JP2016217531A - Travel control method of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance travel performance and fuel consumption performance of a vehicle at low cost, without adding great change to a conventional constitution of the vehicle.SOLUTION: A travel control method of a vehicle includes: determination steps S11, S12, S13 for determining whether a travelling state of a vehicle 1 is a start state, a straight forward state, or a turning state; a start assist step S20 for, when the travelling state is the start state, with respect to wheels 3 whose rotational speed is smaller out of front and back wheels 3, assisting a driving force by an electric motor 46 with respect to the wheels 3; a stable control step S30 for, when the travelling state is the straight forward state, reducing a rotational speed difference between the left and right wheels 3; and a turning control step S40 for, when the travelling state is the turning state, controlling the rotational speed of the left and right wheels 3. Transmission of a rotational driving force decelerated in a deceleration mechanism 41 provided at a differential restriction device 40 is performed via an outer race 24 of a slide type constant velocity joint 21.SELECTED DRAWING: Figure 9

Description

  The present invention relates to a traveling control method for a vehicle including a drive shaft with a differential limiting device.

  When the vehicle turns a curve, a difference in rotational speed occurs between an inner wheel (hereinafter referred to as an inner ring) and an outer wheel (hereinafter referred to as an outer ring). A differential gear is used to evenly distribute the torque from the power source such as the engine to the inner and outer wheels while absorbing this difference. The differential gear includes a final driven gear, a differential case, a differential pinion, a differential pinion shaft, and a differential side gear.

  A differential pinion shaft is fixed inside the differential case, and the differential pinion shaft is provided with a differential pinion. That is, the differential pinion can rotate (revolve) around the axis of the differential pinion shaft while rotating (revolving) together with the differential case. A final driven gear that meshes with a final drive gear that rotates around the axis by a propeller shaft is provided on the outside of the differential case. A pair of left and right differential side gears that mesh with the differential pinion are provided in the differential case, and each differential side gear is connected to the left and right drive shafts. The driving force input from the driving source to the final driven gear is distributed to the left and right wheels by the differential gear.

  When the left and right wheels receive the same resistance from the road surface, the differential pinion revolves with the differential case without rotating and transmits the driving force evenly to the differential side gear and the drive shaft. On the other hand, if the resistance from the road surface is large and the outer ring is smaller, such as when turning, the differential ring gear on the inner ring side, which has a large resistance, tries to rotate slowly and pushes back the diff pinion. Rotate. When the differential pinion rotates, the rotation of the differential side gear on the outer ring meshing with the differential pinion is increased by the rotational speed of the differential pinion. As a result, the outer wheel having a larger distance (radius) from the turning center rotates faster than the inner wheel, and high turning performance of the vehicle can be ensured.

  A typical drive shaft includes a shaft and constant velocity joints provided at both ends of the shaft. As this constant velocity joint, a fixed type constant velocity joint that can take a predetermined differential angle together with steering on the connection side with the wheel slides in the axial direction on the connection side with the differential gear, Sliding constant velocity joints that absorb axial displacement and angle associated with suspension movement are often employed. The wheel can be rotated by transmitting the rotational driving force from the differential gear to the wheel side via the sliding constant velocity joint, the shaft, and the fixed constant velocity joint.

  However, in the differential gear, when one wheel is removed, or when the friction coefficient of the left and right wheels on the road surface is significantly different, the wheel with a smaller load (the wheel with the wheel removed and the one with the smaller friction coefficient with the road surface) is used. While the driving force is distributed to the wheels with a heavy load (the wheels that have not been derailed or the wheels with the larger coefficient of friction with the road surface), the driving force is not distributed. There is a problem that it interferes with driving.

  In order to solve this problem, a differential limiting device may be provided in the differential gear. This differential limiting device (hereinafter abbreviated as LSD as appropriate) is a device that mechanically limits the operating range (provides a limit) and operates based on the torque difference between the left and right wheels (torque-sensitive type). LSD) and those that operate based on the difference between the rotational speeds of the left and right wheels (rotational difference sensitive LSD). This differential limiting device merely mechanically limits the operating range based on the torque difference or the rotational speed difference, and does not distribute the driving force to the left and right wheels at an arbitrary ratio.

  Thus, as a means for efficiently limiting the rotation of the differential gear while transmitting the distribution of the driving force to the left and right wheels at an arbitrary ratio, for example, a coupling device shown in Patent Document 1 may be employed. The coupling device includes a pair of planetary gear mechanisms, a drive source, and brake means, and is provided between a pair of drive shafts that respectively drive the left and right wheels.

  Each planetary gear mechanism includes a sun gear, a planetary gear, a planetary carrier that supports the planetary gear, and a ring gear. The ring gears of the planetary gear mechanisms are connected to each other via an intermediate shaft. In addition, the sun gear and the drive source of each planetary gear mechanism, and the planetary carrier and the left and right wheels are respectively connected, and the driving force of the drive source is transmitted to the left and right wheels via the sun gear and the planetary carrier. Yes.

