JP4023435B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a vehicle drive control device, and more particularly to a vehicle drive control device in which one of front and rear wheels is driven by an engine and the other is driven by an electric motor.

Conventionally, the front wheels are driven by the engine and the rear wheels are driven by a motor, and when the front wheels slip when starting, the driving force of the motor driving the rear wheels is increased to improve traction and startability. For example, it is disclosed in Patent Documents 1 and 2 below.
JP 2001-180318 A JP 2002-325309 A

However, according to the above-mentioned Patent Documents 1 and 2, there is a possibility that the rear wheel slips in addition to the front wheel, and the vehicle cannot start.
For example, when the vehicle is going uphill and starts from a place with a low road surface μ, the rear wheels are loaded and the front wheels are slightly lifted from the road surface, increasing the rear wheel drive torque. Even so, the front wheel slip may not be sufficiently resolved, and furthermore, the road surface μ is low, the rear wheel side will also slip, and as a result, both the front and rear wheels may slip, resulting in the inability to start. There is.

Therefore, after the front wheel slip is detected and the rear wheel drive force is increased by the generator, the rear wheel drive force may be temporarily reduced to zero when the rear wheel slip is detected.
Here, when the driving force of the rear wheels is reduced to 0, if the driving force is gradually reduced to 0, then it takes a long time to increase the driving force and start again, and the start becomes slow.
Therefore, when the driving force is reduced to 0, it can be considered that the driving force is rapidly reduced to 0. However, if the driving force is rapidly reduced to 0, a rattling noise is generated due to backlash of the gear of the reduction gear. There's a problem.
In other words, a reduction gear is usually provided between the auxiliary driving wheel and the electric motor in a four-wheel drive vehicle, and when the driving force is quickly reduced to 0, the direction of the driving force applied to the gear of the reduction gear changes suddenly. A gear collision noise is generated with the displacement of the gear in the backlash of the gear of the reduction gear.

  The present invention has been made in view of the above problems, and its purpose is to suppress the occurrence of rattling noise caused by the backlash of the reducer, while suppressing slow startability, An object of the present invention is to provide a vehicle drive control device that can suppress the occurrence of slipping of auxiliary drive wheels.

In order to achieve the above object, the present invention provides the following solution as a solution. That is, in the first configuration of the present invention, one of the left and right front wheels and the left and right rear wheels is a main driving wheel that receives the driving force of the engine, while the other wheel reduces the driving force of the motor to the speed reducer. A first slip detecting means for detecting a slip of the main driving wheel, and an electric motor drive output adjusting means for adjusting the driving force of the electric motor according to a driving force control value. In the vehicle drive control device configured to increase the drive force control value of the motor by a predetermined amount when the slip of the main drive wheel is detected by the first slip detection unit when the vehicle starts,
A second slip detecting means for detecting a slip of the auxiliary drive wheel;
The motor driving force adjusting means is configured such that when the vehicle starts, when the slip of the auxiliary driving force is detected by the second slip detecting means after the slip of the main driving wheel is detected, the driving force of the motor driving force adjusting means is detected. The control value is configured to be decreased from the value obtained by increasing the predetermined amount to a second predetermined value that is greater than 0 and that can maintain the direction of operation of the driving force against the backlash of the gear of the speed reducer in the same direction ,
The second predetermined value in the electric motor driving force adjusting means is configured to be set larger as the driving force control value at the time point when the slip of the auxiliary driving wheel is detected .

  According to the first configuration of the present invention, after the slip of the auxiliary driving wheel is detected, the driving force control value is increased from a value increased by a predetermined amount, and the driving against the backlash of the gear of the reduction gear is greater than zero. Since the force acting direction is reduced to a second predetermined value that can be maintained in the same direction, the acting direction of the driving force applied to the gear of the speed reducer is maintained in the same direction, and the displacement of the gear between the backlashes is reduced. Since it is suppressed, it is possible to suppress the rattling noise accompanying the decrease in driving force. Therefore, since the driving force can be quickly reduced while suppressing the occurrence of rattling noise of the speed reducer, it is possible to eliminate the slip of the auxiliary driving wheel while suppressing the slow startability.

