JP3473432B2 - Control device for front and rear wheel drive vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a front and rear wheel drive vehicle in which one of a front wheel drive system and a rear wheel drive system uses an engine as a drive source and the other uses an electric motor as a drive source. Is.

[0002]

2. Description of the Related Art There is known a front and rear wheel drive vehicle in which one of a front wheel drive system and a rear wheel drive system uses an engine (internal combustion engine) as a drive source and the other uses an electric motor as a drive source. In such a front-and-rear-wheel drive vehicle, in order to improve fuel efficiency as a whole vehicle and maintain good fuel economy or vehicle characteristics, when a predetermined motor drive range that requires acceleration of the vehicle is reached. Only the electric motor is driven and assist torque is applied to the vehicle.

In the front and rear wheel drive vehicle as described above, an energy storage device, that is, a power storage device for supplying driving energy to the electric motor is provided, and one of running energy, that is, inertia energy when the vehicle is decelerated. The unit is recovered by the electric motor (which also functions as a generator) or a separately provided generator, that is, regenerative braking is performed, and electric energy is stored in the power storage device. In addition, for example, a technique has been proposed in which regenerative braking is applied to recover running energy in a region where the output torque of the automatic transmission is increased in relation to a change from power off to power on, that is, in a running state other than during deceleration running. ing. For example, Japanese Patent Laid-Open No. 9-
That is the control device for the front-rear wheel drive vehicle described in Japanese Patent No. 298802.

[0004]

By the way, in the regeneration in the conventional front and rear wheel drive vehicle as described above, the object is to make the remaining charge amount of the power storage device equal to or more than a predetermined value even in a traveling state other than deceleration traveling. Therefore, it is not possible to quickly make the remaining charge of the power storage device sufficient,
When the electric motor is driven next time, the charge remaining amount of the power storage device, that is, the assist torque of the electric motor may be insufficient (decreased).

The present invention has been made in view of the above circumstances, and an object of the present invention is that the amount of drive energy for driving the second prime mover stored in the energy storage device is insufficient (decreased). It is an object of the present invention to provide a control device for a front-rear wheel drive vehicle that does not do so.

[0006]

The gist of the present invention for attaining the above object is to provide a first prime mover for driving one of a front wheel drive system and a rear wheel drive system, and a front wheel drive system and a rear wheel drive system thereof. A second prime mover that drives the other of the drive systems and an energy storage device that stores the drive energy for supplying the drive energy to the second prime mover are provided. a control apparatus for front and rear wheel drive vehicle of the type that fill the driving energy to the storage device, determining whether (a) the remaining amount of driving energy stored in the energy storage device is larger than a predetermined value And (b) the acceleration operation of the vehicle is performed.
Acceleration operation determining means for determining whether or not (c) the acceleration
It is determined by the operation determination means that the vehicle has been accelerated.
Driven by said first prime mover when determined
The gear ratio of the transmission installed between the main drive wheels
The gear ratio changing means for changing to the side, and (d) the remaining amount determining means determines that the remaining amount of the driving energy stored in the energy storage device is not more than a predetermined value , and
Change the gear ratio of the transmission to the higher gear ratio side with the gear ratio changing device.
If it is further includes an energy packing control means for filling the drive energy to the energy storage device to recover the running energy during non-deceleration is to contain.

[0007]

According to this structure, the remaining amount of the driving energy stored in the energy storage device by the remaining amount determining means by the energy charging control means is not more than the predetermined value, that is, is less than the predetermined value. Determined and the shift
The gear ratio of the transmission is changed to the high gear ratio side by the ratio changing means.
If it is, the driving energy to the energy storage device is filled running energy during non-deceleration is recovered. Therefore, the remaining amount of driving energy stored in the energy storage device Ri der below a predetermined value, and said ratio changing
When the gear ratio of the transmission is changed to the high gear ratio side by the means, the charge remaining amount of the power storage device is set to be equal to or higher than a predetermined value even in a traveling state other than deceleration traveling. Since the remaining charge of the power storage device is promptly set to a sufficient amount, the second
It is possible to suitably prevent the remaining amount of the energy storage device from running short during the assist drive of the prime mover. In addition,
During acceleration, the driving torque of the vehicle is increased,
Of driving energy by utilizing a part of the increased driving torque of
Since recovery is performed, the driving force of the vehicle will be low due to the recovery.
The discomfort associated with the bottom is preferably eliminated. Furthermore, the above
The vehicle is operated by the speed change ratio changing means and the acceleration operation determining means.
The gear ratio of the transmission is high when the acceleration operation is performed.
Is changed to the high gear ratio side.
The change creates a surplus torque.
Exercise energy by collecting running energy corresponding to
Energy can be stored in the energy storage device.
Reduction of driving force due to recovery of nergi and related discomfort
The generation of feeling is suitably prevented.