  The brake means is provided on the intermediate shaft, and the rotation of the ring gear around the axis is prevented by operating the brake means. When the vehicle starts, it is possible to make the ring gear function as a reaction force receiver by operating the brake means to prevent the ring gear from rotating, and to transmit the driving force from the driving source to the left and right wheels. It becomes possible. On the other hand, after the start, the brake means is released to allow rotation around the axis of the ring gear, and the left and right drive sources are stopped, so that the sun gear connected to the drive source via the reduction gear train is Can function as a reaction force receiver. At this time, the drive source exerts an action of regenerative braking of the left and right wheels as a generator, and suppresses the differential between the drive source and the left and right wheels connected via the planetary carrier and the ring gear, thereby improving the straight running stability. It becomes possible to raise.

  Further, when the vehicle is turning, the wheel-side drive source serving as the outer ring is rotated forward, while the wheel-side drive source serving as the inner ring is reversed. Thereby, while the outer wheel is accelerated, the inner wheel is decelerated, and high turning performance can be ensured.

Japanese Patent No. 3138799

  The coupling device described in Patent Document 1 is used in place of a differential gear that is generally employed in conventional vehicles. In order to be mounted on a conventional vehicle, a significant change in the design of the vehicle is required. Necessary. Moreover, since this connection mechanism does not have a driving force transmission mechanism with a main drive source such as an engine, it can be applied only to driven wheels that do not have a driving force transmission mechanism. For this reason, in order to exhibit a sufficient start assist function, it is necessary to use a driving source having a large driving force, particularly when applied to a heavy vehicle, which increases the manufacturing cost of the vehicle.

  Accordingly, it is an object of the present invention to improve the running performance and fuel consumption performance of a vehicle at a low cost without significantly changing the configuration of a conventional vehicle.

  In order to solve the above-mentioned problems, in the present invention, a sliding constant velocity joint is provided on one end side, and the drive type shaft transmits the driving force of a driving source to the left and right wheels. A drive shaft characterized in that an electric differential limiting device for limiting the differential between the left and right wheels was provided in the outer race of the vehicle.

  Thus, by adopting the electric differential limiting device, it is possible to arbitrarily control the distribution of the driving force to the front and rear or left and right wheels according to the driving mode (starting, straight traveling, turning), A stable running state can always be ensured. Furthermore, even in a driving environment where the ground contact state and frictional state of the wheels on the road surface are constantly changing, such as snowy roads and unpaved roads, the differential between the left and right wheels can be appropriately limited, and the vehicle starts. When traveling straight, it is possible to ensure high traveling performance. Further, the turning performance can be further improved by limiting or assisting the differential gear differential during turning of the vehicle.

  Since this differential limiting device is provided in the outer race of a sliding constant velocity joint that is generally used, it is possible to control the rotation of the wheels without significantly changing the configuration of the conventional vehicle. This can improve the running performance and fuel consumption performance of the vehicle.

  The said structure WHEREIN: The said differential limiting apparatus can be set as the structure provided with the electric motor and the deceleration mechanism which decelerates rotation of the output shaft of the said motor, and transmits to the said outer race. Thus, by providing the electric motor, the driving force of the electric motor can be given to one of the left and right wheels, and the driving force of the left and right wheels can be differentiated to further improve the running performance of the vehicle.

  In the configuration including the speed reduction mechanism, the speed reduction mechanism is a planetary gear mechanism including a sun gear, a planetary gear, a planetary carrier that supports the planetary gear, and a ring gear, and the output shaft and The sun gear can be integrally rotated around the axis, and the outer race and the planetary carrier can be integrally rotated around the axis. By configuring the speed reduction mechanism in this way, the wheel can be driven at an appropriate rotational speed via the drive shaft after increasing or decreasing the driving force and rotation from the electric motor.

  In each said structure, the said electric motor can be set as the structure which functions as a generator by rotating the said output shaft with rotation of a wheel. In this way, by providing the motor with a generator function, it is possible to provide appropriate operation to the left and right wheels by regenerative braking during power generation, and increase the energy efficiency by using regenerative power for driving the motor, The cruising range of the vehicle can be extended.

  The vehicle which transmits the driving force of a drive source with the drive shaft shown to each said structure can be comprised. By adopting this drive shaft, it is possible to control the rotation of the wheels without significantly changing the configuration of the conventional vehicle, and it is possible to provide a vehicle with high running performance and fuel consumption performance.

