JP6008776B2 - Vehicle drive system - Google Patents

Description

  The present invention relates to a vehicle drive system. Specifically, the present invention relates to a vehicle drive system that switches a drive state of a vehicle when a slip occurs.

  Conventionally, when a slip has occurred in the front wheel or rear wheel of a vehicle, the vehicle is switched from a two-wheel drive state (hereinafter referred to as “2WD”) to a four-wheel drive state (hereinafter referred to as “AWD”). There has been proposed a technique for continuing AWD from when the state is resolved until a predetermined four-wheel drive duration time elapses (see, for example, Patent Document 1). In this Patent Document 1, a slip amount (slip magnitude, degree) is calculated based on the wheel speed difference between the front wheel and the rear wheel, and the four-wheel drive is performed according to the integrated value of the slip amount calculated when each slip occurs. Determining an extension of the duration is disclosed.

JP 2008-120119 A

  However, as described above, in the related art, although the four-wheel drive duration is made variable in accordance with the integrated value of the slip amount at the time of occurrence of slip, no slip occurs when determining the four-wheel drive duration. The situation is not considered at all. For this reason, once a slip has occurred, the road surface is obviously in a high μ state and the AWD is unnecessary, but the AWD is continued unnecessarily for a long time, thereby reducing fuel consumption and electricity costs (hereinafter referred to as “drive efficiency”). Could be worsened.

  The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle drive system that can switch the drive state of a vehicle at a more appropriate timing and can improve drive efficiency.

In order to achieve the above object, the present invention provides a vehicle having a front wheel (for example, front wheel Wf, Wf to be described later) and a rear wheel (for example, rear wheel Wr (RWr, LWr) to be described later). A first drive device that drives one first drive wheel (for example, a first drive device 1 described later) and a second drive that drives a second drive wheel that is the other of the front and rear wheels of the vehicle. A control device (for example, a second drive device 2 described later), a first drive device and a second drive device, and a control device (for example, a drive state of the first drive wheel and the second drive wheel). And a vehicle drive system (for example, a vehicle drive system 10 described later).
In the vehicle drive system of the present invention, the control device acquires slip acquisition means (for example, slip acquisition described later) that acquires that an excess slip, which is a predetermined slip or more, has occurred in the first drive wheel or the second drive wheel. 61) and subtraction slip point calculation means (for example, a subtraction slip point to be described later) that calculates a subtraction slip point in a time discrete manner based on the fact that the slip acquisition means has not acquired that the excess slip has occurred. A calculating unit 69), an integrated slip point calculating means for integrating the subtracted slip point and calculating the integrated slip point over time (for example, an integrated slip point calculating unit 63 described later), and the integrated slip point, A two-wheel drive state in which the vehicle is driven by both the first drive wheel and the second drive wheel (A D) and driving state switching means (for example, a driving state described later) for switching between the first driving wheel and the second driving wheel and the one-wheel single driving state (2WD) in which the vehicle is driven by only one of the first driving wheel and the second driving wheel. And a switching unit 64).

In the present invention, the subtraction slip point is calculated based on the fact that no slip has occurred. Then, the subtraction slip points are integrated, and the two-wheel drive state (AWD) and the one-wheel single drive state (2WD) are switched based on the integrated slip points calculated over time.
Thereby, it is possible to switch between AWD and 2WD in consideration of a situation where no slip occurs. Therefore, after a slip has occurred once, when the road surface is clearly in a high μ state and the AWD becomes unnecessary, it is possible to quickly switch from AWD to 2WD. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.
Further, according to the present invention, by adopting a point system for switching control of the driving state of the vehicle, different physical quantities (for example, slip amount, driving force, time, etc.) can be rearranged based on the same reference and calculated and managed. .

  In this case, the subtractive slip point calculating means correlates with the driving force of the drive wheel that has not acquired that the excess slip has occurred when the slip acquiring means has not acquired that the excess slip has occurred. It is preferable to calculate the subtraction slip point based on a certain driving force correlation value (for example, the processing shown in the flowchart of FIG. 11 by the driving force subtraction unit 691 when slip does not occur, which will be described later).

In this invention, when calculating the subtraction slip point based on the fact that no slip has occurred, based on the driving force correlation value that is correlated with the driving force of the driving wheel that has not been acquired that the slip has occurred, Calculate the subtraction slip point.
Accordingly, the driving state transition based on the calculation and integration of the points based on the driving force of the driving wheel when no slip occurs can be used instead of the driving state transition based on a simple time lapse as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

  In this case, the subtraction slip point calculation means calculates the subtraction slip point which is larger when the driving force correlation value is large than when the driving force correlation value is small (for example, step of FIG. 11 described later). The process shown in S314) is preferable.

In the present invention, when the driving force correlation value is large, a larger subtraction slip point is calculated than when the driving force correlation value is small. Here, a large driving force correlation value clearly means that the road surface is in a high μ state.
Accordingly, when the driving force correlation value is large and the road surface is clearly in the high μ state and the AWD is not necessary, the switching from AWD to 2WD can be performed quickly. Therefore, since it is possible to reliably switch the driving state of the vehicle at a more appropriate timing, the AWD duration time can be further reduced, and the driving efficiency can be further improved.

  In this case, when the slip acquisition means has not acquired that the excess slip has occurred, the subtraction slip point calculation means is a non-occurrence continuation that is a duration when the non-acquisition situation has been continued. It is preferable to calculate the subtraction slip point based on the time (for example, the process shown in the flowchart of FIG. 13 by a slip non-occurrence duration subtraction unit 692 described later).

In this invention, when calculating the subtraction slip point based on the fact that no slip has occurred, the subtraction slip is based on the non-occurrence continuation time that is the continuation time when the situation in which the slip is not acquired is continued. Calculate points.
Accordingly, the driving state transition based on the calculation and integration of the points based on the non-slip occurrence duration time can be used instead of the driving state transition based on the simple time passage as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

  In this case, the subtractive slip point calculating means is based on a lateral acceleration correlation value correlated with the lateral acceleration occurring in the vehicle when the slip acquiring means has not acquired that the excess slip has occurred. It is preferable to calculate the subtraction slip point (for example, the process shown in the flowchart of FIG. 15 by the lateral G subtraction unit 693 when no slip occurs, which will be described later).

In the present invention, when the subtraction slip point is calculated based on the fact that no slip has occurred, the subtraction slip point is calculated based on the lateral acceleration correlation value generated in the vehicle.
Accordingly, the driving state transition based on the calculation and integration of the points based on the lateral acceleration occurring in the vehicle when no slip occurs can be used instead of the driving state transition based on a simple time lapse as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

  In this case, the subtraction slip point calculation means calculates the subtraction slip point that is larger when the lateral acceleration correlation value is large than when the lateral acceleration correlation value is small (for example, step of FIG. 15 described later). The process shown in S333 is preferable.

In the present invention, when the lateral acceleration correlation value is large, a larger subtraction slip point is calculated than when the lateral acceleration correlation value is small. Here, a large lateral acceleration correlation value means that the road surface is clearly in a high μ state.
Thereby, when the lateral acceleration correlation value is large and the road surface is clearly in a high μ state and the AWD is not necessary, the switching from AWD to 2WD can be performed quickly. Therefore, since it is possible to reliably switch the driving state of the vehicle at a more appropriate timing, the AWD duration time can be further reduced, and the driving efficiency can be further improved.

  In this case, the subtraction slip point calculation means calculates the subtraction slip point based on a vehicle speed correlation value correlated with a vehicle speed when the slip acquisition means has not acquired that the excess slip has occurred. (For example, the processing shown in the flowchart of FIG. 17 by the vehicle speed subtraction unit 694 when no slip occurs, which will be described later) is preferable.

In this invention, when the subtraction slip point is calculated based on the fact that no slip has occurred, the subtraction slip point is calculated based on the vehicle speed correlation value correlated with the vehicle speed.
Thus, the driving state transition based on the calculation and integration of the points based on the vehicle speed when no slip occurs can be used instead of the driving state transition based on a simple time lapse as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

  In this case, the subtraction slip point calculation means calculates the subtraction slip point that is larger when the vehicle speed correlation value is small than when the vehicle speed correlation value is large (for example, in step S343 in FIG. 17 described later). The treatment shown) is preferred.

In the present invention, when the vehicle speed correlation value is small, a larger subtraction slip point is calculated than when the vehicle speed correlation value is large.
Thereby, when the vehicle speed correlation value is small, even if slip occurs, the behavior of the vehicle is not greatly disturbed, so that the switching from AWD to 2WD can be performed promptly. Therefore, since it is possible to reliably switch the driving state of the vehicle at a more appropriate timing, the AWD duration time can be further reduced, and the driving efficiency can be further improved.

  In this case, the drive state switching means switches to the two-wheel drive state when the accumulated slip point is equal to or greater than a first threshold (for example, a first threshold described later), and the accumulated slip point is less than the first threshold. It is preferable to switch to the one-wheel single drive state (for example, processing shown in steps S5 to S13 in FIG. 7 described later).

In this invention, the driving state of the vehicle is switched to the two-wheel drive state (AWD) when the cumulative slip point is equal to or greater than the first threshold value, and the one-wheel single drive state (AWD) when the cumulative slip point is less than the first threshold value ( 2WD).
Here, in general, in a vehicle in the order of 2WD and AWD, the vehicle stability increases while the driving efficiency deteriorates. On the other hand, according to the present invention, 2WD and AWD can be switched at a more appropriate timing, so that vehicle stability can be ensured and driving efficiency can be further improved.

  In this case, the drive state switching means prohibits switching to the one-wheel single drive state when the integrated slip point is equal to or greater than the first threshold (for example, in steps S5 to 6A in FIG. 20 described later). The treatment shown) is preferred.