Here, when reducing the driving force control value to a second predetermined value, when the second predetermined value are the same, the greater the driving force control value before reduction, the second predetermined value from the driving force control value before reduction There is a possibility that the deviation of the driving force will increase, the amount of overshoot in the reverse rotation direction of the driving force will increase, the direction of action of the driving force on the backlash of the gear of the reduction gear will change, and rattling noise may occur.

According to a first aspect of the present invention, since the second predetermined value in the motor driving force adjusting means, slip of the auxiliary drive wheels is set larger the larger the driving force control value at the time of the detected teeth Generation of a hitting sound can be suppressed.

In the second configuration of the present invention, the electric motor driving force adjusting means stores a driving force control value at a time point when the slip of the auxiliary driving wheel is detected by the second slip detecting means as a first predetermined value. When,
A second step of decreasing the driving force control value from the first predetermined value to the second predetermined value and maintaining the second predetermined value for a predetermined period;
And a third step of increasing the driving force control value from the second predetermined value to a third predetermined value that is reduced by a predetermined percentage from the first predetermined value.

  Here, in order to start the vehicle after the auxiliary driving wheel slips, the driving force control value for the auxiliary driving wheel is reduced to the second predetermined value, the auxiliary driving wheel is temporarily stopped to recover the traction, and then the auxiliary driving is performed again. It is necessary to give a driving force to the wheel.

  However, when the driving torque is again applied to the auxiliary driving wheel, simply increasing the driving force control value for the auxiliary driving wheel to the first predetermined value may cause the auxiliary driving wheel to slip again.

According to the second configuration of the present invention, the driving force control value is decreased to the second predetermined value, and after the second predetermined value is continued for a predetermined period, the third predetermined value is reduced by a predetermined ratio from the first predetermined value. Since the driving force control value is increased only to a third predetermined value that is smaller than the first predetermined value at the time when slip is detected, the auxiliary driving wheel is restarted. Slip can be suppressed.

In the third configuration of the present invention, the motor driving force adjusting means increases the driving force of the motor by a predetermined amount when the first slip detecting means detects a slip of the main driving wheel, and increases the predetermined amount to the main amount. It is configured to increase as the slip degree of the drive wheel increases.

According to the third configuration of the present invention, when the slip of the main driving wheel occurs, the driving force of the auxiliary driving wheel is increased according to the degree of slip generation of the main driving wheel. Can be improved.

According to a fourth configuration of the present invention, there is provided auxiliary drive wheel speed detecting means for detecting the speed of the auxiliary drive wheel, and the electric motor drive force adjusting means is configured to perform the predetermined period in the second step for the auxiliary drive wheel. auxiliary driving wheel speed at which slip is detected are configured to set longer higher.

  After the driving force of the auxiliary driving wheel is reduced, the time required for the auxiliary driving wheel to substantially stop increases as the speed of the auxiliary driving wheel increases.

According to a fourth aspect of the present invention, since the predetermined period is set longer in the second step the higher auxiliary driving wheel speed at the time when the slip is detected in the auxiliary drive wheels, to the auxiliary driving wheel is substantially stopped The predetermined period in the second step can be set according to the time required for the traction, and the traction can be recovered without unnecessarily lengthening the driving force decrease period.

According to a fifth configuration of the present invention, there is provided auxiliary drive wheel speed detecting means for detecting the speed of the auxiliary drive wheel, wherein the electric motor drive force adjusting means is configured to perform the predetermined period in the second step for the auxiliary drive wheel. Based on the auxiliary driving wheel speed detected by the speed detecting means, a period until the auxiliary wheel speed becomes substantially zero and when the detected auxiliary driving wheel speed decreases to a predetermined value greater than 0 or less The end time of the predetermined period is set based on a predetermined timer that is assumed that the auxiliary driving wheel speed becomes substantially zero regardless of the detected auxiliary driving wheel speed.

  Here, since it is necessary to set the period until the auxiliary drive wheel becomes substantially zero, the predetermined period in the second step is to detect the auxiliary drive wheel speed until the auxiliary drive wheel speed becomes substantially zero. It is conceivable to set as a predetermined period.

  However, the speed detecting means is usually composed of a plurality of detected parts provided on the rotating member and a detecting part provided for the detected parts. Such speed detecting means is a predetermined speed ( For example, it is known that the detection accuracy deteriorates on the low speed side of 100 revolutions or less, and the end timing accuracy of the predetermined period in the second step may deteriorate.

