JP3582522B2 - Vehicle clutch engagement control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent shock generated when the clutch is engaged. <P>SOLUTION: Engagement of a clutch is prohibited when at least either one of a motor rotational speed V<SB>M</SB>which is an input side rotational speed of the clutch or a driven wheel speed V<SB>W</SB>which is an output side rotational speed of the clutch becomes a predetermined low rotational speed or less wherein rotational speed detecting capability of a rotational speed sensor deteriorates. Or, when they approach a rotational speed detecting capability deteriorating area and there is a possibility of them reaching the area, the clutch is engaged before they reach the area. Shock is prevented furthermore by engaging the clutch when driven wheel acceleration/deceleration A<SB>W</SB>which is output side rotational acceleration/deceleration is within a predetermined range, or a difference &Delta;A between a motor rotational acceleration/deceleration A<SB>M</SB>which is input side rotational acceleration/deceleration and the driven wheel acceleration/deceleration A<SB>W</SB>is within a predetermined range. <P>COPYRIGHT: (C)2004,JPO

Description

ここで、
Ｖ：発電機７の電圧
Ｉａ：発電機７の電機子電流
Ｎｈ：発電機７の回転数
Ｋ３：効率
Ｋ２：係数
である。
【００２５】
ステップＳ６０では、下記式に基づき、余剰トルクつまり発電機７で負荷すべき目標の発電負荷トルクＴｈを求め、復帰する。
Ｔｈ＝ＴＧ＋ＴΔＶＦ
次に、目標トルク制限部８Ｆの処理について、図６に基づいて説明する。
すなわち、まず、ステップＳ１１０で、上記目標発電負荷トルクＴｈが、発電機７の最大負荷容量ＨＱより大きいか否かを判定する。目標発電負荷トルクＴｈが当該発電機７の最大負荷容量ＨＱ以下と判定した場合には、復帰する。一方、目標発電負荷トルクＴｈが発電機７の最大負荷容量ＨＱよりも大きいと判定した場合には、ステップＳ１２０に移行する。
【００２６】
ステップＳ１２０では、目標の発電負荷トルクＴｈにおける最大負荷容量ＨＱを越える超過トルクΔＴｂを下記式によって求め、ステップＳ１３０に移行する。
ΔＴｂ＝Ｔｈ−ＨＱ
ステップＳ１３０では、エンジン回転数検出センサ２１及びスロットルセンサからの信号等に基づいて、現在のエンジントルクＴｅを演算してステップＳ１４０に移行する。
【００２７】
ステップＳ１４０では、下記式のように、上記エンジントルクＴｅから上記超過トルクΔＴｂを減算したエンジントルク上限値ＴｅＭを演算し、求めたエンジントルク上限値ＴｅＭをエンジンコントローラ１８に出力した後に、ステップＳ１５０に移行する。
ＴｅＭ＝Ｔｅ−ΔＴｂ
ステップＳ１５０では、目標発電負荷トルクＴｈに最大負荷容量ＨＱを代入した後に、復帰する。
【００２８】
次に、余剰トルク変換部８Ｇの処理について、図７に基づいて説明する。
まず、ステップＳ２００で、Ｔｈが０より大きいか否かを判定する。Ｔｈ＞０と判定されれば、前輪１Ｌ、１Ｒが加速スリップしているので、ステップＳ２１０に移行する。また、Ｔｈ≦０と判定されれば、前輪１Ｌ、１Ｒは加速スリップしていない状態であるので、ステップＳ２９０に移行する。
【００２９】
ステップＳ２１０では、モータ用回転数センサ２１が検出したモータ４の回転数Ｎｍを入力し、そのモータ４の回転数Ｎｍに応じた目標モータ界磁電流Ｉｆｍを算出し、当該目標モータ界磁電流Ｉｆｍをモータ制御部８Ｃに出力した後、ステップＳ２２０に移行する。
ここで、上記モータ４の回転数Ｎｍに対する目標モータ界磁電流Ｉｆｍは、回転数Ｎｍが所定回転数以下の場合には一定の所定電流値とし、モータ４が所定の回転数以上になった場合には、公知の弱め界磁制御方式でモータ４の界磁電流Ｉｆｍを小さくする。すなわち、モータ４が高速回転になるとモータ誘起電圧Ｅの上昇によりモータトルクが低下することから、上述のように、モータ４の回転数Ｎｍが所定値以上になったらモータ４の界磁電流Ｉｆｍを小さくして誘起電圧Ｅを低下させることでモータ４に流れる電流を増加させて所要モータトルクＴｍを得るようにする。この結果、モータ４が高速回転になってもモータ誘起電圧Ｅの上昇を抑えてモータトルクの低下を抑制するため、所要のモータトルクＴｍを得ることができる。また、モータ界磁電流Ｉｆｍを所定の回転数未満と所定の回転数以上との２段階で制御することで、連続的な界磁電流制御に比べ制御の電子回路を安価にできる。
【００３０】
なお、所要のモータトルクＴｍに対しモータ４の回転数Ｎｍに応じて界磁電流Ｉｆｍを調整することでモータトルクＴｍを連続的に補正するモータトルク補正手段を備えても良い。すなわち、２段階切替えに対し、モータ回転数Ｎｍに応じてモータ４の界磁電流Ｉｆｍを調整すると良い。この結果、モータ４が高速回転になってもモータ４の誘起電圧Ｅの上昇を抑えモータトルクの低下を抑制するため、所要のモータトルクＴｍを得ることができる。また、なめらかなモータトルク特性にできるため、２段階制御に比べ車両は安定して走行できるし、常にモータ駆動効率が良い状態にすることができる。
【００３１】
ステップＳ２２０では、上記目標モータ界磁電流Ｉｆｍ及びモータ４の回転数Ｎｍからモータ４の誘起電圧Ｅを算出して、ステップＳ２３０に移行する。
ステップＳ２３０では、上記余剰トルク演算部８Ｅが演算した発電負荷トルクＴｈに基づき対応する目標モータトルクＴｍを算出して、ステップＳ２４０に移行する。
【００３２】
ステップＳ２４０では、上記目標モータトルクＴｍ及び目標モータ界磁電流Ｉｆｍを変数として対応する目標電機子電流Ｉａを算出して、ステップＳ２５０に移行する。
ステップＳ２５０では、下記式に基づき、上記目標電機子電流Ｉａ、抵抗Ｒ、及び誘起電圧Ｅから発電機７の目標電圧Ｖを算出し、ステップＳ２６０に移行する。
【００３３】
Ｖ＝Ｉａ×Ｒ＋Ｅ
なお、抵抗Ｒは、電線９の抵抗及びモータ４のコイルの抵抗である。
ステップＳ２６０は、ガタ詰めフラグＧＡＴＡＦＬＧが「１」つまりガタ詰め処理中か否かを判定し、ガタ詰めフラグＧＡＴＡＦＬＧが「１」であればステップＳ２７０に移行し、「０」であれば、ステップＳ３１０に移行する。
【００３４】
ステップＳ２７０及びステップＳ２８０では、Ｖとガタ詰め用目標電圧ＧａＶとを比較し、ガタ詰め用目標電圧ＧａＶの方が大きければ、Ｖにガタ詰め用目標電圧ＧａＶを代入して、ステップＳ３１０に移行する。
ステップＳ３１０では、当該発電機７の目標電圧Ｖを発電機制御部８Ａに出力したのち、復帰する。
【００３５】
一方、ステップＳ２００にて、Ｔｈが「０」の場合にはステップＳ２９０に移行する。ステップＳ２００において、ガタ詰めフラグＧＡＴＡＦＬＧが「１」つまりガタ詰め処理があればステップＳ３００に移行して、Ｖにガタ詰め用目標電圧ＧａＶを代入して移行してステップＳ３１０に移行する。また、ガタ詰めフラグＧＡＴＡＦＬＧが「０」つまりガタ詰め処理中でなければ処理を終了して復帰する。
【００３６】
ここで、上記余剰トルク変換部８Ｇでは、モータ側の制御を考慮して目標の発電負荷トルクＴｈに応じた発電機７での目標電圧Ｖを算出しているが、上記目標発電負荷トルクＴｈから直接に、当該目標発電負荷トルクＴｈとなる電圧値Ｖを算出しても構わない。
次に、ガタ詰め処理部８Ｈの処理について説明する。
【００３７】
ガタ詰め処理部では、所定のサンプリング時間毎に、入力した各信号に基づき、図８に示す処理が行われる。
まず、ステップ４１０にて、ガタ詰めフラグＧＡＴＡＦＬＧが「０」か否か、つまり、ガタ詰め処理中か否かを判定し、「０」すなわちガタ詰め処理中でないと判定した場合にはステップＳ４２０に移行し、「１」すなわちガタ詰め処理中と判定した場合にはステップＳ５４０に移行する。
【００３８】
ステップＳ４２０では、シフト位置検出手段３１からの信号に基づいて、変速が駆動レンジ（Ｄ・Ｒ・１・２）つまり、パーキングやニュートラル以外のレンジか否かを判定し、駆動レンジつまりエンジン２から前輪１Ｌ、１Ｒにトルク伝達されている状態と判定した場合には、ステップＳ４３０に移行する。一方、非駆動レンジと判定した場合には処理を終了して、復帰する。
【００３９】
ステップＳ４３０では、主駆動輪で前輪１Ｌ、１Ｒの車輪速が、ゼロ若しくはほぼゼロか否かを判定し、ゼロ若しくはほぼゼロと判定した場合、つまり車両発進時と判定した場合にはステップＳ４４０に移行する。車両発進時で無いと判定した場合にはステップＳ４３０に移行する。
ここで、本実施形態では、Ｓ４３０の処理のように車両発進時にだけガタ詰め処理を行うようにしているが、走行中についてもガタ詰め処理を行う場合には、ステップＳ４３０の処理を、走行速度等に基づき、モータ４の回転数が許容回転数以下か否かを判定し、モータ許容回転数を越えている場合にはガタ詰め処理を行わないという処理とすれば良い。
【００４０】
ステップＳ４４０では、ブレーキストロークセンサ３５からの信号に基づき、ブレーキペダル３４が戻される方向に変位、つまり制動指示が小さくなる方向に変位すると判定するとステップＳ４５０に移行し、そうでない場合には、処理を終了して復帰する。
また、ブレーキペダル３４が解放されたか否かを判定し、解放された時にステップＳ４５０へ移行し、そうでない場合には処理を終了して復帰するようにしてもよい。
【００４１】
ステップＳ４５０では、上記ブレーキストロークセンサ３５からの信号に基づきブレーキストロークの緩め量の変化（減少速度）を求め、その減少速度に応じたガタ詰め用目標モータトルクＧａＴｍを予め設定したマップや関数から算出し、ステップＳ４６０に移行する。本実施形態では、上記減少量が所定値以上の場合には、ガタ詰め用目標モータトルクＧａＴｍを上記減少量に比例した値としている。もっとも、上記ガタ詰め用目標モータトルクＧａＴｍを上記減少量の関係なく一定としても良い。
【００４２】
ステップＳ４６０では、上記ガタ詰め用目標モータトルクＧａＴｍを変数として対応するガタ詰めに用いる目標電機子電流ＧａＩａを算出し、続いてステップＳ４７０で、所定値に固定したモータ界磁電流Ｉｍｆとモータの回転数Ｎｍからモータの誘起電圧Ｇ−Ｅを算出し、ステップＳ４８０に移行する。なお、車両発進時にのみガタ詰め制御を実施するのであれば、モータの誘起電圧Ｇ−Ｅの変動を無視して、モータの誘起電圧Ｇ−Ｅの算出を行うことなく所定値として処理をしても構わない。
【００４３】
ステップＳ４８０では、発電機のガタ詰め用目標電圧ＧａＶを算出し、続いて、ステップＳ４９０で、上記目標電圧ＧａＶを変数として対応する目標発電負荷トルクＧａＴｈを算出し、ステップＳ５００にて出力した後、ステップＳ５１０に移行する。
ステップＳ５１０では、ガタ詰めフラグＧＡＴＡＦＬＧを「１」にした後、ステップＳ５３０に移行する。ガタ詰めフラグＧＡＴＡＦＬＧを「１」とすることで、余剰トルク変換部８Ｇなどによって上記出力した目標電圧ＧａＶや目標発電負荷トルクＧａＴｈに応じたモータトルクなどの処理が行われる。すなわち、ガタ詰めのために、モータ４が微小トルク発生状態となる。
【００４４】
ステップＳ５３０では、クラッチ制御部８Ｄを介して、後述する図１０の演算処理に従ってクラッチ１２を締結制御した後、処理を終了して復帰する。
一方、ステップＳ４１０でガタ詰めフラグＧＡＴＡＦＬＧ＝０でない、つまりガタ詰め処理中と判定した場合にはステップＳ５４０に移行する。ステップＳ５４０では、アクセルセンサからの信号に基づき、加速指示量であるアクセル開度を求め、該アクセル開度が５％を越えているか否かを判定し、アクセル開度が５％を越えていると判定すると、ステップＳ５５０に移行しガタ詰フラグＧＡＴＡＦＬＧに「０」を代入して処理を終了し、復帰する。
【００４５】
一方、ステップＳ５４０にてアクセル開度が５％以下と判定した場合には、ステップＳ５３０に移行し、まだクラッチ１２が締結状態でなければクラッチ１２を締結状態として処理を終了する。
次に、前記クラッチ制御部８Ｄで行われる図９のクラッチ締結制御の演算処理について説明する。なお、このクラッチ締結制御の演算処理は、前記図８のステップＳ５３０以外にも、クラッチ締結制御を必要とする状況下で随時行われるものである。また、クラッチ制御部８Ｄで行われる演算処理は、この図９以外のものも多数あるし、特にクラッチ１２の解放制御は、４輪駆動状態を必要としない状況で随時行われる。
【００４６】
この演算処理では、まずステップＳ７１でクラッチ締結状態（図ではクラッチオン）であるか否かを判定し、クラッチ締結状態である場合にはメインプログラムに復帰し、そうでない場合にはステップＳ７２に移行する。
前記ステップＳ７２では、前記後輪３Ｌ、３Ｒの車輪速センサ２７ＲＬ、２７ＲＲで検出された左右後輪速の平均値からクラッチ出力側回転速度としての従駆動輪速Ｖ_Ｗ を算出し、当該従駆動輪速Ｖ_Ｗ が予め設定された回転速度検出能力低下所定回転速度、例えば３ｋｍ／ｈ未満であるか否かを判定し、当該従駆動輪速Ｖ_Ｗ が３ｋｍ／ｈ未満である場合にはステップＳ７３に移行し、そうでない場合にはステップＳ７４に移行する。