In the present invention, when the integrated slip point is equal to or greater than the first threshold, switching to the one-wheel single drive state (2WD) is prohibited.
Thereby, since switching to 2WD can be prohibited at a more appropriate timing, vehicle stability can be further ensured.

  In this case, when the front wheel is the first driving wheel and the rear wheel is the second driving wheel, the driving state switching means drives the vehicle with only the front wheel based on the integrated slip point. A front wheel single drive state (FWD), a rear wheel single drive state (RWD) in which the vehicle is driven only by the rear wheel, and a two-wheel drive state in which the vehicle is driven by both the front wheel and the rear wheel ( AWD), and when the integrated slip point is greater than or equal to a first threshold, the two-wheel drive state is switched, and the accumulated slip point is greater than or equal to a second threshold smaller than the first threshold and When it is less than the first threshold, it switches to the front wheel single drive state, and when the cumulative slip point is less than the second threshold, it switches to the rear wheel single drive state (for example, , The processing shown in Step S5~13 in Figure 7 below) are preferred.

In this invention, the driving state of the vehicle is switched to the two-wheel drive state (AWD) when the cumulative slip point is equal to or greater than the first threshold, and the cumulative slip point is equal to or greater than the second threshold smaller than the first threshold and less than the first threshold. Is switched to the front wheel single drive state (FWD), and when the integrated slip point is less than the second threshold, the rear wheel single drive state (RWD) is switched.
Here, in general, the vehicle stability increases in the order of RWD, FWD, and AWD, while the drive efficiency decreases in the order of 2WD (RWD, FWD) and AWD. On the other hand, according to the present invention, RWD, FWD, and AWD can be switched at a more appropriate timing, so that vehicle stability can be further ensured and driving efficiency can be further improved.

  In this case, when the front wheel is the first driving wheel and the rear wheel is the second driving wheel, the driving state switching means drives the vehicle with only the front wheel based on the integrated slip point. A front wheel single drive state (FWD), a rear wheel single drive state (RWD) in which the vehicle is driven only by the rear wheel, and a two-wheel drive state in which the vehicle is driven by both the front wheel and the rear wheel ( AWD), and switching to the front wheel single drive state and the rear wheel single drive state is prohibited when the cumulative slip point is equal to or greater than a first threshold, and the cumulative slip point is It is preferable to prohibit switching to the rear wheel single drive state (for example, the processing shown in steps S5 to 6A in FIG. 20 described later) when the second threshold value is equal to or greater than a second threshold value that is smaller than the first threshold value. There.

In the present invention, when the cumulative slip point is equal to or greater than the first threshold value, switching to the front wheel single drive state (FWD) and the rear wheel single drive state (RWD) is prohibited, and the cumulative slip point is smaller than the first threshold value. Switching to the rear wheel single drive state (RWD) is prohibited when the threshold is 2 or more.
Here, as described above, the vehicle generally increases in vehicle stability in the order of RWD, FWD, and AWD, while the drive efficiency decreases in the order of 2WD (RWD, FWD) and AWD. On the other hand, according to the present invention, since switching to FWD or RWD can be prohibited at a more appropriate timing, vehicle stability can be further ensured and drive efficiency can be further improved.

  In this case, the first drive device includes an internal combustion engine (for example, an internal combustion engine 4 described later) as a drive source, and the second drive device includes only an electric motor (for example, electric motors 2A and 2B described later) as the drive source. Is preferred.

  In the present invention, the first drive device includes an internal combustion engine as a drive source, and the second drive device includes only an electric motor as a drive source. That is, it is assumed that at least an internal combustion engine is provided as a drive source for the front wheels, and only an electric motor is provided as the drive source for the rear wheels. In such a vehicle, the drive efficiency deteriorates in the order of RWD, FWD, and AWD. According to the present invention, since RWD, FWD, and AWD can be switched at a more appropriate timing, vehicle stability can be further ensured, Driving efficiency can be further improved.

  In this case, the control device acquires addition slip point acquisition means (for example, an addition slip point calculation unit 68 described later) based on the fact that the slip acquisition means acquired that the excess slip has occurred. It is preferable that the integrated slip point calculating means integrates the added slip point in addition to the subtracted slip point (for example, processing shown in steps S2 and S4 in FIG. 7 described later).

In the present invention, the additional slip point is acquired based on the occurrence of the slip. Further, the integrated slip point is calculated by adding the acquired additional slip point to the subtracted slip point and performing integration.
Thereby, the drive state of the vehicle can be switched at a more appropriate timing, and the drive efficiency can be further improved.

  ADVANTAGE OF THE INVENTION According to this invention, the drive state of a vehicle can be switched at a more suitable timing, and the vehicle drive system which can improve drive efficiency can be provided.

It is a figure showing a vehicle carrying a vehicle drive system concerning a 1st embodiment of the present invention. It is a longitudinal cross-sectional view of the 2nd drive device which concerns on the said embodiment. FIG. 3 is a partially enlarged view of the second drive device shown in FIG. 2. It is a figure which shows the state of the electric motor in the driving | running | working state of the vehicle which concerns on the said embodiment, and the state of a separation mechanism. It is a functional block diagram which shows the structure of ECU which concerns on the said embodiment. It is a functional block diagram which shows the structure of the adjustment slip point calculation part which concerns on the said embodiment. It is a flowchart which shows the procedure of the drive state switching control which concerns on the said embodiment. It is a flowchart which shows the procedure of the addition slip point calculation process which concerns on the said embodiment. It is a figure which shows the driving force addition slip point calculation table memorize | stored in the driving force addition part at the time of the slip generation which concerns on the said embodiment. It is a figure which shows the time addition slip point calculation table memorize | stored in the slip generation continuation time addition part which concerns on the said embodiment. It is a flowchart which shows the procedure of the driving force subtraction slip point calculation process which concerns on the said embodiment. It is a figure which shows the driving force subtraction slip point calculation table memorize | stored in the driving force subtraction part at the time of the slip non-occurrence | production which concerns on the said embodiment. It is a flowchart which shows the procedure of the time subtraction slip point calculation process which concerns on the said embodiment. It is a figure which shows the time subtraction slip point calculation table memorize | stored in the slip non-occurrence continuation time subtraction part which concerns on the said embodiment. It is a flowchart which shows the procedure of the lateral G subtraction slip point calculation process which concerns on the said embodiment. It is a figure which shows the lateral G subtraction slip point calculation table memorize | stored in the lateral G subtraction part at the time of the slip non-occurrence | production which concerns on the said embodiment. It is a flowchart which shows the procedure of the vehicle speed subtraction slip point calculation process which concerns on the said embodiment. It is a figure which shows the vehicle speed subtraction slip point calculation table memorize | stored in the vehicle speed subtraction part at the time of the slip non-occurrence | production which concerns on the said embodiment. It is a time chart which shows an example of the drive state switching control which concerns on the said embodiment. It is a flowchart which shows the procedure of the drive state switching control which concerns on 2nd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the description of the second and subsequent embodiments, configurations and steps that are common to the first embodiment are denoted by the same reference numerals and description thereof is omitted.
[First Embodiment]
FIG. 1 is a diagram showing a vehicle equipped with a vehicle drive system according to a first embodiment of the present invention. The vehicle 3 equipped with the vehicle drive system 10 according to the present embodiment is a hybrid vehicle. As shown in FIG. 1, a vehicle drive system 10 mounted on a vehicle 3 includes a first drive device 1, a second drive device 2, and an electronic control unit (hereinafter referred to as a control device that controls these drive devices). (Referred to as “ECU”) 6, a PDU (power drive unit) 8, and a battery 9.

  The first drive device 1 is provided at the front portion of the vehicle 3 and drives the front wheels Wf and Wf as the first drive wheels. The first drive device 1 includes an internal combustion engine (ENG) 4, an electric motor 5, and a transmission 7. The internal combustion engine 4 and the electric motor 5 are connected in series, and torques of the internal combustion engine 4 and the electric motor 5 are transmitted to the front wheels Wf and Wf via the transmission 7.

  The internal combustion engine 4 is an in-line four-cylinder engine, for example, and generates torque for running the hybrid vehicle 3 by burning fuel. The crankshaft of the internal combustion engine 4 is connected to the output shaft of the electric motor 5.

  The electric motor 5 is, for example, a three-phase AC motor, and generates torque for causing the vehicle 3 to travel by using electric power stored in the battery 9. The electric motor 5 is connected to the battery 9 via a PDU 8 including an inverter, and assists the driving force of the internal combustion engine 4.

  The transmission 7 converts the torque generated in the internal combustion engine 4 into a rotational speed and torque at a desired gear ratio, and transmits them to the front wheels Wf and Wf.

  The second drive device 2 is provided at the rear portion of the vehicle 3 and drives rear wheels Wr (RWr, LWr) as second drive wheels. The second drive device 2 includes electric motors 2A and 2B. The torques of these electric motors 2A and 2B are transmitted to the rear wheels Wr (RWr, LWr).

  Similarly to the electric motor 5, the electric motors 2 </ b> A and 2 </ b> B are, for example, three-phase AC motors, and generate torque for causing the vehicle 3 to travel using electric power stored in the battery 9. The electric motors 2A and 2B are connected to the battery 9 via the PDU 8 including an inverter. When a control signal from the ECU 6 is input to the PDU 8, power supply from the battery 9 and energy to the battery 9 are obtained. Regeneration is controlled.

  Each of the four front wheels Wf, Wf and the rear wheels Wr (RWr, LWr) is provided with a friction brake (not shown). This friction brake is composed of, for example, a hydraulic disc brake. When the driver depresses the brake pedal, the depressing force is amplified and transmitted to the brake pad via a hydraulic cylinder, etc., and a frictional force is generated between the brake disk and the brake pad attached to each drive wheel. Each drive wheel is braked.