[0008]

[0009]

[0010]

Other Embodiments Here , preferably, the first prime mover is an internal combustion engine, and the transmission provided between the first prime mover and the main drive wheels driven by the first prime mover has a gear ratio of It is a continuously variable transmission that can be continuously changed, and determines a target engine rotation speed based on an actual vehicle speed and an accelerator opening degree from a relationship stored in advance, and the actual rotation speed of the internal combustion engine is the target rotation speed. In the case where it is determined by the acceleration operation determination means that the acceleration operation of the vehicle is performed, the continuously variable transmission control means for continuously changing the transmission ratio of the continuously variable transmission so as to match Relationship changing means for changing the relationship to a relationship for driving the internal combustion engine along a substantially optimal fuel consumption curve is provided. With this configuration, the relationship changing means changes the relationship for determining the target engine speed when the vehicle is accelerated to the relationship for driving the internal combustion engine along the substantially optimum fuel consumption curve. Therefore, the traveling energy is collected and the driving energy is stored in the energy storage device while the internal combustion engine is operating along the substantially optimum fuel consumption curve, so that the fuel consumption of the vehicle is improved.

Preferably, when the remaining amount determining means determines that the remaining amount of the driving energy stored in the energy storage device is not more than a predetermined value, that is, is less than or equal to a predetermined value. Auxiliary machine operation suppressing means for suppressing the operation of the auxiliary machine driven by the first prime mover is provided, and the energy charging control means does not decelerate when the operation of the auxiliary machine is suppressed by the auxiliary machine operation suppressing means. The traveling energy during traveling is collected and the energy storage device is filled with driving energy. In this way, the traveling energy is recovered by utilizing the surplus torque generated due to the suppression of the operation of the auxiliary machine, so that the reduction of the driving force of the vehicle due to the recovery of the traveling energy and the discomfort related thereto are preferable. Will be resolved.

Further, preferably, the energy charging control means stores the regenerative energy in the energy storage device by an amount of a margin torque generated by suppressing the operation of the auxiliary machine. By doing so, the braking torque due to regeneration for storing the driving energy in the energy storage device and the margin torque generated by suppressing the operation of the auxiliary device are substantially equal,
The decrease in the driving force of the vehicle due to the recovery of the traveling energy and the discomfort associated therewith are surely eliminated.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 shows a front-wheel drive vehicle based on front engine front wheel drive (FF), which is a power transmission device for a vehicle having a control device according to an embodiment of the present invention.
In the figure, an engine 10 is an internal combustion engine such as a gasoline engine or a diesel engine, and its output torque is a pair of front wheels via a torque converter 12, a transmission 14, a front wheel differential gear device 16, and an axle 18. It is transmitted to 20. A generator 24 for exclusively generating power is provided in the engine 10.
The engine 10 to the front wheels 20 correspond to the front wheel drive system. A vehicle of this type is a four-wheel drive vehicle that does not use a propeller shaft.

Further, an electric motor / generator (hereinafter,
The output torque of the MG 28) is transmitted to the pair of rear wheels 34, 34 via the rear wheel differential gear device 30 and the axle 32. Rear wheel 3 from MG28 above
Up to 4 and 34 correspond to the rear wheel drive system. This MG2
When the rear wheels 34 are driven by 8, the four-wheel drive state is set. The MG 28 also has a function as a generator that generates electric power by being rotationally driven by the braking energy of the vehicle and outputs generated electric power (regenerative energy). The generator 24, which may supply electric power directly to the MG 28 during four-wheel drive, has a power generation capacity slightly larger than the capacity of the MG 28.

The transmission 14 is, for example, an automatic transmission in which a plurality of gear stages are achieved by selectively connecting or stopping rotation of elements of a plurality of sets of planetary gear devices by a hydraulic friction engagement device, It is composed of a belt type continuously variable transmission in which a transmission belt is wound around a pair of pulleys having a variable effective diameter.

Electronic control unit 38 for engine and speed change
Is the fuel injection control for controlling the fuel injection time based on the actual engine speed N _E , the intake air amount Q / N or the intake pipe pressure from the relationship stored in advance, and the actual engine from the relationship stored in advance. Rotational speed N _E , intake air amount Q /
Ignition timing control for controlling the basic ignition timing based on N, determination of a target idle rotation speed when the engine 10 is idle, and idle rotation for controlling an idle control valve so that the actual idle rotation becomes the target idle rotation speed. When the control / transmission 14 is, for example, an automatic transmission, the gear position is set based on the actual vehicle speed V and the accelerator opening (accelerator pedal depression amount or throttle valve opening) θ from a prestored shift map. Then, the automatic shift control, etc., for deciding and shifting to that shift speed is executed.

