JP4162512B2 - Vehicle drive device - Google Patents
Vehicle drive device Download PDFInfo
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- JP4162512B2 JP4162512B2 JP2003057011A JP2003057011A JP4162512B2 JP 4162512 B2 JP4162512 B2 JP 4162512B2 JP 2003057011 A JP2003057011 A JP 2003057011A JP 2003057011 A JP2003057011 A JP 2003057011A JP 4162512 B2 JP4162512 B2 JP 4162512B2
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- 230000005540 biological transmission Effects 0.000 claims description 23
- 230000001133 acceleration Effects 0.000 claims description 20
- 238000002485 combustion reaction Methods 0.000 claims description 9
- 230000007423 decrease Effects 0.000 claims description 6
- 238000001514 detection method Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【０００１】
【発明の属する技術分野】
本発明は、主駆動輪を駆動する内燃機関と、従駆動輪を駆動する電動機とを備える車両の駆動装置に関する。
【０００２】
【従来の技術】
従来、車両の駆動装置として、主駆動輪（例えば前輪）を駆動するエンジンと、従駆動輪（例えば後輪）を駆動するアクチュエータとを備え、エンジン側の変速機の変速切換えが検出されたとき、変速後の変速位置とエンジンのスロットル開度とから目標車速を設定し、前記変速切換えに同期して目標車速になるように前記アクチュエータで車輪を駆動させる構成のものがあった（特許文献１参照）。
【０００３】
【特許文献１】
特許第３３２５６３２号公報
【０００４】
【発明が解決しようとする課題】
ところで、上記従来技術では、変速後の変速位置を推定するが、手動変速機の場合には、厳密に変速後の変速位置を推定するのは不可能であり、目標車速を的確に設定することができないという問題があった。
【０００５】
更に、目標車速に追従させるようにアクチュエータ（電動機）で車輪を駆動させる構成では、路面状況（摩擦係数，勾配など）によっては、運転者の意図しない加速やスリップが発生し、車両の安定性を損なってしまう可能性があるという問題があった。
【０００６】
本発明は上記問題点に鑑みなされたものであり、主駆動輪を駆動する内燃機関と、従駆動輪を駆動する電動機とを備えると共に、前記内燃機関による駆動トルクがクラッチ及び手動変速機を介して主駆動輪に伝達される構成の車両の駆動装置において、変速中の車両安定性を改善することを目的とする。
【０００７】
【課題を解決するための手段】
そのため請求項１記載の発明では、内燃機関と手動変速機との間に介装されるクラッチの解放状態において、前記車両の加速度が負に反転してから、前記クラッチのスリップ率の増大変化が減少に転じて前記クラッチの解放状態での最大値を示すようになるまでの間、解放前の手動変速機の変速比に応じて、従駆動輪を駆動する電動機の駆動トルクを決定し、該駆動トルクに応じて電動機を制御する構成とした。
【０００８】
かかる構成によると、主駆動輪への動力伝達が遮断されるクラッチ解放時に、車両の加速度が負に反転してから、前記クラッチのスリップ率の増大変化が減少に転じて前記クラッチの解放状態での最大値を示すようになるまでの間において、クラッチ解放直前の変速比に応じて電動機による従駆動輪の駆動トルクを決定して電動機を制御する。
【０００９】
従って、変速段によって異なる主駆動輪の駆動トルクに応じて、クラッチ解放時に車両の加速度が負に反転してから、前記クラッチのスリップ率の増大変化が減少に 転じて前記クラッチの解放状態での最大値を示すようになるまでの間において従駆動輪を駆動させるので、クラッチの解放に伴って車両の加速度が負に反転して大きく落ち込むことを回避でき、かつ、主駆動輪の駆動が戻りつつあるときに過剰に従駆動輪が駆動されることがなく、運転者の意図しない加速の発生を回避できる。