The second drive device 2 will be described in more detail. The second driving device 2 is described in detail in Japanese Patent Application Laid-Open No. 2010-235051 filed and published by the applicant of the present application.
FIG. 2 is a longitudinal sectional view of the second drive device 2 according to the present embodiment. FIG. 3 is a partially enlarged view of the second drive device 2 shown in FIG. As shown in FIGS. 2 and 3, the second drive device 2 has output shafts 10A and 10B that transmit driving force to the rear wheels RWr and LWr of the vehicle 3, and are arranged coaxially in the vehicle width direction. Is done. These output shafts 10A and 10B are connected to the axles of the rear wheels RWr and LWr. Inside the speed reducer case 11, motors 2A and 2B for driving the output shafts 10A and 10B and planetary gear speed reducers 12A and 12B for reducing the drive rotation of the motors 2A and 2B are output shafts 10A and 10B. It is arranged on the same axis.

  The stators 14A and 14B of the electric motors 2A and 2B are fixed inside the left and right ends of the speed reducer case 11, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. Cylindrical shafts 16A and 16B surrounding the outer periphery of the output shafts 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B, and the cylindrical shafts 16A and 16B are coaxially supported with the output shafts 10A and 10B so as to be relatively rotatable. Is done. Resolvers 20A and 20B that detect rotational position information of the rotors 15A and 15B are provided on the end walls 17A and 17B of the speed reducer case 11.

  The planetary gear type speed reducers 12A and 12B include sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshed with the sun gear 21, planetary carriers 23A and 23B that support the planetary gears 22A and 22B, planetary gears 22A, Ring gears 24A and 24B meshed with the outer peripheral side of 22B, the driving force of the motors 2A and 2B is input from the sun gears 21A and 21B, and the reduced driving force is output through the planetary carriers 23A and 23B. For details of the planetary gear type speed reducers 12A and 12B, refer to Japanese Patent Application Laid-Open No. 2010-235051.

A cylindrical space is secured between the speed reducer case 11 and the ring gear 24A, and a hydraulic brake 60 that brakes the ring gears 24A and 24B overlaps the second pinion 26A in the radial direction in the space. The first pinion 27A is disposed so as to overlap in the axial direction. In the hydraulic brake 60, a plurality of fixed plates 35 that are spline-fitted to the inner peripheral surface of the speed reducer case 11 and a plurality of rotary plates 36 that are spline-fitted to the outer peripheral surface of the ring gear 24A are alternately arranged in the axial direction. These plates 35 and 36 are engaged and released by an annular piston 37.
The piston 37 is accommodated in an annular cylinder chamber 38 formed between the speed reducer case 11, the support wall 39, and the cylindrical support portion 42, and the piston 37 is inserted into the cylinder chamber 38 by introduction of high-pressure oil. The piston 37 is moved backward by discharging the oil from the cylinder chamber 38. The hydraulic brake 60 is connected to the oil pump.
For details of the hydraulic brake 60 and the piston 37, refer to Japanese Unexamined Patent Application Publication No. 2010-233501.

A cylindrical space is also secured between the reduction gear case 11 and the ring gear 24B, and only one direction of power is transmitted to the ring gears 24A and 24B and the power in the other direction is cut off in the space. A direction clutch 50 is disposed. The one-way clutch 50 is configured by interposing a large number of sprags 53 between the inner race 51 and the outer race 52, and the inner race 51 is configured integrally with the gear portion 28B of the ring gear 24B. The outer race 52 is positioned by the inner peripheral surface of the speed reducer case 11 and is prevented from rotating.
The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 travels forward with the driving force of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is configured to lock or disconnect the ring gears 24A and 24B according to the direction of the torque acting on the ring gears 24A and 24B, and the rotation of the sun gears 21A and 21B when the vehicle 3 moves forward. When the direction is the forward rotation direction, the rotation of the ring gears 24A and 24B is locked when the torque in the reverse rotation direction acts on the ring gears 24A and 24B.

  In the second drive device 2 configured as described above, the planetary gear type speed reducers 12A and 12B are opposed in the axial direction at the center, and the ring gear 24A of the planetary gear type speed reducer 12A and the ring gear 24B of the planetary gear type speed reducer 12B. And the connected ring gears 24 </ b> A and 4 </ b> B are rotatably supported by a cylindrical support portion 42 of the reduction gear case 11 via a bearing 43. In addition, a hydraulic brake 60 is provided in a space between the outer diameter side of the planetary gear type speed reducer 12A and the speed reducer case 11, and the space between the outer diameter side of the planetary gear type speed reducer 12B and the speed reducer case 11 is provided. A one-way clutch 50 is provided in the space, and a piston 37 that operates the hydraulic brake 60 is disposed between the hydraulic brake 60 and the one-way clutch 50 and on the outer diameter side of the bearing 34.

An operation during normal running of the second drive device 2 having the above configuration will be described.
FIG. 4 is a diagram showing a state of the electric motors 2A and 2B and a state of the separation mechanism (one-way clutch 50 and the hydraulic brake 60) in the traveling state of the vehicle. In FIG. 4, the front represents the first drive device 1 that drives the front wheels Wf, Wf, the rear represents the second drive device 2 that drives the rear wheels Wr (RWr, LWr), and ○ is activated (including drive and regeneration). And x means inactive (stopped). The MOT state represents the state of the electric motors 2A and 2B of the second drive device 2. Further, ON of the separation mechanism means that the ring gears 24A and 24B are locked, and OFF means that the ring gears 24A and 24B are in a free state. OWC means the one-way clutch 50, and BRK means the hydraulic brake 60.

First, since both the first drive device 1 on the front wheels Wf and Wf side and the second drive device 2 on the rear wheel Wr (RWr, LWr) side are stopped while the vehicle is stopped, the motors 2A and 2B are stopped. The separation mechanism is also inactive.
Next, after the key position is turned ON, the electric motors 2A and 2B of the second drive device 2 are driven when the EV starts. At this time, the separation mechanism is locked by the one-way clutch 50, and the power of the electric motors 2A and 2B is transmitted to the rear wheels RWr and LWr.
Subsequently, at the time of acceleration, the two-wheel (four-wheel) drive state (AWD) in which both the first drive device 1 and the second drive device 2 are driven is entered. At this time, the separation mechanism is locked by the one-way clutch 50, and the electric motor The power of 2A and B is transmitted to the rear wheels RWr and LWr.
In the EV cruise in the low / medium speed range, since the motor efficiency is good, the first driving device 1 is in the non-operating state, and the rear wheel single driving state (RWD) in which only the second driving device 2 is driven is set. Also at this time, the separation mechanism is locked by the one-way clutch 50, and the power of the electric motors 2A and 2B is transmitted to the rear wheels RWr and LWr.

On the other hand, in the high speed cruise, the front drive single drive state (FWD) by the first drive device 1 is entered because the engine efficiency is good. At this time, since the one-way clutch 50 of the separation mechanism is disconnected (OWC free) and the hydraulic brake 60 is not operated, the electric motors 2A and 2B are stopped.
In the case of natural deceleration, the one-way clutch 50 of the separation mechanism is disengaged (OWC free) and the hydraulic brake 60 is not operated, so that the electric motors 2A and 2B are stopped.

On the other hand, when decelerating and regenerating, for example, when driven by the driving force of the first drive device 1, the one-way clutch 50 of the disengaging mechanism is disconnected (OWC free), but by engaging the hydraulic brake 60, the electric motor Regenerative charging is performed at 2A and 2B.
In normal running, the motor 2A, 2B regenerates and collects the running energy in cooperation with the braking control for the friction brake, but the regeneration of the motors 2A, 2B is prohibited when emergency braking is required (for example, during ABS operation). Thus, priority is given to the braking control by the friction brake. In this case, the one-way clutch 50 is disconnected (OWC free), and the electric motors 2A and 2B are stopped by not operating the hydraulic brake 60.

  In the case of reverse travel, the first driving device 1 is stopped and the second driving device 2 is driven to enter the rear wheel single driving state (RWD), or both the first driving device 1 and the second driving device 2 are driven. The two-wheel drive state (AWD) is set. At this time, the motors 2A and 2B rotate in the reverse direction, and the one-way clutch 50 of the separation mechanism is disconnected (OWC free). However, by connecting the hydraulic brake 60, the power of the motors 2A and 2B is increased to the rear wheels RWr. , LWr.

Next, the configuration of the ECU 6 as the control device according to the present embodiment will be described.
The ECU 6 shapes an input signal waveform from various sensors, corrects a voltage level to a predetermined level, converts an analog signal value into a digital signal value, and a central processing unit (hereinafter referred to as a central processing unit). "CPU"). In addition, the ECU 6 includes a storage circuit that stores various calculation programs executed by the CPU, calculation results, and the like, and an output circuit that outputs a control signal to the PDU 8, the internal combustion engine 4, and the like.

The ECU 6 having the above hardware configuration executes drive state switching control for switching the drive state of the vehicle 3. Here, FIG. 5 is a functional block diagram showing a configuration of the ECU 6 according to the present embodiment. As shown in FIG. 5, the ECU 6 includes a wheel speed sensor 91, an accelerator opening sensor 92, an engine speed sensor 93, a motor current sensor 94, a lateral G sensor 95, a vehicle speed sensor 96, a steering angle sensor 97, and a yaw rate sensor 98. The detection signals of various sensors such as these are input, and control signals are output to the PDU 8 and the internal combustion engine (ENG) 4.
Further, the ECU 6 is a module for executing the drive state switching control, and includes a slip acquisition unit 61, an adjustable slip point calculation unit 62, an integrated slip point calculation unit 63, a drive state switching unit 64, and a stable travel determination unit. 65. Hereinafter, the function of each module will be described.

