JP2002234356A - Control device for front and rear wheel drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly control a clutch at traction and start of a front and rear wheel drive vehicle by another vehicle, the front and rear wheel drive vehicle carrying out a connection/disconnection between one of front or rear wheels and an electric motor driving the wheel by means of the clutch. SOLUTION: In this control device 1 for the front and rear wheel drive vehicle 2, the front wheels 4 are driven by an engine 3, the rear wheels 6 are driven by the electric motor 5, and the connection/disconnection between the rear wheels 6 and the electric motor 5 is carried out by the clutch 8. In this control device 1, when stop of the engine 3 is detected in a case where an oil pump 12 is stopped, the clutch 8 is disconnected by oil pressure accumulated in an accumulator 14 (steps 11 and 12), and when start of the engine 3 is detected in the case where the oil pump 12 is stopped, the clutch 8 is connected by the oil pressure accumulated in the accumulator 14 (steps 2 and 3).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to front and rear wheel drive in which one of front and rear wheels is driven by an engine, the other is driven by an electric motor, and the other wheel and the electric motor are connected and disconnected by a clutch. The present invention relates to a vehicle control device.

[0002]

2. Description of the Related Art Conventionally, as a control device of this type, for example, a control device described in Japanese Patent Application Laid-Open No. 9-315164 is known. In this front and rear wheel drive vehicle, the front wheels are driven by the engine, and the rear wheels are driven by the electric motor. In addition, a clutch is provided between the rear wheel and the electric motor.
In this control device, the clutch is connected when the vehicle speed is lower than the first predetermined speed, including when the vehicle is stopped, and is disengaged when the vehicle speed reaches a second predetermined vehicle speed higher than the first predetermined speed. . Thus, the clutch is controlled based on the vehicle speed.

[0003]

As described above, in this conventional control device, the clutch is controlled to the engaged state unless the vehicle speed reaches the second predetermined vehicle speed. For this reason, for example, when the front and rear wheel drive vehicle is towed by another vehicle, even if the space between the engine and the front wheels is in a neutral state, as long as the vehicle speed is lower than the second predetermined vehicle speed, the rear wheel is driven by the clutch. And the electric motor are kept connected to each other. Therefore, during this time, the electric motor is driven to rotate by the rear wheels, so that the electric motor becomes running resistance and the life of the electric motor is shortened.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and a front and rear wheel drive vehicle in which one of front and rear wheels and an electric motor for driving the front and rear wheels are connected and disconnected by a clutch. An object of the present invention is to provide a control device for a front and rear wheel drive vehicle that can appropriately control a clutch when a vehicle is towed or started by another vehicle.

[0005]

In order to achieve this object, according to the first aspect of the present invention, one of the front and rear wheels (front wheel 4) is driven by the engine 3, and the other (rear wheel 6) is driven by the engine 3. Driven by electric motor 5 and the other wheel (rear wheel 6)
And a control device 1 for a front and rear wheel drive vehicle 2 for connecting and disconnecting between a motor and an electric motor 5 by a clutch 8.
Stop detecting means (MG / ECU 22, ignition switch 3
0, steps 2 and 11) and clutch control means (electromagnetic valve 13, MG / ECU 22, steps 3 and 12) for controlling clutch 8 according to the detection result of engine stop detection means.
And the following.

According to the control device for a front and rear wheel drive vehicle,
The connection / disconnection of the clutch is controlled by the clutch control means depending on whether or not the engine is in a stopped state. In this front and rear wheel drive vehicle, one wheel is driven by the engine, so that stopping the engine means that one wheel is not being driven, and that the engine is being driven is one side. This indicates that the wheels are in a drivable state, respectively. Therefore, according to this control device, by controlling the clutch in accordance with the engine stop state, the connection / disconnection state between the electric motor and the other wheel is appropriately controlled in accordance with the drive state of one wheel. can do.

According to a second aspect of the present invention, in the control device for a front-rear wheel drive vehicle according to the first aspect, the front-rear wheel drive vehicle is driven by the rotational force of the other wheel (rear wheel). Pump (oil pump 1)
2) and an accumulator 14 for storing the hydraulic pressure generated by the pump. The clutch 8 is connected to the pump and the accumulator 14 and is constituted by a hydraulically driven clutch 8 driven by hydraulic pressure. 1
3, the MG / ECU 22) detects the hydraulic pressure stored in the accumulator 14 when the stop of the engine 3 is detected by the engine stop detection means when the pump is stopped (when the determination result in step 11 is YES). (Step 12).