The electronic control unit 40 for traction control is
Provided to the pair of front wheels 20 and the pair of rear wheels 34, respectively.
Wheel speed sensor 42_FR, 42_FL, 42_RR, 42_RLOr
Based on these signals, wheel vehicle speed (based on wheel rotation speed
Body speed converted as V) V_FR, V_FL, V_RR, V_RL,front wheel
Vehicle speed V_F[= (V_FR+ V_FL) / 2], rear wheel vehicle speed V_R[=
(V_RR+ V_RL) / 2], and the vehicle speed V (for example, a car
Wheel speed V_FR, V_FL, V _RR, V_RLThe slowest of
Vehicle speed V, which is estimated as vehicle speed V), is calculated.
While not being driven by the engine 10,
Rear wheel speed V obtained from the wheel 34_RAnd the front wheels that are the main driving wheels
Front wheel speed V obtained from 20_FSlip speed which is the difference with
The control start slip speed ΔV in which the degree ΔV is set in advance₂To
When the slip judgment of the front wheels 20 is made by crossing over
Trax to increase the traction of the vehicle when starting
Control, and the slip speed ΔV and front wheel vehicle speed V
_FAnd slip ratio R_S[= (ΔV / V_F) ×
100%] is a preset target slip ratio range R_S ^*
Use throttle valve or fuel injection quantity to get inside
Front engine brake at the same time as suppressing the output of the engine 10
44 to control the rotation of the front wheels 20 to drive the front wheels 20.
Suppress power. The friction coefficient μ of the wheel against the road surface is
For example, since it has the property of changing as shown in FIG.
Standard slip ratio range R_S ^*Has the maximum friction coefficient μ of the wheel
Is set in the area.

The motor control electronic control unit 46, for example, as shown in the double-lined section of FIG. 3, applies the regenerative power output from the MG 28 to the capacitor 48 during vehicle braking.
For example, as shown in the thick line section in FIG. 3, the accelerator opening θ is set to the accelerator opening θ when starting or accelerating on a high friction coefficient road surface such as a normal road surface or a dry road (high μ road). Accordingly, the electric power stored in the capacitor 48 is supplied to the MG 28 through the inverter 50,
A high μ road assist control that adds the driving force of the G28 to the driving force of the engine 10 to assist the acceleration of the vehicle to improve fuel efficiency, and a low friction coefficient road surface (low μ road) such as a frozen road or a snowy road. At the time of starting the vehicle, the low μ road assist control is executed to improve the starting ability of the vehicle or to stop the MG 28 when unnecessary. Output current and drive current of MG 28, output current of generator 24, capacitor 4
The storage current and output current of No. 8 are current-controlled by the inverter 50 controlled by the motor control electronic control unit 46.

The road surface gradient sensor 52 is operated when the vehicle speed is substantially zero.
Composed of G sensor or inclinometer used as
And the road surface inclination angle θ_ROADAlternatively, the slope α (= ta
n θ _ROAD) Signal indicating the above
46, etc. The engine and electronic control for shifting
Control device 38, electronic control device 40 for traction control, model
The electronic control unit 46 for controlling the data includes a CPU, a ROM, and an RA.
So-called micro equipped with M, input / output interface, etc.
A computer that uses the temporary storage function of RAM
While inputting the input signal according to the program stored in the ROM in advance.
Signal and outputs control signals.
Input signals, memory signals, and calculated values are exchanged as necessary.
It is supposed to be done.

FIG. 4 mainly shows the electronic control for motor control.
Function block line for explaining the main part of the control function of the control device 46
It is a figure. In FIG. 4, the traction control means 60
Corresponds to the electronic control unit 40 for traction control.
The vehicle is started by using the characteristics shown in FIG.
Sometimes the front wheel 20 slips and the road friction coefficient μ is low.
The traction force of the front wheels 20 when the vehicle starts
Slip ratio R_S[= (ΔV / V_F) × 10
0%] is a preset target slip ratio range R_S ^*Within
Use the throttle valve or the fuel injection amount to enter
The output of the engine 10 is suppressed and at the same time the front wheel brake 44
The rotation of the front wheels 20 is suppressed by using the
Suppress.

The motor drive control means 70 uses a driving force of the MG 28, that is, a driving force of the rear wheels 34, which are auxiliary driving wheels, on a normal road surface having a high friction coefficient μ to assist the acceleration of the vehicle with a high μ road. When the vehicle is started on a road surface having a low friction coefficient μ, such as a snow-covered road or a frozen road, on which the traction control is performed by the control unit 72 and the traction control unit 60, the driving force of the MG 28 is used to assist the start of the vehicle. The low μ road assist control means 74 is provided.