  In order to solve the above problem, a sliding type constant velocity joint is provided on one end side, and includes an electric motor and a speed reduction mechanism that decelerates rotation of the output shaft of the electric motor, and a difference between the left and right wheels. In a vehicle travel control method for controlling the travel of a vehicle by means of a drive shaft that transmits a driving force of a drive source to left and right wheels, which is provided with an electric differential limiting device that restricts movement, the travel state of the vehicle is A determination step for determining whether the vehicle is in a state of traveling, straight traveling, or turning, and when the traveling state is the starting state, with respect to the wheel having the smaller rotational speed among the front and rear wheels, A start assist step for assisting driving force with the electric motor; a stability control step for reducing a difference in rotational speed between left and right wheels when the running state is the straight running state; and a left side when the running state is the turning state. And a turning control step for controlling the rotational speed of the wheels of the vehicle, wherein the rotational driving force decelerated by the speed reduction mechanism is transmitted through the outer race of the sliding type constant velocity joint. The travel control method was configured.

  According to this vehicle running control method, the left and right wheels can be controlled to rotate with the driving force of the electric motor according to the running state of the vehicle (starting state, straight running state, or turning state), and the vehicle can be stably operated. It can be run.

  In the travel control method, the start assisting step includes a speed calculating step for calculating the rotational speed of the front and rear wheels and a target vehicle speed, and the difference in rotational speed between the front and rear wheels is greater than a predetermined rotational speed difference threshold, and the front and rear wheels. An assist determination step of driving the electric motor to assist rotation of the wheel with the lower rotational speed when the rotational speed of the wheel with the lower rotational speed is lower than the target vehicle speed. It can be configured.

  In this way, by configuring the start assist step, it is possible to assist the rotation of the wheel with the lower rotation speed to ensure a smooth start and to improve the driving force transmission efficiency at the start and The distance can be extended. The wheel to be assisted may be either a front wheel or a rear wheel.

  In each of the travel control methods, the stability control step includes a speed difference calculating step for calculating a difference in rotational speed between the left and right wheels, and when the rotational speed difference is greater than a predetermined allowable speed difference threshold value, Among the electric motors provided on the wheels, a regenerative step of regeneratively braking the electric motor of the wheel having the higher rotation speed can be provided.

  Thus, by regeneratively braking the wheel on the side with the higher rotation speed, the rotation speed of the wheel is reduced, and the difference in rotation speed between the left and right wheels can be reduced. By reducing this rotational speed difference, high straight running stability of the vehicle can be ensured. This stability control step may be employed for either the front wheel or the rear wheel of the vehicle.

  In each of the travel control methods, the turning control step includes a comparison step of comparing the rotational speeds of the wheels on the inner ring side and the outer ring side with respect to the turning direction, and the rotation speed on the inner ring side is the rotational speed on the outer ring side. A differential limiting step that regeneratively brakes the motor of the inner wheel and drives the motor of the outer wheel, and the rotational speed of the outer ring is greater than the rotational speed of the inner ring, and the inner and outer wheels A turning assist step for regeneratively braking the motor of the inner wheel and driving the motor of the outer wheel when the difference in rotational speed of the inner wheel is larger than a predetermined threshold value of the allowable rotation speed of the inner and outer wheels. can do.

  When turning, if the rotation speed of the inner ring side wheel (inner ring) is larger than the rotation speed of the outer ring side wheel (outer ring), for example, the inner ring is lifted by sport running, and slip occurs between the road surface and the inner ring. Presumed to have occurred. At this time, the inner ring may idle, and a driving force may not be transmitted to the outer ring installed on the road surface. At this time, the inner ring is regeneratively braked to eliminate the idling state, and the driving force of the motor is transmitted to the outer ring to limit the differential between the inner and outer rings. As a result, the vehicle can be turned in a stable manner.

  On the other hand, when the rotational speed of the outer ring is greater than the rotational speed of the inner ring, the function as a differential gear is functioning normally, but the rotational speed difference between the inner and outer rings is greater than the allowable rotational speed difference threshold value. It is estimated that the vehicle is turning beyond the performance of the differential gear. At this time, the inner ring is regeneratively braked and the driving force of the motor is transmitted to the outer ring to assist the differential limiting function of the inner and outer rings by the differential gear. As a result, the vehicle can be turned in a stable manner.

  In the present invention, a slide type constant velocity joint is provided on one end side, and in the drive shaft that transmits the driving force of the driving source to the left and right wheels, the outer race of the sliding type constant velocity joint is connected to the left and right wheels. A drive shaft characterized in that an electric differential limiting device for limiting the differential is provided. Thus, by providing the differential limiting device on the outer race of the sliding type constant velocity joint, it is possible to control the rotation of the wheel without significantly changing the configuration of the conventional vehicle, and to drive the vehicle. Performance and fuel efficiency can be improved.