In this front and rear wheel drive vehicle, the pump generates hydraulic pressure by being driven by the rotational force of the other wheel, and this hydraulic pressure is stored in the accumulator. According to this control device, when the engine is stopped by a driver or the like when the pump is stopped, the clutch is disconnected by the hydraulic pressure of the accumulator connected to the clutch. In this way, when the engine is stopped while the pump is stopped, the clutch is disconnected by the hydraulic pressure stored in the accumulator. The clutch can be reliably disengaged by the hydraulic pressure. As a result, when the front and rear wheel drive vehicle is towed by another vehicle while the engine is stopped, the electric motor and the other wheel are maintained in a disconnected state during that time, so that the electric motor becomes a running resistance. In addition to reliably preventing the rotation, the allowable rotation speed is not exceeded, and the life of the electric motor can be reliably extended. In addition, since the pump is driven by the rotational force of the other wheel, it is possible to arrange the pump, the electric motor, the clutch, and the like in a positional relationship close to each other, whereby the drive system of the other wheel as a whole is It can be made compact.

According to a third aspect of the present invention, in the control device 1 for the front and rear wheel drive vehicle 2 according to the first aspect, the front and rear wheel drive vehicle 2 is driven by the rotational force of the other wheel (rear wheel 6). Pump (oil pump 1)
2) and an accumulator 14 for storing the hydraulic pressure generated by the pump. The clutch 8 is connected to the pump and the accumulator 14 and is constituted by a hydraulically driven clutch 8 driven by hydraulic pressure. 1
3, the MG · ECU 22) detects the hydraulic pressure stored in the accumulator 14 when the engine stop detection means detects the start of the engine 3 when the pump is stopped (when the determination result in step 2 is YES). (Step 3).

In this front and rear wheel drive vehicle, the pump generates hydraulic pressure by being driven by the rotational force of the other wheel, and the hydraulic pressure is stored by the accumulator. According to this control device, when the engine is started by a driver or the like when the pump is stopped, the clutch is connected by the hydraulic pressure of the accumulator. As described above, since the clutch is connected by the hydraulic pressure stored in the accumulator while the pump is stopped, the clutch can be reliably connected by the hydraulic pressure of the accumulator when the clutch cannot be connected by the hydraulic pressure while the pump is stopped. can do. As a result, when the vehicle starts, the other wheel can be reliably driven by the electric motor, and good starting performance can be ensured. Further, similarly to the case of the second aspect, the drive system of the other wheel can be configured to be compact as a whole.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for a front-rear wheel drive vehicle according to one embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a front and rear wheel drive vehicle (hereinafter referred to as “vehicle”) 2 to which a control device 1 according to the present invention is applied. As shown in FIG. 1, the vehicle 2 drives left and right front wheels 4 and 4 (one of front and rear wheels) by an engine 3 and left and right rear wheels 6 and 6 (the other of the front and rear wheels).
Is driven by an electric motor (hereinafter referred to as “motor”) 5.

The engine 3 is mounted horizontally on the front of the vehicle 2 and has an automatic transmission 3a, a front differential mechanism 3b.
And via left and right front axles 7, 7, etc., to left and right front wheels 4, 4.

On the other hand, the motor 5 is connected to left and right rear wheels 6, 6 via a clutch 8, a rear differential mechanism 9, left and right rear axles 10, 10, and the like. Further, the motor 5
Has a function as a generator that generates electric power when being rotationally driven by the traveling energy of the vehicle 2.
The regenerative electric power generated by the motor 5 is charged into a main battery 26 described later.

The clutch 8 is of a servo synchro mesh type including a sleeve, a synchronizer hub, a blocking ring (all not shown), and the like, and has the same configuration as that described, for example, in Japanese Patent Publication No. 48-24096. Have been. This sleeve is slidable between a connection position where the clutch 8 is connected and a disconnection position where the clutch 8 is disconnected.
1 drives one of these two positions.

The clutch drive mechanism 11 includes a motor 5,
It is arranged at a position close to the clutch 8 and the rear differential mechanism 9 and is housed together with these in a casing (not shown). The lower part of the casing constitutes an oil pan (not shown) for storing oil. The clutch drive mechanism 11 includes an oil pump 12, an electromagnetic valve 13, an accumulator 14, a hydraulic actuator 15, and the like.