In the assist control when the vehicle is started by the high μ road assist control means 72, since the MG 28 is driven only by the limited electric power stored in the capacitor 48, the high μ road assist torque T _{AH of the} MG 28 is applied to the accelerator. The assist torque value T _AH1 , which is determined according to the opening degree θ and corrected according to the road surface gradient α, is rapidly raised, for example, as shown in FIG. 5, at the assist torque value T _AH1 . After being held for a short time, it is lowered with a predetermined gradient. In this high μ road assist control means 72, a basic assist torque T _AHO that increases in accordance with an increase in the engine output torque based on the rear load distribution ratio and the engine output torque (accelerator opening θ) from the relationship stored in advance. While being calculated, the road surface gradient (road surface inclination) α
To obtain the assist driving force corresponding to
The larger the torque becomes, the larger the assist torque correction coefficient K becomes.
₁ is determined and the assist torque correction coefficient K ₁ is multiplied to correct the basic assist torque T _AHO to the increasing side.

In the assist control by the low μ road assist control means 74, since the MG 28 is driven exclusively by the electric power stored in the capacitor 48 and the electric power generated by the generator 24, for example, as shown in FIG. As shown in FIG. 6B, the low μ road assist torque T _AL of the MG 28 is rapidly increased by the electric power stored in the capacitor 48 up to the assist torque value T _AL1 determined to be larger than the high μ road assist torque value T _AH1. Then, the power supply command to the MG 28 is issued at substantially the same time, but the power is generated by the generator 24 with a slight delay and the power is continued. As a result, the assist torque that should be output from the MG 28 is calculated based on the rear load distribution ratio, which is the vehicle state at the time of starting, the accelerator opening θ, the road surface gradient α, and the road surface friction coefficient μ, and thus is the main driving wheel. Before the slip of the front wheels 20 occurs, the MG 28 assists the driving force. At the rising portion of the low μ road assist torque T _AL at this time, the broken line shows the torque corresponding to the electric power supplied from the generator 24, and the area A of the portion before the broken line is the amount of electric power supplied from the capacitor 48. That is, it corresponds to the amount of electric energy that is insufficient due to the power generation delay of the generator 24. The capacitor 48 has at least a capacity for storing the amount of electric energy that is insufficient due to the delay in power generation of the generator 24.

The remaining amount determination means 80 is the remaining amount of the electric energy (driving energy) stored in the capacitor (energy storage device) 48, that is, the remaining charge, during the high μ road assist control period or the low μ road assist control period. Quantity SOC
Is larger than a preset judgment value SOC _O. This determination value SOC _O is a value that has been experimentally obtained in advance in order to determine the remaining charge amount required for at least one assist control. The energy charging control means 82 is
If the remaining amount SOC of the electric energy stored in the capacitor 48 is determined to be less not more That determination value SOC _O than the determination value SOC _O by the residual amount judging means 80, when the non-deceleration Power generation output is obtained from the MG 28 by vehicle running energy, that is, inertia energy, and the capacitor 48 is charged to store driving energy.

The acceleration operation determining means 84 determines that the accelerator opening degree θ _{tx +1} detected in the current control cycle is larger than the accelerator opening degree θ _tx detected in the previous control cycle, that is, the accelerator opening degree θ is Based on the increase, it is determined that the driver has performed the acceleration operation. The gear ratio changing means 86 includes the engine 10 (first prime mover) and the front wheels (main drive wheels) 20 driven by the engine 10 when the acceleration operation determining means 84 determines that the vehicle has been accelerated. The transmission ratio γ of the transmission 14 provided between the transmissions (= input shaft rotation speed N _in /
The output shaft rotational speed N _out of the transmission 14 is changed by a predetermined amount to the high gear ratio side (the side where the gear ratio γ increases), that is, the low speed gear side. For example, when the transmission 14 is an automatic transmission, the gear stage is downshifted by one gear, and when the transmission 14 is a continuously variable transmission, the target engine speed N _E ^*.
Change to a relationship on the side that increases than before.

FIG. 7 shows the motor control electronic control unit 46.
3 is a flowchart for explaining a main part of the control operation of
It is executed when the assist control is being executed.
In FIG. 7, in step SA1 (hereinafter, step is omitted) corresponding to the remaining amount determination means 80, the remaining charge SOC of the capacitor 48 is a preset determination value SOC.
_It is determined whether or not there are more than _O. When the determination of SA1 is affirmative, that is, the remaining charge amount SO of the capacitor 48
Since C is a case greater than the determination value SOC _O need not be charged, S corresponding to the energy filling control means 82
At A3, the charging of the capacitor 48 by the MG 28 is stopped. However, when the determination of SA1 is negative, that is, the remaining charge SOC of the capacitor 48 is the determination value SOC _O
In the case of a small number as described below, in SA2 corresponding to the acceleration operation determination means 84, it is determined whether or not the acceleration operation is performed based on the change in the accelerator opening θ.