The slip acquisition unit 61 acquires that an excess slip, which is a predetermined slip or more, has occurred in the front wheels Wf, Wf as the first drive wheels or the rear wheels Wr (RWr, LWr) as the second drive wheels. Specifically, the slip acquisition unit 61 acquires that excess slip has occurred based on the wheel speed difference between the front wheels Wf, Wf and the rear wheels Wr (RWr, LWr) detected by the wheel speed sensor 91. The slip acquisition unit 61 sets the slip determination flag to “1” when acquiring that an excess slip has occurred, and sets the slip determination flag to “0” when not acquiring that an excess slip has occurred. To do.
Here, it can be considered that the vehicle 3 is traveling while always generating minute slips on the drive wheels even on a dry road in a high μ state. Therefore, the “excess slip” in the present embodiment excludes such a minute slip. Hereinafter, occurrence of excess slip is also simply referred to as occurrence of slip.

  The adjusting / slipping point calculating unit 62 discretely calculates the adding / subtracting slip points which are addition slip points or subtraction slip points based on the fact that the slip acquisition unit 61 has acquired or has not acquired that an excess slip has occurred. calculate. That is, the adjustment slip point calculation unit 62 calculates the addition slip point based on the fact that the slip acquisition unit 61 has acquired that an excess slip has occurred. Moreover, a subtraction slip point is calculated based on the fact that the slip acquisition unit 61 has not acquired that an excess slip has occurred.

Here, FIG. 6 is a functional block diagram showing a configuration of the adjustable slip point calculating unit 62 according to the present embodiment.
As shown in FIG. 6, when the slip acquisition unit 61 acquires that the excess slip has occurred, that is, when the slip determination flag is “1”, the adjustable slip point calculation unit 62 drives the drive wheel in which the excess slip has occurred. Based on the driving force correlation value correlated with the driving force, the adjusting slip point is calculated.
Here, as the driving force correlation value, for example, a wheel (one wheel) driving force, a wheel (one wheel) torque, a driving force of the first driving device 1 and the second driving device 2 for driving the wheel, and a first for driving the wheel. Although the torque of the drive device 1 and the 2nd drive device 2 is mentioned, it demonstrates taking a wheel (one wheel) drive force as an example below.

Specifically, as shown in FIG. 6, the adjustment slip point calculation unit 62 includes an addition slip point calculation unit 68 and a subtraction slip point calculation unit 69. When the slip determination flag is “1”, the addition / subtraction slip point calculation unit 62 calculates a positive addition slip point by the addition slip point calculation unit 68, and adds the calculated addition slip point to the integrated slip point calculation unit 63. Send.
Further, when the slip determination flag is “0”, the addition / subtraction slip point calculation unit 62 calculates a minus value subtraction slip point by the subtraction slip point calculation unit 69, and the calculated subtraction slip point is an integrated slip point calculation unit. 63.

  The added slip point calculation unit 68 includes a slip generation driving force addition unit 681 and a slip generation duration addition unit 682. The addition slip point calculation unit 68 calculates the addition slip point by adding up each addition slip point of the plus value calculated by each of these addition units.

The slip generation driving force addition unit 681 searches a driving force addition slip point calculation table (see FIG. 9), which is created and stored in advance, according to the one-wheel driving force [N] at the time of slip generation. Then, the driving force addition slip point is calculated as the addition slip point. The slip generation driving force addition unit 681 calculates a larger driving force addition slip point as the one wheel driving force at the time of slip generation is lower within a range not exceeding the first threshold.
Here, the one-wheel driving force in this specification means the maximum driving force among the driving forces of the four wheels of the vehicle 3. The one-wheel driving force is detected by a sensor, for example, an accelerator opening detected by an accelerator opening sensor 92, an engine speed detected by an engine speed sensor 93, and motors 5, 2A, 2B. Is estimated and acquired based on each motor current detected by the motor current sensor 94.
Further, the first threshold is set in advance to an appropriate value as an index for switching between the two-wheel drive state (AWD) and the one-wheel single drive state (2WD). The first threshold value is set to a value larger than a second threshold value which will be described later.

  The slip occurrence duration addition unit 682 is a time addition slip point calculation table (described later) that is created and stored in advance according to the slip occurrence duration [second], that is, the duration of the slip determination flag “1” (see FIG. 10). ) To calculate a time addition slip point as an addition slip point. The slip occurrence duration adding unit 682 calculates a larger time addition slip point as the slip occurrence duration is longer until the accumulated value of the time addition slip point exceeds a first threshold described later, and the accumulated value is the first threshold. After exceeding, the time addition slip point of approximately 0 is continuously calculated.

  Further, as shown in FIG. 6, the subtraction slip point calculation unit 69 includes a driving force subtraction unit 691, a slip non-occurrence duration subtraction unit 692, a slip non-occurrence lateral G subtraction unit 693, and a slip non-occurrence. And a vehicle speed subtraction unit 694 at the time of occurrence. The subtraction slip point calculation unit 69 calculates a subtraction slip point by adding the subtraction slip points of the negative values calculated by the subtraction units.

  The driving force subtraction unit 691 when no slip occurs searches a later-described driving force subtraction slip point calculation table (see FIG. 12) created and stored in advance according to the one-wheel driving force [N] when no slip occurs. Thus, the driving force subtraction slip point is calculated as the subtraction slip point. The driving force subtraction unit 691 when no slip occurs calculates a driving force subtraction slip point as 0 when the one-wheel driving force when slip does not occur is less than a predetermined value, and a constant driving force subtraction with a relatively large absolute value above the predetermined value. Calculate the slip point.

  The slip non-occurrence duration subtraction unit 692 is a time subtraction slip point calculation table (described later) that is created and stored in advance according to the slip non-occurrence duration [second], that is, the duration of the slip determination flag “0”. 14) to calculate a time subtraction slip point as a subtraction slip point. The slip non-occurrence duration subtraction unit 692 calculates a constant time subtraction slip point having a relatively small absolute value regardless of the slip non-occurrence duration.

  The lateral G subtraction unit 693 when slip does not occur is a later-described lateral G subtraction slip point calculation table created and stored in advance according to the lateral G detected by the lateral G sensor 95 when slip does not occur (see FIG. 16). To calculate a lateral G subtraction slip point as a subtraction slip point. When no slip occurs, the lateral G subtraction unit 693 calculates the lateral G subtraction slip point as 0 when the lateral G when the slip does not occur is less than a predetermined value, and a constant lateral G subtraction slip with a relatively large absolute value above the predetermined value. Calculate points.

  The vehicle speed subtraction unit 694 when no slip occurs searches a previously-stored vehicle speed subtraction slip point calculation table (see FIG. 18) that has been stored in advance, according to the vehicle speed detected by the vehicle speed sensor 96 when no slip occurs. The vehicle speed subtraction slip point is calculated as the subtraction slip point. When no slip occurs, the vehicle speed subtraction unit 694 calculates a constant vehicle speed subtraction slip point having a relatively large absolute value when the vehicle speed when the slip does not occur is less than a predetermined value, and calculates 0 as a vehicle speed subtraction slip point when the vehicle speed is less than the predetermined value. .

  The integrated slip point calculating unit 63 integrates the added slip point calculated by the added slip point calculating unit 68 and the subtracted slip point calculated by the subtracted slip point calculating unit 69, thereby obtaining the accumulated slip point over time. To calculate.

Returning to FIG. 5, the drive state switching unit 64, based on the accumulated slip point calculated by the accumulated slip point calculating unit 63, the front wheels Wf, Wf as the first drive wheel and the rear wheel Wr as the second drive wheel. (RWr, LWr) is a one-wheel single drive state (2WD) in which the vehicle 3 is driven by only one of them, front wheels Wf, Wf as first drive wheels, and rear wheels Wr (RWr, LWr) and the two-wheel drive state (AWD) in which the vehicle 3 is driven. The one-wheel single drive state includes a front-wheel single drive state (FWD) in which the vehicle 3 is driven only by the front wheels Wf and Wf, and a rear-wheel single drive state (RWD) in which the vehicle 3 is driven only by the rear wheels Wr (RWr and LWr). ), And the drive state switching unit 64 executes switching between the front wheel single drive state (FWD), the rear wheel single drive state (RWD), and the two-wheel drive state (AWD).
Specifically, the drive state switching unit 64 sets the slip AWD request flag to “1” when the cumulative slip point is equal to or greater than the first threshold, and sets the drive state of the vehicle 3 to the two-wheel drive state (AWD). Switch to. Further, the drive state switching unit 64 sets the slip AWD request flag to “0” when the cumulative slip point is less than the first threshold and a later-described stable travel determination flag is “1”. The drive state is switched to the one-wheel single drive state (2WD).

The driving state switching unit 64 sets the RWD prohibition request flag to “1” when the cumulative slip point is equal to or greater than the second threshold, and switches the driving state of the vehicle 3 to the front wheel single driving state (FWD). Further, when the integrated slip point is less than the second threshold, the driving state switching unit 64 sets the RWD prohibition request flag to “0” and switches the driving state of the vehicle 3 to the rear wheel single driving state (RWD). .
Here, the second threshold value is preset to an appropriate value as an index for switching between the front wheel single drive state (FWD) and the rear wheel single drive state (RWD). The second threshold value is set to a value smaller than the first threshold value described above.

  The stable traveling determination unit 65 determines whether or not the vehicle 3 is traveling stably. Specifically, when the slip AWD request flag is “1”, based on detected values of the rudder angle sensor 97, the yaw rate sensor 98, the vehicle speed sensor 96, the wheel speed sensor 91, and the like, and an estimated value using the detected values. Thus, it is determined whether or not the vehicle 3 is traveling stably. The stable travel determination unit 65 sets the stable travel determination flag to “1” when determining that the vehicle 3 is traveling stably, and sets the stable travel determination flag to “0” when it is determined that the vehicle 3 is not traveling stably. Set to.