The top view of the vehicle which employ | adopted the drive shaft which concerns on this invention The top view which shows the aspect which employ | adopted the planetary type differential limiting apparatus in the drive system of the vehicle rear wheel side shown in FIG. Longitudinal section showing a typical drive shaft The top view which shows the aspect which employ | adopted the planetary type (with a clutch) differential limiting apparatus in the drive system of the vehicle rear-wheel side shown in FIG. The top view which shows the aspect which employ | adopted the direct type | mold differential limiting apparatus in the drive system of the vehicle rear-wheel side shown in FIG. The top view which shows the aspect which employ | adopted the star-type differential limiting apparatus in the drive system of the vehicle rear-wheel side shown in FIG. The top view which shows the aspect which employ | adopted the solar type | mold differential limiting apparatus in the drive system of the rear-wheel side of the vehicle shown in FIG. The top view which shows the aspect which employ | adopted the multistage type | mold differential limiting apparatus in the drive system of the vehicle rear-wheel side shown in FIG. The flowchart which shows the control flow of the traveling control method of the vehicle which concerns on this invention The flowchart which shows the control flow of the start assistance step shown in FIG. The flowchart which shows the control flow of the stable control step shown in FIG. The flowchart which shows the control flow of the turning control step shown in FIG.

  A vehicle 1 employing a drive shaft according to the present invention is shown in FIG. A white arrow in the figure indicates the forward direction of the vehicle 1. This vehicle 1 is connected to a center differential gear 10C which is connected to a drive source 2 (motor or engine), a center differential gear 10C which distributes the driving force of the drive source 2 to the front wheels 3FR, 3FL and the rear wheels 3RR, 3RL. Propeller shafts 4F, 4R that transmit driving force to the wheels 3 (3FR, 3FL, 3RR, 3RL), differential gears 10F, 10R that distribute the driving force transmitted by the propeller shafts 4F, 4R to the left and right, and a differential gear 10F Drive shaft 20 (20FR, 20FL, 20RR, 20RL) that transmits the driving force distributed to the left and right by 10R, and differential limiting device 40 (40FR) provided on drive shaft 20 (20FR, 20FL, 20RR, 20RL) , 40FL, 40RR, 0RL), inverters 5F and 5R that drive the differential limiting device 40 (40FR, 40FL, 40RR, and 40RL), and an electronic control unit (ECU) 6 that controls the drive source 2 and the inverters 5F and 5R. Yes. Each wheel 3 (3FR, 3FL, 3RR, 3RL) is connected to a drive shaft 20FR, 20FL, 20RR, 20RL.

  A plurality of sensors (not shown) are attached to the vehicle 1 at important points, and signals (parameters) obtained by the sensors are sent to the ECU 6. Based on this signal, the ECU 6 issues a control signal to the drive source 2 and the inverters 5F and 5R.

  In the vehicle 1 shown in FIG. 1, the differential limiting device 40 (40FR, 40FL, 40RR, 40RL) is provided for both the front and rear differential gears 10F, 10R, but one of the front and rear wheels 3 (3FR, 3FL, 3RR, 3RL) is provided. The differential limiting device 40 (40FR, 40FL) may be provided only on the front wheel side differential gear 10F, or the differential limiting device 40 (40RR, 40RL) may be provided only on the rear wheel side differential gear 10R. Good. As the differential limiting device 40 (40FR, 40FL, 40RR, 40RL), it is preferable to employ a differential gear of a type that mechanically limits the differential, such as a torque-sensitive differential gear (Torsen LSD).

  A drive system on the rear wheel 3 (3RR, 3RL) side mounted on the vehicle 1 shown in FIG. 1 will be described with reference to FIGS. 2 and 4 to 8. 2 is a planetary type, FIG. 4 is a planetary type with a clutch, FIG. 5 is a direct type, FIG. 6 is a star type, FIG. 7 is a solar type, and FIG. 8 is a multistage type differential limiting device 40 (40RR, 40RL). Each provided aspect is shown.

  As shown in FIG. 2, the planetary differential limiting device 40 (40RR, 40RL) includes a ring gear 45 of a speed reduction mechanism 41 (planetary gear mechanism) described later, and a housing of the differential limiting device 40 (40RR, 40RL). It is the structure fixed to fixed parts (non-rotating part), such as. The differential gear 10R constituting the drive system includes a final drive gear 11, a final driven gear 12, a differential case 13, a differential pinion 14, a differential pinion shaft 15, and differential side gears 16R and 16L. A differential pinion shaft 15 is fixed inside the differential case 13, and a differential pinion 14 is provided on the differential pinion shaft 15. That is, the differential pinion 14 can rotate (rotate) around the axis of the differential pinion shaft 15 while rotating (revolving) together with the differential case 13.

  A final driven gear 12 that meshes with a final drive gear 11 that rotates around the axis by a propeller shaft 4R is provided outside the differential case 13. In the differential case 13, a pair of left and right differential side gears 16R, 16L that mesh with the differential pinion 14 are provided, and the differential side gears 16R, 16L are connected to the left and right drive shafts 20RR, 20RL. The driving force input from the driving source 2 to the final driven gear 12 is distributed to the left and right wheels 3 (3RR, 3RL) by the differential gear 10R.