According to the fifth configuration of the present invention, when the detection accuracy of the auxiliary drive speed detecting means is not less than a predetermined value, the predetermined period in the second step is set according to the auxiliary drive wheel speed, while the auxiliary drive is detected. Since the end time of the predetermined period in the second step is set based on a predetermined timer that is assumed that the auxiliary driving wheel speed becomes substantially zero from the time when the wheel speed becomes the predetermined value or less, the detection accuracy is improved. Deterioration can be suppressed, and traction can be recovered without unnecessarily lengthening the driving force reduction period.

  ADVANTAGE OF THE INVENTION According to this invention, generation | occurrence | production of the rattling sound resulting from the backlash of a reduction gear can be suppressed, and the slip of the auxiliary drive wheel at the time of start can be suppressed, suppressing slow start property.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows an overall configuration diagram relating to the present embodiment, where E denotes an engine, and the power (output torque) generated by the engine E is transmitted to the left and right via a transmission (not shown) and a differential gear 1. It is configured to be transmitted to the front wheels 2L, 2R.

  Further, the engine E is configured to drive the alternator 4 via the accessory drive belt 3.

  The alternator 4 is configured to generate a voltage corresponding to the field current adjusted by the control unit 20.

  A rear wheel drive unit 10 includes a motor 11, a speed reducer 12, a clutch 13, and a differential gear 14. The torque of the motor 11 is transmitted to the left and right rear wheels via the speed reducer 12, the clutch 13, and the differential gear 14. It is configured to be transmitted to 5L and 5R.

  The motor 11 is configured such that the electric power generated by the alternator 4 is directly supplied via the electric wire 6 and driven.

  The speed reducer 12 includes a first gear 12a to which torque from the output shaft 11a of the motor 11 is input, a second gear 12b that meshes with the first gear 12a, a third gear 12c that meshes with the second gear 12b, and The fourth gear 12d meshes with the third gear 12c.

  The clutch 13 is controlled to be connected and disconnected by the control unit 20, and is configured to control transmission of the torque of the motor 10a to the left and right rear wheels 5L and 5R.

  Next, input / output relationships with various sensors and various actuators with respect to the control unit 20 will be described.

  The control unit 20 includes speed sensors 7a to 7d, 4WD changeover switches 8 provided on the left and right front wheels 2L and 2R, and left and right rear wheels 5L and 5R, a shift range position sensor 9 for detecting a shift range position of the transmission, and a throttle. Various detection signals detected by a throttle opening sensor 15 that detects the opening and a brake pedal sensor 16 that detects the depression state of the brake pedal are input.

  The control unit 20 is configured to control the alternator 4, the motor 11, and the clutch 13 based on various input detection signals and the motor torque control value F for the motor 10 a.

  Next, control of the motor 11 according to the present embodiment will be described based on the flowchart of FIG.

  2, various detection signals from the speed sensors 7a to 7d, the shift range position sensor 9, the throttle opening sensor 15, the brake pedal sensor 16, and the like are read.

In subsequent step S2 , it is determined whether or not the shift range is shifted to the travel range. When YES is determined in the step S2, the process proceeds to a step S3 to determine whether or not the vehicle speed is equal to or less than a predetermined value Vo (for example, 10 km / h).

  When YES is determined in the step S3, the process proceeds to a step S4 so as to determine whether or not the brake pedal is turned off, that is, the brake is not depressed.

When YES is determined in step S4, that is, when the shift range is shifted to the travel range, the vehicle speed is 10 km / h or less, and the brake pedal is not depressed, the occupant is about to start the vehicle. In step S5, the clutch 13 is turned on and a flag FLAG for setting the motor torque of the motor 11 to the left and right rear wheels 5L, 5R is set to 0. (Control of the clutch 13 will be described later.)
When it is determined NO in any one of steps S2 to S4, the process proceeds to step S6, and the flag FLAG is reset (no flag is set).

  In step S7, it is determined whether or not the throttle opening is larger than a predetermined opening THo (for example, the minimum opening of the throttle valve corresponding to the engine idle state).

  When it is determined NO in step S7, that is, when the accelerator pedal is not depressed and the start operation is not yet performed, the process proceeds to step S8, and the flag FLAG is set to 1. When the flag FLAG is set to 1, as shown in FIG. 3, the motor torque control value F is set to a value corresponding to the minimum motor torque TM1.