Next, drive state switching control executed by the ECU 6 according to the present embodiment will be described.
FIG. 7 is a flowchart showing a procedure of drive state switching control according to the present embodiment. This control process is repeatedly executed by the ECU 6.

  In step S1, it is determined whether or not the slip determination flag is “1”. If this determination is YES, since the occurrence of slip has been acquired, the process proceeds to step S2, and after calculating the added slip point, the process proceeds to step S4. In the case of NO, since no slip has occurred, the process proceeds to step S3, and after calculating the subtraction slip point, the process proceeds to step S4.

  In step S4, the added slip point calculated in step S2 or the subtracted slip point calculated in step S3 is integrated with the previous value of the integrated slip point to calculate the integrated slip point. Thereafter, the process proceeds to step S5.

  In step S5, it is determined whether or not the integrated slip point calculated in step S4 is greater than or equal to the first threshold value. If this determination is YES, the process proceeds to step S6, and if NO, the process proceeds to step S7.

  In step S6, the slip AWD request flag is set to “1”, and this process ends. As a result, switching to AWD is executed or AWD is maintained.

  In step S7, it is determined whether or not the slip AWD request flag is “1”. If this determination is YES, the process proceeds to step S8, and if NO, the process proceeds to step S11.

  In step S8, it is determined whether or not the vehicle 3 is traveling stably. When it is determined that the vehicle 3 is traveling stably, the stable traveling determination flag is set to “1”, and when it is determined that the vehicle 3 is not traveling stably, the stable traveling determination flag is set to “0”.

  In step S9, it is determined whether or not the stable travel determination flag set by the stable travel determination in step S8 is “1”. If this determination is YES, the stability of the vehicle 3 can be secured, and the process proceeds to step S10. After the slip AWD request flag is set to “0”, the process proceeds to step S11. Thereby, switching to 2WD, that is, FWD or RWD is executed.

  If the determination in step S9 is NO, since the stability of the vehicle 3 has not been secured, the process proceeds to step S6, the slip AWD request flag is set to “1”, and this process ends. Thereby, AWD is maintained.

  In step S11, it is determined whether or not the integrated slip point calculated in step S4 is equal to or greater than a second threshold value that is smaller than the first threshold value. If this determination is YES, the process proceeds to step S12, and if NO, the process proceeds to step S13.

  In step S12, the RWD prohibition request flag is set to “1”, and this process ends. Thereby, switching to RWD is prohibited, switching to FWD is executed, or FWD is maintained.

  In step S13, the RWD prohibition request flag is set to “0”, and this process ends. Thereby, switching to FWD or RWD is executed, or FWD or RWD is maintained.

  In addition, you may abbreviate | omit the step based on the stable driving | running | working of the vehicle 3 of step S8 and step S9.

  Next, the addition slip point calculation process according to the present embodiment executed in step S2 of FIG. 7 will be described. In the addition slip point calculation process according to the present embodiment, after each addition slip point is calculated by the driving force addition slip point calculation process and the time addition slip point calculation process, a process of adding the calculated addition slip points is executed. The

FIG. 8 is a flowchart showing the procedure of the added slip point calculation process according to the present embodiment.
In step S21, it is determined whether or not the slip determination flag is “1”. If this determination is YES, the process proceeds to step S22, and if NO, the process proceeds to step S26, the addition slip point is reset to “0”, and this process ends.

  In step S22, it is determined whether or not the current process is the first time. If this determination is YES, the process proceeds to step S23, and if NO, the process proceeds to step S25.

  In step S23, an additional slip point is searched from the table based on the one-wheel driving force when slip occurs. Specifically, a driving force addition slip point is created by searching a driving force addition slip point calculation table created in advance and stored in the slip generation driving force addition unit 681 according to the one-wheel driving force at the time of slip occurrence. Is calculated. Thereafter, the process proceeds to step S24.

Here, FIG. 9 is a diagram showing a driving force addition slip point calculation table stored in the driving force addition unit 681 when slip occurs. In FIG. 9, the horizontal axis represents the single wheel driving force [N], and the vertical axis represents the positive driving force addition slip point.
As shown in FIG. 9, in the driving force addition slip point calculation table, the driving force addition slip point is proportionally increased as the one wheel driving force at the time of occurrence of slipping is lower in the range not exceeding the first threshold. Is set to be This is because when the slip is generated, the road surface is in a lower μ state as the one-wheel driving force is lower, so the driving force addition slip point is set to a larger value to switch to AWD earlier. This is for securing a long AWD travel time. However, the driving force addition slip point is set to be constant when the one-wheel driving force increases to some extent.

  Returning to FIG. 8, in step S24, the initial value of the slip occurrence duration is set, and this process is terminated. Specifically, for example, as shown by a Y-axis intercept in FIG. 10 described later, the integrated value of the time addition slip point when the slip occurrence duration is 0 seconds, that is, the initial value of the slip occurrence duration is set to 0. Good.

  In step S25, an additional slip point is searched from a table based on the slip occurrence continuation time, and this process ends. Specifically, the time addition slip point is calculated by searching a time addition slip point calculation table created in advance and stored in the slip occurrence duration addition unit 682 in accordance with the slip occurrence duration.

Here, FIG. 10 is a diagram showing a time addition slip point calculation table stored in the slip occurrence duration addition unit 682. In FIG. 10, the horizontal axis represents the slip occurrence duration [seconds], and the vertical axis represents the integrated value of the positive time addition slip points. That is, the discrete one-time pure time addition slip point is the sum of the time addition slip point at one of the adjacent points in FIG. 10 and the time addition slip point at the other point. Expressed by differences.
As shown in FIG. 10, the time addition slip point calculation table is set so that the time addition slip point increases as the slip occurrence duration increases until the integrated value of the time addition slip points exceeds the first threshold. . This is because there is a possibility of erroneous slip determination when the slip occurrence duration is too short. Therefore, by setting the time addition slip point to be smaller, the AWD is wasted even though the road surface is in a high μ state. This is to avoid switching to.
In addition, the time addition slip point according to a slip generation | occurrence | production continuation time is set so that it may become in the two-wheel drive state (AWD) request | requirement response time.
In addition, after the integrated value of the time addition slip point exceeds the first threshold, the time addition slip point of approximately 0 is continuously calculated, and the integrated value of the time addition slip point is set to be constant. This is because if the integrated value of the time addition slip point exceeds the first threshold excessively, the duration time of the two-wheel drive state (AWD) becomes too long, and the drive efficiency (fuel consumption, power consumption) deteriorates. is there.

  Next, the subtraction slip point calculation process according to the present embodiment executed in step S3 in FIG. 7 will be described. In the subtraction slip point calculation process according to the present embodiment, each subtraction slip point is calculated by the driving force subtraction slip point calculation process, the time subtraction slip point calculation process, the lateral G subtraction slip point calculation process, and the vehicle speed subtraction slip point calculation process. Then, a process of adding the calculated subtraction slip points is executed.

FIG. 11 is a flowchart showing a procedure of driving force subtraction slip point calculation processing according to the present embodiment.
In step S311, it is determined whether or not the integrated slip point is greater than zero. If this determination is YES and accumulated slip points are accumulated, the process proceeds to step S312. If this determination is NO and the accumulated slip point is not accumulated, the process proceeds to step S315, the subtraction slip point is set to 0, and this process is terminated. As a result, when the cumulative slip point is 0, only 0 is calculated as the subtracted slip point, so that the cumulative slip point is prevented from having a negative value.

  In step S312, it is determined whether or not the slip determination flag is “0”. If this determination is YES, the process proceeds to step S313, and after acquiring the one-wheel driving force when no slip occurs, the process proceeds to step S314. If this determination is NO, the process proceeds to step S315, the subtraction slip point is set to 0, and this process ends.

  In step S314, the subtraction slip point is searched from the single wheel driving force acquired in step S313, and the process is terminated. Specifically, the driving force subtraction is performed by searching a driving force subtraction slip point calculation table prepared in advance and stored in the driving force subtraction unit 691 when no slip occurs according to the one-wheel driving force when no slip occurs. Calculate the slip point.

Here, FIG. 12 is a diagram showing a driving force subtraction slip point calculation table stored in the driving force subtraction unit 691 when no slip occurs. In FIG. 12, the horizontal axis represents the single wheel driving force [N], and the vertical axis represents the negative driving force subtraction slip point.
As shown in FIG. 12, the driving force subtraction slip point calculation table is set so that the driving force subtraction slip point is 0 when the one-wheel driving force when slip does not occur is less than a predetermined value, and the absolute value is greater than or equal to the predetermined value. The value is set to be a relatively large constant driving force subtraction slip point. This is because when the slip does not occur, the road surface is surely in a high μ state as the one-wheel driving force is higher. Therefore, by setting the driving force subtraction slip point to a larger value, unnecessary AWD is set. This is to avoid traveling. Another reason for this is to avoid switching to 2WD in spite of the low μ state.

FIG. 13 is a flowchart showing a procedure of time subtraction slip point calculation processing according to the present embodiment.
In step S321, it is determined whether or not the integrated slip point is greater than zero. If this determination is YES and accumulated slip points are accumulated, the process proceeds to step S322. If this determination is NO and the accumulated slip point is not accumulated, the process proceeds to step S325, the slip non-occurrence duration counter value SNT_CNT is reset to 0, the subtraction slip point is set to 0, and this process ends. To do. As a result, when the cumulative slip point is 0, only 0 is calculated as the subtracted slip point, so that the cumulative slip point is prevented from having a negative value.