A suction port (not shown) of the oil pump 12 (pump) is located in the oil in the oil pan, and a discharge port (not shown) is connected to a solenoid valve 13 and an accumulator 14 through an oil passage 16. It is connected to the. The oil pump 12 includes two gears (not shown) that mesh with each other.
, And one of the gears is connected to the rear axle 10 via a gear mechanism (not shown). With this configuration, the oil pump 12
During the rotation of, the rear axle 10 constantly rotates to generate a hydraulic pressure, and supplies the hydraulic pressure to the solenoid valve 13 side and the accumulator 14 side. This oil pump 1
As described below, a part of the hydraulic pressure generated by the motor 2 is stored in the accumulator 14 or used for operating the hydraulic actuator 15 during traveling, and the remaining part is used to lubricate the motor drive system such as the rear differential mechanism 9. Used for

The accumulator 14 is provided in parallel between the oil pump 12 and the solenoid valve 13, and stores a part of the hydraulic pressure generated by the oil pump 12. The accumulator 14 is provided with an oil pump 12 as described later.
Is supplied to the hydraulic actuator 15 via the electromagnetic valve 13 during stoppage of the clutch 8 to connect / disconnect the clutch 8. Such connection / disconnection of the clutch 8 is performed a plurality of times. , So that it can be executed repeatedly.

Further, a one-way valve (not shown) is provided between the accumulator 14 and the oil pump 12 at a position upstream of a branch of the oil passage 16 with the accumulator 14 side.
Oil is prevented from flowing back in the oil passage 16 from the solenoid valve 13 side and the accumulator 14 side to the oil pump 12 side. As a result, the oil pressure stored in the accumulator 14 is kept constant without decreasing while the oil pump 12 is stopped, unless the clutch 8 is driven by the hydraulic actuator 15.

The solenoid valve 13 (clutch control means)
Is a three-way valve type, and is connected to the hydraulic actuator 15 via two oil passages 17a and 17b for connecting and disconnecting the clutch 8. This solenoid valve 13
Is electrically connected to an MG / ECU 22 to be described later.
When the drive signal is input from the ECU 22, the switching oil passage 17b is switched to the connection oil passage 17a. Thereby, the hydraulic actuator 15 drives the sleeve of the clutch 8 to the connection position, and connects the clutch 8. The solenoid valve 13 holds the supply path of the hydraulic pressure to the hydraulic actuator 15 in the connection oil path 17a as long as the drive signal is input. Thereby, the clutch 8 is held in the connected state.

On the other hand, when the input of the drive signal from the MG / ECU 22 is stopped, the solenoid valve 13 switches the supply path of the hydraulic pressure to the hydraulic actuator 15 from the connection oil path 17a to the cutoff oil path 17b. . As a result, the hydraulic actuator 15 drives the sleeve of the clutch 8 to the disconnection position, and disconnects the clutch 8. Also, the solenoid valve 13
Keeps the supply path of the hydraulic pressure to the hydraulic actuator 15 in the shutoff oil path 17b as long as the input of the drive signal is stopped. Thereby, the clutch 8 is held in the disconnected state.

On the other hand, the control device 1 controls the ENG ECU 20 for mainly controlling the engine 3, the MOT ECU 21 for mainly controlling the motor 5, and the entire vehicle 2 including the engine 3 and the motor 5. MG ・ E for control
And a CU 22. These three ECUs 20-2
Each of the microcomputers 2 is constituted by a microcomputer (none of which is shown) including a RAM, a ROM, a CPU, an I / O interface, and the like.

Each of the three ECUs 20 to 22 is electrically connected to an auxiliary battery 23 via a power supply relay and a self-holding relay (both not shown). It operates by the power supply from. The power supply from the auxiliary battery 23 to the ECUs 20 to 22 is started when an ignition switch (hereinafter, referred to as “IG SW”) 30 described later is turned on, and is stopped when the ignition switch 30 is turned off. Specifically, for example, the MG / ECU 22 determines that the IG / SW 30
By recognizing that the FF has been performed and turning off the self-holding relay with the auxiliary battery 23, the MG ECU 2
2 cut off the power supply to itself. MG · ECU2
2 is connected to the ENG ECU 20 and the MOT ECU 21.

The ENG ECU 20 controls the operation of the engine 3 by driving a fuel injection valve, a spark plug, and the like according to detection signals (for example, engine speed NE) from various sensors (not shown).