  When the left and right wheels 3 (3RR, 3RL) receive the same resistance from the road surface, the differential pinion 14 revolves together with the differential case 13 without rotating and is driven to the left and right differential side gears 16R, 16L and the drive shaft 20 (20RR, 20RL). Transmit power evenly. On the other hand, when the resistance from the road surface is larger and the outer ring is smaller, such as during turning, the inner wheel side differential side gears 16R and 16L having greater resistance push back the differential pinion 14 in an attempt to rotate slowly. As a result, the differential pinion 14 rotates. When the differential pinion 14 rotates, the rotation of the outer ring side differential side gears 16R and 16L meshing with the differential pinion 14 is increased by the rotational speed of the differential pinion 14. As a result, the outer wheel having a larger distance (radius) from the turning center rotates faster than the inner wheel, and the vehicle 1 can turn smoothly.

  The differential limiting device 40 (40RR, 40RL) includes a speed reduction mechanism 41 and an electric motor 46, and is provided on an outer race 24 of a sliding constant velocity joint 21 of a drive shaft 20 (20RR, 20RL) described later. Yes. The drive shaft 20 (20RR, 20RL) and the differential limiting device 40 (40RR, 40RL) for driving the left and right wheels 3 (3RR, 3RL) are composed of the same parts.

  The speed reduction mechanism 41 is a planetary gear mechanism including a sun gear 42, a planetary gear 43, a planetary carrier 44 that supports the planetary gear 43, and a ring gear 45. The sun gear 42 is rotatably connected to a rotor 47 of an electric motor described later. The planetary carrier 44 is coupled to an outer race 24 of a sliding type constant velocity joint 21 described later so as to be integrally rotatable. Thereby, the rotation of the rotating shaft of the electric motor 46 is decelerated and the driving force is amplified, and the driving force is applied to the left and right wheels 3 (3RR, 3RL) via the drive shaft 20 (20RR, 20RL) connected to the reduction mechanism 41. Is communicating. Conversely, the rotation and driving force of the wheels 3 (3RR, 3RL) can be transmitted to the electric motor 46.

  The electric motor 46 includes a rotor 47 and a stator 48. As described above, the rotor 47 is connected to the sun gear 42 so as to rotate together. By supplying an electric current to the coil of the stator 48, the coil and the permanent magnet of the rotor 47 can interact to rotate the rotor 47 about the axis. The stator 48 is fixed to a fixed portion (non-rotating portion) such as a housing of the differential limiting device 40 (40RR, 40RL).

  As shown in FIG. 3, the drive shaft 20 (20 RR, 20 RL) includes a sliding type constant velocity joint 21, a shaft body 22, and a fixed type constant velocity joint 23.

  The sliding type constant velocity joint 21 is a tripod type constant velocity joint including an outer race 24, a roller 25, a spider 26, a dust boot 27, and a boot band 28. Three guide grooves along the axial direction of the drive shaft 20 (20RR, 20RL) are formed on the inner surface side of the outer race 24. Each guide groove is provided with one roller 25 held by the spider 26. The outer periphery of the roller 25 is in contact with the guide groove, and the spider 26 that holds the roller 25 can be moved relative to the outer race 24 in the axial direction and cannot be rotated around the shaft. . A fitting portion with the shaft main body 22 is formed at the center of the spider 26, and the spider 26 and the shaft main body 22 are not relatively movable in the axial direction and are not relatively rotatable around the axis. Thereby, the rotation input to the outer race 24 can be transmitted to the shaft body 22 via the roller 25 and the spider 26. Although the tripod type sliding constant velocity joint 21 is shown here, a double offset type sliding type constant velocity joint may be used.

  The fixed constant velocity joint 23 includes an outer race 29, a ball 30, a ball cage 31, an inner race 32, a dust boot 27, and a boot band 28. On the inner surface side of the outer race 29, six guide grooves that are curved in a spherical shape with respect to the axial direction of the shaft body 22 are formed. In each guide groove, one ball 30 held by the ball cage 31 is provided. A fitting portion with the shaft main body 22 is formed at the center of the inner race 32, and the rotation input to the shaft main body 22 is transmitted through the inner race 32, the ball 30, and the outer race 29 to the wheel 3 ( 3RR, 3RL).

  Each ball 30 is in contact with both a spherically curved guide groove provided on the outer peripheral surface of the inner race 32 and a spherically curved guide groove provided on the inner peripheral surface of the outer race 29. The outer race 29 can be inclined at a desired angle with respect to the shaft body 22 within the rolling range of the inner ball 30. Even when tilted in this way, the surface passing through the center of the ball 30 forms the same tilt angle as the shaft body 22 and the outer race 29, so that constant velocity is ensured. A spline portion 33 is formed at an axial end portion of the outer race 29 of the fixed type constant velocity joint 23, and a hub bearing is attached to the spline portion 33, although not shown in FIG. A driving force is transmitted to the wheels 3 (3RR, 3RL) via the hub bearing.

  The sliding type constant velocity joint 21 and the fixed type constant velocity joint 23 prevent foreign matter such as muddy water splashing from the road surface from entering the constant velocity joints 21 and 23 and are filled with grease filled in the inside. A dust boot 27 for holding is provided. Boot bands 28 are provided at the left and right ends of the dust boot 27 to further enhance the watertightness of the dust boot 27.