【００４７】
前記ステップＳ７４では、前記モータ用回転数センサ２６で検出されたモータ４の駆動軸の回転数Ｎｍからクラッチ入力側回転速度としてモータ回転速Ｖ_Ｍ を算出し、当該モータ回転速Ｖ_Ｍ が予め設定された回転速度検出能力低下所定回転速度、例えば２ｋｍ／ｈ未満であるか否かを判定し、当該モータ回転速Ｖ_Ｍ が２ｋｍ／ｈ未満である場合には前記ステップＳ７３に移行し、そうでない場合にはステップＳ７５に移行する。
【００４８】
前記ステップＳ７３では、クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ が前記回転速度検出能力低下所定回転速度である２ｋｍ／ｈ未満であるか、或いはクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ が前記回転速度検出能力低下所定回転速度である３ｋｍ／ｈ未満であり、検出されている回転速度が正確でないものとしてクラッチ締結（図ではオン）禁止フラグＦ_Ｃ を“１”にセットしてからステップＳ７６に移行する。
【００４９】
また、前記ステップＳ７５では、逆にクラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ もクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ も前記回転速度検出能力低下所定回転速度以上であり、検出されている回転速度は正確なものであるとしてクラッチ締結（オン）禁止フラグＦ_Ｃ を“０”にリセットしてから前記ステップ７６に移行する。
【００５０】
前記ステップＳ７６では、前記クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ をクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ に回転合わせ制御してからステップＳ７７に移行する。
前記ステップＳ７７では、前記モータ回転速Ｖ_Ｍ と従駆動輪速Ｖ_Ｗ とが略等しいか否かを判定し、両者が略等しいときにはステップＳ７８に移行し、そうでない場合にはメインプログラムに復帰する。
【００５１】
前記ステップＳ７８では、前記クラッチ締結（オン）禁止フラグＦ_Ｃ が“０”のリセット状態であるか否かを判定し、クラッチ締結（オン）禁止フラグＦ_Ｃ がリセット状態である場合にはステップＳ７９に移行し、そうでない場合にはメインプログラムに復帰する。
前記ステップＳ７９では、クラッチ締結（オン）指令を出力してからメインプログラムに復帰する。
【００５２】
この演算処理によれば、クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ が前記回転速度検出能力低下所定回転速度である２ｋｍ／ｈ未満であるか、或いはクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ が前記回転速度検出能力低下所定回転速度である３ｋｍ／ｈ未満であり、検出されている回転速度が正確でない場合にはクラッチ締結（図ではオン）禁止フラグＦ_Ｃ が“１”にセットされ、クラッチ１２の締結が禁止されるので、少なくとも検出される回転速度が正確でなく、入出力間の回転合わせが正確にできないときにクラッチが締結されることがないので、それに伴うショックが発生しない。
【００５３】
次に、エンジンコントローラ１８の処理について説明する。
エンジンコントローラ１８では、所定のサンプリング時間毎に、入力した各信号に基づいて図１０に示すような処理が行われる。
すなわち、まずステップＳ６１０で、アクセルセンサ２０からの検出信号に基づいて、運転者の要求する目標出力トルクＴｅＮを演算して、ステップＳ６２０に移行する。
【００５４】
ステップＳ６２０では、４ＷＤコントローラ８から制限出力トルクＴｅＭの入力があるか否かを判定する。入力が有ると判定するとステップＳ６３０に移行する。一方、入力が無いと判定した場合にはステップＳ６５０に移行する。
ステップＳ６３０では、制限出力トルクＴｅＭが目標出力トルクＴｅＮよりも大きいか否かを判定する。制限出力トルクＴｅＭの方が大きいと判定した場合には、ステップＳ６４０に移行する。一方、制限出力トルクＴｅＭの方が小さいか目標出力トルクＴｅＮと等しければステップＳ６５０に移行する。
【００５５】
ステップＳ６４０では、目標出力トルクＴｅＮに制限出力トルクＴｅＭを代入することで目標出力トルクＴｅＮを増大して、ステップＳ６５０に移行する。
ステップＳ６５０では、ガタ詰めフラグＧＡＴＡＦＬＧ＝１つまりガタ詰め処理中であるか否かを判定する。ガタ詰め処理中と判定した場合には、ステップＳ６６０に移行する。一方、ガタ詰め処理中でないと判定した場合にはステップＳ６７０に移行する。
【００５６】
ステップＳ６６０では、目標出力トルクＴｅＮをガタ詰め用目標負荷トルクＧａＴｈ分だけ増大してステップＳ６７０に移行する。
ステップＳ６７０では、スロットル開度やエンジン回転数などに基づき、現在の出力トルクＴｅを算出してステップＳ６８０に移行する。
ステップＳ６８０では、現在の出力トルクＴｅに対する目標出力トルクＴｅＮのの偏差分ΔＴｅ′を下記式に基づき出力して、ステップＳ６９０に移行する。
【００５７】
ΔＴｅ′＝ＴｅＮ−Ｔｅ
ステップＳ６９０では、その偏差分ΔＴｅに応じたスロットル開度θの変化分Δθを演算し、その開度の変化分Δθに対応する開度信号を上記ステップモータ１９に出力して、復帰する。
次に、上記構成の装置における作用などについて説明する。
【００５８】
路面μが小さいためや運転者によるアクセルペダル１７の踏み込み量が大きいなどによって、エンジン２から前輪１Ｌ、１Ｒに伝達されたトルクが路面反力限界トルクよりも大きくなると、つまり、主駆動輪である前輪１Ｌ、１Ｒが加速スリップすると、その加速スリップ量に応じた発電負荷トルクＴｈで発電機７が発電することで、前輪１Ｌ、１Ｒに伝達される駆動トルクが、当該前輪１Ｌ、１Ｒの路面反力限界トルクに近づくように調整される。この結果、主駆動輪である前輪１Ｌ、１Ｒでの加速スリップが抑えられる。
【００５９】
しかも、発電機７で発電した余剰の電力によってモータ４が駆動されて従駆動輪である後輪３Ｌ、３Ｒも駆動されることで、車両の加速性が向上する。
このとき、主駆動輪１Ｌ、１Ｒの路面反力限界トルクを越えた余剰のトルクでモータ４を駆動するため、エネルギー効率が向上し、燃費の向上に繋がる。
ここで、常時、後輪３Ｌ、３Ｒを駆動状態とした場合には、力学的エネルギー→電気的エネルギー→力学的エネルギーと何回かエネルギー変換を行うために、変換効率分のエネルギー損失が発生することで、前輪１Ｌ、１Ｒだけで駆動した場合に比べて車両の加速性が低下する。このため、後輪３Ｌ、３Ｒの駆動は原則として抑えることが望まれる。これに対し、本実施形態では、滑り易い路面等では前輪１Ｌ、１Ｒに全てのエンジン２の出力トルクＴｅを伝達しても全てが駆動力として使用されないことに鑑みて、前輪１Ｌ、１Ｒで有効利用できない駆動力を後輪３Ｌ、３Ｒに出力して加速性を向上させるものである。
【００６０】
また、発進時などにおいて、車両の加速等のために、踏み込まれていたブレーキペダルが戻されると、その戻し始めのブレーキペダルのストローク速度に比例したガタ詰め用目標モータトルクＧａＴｍに応じたモータ４の目標電圧ＧａＶが算出されてモータ４が微小トルク発生状態となると共にクラッチ１２が接続状態となる。この結果、従駆動輪である後輪３Ｌ、３Ｒを駆動できるほどではない微小トルクが、モータから後輪３Ｌ、Ｒまでのトルク伝達経路に作用して、当該トルク伝達経路中にあるクラッチ１２、減速機１１、ディファレンシャル・ギヤ３などの機構に存在するガタが詰められた状態となる。
【００６１】
その後、前輪１Ｌ、１Ｒに加速スリップが生じて４輪駆動状態に移行する際には、上記ガタ詰めが行われているので、上記動力伝達系のバックラッシュなどに起因するショックの発生が防止できるばかりか、動力伝達系のガタが詰められた状態となっているので、モータ駆動による後輪３Ｌ、３Ｒの応答が向上、つまり４輪駆動状態への移行する際の応答が向上する。そして、４輪駆動のためのモータトルクが上記微小のモータトルクＧａＴｈよりも大きくなると、４輪駆動のためのモータトルクに実際のモータトルクが移行する。
【００６２】
このとき、ブレーキペダルの戻り始めの速度が速い場合には、すぐにアクセルペダル１７が踏まれて加速開始・発進開始つまり、４輪駆動状態への移行が早期に行われる可能性が高いが、本実施形態では、ブレーキペダル３４の戻り始めの速度が速いほどモータの微小トルクＧａＴｈを大きくして早めにガタ詰めを行うことで、上記早期の４輪駆動状態への移行であっても対応可能としている。
【００６３】
また、エンジン２が駆動状態であっても、エンジン２の出力トルクが主駆動輪である前輪１Ｒ、１Ｌにトルクが伝達されない非駆動レンジ状態では、ガタ詰めをする必要がない。したがって、上記ステップＳ４２０でガタ詰め処理に移行することを防止することで、無用に微小トルク発生をしない、すなわち、発電機で微小電流を発生することを防止して、電気エネルギーの無駄を防ぐ。なお、ガタ詰め処理中であっても、例えばステップＳ５４０の位置で、駆動レンジか否かを判定し、非駆動レンジの場合にステップＳ５５０に移行してガタ詰め処理を中止しても良い。
【００６４】
また、アクセル開度が所定量（ステップＳ５４０では５％を例示）を越えると、ガタ詰め処理を中止する。ここで、上記アクセル開度の所定量は、０％でもよいが少し車両が動いてから加速スリップ発生し４ＷＤになる場合、ガタ詰めしておいたにも関わらず少し動く間にガタが出る可能性がある。このため、少しアクセルペダルが踏まれて車両が発進し始めるか加速スリップが起き始めるであろう５％とした。すなわち、上記所定量としては、一般に、少しアクセルペダルが踏まれて車両が発進し始めるか加速スリップが起き始めるであろうアクセル開度とすることが好ましい。
【００６５】
図１１に、上記処理のタイムチャートを示す。
図１１中の、実線も破線も上記処理を実施した場合のものである。破線は、実線に対し、ブレーキを緩める速度が速く、かつアクセルを踏み込むタイミングが早い場合を示している。いずれにしても、応答良く４輪駆動状態となっている。次に、前記図９の演算処理による作用について図１２のタイミングチャートを用いて説明する。このタイミングチャートは、４輪駆動状態で減速中に、２輪駆動状態に移行すべく時刻ｔ_０１でクラッチが解放され、車体速度と略等価な従駆動輪速が減速しきる前に、時刻ｔ_０３で再び加速状態に移行し、その直後からの加速スリップの発生に伴って４輪駆動状態に移行すべくクラッチを締結し、その後、加速スリップが減少したため、時刻ｔ_０６でクラッチを解放して２輪駆動状態に移行したものである。
【００６６】
このシミュレーションでは、従駆動輪速Ｖ_Ｗ は減速しきっていないので、前記回転速度検出能力低下所定回転速度である３ｋｍ／ｈ未満にならない。一方、クラッチの解放に伴ってモータは減速し、時刻ｔ_０２で前記回転速度検出能力低下所定回転速度である２ｋｍ／ｈ未満となり、やがて完全に停止してしまう。前記図９の演算処理では、前記時刻ｔ_０２で前記クラッチオン禁止フラグＦ_Ｃ が“１”にセットされ、クラッチの締結が禁止されている。
【００６７】
そして、加速状態に移行する時刻ｔ_０３以後、加速スリップの発生に伴って、前述のように４輪駆動への移行、即ちクラッチ締結が要求されると、前記クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ をクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ に回転合わせする制御が行われ、これに伴ってモータ回転速Ｖ_Ｍ が次第に増速する。従って、時刻ｔ_０４で、モータ回転速Ｖ_Ｍ が前記回転速度検出能力低下所定回転速度である２ｋｍ／ｈとなると、前記クラッチオン禁止フラグＦ_Ｃ が“０”にリセットされ、その後、時刻ｔ_０５で前記モータ回転速Ｖ_Ｍ と従駆動輪速Ｖ_Ｗ とが略等しくなるとクラッチが締結されて４輪駆動状態に移行する。
【００６８】
従って、このシミュレーションでも、検出される回転速度が正確でないときにクラッチの締結が禁止され、そうした状態でのクラッチ締結に伴うショックが防止される。
次に、本発明のクラッチ締結制御装置の第２実施形態について説明する。本実施形態の車両の概略構成は、前記第１実施形態の図１のものと同様であり、また４輪駆動制御を司る４ＷＤコントローラの構成も前記第１実施形態の図２及び図３のものと同様である。更に、前記４ＷＤコントローラ内で行われる演算処理も、前記図９の演算処理を除き、前記第１実施形態のものと同様である。
【００６９】
本実施形態では、クラッチ制御部８Ｄで行われるクラッチ締結制御の演算処理が図１３のものに変更されている。なお、この演算処理は例えばタイマ割込により随時実行されるが、実質的に作用するのは、後述するようにクラッチの入出力回転速度が所定の低回転速度以下となるような場合にのみであり、通常のクラッチ締結制御時には、これとは異なる演算処理が実行される。
【００７０】
この演算処理では、まずステップＳ８１で、クラッチが締結状態（図ではクラッチオン）であるか否かを判定し、クラッチが締結状態である場合にはメインプログラムに復帰し、そうでない場合にはステップＳ８２に移行する。
前記ステップＳ８２では、前記従駆動輪である後輪３Ｌ、３Ｒの車輪速センサ２７ＲＬ、２７ＲＲで検出された車輪速の平均値の微分値からクラッチ出力側回転加減速度として従駆動輪加減速度Ａ_Ｗ を算出する。
【００７１】
次にステップＳ８３に移行して、前記ステップＳ８２で算出された従駆動輪加減速度Ａ_Ｗ が負値であるか否かを判定し、当該従駆動輪加減速度Ａ_Ｗ が負値である場合にはステップＳ８４に移行し、そうでない場合にはメインプログラムに復帰する。
前記ステップＳ８４では、前記第１実施形態で説明した従駆動輪速Ｖ_Ｗ の回転速度検出能力低下所定回転速度３ｋｍ／ｈより少し大きめに設定された回転速度検出能力低下領域接近所定回転速度を例えば４ｋｍ／ｈとしたとき、前記従駆動輪速Ｖ_Ｗ が、この回転速度検出能力低下領域接近所定回転速度、即ち４ｋｍ／ｈ未満であるか否かを判定し、当該従駆動輪速Ｖ_ｗ が４ｋｍ／ｈ未満である場合意はステップＳ８７に移行し、そうでない場合にはメインプログラムに復帰する。
【００７２】