  In step S322, it is determined whether or not the slip determination flag is “0”. If this determination is YES, the process proceeds to step S323, and after the slip non-occurrence duration counter value SNT_CNT is incremented, the process proceeds to step S324. If this determination is NO, the routine proceeds to step S325, the slip non-occurrence continuation time counter value SNT_CNT is reset to 0, the subtraction slip point is set to 0, and this processing is terminated.

  In step S324, a subtraction slip point is searched from the slip non-occurrence duration counter value SNT_CNT incremented in step S323, and this process is terminated. Specifically, the time subtraction slip point calculation table prepared in advance and stored in the slip non-occurrence duration subtraction unit 692 in accordance with the slip non-occurrence duration counter value SNT_CNT, that is, the slip non-occurrence duration [seconds] is stored. By searching, the time subtraction slip point is calculated.

Here, FIG. 14 is a diagram showing a time subtraction slip point calculation table stored in the slip non-occurrence continuation time subtraction unit 692. In FIG. 14, the horizontal axis represents the non-slip occurrence duration [second], and the vertical axis represents the negative time subtraction slip point.
As shown in FIG. 14, the time subtraction slip point calculation table is set so as to be a constant time subtraction slip point having a relatively small absolute value regardless of the slip non-occurrence duration. This is because the cumulative slip point is gradually decreased with the non-slip occurrence duration.

FIG. 15 is a flowchart showing the procedure of the lateral G subtraction slip point calculation process according to the present embodiment.
In step S331, it is determined whether or not the integrated slip point is greater than zero. If this determination is YES and accumulated slip points are accumulated, the process proceeds to step S332. When this determination is NO and the accumulated slip point is not accumulated, the process proceeds to step S334, the subtraction slip point is set to 0, and this process is terminated. As a result, when the cumulative slip point is 0, only 0 is calculated as the subtracted slip point, so that the cumulative slip point is prevented from having a negative value.

  In step S332, it is determined whether or not the slip determination flag is “0”. If this determination is YES, the process proceeds to step S333, and if this determination is NO, the process proceeds to step S334, the subtraction slip point is set to 0, and this process ends.

  In step S333, the table is searched for the subtracted slip point from the lateral G when no slip occurs, and this process is terminated. Specifically, the lateral G subtraction slip is calculated by searching a lateral G subtraction slip point calculation table prepared in advance and stored in the lateral G subtraction unit 693 when no slip occurs according to the lateral G when the slip does not occur. Calculate points.

Here, FIG. 16 is a diagram showing a lateral G subtraction slip point calculation table stored in the lateral G subtraction unit 693 when no slip occurs. In FIG. 16, the horizontal axis represents the horizontal G, and the vertical axis represents the negative lateral G subtraction slip point.
As shown in FIG. 16, the lateral G subtraction slip point calculation table is set so that the lateral G subtraction slip point is 0 when the lateral G is less than a predetermined value when no slip occurs, and the absolute value is compared when the predetermined value or more. Is set to be a large constant lateral G subtraction slip point. This is to avoid unnecessary AWD travel by setting a larger lateral G subtraction slip point because the road surface is surely in a higher μ state as the lateral G is larger when no slip occurs. It is. Another reason for this is to avoid switching to 2WD in spite of the low μ state.

FIG. 17 is a flowchart showing a procedure of vehicle speed subtraction slip point calculation processing according to the present embodiment.
In step S341, it is determined whether or not the integrated slip point is greater than zero. If this determination is YES and accumulated slip points are accumulated, the process proceeds to step S342. If this determination is NO and the accumulated slip point is not accumulated, the process proceeds to step S344, the subtraction slip point is set to 0, and this process is terminated. As a result, when the cumulative slip point is 0, only 0 is calculated as the subtracted slip point, so that the cumulative slip point is prevented from having a negative value.

  In step S342, it is determined whether or not the slip determination flag is “0”. If this determination is YES, the process proceeds to step S343. If this determination is NO, the process proceeds to step S344, the subtraction slip point is set to 0, and the present process is terminated.

  In step S343, the table is searched for a subtracted slip point from the vehicle speed when no slip occurs, and this process is terminated. Specifically, the vehicle speed subtraction slip point is calculated by searching a vehicle speed subtraction slip point calculation table that is created in advance and stored in the vehicle speed subtraction unit 694 when no slip occurs according to the vehicle speed when no slip occurs. .

Here, FIG. 18 is a diagram showing a vehicle speed subtraction slip point calculation table stored in the vehicle speed subtraction unit 694 when no slip occurs. In FIG. 18, the horizontal axis represents the vehicle speed, and the vertical axis represents the negative vehicle speed subtraction slip point.
As shown in FIG. 18, the vehicle speed subtraction slip point calculation table is set so that the absolute value is a relatively large constant vehicle speed subtraction slip point when the vehicle speed when no slip occurs is less than a predetermined value, and the vehicle speed is greater than the predetermined value. The subtraction slip point is set to 0. This is because the absolute value of the vehicle speed subtraction slip point is set to a relatively large constant value at the low vehicle speed that is less than the predetermined value even if a slip occurs. This is because when the vehicle speed subtraction slip point is set to 0, switching from AWD to 2WD is executed at a more appropriate timing.

Next, an example of drive state switching control according to the present embodiment will be described. FIG. 19 is a time chart illustrating an example of drive state switching control according to the present embodiment.
In FIG. 19, a bar graph on the + side (upper side in FIG. 19) in the row of “integrated slip point” represents an addition slip point, a bar graph on the − side (lower side in FIG. 19) represents a subtraction slip point, and a line graph is Represents the accumulated slip point.

  First, at time t1 after the start of RWD (EV), the calculation of the added slip point is started in response to the occurrence of slip being acquired and the slip determination flag being set to “1”. At this time, since slip occurs in a low driving force state (the added slip point is large as shown in FIG. 9), the calculated value of the added slip point is large. For this reason, the integrated slip point, which is the integrated value of the added slip points, becomes equal to or greater than the first threshold, and the slip AWD request flag is set to “1” accordingly, and switching to AWD is executed. At the same time, as a matter of course, since the integrated slip point is equal to or greater than the second threshold value that is smaller than the first threshold value, the RWD prohibition request flag is set to “1”.

  The calculation of the additional slip point is continued until time t2 when the slip determination flag is set to “0”. Also, during the period from time t1 to t2, the cumulative slip points are increased by accumulating the positive additional slip points calculated based on the slip occurrence continuation time.

  At time t2, the occurrence of slip is not acquired and the calculation of the addition slip point is terminated in response to the slip determination flag being set to “0”, and instead the calculation of the subtraction slip point is started. At this time, because the vehicle speed is high (the subtraction slip point is small as shown in FIG. 18) and the driving force is low (the subtraction slip point is small as shown in FIG. 12), the calculated value of the subtraction slip point is small.

  The calculation of the subtraction slip point is continued until time t3 when the cumulative slip point becomes 0, and the negative subtraction slip point calculated based on the non-slip occurrence duration is accumulated from time t2 to t3. As a result, the accumulated slip point decreases. At time t3, although the integrated slip point is already less than the first threshold value, the stable travel determination flag is “0”, so the AWD travel is maintained while the slip AWD request flag remains “1”.

  At time t4, the slip AWD request flag is set to “0” in response to the cumulative slip point being less than the first threshold and the stable travel determination flag being “1”. Further, the RWD prohibition request flag is set to “0” in response to the cumulative slip point being less than the second threshold. Thereby, switching to FWD or RWD is performed.

  At time t5, the calculation of the additional slip point is started in response to the occurrence of slip again being acquired and the slip determination flag being set to “1”. At this time, since slip occurs in a state of high driving force (the added slip point is small as shown in FIG. 9), the calculated value of the added slip point is small. Therefore, since the integrated slip point, which is the integrated value of the added slip points, is less than the first threshold value, the slip AWD request flag remains “0”. On the other hand, since the integrated slip point is equal to or greater than the second threshold, the RWD prohibition request flag is set to “1”, and switching to RWD is prohibited. Thereby, when it is RWD before t5, switching to FWD is performed.

  At time t6, the occurrence of slip is not acquired and the calculation of the addition slip point is terminated in response to the slip determination flag being set to “0”, and instead the calculation of the subtraction slip point is started. At this time, since the driving speed is high (the subtraction slip point is large as shown in FIG. 12) at a high vehicle speed (the subtraction slip point is small as shown in FIG. 18), the calculated value of the subtraction slip point is large. Further, since the integrated slip point is less than the first threshold value, the slip AWD request flag remains “0”.

  At time t7, the RWD prohibition request flag is set to “0” in response to the cumulative slip point being less than the second threshold value, and switching to FWD or RWD is executed.

  At time t8, in response to the occurrence of slip being acquired again and the slip determination flag being set to “1”, calculation of the additional slip point is started. At this time, since the slip occurs at a low driving force (the added slip point is large as shown in FIG. 9), the calculated value of the added slip point is large. For this reason, the integrated slip point, which is the integrated value of the added slip points, becomes equal to or greater than the first threshold, and the slip AWD request flag is set to “1” accordingly, and switching to AWD is executed. At the same time, as a matter of course, since the integrated slip point is equal to or greater than the second threshold value that is smaller than the first threshold value, the RWD prohibition request flag is set to “1”.

  At time t9, the occurrence of slip is not acquired and the calculation of the addition slip point is terminated in response to the slip determination flag being set to “0”, and instead the calculation of the subtraction slip point is started. At this time, no slip occurs at a low vehicle speed (the subtraction slip point is large as shown in FIG. 18) and a low driving force (the subtraction slip point is small as shown in FIG. 12). The calculated point value is large.

  The calculation of the subtraction slip point is continued until time t10 when the cumulative slip point becomes 0, and the cumulative slip point is decreased by integrating the calculated subtraction slip point from time t9 to t10. At time t10, although the integrated slip point is already less than the first threshold value, the stable travel determination flag is “0”, so the AWD travel is maintained while the slip AWD request flag remains “1”.