If the determination at SA2 is negative, S
In A3, the charging of the capacitor 48 by the MG 28 is stopped, but if the result is affirmative, the gear ratio changing means 8 is used.
In SA4 corresponding to 6, the gear ratio γ of the transmission 14 is changed to the high gear ratio side by a predetermined width. As a result, the engine speed N _E and the output of the engine 10 are increased by a predetermined width. Then, the energy charging control means 8
In SA5 corresponding to 2, the margin torque and MG2 generated by, for example, the gear ratio γ of the transmission 14 being changed by a predetermined width so as to easily shift down to the high gear ratio side
The MG 48 charges the capacitor 48 during acceleration so that the regenerative braking torque by 8 becomes equal. Charging this SA5 is the remaining charge SOC is performed until it reaches the determination value SOC _O.

As described above, according to this embodiment, the energy filling control means 82 (SA5) is used to determine the remaining amount determination means 8
MG2 stored in the capacitor 48 by 0 (SA1)
8, the remaining amount of the driving electric energy is a predetermined determination value SOC
_If it is determined that the value is not greater than _O, that is, is equal to or less than the determination value SOC 0, the running energy during non-deceleration running is
Since the charge remaining amount SOC of the electric energy stored in the capacitor 48 is equal to or less than the determination value SOC _O , it means that the vehicle is in an acceleration traveling state other than deceleration traveling because it is recovered by G28 and stored in the capacitor 48, that is, filled. until it becomes the remaining charge SOC determination value SOC _O or, because immediately capacitor 48 is charged so that a sufficient amount, insufficient remaining charge of the capacitor 48 when the assist driving for the next MG28 Is preferably prevented.

Further, according to this embodiment, the acceleration operation determining means 8 for determining whether or not the driver has performed an acceleration operation.
4 (SA2) is provided, and the energy charging control means 82 (SA5) travels during non-decelerated travel when the acceleration operation determination means 84 determines that the driver has performed an acceleration operation. Since the energy is collected by MG 28 and stored in capacitor 48, that is, charged, the traveling energy is collected by utilizing a part of the driving torque of the vehicle increased by the acceleration operation. The discomfort associated with the reduction of the driving force of the vehicle is preferably eliminated.

Further, according to this embodiment, the transmission provided between the engine 10 and the front wheels 20 when the acceleration operation determining means 84 (SA2) determines that the vehicle has been accelerated. Since the gear ratio changing means 86 (SA4) for changing the gear ratio γ of 14 to the high gear ratio side is provided, the margin torque is formed by changing the gear ratio γ to the high gear ratio side. , The traveling energy corresponding to the surplus torque is recovered to convert the electric energy into the capacitor 4
It is possible to store the data in eight positions, and it is possible to suitably prevent the reduction of the driving force related to regeneration by the MG 28 and the occurrence of discomfort related thereto.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment will be designated by the same reference numerals and the description thereof will be omitted.

FIG. 8 shows a mode in another embodiment of the present invention.
The main part of the control function of the electronic control unit 46 for controlling the computer will be described.
It is a functional block diagram. In FIG. 8, the transmission 14 is
With a continuously variable transmission (CVT) such as a
The actual vehicle speed V from the relationship
And the target engine speed N based on the accelerator opening θ _E
^*And the actual rotation speed N of the engine 10 is determined._EBut that
Target engine speed N_E ^*Steplessly above to match with
Continuously variable transmission for continuously changing the gear ratio γ of the transmission 14
The vehicle is accelerated by the control means 90 and the acceleration operation determination means 84.
If it is determined that the operation has been performed,
Driving the engine 10 substantially along the optimum fuel consumption curve
For changing the gear ratio.
4 in that it is provided in place of the changing means 86.
Different from the embodiment. Fuel consumption and drivability
A plurality of types of relationships that are set in advance taking into consideration (acceleration),
For example, relationships for power driving, relationships for normal driving, eco-friendly
Automatically or manually selected from the Nommy relationship
Is used by the relationship changing means 92.
From these relationships, the engine 10 is set to the optimum fuel consumption song.
Line, for example, the output torque T of the engine 10_EAnd engine
Rotation speed N_EThe two-dimensional coordinates of and are expressed as contour lines.
The lowest fuel consumption region of the equal fuel consumption curve
Rotation speed N_EFormed to pass with the rise of
Change to a relationship to drive along the minimum fuel consumption rate curve
To be done.