前記ステップＳ８７では、前記クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ をクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ に回転合わせ制御する。
次にステップＳ８８に移行して、前記モータ回転速Ｖ_Ｍ と従駆動輪速Ｖ_Ｗ とが略等しいか否かを判定し、両者が略等しいときにはステップＳ８９に移行し、そうでない場合にはメインプログラムに復帰する。
【００７３】
前記ステップＳ８９では、クラッチ締結（オン）指令を出力してからメインプログラムに復帰する。
この演算処理によれば、従駆動輪速Ｖ_Ｗ が回転速度検出能力低下領域接近所定回転速度である４ｋｍ／ｈ未満であり、且つ従駆動輪加減速度Ａ_Ｗ が負値である場合、つまりモータ出力側回転速度である従駆動輪速Ｖ_Ｗ が前記回転速度検出能力低下領域に接近し、且つその後、当該領域に達する可能性があるときに、クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ をクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ に回転合わせ制御し、両者が略同等になったらクラッチを締結してしまう。従って、前記従動輪速Ｖ_Ｗ が前記回転速度検出能力低下領域に達したときには、随時クラッチは締結されており、不正確な回転速度検出時のクラッチ締結に伴うショックが防止される。
【００７４】
図１４は、前記図１３の演算処理による作用のタイミングチャートである。このタイミングチャートは、４輪駆動状態で減速中に、２輪駆動状態に移行すべく時刻ｔ_１１でクラッチが解放され、その後、再びクラッチを締結して４輪駆動状態に移行してから時刻ｔ_１４で車両が停止し、時刻ｔ_１５で再発進した直後から加速スリップが発生し、その後、加速スリップが減少したため、時刻ｔ_１６でクラッチを解放して２輪駆動状態に移行したものである。
【００７５】
このシミュレーションでは、減速中の従駆動輪速Ｖ_Ｗ が時刻ｔ_１２で前記回転速度検出能力低下領域接近所定回転速度の４ｋｍ／ｈ未満となり、従駆動輪は減速中である、即ち従駆動輪加減速度Ａ_Ｗ が負値であるために、前記クラッチ入力側回転速度であるモータ回転速Ｖ_Ｍ をクラッチ出力側回転速度である従駆動輪速Ｖ_Ｗ に回転合わせする回転合わせ制御によってモータ回転速Ｖ_Ｍ を増速し、モータ回転速度Ｖ_Ｍ と従駆動輪速Ｖ_Ｗ とが略等しくなるとクラッチが締結されて４輪駆動状態に移行する。車両は、そのまま停止するので、前記時刻ｔ_１５で車両が再発進したときも４輪駆動状態のままである。従って、その後の加速スリップ時にも４輪駆動状態が維持され続け、前述のように加速スリップを有効に減少する。
【００７６】
従って、このシミュレーションでも、検出される回転速度が正確でないときにクラッチは締結されたままとなり、そうした状態でのクラッチ締結に伴うショックが防止される。
次に、本発明のクラッチ締結制御装置の第３実施形態について説明する。本実施形態の車両の概略構成は、前記第１実施形態の図１のものと同様であり、また４輪駆動制御を司る４ＷＤコントローラの構成も前記第１実施形態の図２及び図３のものと同様である。更に、前記４ＷＤコントローラ内で行われる演算処理も、前記図９の演算処理を除き、前記第１実施形態のものと同様である。
【００７７】
本実施形態では、クラッチ制御部８Ｄで行われるクラッチ締結制御の演算処理が図１５のものに変更されている。なお、この演算処理は例えばタイマ割込により随時実行されるが、実質的に作用するのは、後述するようにクラッチの入出力回転速度が所定の低回転速度以下となるような場合にのみであり、通常のクラッチ締結制御時には、これとは異なる演算処理が実行される。
【００７８】
この演算処理は、前記第２実施形態の図１３の演算処理に類似しており、同等のステップには同等の符号を附して詳細な説明を省略する。この演算処理では、前記図１３の演算処理のステップＳ８４とステップＳ８７との間にステップＳ８６が挿入されている。
このステップＳ８６では、前記ステップＳ８２で算出された従駆動輪加減速度Ａ_Ｗ が予め設定された上限値Ａ_ＷＭＡＸと下限値Ａ_ＷＭＩＮとの間の範囲内にあるか否かを判定し、当該従駆動輪速Ａ_Ｗ が範囲内にある場合には前記ステップＳ８７に移行し、そうでない場合にはメインプログラムに復帰する。
【００７９】
この演算処理によれば、前記図１３の作用に加えて、前記従駆動輪加減速度Ａ_Ｗ が上限値Ａ_ＷＭＡＸと下限値Ａ_ＷＭＩＮとの間の範囲内にあるときに限ってクラッチ締結制御が行われる。例えば、前記従駆動輪速Ｖ_Ｗ が前記回転速度検出能力低下領域接近所定回転速度である４ｋｍ／ｈ以下となってから、前記モータ回転速Ｖ_Ｍ が前記回転速度検出能力低下所定回転速度である２ｋｍ未満となるまでの間にクラッチの締結を終了したいとしたとき、例えば図１６に示すように減速中の従駆動輪速Ｖ_Ｗ の従駆動輪加減速度Ａ_Ｗ が小さすぎる（減速度が大きすぎる）と、当該従駆動輪速Ｖ_Ｗ が前記回転速度検出能力低下領域接近所定回転速度である４ｋｍ／ｈ以下となってからモータを回転始動しても、モータ回転速Ｖ_Ｍ が従駆動輪速Ｖ_Ｗ と略等しくなったときには、既に両者は前記回転速度検出能力低下所定回転速度である２ｋｍ未満となっており、クラッチ締結が所定速度内に終了しないし、クラッチ入出力間の加減速度の方向が全く逆なので大きなショックが生じる。
【００８０】
図１７は、前記図１６に比べると減速中の従駆動輪速Ｖ_Ｗ の従駆動輪加減速度Ａ_Ｗ は大きいのであるが、それでも従駆動輪加減速度Ａ_Ｗ がやや小さすぎる（減速度がやや大きすぎる）場合を示しており、モータ回転速Ｖ_Ｍ が従駆動輪速Ｖ_Ｗ と略等しくなるときは、両者は前記従駆動輪速の回転速度検出能力低下領域接近所定回転速度である４ｋｍ／ｈと前記モータの回転速度検出能力低下所定回転速度である２ｋｍとの間にある。しかしながら、モータ回転速Ｖ_Ｍ が従駆動輪速Ｖ_Ｗ と略等しくなったときからクラッチ締結開始までの応答遅れのために、クラッチ締結開始時にはモータ回転速Ｖ_Ｍ と従駆動輪速Ｖ_Ｗ との速度差が大きくなり、ショックが発生するばかりか、クラッチ締結終了時には既に前記回転速度検出能力低下所定回転速度である２ｋｍ未満となっており、クラッチ締結が所定速度内に終了しない。
【００８１】
モータ回転速Ｖ_Ｍ が従駆動輪速Ｖ_Ｗ と略等しくなったときからクラッチ締結開始までに応答遅れがあったとしても、前記従駆動輪速の回転速度検出能力低下領域接近所定回転速度である４ｋｍ／ｈと前記モータの回転速度検出能力低下所定回転速度である２ｋｍとの範囲内でクラッチ締結を終了し、且つクラッチ締結開始時のモータ回転速Ｖ_Ｍ と従駆動輪速Ｖ_Ｗ との速度差を小さくするためには、少なくとも図１８に示すように減速中の従駆動輪速Ｖ_Ｗ の従駆動輪加減速度Ａ_Ｗ を規制する必要があり、その下限値を前記従駆動輪加減速度の下限値Ａ_ＷＭＩＮとする。
【００８２】
また、この実施形態とは直接関連しないが、例えば増速中の従駆動輪速Ｖ_Ｗ が前記モータの回転速度検出能力低下所定回転速度である２ｋｍ／ｈ以上となったときからモータを回転始動し、前記従駆動輪速の回転速度検出能力低下領域接近所定回転速度である４ｋｍ／ｈ未満である間にクラッチの締結を終了したいとしたとき、例えば図１９に示すように増速中の従駆動輪速Ｖ_Ｗ の従駆動輪加減速度Ａ_Ｗ が大きすぎる（加速度が大きすぎる）と、当該従駆動輪速Ｖ_Ｗ が前記モータ回転速度検出能力低下所定回転速度である２ｋｍ／ｈ以上となってからモータを回転始動しても、モータ回転速度Ｖ_Ｍ が従駆動輪速Ｖ_Ｗ に一致しない場合もあり、このような場合にはクラッチを締結することができない。一般に、モータの回転速度が大きくなるほど、モータの逆気電力によってトルクが減少し、その結果、回転加速度が減少する傾向にあるから、モータ回転速度が高速になるほど、従駆動輪速との差は大きくなってしまう。また、これより加速度が小さくても、例えばモータ回転速Ｖ_Ｍ が従駆動輪速Ｖ_Ｗ と略等しくなったときには、既に両者は前記従駆動輪回転速度検出能力低下領域接近所定回転速度である４ｋｍ以上となっており、クラッチ締結が所定速度内に終了しない。
【００８３】
この条件を満足するためには、例えば図２０に示すように増速中の従駆動輪速Ｖ_Ｗ の従駆動輪加減速度Ａ_Ｗ を規制する必要があり、その上限値を前記従駆動輪加減速度の上限値Ａ_ＷＭＡＸとする。
従って、本実施形態では、前記第２実施形態の効果に加えて、より一層、クラッチ締結時のショックを抑制防止することができると共に、クラッチの締結を所定回転速度で終了させることが可能である。
【００８４】
次に、本発明のクラッチ締結制御装置の第４実施形態について説明する。本実施形態の車両の概略構成は、前記第１実施形態の図１のものと同様であり、また４輪駆動制御を司る４ＷＤコントローラの構成も前記第１実施形態の図２及び図３のものと同様である。更に、前記４ＷＤコントローラ内で行われる演算処理も、前記図９の演算処理を除き、前記第１実施形態のものと同様である。
【００８５】
本実施形態では、クラッチ制御部８Ｄで行われるクラッチ締結制御の演算処理が図２１のものに変更されている。なお、この演算処理は例えばタイマ割込により随時実行されるが、実質的に作用するのは、後述するようにクラッチの入出力回転速度が所定の低回転速度以下となるような場合にのみであり、通常のクラッチ締結制御時には、これとは異なる演算処理が実行される。
【００８６】
この演算処理は、前記第３実施形態の図１５の演算処理に類似しており、同等のステップには同等の符号を附して詳細な説明を省略する。この演算処理では、前記図１４の演算処理のステップＳ８６がステップＳ８６’に変更され、前記ステップＳ８４とステップＳ８６’との間にステップＳ８５が挿入されている。
前記ステップＳ８５では、前記モータ用回転数センサ２６で検出されたモータ４の駆動軸の回転数Ｎｍの微分値からクラッチ入力側回転加減速度としてモータ回転加減速度Ａ_Ｍ を算出してからステップＳ８６’に移行する。
【００８７】
前記ステップＳ８６’では、前記ステップＳ８２で算出された従駆動輪加減速度Ａ_Ｗ と前記ステップＳ８５で算出されたモータ回転加減速度Ａ_Ｍ との差ΔＡが予め設定された上限値ΔＡ_ＭＡＸ と下限値ΔＡ_ＭＩＮ との間の範囲内にあるか否かを判定し、当該加減速度差ΔＡが範囲内にある場合には前記ステップＳ８７に移行し、そうでない場合にはメインプログラムに復帰する。
【００８８】
この演算処理によれば、前記図１３の作用に加えて、前記従駆動輪加減速度Ａ_Ｗ とモータ回転加減速度Ａ_Ｍ との差ΔＡが上限値ΔＡ_ＭＡＸ と下限値ΔＡ_ＭＩＮ との間の範囲内にあるときに限ってクラッチ締結制御が行われる。前述したように、クラッチ締結の際には、入出力間の速度差に加えて、入出力間の加減速度の方向の違いや加減速度の差の大きさがショックを大きなものにする。本実施形態では、入出力間の加減速度の差が前記範囲内にあるときにクラッチ締結制御を行う構成としたため、前記第２実施形態の効果に加えて、より一層、クラッチ締結時のショックを抑制防止することができる。
【００８９】
なお、上記実施形態では、発電機７の発電した電圧でモータ４を駆動して４輪駆動を構成する場合で説明しているが、これに限定されない。モータヘ電力供給できるバッテリを備えるシステムに採用しても良い。
また、上記実施形態では、主駆動源として内燃機関を例示しているが、主駆動源をモータから構成しても良い。
【００９０】
また、上記実施形態では、発電機７で発電した電力でモータ４を駆動する場合を例示しているが、これに限定されない。例えば、モータ４を別途バッテリで駆動する構成の車両に本願発明を適用しても構わない。
また、上記実施形態では、４輪車の場合で例示しているが、モータ４を駆動源とした２輪車に適用しても良い。
【図面の簡単な説明】
【図１】本発明に基づく第１実施形態に係る概略装置構成図である。
【図２】本発明に基づく第１実施形態に係るシステム構成図である。
【図３】本発明に基づく第１実施形態に係る４ＷＤコントローラを示すブロック図である。
【図４】本発明に基づく第１実施形態に係る装置で処理手順を示す図である。
【図５】本発明に基づく第１実施形態に係る余剰トルク演算部の処理を示す図である。
【図６】本発明に基づく第１実施形態に係る目標トルク制御部の処理を示す図である。
【図７】本発明に基づく第１実施形態に係る余剰トルク変換部の処理を示す図である。
【図８】本発明に基づく第１実施形態に係るガタ詰め処理部の処理を示す図である。
【図９】本発明に基づく第１実施形態に係るクラッチ締結制御の処理を示す図である。
【図１０】本発明に基づく第１実施形態に係るエンジンコントローラの処理を示す図である。
【図１１】本発明に基づく第１実施形態に係るタイムチャートを示す図である。
【図１２】本発明に基づく第１実施形態に係るタイムチャートを示す図である。
【図１３】本発明に基づく第２実施形態に係るクラッチ締結制御の処理を示す図である。
【図１４】本発明に基づく第２実施形態に係るタイムチャートを示す図である。
【図１５】本発明に基づく第３実施形態に係るクラッチ締結制御の処理を示す図である。
【図１６】本発明に基づく第３実施形態の説明図である。
【図１７】本発明に基づく第３実施形態の説明図である。
【図１８】本発明に基づく第３実施形態の説明図である。
【図１９】本発明に基づく第３実施形態の説明図である。
【図２０】本発明に基づく第３実施形態の説明図である。
【図２１】本発明に基づく第４実施形態に係るクラッチ締結制御の処理を示す図である。
【符号の説明】
１Ｌ、１Ｒ 前輪
２ エンジン
３Ｌ、３Ｒ 後輪
４ モータ
６ ベルト
７ 発電機
８ ４ＷＤコントローラ
９ 電線
１０ ジャンクションボックス
１１ 減速機
１２ クラッチ
１４ 吸気管路
１５ メインスロットルバルブ
１６ サブスロットルバルブ１８エンジンコントローラ
１９ ステップモータ
２０ モータコントローラ
２１ エンジン回転数センサ
２２ 電圧調整器
２３ 電流センサ
２６ モータ用回転数センサ
２７ＦＬ、２７ＦＲ、２７ＲＬ、２７ＲＲ 車輪速センサ
３０ トランスミッション
３１ ディファレンシャル・ギヤ
３２ シフト位置検出手段
３４ ブレーキペダル
３５ ブレーキストロークセンサ
３６ 制動コントローラ
３７ＦＬ、３７ＦＲ、３７ＲＬ、３７ＲＲ 制動装置