  At time t11, the slip AWD request flag is set to “0” in response to the cumulative slip point being less than the first threshold and the stable travel determination flag being “1”. Further, the RWD prohibition request flag is set to “0” in response to the cumulative slip point being less than the second threshold. Thereby, switching to FWD or RWD is performed.

According to this embodiment, the following effects are produced.
In the present embodiment, the subtraction slip point is calculated based on the fact that no slip has occurred. Then, the subtraction slip points are integrated, and the two-wheel drive state (AWD) and the one-wheel single drive state (2WD) are switched based on the integrated slip points calculated over time.
Thereby, it is possible to switch between AWD and 2WD in consideration of a situation where no slip occurs. Therefore, after a slip has occurred once, when the road surface is clearly in a high μ state and the AWD becomes unnecessary, it is possible to quickly switch from AWD to 2WD. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.
In addition, according to the present embodiment, by adopting a point system for switching control of the driving state of the vehicle 3, different physical quantities (for example, slip amount, driving force, time, etc.) are rearranged on the same reference for calculation / Can manage.

Further, in the present embodiment, when calculating the subtraction slip point based on the fact that no slip has occurred, based on the driving force correlation value that correlates with the driving force of the drive wheel that has not been acquired that the slip has occurred. To calculate the subtraction slip point.
Accordingly, the driving state transition based on the calculation and integration of the points based on the driving force of the driving wheel when no slip occurs can be used instead of the driving state transition based on a simple time lapse as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

In this embodiment, when the driving force correlation value is large, a larger subtraction slip point is calculated than when the driving force correlation value is small. Here, a large driving force correlation value clearly means that the road surface is in a high μ state.
Accordingly, when the driving force correlation value is large and the road surface is clearly in the high μ state and the AWD is not necessary, the switching from AWD to 2WD can be performed quickly. Therefore, since it is possible to reliably switch the driving state of the vehicle at a more appropriate timing, the AWD duration time can be further reduced, and the driving efficiency can be further improved.

Further, in the present embodiment, when calculating the subtraction slip point based on the fact that no slip has occurred, based on the non-occurrence duration that is the duration when the situation where the slip is not acquired is continued, Calculate the subtraction slip point.
Accordingly, the driving state transition based on the calculation and integration of the points based on the non-slip occurrence duration time can be used instead of the driving state transition based on the simple passage of time as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

In the present embodiment, when the subtraction slip point is calculated based on the fact that no slip has occurred, the subtraction slip point is calculated based on the lateral acceleration correlation value generated in the vehicle.
Accordingly, the driving state transition based on the calculation and integration of the points based on the lateral acceleration occurring in the vehicle when no slip occurs can be used instead of the driving state transition based on a simple time lapse as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

In the present embodiment, when the lateral acceleration correlation value is large, a larger subtraction slip point is calculated than when the lateral acceleration correlation value is small. Here, a large lateral acceleration correlation value means that the road surface is clearly in a high μ state.
Thereby, when the lateral acceleration correlation value is large and the road surface is clearly in a high μ state and the AWD is not necessary, the switching from AWD to 2WD can be performed quickly. Therefore, since it is possible to reliably switch the driving state of the vehicle at a more appropriate timing, the AWD duration time can be further reduced, and the driving efficiency can be further improved.

In this embodiment, when the subtraction slip point is calculated based on the fact that no slip has occurred, the subtraction slip point is calculated based on the vehicle speed correlation value correlated with the vehicle speed.
Thus, the driving state transition based on the calculation and integration of the points based on the vehicle speed when no slip occurs can be used instead of the driving state transition based on a simple time lapse as in the prior art. Therefore, since the driving state of the vehicle can be switched at a more appropriate timing, the AWD duration time can be reduced and the driving efficiency can be improved.

In the present embodiment, when the vehicle speed correlation value is small, a larger subtraction slip point is calculated than when the vehicle speed correlation value is large.
Thereby, when the vehicle speed correlation value is small, even if slip occurs, the behavior of the vehicle is not greatly disturbed, so that the switching from AWD to 2WD can be performed promptly. Therefore, since it is possible to reliably switch the driving state of the vehicle at a more appropriate timing, the AWD duration time can be further reduced, and the driving efficiency can be further improved.

Further, in the present embodiment, the driving state of the vehicle is switched to the two-wheel drive state (AWD) when the cumulative slip point is equal to or greater than the first threshold value, and single wheel single drive is performed when the cumulative slip point is less than the first threshold value. Switch to state (2WD).
Here, in general, in a vehicle in the order of 2WD and AWD, the vehicle stability increases while the driving efficiency deteriorates. On the other hand, according to the present embodiment, 2WD and AWD can be switched at a more appropriate timing, so that vehicle stability can be ensured and driving efficiency can be further improved.

In the present embodiment, when the integrated slip point is equal to or greater than the first threshold, switching to the one-wheel single drive state (2WD) is prohibited.
Thereby, since switching to 2WD can be prohibited at a more appropriate timing, vehicle stability can be further ensured.

In this embodiment, the driving state of the vehicle is switched to the two-wheel drive state (AWD) when the cumulative slip point is equal to or greater than the first threshold, and the cumulative slip point is equal to or greater than the second threshold smaller than the first threshold. When it is less than the threshold value, it switches to the front wheel single drive state (FWD), and when the integrated slip point is less than the second threshold value, it switches to the rear wheel single drive state (RWD).
Here, in general, the vehicle stability increases in the order of RWD, FWD, and AWD, while the drive efficiency decreases in the order of 2WD (RWD, FWD) and AWD. On the other hand, according to the present invention, RWD, FWD, and AWD can be switched at a more appropriate timing, so that vehicle stability can be further ensured and driving efficiency can be further improved.

In the present embodiment, when the cumulative slip point is equal to or greater than the first threshold, switching to the front wheel single drive state (FWD) and the rear wheel single drive state (RWD) is prohibited, and the cumulative slip point is lower than the first threshold. Switching to the rear wheel single drive state (RWD) is prohibited when the value is equal to or greater than the small second threshold value.
Here, as described above, the vehicle generally increases in vehicle stability in the order of RWD, FWD, and AWD, while the drive efficiency decreases in the order of 2WD (RWD, FWD) and AWD. On the other hand, according to the present invention, since switching to FWD or RWD can be prohibited at a more appropriate timing, vehicle stability can be further ensured and drive efficiency can be further improved.

  Moreover, in this embodiment, the 1st drive device 1 shall be provided with the internal combustion engine 4 as a drive source, and the 2nd drive device 2 shall be provided only with motor 2A, 2B as a drive source. That is, it is assumed that at least the internal combustion engine 4 is provided as a drive source for the front wheels Wf, Wf, and only the electric motors 2A, 2B are provided as drive sources for the rear wheels Wr (RWr, LWr). In such a vehicle 3, the drive efficiency deteriorates in the order of RWD, FWD, and AWD. According to the present embodiment, RWD, FWD, and AWD can be switched at a more appropriate timing, so that vehicle stability can be further ensured. At the same time, the driving efficiency can be further improved.

In this embodiment, an additional slip point is acquired based on the occurrence of slip. Further, the integrated slip point is calculated by adding the acquired additional slip point to the subtracted slip point and performing integration.
Thereby, the drive state of the vehicle can be switched at a more appropriate timing, and the drive efficiency can be further improved.

In the present embodiment, the additional slip point is calculated based on the driving force correlation value that correlates with the driving force of the driving wheel in which the slip has occurred. And based on the integrated slip point which is the integrated value of the calculated adjustable slip point, the one-wheel single drive state (2WD) and the two-wheel drive state (AWD) are switched.
Thus, instead of simply switching the driving state according to the integrated value of the slip amount as in the prior art, the driving state is switched based on the driving force of the driving wheel in which the slip has occurred. The driving state can be switched.
For example, when the slip amount is the same, there is a high possibility that the road surface is in a lower μ state when the slip occurs with a low driving force. On the other hand, according to the present embodiment, since the driving state can be switched according to the driving force of the driving wheel in which the slip has occurred, the AWD is required although the road surface is in the low μ state and the AWD is necessary. Switching from 2WD to 2WD can be suppressed, and vehicle stability can be ensured.
Further, when the slip amount is the same, there is a high possibility that the road surface is in a higher μ state when the slip is generated with a high driving force. On the other hand, according to the present embodiment, since the driving state can be switched according to the driving force of the driving wheel in which the slip has occurred, the 2WD is used even though the road surface is in the high μ state and the AWD is unnecessary. The switching from AWD to AWD can be suppressed, and the AWD can be prevented from continuing unnecessarily for a long time, thereby improving the driving efficiency.

[Second Embodiment]
The vehicle drive system according to the second embodiment of the present invention differs from the vehicle drive system 10 according to the first embodiment only in the configuration of the drive state switching unit.
Specifically, the drive state switching unit according to the present embodiment sets the 2WD prohibition request flag to “1” when the cumulative slip point is equal to or greater than the first threshold, and the one-wheel single drive state (2WD), That is, switching to the front wheel single drive state (FWD) and the rear wheel single drive state (RWD) is prohibited. Thereby, the drive state of the vehicle 3 becomes a two-wheel drive state (AWD).
Further, the drive state switching unit according to the present embodiment sets the 2WD prohibition request flag to “0” when the cumulative slip point is less than the first threshold and the stable travel determination flag is “1”. Switching to the wheel single drive state (2WD), that is, the front wheel single drive state (FWD) and the rear wheel single drive state (RWD) is allowed. Thereby, switching to the front wheel single drive state (FWD) or the rear wheel single drive state (RWD) is executed.