FIG. 9 shows the electronic control unit 4 for controlling the motor.
6 is a flowchart illustrating a main part of the control operation of No. 6, which is executed when the assist control is being executed. In FIG. 9, S corresponding to the remaining amount determining means 80
In B1, similarly to the SA1, whether the remaining charge SOC of the capacitor 48 is greater than the determination value SOC _O set in advance is determined. When the determination of SB1 is affirmative, that is, the remaining charge SOC of the capacitor 48 is the determination value S
If more than OC _O, it is not necessary to charge, at SB3 corresponding to the energy filling control unit 82, similarly to the SA3, capacitor 4 by MG28
The charging of 8 is stopped. However, if the determination at SB1 is negative, that is, if the remaining charge SOC of the capacitor 48 is less than or equal to the determination value SOC _{O, then} at SB2 corresponding to the acceleration operation determination means 84, in the same manner as SA2, Whether or not the acceleration operation is performed is determined based on the change in the accelerator opening θ.

If the determination at SB2 is negative, S
In B3, the charging of the capacitor 48 by the MG 28 is stopped, but if the result is affirmative, the relationship changing unit 92 is connected.
In SB4 corresponding to, from the relationship used up to that time to sequentially obtain the target engine speed N _E ^* ,
The relationship is changed to drive the engine 10 substantially along the optimum fuel consumption curve. As a result, the engine 10 is operated substantially along the optimum fuel consumption curve. And
In SB5 corresponding to the energy charging control means 82,
The MG 28 charges the capacitor 48 during acceleration. Charging this SB5 is the remaining charge SOC is performed until it reaches the determination value SOC _O.

According to this embodiment, as in the above-described embodiments, the energy charging control means 82 (SB5) causes the remaining amount determining means 80 (SB1) to store the electric energy for driving the MG 28 stored in the capacitor 48. When it is determined that the remaining amount of is not more than the predetermined determination value SOC _O , that is, is equal to or less than the determination value SOC _O , the running energy during non-deceleration running is collected by the MG 28 and stored in the capacitor 48, that is, charging. Therefore, the capacitor 48
The remaining charge SOC of the electric energy stored in the judgment value S
If it is OC _O or less, the remaining charge SOC even acceleration running state other than the deceleration travel until a determination value SOC _O or is charged as quickly capacitor 48 is sufficient Therefore, it is possible to suitably prevent the remaining charge amount of the capacitor 48 from running short during the next assist driving of the MG 28.

Further, in this embodiment, the target engine speed N _E ^* is sequentially determined based on the actual vehicle speed V and the accelerator opening θ from the relationship stored in advance, and the actual engine speed N _E of the engine 10 is determined. The continuously variable transmission shift control means 90 for continuously changing the speed ratio γ of the continuously variable transmission 14 so as to match the target engine rotation speed N _E ^* , and the acceleration operation determination means 8
4 (SB2), when it is determined that the vehicle acceleration operation is performed, the relationship for _{obtaining the} target engine rotation speed N _E ^* is set to the relationship for driving the engine 10 along the substantially optimum fuel consumption curve. Relationship changing means 92 (SB4) for changing
Is provided, the running energy is MG when the engine 10 is operating along the optimum fuel consumption curve.
Since the electric energy recovered by 28 is stored in the capacitor 48, the fuel efficiency of the vehicle is improved.

FIG. 10 shows a model in another embodiment of the present invention.
The main part of the control function of the electronic control unit 46 for controlling the data will be described.
FIG. 3 is a functional block diagram according to the present invention. In FIG. 10, the air conditioner
To drive an auxiliary machine 100 such as
It is operatively connected to the engine 10, and the remaining amount is determined.
The capacitor 48 by the determining means 80 and the capacitor 4 by the capacitor 48.
Remaining amount of electric energy for driving MG28 stored in 8
Is a predetermined judgment value SOC _ONot more than the decision value
SOC_OIf the following is determined, the above-mentioned accessory 1
Auxiliary equipment operation suppression that suppresses the drive by the engine 10 of 00
The control means 102 is provided in place of the gear ratio changing means 86.
4 is different from the embodiment of FIG. This accessory
The suppression of the operation of the auxiliary machine 100 by the operation suppressing means 102 is
For example, to reduce the operation of the auxiliary machine 100 to about 50%.
And not just completely deactivate the accessory 100.
Is also included.