【００１０】
請求項２記載の発明では、前記手動変速機の変速比が低速側であるほど、電動機の駆動トルクを大きくする構成とした。
かかる構成によると、クラッチ解放前の手動変速機の変速比が低速側で、クラッチ解放前の内燃機関による主駆動輪の駆動トルクが大きいほど、クラッチ解放中の電動機による従駆動輪の駆動トルクを大きくする。
【００１１】
従って、主駆動輪の駆動トルクが大きく、クラッチ解放による加速度変動が大きいときほど、従駆動輪の駆動トルクを大きくして、加速度変動を確実に抑制できる。
【００１２】
請求項３記載の発明では、前記クラッチのスリップ率を検出し、手動変速機の変速比に応じた電動機の駆動トルクを、前記スリップ率で補正する構成とした。
かかる構成によると、クラッチのスリップ率から、主駆動輪側の駆動トルクの変化を推定し、該変化に応じて電動機による従駆動輪の駆動トルクを補正する。
【００１３】
従って、主駆動輪側の駆動トルクの変化に応じて従駆動輪側の駆動トルクを変化させることができ、主駆動輪側の駆動トルクの変化に見合った適切な駆動トルクで従駆動輪を駆動させることができる。
【００１４】
【発明の実施の形態】
以下に、本発明の実施形態を図に基づいて説明する。図１は、実施形態における車両の駆動装置のシステム構成図である。
【００１５】
図１において、エンジン（内燃機関）１による駆動トルクは、図示省略したクラッチペダルの踏み込みによって解放される摩擦クラッチ２、手動変速機３及びディファレンシャル４を介して前輪（主駆動輪）ＦＷに伝達される。
【００１６】
即ち、エンジン１，摩擦クラッチ２，手動変速機３，ディファレンシャル４からなる動力系は、いわゆるマニュアルトランスミッション（ＭＴ）の前輪駆動車と同様に構成される。
【００１７】
前記エンジン１には、該エンジン１により駆動される発電機５が設けられ、該発電機５から直接電力が供給されるモータ（電動機）６が設けられる。
前記モータ６の発生トルクは、減速機７、電磁クラッチ８及びディファレンシャル９を介して後輪（従駆動輪）ＲＷに伝達される。
【００１８】
マイクロコンピュータを含んで構成される後輪駆動力コントロールユニット１０は、前記発電機５、モータ６及び電磁クラッチ８の制御機能を有する。
前記後輪駆動力コントロールユニット１０には、各種センサからの検出信号が入力される。
【００１９】
前記各種センサとしては、前輪（主駆動輪）ＦＷ，後輪（従駆動輪）ＲＷそれぞれの車輪速を検出する車輪速センサ１１ａ，１１ｂ、摩擦クラッチ２の締結・解放を検出するクラッチスイッチ１２、摩擦クラッチ２の出力側の回転速度Ｎｔを検出する出力側回転センサ１３、エンジン１の回転速度Ｎｅ（摩擦クラッチ２の入口側の回転速度）を検出するエンジン回転センサ１４などが設けられている。
【００２０】
そして、前記後輪駆動力コントロールユニット１０は、図２のフローチャートに示すようにして、モータ６による後輪（従駆動輪）ＲＷの駆動を制御する。
図２のフローチャートにおいて、ステップＳ１では、クラッチスイッチ１２の検出結果から、前記摩擦クラッチ２の解放状態であるか否かを判別する。
【００２１】
そして、前記摩擦クラッチ２の締結状態であれば、ステップＳ２へ進む。
ステップＳ２では、車輪速センサ１１ａの検出結果から判断される手動変速機３の出力軸回転速度と、出力側回転センサ１３で検出される摩擦クラッチ２の出力側の回転速度Ｎｔ、即ち、手動変速機３の入力軸回転速度とから、手動変速機３の変速比を演算する。
【００２２】
尚、手動変速機３のギヤ位置（変速位置）を検出するセンサ，スイッチを備える構成であっても良い。一方、ステップＳ１で摩擦クラッチ２の解放状態であると判断されると、ステップＳ３へ進む。
【００２３】
ステップＳ３では、前記摩擦クラッチ２のスリップ率を演算する。
前記スリップ率は、エンジン回転センサ１４で検出されるエンジン回転速度Ｎｅ（即ち、摩擦クラッチ２の入力側の回転速度）、及び、出力側回転センサ１３で検出される摩擦クラッチ２の出力側の回転速度Ｎｔから、以下のようにして算出される。
【００２４】
スリップ率＝（Ｎｅ−Ｎｔ）／Ｎｔ
次のステップＳ４では、車両の加速度を演算する。前記車両加速度は、車速の微分値として求められ、車速は、車輪速センサ１１ａ，１１ｂで検出される車輪速から求められる。また、加速度センサを備える構成であっても良い。