  As shown in FIG. 4, the planetary type differential limiting device 40 (40RR, 40RL) shown in FIG. The clutch 49 is provided between the outer race 24 of the sliding type constant velocity joint 21 and the planetary carrier 44. It is necessary to drive the motor 46 while rotating the rotor 47 and the drive shaft 20 (20RR, 20RL) of the motor 46 integrally with the clutch 49 being connected only when the differential limiting device 40 (40RR, 40RL) is functioning. When there is no gear, the clutch 49 is disengaged to prevent the differential limiting device 40 (40RR, 40RL) (the electric motor 46 and the speed reduction mechanism 41) from becoming a running resistance of the vehicle 1.

  Instead of providing the clutch 49, or in addition to providing the clutch 49, a permanent magnet included in the rotor 47 of the electric motor 46 may be used as an exciting coil. If the exciting coil is used in this way, it is possible to remove the cogging force that becomes a resistance during the traveling of the vehicle 1 by cutting off the supply of current to the exciting coil when the electric motor 46 is not driven.

  As shown in FIG. 5, the rotor 47 of the electric motor 46 may be directly provided on the outer race 24 of the sliding type constant velocity joint 21 without using the speed reduction mechanism. By doing in this way, the number of parts of differential limiting device 40 (40RR, 40RL) can be reduced, and reduction of manufacturing cost can be aimed at.

  As shown in FIG. 6, a star-type differential limiting device 40 (40RR, 40RL) may be employed. The star-type differential limiting device 40 (40RR, 40RL) has a configuration in which a planetary carrier 44 of a planetary gear mechanism is fixed to a fixing portion of the differential limiting device 40 (40RR, 40RL). Further, as shown in FIG. 7, a solar type differential limiting device 40 (40RR, 40RL) may be employed. The solar type differential limiting device 40 (40RR, 40RL) has a configuration in which a sun gear 42 of a planetary gear mechanism is fixed to a fixed portion of the differential limiting device 40 (40RR, 40RL). In the solar type differential limiting device 40 (40RR, 40RL), the arrangement of the rotor 47 and the stator 48 of the electric motor 46 in the inner and outer diameter directions is the same as that in the planetary type and star type differential limiting device 40 (40RR, 40RL). This is the opposite of the arrangement.

  Furthermore, as shown in FIG. 8, a multistage reduction gear 50 in which a plurality of gears are arranged in multiple stages can be employed instead of the planetary gear mechanism. The speed reduction mechanism 41 is exemplary, and can be appropriately employed instead of the speed reduction mechanism 41 as long as it has a function of reducing the rotation of the rotation shaft of the electric motor 46 to a predetermined rotation speed.

  FIG. 9 is a flowchart showing a control flow of the vehicle travel control method according to the present invention. In this control flow, first, it is sequentially determined whether the vehicle is in a starting state (reference S11 in the figure), in a straight running state (reference S12 in the figure), or in a turning state (reference S13 in the figure). The In this determination, signals (parameters) obtained by a plurality of sensors (not shown) provided at important points of the vehicle are sent to an electronic control unit (ECU), and the ECU performs a predetermined calculation based on these signals. Done by doing. When it is determined that the vehicle is in a starting state (YES side of reference S11), when it is determined that the vehicle is in a straight traveling state (YES side of reference S12) during the start assist step (reference S20 in the figure). When it is determined that the vehicle is in the turning state (YES side of reference S13), the process proceeds to the turning control step (reference S40 in the figure). When each step is completed, an end state is established (reference S14 in the figure).

FIG. 10 shows details of the start assist step (reference S20 in the figure). In starting assistance step, firstly, the rotational speed V _F of the front and rear _wheels, to calculate the V _R and the target vehicle speed V of the vehicle (reference numeral S21 in in speed calculation step. This drawing). Then, the rotational speed difference V _F -V _R of the front and rear wheels, predetermined greater than the rotational speed difference threshold value [Delta] V _FS, and the rotational speed V _F of the wheel towards the rotational speed is smaller among the front and rear _wheels, is V _R It is determined whether or not the vehicle speed is lower than the target vehicle speed V (assist determination step, symbol S22 in the figure).

  When this condition is not satisfied (NO side of reference S22), it is determined that there is almost no speed difference between the front and rear wheels, and acceleration is being performed smoothly, or the speed is increased to the point where start assistance is unnecessary. Therefore, the motor is stopped and the start assist is turned off (reference S26 in the figure). On the other hand, when this condition is satisfied (YES side of S22), the rotational speed of the rear wheel is smaller than the rotational speed of the front wheel, that is, the front wheel is slipping and the speed is not sufficiently increased. Therefore, it is determined that start assistance is necessary. In this case, it is sequentially determined whether the brake is OFF (reference S23 in the figure) and whether the parking brake is OFF (reference S24 in the figure). This is because when the driver has the intention of deceleration (the brake operation is performed), start assistance is unnecessary.

