher, or with a smaller required driving force. In order to switch from the second mode 62 to the fourth mode 64, a mode switching diagram 60 in which the third switching line 67 and the seventh switching line 71 are shifted downward is selected. Further, control device 50 selects a mode switching diagram 60 in which hysteresis 71 between first switching line 65 and second switching line 66 is greater as the gradient of the road surface on which vehicle 10 is climbing is greater.
　制御装置５０は、車速および要求駆動力によって特定される運転点７４のモード切換線図６０上の位置を算出し（Ｓ７）、第１モード処理（Ｓ８）、第２Ａモード処理（Ｓ９）、第２Ｂモード処理（Ｓ１０）、第３モード処理（Ｓ１１）、第４モード処理（Ｓ１２）のいずれかを実行して、この処理を終了する。 The control device 50 calculates the position of the operating point 74 on the mode switching diagram 60 specified by the vehicle speed and the required driving force (S7), the first mode process (S8), the second A mode process (S9), One of the 2B mode processing (S10), the third mode processing (S11), and the fourth mode processing (S12) is executed, and this processing ends.
　制御装置５０は、モード切換線図６０を用いて第１モード、第２モード（第２Ａ及び第２Ｂモード）、第３モード及び第４モードのいずれかに変速機１１を切り換え得る。よって、低速から高速まで駆動力を確保して、車両１０の運動性能を向上できる。さらに、最適電費線に近い位置に第１切換線６５から第１０切換線７４を設定することにより電費を向上できる。よって、車両１０の運動性能および電費を向上できる。 The control device 50 can switch the transmission 11 to any one of the first mode, the second mode (the second A and the second B mode), the third mode, and the fourth mode using the mode switching diagram 60. Therefore, it is possible to secure the driving force from a low speed to a high speed and improve the kinetic performance of the vehicle 10. Further, by setting the first switching line 65 to the tenth switching line 74 at a position close to the optimal power consumption line, the power consumption can be improved. Therefore, the kinetic performance and electric power consumption of the vehicle 10 can be improved.
　モード切換線図６０は、第１切換線６５と第２切換線６６との間、第３切換線６７と第４切換線６８との間、第５切換線６９と第６切換線７０との間、第７切換線７１と第８切換線７２との間、及び、第９切換線７３と第１０切換線７４との間にそれぞれヒステリシス７５～７９が設けられているので、短時間に切り換えが頻繁に行われるビジーシフトを抑制できる。その結果、トルク切れの発生を抑制できるので、車両１０の運動性能をさらに向上できる。ドライバーの違和感を抑制することもできる。 The mode switching diagram 60 shows the relationship between the first switching line 65 and the second switching line 66, between the third switching line 67 and the fourth switching line 68, and between the fifth switching line 69 and the sixth switching line 70. The hysteresis 75 to 79 are provided between the switching line 71, the switching line 71 and the switching line 72, and between the switching line 73 and the switching line 74, respectively, so that the switching can be performed in a short time. Can be suppressed. As a result, the occurrence of torque shortage can be suppressed, so that the dynamic performance of the vehicle 10 can be further improved. It can also reduce driver discomfort.
　制御装置５０は、第１モータ１２又は第２モータ１３の温度が高いほど、より小さい要求駆動力で第１モード６１から第３モード６３に切り換えるように第３切換線６７が下方にシフトした、又は、より小さい要求駆動力で第２モード６２から第４モード６４に切り換えるように第７切換線７１が下方にシフトしたモード切換線図６０を選択するので、モータの温度が高いときは、より小さい要求駆動力で第１モータ１２及び第２モータ１３を同時に駆動できる。よって、駆動力を配分してモータの負荷を減らし、第１モータ１２や第２モータ１３の過熱を抑制できる。 The control device 50 shifts the third switching line 67 downward so as to switch from the first mode 61 to the third mode 63 with a smaller required driving force as the temperature of the first motor 12 or the second motor 13 increases, Alternatively, since the mode switching diagram 60 in which the seventh switching line 71 is shifted downward so as to switch from the second mode 62 to the fourth mode 64 with a smaller required driving force is selected, when the motor temperature is high, The first motor 12 and the second motor 13 can be driven simultaneously with a small required driving force. Therefore, it is possible to reduce the load on the motor by distributing the driving force and suppress the overheating of the first motor 12 and the second motor 13.