FIG. 11 is a flowchart for explaining a main part of the control operation of the motor control electronic control unit 46, which is executed when the assist control is being executed. 11, in SC1 corresponding to the remaining amount determination means 80, it is determined whether or not the remaining charge SOC of the capacitor 48 is larger than a preset determination value SOC _O , as in SA1. Since the remaining charge SOC, namely the capacitor 48 the determination in SC1 is positive if more than the determination value SOC _O need not be charged,
In SC2 corresponding to the energy charging control means 82, as in the case of SA3, the capacitor 4 formed by the MG 28 is used.
The charging of 8 is stopped. However, if the determination at SC1 is negative, that is, if the remaining charge SOC of the capacitor 48 is so small as to be less than or equal to the determination value SOC _O, at SC3 corresponding to the auxiliary machine operation suppression means 102, the engine 10 rotates the engine 10, for example. The operation of the auxiliary machine 100 is suppressed by stopping the compressor of the air conditioner that has been driven. Then, in SC4 corresponding to the energy charging control means 82, for example, the charging of the capacitor 48 is performed during acceleration so that the MG 28 generates a regenerative braking torque equivalent to the surplus torque generated by suppressing the operation of the auxiliary machine 100. Is performed by MG28. Charging the SC4 is the remaining charge SOC is performed until it reaches the determination value SOC _O.

According to this embodiment, as in the above-described embodiments, the energy filling control means 82 (SC4) causes the remaining amount determining means 80 (SC1) to store the electric energy for driving the MG 28 stored in the capacitor 48. When it is determined that the remaining amount of is not more than the predetermined determination value SOC _O , that is, is equal to or less than the determination value SOC _O , the running energy during non-deceleration running is collected by the MG 28 and stored in the capacitor 48, that is, charging. Therefore, the capacitor 48
The remaining charge SOC of the electric energy stored in the judgment value S
When it is equal to or lower than OC _O , the capacitor 48 is quickly charged to a sufficient amount until the remaining charge SOC becomes equal to or higher than the determination value SOC _O even in a (acceleration) traveling state other than deceleration traveling. Therefore, it is possible to suitably prevent the remaining charge amount of the capacitor 48 from running short during the next assist driving of the MG 28.

Further, in this embodiment, the remaining amount determining means 80
When it is determined by (SC1) that the remaining amount SOC of the driving electric energy stored in the capacitor 48 is equal to or smaller than the determination value SOC _O , the operation of the auxiliary machine that suppresses the operation of the auxiliary machine 100 driven by the engine 10 is performed. Suppression means 102 (SC
3) is provided and the energy charging control means 82 (S
C4) causes the accessory 10 to be suppressed by the accessory operation suppressing means 102.
In the state where the operation of 0 is suppressed, the traveling energy during non-deceleration traveling is collected by the MG 28 and the capacitor 48 is charged with the driving electric energy. Therefore, the margin torque generated during the operation suppression of the auxiliary machine 100 is generated. Since the regeneration is performed in step 1, the traveling energy is recovered, that is, the reduction in the driving force of the vehicle due to the regeneration and the uncomfortable feeling associated therewith are suitably eliminated.

Further, in the present embodiment, the energy charging control means 84 (SC4) stores the regenerative energy in the capacitor 48 with the regenerative braking torque corresponding to the surplus torque generated by suppressing the operation of the auxiliary machine 100. Therefore, the regenerative braking torque for storing the driving electric energy in the capacitor 48 and the marginal torque generated by suppressing the operation of the auxiliary device 100 are substantially equal to each other. The related discomfort is definitely eliminated.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, the engine 1
A vehicle of the type in which the front wheels 20 are driven by 0 and the rear wheels 34 are driven by the MG 28, that is, a so-called electric four-wheel drive vehicle based on front engine front wheel drive (FF) was used. A vehicle of a type in which the front wheels 20 are driven and the rear wheels 34 are driven by the engine 10, that is, a so-called electric four-wheel drive vehicle based on front engine rear wheel drive (FR) may be used.

Further, in the above-described embodiment, the capacitor 48 that electrostatically stores electric energy by polarization of the dielectric is used, but a storage battery such as a storage battery that electrochemically stores electric energy may be used. Good. Generator 2
The electric power can be supplied to the MG 28 more quickly than 4 and the assist torque can be quickly raised.

Also, the generator 24 of the above-described embodiment.
Was exclusively used as a generator, but it may be operated as a motor for starting the engine 10 or a motor for outputting drive torque when the vehicle starts. Further, the generator 24 may be connected so as to rotationally drive an auxiliary device such as a compressor of an air conditioner or an oil pump of a power steering while the engine 10 is stopped when the vehicle is stopped.

Further, in the above-described embodiment, the engine 10 is used as the prime mover of the front wheel drive system and the MG 28 is used as the prime mover of the rear wheel drive system, but other operating principles such as a hydraulic motor are different. A different type of prime mover may be used, or a power transmission device different from the above-described embodiment may be provided between the prime mover and the wheels as needed. In the case of regeneration by the hydraulic motor, a pressure accumulator that stores the pressure generated by the hydraulic motor is used as the energy storage device.