The MOT ECU 21 is connected to the motor 5 via a PDU 24 and a no-fuse breaker (hereinafter referred to as "NFB") 25. This PDU24
Is a drive circuit for the motor 5 and is connected to the main battery 26. The MOT / ECU 21 controls the operation of the motor 5 via the PDU 24. Specifically, for example, the number of revolutions and the torque of the motor 5 are controlled by controlling the power supply from the main battery 26 to the motor 5, or the power regeneration by the motor 5, that is, the charging of the main battery 26 is controlled.

The NFB 25 is provided between the PDU 24 and the motor 5, and has a contact 25a for connecting and disconnecting between them, and a contact 25b for connecting and disconnecting between the solenoid valve 13 and a relay 27 described later. , Two contact points 25a, 25
A solenoid 25c for opening b and a switch (not shown) are provided.

In this NFB 25, its switch is ON.
In the state, both the contacts 25a and 25b are mechanically held in a closed state, whereby the space between the PDU 24 and the motor 5 and the space between the solenoid valve 13 and the relay 27 are all maintained in a conductive state. You. In addition, NFB25 is
The trip occurs when an overcurrent flows between the PDU 24 and the motor 5. That is, when a current flows through the coil of the solenoid 25c, the contacts 25a and 25b are opened by the electromagnetic force of the solenoid 25c,
Their open state is maintained mechanically.

Further, the NFB 25 has its solenoid 2
5c is the MOT · ECU 21 and the MG · ECU 22
, And also trips as described above when a trip signal is input from one of the two ECUs 21 and 22.

On the other hand, the MG / ECU 22 (engine stop detecting means, clutch control means) is connected to the solenoid valve 13 via the relay 27 and the contact 25a. The relay 27 includes a contact 27a for connecting and disconnecting between the MG / ECU 22 and the electromagnetic valve 13, a solenoid 27b for closing the contact 27a, and the like. This solenoid 27b is connected to the MG / ECU 22 and
-Excited by the drive current from the ECU 22. Also,
The contact 27a is an a-contact type. When the solenoid 27b is in an excited state, the solenoid 27b is closed by its electromagnetic force to connect between the MG / ECU 22 and the electromagnetic valve 13, while in a non-excited state, When opened, the connection between the MG / ECU 22 and the solenoid valve 13 is shut off.

The MG / ECU 22 includes the IG
The SW 30, the vehicle speed sensor 31, the resolver 32, and the proximity sensor 33 are respectively connected. This IG ・ SW3
0 (engine stop detecting means) outputs a signal indicating the ON / OFF state to the MG / ECU 22. MG / EC
U22 is set to EN when IG.SW30 is turned on.
The engine 3 is started via the G.ECU 20, and when it is turned off, the engine 3 is stopped.

Further, the vehicle speed sensor 31 detects the vehicle speed V of the vehicle 2.
CAR, the resolver 32 is the motor speed NM of the motor 5
OT is detected, and the detection signal is sent to the MG / ECU 2
Output to 2. The proximity sensor 33 is disposed close to the sleeve of the clutch 8 and outputs a detection signal indicating whether or not the sleeve is at the connection position described above by the MG / EC.
Output to U22.

Hereinafter, the MG / ECU will be described with reference to FIG.
The control process of the clutch 8 executed by the clutch 22 will be described. This process connects and disconnects the clutch 8 in response to the ON / OFF switching of the IG / SW 30, and is executed every predetermined time (for example, 50 msec) by setting a program timer.

First, in step 1 (illustrated as "S1"; the same applies hereinafter), a timer counting flag F_TIMERO is set.
It is determined whether or not N is "1". The timer flag F_TIMERON is set to “1” during counting of a delay timer described later, and is set to “0” when not counting. When the result of this determination is NO, the process proceeds to step 2, where it is determined whether or not this loop is the first loop after the IG / SW 30 is turned on.

When the result of this determination is YES, since the engine 3 has just been started, it is determined that the clutch 8 is to be connected accordingly, and the routine proceeds to step 3, where the relay 27 is turned on, and the MG / ECU 20 A connection is made between the solenoid valve 13 and the drive signal.
Output to Thus, the supply path of the hydraulic pressure to the hydraulic actuator 15 is changed by the solenoid valve 13 to the shutoff oil path 17.
b is switched to the connecting oil passage 17a, whereby the clutch 8 is connected. In this case, when the vehicle is stopped, the hydraulic pressure from the accumulator 14 is applied to the oil passage 1 for connection.
It is supplied to the hydraulic actuator 15 via 7a.