Ｉｆｈ 発電機の界磁電流
Ｖ 発電機の電圧
Ｎｈ 発電機の回転数
Ｉａ 電機子電流
Ｉｆｍ モータの界磁電流
Ｅ モータの誘起電圧
Ｎｍ モータの回転数
ＴＧ 発電機負荷トルク
Ｔｈ 目標発電機負荷トルク
Ｔｈ２ 第２目標発電機負荷トルク
Ｔｍ モータのトルク
Ｔｅ エンジンの出力トルク
ｃ１ 発電機制御指令
Ｔ１ 設定時間
Ｎ１ 設定回転数[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a clutch engagement control device interposed between a drive source and a drive wheel, and more particularly to driving a main drive wheel by a main drive source such as an internal combustion engine (engine) and appropriately driving a sub drive wheel by a motor. In a four-wheel drive vehicle which is brought into a four-wheel drive state by being driven by the above, the present invention is suitable for controlling the engagement of a clutch interposed between the motor and the driven wheels.
[0002]
[Prior art]
In a four-wheel drive vehicle in which the front wheels are driven by an engine and the rear wheels are driven by a motor during four-wheel drive, the output torque of the motor is normally transmitted to the rear wheel shaft via a clutch and a speed reducer. An example of such a driving force control device is described in Japanese Patent Application Laid-Open No. H11-243608.
[0003]
In this device, the clutch is engaged after the rear wheel axle rotational speed and the motor rotational speed are matched in order to prevent the occurrence of a shock in clutch engagement when shifting to the four-wheel drive state.
In general, when the accelerator pedal is depressed to detect that the difference between the front and rear wheel speeds is equal to or greater than a predetermined value, that is, the occurrence of an acceleration slip equal to or greater than a predetermined value in the main drive wheels, the clutch is engaged to shift to the four-wheel drive state. The driven wheels are driven.
[0004]
[Problems to be solved by the invention]
By the way, a general rotation speed sensor replaces a magnetic flux variation caused by movement of a gear tooth with a current variation, and detects the rotation speed by pulsing the current variation. Therefore, when the rotation speed becomes extremely low, the fluctuation of the magnetic flux becomes small, and the rotation speed cannot be accurately detected. Therefore, if the clutch is engaged when the input / output rotational speed of the clutch is in the extremely low rotational speed range where the speed cannot be detected as described above, the shock may not be prevented. Such a problem is caused, for example, when the rear wheel axle is rotating while the motor is stopped, such as during deceleration running in the two-wheel drive state, or when braking is performed immediately after shifting from the four-wheel drive state to the two-wheel drive state. As in the case of deceleration, the rear wheel axle is decelerated by braking, and becomes remarkable when the motor is coasting.
[0005]
SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and has as its object to provide a clutch engagement control device capable of preventing a shock generated when shifting to a four-wheel drive state.
[0006]
[Means for Solving the Problems]
In order to solve the above problem, a clutch engagement control device of the present invention detects a rotational speed on an input side and an output side of a clutch, and at least one of the rotational speeds is in a predetermined rotational speed region where the rotational speed detection capability is reduced. It is characterized in that the engagement of the clutch is prohibited at a certain time. Further, when the rotational speeds of the input side and the output side of the clutch are detected, at least one of them approaches a predetermined rotational speed region in which the rotational speed detection ability is reduced, and when there is a possibility that the rotational speed is reached, the actual rotational speed is detected. The clutch is engaged before the rotation speed reaches the region.
[0007]
【The invention's effect】
According to the clutch engagement control device of the present invention, the rotational speeds on the input side and the output side of the clutch are detected, and when at least one of the rotational speeds is in a predetermined rotational speed region where the rotational speed detection ability is reduced, the clutch engagement is performed. Since the configuration is prohibited, the clutch is not engaged when the rotational speed cannot be accurately detected, so that a shock accompanying the clutch engagement can be prevented. Further, the rotational speeds on the input side and the output side of the clutch are detected, and at least one of them approaches a predetermined rotational speed region in which the rotational speed detection ability is reduced, and when there is a possibility that the rotational speed is reached, the actual rotational speed is detected. Since the clutch is engaged before the speed reaches the region, the clutch is not engaged when the rotation speed cannot be accurately detected, so that a shock accompanying the clutch engagement can be prevented.
[0008]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram illustrating a system configuration of a vehicle according to the present embodiment.
As shown in FIG. 1, in the vehicle according to the present embodiment, left and right front wheels 1L and 1R are main drive wheels driven by an engine 2 which is an internal combustion engine, and left and right rear wheels 3L and 3R are driven by a motor 4. Possible driven wheels.
[0009]
That is, the output torque Te of the engine 2 is transmitted to the left and right front wheels 1L, 1R through the transmission 30 and the difference gear 31.
The transmission 30 is provided with a shift position detecting means 32 for detecting a current shift range. The shift position detecting means 32 transmits the detected shift position signal to a four-wheel drive (hereinafter, also referred to as 4WD) controller 8. Output.
[0010]
Further, a part of the rotational torque Te of the engine 2 is transmitted to the generator 7 via the endless belt 6.
The generator 7 rotates at the rotation speed Nh obtained by multiplying the rotation speed Ne of the engine 2 by the pulley ratio, and becomes a load on the engine 2 according to the field current Ifh adjusted by the 4WD controller 8, and the load torque Generates a voltage corresponding to.