　また制御装置５０は、車両１０が登坂している路面の勾配が大きいほど、第１切換線６５と第２切換線６６との間のヒステリシス７５が大きいモード切換線図６０を選択するので、勾配が大きい路面を登坂するときの第１モード６１と第２モード６２との間のビジーシフトを抑制できる。 The controller 50 selects the mode switching diagram 60 in which the hysteresis 75 between the first switching line 65 and the second switching line 66 is larger as the gradient of the road surface on which the vehicle 10 is climbing is larger. Busy shift between the first mode 61 and the second mode 62 when the vehicle climbs a road surface having a large road surface.
　なお、第１切換線６５と第２切換線６６との間のヒステリシス７５を大きくする変更回路としては、制御装置５０のうち、切換制御処理（図４参照）においてＳ６の処理を実行する回路が該当する。第３切換線６７を下方にシフトさせる移動回路としては、制御装置５０のうち、切換制御処理（図４参照）においてＳ６の処理を実行する回路が該当する。第１モータ１２や第２モータ１３の温度が第１温度以上の場合に第４モード６４に切り換える切換回路としては、制御装置５０のうち、切換制御処理（図４参照）においてＳ４及びＳ１２の処理を実行する回路が該当する。 As a change circuit for increasing the hysteresis 75 between the first switching line 65 and the second switching line 66, a circuit that executes the processing of S6 in the switching control processing (see FIG. 4) in the control device 50 is used. Applicable. The moving circuit that shifts the third switching line 67 downward corresponds to a circuit that executes the process of S6 in the switching control process (see FIG. 4) in the control device 50. The switching circuit for switching to the fourth mode 64 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature includes the processes of S4 and S12 in the switching control process (see FIG. 4) of the control device 50. Corresponds to a circuit that executes
　以上、実施の形態に基づき本発明を説明したが、本発明は上記実施の形態に何ら限定されるものではなく、本発明の趣旨を逸脱しない範囲内で種々の改良変形が可能であることは容易に推察できるものである。 As described above, the present invention has been described based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily inferred.
　実施形態では、モード切換線図６０のパラメータとなる要求駆動力としてアクセル開度を用いる場合について説明したが、必ずしもこれに限られるものではない。例えばアクセル開速度（アクセル開度の変化速度）等のように、要求駆動力（総駆動力）に比例する値であれば、他の値を用いることは当然可能である。また、ブレーキストロークセンサの検出結果を要求駆動力に加えることは当然可能である。 In the embodiment, the case where the accelerator opening is used as the required driving force as a parameter of the mode switching diagram 60 has been described, but the present invention is not necessarily limited to this. For example, as long as the value is proportional to the required driving force (total driving force), such as an accelerator opening speed (a changing speed of the accelerator opening), other values can of course be used. It is also possible to add the detection result of the brake stroke sensor to the required driving force.
　実施形態では、車速センサ５４及び前後加速度センサ５６（傾斜検出器の一例）の検出結果を用いて、車両１０が走行する路面の勾配を算出する場合について説明したが、必ずしもこれに限られるものではない。車両１０の前後方向の傾斜を専用に検出する傾斜検出器（傾斜センサ）を設けることは当然可能である。 In the embodiment, the case has been described where the gradient of the road surface on which the vehicle 10 travels is calculated using the detection results of the vehicle speed sensor 54 and the longitudinal acceleration sensor 56 (an example of a tilt detector). However, the present invention is not necessarily limited to this. Absent. It is naturally possible to provide an inclination detector (inclination sensor) for exclusively detecting the inclination of the vehicle 10 in the front-rear direction.
　実施形態では、切換制御処理（図４参照）のＳ４の処理において、第１モータ１２や第２モータ１３の温度が第１温度以上の場合に第４モード６４に切り換える場合について説明したが、必ずしもこれに限られるものではない。第１モータ１２や第２モータ１３の温度が第１温度以上の場合に第３モード６３に切り換えることは当然可能である。この場合も２つのモータを使って車両１０を走行できるので、モータの負荷を減らし第１モータ１２や第２モータ１３の過熱を抑制できる。 In the embodiment, the case where the mode is switched to the fourth mode 64 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature has been described in the process of S4 of the switching control process (see FIG. 4). However, it is not limited to this. It is naturally possible to switch to the third mode 63 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature. Also in this case, since the vehicle 10 can travel using the two motors, the load on the motors can be reduced and the overheating of the first motor 12 and the second motor 13 can be suppressed.