Next, proceeding to step 4, after setting a predetermined delay time in a down-count type delay timer,
Start the timing. The predetermined delay time is a time corresponding to a response delay from when the IG / SW 30 is turned on to when the clutch 8 is actually connected, due to the drive of the clutch 8 by hydraulic pressure.

Then, the process proceeds to a step 5, wherein a timer flag F_ is set to indicate that the delay timer is counting.
TIMERON is set to "1" and the routine proceeds to step 6. Thus, in step 5, the timer flag F_TIM
After ERON is set to "1", the result of the determination in step 1 is YES, so that steps 2 to 5 are skipped and the process proceeds to step 6. In this step 6,
It is determined whether or not the timing of the delay timer has ended. If the result of this determination is NO and the timer is in the process of timing, the present process is terminated.

On the other hand, if the determination is YES and the time measurement is completed, that is, if the time corresponding to the response delay of the clutch 8 has elapsed, the routine proceeds to step 7, where the timer flag F_TIMERON is set to "0" to indicate this. set.

Then, the process proceeds to a step 8, wherein it is determined whether or not the clutch 8 is in a connected state based on the detection signal of the proximity sensor 33. If the result of this determination is YES and the clutch 8 is engaged, it is determined that the motor 5 is in a drivable state, and the routine proceeds to step 9, where the motor drive permission flag F_MOTON is set to "1". Thereafter, the present process ends.

On the other hand, if the decision result in the step 8 is NO and the clutch 8 is not connected, it is determined that the motor 5 is not in a drivable state, and the process proceeds to a step 10. In order to indicate this, a motor drive permission flag is set. After setting F_MOTON to “0”, the present process ends.

On the other hand, if the result of the determination in step 2 is NO
If the current loop is not the first loop after the IG · SW 30 is turned on, the process proceeds to step 11 where IG · S
It is determined whether W30 has been switched from ON to OFF. This determination result is NO, and the IG / SW 30 is OFF
If the processing has not been switched to, the present processing is terminated.

On the other hand, if the result of this determination is YES, IG · S
When W30 is turned off, the engine 3
It is determined that the clutch 8 should be disconnected in response to the stop of the operation, and the process proceeds to step 12 and the relay 27 is turned off.
By doing so, the connection between the MG / ECU 20 and the electromagnetic valve 13 is shut off. Thus, the supply path of the hydraulic pressure to the hydraulic actuator 15 is changed by the solenoid valve 13 to the shutoff oil path 17.
b. In this case, the IG / SW3
Accumulator 1 when 0 is switched to OFF
4 is supplied to the hydraulic actuator 15 via the shutoff oil passage 17b. As a result, the clutch 8
Is shut off.

Then, the process proceeds to a step 13, wherein the three ECs
By turning off the power supply relay between U20 to U22 and the auxiliary battery 23 to turn off the self-holding relay, the present process is terminated. Thereby, the ECUs 20 to 22
Is stopped and turned off. This MG ・ E
After the CU 22 is turned off, the drive signal is not input to the solenoid valve 13 unless the IG / SW 30 is turned on, so that the clutch 8 is held in the disengaged state.

As described above, according to the control device 1 of the present embodiment, when the IG / SW 30 is turned off after the vehicle stops and the engine 3 is stopped, the clutch 8 is disconnected by the hydraulic pressure stored in the accumulator 14. Therefore, even if the hydraulic pressure for disconnecting the clutch cannot be taken out from the oil pump 12, the clutch 8 can be reliably disconnected. Thereafter, the clutch 8 is held in the disconnected state unless the IG / SW 30 is turned on. Thus, when the stopped vehicle 2 is towed by another vehicle with the engine 3 stopped, the motor 5 can be reliably prevented from running resistance, and the allowable rotation speed is not exceeded. 5 can be reliably extended. Further, when the IG / SW 30 is turned on while the vehicle is stopped and the engine 3 is started, the clutch 8 is connected by the oil pressure stored in the accumulator 14, so that the oil pressure for connecting the clutch 8 cannot be taken out from the oil pump 12. Even in this case, the clutch 8 can be securely connected. Thereby, when the vehicle 2 starts, the rear wheel 6 can be reliably driven by the motor 5, and good starting performance can be secured. As described above, the connection between the motor 5 and the rear wheel 6 by the clutch 8 in accordance with the operation / stop of the engine 3
The cutoff state can be appropriately controlled.

Also, since the clutch drive mechanism 11 is arranged in a close relationship with the motor 5, the clutch 8 and the rear differential mechanism 9, the rear wheel drive system can be made compact as a whole.