[0011]
The power generated by the generator 7 can be supplied to the motor 4 via the electric wire 9. A junction box 10 is provided in the middle of the electric wire 9. The drive shaft of the motor 4 can be connected to the rear wheels 3L, 3R via a speed reducer 11 and a clutch 12. Reference numeral 13 represents a differential.
A main throttle valve 15 and a sub-throttle valve 16 are interposed in an intake pipe 14 (for example, an intake manifold) of the engine 2. The throttle opening of the main throttle valve 15 is adjusted and controlled according to the amount of depression of an accelerator pedal 17 which is an accelerator opening indicating device. The main throttle valve 15 is mechanically linked with the depression amount of the accelerator pedal 17 or electrically operated by the engine controller 18 in accordance with a depression amount detection value of an accelerator sensor for detecting the depression amount of the accelerator pedal 17. By performing the adjustment control, the throttle opening is adjusted. The depression amount detection value of the accelerator sensor is also output to the 4WD controller 8.
[0012]
The opening of the sub-throttle valve 16 is adjusted and controlled by a rotation angle corresponding to the number of steps, using a step motor 19 as an actuator. The rotation angle of the step motor 19 is adjusted and controlled by a drive signal from a motor controller 20. The sub-throttle valve 16 is provided with a throttle sensor, and the number of steps of the step motor 19 is feedback-controlled based on a throttle opening detection value detected by the throttle sensor. Here, the output torque of the engine 2 is controlled independently of the operation of the accelerator pedal by the driver by adjusting the throttle opening of the sub-throttle valve 16 to the opening of the main throttle valve 15 or less. Can be.
[0013]
The engine rotation speed sensor 21 detects the rotation speed of the engine 2, and outputs the detected signal to the engine controller 18 and the 4WD controller 8.
Reference numeral 34 denotes a brake pedal which constitutes a braking instruction operation unit. The stroke amount of the brake pedal 34 is detected by a brake stroke sensor 35. The brake stroke sensor 35 outputs the detected brake stroke amount to the brake controller 36 and the 4WD controller 8.
[0014]
The braking controller 36 controls the braking force acting on the vehicle through braking devices 37FL, 37FR, 37RL, 37RR such as disc brakes mounted on each of the wheels 1L, 1R, 3L, 3R according to the input brake stroke amount. .
Further, as shown in FIG. 2, the generator 7 includes a voltage regulator 22 (regulator) for adjusting the output voltage V, and the field current Ifh is adjusted by the 4WD controller 8 so that the engine 2 , The power generation load torque Th and the voltage V for power generation are controlled. The voltage regulator 22 receives a generator control command c1 (field current value) from the 4WD controller 8, adjusts the field current Ifh of the generator 7 to a value corresponding to the generator control command c1, and generates power. The output voltage V of the device 7 can be detected and output to the 4WD controller 8. The rotation speed Nh of the generator 7 can be calculated from the rotation speed Ne of the engine 2 based on the pulley ratio.
[0015]
Further, a current sensor 23 is provided in the junction box 10. The current sensor 23 detects a current value Ia of electric power supplied from the generator 7 to the motor 4, and outputs the detected armature current signal to 4WD. Output to the controller 8. Further, a voltage value (voltage of the motor 4) flowing through the electric wire 9 is detected by the 4WD controller 8. Reference numeral 24 denotes a relay, which controls interruption and connection of a voltage (current) supplied to the motor 4 by a command from the 4WD controller 8.
[0016]
Further, in the motor 4, the field current Ifm is controlled by a command from the 4WD controller 8, and the drive torque Tm is adjusted by adjusting the field current Ifm. Reference numeral 25 denotes a thermistor for measuring the temperature of the motor 4.
A motor speed sensor 26 for detecting the speed Nm of the drive shaft of the motor 4 is provided. The motor speed sensor 26 outputs a detected speed signal of the motor 4 to the 4WD controller 8. The motor rotation speed sensor 26 replaces the magnetic flux fluctuation caused by the movement of the gear teeth with the current fluctuation, and detects the rotation speed by pulsating the current fluctuation, similarly to the conventional rotation speed sensor. The motor rotational speed sensor 26 constitutes an input rotational speed detecting means of the clutch 12.
[0017]
The clutch 12 is a hydraulic clutch or an electromagnetic clutch, and is in a connected state or a disconnected state according to a clutch control command from the 4WD controller 8.
Further, wheel speed sensors 27FL, 27FR, 27RL, 27RR are provided for the respective wheels 1L, 1R, 3L, 3R. Each wheel speed sensor 27FL, 27FR, 27RL, 27RR outputs a pulse signal corresponding to the rotation speed of the corresponding wheel 1L, 1R, 3L, 3R to the 4WD controller 8 as a wheel speed detection value. The wheel speed sensors 27FL to 27RR also replace the magnetic flux fluctuation caused by the movement of the gear teeth with the current fluctuation, and detect the rotation speed by pulsing the current fluctuation, similarly to the conventional rotation speed sensor. . Of these, the wheel speed sensors 27RL and 27RR that detect the rotation speeds of the rear wheels 3L and 3R constitute output rotation speed detection means of the clutch 12.
[0018]
As shown in FIG. 3, the 4WD controller 8 includes a generator control unit 8A, a relay control unit 8B, a motor control unit 8C, a clutch control unit 8D, a surplus torque calculation unit 8E, a target torque limit unit 8F, and a surplus torque conversion unit 8G. , And a backlash control unit 8H.
The generator control unit 8A adjusts the field current Ifh of the generator 7 while monitoring the generated voltage V of the generator 7 through the voltage adjuster 22 so that the generated voltage V of the generator 7 is required. Adjust to the voltage of
[0019]
The relay control unit 8B controls interruption / connection of power supply from the generator 7 to the motor 4. The motor control unit 8C adjusts the torque of the motor 4 to a required value by adjusting the field current Ifm of the motor 4.
The clutch control unit 8D controls the state of the clutch 12 by outputting a clutch control command to the clutch 12.
[0020]
Further, at every predetermined sampling time, based on each input signal, as shown in FIG. 4, the processing is performed by circulating in the order of the surplus torque calculating section 8E → the target torque limiting section 8F → the surplus torque converting section 8G.
First, the surplus torque calculation unit 8E performs a process as shown in FIG.
That is, first, in step S10, based on the wheel speeds of the front wheels 1L, 1R (main drive wheels), the rear wheels 3L, 3R (slave drive wheels) are calculated based on the signals from the wheel speed sensors 27FL, 27FR, 27RL, 27RR. By subtracting the wheel speed, a slip speed ΔVF, which is an acceleration slip amount of the front wheels 1L and 1R, is obtained, and the process proceeds to step S20.
[0021]
Here, the calculation of the slip speed ΔVF is performed, for example, as follows.
The average front wheel speed VWf, which is the average value of the left and right wheel speeds at the front wheels 1L, 1R, and the average rear wheel speed VWr, which is the average value of the left and right wheel speeds at the rear wheels 3L, 3R, are calculated by the following equations.
VWf = (VWfl + VWfr) / 2
VWr = (VWrl + VWrr) / 2
Next, from the deviation between the average front wheel speed VWf and the average rear wheel speed VWr, the slip speed (acceleration slip amount) ΔVF of the front wheels 1L, 1R, which are the main drive wheels, is calculated by the following equation.
[0022]
ΔVF = VWf−VWr
In step S20, it is determined whether the obtained slip speed ΔVF is larger than a predetermined value, for example, zero. If the slip speed ΔVF is determined to be 0 or less, it is estimated that the front wheels 1L and 1R are not accelerating and slipping. Therefore, the process proceeds to step S30, and the process returns after substituting zero for Th.
[0023]
On the other hand, if it is determined in step S20 that the slip speed ΔVF is greater than 0, it is estimated that the front wheels 1L and 1R are accelerating and the process proceeds to step S40.
In step S40, the absorption torque TΔVF required to suppress the acceleration slip of the front wheels 1L, 1R is calculated by the following equation, and the process proceeds to step S50. This absorption torque TΔVF is an amount proportional to the acceleration slip amount.
[0024]
TΔVF = K1 × ΔVF
Here, K1 is a gain obtained by an experiment or the like.
In step S50, the current load torque TG of the generator 7 is calculated based on the following equation, and then the process proceeds to step S60.

here,
V: voltage Ia of the generator 7: armature current Nh of the generator 7: rotation speed K3 of the generator 7: efficiency K2: coefficient.
[0025]
In step S60, a surplus torque, that is, a target power generation load torque Th to be loaded by the generator 7 is determined based on the following equation, and the process returns.
Th = TG + TΔVF
Next, the processing of the target torque limiting unit 8F will be described with reference to FIG.
That is, first, in step S110, it is determined whether the target power generation load torque Th is greater than the maximum load capacity HQ of the generator 7. When it is determined that the target power generation load torque Th is equal to or less than the maximum load capacity HQ of the generator 7, the process returns. On the other hand, when it is determined that the target power generation load torque Th is larger than the maximum load capacity HQ of the generator 7, the process proceeds to step S120.
[0026]
In step S120, the excess torque ΔTb exceeding the maximum load capacity HQ at the target power generation load torque Th is obtained by the following equation, and the process proceeds to step S130.
ΔTb = Th−HQ
In step S130, the current engine torque Te is calculated based on the signals from the engine speed detection sensor 21 and the throttle sensor and the like, and the process proceeds to step S140.
[0027]
In step S140, the engine torque upper limit TeM is calculated by subtracting the excess torque ΔTb from the engine torque Te, and the calculated engine torque upper limit TeM is output to the engine controller 18 as in the following equation. Transition.
TeM = Te−ΔTb
In step S150, the process returns after substituting the maximum load capacity HQ for the target power generation load torque Th.
[0028]
Next, the processing of the surplus torque converter 8G will be described with reference to FIG.
First, in step S200, it is determined whether Th is greater than 0. If it is determined that Th> 0, it means that the front wheels 1L and 1R are performing an acceleration slip, and the process proceeds to step S210. On the other hand, if it is determined that Th ≦ 0, the front wheels 1L and 1R are in a state in which no acceleration slip has occurred, and the flow shifts to step S290.
[0029]
In step S210, the rotation speed Nm of the motor 4 detected by the motor rotation speed sensor 21 is input, a target motor field current Ifm corresponding to the rotation speed Nm of the motor 4 is calculated, and the target motor field current Ifm is calculated. Is output to the motor control unit 8C, and the process proceeds to step S220.
Here, the target motor field current Ifm with respect to the rotation speed Nm of the motor 4 is a constant predetermined current value when the rotation speed Nm is equal to or less than the predetermined rotation speed, and when the motor 4 becomes equal to or higher than the predetermined rotation speed. First, the field current Ifm of the motor 4 is reduced by a known field weakening control method. That is, when the motor 4 rotates at a high speed, the motor torque decreases due to an increase in the motor induced voltage E. Therefore, as described above, when the rotation speed Nm of the motor 4 exceeds a predetermined value, the field current Ifm of the motor 4 is reduced. By reducing the induced voltage E by making it smaller, the current flowing through the motor 4 is increased to obtain the required motor torque Tm. As a result, even if the motor 4 rotates at a high speed, the required motor torque Tm can be obtained because the increase in the motor induced voltage E is suppressed and the decrease in the motor torque is suppressed. In addition, by controlling the motor field current Ifm in two stages of less than a predetermined number of revolutions and more than a predetermined number of revolutions, it is possible to reduce the cost of the control electronic circuit as compared with continuous field current control.
[0030]
Note that a motor torque correction unit that continuously corrects the motor torque Tm by adjusting the field current Ifm in accordance with the rotation speed Nm of the motor 4 with respect to the required motor torque Tm may be provided. That is, it is preferable to adjust the field current Ifm of the motor 4 according to the motor rotation speed Nm with respect to the two-stage switching. As a result, even if the motor 4 rotates at a high speed, the required motor torque Tm can be obtained because the increase in the induced voltage E of the motor 4 is suppressed and the decrease in the motor torque is suppressed. In addition, since the motor torque characteristics can be made smooth, the vehicle can run more stably as compared with the two-step control, and the motor driving efficiency can always be kept good.
[0031]
In step S220, the induced voltage E of the motor 4 is calculated from the target motor field current Ifm and the rotation speed Nm of the motor 4, and the process proceeds to step S230.
In step S230, the corresponding target motor torque Tm is calculated based on the power generation load torque Th calculated by the surplus torque calculation unit 8E, and the process proceeds to step S240.
[0032]
In step S240, the corresponding target armature current Ia is calculated using the target motor torque Tm and the target motor field current Ifm as variables, and the process proceeds to step S250.
In step S250, the target voltage V of the generator 7 is calculated from the target armature current Ia, the resistance R, and the induced voltage E based on the following equation, and the process proceeds to step S260.