　実施形態では、第１切換線６５と第２切換線６６との間、第３切換線６７と第４切換線６８との間、第５切換線６９と第６切換線７０との間、第７切換線７１と第８切換線７２との間、及び、第９切換線７３と第１０切換線７４との間にそれぞれヒステリシス７５～７９が設けられる場合について説明したが、必ずしもこれに限られるものではない。ヒステリシス７５～７９のいずれか１つ以上が設定されていれば、ヒステリシスが設定されたモード間のビジーシフトを抑制できるので好ましい。 In the embodiment, between the first switching line 65 and the second switching line 66, between the third switching line 67 and the fourth switching line 68, between the fifth switching line 69 and the sixth switching line 70, The case where the hysteresis 75 to 79 is provided between the seventh switching line 71 and the eighth switching line 72 and between the ninth switching line 73 and the tenth switching line 74 has been described, but is not necessarily limited thereto. Not something. If any one or more of the hysteresis 75 to 79 is set, it is preferable because a busy shift between the modes in which the hysteresis is set can be suppressed.
　実施形態では、ＲＯＭに記憶された複数のモード切換線図６０の中から、第１モータ１２及び第２モータ１３の温度、及び、車両１０が走行する路面の勾配に応じたモード切換線図を選択し、そのモード切換線図を用いて変速機１１を制御する場合について説明したが、必ずしもこれに限られるものではない。モータの温度や路面の勾配に応じて切換線を補正し、モード切換線図６０のヒステリシス７１を広げたり第３切換線６７や第７切換線７１を下方にシフトさせたりすることは当然可能である。この場合も同様の効果が得られる。 In the embodiment, a mode switching diagram according to the temperature of the first motor 12 and the second motor 13 and the gradient of the road surface on which the vehicle 10 travels is selected from a plurality of mode switching diagrams 60 stored in the ROM. Although the case where the transmission 11 is selected and the transmission 11 is controlled using the mode switching diagram has been described, the invention is not necessarily limited to this. It is of course possible to correct the switching line according to the motor temperature and the gradient of the road surface to widen the hysteresis 71 of the mode switching diagram 60 and shift the third switching line 67 and the seventh switching line 71 downward. is there. In this case, the same effect can be obtained.
　実施形態では、第１モータ１２及び第２モータ１３にトルク特性が同一の電動モータを用いる場合について説明したが、必ずしもこれに限られるものではない。トルク特性が異なる電動モータを用いることは当然可能である。例えば、低速用のトルク特性を有するモータを第１モータ１２とし、高速用のトルク特性を有するモータを第２モータ１３とする。低速用のトルク特性を有する第１モータ１２は、トルクピーク値が低回転側にあるモータである。高速用のトルク特性を有する第２モータ１３は、第１モータ１２のトルクがピークとなる回転数よりも高回転側にトルクピーク値があるモータである。 In the embodiment, the case has been described in which the first motor 12 and the second motor 13 use electric motors having the same torque characteristics. However, the present invention is not necessarily limited to this. It is of course possible to use electric motors having different torque characteristics. For example, a motor having a low-speed torque characteristic is referred to as a first motor 12, and a motor having a high-speed torque characteristic is referred to as a second motor 13. The first motor 12 having a low-speed torque characteristic is a motor whose torque peak value is on the low rotation side. The second motor 13 having high-speed torque characteristics is a motor having a torque peak value on a higher rotation side than the rotation speed at which the torque of the first motor 12 peaks.
　実施形態では、第１入力軸１４及び第２入力軸１５と出力軸１６との間に中間軸が配置されていない場合について説明したが、必ずしもこれに限られるものではない。中間軸を１本以上設け、中間軸にそれぞれギヤを配置し、第１減速機２０及び第２減速機３０の一部を構成する歯車列を中間軸に設けることは当然可能である。 In the embodiment, the case where the intermediate shaft is not arranged between the first input shaft 14 and the second input shaft 15 and the output shaft 16 has been described, but the present invention is not limited to this. It is naturally possible to provide one or more intermediate shafts, arrange the gears on the intermediate shafts, and provide the intermediate shaft with a gear train that constitutes a part of the first reduction gear 20 and the second reduction gear 30.
　実施形態では、第１入力軸１４及び第２入力軸１５が第１モータ１２及び第２モータ１３の駆動力を直接受ける場合について説明したが、必ずしもこれに限られるものではない。第１モータ１２と第１入力軸１４との間や第２モータ１３と第２入力軸１５との間に歯車列やベルト等を介在することは当然可能である。 In the embodiment, the case where the first input shaft 14 and the second input shaft 15 directly receive the driving force of the first motor 12 and the second motor 13 has been described, but the present invention is not necessarily limited to this. It is naturally possible to interpose a gear train or a belt between the first motor 12 and the first input shaft 14 or between the second motor 13 and the second input shaft 15.