In this embodiment, whether the engine 3 is stopped or not is determined by turning on / off the IG / SW 30.
Although the estimation was performed based on the F state, the present invention is not limited to this. For example, whether or not the engine is in a stopped state may be detected by detecting the engine speed NE with an engine speed sensor. Further, the clutch 8 is not limited to the hydraulically driven servo synchromesh type clutch of the embodiment, but may be a motor 5 and a rear wheel 6.
Any device can be used as long as it can connect and disconnect between the devices. For example, a wet or dry multi-plate clutch or an electromagnetic clutch may be used.

Further, the control device 1 of the present invention uses the driver's I
The present invention is not limited to the example of the embodiment in which the clutch 8 is ON / OFF controlled by the ON / OFF operation of the G / SW 30, but may be applied to a so-called idle stop type vehicle in which the engine is automatically stopped at a traffic light or the like. Good.

[0046]

As described above, according to the present invention, by controlling the clutch in accordance with the stopped state of the engine,
The connection / disconnection state between the electric motor and the other wheel can be appropriately controlled. Further, when the clutch cannot be closed by the hydraulic pressure because the pump is stopped, the clutch can be reliably disconnected by the hydraulic pressure of the accumulator. As a result, when the front and rear wheel drive vehicle is towed by another vehicle while the engine is stopped, the electric motor and the other wheel are maintained in a disconnected state during that time, so that the electric motor becomes a running resistance. In addition to reliably preventing the rotation, the allowable rotation speed is not exceeded, and the life of the electric motor can be reliably extended. Furthermore, when the clutch cannot be connected by the hydraulic pressure because the pump is stopped, the clutch can be reliably connected by the hydraulic pressure of the accumulator. As a result, when the vehicle starts, the other wheel can be reliably driven by the electric motor, and good starting performance can be ensured. Further, the drive system for the other wheel can be made compact as a whole.

[Brief description of the drawings]

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

FIG. 2 is a flowchart illustrating a clutch control process.

[Explanation of symbols]

Reference Signs List 1 control device 2 front and rear wheel drive vehicle 3 engine 4 left and right front wheels (one of front and rear wheels) 5 electric motor 6 left and right rear wheels (the other of front and rear wheels) 8 clutch 12 oil pump (pump) 13 solenoid valve (clutch control) Means) 14 Accumulator 22 MG / ECU (engine stop detecting means, clutch control means) 30 Ignition switch (engine stop detecting means)

Continued on the front page F-term (reference) 3D039 AA00 AB01 AB27 AC01 AD02 3D043 AA01 AA06 AA07 AB01 EA02 EA05 EB06 EB12 EE06 EE18 EF06 EF12 3J057 AA01 AA03 BB04 EE09 GA12 GA21 GB03 HH01 JJ01 5H01 PU02 PA01 PU01 PU25 QI04 QN03 QN12 SE04 SE05 SE09 TB03 TB10 TO30 TR04 TR05 TU02 TZ03 TZ04

Claims (3)

[Claims] 1. One of the front and rear wheels is driven by an engine,
A control device for a front and rear wheel drive vehicle that drives the other with an electric motor and connects / disconnects the other wheel and the electric motor with a clutch, and detects whether the engine is in a stopped state. A control device for a front-rear wheel drive vehicle, comprising: an engine stop detecting unit that performs the operation; and a clutch control unit that controls the clutch in accordance with a detection result of the engine stop detecting unit. 2. The vehicle according to claim 1, wherein the front and rear wheel drive vehicle includes a pump that generates a hydraulic pressure by being driven by a rotational force of the other wheel, and an accumulator that stores a hydraulic pressure generated by the pump. A hydraulically driven clutch connected to a pump and the accumulator and driven by hydraulic pressure, wherein the clutch control means detects the stop of the engine by the engine stop detection means when the pump is stopped. The control device for a front-rear wheel drive vehicle according to claim 1, wherein the clutch is disengaged by hydraulic pressure stored in the accumulator when the vehicle is running. 3. The front-rear wheel drive vehicle includes a pump that generates a hydraulic pressure by being driven by a rotational force of the other wheel, and an accumulator that stores a hydraulic pressure generated by the pump. A hydraulically driven clutch connected to a pump and the accumulator and driven by hydraulic pressure, wherein the clutch control means detects the start of the engine by the engine stop detection means when the pump is stopped. 2. The control device for a front-rear wheel drive vehicle according to claim 1, wherein the clutch is connected by the hydraulic pressure stored in the accumulator when the vehicle is running.