  Note that, similarly to the drive state switching unit 64 according to the first embodiment, the drive state switching unit according to the present embodiment sets the RWD prohibition request flag to “1” when the cumulative slip point is equal to or greater than the second threshold. The driving state of the vehicle 3 is switched to the front wheel single driving state (FWD). Further, when the integrated slip point is less than the second threshold value which is smaller than the first threshold value, the RWD prohibition request flag is set to “0”, and the driving state of the vehicle 3 is switched to the rear wheel single driving state (RWD).

FIG. 20 is a flowchart showing a procedure of drive state switching control according to the present embodiment. This control process is repeatedly executed by the ECU.
The drive state switching control according to the present embodiment has the same processing contents except that steps S6, 7 and 10 of the drive state switching control according to the first embodiment are changed to steps S6A, 7A and 10A, respectively. Yes.

  In step S6A, the 2WD prohibition request flag is set to “1” in response to the determination that the integrated slip point is greater than or equal to the first threshold value in step S5, and this process ends. Thus, switching to the one-wheel single drive state (2WD), that is, the front-wheel single drive state (FWD) and the rear-wheel single drive state (RWD) is prohibited, and the drive state of the vehicle 3 is the two-wheel drive state (AWD). Become.

  In step S7A, it is determined whether or not the 2WD prohibition request flag is “1” in response to determining that the integrated slip point is equal to or greater than the first threshold value in step S5.

  In step S10A, the 2WD prohibition request flag is set to “0” in response to the determination that the stable travel determination flag is “1” in step S9. Thereby, switching to the front wheel single drive state (FWD) and the rear wheel single drive state (RWD) is allowed, and switching to the front wheel single drive state (FWD) or the rear wheel single drive state (RWD) is executed.

According to the present embodiment, the same effects as those of the first embodiment are exhibited.
More specifically, in the present embodiment, when the integrated slip point is equal to or greater than the first threshold, switching to the one-wheel single drive state (2WD) is prohibited. Thereby, since switching to 2WD can be prohibited at a more appropriate timing, vehicle stability can be further ensured.

  In the present embodiment, when the cumulative slip point is equal to or greater than the first threshold, switching to the front wheel single drive state (FWD) and the rear wheel single drive state (RWD) is prohibited, and the cumulative slip point is lower than the first threshold. Switching to the rear wheel single drive state (RWD) is prohibited when the value is equal to or greater than the small second threshold value. As described above, in general, the vehicle has a vehicle stability that increases in the order of RWD, FWD, and AWD, while the drive efficiency decreases in the order of 2WD (RWD, FWD), and AWD. On the other hand, according to the present embodiment, switching to FWD or RWD can be prohibited at a more appropriate timing, so that vehicle stability can be further ensured and driving efficiency can be further improved.

It should be noted that the present invention is not limited to the above-described embodiment, and modifications, improvements, etc. within a scope that can achieve the object of the present invention are included in the present invention.
For example, in the addition slip point calculation unit 68 in the above embodiment, the addition slip point is calculated in a discrete manner based on the fact that the slip acquisition unit 61 has acquired that a slip has occurred, but the present invention is not limited to this. For example, an additional slip point may be set and acquired only once when a slip occurs.

In the above embodiment, the drive source for the rear wheels is only the electric motors 2A and 2B, but it may be engine driven.
Moreover, in the said embodiment, although the 2nd drive device 2 on the rear-wheel side was made into the 2 motor system which comprises two electric motors 2A and 2B, a 1 motor system may be sufficient.

  In the above embodiment, the lateral G is detected by the lateral G sensor. However, the lateral G is not particularly limited as long as it is a value correlated with the lateral G (lateral G correlation value). For example, the lateral G may be calculated as the product of the yaw rate Yr and the vehicle speed V (lateral G = Yr × V). That is, instead of the value indicating the lateral G directly, the control may be performed based on a value indirectly indicating the lateral G (in the above example, the yaw rate Yr or the vehicle speed V). Even in this case, the same effect as the above-described embodiment can be obtained.

  Moreover, in the said embodiment, although the vehicle speed was detected by the vehicle speed sensor, if it is a value (vehicle speed correlation value) correlated with a vehicle speed, it will not specifically limit. For example, the vehicle speed may be calculated from the motor rotation speed, the engine rotation speed, the mission rotation speed, etc., and control may be performed based on the calculated vehicle speed. Even in this case, the same effect as the above-described embodiment can be obtained.

DESCRIPTION OF SYMBOLS 1 ... 1st drive device 2 ... 2nd drive device 2A, 2B ... Electric motor 3 ... Vehicle 4 ... Internal combustion engine 5 ... Electric motor 6 ... ECU (Control device, slip acquisition means, subtraction slip point calculation means, integrated slip point calculation means, (Drive state switching means, addition slip point acquisition means)
7 ... Transmission 8 ... PDU
9 ... Battery 10 ... Vehicle drive system

Claims (14)

A first drive device that drives a first drive wheel that is one of a front wheel and a rear wheel of the vehicle;
A second drive device for driving a second drive wheel which is either the front wheel or the rear wheel of the vehicle;
A vehicle drive system comprising: a control device that controls the first drive device and the second drive device and controls the drive states of the first drive wheel and the second drive wheel;
The control device includes:
Slip acquisition means for acquiring that an excess slip that is a predetermined slip or more has occurred in the first drive wheel or the second drive wheel;
Based on the fact that the slip acquisition means has not acquired that the excess slip has occurred, a subtraction slip point calculation means for discretely calculating a subtraction slip point; and
Integrated slip point calculating means for integrating the subtracted slip points and calculating the integrated slip points over time;
Based on the integrated slip point, either the two-wheel drive state in which the vehicle is driven by both the first drive wheel and the second drive wheel, or one of the first drive wheel and the second drive wheel A vehicle drive system comprising: drive state switching means for switching between a single-wheel single drive state for driving the vehicle alone. The vehicle drive system according to claim 1,
The subtracting slip point calculating means is a drive having a correlation with the driving force of the drive wheel that has not been acquired that the excess slip has occurred when the slip acquiring means has not acquired that the excess slip has occurred. The vehicle drive system characterized in that the subtraction slip point is calculated based on a force correlation value. The vehicle drive system according to claim 2,
The subtractive slip point calculating means calculates the subtracted slip point when the driving force correlation value is large as compared to when the driving force correlation value is small. In the vehicle drive system according to any one of claims 1 to 3,
The subtraction slip point calculation means is based on a non-occurrence duration time that is a duration time when the non-acquisition situation is continued when the slip acquisition means does not acquire that the excess slip has occurred. And calculating the subtractive slip point. The vehicle drive system according to any one of claims 1 to 4,
The subtraction slip point calculation means is configured to perform the subtraction based on a lateral acceleration correlation value correlated with a lateral acceleration occurring in the vehicle when the slip acquisition means does not acquire that the excess slip has occurred. A vehicle drive system characterized by calculating a slip point. The vehicle drive system according to claim 5, wherein
The subtractive slip point calculating means calculates the subtracted slip point when the lateral acceleration correlation value is large compared to when the lateral acceleration correlation value is small. The vehicle drive system according to any one of claims 1 to 6,
The subtracted slip point calculating means calculates the subtracted slip point based on a vehicle speed correlation value correlated with a vehicle speed when the slip acquiring means has not acquired that the excess slip has occurred. Vehicle drive system. The vehicle drive system according to claim 7,
The subtractive slip point calculating means calculates the subtracted slip point when the vehicle speed correlation value is small as compared with when the vehicle speed correlation value is large. The vehicle drive system according to any one of claims 1 to 8,
The drive state switching means switches to the two-wheel drive state when the cumulative slip point is equal to or greater than a first threshold, and switches to the one-wheel single drive state when the cumulative slip point is less than the first threshold. A vehicle drive system characterized by that. The vehicle drive system according to any one of claims 1 to 8,
The driving state switching means prohibits switching to the one-wheel single driving state when the cumulative slip point is equal to or greater than a first threshold. The vehicle drive system according to any one of claims 1 to 8,
When the front wheel is the first driving wheel and the rear wheel is the second driving wheel,
The drive state switching means is based on the integrated slip point, a front wheel single drive state in which the vehicle is driven only by the front wheels, a rear wheel single drive state in which the vehicle is driven only by the rear wheels, and the front wheels And a two-wheel drive state in which the vehicle is driven with both the rear wheels, and
When the integrated slip point is equal to or greater than a first threshold, the two-wheel drive state is switched to, and when the accumulated slip point is equal to or greater than a second threshold smaller than the first threshold and less than the first threshold, the front wheel single drive is performed. The vehicle drive system is switched to a state and switched to the rear wheel single drive state when the integrated slip point is less than the second threshold value. The vehicle drive system according to any one of claims 1 to 8,
When the front wheel is the first driving wheel and the rear wheel is the second driving wheel,
The drive state switching means is based on the integrated slip point, a front wheel single drive state in which the vehicle is driven only by the front wheels, a rear wheel single drive state in which the vehicle is driven only by the rear wheels, and the front wheels And a two-wheel drive state in which the vehicle is driven with both the rear wheels, and
When the cumulative slip point is equal to or greater than a first threshold, switching to the front wheel single drive state and the rear wheel single drive state is prohibited, and the cumulative slip point is equal to or greater than a second threshold that is smaller than the first threshold. At a certain time, switching to the rear wheel single drive state is prohibited. The vehicle drive system according to claim 11 or 12,
The first drive device includes an internal combustion engine as a drive source,
The second drive device includes only an electric motor as a drive source. The vehicle drive system according to any one of claims 1 to 13,
The control device further includes addition slip point acquisition means for acquiring an addition slip point based on the fact that the slip acquisition means has acquired that the excess slip has occurred,
The accumulated slip point calculating means accumulates the added slip point in addition to the subtracted slip point.

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