  In step S9, the motor torque control value F set in step S8 is output to the motor 10.

  When YES is determined in step S7, that is, when the accelerator pedal is depressed and the throttle valve is in the starting state opened more than the idle opening, the process proceeds to step S10, and the flag FLAG is set to 2. When the flag FLAG is set to 2, as shown in FIG. 3, the motor torque control value F is set to a value equivalent to the motor torque TM2 set larger than the motor torque TM1.

  In subsequent step S11, it is determined whether or not front wheel slip has been detected. Whether or not the front wheels have slipped is determined based on whether or not the difference between the average speed of the left and right front wheels 2L and 2R and the average speed of the left and right rear wheels 5L and 5R is equal to or greater than a predetermined value.

  When NO is determined in step S11, that is, when no slip occurs on the front wheel, the process proceeds to step S9, and the motor torque control value F set in step S10 is output to the motor 11.

  If YES is determined in step S11, that is, if slip of the front wheel is detected, the process proceeds to step S12, and the flag FLAG is set to 3. When the flag FLAG is set to 3, as shown in FIG. 4, a motor torque ΔTM corresponding to the slip degree of the front wheels is obtained, and the obtained motor torque ΔTM is set to the motor torque TM2 set in step S10. The motor torque control value F corresponding to the total value is set.

  In subsequent step S13, it is determined whether or not a rear wheel slip has been detected. Whether or not the rear wheel has slipped is determined based on whether or not the acceleration of the average speed of the left and right rear wheels 5L and 5R has become a predetermined value or more.

  When it is determined NO in step S13, the process proceeds to step S9, and the motor torque control value F set in step S12 is output to the motor 11.

  Moreover, when it determines with YES by step S13, it progresses to step S14 and performs the motor control for suppressing the rear-wheel slip mentioned later.

  Next, details of step S14 of FIG. 2 will be described based on the time chart of FIG. 5 and the flowchart of FIG.

  First, the outline of the control in step S14 will be described based on the time chart of FIG.

  After the accelerator pedal is depressed and the start operation is performed (t1), when the front wheels start to slip (t2), the motor torque control value F is increased according to the slip degree.

Thereafter, when the slip to the rear wheels starts (t3), the motor torque drive control value F at the time (t3) when the rear wheel slip is detected is set to the first predetermined value F1 in order to recover the traction of the rear wheels. Remember as.

  Then, the first predetermined value F1 is decreased to a second predetermined value F2 that is greater than 0 and that allows the direction of action of the driving force against the backlash of the gears of the speed reducer 12 to be maintained in the same direction. ) Maintain the second predetermined value F2. Accordingly, the rear wheel can be temporarily stopped and the traction of the rear wheel can be recovered while suppressing the rattling noise of the speed reducer 12.

  When the state in which the second predetermined value F2 is maintained has elapsed for a predetermined period (t4), the second predetermined value F2 is increased to a third predetermined value F3 that is reduced by a predetermined ratio from the first predetermined value F1, and the predetermined period ( T3) The third predetermined value F3 is maintained. Thus, since the motor torque control value F is not increased more than the motor torque control value F1 at the time (t2) when the rear wheel starts to slip, the occurrence of re-slip can be suppressed and the vehicle is started. Can do.

  Thereafter, this control is repeatedly executed while the third predetermined value F3 is sequentially decreased from the previous value until the rear wheel slip is eliminated.

  However, if the motor torque control value F is reduced to a value that is not substantially driven by four wheels (a state in which two wheels are driven), it is unlikely that the slip of the rear wheels will be eliminated. This control is stopped (the third predetermined value F3 is maintained) when it is reduced to a value that is not substantially driven by four wheels.

  The first predetermined value F1 has been described as storing the motor torque control value F when the rear wheel slip is detected (t3), but the rear wheel slip is the left and right rear wheels 5L, When detected based on the acceleration of the average speed of 5R, since the detection of the actual rear wheel slip is delayed, the delay period goes back from the time (t3) when the rear wheel slip was detected. The motor torque control value F at that time may be stored as the first predetermined value F1.

  Next, the motor control described with reference to FIG. 5 will be described based on the flowchart of FIG.