【００２５】
ステップＳ５では、車両加速度が最初にプラスからマイナスに反転した時点から、摩擦クラッチ２のスリップ率が最大値を示すまでの間であるか否かを判別する。
【００２６】
加速中にシフトアップすべく摩擦クラッチ２が運転者によって解放操作されると、車両の加速度がプラスからマイナスに反転し、その後、前記スリップ率は漸増し、摩擦クラッチ２が再度締結され始めると、前記スリップ率は減少に転じる（図３参照）。
【００２７】
従って、摩擦クラッチ２のスリップ率が解放状態での最大値を示すのは、摩擦クラッチ２の解放状態から締結し始めへの切り替わりタイミングとなる。ステップＳ５で、前記車両加速度がマイナスに反転してから、摩擦クラッチ２のスリップ率が最大値に上昇するまでの区間内であると判別されると（図３参照）、ステップＳ６へ進む。
【００２８】
ステップＳ６では、前記ステップＳ２で求めておいた摩擦クラッチ２の解放直前における手動変速機３における変速比（ギヤ位置）に基づいて、モータ６による後輪ＲＷの基本駆動トルクを設定する。
【００２９】
ここでは、図中に示すように、手動変速機３における変速比が低速側であるほど、より大きな基本駆動トルクが設定される。尚、摩擦クラッチ２の解放前がニュートラル状態であった場合には、前記基本駆動トルクを０として、モータ６による後輪ＲＷの駆動は行わない。
【００３０】
ステップＳ７では、前記摩擦クラッチ２のスリップ率に応じて、前記基本駆動トルクを補正するための補正係数ｋを設定する。ここでは、図中に示すように、スリップ率が大きくなるほど、補正係数ｋとして大きな値が設定され、前記基本駆動トルクがより大きく増大補正されるようになっている。
【００３１】
そして、ステップＳ８では、前記基本駆動トルク×補正係数ｋを、モータ６による後輪ＲＷの要求駆動トルクとして算出し、ステップＳ９では、前記要求駆動トルクに従ってモータ６及び発電機５を制御する。
【００３２】
即ち、摩擦クラッチ２が解放される前の変速比が低速側であるときほど、モータ６による後輪ＲＷの駆動トルクは大きく設定され、かつ、摩擦クラッチ２のスリップ率が大きくなるほど、モータ６による後輪ＲＷの駆動トルクは大きく設定される。
【００３３】
これは、摩擦クラッチ２が解放される前の変速比（ギヤ位置）が低速側であるほど、主駆動輪である前輪ＦＷの駆動トルクが大きく、モータ６で補うべき駆動トルクの要求が大きくなり、また、スリップ率が大きくなるほど、前輪ＦＷの駆動トルクが低下しているものと推定されるためである。
【００３４】
上記のようにして、摩擦クラッチ２が解放され前輪ＦＷへの動力伝達が遮断されるときに、モータ６で後輪ＲＷを駆動すれば、変速のための摩擦クラッチ２の解放によって車両加速度がマイナス側に大きく変動することを抑止でき、以って、変速時におけるショックの発生を防止できる。
【００３５】
尚、上記実施形態では、前輪をエンジン１で駆動し、後輪をモータ６で駆動する構成としたが、後輪をエンジン１で駆動し、前輪をモータ６で駆動する構成であっても良いことは明らかである。
【００３６】
また、モータ６による従駆動輪の駆動を、変速に伴う摩擦クラッチ２の解放中の他、摩擦クラッチ２が締結されている状態においても行わせ、所謂４輪駆動状態で走行させる構成としても良い。
【００３７】
また、クラッチの解放中にモータ６による後輪駆動の継続時間が所定時間以上になった場合には、モータ６による駆動トルクを強制的に０に戻し、その後は、モータ６による後輪の駆動を行わないようにすると良い。
【図面の簡単な説明】
【図１】実施形態における車両の駆動装置のシステム構成図。
【図２】同上装置における後輪（従駆動輪）ＲＷの駆動制御を示すフローチャート。
【図３】同上装置における摩擦クラッチ解放時のスリップ率，車両加速度等の変化を示すタイムチャート。
【符号の説明】
１…エンジン（内燃機関）、２…摩擦クラッチ、３…手動変速機、５…発電機、６…モータ（電動機）、８…電磁クラッチ、１０…後輪駆動力コントロールユニット、１１ａ，１１ｂ…車輪速センサ、１２…クラッチスイッチ、１３…出力側回転センサ、１４…エンジン回転センサ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle drive device including an internal combustion engine that drives main drive wheels and an electric motor that drives slave drive wheels.