The above description is merely an embodiment of the present invention, and the present invention can be modified in various ways without departing from the spirit of the invention.

[Brief description of drawings]

FIG. 1 is a diagram illustrating a configuration of a control device according to an embodiment of the present invention and a power transmission device of a front and rear wheel drive vehicle to which the control device is applied.

FIG. 2 is a diagram for explaining the operation of the electronic control device for traction control of FIG.

3 is a diagram showing an operation of an electric motor controlled by the motor control electronic control device of FIG. 1, in which a thick line indicates an assist torque generation period of the electric motor and a double line indicates a regeneration period of the electric motor. There is.

4 is a functional block diagram illustrating a main part of a control function of the motor control electronic control device of FIG. 1. FIG.

5 is a diagram illustrating a control operation by a high μ road assist control unit in FIG.

6A and 6B are views for explaining the control operation by the low μ road assist control means of FIG. 4, in which FIG. 6A shows a case where charging by MG is not performed, and FIG. 6B shows a case where charging by MG is performed. ing.

7 is a flowchart showing a main part of control operation of the motor control electronic control device of FIG. 1, and is a diagram illustrating a capacitor charging control routine. FIG.

FIG. 8 is a functional block diagram illustrating a main part of a control function of a motor control electronic control device according to another embodiment of the present invention, and is a diagram corresponding to FIG. 4.

9 is a view for explaining a capacitor charging control routine showing the main part of the control operation of the motor control electronic control device in the embodiment of FIG. 8, and is a view corresponding to FIG. 7. FIG.

10 is a functional block diagram illustrating a main part of a control function of a motor control electronic control device according to another embodiment of the present invention, and is a diagram corresponding to FIG. 4. FIG.

11 is a diagram illustrating a capacitor charging control routine showing a main part of control operation of the motor control electronic control device in the embodiment of FIG. 10, and is a diagram corresponding to FIG. 7. FIG.

[Explanation of symbols]

10: Engine (1st prime mover) 20: Front wheel (main drive wheel) 28: Electric motor (2nd prime mover) 46: Motor control electronic control device (control device for front and rear wheel drive vehicle) 48: Capacitor (energy storage device) 80: Remaining amount determination means 82: Energy charging control means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI B60L 11/14 B60L 11/14 (56) References JP-A-9-284911 (JP, A) JP-A-1-153330 (JP , A) JP-A-63-203426 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 17/356 B60K 6/04 B60L 11/14

Claims (4)

(57) [Claims] 1. A first prime mover that drives one of a front wheel drive system and a rear wheel drive system, a second prime mover that drives the other of the front wheel drive system and the rear wheel drive system, and drive energy for the second prime mover. And an energy storage device that stores the driving energy for supplying the driving energy, and is a control device for a front-rear wheel drive vehicle of a type that collects traveling energy during deceleration traveling and fills the driving energy into the energy storage device. A remaining amount determination means for determining whether or not the remaining amount of driving energy stored in the energy storage device is greater than a predetermined value, and an acceleration operation for determining whether or not the vehicle is accelerated.
Operation determining means and whether the vehicle has been accelerated by the acceleration operation determining means.
Is determined to drive the first prime mover and the first prime mover therewith
The gear ratio of the transmission installed between the main drive wheels and
The gear ratio changing means for changing to the gear ratio side, and the remaining amount determining means determines that the remaining amount of the driving energy stored in the energy storage device is not greater than a predetermined value , and the gear ratio changing means Gear ratio of transmission
Is changed to a high gear ratio side, the front and rear wheels further include energy charging control means for collecting traveling energy during non-decelerated traveling and charging the energy storage device with driving energy. Control device for driving vehicle. 2. The energy charging control means is for a transmission.
Margin created by changing the gear ratio to a higher gear ratio
The driving energy is recovered by collecting the traveling energy for the torque.
Before being stored in an energy storage device.
Control device for rear-wheel drive vehicle. 3. The energy storage by the remaining amount determination means.
The remaining amount of driving energy stored in the retaining device is less than the specified value.
If it is determined that there is not much, the first prime mover
Auxiliary equipment operation suppression means is installed to suppress the operation of the driven auxiliary equipment.
And the energy charging control means suppresses the operation of the accessory.
Non-decelerated traveling when the operation of auxiliary machinery is suppressed by means
Drive energy to the energy storage device.
3. The method according to claim 1 or 2, wherein the energy is filled with motive energy.
Front and rear wheel drive vehicle control device. 4. The energy charging control means is for operating an auxiliary machine.
The regenerative energy corresponding to the surplus torque generated by the dynamic suppression is
Claim to be stored in the energy storage device Item 3
Front and rear wheel drive vehicle control device.