  In step S20 of FIG. 6, it is determined whether or not the flag FLAG has already been set to 4 after the rear wheel slip has been detected.

  When the rear wheel slip is detected for the first time, the flag FLAG is not yet set to 4. Therefore, it is determined NO in the determination of step S20, the process proceeds to step S21, and the flag FLAG is set to 4.

  In subsequent steps S22 and S23, the motor torque control value F at the time point (t3) when the rear wheel slip is detected is stored as the first predetermined value F1, and at the time point (t3) when the rear wheel slip is detected. The rear wheel speed N1 is stored.

  In step S24, the second predetermined value F2 is calculated according to the magnitude of the first predetermined value F1. Specifically, as shown in FIG. 7, the second predetermined value F2 is increased as the first predetermined value F1 is increased.

  When the second predetermined value F2 is the same, the larger the first predetermined value F1, the larger the deviation between the first predetermined value F1 and the second predetermined value F2, and the overshoot amount of the driving force in the reverse rotation direction is larger. This is because it becomes larger.

  In step S25, a timer T2 that defines a predetermined period to be maintained at the second predetermined value F2 is calculated according to the rear wheel speed N1. Specifically, as shown in FIG. 8, the timer T2 is lengthened as the rear wheel speed N1 increases. This is because the inertial force increases as the rear wheel speed increases, and the time required for the rear wheel to stop increases.

  In step S26, a motor torque control value F3 is calculated. Specifically, it is obtained by multiplying the first predetermined value F1 by a predetermined constant K (value of 0 or less). This is because the motor torque control value F is maintained at the second predetermined value F2 to restore the rear wheel traction, and then when the driving force is applied to the rear wheel again, the first predetermined value when the rear wheel starts to slip. If it is increased to F1, the rear wheel may start to slip again. Therefore, the rear wheel is increased to a third predetermined value F3 smaller than the first predetermined value F1 by a predetermined ratio.

  In step S27, it is determined whether or not the motor torque control value F3 calculated in step S26 is smaller than a predetermined value α. That is, it is determined whether or not the motor torque control value F has been reduced to a value that is substantially not four-wheel drive.

  When it is determined NO in step S28, that is, when the motor torque control value F is a value that allows four-wheel drive, the process proceeds to step S28, and it is determined whether or not the timer T2 has become zero.

  When it is determined NO in step S28, that is, when the period for maintaining the second predetermined value F2 has not elapsed, the process proceeds to step S29, the timer T2 set in step S25 is subtracted, and then step S30. The motor torque control value F is set to the second predetermined value F2.

  When it is determined YES in step S28, that is, when it is assumed that the second predetermined value F2 maintenance period has elapsed and the rear wheels have substantially stopped and the traction of the rear wheels has been recovered, the process proceeds to step S31.

  In step S31, it is determined whether or not the timer T3 is set.

  When it is determined NO in step S31, that is, immediately after the period for maintaining the second predetermined value F2 has elapsed, when the timer T3 has not yet been set, the process proceeds to step S32 and maintains the third predetermined value F3. A timer T3 that defines a predetermined period is set, and if YES is determined, step S31 is bypassed.

  In subsequent step S33, it is determined whether or not the timer T3 has become zero.

  When it is determined NO in step S33, that is, when the period for maintaining the third predetermined value F3 has not elapsed, the process proceeds to step S34, the timer T3 is subtracted, and then the motor torque control value F is set in step S35. The third predetermined value F3 is set.

  Further, when it is determined as YES in Step S33, that is, when the period for maintaining the third predetermined value F3 has elapsed, the process proceeds to Step S36, and the flag FLAG is reset.

  If the slip of the rear wheel is still not resolved even after a series of these controls is executed, it is determined again as YES in step S13 in FIG. 2, and the previous motor torque control value F3 is set to the first predetermined value F1. Are stored in the same manner and then executed in the same manner.

  Even if this process is executed, the slip of the rear wheels is not eliminated, and when the motor torque control value F becomes smaller than a predetermined value α at which substantially no four-wheel drive is performed, that is, in the determination of step S27. When it determines with YES, it progresses to step S37 and maintains the motor torque control value F in the value equivalent to predetermined value (alpha).

Next, control of the clutch 13 will be described based on the flowchart of FIG.
In step S40 of FIG. 9, it is determined whether or not the 4WD selector switch 8 is selected for four-wheel drive.