[0002]
[Prior art]
Conventionally, as a vehicle drive device, an engine that drives a main drive wheel (for example, a front wheel) and an actuator that drives a slave drive wheel (for example, a rear wheel) have been detected. There is a configuration in which a target vehicle speed is set from the shift position after the shift and the throttle opening of the engine, and the wheels are driven by the actuator so as to reach the target vehicle speed in synchronization with the shift switching (Patent Document 1). reference).
[0003]
[Patent Document 1]
Japanese Patent No. 3325632 [0004]
[Problems to be solved by the invention]
By the way, in the above prior art, the shift position after the shift is estimated, but in the case of a manual transmission, it is impossible to strictly estimate the shift position after the shift, and the target vehicle speed is set accurately. There was a problem that could not.
[0005]
Furthermore, in the configuration in which the wheels are driven by actuators (electric motors) so as to follow the target vehicle speed, depending on the road surface conditions (friction coefficient, gradient, etc.), acceleration and slip that are not intended by the driver may occur, and the stability of the vehicle may be reduced. There was a problem that it might be damaged.
[0006]
The present invention has been made in view of the above-described problems, and includes an internal combustion engine that drives main drive wheels and an electric motor that drives slave drive wheels, and the driving torque of the internal combustion engine is transmitted via a clutch and a manual transmission. An object of the present invention is to improve vehicle stability during shifting in a vehicle drive device configured to be transmitted to main drive wheels.
[0007]
[Means for Solving the Problems]
Therefore, according to the first aspect of the present invention, in the released state of the clutch interposed between the internal combustion engine and the manual transmission , the increase in the slip ratio of the clutch is changed after the acceleration of the vehicle is negatively reversed. until comes to show maximum values in the released state of the clutch started to decline, in response to the transmission ratio of release before the manual transmission, and determines the drive torque of the motor for driving the subordinate drive wheels, the The electric motor is controlled according to the driving torque.
[0008]
According to this configuration, when the clutch is disengaged in which the power transmission to the main drive wheel is interrupted , the increase in the slip ratio of the clutch starts to decrease after the vehicle acceleration is negatively reversed, and the clutch is disengaged. Until the maximum value is reached, the drive torque of the driven wheels by the motor is determined according to the gear ratio immediately before the clutch is released, and the motor is controlled.
[0009]
Therefore, according to the driving torque of the main driving wheel, which varies depending on the shift speed, the acceleration of the vehicle is negatively reversed when the clutch is released, and then the increase in the slip ratio of the clutch starts to decrease and the clutch is released in the released state. Since the driven wheels are driven until the maximum value is reached, it is possible to avoid the vehicle's acceleration from reversing negatively with the release of the clutch and avoiding a significant drop, and the driving of the main driving wheels returns. When the vehicle is being driven, the excessively driven wheels are not excessively driven, and the occurrence of acceleration not intended by the driver can be avoided.
[0010]
In the invention according to claim 2, the driving torque of the electric motor is increased as the gear ratio of the manual transmission is lower.
According to such a configuration, the driving torque of the driven wheel by the motor during clutch release increases as the gear ratio of the manual transmission before the clutch release is on the low speed side and the driving torque of the main drive wheel by the internal combustion engine before the clutch release increases. Enlarge.
[0011]
Therefore, as the driving torque of the main driving wheel is larger and the acceleration fluctuation due to the clutch release is larger, the driving torque of the slave driving wheel is increased, and the acceleration fluctuation can be reliably suppressed.
[0012]
According to a third aspect of the present invention, the slip ratio of the clutch is detected, and the driving torque of the electric motor according to the gear ratio of the manual transmission is corrected by the slip ratio.