  Further, it is determined whether or not the reverse gear is in a connection OFF state (reference S25 in the figure). When the connection is OFF (YES side of reference S25), the electric motor is rotated forward to perform start assist in the forward direction (reference S27 in the figure). On the other hand, when the connection is ON (NO side of reference S25), the motor is reversely rotated to perform start assist in the reverse direction (reference S28 in the figure). When the start assist is completed, an end state is established (reference S14 in the figure). In addition, in this figure, although the control flow in case the front wheel can slip at the time of start was shown, the same control flow can be applied also to the case in which the rear wheel can slip.

FIG. 11 shows details of the stability control step (reference S30 in the figure). In stable control step, firstly, the rotational speed V _RR of the left and right wheels (rear wheels in this _flowchart) to calculate the rotational speed difference [Delta] V _R of V _RL (reference numeral S31 in in the speed difference calculation step. This drawing). Next, the absolute value of the rotational speed difference [Delta] V _R is to determine whether greater than predetermined permissible speed difference threshold value [Delta] V _RS (safety determination step. Sign S32 in in this figure).

Rotational speed difference [Delta] V _R is, when the following allowable speed difference threshold value [Delta] V _RS, it can be determined that the vehicle goes straight in a stable manner. For this reason, it returns to the judgment (code | symbol S12 in this figure) whether the vehicle is a straight ahead state, without performing regenerative braking to the left and right wheels (NO side of code S32). On the other hand, the rotational speed difference [Delta] V _R is, when greater than the allowable speed difference threshold value [Delta] V _RS (YES side sign S32) is one of the left and right wheels slips, the running state of the vehicle becomes unstable Can be judged. Therefore, by regenerative braking motor as a generator to lower the rotational speed of the one side of the slipping wheel, to reduce the rotational speed difference [Delta] V _R of the left and right wheels. As a result, the vehicle can be moved straight ahead stably, and the driving force can be prevented from escaping to the wheel side where the slip occurs (the wheel side having a small resistance from the road surface) due to the action of the differential gear. .

When it is determined that one of the left and right wheels is slipping, the rotation speed V _RR of the right wheel is compared with the rotation speed V _RL of the left wheel (reference S33 in this figure), and the right wheel When the rotational speed V _RR is larger (YES side of reference S33), regenerative braking is performed on the right wheel (regenerative step, reference S34 in the figure). On the other hand, when the rotational speed _VRL of the left wheel is higher (NO side of reference S33), regenerative braking is performed on the left wheel (regenerative step; reference S35 in the figure). When the regeneration step is completed, an end state is established (reference S14 in the figure). In addition, in this figure, the control flow when the rotational speed difference occurs in the rear wheel is shown, but the same applies when the rotational speed difference occurs in the front wheel or when the rotational speed difference occurs in the front and rear wheels. The control flow can be applied.

FIG. 12 shows the details of the turning control step (turning direction confirmation step, symbol S40 in the figure). In the turning control step, first, the turning direction (right or left) of the vehicle is confirmed by the steering angle of the steering and the acceleration sensor provided in the vehicle (reference S41 in the figure). Next, among the steered wheels, a comparison is made of the magnitude relationship between the rotational speed V _in of the wheel on the inner side in the turning direction (hereinafter referred to as the inner wheel) and the rotational speed V _out of the wheel on the outer side _in the turning direction (hereinafter referred to as the outer wheel). (Comparison step; S42 in the figure).

When the rotation speed V _in of the inner ring is higher than the rotation speed V _{out of the} outer ring (YES side of S42), it can be determined that the inner ring is lifted by the centrifugal force at the time of turning and a slip has occurred. At this time, regenerative braking is performed using the motor on the inner ring side as a generator, thereby reducing the rotation speed of the inner ring and causing the motor on the outer ring side to rotate forward (differential limiting step, symbol S45 in the figure). Thereby, the differential of the left and right differential gears is limited, and when a wheel with low resistance from the road surface slips, the driving force can be prevented from escaping to the wheel.

On the other hand, when the rotational speed V _in of the inner ring is smaller than the rotational speed V _{out of the} outer ring (NO side of S42), it can be determined that the differential gear is functioning normally. At this time, a rotational speed difference V _out -V _in between the rotational speed V _out of the outer ring and the rotational speed V _in of the inner ring is calculated, and this rotational speed difference V _out -V _in and a predetermined allowable rotational speed of the inner and outer rings The magnitude relationship with the difference ΔV _DS is compared (reference S43 in the figure). When towards the rotational speed difference _V out _{-V in} the inner and outer rings is greater than the allowable rotation speed difference [Delta] V _DS (YES side sign S43), the turning state of the vehicle is, it can be determined to exceed the capabilities of the differential gear . At this time, regenerative braking is performed by using the motor on the inner ring side as a generator, thereby reducing the rotation speed of the inner ring and causing the motor on the outer ring side to rotate forward (turning assist step; symbol S44 in the figure). Thereby, the function of the differential gear is assisted and the vehicle can be turned smoothly. At this time, by using electric power by regenerative braking of one electric motor for driving the other electric motor, the vehicle can be turned stably while maintaining high energy efficiency. When the turning assist step or the differential limiting step ends, the end state is established (reference S14 in the figure).