  When YES is determined in the step S40, the process proceeds to a step S41 so as to determine whether or not the flag FLAG is set to any one of 0 to 4. That is, it is determined whether or not the motor 11 is to be driven.

  When it is determined YES in step S41, that is, when it is determined that the motor 11 needs to be driven, the process proceeds to step S42, and the clutch 13 is turned on.

  Moreover, when it determines with NO by step S40 or S41, it progresses to step S43 and the clutch 13 is turned off.

  Next, the control of the alternator 4 will be described with reference to FIG.

  In step S50 of FIG. 10, the motor torque control value F set in FIG. 6 is read.

  In subsequent step S51, a field current for generating electric power according to the motor torque control value F read in step S50 is calculated, and subsequently, it is output to the alternator 4 in step S52.

  As a result, electric power necessary for driving the motor 11 can be generated by the alternator 4.

  As described above, according to the present embodiment, after the slip of the rear wheel is detected, the motor torque control value F is greater than 0 from the first predetermined value F1, and the gear backlash of the speed reducer 12 against backlash. Since the configuration is such that the acting direction of the driving force is reduced to a second predetermined value F2 that can be maintained in the same direction, the acting direction of the driving force applied to the gear of the speed reducer 12 is maintained in the same direction, and the gear between the backlashes Therefore, it is possible to suppress the rattling noise accompanying the decrease in the driving force. Therefore, it is possible to quickly reduce the driving force while suppressing the occurrence of rattling noise of the speed reducer 12, and it is possible to eliminate the rear wheel slip while suppressing the slow startability.

  Further, since the second predetermined value F2 is set to be larger as the first predetermined value F1 is larger, the second predetermined value F2 can be set according to the amount of overshoot in the reverse rotation direction of the driving force. It is possible to suppress the occurrence of rattling noise of the speed reducer 12.

  Further, after the motor torque control value F is decreased to the second predetermined value F2, and the second predetermined value F2 is continued for a predetermined period (T2), the third predetermined value F3 is decreased by a predetermined ratio from the first predetermined value F1. Therefore, the motor torque control value F increases only to a third predetermined value F3 that is smaller than the motor torque control value F (first predetermined value F1) at the time when the slip of the rear wheel is detected. Therefore, it is possible to prevent the rear wheel from slipping again.

  Further, when the front wheel slips, the rear wheel motor torque TM is increased by the motor torque ΔTM corresponding to the front wheel slip degree, so that the startability at the time of front wheel slip can be improved.

  Further, the higher the rear wheel speed at the time when the rear wheel slip is detected, the longer the predetermined period (T2) in which the second predetermined value F2 is maintained, so that the time required until the rear wheel substantially stops is set. Accordingly, a predetermined period during which the second predetermined value F2 is maintained can be set, and the traction of the rear wheels can be recovered without unnecessarily extending the driving force decrease period.

(Modification)
In the present embodiment, an example in which the predetermined period for maintaining the second predetermined value F2 is set according to the rear wheel speed N1 is shown. However, the speed sensors 7c and 7d for detecting the rear wheel speed are detected on the low rotation side. Therefore, the setting accuracy of the predetermined period T2 for maintaining the second predetermined value F2 may be deteriorated.

  Therefore, as shown in FIG. 11, when the rear wheel speed becomes equal to or lower than a predetermined value β (for example, 100 rotations) at which the detection accuracy starts to deteriorate, a time when the rear wheel speed is assumed to be 0 after that is set to a timer. It may be set as T.

  As a result, when the detection accuracy of the speed sensors 7c, 7d is equal to or higher than a predetermined value β, a predetermined period is set according to the rear wheel speed, and from the time when the rear wheel speed becomes lower than the predetermined value β, Since a predetermined period in which the rear wheel speed is assumed to be substantially zero is set as a timer, deterioration of the detection accuracy of the speed sensors 7c and 7d can be suppressed, and traction can be performed without unnecessarily lengthening the driving force decrease period. Can be recovered.