　実施形態では、歯車列を用いて第１減速機２０及び第２減速機３０を構成する場合について説明したが、必ずしもこれに限られるものではない。第１減速機２０及び第２減速機３０に、ベルトや無段変速機（ＣＶＴ）等を用いた他の減速機を用いることは当然可能である。 In the embodiment, the case where the first reduction gear 20 and the second reduction gear 30 are configured using the gear train has been described, but the present invention is not necessarily limited to this. It is naturally possible to use other reduction gears using a belt, a continuously variable transmission (CVT) or the like as the first reduction gear 20 and the second reduction gear 30.
　実施形態では、出力軸１６と平行に配置された車軸１７に車輪１９が取り付けられる場合について説明したが、必ずしもこれに限られるものではない。例えば差動装置１８に一対のプロペラシャフトを接続し、そのプロペラシャフトをそれぞれ車軸に接続することは当然可能である。これにより４輪駆動の車両が得られる。 In the embodiment, the case where the wheels 19 are mounted on the axle 17 arranged in parallel with the output shaft 16 has been described, but the present invention is not necessarily limited to this. For example, it is naturally possible to connect a pair of propeller shafts to the differential device 18 and connect each of the propeller shafts to the axle. As a result, a four-wheel drive vehicle is obtained.
　１０　　車両
　１１　　変速機
　１２　　第１モータ
　１３　　第２モータ
　１４　　第１入力軸
　１５　　第２入力軸
　１６　　出力軸
　２０　　第１減速機
　２３　　第２クラッチ
　３０　　第２減速機
　４０　　第１クラッチ
　５０　　制御装置
　５４　　車速センサ（傾斜検出器の一部）
　５６　　前後加速度センサ（傾斜検出器の一部）
　５７　　温度計
　６０　　モード切換線図
　６１　　第１モード
　６２　　第２モード
　６２Ａ　第２Ａモード
　６２Ｂ　第２Ｂモード
　６３　　第３モード
　６４　　第４モード
　６５　　第１切換線
　６６　　第２切換線
　６７　　第３切換線
　６８　　第４切換線
　６９　　第５切換線
　７０　　第６切換線
　７１　　第７切換線
　７２　　第８切換線
　７３　　第９切換線
　７４　　第１０切換線
　７５，７６，７７，７８，７９　ヒステリシス DESCRIPTION OF SYMBOLS 10 Vehicle 11 Transmission 12 1st motor 13 2nd motor 14 1st input shaft 15 2nd input shaft 16 output shaft 20 1st reduction gear 23 2nd clutch 30 2nd reduction gear 40 1st clutch 50 control device 54 vehicle speed sensor (Part of tilt detector)
56 longitudinal acceleration sensor (part of tilt detector)
57 thermometer 60 mode switching diagram 61 first mode 62 second mode 62A second A mode 62B second B mode 63 third mode 64 fourth mode 65 first switching line 66 second switching line 67 third switching line 68 fourth Switching line 69 Fifth switching line 70 Sixth switching line 71 Seventh switching line 72 Eighth switching line 73 Ninth switching line 74 Tenth switching line 75,76,77,78,79 Hysteresis

Claims (5)

  1. 　車両に搭載され、モード切換線図を用いて変速機の制御を行う制御装置であって、
    　前記変速機は、第１モータ及び第２モータにそれぞれ結合し同軸上に配置される第１入力軸および第２入力軸と、
    　前記第１入力軸の動力を出力軸に伝達する第１減速機と、
    　前記第１減速機の減速比よりも小さい減速比で前記第２入力軸の動力を前記出力軸に伝達する第２減速機と、
    　前記第１入力軸と前記第２入力軸とを切断または接続する第１クラッチと、
    　前記第１減速機から前記出力軸へ動力を伝達するワンウェイクラッチからなる第２クラッチと、を備え、
    　前記モード切換線図は、前記第１クラッチを切断し前記第１モータを駆動する第１モードから、前記第１クラッチを切断し前記第２モータを駆動する第２モードに切り換える第１切換線と、
    　前記第２モードから前記第１モードに切り換える第２切換線と、
    　前記第１モードから、前記第１クラッチを切断し前記第１モータ及び前記第２モータを駆動する第３モードに切り換える第３切換線と、
    　前記第３モードから前記第１モードに切り換える第４切換線と、
    　前記第３モードから、前記第１クラッチを接続し前記第１モータ及び前記第２モータを駆動する第４モードに切り換える第５切換線と、
    　前記第４モードから前記第３モードに切り換える第６切換線と、
    　前記第２モードから前記第４モードに切り換える第７切換線と、
    　前記第４モードから前記第２モードに切り換える第８切換線と、
    　前記第２モードにおいて前記第１クラッチを接続する第９切換線と、
    　前記第２モードにおいて前記第１クラッチを切断する第１０切換線と、を備える制御装置。     A control device mounted on a vehicle and controlling a transmission using a mode switching diagram,
    The transmission includes a first input shaft and a second input shaft that are respectively coupled to the first motor and the second motor and are coaxially arranged;
    A first reduction gear that transmits power of the first input shaft to an output shaft;
    A second reduction gear that transmits power of the second input shaft to the output shaft at a reduction ratio smaller than a reduction ratio of the first reduction gear;
    A first clutch that disconnects or connects the first input shaft and the second input shaft;