[0033]
V = Ia × R + E
Note that the resistance R is the resistance of the electric wire 9 and the resistance of the coil of the motor 4.
In step S260, it is determined whether or not the play reduction flag GATAFLG is “1”, that is, whether or not the play reduction processing is being performed. If the play reduction flag GATAFLG is “1”, the process proceeds to step S270. Move to
[0034]
In steps S270 and S280, V is compared with the backlash target voltage GaV, and if the backlash target voltage GaV is higher, the backlash target voltage GaV is substituted for V, and the process proceeds to step S310. .
In step S310, after the target voltage V of the generator 7 is output to the generator control unit 8A, the process returns.
[0035]
On the other hand, when Th is “0” in step S200, the process proceeds to step S290. In step S200, if the backlash flag GATAFLG is "1", that is, if there is any backlash processing, the process proceeds to step S300, substitutes the backlash target voltage GaV for V, and proceeds to step S310. If the play reduction flag GATAFLG is "0", that is, if the play reduction processing is not being performed, the processing is terminated and the process returns.
[0036]
Here, the surplus torque converter 8G calculates the target voltage V at the generator 7 according to the target power generation load torque Th in consideration of the control on the motor side. The voltage value V that becomes the target power generation load torque Th may be directly calculated.
Next, the processing of the backlash processing unit 8H will be described.
[0037]
The backlash processing unit performs the process shown in FIG. 8 at each predetermined sampling time based on each input signal.
First, at step 410, it is determined whether or not the play reduction flag GATAFLG is “0”, that is, whether or not the play reduction processing is being performed. If it is determined that “0”, that is, the play reduction processing is not being performed, the process proceeds to step S420. The process proceeds to “1”, that is, when it is determined that the play is being reduced, the process proceeds to step S540.
[0038]
In step S420, based on the signal from the shift position detecting means 31, it is determined whether or not the shift is in the drive range (DR 1/2), that is, whether the shift is in a range other than parking or neutral. If it is determined that the torque is being transmitted to the front wheels 1L and 1R, the process proceeds to step S430. On the other hand, if it is determined that the range is the non-drive range, the process ends and the process returns.
[0039]
In step S430, it is determined whether the wheel speeds of the front wheels 1L, 1R of the main drive wheels are zero or substantially zero, and if it is determined that the wheel speed is zero or substantially zero, that is, if it is determined that the vehicle is starting, the process proceeds to step S440. Transition. If it is determined that the vehicle has not started, the process proceeds to step S430.
Here, in the present embodiment, the backlash reduction processing is performed only at the time of starting the vehicle as in the processing of S430. However, if the backlash reduction processing is also performed during traveling, the processing of step S430 is performed at the traveling speed. Based on the above, it is determined whether or not the rotation speed of the motor 4 is equal to or less than the allowable rotation speed, and if the rotation speed exceeds the motor allowable rotation speed, the play reduction processing may not be performed.
[0040]
In step S440, when it is determined based on the signal from the brake stroke sensor 35 that the brake pedal 34 is displaced in the returning direction, that is, displaced in the direction in which the braking instruction becomes smaller, the process proceeds to step S450. Exit and return.
Alternatively, it may be determined whether or not the brake pedal 34 has been released, and when the brake pedal 34 has been released, the process may proceed to step S450, and if not, the process may be terminated and returned.
[0041]
In step S450, the change (decrease speed) of the brake stroke loosening amount is obtained based on the signal from the brake stroke sensor 35, and the backlash target motor torque GaTm according to the decrease speed is calculated from a preset map or function. Then, control goes to a step S460. In the present embodiment, when the amount of decrease is equal to or more than a predetermined value, the target motor torque GaTm for reducing play is set to a value proportional to the amount of decrease. However, the backlash target motor torque GaTm may be constant regardless of the decrease amount.
[0042]
In step S460, the target armature current GaIa used for backlash corresponding to the backlash target motor torque GaTm as a variable is calculated, and then in step S470, the motor field current Imf fixed to a predetermined value and the motor rotation The motor induced voltage GE is calculated from the number Nm, and the flow shifts to step S480. If the backlash control is performed only when the vehicle starts, the variation of the induced voltage GE of the motor is ignored, and the process is performed as a predetermined value without calculating the induced voltage GE of the motor. No problem.
[0043]
In step S480, the target voltage GaV for loosening of the generator is calculated. Subsequently, in step S490, the corresponding target power generation load torque GaTh is calculated using the target voltage GaV as a variable, and output in step S500. It moves to step S510.
In step S510, after setting the backlash flag GATAFLG to "1", the process proceeds to step S530. By setting the backlash reduction flag GATAFLG to “1”, the surplus torque conversion unit 8G or the like performs processing such as the target voltage GaV and the motor torque according to the target power generation load torque GaTh. That is, the motor 4 is in a state of generating a small torque due to loosening.
[0044]
In step S530, the clutch control unit 8D controls the engagement of the clutch 12 in accordance with the calculation processing of FIG. 10 described later, and then ends the processing and returns.
On the other hand, if it is determined in step S410 that the play reduction flag GATAFLG is not 0, that is, it is determined that the play reduction processing is being performed, the process proceeds to step S540. In step S540, based on the signal from the accelerator sensor, the accelerator opening, which is the acceleration instruction amount, is determined, and it is determined whether the accelerator opening exceeds 5%, and the accelerator opening exceeds 5%. When it is determined that is, the process proceeds to step S550, where "0" is substituted for the backlash flag GATAFLG, the process is terminated, and the process returns.
[0045]
On the other hand, if it is determined in step S540 that the accelerator opening is not more than 5%, the process proceeds to step S530, and if the clutch 12 is not yet in the engaged state, the clutch 12 is brought into the engaged state, and the process ends.
Next, a calculation process of the clutch engagement control of FIG. 9 performed by the clutch control unit 8D will be described. The calculation process of the clutch engagement control is performed at any time in a situation where the clutch engagement control is required other than the step S530 in FIG. Further, there are a number of arithmetic processes performed by the clutch control unit 8D other than those shown in FIG. 9. In particular, the release control of the clutch 12 is performed as needed in a situation where the four-wheel drive state is not required.
[0046]
In this calculation process, it is first determined in step S71 whether or not the clutch is engaged (in the figure, the clutch is on). If the clutch is engaged, the process returns to the main program; otherwise, the process proceeds to step S72. I do.
In the step S72, the calculating the subordinate drive wheels speed V _W of the clutch output rotational speed from the average value of the rear wheel 3L, wheel speed sensors 27RL of 3R, after the right and left found in 27RR wheel speeds, those the driven drive wheel speed V _W is preset rotational speed detection capability lowered a predetermined rotational speed, it is determined whether or not, for example, less than 3 km / h, step in the case where the auxiliary driving wheel speed V _W is less than 3 km / h The process moves to S73, and if not, the process moves to step S74.
[0047]
In the step S74, the calculated motor rotation speed V _M as a clutch input side rotational speed from the rotational speed Nm of the drive shaft of the motor 4 detected by the motor rotational speed sensor 26, sets the motor rotation speed V _M is pre by rotational speed detection capability lowered a predetermined rotational speed, it is determined whether or not, for example, less than 2km / h, when the motor rotation speed V _M is less than 2km / h, the process proceeds to step S73, otherwise In this case, the process moves to step S75.
[0048]
At the step S73, whether it is less than 2km / h motor rotation speed V _M is the rotational speed detection capability lowered a predetermined rotational speed is a clutch input side rotational speed, or the auxiliary driving wheel speed V is the clutch output rotational speed _W is said rotational speed detection capability decreases less than 3 km / h is a predetermined rotational speed (in the Figure on) clutch engagement as the rotational speed being detected is not accurate is set to "1" to prohibit flag F _C Then, control goes to a step S76.
[0049]
Moreover, the in step S75, the and the reverse motor rotation speed V _M also auxiliary driving wheel speed V _W also the rotation speed detection capability lowered a predetermined rotational speed than is the clutch output rotational speed is the clutch input side rotational speed detection rotational speed that is the transition from reset to "0" to clutch engagement (oN) prohibition flag F _C as is accurate to the step 76.
[0050]
In the step S76, proceeds from the controlled revolution rate of the motor rotation speed V _M is the clutch input side rotational speed auxiliary driving wheel speed V _W is a clutch output rotational speed in step S77.
In the step S77, the determination whether said motor rotation speed V _M and the auxiliary driving wheel speed V _W are substantially equal, when both are substantially equal proceeds to step S78, the flow returns to the main program otherwise .
[0051]
In the step S78, the clutch engagement (ON) determines whether the reset state of prohibition flag F _C is "0", the step when the clutch engagement (ON) prohibition flag F _C is reset state S79 Otherwise, return to the main program.
In step S79, a clutch engagement (ON) command is output, and the process returns to the main program.
[0052]
According to this processing, the auxiliary driving wheel or less than 2km / h motor rotation speed V _M is a clutch input side rotational speed is the rotational speed detection capability lowered a predetermined rotational speed, or a clutch output rotational speed speed V _W is the rotational speed detection capability lowered a predetermined rotational speed is less than 3 km / h, the clutch engagement (the on the drawing) prohibition flag F _C is set to "1" if the rotational speed is detected is not accurate Since the clutch is set and the engagement of the clutch 12 is prohibited, at least the detected rotational speed is not accurate, and the clutch is not engaged when the rotation adjustment between input and output cannot be accurately performed. Does not occur.
[0053]
Next, the processing of the engine controller 18 will be described.
In the engine controller 18, a process as shown in FIG. 10 is performed based on each input signal at every predetermined sampling time.
That is, first, in step S610, the target output torque TeN required by the driver is calculated based on the detection signal from the accelerator sensor 20, and the process proceeds to step S620.
[0054]
In step S620, it is determined whether there is an input of the limited output torque TeM from the 4WD controller 8. If it is determined that there is an input, the process moves to step S630. On the other hand, if it is determined that there is no input, the process moves to step S650.
In step S630, it is determined whether the limit output torque TeM is larger than the target output torque TeN. When it is determined that the limited output torque TeM is larger, the process proceeds to step S640. On the other hand, if the limit output torque TeM is smaller or equal to the target output torque TeN, the process shifts to step S650.
[0055]
In step S640, the target output torque TeN is increased by substituting the limited output torque TeM for the target output torque TeN, and the process proceeds to step S650.
In step S650, it is determined whether or not the backlash flag GATAFLG = 1, that is, whether or not the backlash is being processed. If it is determined that the play is being reduced, the process proceeds to step S660. On the other hand, if it is determined that the play is not being reduced, the process proceeds to step S670.
[0056]
In step S660, the target output torque TeN is increased by the backlash reducing target load torque GaTh, and the process proceeds to step S670.
In step S670, the current output torque Te is calculated based on the throttle opening, the engine speed, and the like, and the flow shifts to step S680.
In step S680, a deviation ΔTe ′ of the target output torque TeN from the current output torque Te is output based on the following equation, and the flow proceeds to step S690.
[0057]
ΔTe ′ = TeN−Te
In step S690, a change .DELTA..theta. In the throttle opening .theta. According to the difference .DELTA.Te is calculated, an opening signal corresponding to the change .DELTA..theta. In the throttle is output to the step motor 19, and the flow returns.
Next, the operation and the like of the apparatus having the above configuration will be described.
[0058]
If the torque transmitted from the engine 2 to the front wheels 1L, 1R becomes larger than the road surface reaction force limit torque due to a small road surface μ or a large depression amount of the accelerator pedal 17 by the driver, that is, the main drive wheel. When the front wheels 1L and 1R accelerate and slip, the generator 7 generates electric power with the power generation load torque Th corresponding to the acceleration slip amount, so that the driving torque transmitted to the front wheels 1L and 1R is changed from the road surface of the front wheels 1L and 1R. It is adjusted to approach the force limit torque. As a result, the acceleration slip in the front wheels 1L and 1R, which are the main driving wheels, is suppressed.
[0059]
Moreover, the motor 4 is driven by the surplus electric power generated by the generator 7, and the rear wheels 3L and 3R, which are the driven wheels, are also driven, so that the acceleration of the vehicle is improved.
At this time, since the motor 4 is driven with an excess torque exceeding the road surface reaction force limit torque of the main drive wheels 1L, 1R, energy efficiency is improved, which leads to improvement in fuel efficiency.