The whole block diagram concerning the embodiment of the present invention. The motor control flowchart which concerns on embodiment of this invention. The motor torque characteristic view which concerns on embodiment of this invention. The figure which shows the relationship with the motor torque correction amount according to the front-wheel slip amount which concerns on embodiment of this invention. The time chart which shows the rear-wheel slip control which concerns on embodiment of this invention. The motor rear wheel slip control flowchart which concerns on embodiment of this invention. The characteristic view which shows the characteristic of the 2nd predetermined value F2 with respect to the 1st predetermined value F1 which concerns on embodiment of this invention. The characteristic view which shows the characteristic of the timer T2 with respect to the rear-wheel speed N1 which concerns on embodiment of this invention. The control flowchart of the clutch which concerns on embodiment of this invention. The alternator control flowchart which concerns on embodiment of this invention. The figure which shows the setting of the timer T2 which concerns on the modification of this invention.

Explanation of symbols

2L, 2R: Front wheels (main drive wheels)
4: Alternator 5L, 5R: Rear wheel (auxiliary drive wheel)
7a, 7b, 7c, 7d: Speed sensors (first and second slip detection means, rear wheel speed detection means)
10: Rear wheel drive unit 11: Motor (electric motor)
12: Reducer 12a: 1st gear (gear of reducer)
12b: 2nd gear (gear of reduction gear)
12c: 3rd gear (gear of reduction gear)
12d: 4th gear (gear of reduction gear)
13: Clutch 14: Differential gear
20: Control unit (motor driving force adjusting means)
E: Engine

Claims (5)

One of the left and right front wheels and the left and right rear wheels is a main driving wheel that receives the driving force of the engine, while the other wheel is an auxiliary driving wheel that receives the driving force of the electric motor via a reduction gear, and First slip detecting means for detecting slip of the main drive wheel, and electric motor drive output adjusting means for adjusting the driving force of the electric motor by a driving force control value, the electric motor driving force adjusting means, when the vehicle starts, In the vehicle drive control device configured to increase the drive force control value of the electric motor by a predetermined amount when the slip of the main drive wheel is detected by the first slip detection means,
A second slip detecting means for detecting a slip of the auxiliary drive wheel;
The motor driving force adjusting means is configured such that when the vehicle starts, when the slip of the auxiliary driving force is detected by the second slip detecting means after the slip of the main driving wheel is detected, the driving force of the motor driving force adjusting means is detected. The control value is configured to be decreased from a value obtained by increasing the predetermined amount to a second predetermined value that is greater than 0 and that can maintain the direction of action of the driving force against the backlash of the gear of the speed reducer in the same direction. And
The vehicle drive control device according to claim 1, wherein the second predetermined value in the electric motor drive force adjusting means is set to be larger as the drive force control value at the time point when the slip of the auxiliary drive wheel is detected is larger . The motor driving force adjusting means stores a driving force control value at a time point when the slip of the auxiliary driving wheel is detected by the second slip detecting means as a first predetermined value;
A second step of decreasing the driving force control value from the first predetermined value to the second predetermined value and maintaining the second predetermined value for a predetermined period;
The third step of increasing the driving force control value from the second predetermined value to a third predetermined value reduced by a predetermined ratio from the first predetermined value is performed. drive control apparatus for a vehicle according to 1. The motor driving force adjusting means increases the driving force of the motor by a predetermined amount when the slip of the main driving wheel is detected by the first slip detecting means, and increases the predetermined amount as the slip degree of the main driving wheel increases. The vehicle drive control device according to claim 1 , wherein the vehicle drive control device is configured to cause the vehicle to move. Auxiliary driving wheel speed detecting means for detecting the speed of the auxiliary driving wheel is provided,
The electric motor driving force adjusting means, wherein, characterized in that the predetermined time period, is configured to assist driving wheel speed at which the auxiliary drive wheel slip is detected is set longer as high in the second step Item 3. A vehicle drive control device according to Item 2 . Auxiliary driving wheel speed detecting means for detecting the speed of the auxiliary driving wheel is provided,
The electric motor driving force adjusting means sets the predetermined period in the second step as a period until the auxiliary wheel speed becomes substantially zero based on the auxiliary driving wheel speed detected by the auxiliary driving wheel speed detecting means. At the same time, when the detected auxiliary driving wheel speed is reduced to a predetermined value greater than 0 or less, the auxiliary driving wheel speed is assumed to be substantially zero regardless of the detected auxiliary driving wheel speed. The vehicle drive control device according to claim 2 , wherein an end time of the predetermined period is set.

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