    A second clutch consisting of a one-way clutch for transmitting power from the first reduction gear to the output shaft,
    The mode switching diagram includes a first switching line for switching from a first mode in which the first clutch is disengaged to drive the first motor to a second mode in which the first clutch is disengaged and the second motor is driven. ,
    A second switching line for switching from the second mode to the first mode;
    A third switching line for switching from the first mode to a third mode for disengaging the first clutch and driving the first motor and the second motor;
    A fourth switching line for switching from the third mode to the first mode;
    A fifth switching line that switches from the third mode to a fourth mode in which the first clutch is connected to drive the first motor and the second motor;
    A sixth switching line for switching from the fourth mode to the third mode,
    A seventh switching line for switching from the second mode to the fourth mode,
    An eighth switching line for switching from the fourth mode to the second mode,
    A ninth switching line that connects the first clutch in the second mode;
    A tenth switching line that disconnects the first clutch in the second mode.
  2. 　前記第１切換線と前記第２切換線との間、前記第３切換線と前記第４切換線との間、前記第５切換線と前記第６切換線との間、前記７切換線と前記第８切換線との間、及び、前記第９切換線と前記第１０切換線との間にそれぞれヒステリシスが設けられる請求項１記載の制御装置。 Between the first switching line and the second switching line, between the third switching line and the fourth switching line, between the fifth switching line and the sixth switching line, and between the seven switching lines. The control device according to claim 1, wherein hysteresis is provided between the eighth switching line and between the ninth switching line and the tenth switching line.
  3. 　前記車両は、前記車両の前後方向の傾斜の大きさに関する情報を検出する傾斜検出器を備え、
    　前記情報により所定の勾配以上の路面を前記車両が登坂していると判断される場合に、前記第１切換線と前記第２切換線との間のヒステリシスを大きくする変更回路を備える請求項２記載の制御装置。     The vehicle includes an inclination detector that detects information about a magnitude of an inclination of the vehicle in a front-rear direction,
    3. A change circuit for increasing a hysteresis between the first switching line and the second switching line when it is determined from the information that the vehicle is climbing a road surface having a predetermined slope or higher. The control device as described.
  4. 　前記車両は、前記第１モータ及び前記第２モータの温度を検出する温度計を備え、
    　前記温度計が検出した温度が高いほど、より小さい要求駆動力で前記第１モード又は前記第２モードから第３モード又は前記第４モードに切り換えるように前記第３切換線または前記第７切換線を移動させる移動回路を備える請求項１から３のいずれかに記載の制御装置。     The vehicle includes a thermometer that detects temperatures of the first motor and the second motor,
    The third switching line or the seventh switching line is configured to switch from the first mode or the second mode to the third mode or the fourth mode with a smaller required driving force as the temperature detected by the thermometer is higher. The control device according to any one of claims 1 to 3, further comprising a moving circuit for moving the control signal.
  5. 　前記車両は、前記第１モータ及び前記第２モータの温度を検出する温度計を備え、
    　前記温度計が検出した温度が所定の温度以上であると判断される場合に前記第３モード又は前記第４モードに切り換える切換回路を備える請求項１から４のいずれかに記載の制御装置。     The vehicle includes a thermometer that detects temperatures of the first motor and the second motor,
    The control device according to any one of claims 1 to 4, further comprising a switching circuit that switches to the third mode or the fourth mode when it is determined that the temperature detected by the thermometer is equal to or higher than a predetermined temperature.
PCT/JP2019/035718 2018-09-14 2019-09-11 Control device WO2020054765A1 (en)

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