Here, when the rear wheels 3L and 3R are always driven, the energy conversion is performed several times in the order of mechanical energy → electrical energy → mechanical energy, so that energy loss corresponding to the conversion efficiency occurs. Thus, the acceleration of the vehicle is reduced as compared with the case where the vehicle is driven only by the front wheels 1L and 1R. For this reason, it is desired that the driving of the rear wheels 3L and 3R be suppressed in principle. On the other hand, in the present embodiment, even if the output torque Te of all the engines 2 is transmitted to the front wheels 1L, 1R on a slippery road surface, etc., not all of them are used as the driving force. An unusable driving force is output to the rear wheels 3L and 3R to improve acceleration.
[0060]
Also, when the brake pedal that has been depressed is returned for acceleration of the vehicle at the time of starting or the like, the motor 4 corresponding to the backlash target motor torque GaTm proportional to the stroke speed of the brake pedal at the start of the return. Is calculated, the motor 4 enters the state of generating a small torque, and the clutch 12 enters the connected state. As a result, a small torque that is not large enough to drive the rear wheels 3L and 3R, which are the sub-drive wheels, acts on the torque transmission path from the motor to the rear wheels 3L and 3R, and the clutches 12 and The play existing in the mechanism such as the reduction gear 11 and the differential gear 3 is reduced.
[0061]
After that, when the front wheels 1L, 1R undergo an acceleration slip and shift to the four-wheel drive state, the backlash is performed, so that the occurrence of a shock due to the backlash of the power transmission system or the like can be prevented. In addition, since the backlash of the power transmission system is reduced, the response of the rear wheels 3L and 3R driven by the motor is improved, that is, the response when shifting to the four-wheel drive state is improved. When the motor torque for four-wheel drive becomes larger than the minute motor torque GaTh, the actual motor torque shifts to the motor torque for four-wheel drive.
[0062]
At this time, if the speed at which the brake pedal starts to return is high, there is a high possibility that the accelerator pedal 17 is immediately depressed to start acceleration / start, that is, to shift to the four-wheel drive state early. In the present embodiment, it is possible to cope with the early transition to the four-wheel drive state by increasing the minute torque GaTh of the motor as soon as the speed at which the brake pedal 34 starts to return is increased and the play is reduced earlier. And
[0063]
Further, even when the engine 2 is in a driving state, in the non-driving range state in which the output torque of the engine 2 is not transmitted to the front wheels 1R and 1L, which are main driving wheels, it is not necessary to reduce backlash. Therefore, by preventing the process from shifting to the backlash elimination process in step S420, the useless generation of minute torque is prevented, that is, the generation of minute current in the generator is prevented, and waste of electric energy is prevented. It should be noted that even during the backlash reduction processing, for example, it may be determined at the position of step S540 whether or not the drive range is set, and in the case of the non-drive range, the process may proceed to step S550 to stop the backlash reduction processing.
[0064]
When the accelerator opening exceeds a predetermined amount (5% is exemplified in step S540), the play reduction processing is stopped. Here, the predetermined amount of the accelerator opening may be 0%, but if the vehicle slips and the acceleration slip occurs to 4WD after a slight movement, the rattling may occur during the slight movement even though the play is reduced. There is. For this reason, it was set at 5%, at which the accelerator pedal would be slightly depressed and the vehicle would start or an acceleration slip would occur. That is, in general, it is preferable that the predetermined amount is an accelerator opening at which the vehicle starts to be started by slightly depressing an accelerator pedal or an acceleration slip starts to occur.
[0065]
FIG. 11 shows a time chart of the above processing.
Both the solid line and the broken line in FIG. 11 are obtained when the above processing is performed. The broken line indicates a case where the speed of releasing the brake is faster and the timing of depressing the accelerator is earlier than the solid line. In any case, the four-wheel drive state is achieved with good response. Next, the operation of the arithmetic processing of FIG. 9 will be described with reference to the timing chart of FIG. This timing chart during deceleration by four-wheel drive mode, the clutch is released at time t ₀₁ in order to shift to the two-wheel drive state, before the vehicle speed is substantially equivalent to the auxiliary driving wheel speed is partitioned deceleration, time t ₀₃ in proceeds back to the accelerating state, and engage the clutch so as to shift to four-wheel drive state with the occurrence of acceleration slip from immediately thereafter, since the acceleration slip is reduced, releasing the clutch at time t ₀₆ 2 This is a transition to the wheel drive state.
[0066]
This simulation, since the auxiliary driving wheel speed V _W is not completely decelerated, not less than 3 km / h the a rotational speed detection capability lowered a predetermined rotational speed. On the other hand, the motor decelerates with the disengagement of the clutch, and at time _t02 , the rotational speed detection capability decreases to less than the predetermined rotational speed of 2 km / h, and eventually stops completely. The processing of FIG. 9, wherein at time t ₀₂ the clutch on-inhibit flag F _C is set to "1", engagement of the clutch is prohibited.
[0067]
Then, a time t ₀₃ after the transition to the accelerating state, with the occurrence of the acceleration slip, the transition to a four-wheel drive as described above, i.e. the clutch engagement is requested, the motor rotation is the clutch input side rotational speed control is performed to fit rotating speed V _M to the auxiliary driving wheel speed V _W is a clutch output rotational speed to the speed increasing gradually the motor rotation speed V _M accordingly. Thus, at time _{t 04,} when the motor rotation speed _{V M} is 2km / h which is the rotational speed detection capability lowered a predetermined rotational speed, the clutch on-inhibit flag _{F C} is reset to "0", then the time _{t 05} the motor rotation speed V _M and the auxiliary driving wheel speed V _W and when the substantially equal clutch shifts to four-wheel drive state is fastened in.
[0068]
Therefore, even in this simulation, the engagement of the clutch is prohibited when the detected rotational speed is not accurate, and the shock accompanying the engagement of the clutch in such a state is prevented.
Next, a second embodiment of the clutch engagement control device of the present invention will be described. The schematic configuration of the vehicle of the present embodiment is the same as that of FIG. 1 of the first embodiment, and the configuration of the 4WD controller that controls the four-wheel drive is also that of FIGS. 2 and 3 of the first embodiment. Is the same as Further, the arithmetic processing performed in the 4WD controller is the same as that of the first embodiment except for the arithmetic processing of FIG.
[0069]
In the present embodiment, the calculation process of the clutch engagement control performed by the clutch control unit 8D is changed to that of FIG. Note that this calculation process is executed at any time by, for example, a timer interrupt. However, the operation is substantially performed only when the input / output rotation speed of the clutch is equal to or lower than a predetermined low rotation speed as described later. In the normal clutch engagement control, a different arithmetic process is executed.
[0070]
In this calculation processing, first, in step S81, it is determined whether or not the clutch is in an engaged state (clutch on in the figure). If the clutch is in the engaged state, the process returns to the main program. The process moves to S82.
In step S82, the auxiliary drive wheel acceleration / deceleration A _{W is determined} as the clutch output rotation acceleration / deceleration from the differential value of the average wheel speed detected by the wheel speed sensors 27RL and 27RR of the rear wheels 3L and 3R as the auxiliary drive wheels. Is calculated.
[0071]
Next, proceeding to step S83, it is determined whether or not the driven wheel acceleration / deceleration A _W calculated in step S82 is a negative value. If the driven wheel acceleration / deceleration A _W is a negative value, Shifts to step S84, otherwise returns to the main program.
In the step S84, the the slightly larger set rotational speed detection capability decreases areas approaching a predetermined rotational speed than the rotational speed detection capability lowered a predetermined rotational speed 3 km / h of the auxiliary driving wheel speed V _W described in the first embodiment example when a 4km / h, the auxiliary driving wheel speed V _W is, the rotational speed detection capability decreases areas approaching a predetermined rotational speed, i.e. it is determined whether or not less than 4km / h, the auxiliary driving wheel speed V _w is If the speed is less than 4 km / h, the process proceeds to step S87; otherwise, the process returns to the main program.
[0072]
In the step S87, and controls the rotational alignment of the motor rotation speed V _M is the clutch input side rotational speed auxiliary driving wheel speed V _W is a clutch output rotational speed.
At the next step S88, the motor and the rotational speed V _M and the auxiliary driving wheel speed V _W it is determined whether substantially equal, when both are substantially equal proceeds to step S89, otherwise the main Return to the program.
[0073]
In step S89, a clutch engagement (ON) command is output, and the process returns to the main program.
According to this processing, less than 4km / h auxiliary driving wheel speed V _W is a rotating speed detection capability decreases areas approaching a predetermined rotational speed, and when the auxiliary driving wheel acceleration A _W is negative value, i.e. the motor approaching an output side rotation speed auxiliary driving wheel speed V _W is the rotational speed detection capability reduction area, and then, when there is a possibility to reach to the region, the motor rotating speed V _M is a clutch input side rotational speed the controlled rotation aligned with the auxiliary driving wheel speed V _W is a clutch output rotational speed, both will enter into the clutch Once made substantially equal. Therefore, when the driven wheel speed V _W has reached the rotational speed detection capability reduction region, any time the clutch is engaged, the shock caused by the clutch engagement during incorrect rotational speed detection is prevented.
[0074]
FIG. 14 is a timing chart of the operation by the arithmetic processing of FIG. This timing chart during deceleration in the four-wheel drive state, the clutch is released at time t ₁₁ in order to shift to the two-wheel drive state, then, the time t since the transition to four-wheel drive state to engage the clutch again vehicle stops at _14, acceleration slip is generated immediately after the re-start at time t _15, then, since the acceleration slip is reduced, in which the transition to two-wheel drive state by releasing the clutch at time t _16.
[0075]
In this simulation, the auxiliary driving wheel speed V _W during deceleration becomes the rotational speed detection capability decreases areas approaching a predetermined rotational speed less than 4km / h at time t _12, the auxiliary driving wheel is decelerating, i.e. the auxiliary driving wheel acceleration to speed a _W is a negative value, the motor rotation speed V by a rotation adjustment control for combined rotation of the motor rotating speed V _M is the clutch input side rotational speed auxiliary driving wheel speed V _W is a clutch output rotational speed increasing the _M Hayashi, moves the motor rotation speed V _M and the auxiliary driving wheel speed V _W is the almost equal to the clutch is engaged in four-wheel drive state. Vehicles, as it will stop, remains four-wheel drive state even when the vehicle in the time t ₁₅ is the restart. Accordingly, the four-wheel drive state is maintained even during the subsequent acceleration slip, and the acceleration slip is effectively reduced as described above.
[0076]
Therefore, even in this simulation, when the detected rotational speed is not accurate, the clutch remains engaged, and a shock accompanying the clutch engagement in such a state is prevented.
Next, a third embodiment of the clutch engagement control device of the present invention will be described. The schematic configuration of the vehicle of the present embodiment is the same as that of FIG. 1 of the first embodiment, and the configuration of the 4WD controller that controls the four-wheel drive is also that of FIGS. 2 and 3 of the first embodiment. Is the same as Further, the arithmetic processing performed in the 4WD controller is the same as that of the first embodiment except for the arithmetic processing of FIG.
[0077]
In the present embodiment, the calculation process of the clutch engagement control performed by the clutch control unit 8D is changed to that of FIG. Note that this calculation process is executed at any time by, for example, a timer interrupt. However, the operation is substantially performed only when the input / output rotation speed of the clutch is equal to or lower than a predetermined low rotation speed as described later. In the normal clutch engagement control, a different arithmetic process is executed.
[0078]
This calculation process is similar to the calculation process of FIG. 13 of the second embodiment, and the same reference numerals are given to the same steps, and the detailed description is omitted. In this calculation process, step S86 is inserted between step S84 and step S87 of the calculation process in FIG.
In step S86, it is determined whether or not the driven wheel acceleration / deceleration A _W calculated in step S82 is within a range between a preset upper limit value A _WMAX and a lower limit value A _WMIN. when the drive wheel speed a _W is within the range, the process proceeds to step S87, otherwise returns to the main program.
[0079]
According to this calculation process, in addition to the operation of FIG. 13, the clutch engagement control is performed only when the driven wheel acceleration / deceleration A _W is within the range between the upper limit value A _WMAX and the lower limit value A _WMIN. Done. For example, the auxiliary driving wheel speed V _W from equal to or less than 4km / h which is the rotational speed detection capability decreases areas approaching a predetermined rotational speed, the motor rotation speed V _M is in the rotation speed detection capability lowered a predetermined rotational speed When it is desired to end the engagement of the clutch before the vehicle speed becomes less than 2 km, for example, as shown in FIG. 16, the sub-drive wheel acceleration / deceleration A _W of the sub-drive wheel speed V _W during deceleration is too small (the deceleration is large). and too), even if the auxiliary driving wheel speed V _W is rotated start the motor from becoming less 4km / h which is the rotational speed detection capability decreases areas approaching a predetermined rotational speed, the motor rotation speed V _M is the auxiliary driving wheel when substantially becomes equal to the speed V _W already both have less than 2km is the rotational speed detection capability lowered a predetermined rotational speed, to clutch engagement is not completed within the predetermined speed, the acceleration and deceleration between the clutch input and output Since the direction is completely opposite, a big shock occurs.