According to this configuration, a change in the driving torque on the main driving wheel side is estimated from the slip ratio of the clutch, and the driving torque of the driven wheel by the electric motor is corrected according to the change.
[0013]
Therefore, the drive torque on the driven wheel side can be changed according to the change in the drive torque on the main drive wheel side, and the driven wheel is driven with an appropriate drive torque commensurate with the change in the drive torque on the main drive wheel side. Can be made.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram of a vehicle drive device according to an embodiment.
[0015]
In FIG. 1, the drive torque from the engine (internal combustion engine) 1 is transmitted to the front wheels (main drive wheels) FW via the friction clutch 2, the manual transmission 3 and the differential 4 which are released by depression of a clutch pedal (not shown). The
[0016]
That is, the power system including the engine 1, the friction clutch 2, the manual transmission 3, and the differential 4 is configured in the same manner as a so-called manual transmission (MT) front wheel drive vehicle.
[0017]
The engine 1 is provided with a generator 5 driven by the engine 1 and a motor (electric motor) 6 to which electric power is directly supplied from the generator 5.
The torque generated by the motor 6 is transmitted to the rear wheel (secondary drive wheel) RW via the speed reducer 7, the electromagnetic clutch 8 and the differential 9.
[0018]
A rear wheel driving
Detection signals from various sensors are input to the rear wheel driving
[0019]
Examples of the various sensors include
[0020]
The rear wheel driving
In the flowchart of FIG. 2, in step S1, it is determined from the detection result of the
[0021]
If the friction clutch 2 is engaged, the process proceeds to step S2.
In step S2, the output shaft rotation speed of the manual transmission 3 determined from the detection result of the
[0022]
In addition, the structure provided with the sensor and switch which detect the gear position (shift position) of the manual transmission 3 may be sufficient. On the other hand, if it is determined in step S1 that the friction clutch 2 is released, the process proceeds to step S3.
[0023]
In step S3, the slip ratio of the friction clutch 2 is calculated.
The slip ratio includes the engine rotation speed Ne detected by the engine rotation sensor 14 (that is, the rotation speed on the input side of the friction clutch 2) and the rotation on the output side of the friction clutch 2 detected by the output
[0024]
Slip rate = (Ne−Nt) / Nt
In the next step S4, the acceleration of the vehicle is calculated. The vehicle acceleration is obtained as a differential value of the vehicle speed, and the vehicle speed is obtained from the wheel speed detected by the
[0025]
In step S5, it is determined whether or not the vehicle acceleration is between the time when the vehicle acceleration is first reversed from plus to minus until the slip ratio of the friction clutch 2 reaches the maximum value.
[0026]
When the friction clutch 2 is released by the driver to shift up during acceleration, the acceleration of the vehicle reverses from positive to negative. Thereafter, the slip ratio gradually increases, and when the friction clutch 2 starts to be engaged again, The slip ratio starts to decrease (see FIG. 3).
[0027]
Therefore, the slip ratio of the friction clutch 2 indicates the maximum value in the released state at the timing of switching from the released state of the friction clutch 2 to the start of engagement. If it is determined in step S5 that the vehicle acceleration is within the interval from when the vehicle acceleration is reversed to a negative value until the slip ratio of the friction clutch 2 increases to the maximum value (see FIG. 3), the process proceeds to step S6.
[0028]
In step S6, the basic drive torque of the rear wheel RW by the motor 6 is set based on the speed ratio (gear position) in the manual transmission 3 immediately before the release of the friction clutch 2 obtained in step S2.
[0029]
Here, as shown in the figure, a larger basic drive torque is set as the gear ratio in the manual transmission 3 is lower. If the friction clutch 2 is in a neutral state before being released, the basic drive torque is set to 0, and the rear wheel RW is not driven by the motor 6.
[0030]
In step S7, a correction coefficient k for correcting the basic drive torque is set according to the slip ratio of the friction clutch 2. Here, as shown in the drawing, as the slip ratio increases, a larger value is set as the correction coefficient k, and the basic driving torque is corrected to increase more.