On the other hand, when the rotational speed difference V _out -V _in between the inner and outer wheels is equal to or smaller than the allowable rotational speed difference ΔV _DS (NO side of S43), the vehicle is smoothly turning by the function of the differential gear, and turning assistance Is unnecessary. For this reason, it returns to the judgment (code | symbol S13 in this figure) whether a vehicle is a turning state, without performing turning assistance.

  The above embodiment is merely an example, as long as it can solve the problem of the present invention that the running performance and fuel consumption performance of the vehicle can be improved at low cost without significantly changing the configuration of the conventional vehicle. The configuration of the differential limiting device and the configuration of the control steps are allowed to be changed as appropriate.

1 Vehicle 2 Drive source 3 (3FR, 3FL, 3RR, 3RL) Wheel (front wheel, rear wheel)
4F, 4R Propeller shaft 5F, 5R Inverter 6 Electronic control unit 10C Center differential gear 10F, 10R Differential gear 11 Final drive gear 12 Final driven gear 13 Differential case 14 Differential pinion 15 Differential pinion shaft 16R, 16L Differential side gear 20 (20FR, 20FL, 20RR) , 20RL) Drive shaft 21 Sliding constant velocity joint 22 Shaft body 23 Fixed constant velocity joint 24 Outer race 25 (of sliding constant velocity joint) Roller 26 Spider 27 Dust boot 28 Boot band 29 (Fixed constant velocity joint) Outer race 30 Ball 31 Ball cage 32 Inner race 33 Spline portion 40 (40FR, 40FL, 40RR, 40RL) Difference Limiting device 41 reduction mechanism 42 a sun gear 43 planetary gear 44 planetary carrier 45 the ring gear 46 the motor 47 rotor 48 stator 49 clutch 50 multistage speed reducer

Claims (4)

A sliding constant velocity joint (21) is provided on one end side, and includes an electric motor (46) and a speed reduction mechanism (41) that decelerates rotation of the output shaft of the electric motor (46). The vehicle (1) is provided with a drive shaft (20) that transmits the driving force of the drive source (2) to the left and right wheels (3), and includes an electric differential limiting device (40) that limits the differential of 3). In the vehicle travel control method for controlling the travel of the vehicle,
A determination step (S11, S12, S13) for determining whether the traveling state of the vehicle (1) is a starting state, a straight traveling state, or a turning state; and when the traveling state is the starting state, the front and rear wheels (3) A start assist step (S20) for assisting the driving force of the wheel (3) with a motor (46) with respect to the wheel (3) having a lower rotational speed, and the traveling state is the straight traveling state. A stability control step (S30) for reducing the difference in rotational speed between the left and right wheels (3), and a turning control step for controlling the rotational speed of the left and right wheels (3) when the running state is the turning state. (S40), and the transmission of the rotational driving force decelerated by the speed reduction mechanism (41) is made through the outer race (24) of the sliding type constant velocity joint (21). Traveling control method .   The start assist step (S20) includes a speed calculation step (S21) for calculating the rotational speed of the front and rear wheels and the target vehicle speed, and the difference in rotational speed between the front and rear wheels is greater than a predetermined rotational speed difference threshold value. When the rotational speed of the wheel (3) with the lower rotational speed is lower than the target vehicle speed, the motor (46) is driven to assist the rotation of the wheel (3) with the lower rotational speed. The vehicle travel control method according to claim 1, further comprising a determination step (S22).   When the stability control step (S30) includes a speed difference calculation step (S31) for calculating a rotational speed difference between the left and right wheels (3), and when the rotational speed difference is larger than a predetermined allowable speed difference threshold, A regenerative step (S34, S35) for regeneratively braking the motor (46) of the wheel (3) on the side with the higher rotational speed among the motors (46) provided on the wheels (3) of The vehicle travel control method according to claim 1 or 2.   The turning control step (S40) is a comparison step (S42) for comparing the rotational speeds of the wheels (3) on the inner ring side and the outer ring side with respect to the turning direction, and the rotation speed on the inner ring side is the rotation on the outer ring side. A differential limiting step (S45) for regeneratively braking the motor (46) of the inner wheel (3) and driving the motor (46) of the outer wheel (3) when the speed is greater than the speed; When the rotation speed of the inner ring is larger than the rotation speed of the inner ring and the difference between the rotation speeds of the inner and outer rings is greater than a predetermined allowable rotation speed difference threshold value of the inner and outer rings, the motor (46) of the inner ring (3) The vehicle travel control method according to any one of claims 1 to 3, further comprising: a turning assist step (S44) for regenerative braking and driving the electric motor (46) on the outer ring side.

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