[0080]
Figure 17 is the view but 16 in comparison with the auxiliary driving wheel acceleration A _W of the auxiliary driving wheel speed V _W during deceleration is greater, but still auxiliary driving wheel acceleration A _W is too little low (deceleration slightly shows a too large), when the motor rotation speed V _M is substantially equal to the auxiliary driving wheel speed V _W is both a rotational speed detection capability decreases areas approaching a predetermined rotational speed of the auxiliary driving wheel speed 4km / h and the rotation speed detection capability of the motor is lower than the predetermined rotation speed of 2 km. However, the motor rotation speed V _M is for a response delay until the clutch engagement starts when it becomes substantially equal to the auxiliary driving wheel speed V _W, at the start clutch engagement between the motor rotation speed V _M and the auxiliary driving wheel speed V _W Not only does the speed difference increase and a shock occurs, but also at the end of clutch engagement, the rotational speed detection capability has already been reduced to less than the predetermined rotational speed of 2 km, and the clutch engagement does not end within the predetermined speed.
[0081]
Even the motor rotating speed V _M is a response delay before the clutch engagement starts when it becomes substantially equal to the auxiliary driving wheel speed V _W, is the auxiliary driving wheel speed of the rotation speed detection capability decreases areas approaching a predetermined rotational speed speed of 4km / h and the exit clutch engagement within a 2km the rotational speed detection capability lowered a predetermined rotational speed of the motor, and the motor rotation speed at the start of clutch engagement V _M and the auxiliary driving wheel speed V _W In order to reduce the difference, it is necessary to regulate the driven wheel acceleration / deceleration A _W of the driven wheel speed V _W during deceleration at least as shown in FIG. Lower limit value A _WMIN .
[0082]
Although not directly related to this embodiment, the rotation start the motor from when the example auxiliary driving wheels speed V _W in the speed increasing became 2km / h or higher the rotational speed detection capability lowered a predetermined rotational speed of said motor If the clutch engagement is to be terminated while the rotational speed detection capability of the driven wheel speed is lower than the predetermined rotational speed of 4 km / h, for example, as shown in FIG. auxiliary driving wheel acceleration a _W of the drive wheel speed V _W is too large (the acceleration is too large), a 2km / h or more is the auxiliary driving wheels speed V _W is the motor rotational speed detection capability lowered a predetermined rotational speed be rotated starting the motor from, also when the motor rotation speed V _M does not match the auxiliary driving wheel speed V _W, it is impossible to engage the clutch in such a case. Generally, as the rotational speed of the motor increases, the torque decreases due to the reverse power of the motor, and as a result, the rotational acceleration tends to decrease.Therefore, as the motor rotational speed increases, the difference from the driven wheel speed increases. It gets bigger. 4km Further, even than this acceleration is small, when for example, a motor rotating speed V _M becomes substantially equal to the auxiliary driving wheel speed V _W is already both the auxiliary driving wheel rotational speed detection capability decreases areas approaching a predetermined rotational speed As described above, the clutch engagement does not end within the predetermined speed.
[0083]
In order to satisfy this condition, it is necessary to regulate the driven wheel acceleration / deceleration A _W of the driven wheel speed V _W during speed increase, for example, as shown in FIG. The upper limit value of the speed is set to _AWMAX .
Therefore, in the present embodiment, in addition to the effects of the second embodiment, it is possible to further prevent and prevent the shock at the time of clutch engagement, and to terminate the engagement of the clutch at a predetermined rotation speed. .
[0084]
Next, a fourth embodiment of the clutch engagement control device of the present invention will be described. The schematic configuration of the vehicle of the present embodiment is the same as that of FIG. 1 of the first embodiment, and the configuration of the 4WD controller that controls the four-wheel drive is also that of FIGS. 2 and 3 of the first embodiment. Is the same as Further, the arithmetic processing performed in the 4WD controller is the same as that of the first embodiment except for the arithmetic processing of FIG.
[0085]
In the present embodiment, the calculation process of the clutch engagement control performed by the clutch control unit 8D is changed to that of FIG. Note that this calculation process is executed at any time by, for example, a timer interrupt. However, the operation is substantially performed only when the input / output rotation speed of the clutch is equal to or lower than a predetermined low rotation speed as described later. In the normal clutch engagement control, a different arithmetic process is executed.
[0086]
This calculation process is similar to the calculation process of FIG. 15 of the third embodiment, and the same steps are denoted by the same reference characters and detailed description is omitted. In this calculation processing, step S86 of the calculation processing in FIG. 14 is changed to step S86 ′, and step S85 is inserted between steps S84 and S86 ′.
In the step S85, the step S86 after calculating the motor rotation acceleration A _M as a clutch input side rotational acceleration from the differentiation value of the rotational speed Nm of the drive shaft of the motor 4 detected by the rotational speed sensor 26 for the motor ' Move to
[0087]
In step S86 ′, the difference ΔA between the driven wheel acceleration / deceleration A _W calculated in step S82 and the motor rotation acceleration / deceleration A _M calculated in step S85 is a preset upper limit value ΔA _MAX and lower limit value. It is determined whether the acceleration / deceleration difference ΔA is within the range between ΔA and _MIN . If the acceleration / deceleration difference ΔA is within the range, the process proceeds to step S87. If not, the process returns to the main program.
[0088]
According to this processing, in addition to the operation of the Figure 13, the range between the auxiliary driving wheel acceleration A _W and the difference .DELTA.A the motor rotational acceleration A _M is the upper limit value .DELTA.A _MAX and the lower limit value .DELTA.A _MIN The clutch engagement control is performed only when it is within the range. As described above, when the clutch is engaged, in addition to the speed difference between the input and the output, the difference in the direction of the acceleration / deceleration between the input and the output and the magnitude of the difference in the acceleration / deceleration increase the shock. In the present embodiment, the clutch engagement control is performed when the difference between the acceleration and deceleration between the input and the output is within the range. In addition to the effects of the second embodiment, the shock at the time of clutch engagement is further reduced. Suppression can be prevented.
[0089]
In the above embodiment, the case where the motor 4 is driven by the voltage generated by the generator 7 to form four-wheel drive has been described, but the present invention is not limited to this. The present invention may be applied to a system including a battery that can supply power to the motor.
Further, in the above embodiment, an internal combustion engine is exemplified as the main drive source, but the main drive source may be constituted by a motor.
[0090]
Further, in the above embodiment, the case where the motor 4 is driven by the electric power generated by the generator 7 is exemplified, but the present invention is not limited to this. For example, the present invention may be applied to a vehicle in which the motor 4 is separately driven by a battery.
Further, in the above embodiment, the case of the four-wheeled vehicle is illustrated, but the invention may be applied to a two-wheeled vehicle using the motor 4 as a drive source.
[Brief description of the drawings]
FIG. 1 is a schematic device configuration diagram according to a first embodiment based on the present invention.
FIG. 2 is a system configuration diagram according to a first embodiment based on the present invention.
FIG. 3 is a block diagram showing a 4WD controller according to the first embodiment of the present invention.
FIG. 4 is a diagram showing a processing procedure in the device according to the first embodiment based on the present invention.
FIG. 5 is a diagram showing a process of a surplus torque calculation unit according to the first embodiment based on the present invention.
FIG. 6 is a diagram illustrating a process of a target torque control unit according to the first embodiment based on the present invention.
FIG. 7 is a diagram showing processing of a surplus torque conversion unit according to the first embodiment based on the present invention.
FIG. 8 is a diagram illustrating a process of a backlash reduction processing unit according to the first embodiment based on the present invention.
FIG. 9 is a diagram showing a process of clutch engagement control according to the first embodiment based on the present invention.
FIG. 10 is a diagram showing a process of the engine controller according to the first embodiment based on the present invention.
FIG. 11 is a diagram showing a time chart according to the first embodiment based on the present invention.
FIG. 12 is a diagram showing a time chart according to the first embodiment based on the present invention.
FIG. 13 is a diagram showing a process of clutch engagement control according to a second embodiment based on the present invention.
FIG. 14 is a diagram showing a time chart according to a second embodiment based on the present invention.
FIG. 15 is a diagram showing a process of clutch engagement control according to a third embodiment based on the present invention.
FIG. 16 is an explanatory diagram of a third embodiment based on the present invention.
FIG. 17 is an explanatory diagram of a third embodiment based on the present invention.
FIG. 18 is an explanatory diagram of a third embodiment based on the present invention.
FIG. 19 is an explanatory diagram of a third embodiment based on the present invention.
FIG. 20 is an explanatory diagram of a third embodiment based on the present invention.
FIG. 21 is a diagram showing a clutch engagement control process according to a fourth embodiment of the present invention.
[Explanation of symbols]
1L, 1R Front wheel 2 Engine 3L, 3R Rear wheel 4 Motor 6 Belt 7 Generator 8 4WD controller 9 Electric wire 10 Junction box 11 Reducer 12 Clutch 14 Intake line 15 Main throttle valve 16 Sub throttle valve 18 Engine controller 19 Step motor 20 Motor controller 21 Engine speed sensor 22 Voltage regulator 23 Current sensor 26 Motor speed sensor 27FL, 27FR, 27RL, 27RR Wheel speed sensor 30 Transmission 31 Differential gear 32 Shift position detecting means 34 Brake pedal 35 Brake stroke sensor 36 Braking Controllers 37FL, 37FR, 37RL, 37RR Brake device Ifh Field current of generator V Voltage of generator Nh Number of revolutions of generator Ia Armature current If Motor field current E Motor induced voltage Nm Motor rotation speed TG Generator load torque Th Target generator load torque Th2 Second target generator load torque Tm Motor torque Te Engine output torque c1 Generator control command T1 Time N1 Set rotation speed

Claims (5)

A clutch engagement control device for a vehicle that controls engagement of a clutch interposed between a drive source and a drive wheel, comprising: input rotation speed detection means for detecting an input-side rotation speed of the clutch; and an output of the clutch. Output rotation speed detection means for detecting the side rotation speed, and at least one of the clutch input side rotation speed detected by the input rotation speed detection means and the clutch output side rotation speed detected by the output rotation speed detection means. And a clutch engagement prohibiting means for prohibiting engagement from the disengaged state of the clutch when the vehicle is in a predetermined low rotational speed region where the rotational speed detecting ability is reduced. A clutch engagement control device for a vehicle that controls engagement of a clutch interposed between a drive source and a drive wheel, comprising: input rotation speed detection means for detecting an input-side rotation speed of the clutch; and an output of the clutch. Output rotation speed detection means for detecting the side rotation speed, and at least one of the clutch input side rotation speed detected by the input rotation speed detection means and the clutch output side rotation speed detected by the output rotation speed detection means. A low rotation speed region possibility detecting means for detecting that there is a possibility of approaching a predetermined low rotation speed region in which the rotation speed detection capability is reduced and reaching the region, and the low rotation speed region possibility detecting means. The clutch detected by the input rotation speed detection means when it is detected that the rotation speed detection capability may reach a predetermined low rotation speed region where the rotation speed detection capability is reduced. Before the at least one of the power-side rotation speed and the clutch output-side rotation speed detected by the output rotation speed detecting means reaches a predetermined low rotation speed region where the rotation speed detection capability is reduced, the clutch input-side rotation speed is reduced. A clutch engagement control device comprising: a low rotational speed clutch engaging means for engaging the clutch by matching the speed and the output side rotational speed. Output-side rotational acceleration / deceleration detecting means for detecting the output-side rotational acceleration / deceleration of the clutch, wherein the low-rotational-speed clutch fastening means detects the clutch output-side rotational acceleration / deceleration detected by the output-side rotational acceleration / deceleration in advance. The clutch engagement control device according to claim 2, wherein the clutch is engaged when the clutch is within a predetermined range. Input-side rotation acceleration / deceleration detecting means for detecting the input-side rotation acceleration / deceleration of the clutch, and output-side rotation acceleration / deceleration detecting means for detecting the output-side rotation acceleration / deceleration of the clutch, wherein the low-speed clutch engagement means The difference between the clutch input-side rotation acceleration / deceleration detected by the input-side rotation acceleration / deceleration detection means and the clutch output-side rotation acceleration / deceleration detected by the output-side rotation acceleration / deceleration detection means is within a predetermined range. The clutch engagement control device according to claim 2, wherein the clutch is engaged at a certain time. The clutch engagement control device according to any one of claims 1 to 4, wherein one of the front and rear wheels is driven by an internal combustion engine, and the other is driven by a motor.

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