[0031]
In step S8, the basic driving torque × correction coefficient k is calculated as a required driving torque of the rear wheel RW by the motor 6, and in step S9, the motor 6 and the generator 5 are controlled according to the required driving torque.
[0032]
That is, as the speed ratio before the friction clutch 2 is released is lower, the driving torque of the rear wheel RW by the motor 6 is set larger, and as the slip ratio of the friction clutch 2 becomes larger, the motor 6 The driving torque of the rear wheel RW is set large.
[0033]
This is because the lower the gear ratio (gear position) before the friction clutch 2 is released, the greater the driving torque of the front wheels FW that are the main driving wheels, and the greater the demand for driving torque to be compensated by the motor 6. Moreover, it is because it is estimated that the driving torque of the front wheel FW decreases as the slip ratio increases.
[0034]
As described above, when the rear clutch RW is driven by the motor 6 when the friction clutch 2 is released and the transmission of power to the front wheels FW is interrupted, the vehicle acceleration is negative due to the release of the friction clutch 2 for shifting. It is possible to suppress a large fluctuation to the side, and thus it is possible to prevent the occurrence of shock at the time of shifting.
[0035]
In the above embodiment, the front wheels are driven by the engine 1 and the rear wheels are driven by the motor 6. However, the rear wheels may be driven by the engine 1 and the front wheels may be driven by the motor 6. It is clear.
[0036]
Further, the driven wheels may be driven by the motor 6 while the friction clutch 2 is engaged in addition to the release of the friction clutch 2 that accompanies a shift, and the vehicle 6 may be driven in a so-called four-wheel drive state. .
[0037]
Further, when the duration of the rear wheel drive by the motor 6 exceeds a predetermined time during the release of the clutch, the drive torque by the motor 6 is forcibly returned to 0, and thereafter the rear wheel drive by the motor 6 is performed. It is better not to do.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle drive device according to an embodiment.
FIG. 2 is a flowchart showing drive control of a rear wheel (secondary drive wheel) RW in the apparatus.
FIG. 3 is a time chart showing changes in slip ratio, vehicle acceleration, and the like when the friction clutch is released in the apparatus.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 2 ... Friction clutch, 3 ... Manual transmission, 5 ... Generator, 6 ... Motor (electric motor), 8 ... Electromagnetic clutch, 10 ... Rear-wheel drive force control unit, 11a, 11b ... Wheel Speed sensor, 12 ... clutch switch, 13 ... output side rotation sensor, 14 ... engine rotation sensor
Claims (3)
前記クラッチの解放状態において、前記車両の加速度が負に反転してから、前記クラッチのスリップ率の増大変化が減少に転じて前記クラッチの解放状態での最大値を示すようになるまでの間、解放前の前記手動変速機の変速比に応じて前記電動機の駆動トルクを決定し、該駆動トルクに応じて前記電動機を制御することを特徴とする車両の駆動装置。A vehicle drive device comprising an internal combustion engine for driving main drive wheels and an electric motor for driving slave drive wheels, and configured to transmit drive torque from the internal combustion engine to the main drive wheels via a clutch and a manual transmission. Because
In the released state of the clutch, during the period from when the acceleration of the vehicle is inverted to the negative, to increase the change in the slip ratio of the clutch exhibits a maximum value at the released state of the clutch started to decline, A driving apparatus for a vehicle, wherein a driving torque of the electric motor is determined in accordance with a gear ratio of the manual transmission before release, and the electric motor is controlled in accordance with the driving torque.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003057011A JP4162512B2 (en) | 2003-03-04 | 2003-03-04 | Vehicle drive device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003057011A JP4162512B2 (en) | 2003-03-04 | 2003-03-04 | Vehicle drive device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2004266975A JP2004266975A (en) | 2004-09-24 |
| JP4162512B2 true JP4162512B2 (en) | 2008-10-08 |
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| JP2003057011A Expired - Fee Related JP4162512B2 (en) | 2003-03-04 | 2003-03-04 | Vehicle drive device |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2015037891A (en) * | 2010-12-08 | 2015-02-26 | アイシン・エーアイ株式会社 | Power transmission control device for vehicle |
| CN103568814B (en) * | 2013-07-24 | 2017-04-19 | 安徽工程大学 | Drive system for hybrid power vehicle |
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