JP6303752B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a vehicle drive control device suitable for a motor-driven vehicle or the like in which one of front and rear wheels is driven by power from an engine and the other wheel is appropriately driven via a clutch by power from an electric motor. .

  Conventionally, as a motor-driven vehicle, a vehicle having a structure in which a clutch is interposed between a wheel and an electric motor, the clutch is engaged when the wheel is driven by the electric motor, and the clutch is released when the wheel is a driven wheel. Exists. For example, a four-wheel drive vehicle including an engine that drives main drive wheels and an electric motor that can drive slave drive wheels can be given. As a conventional technique for discriminating the rotation direction of the electric motor in such a vehicle, there is a technique described in Patent Document 1. For example, this prior art can stop on the uphill road in the D range and keep the vehicle stopped by the creep torque of the automatic transmission when taking off the brake pedal and depressing the accelerator pedal when starting. However, if the driver selects four-wheel drive when the vehicle is slightly reverse (rolled back), the clutch is unconditionally engaged when the vehicle is stopped, so the electric motor rotates in accordance with the rotation of the driven wheels. The electric motor counter electromotive voltage is generated, and the reverse rotation of the electric motor is determined based on the mismatch between the negative polarity of the electric motor counter electromotive voltage and the D range command. When it is determined that the electric motor is rotating in the reverse direction, when the clutch is re-engaged by depressing the accelerator pedal, even if the travel range is the D range, the electric motor is temporarily turned in the reverse direction to change the input / output rotation direction of the clutch. By making the same and re-engaging the clutch when the input / output rotational speeds coincide with each other, the shock at the time of clutch engagement can be reduced.

JP 2004-96948 A

However, the above-described prior art is based on the premise that the electric motor rotates in accordance with the rotation of the driven wheel and an electric motor counter electromotive voltage is generated. Therefore, when the two-wheel drive is selected by the driver, or when the four-wheel drive operation condition is not satisfied even if the four-wheel drive is selected, the clutch is released and the driven wheel is rotated. In addition, since the electric motor does not rotate and the electric motor counter electromotive voltage is not generated, even if the driven wheel is in the reverse rotation state, it cannot be detected.
Therefore, on the uphill road, when the vehicle is moving backward (rollback) and the vehicle is moving backward (rollback), the vehicle is switched from two-wheel drive to four-wheel drive, or when the four-wheel drive is selected, the travel range is opposite. When switching from the direction (R range to D range, or D range to R range), the motor tries to match the direction of rotation of the electric motor with the direction of rotation opposite to the direction of rotation of the motor-driven wheels. The clutch is fastened with a large rotational difference between the drive wheel and the electric motor, and the problem that the shock when the clutch is fastened has not been solved.

  The vehicle drive control device according to one aspect of the present invention detects the number of rotations of a motor-driven wheel when controlling engagement and disengagement of a clutch capable of transmitting power from an electric motor to the motor-driven wheel. It is determined whether forward travel is commanded as a travel direction command or reverse travel is commanded. Detects vehicle longitudinal acceleration. Determine if the clutch is engaged or disengaged. Then, when it is determined that the clutch is released, the rotational speed of the motor-driven wheel is detected, and the traveling direction indicated by the longitudinal acceleration of the vehicle is different from the traveling direction command, the motor-driven wheel is It is determined that the rotation is reverse. When it is determined that the motor-driven wheels are rotating in reverse, if a command for engaging the clutch is input, the clutch is immediately engaged without adjusting the rotational speed of the electric motor and the motor-driven wheels. To control.

  According to one aspect of the present invention, it is possible to suppress the occurrence of an excessive rotational difference between the motor-driven wheel and the electric motor, and reduce the clutch shock.

1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. 1 is a system configuration diagram of a vehicle according to a first embodiment of the present invention. FIG. 5 is a time chart of a scene in which the 4WD system is selected and started while the vehicle is moving backward in a state where the traveling range is the D range when the first embodiment of the present invention is not implemented. FIG. 1 is a system configuration diagram of a vehicle drive control device according to a first embodiment of the present invention. It is a flowchart which shows the procedure of the inclination determination process which concerns on 1st Embodiment of this invention. When the first embodiment of the present invention is implemented, it is a time chart of a scene where the 4WD method is selected and the vehicle starts moving while the traveling range is in the D range and the vehicle is moving backward. When not implementing 2nd Embodiment of this invention, it is a time chart of the scene which starts in the state where the electric motor is reversely rotating at the time of entering the garage where the traveling range is switched from the R range to the D range by a shift operation. It is a system block diagram of the vehicle drive control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the procedure of the driving | running | working range switching determination process which concerns on 2nd Embodiment of this invention. It is a time chart of the scene which starts in the state where the electric motor is reversely rotating at the time of entering the garage when the traveling range is switched from the R range to the D range by a shift operation when the second embodiment of the present invention is implemented. It is a system block diagram of the vehicle drive control apparatus which concerns on 3rd Embodiment of this invention. It is a chart.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.
[Vehicle configuration]
A configuration example of a vehicle according to the first embodiment will be described with reference to FIGS. 1 and 2.
As shown in FIG. 1, the vehicle according to the first embodiment uses left and right front wheels 1L and 1R as main drive wheels (engine drive wheels) driven by an engine (internal combustion engine) 2, and left and right rear wheels 3L and 3R as electric motors. This is a so-called motor-assisted four-wheel drive (4WD) vehicle that uses driven motors (motor-driven wheels) that can be driven by an (electric motor) 4. Here, e4WD (registered trademark) is assumed. However, actually, it is not limited to e4WD (registered trademark).

The engine 2 communicates with outside air through an intake pipe 14, and a main throttle valve 15 and a sub-throttle valve 16 are interposed in the intake pipe 14. The intake pipe 14 is formed by, for example, an intake manifold.
The main throttle valve 15 is connected to an accelerator pedal 17 which is an accelerator opening instruction device (acceleration instruction operation unit), and opens and closes according to the depression amount of the accelerator pedal 17 detected by the accelerator sensor 22, so that the main throttle valve 15 is opened. The opening is adjusted and controlled. The main throttle valve 15 is mechanically linked to the amount of depression of the accelerator pedal 17, or the engine controller 18 is electrically operated according to the detected amount of depression of the accelerator sensor 22 that detects the amount of depression of the accelerator pedal 17. The main throttle opening degree is adjusted by adjusting the control. The engine controller 18 controls the driving state of the engine 2 based on the detected amount of depression of the accelerator pedal 17 detected by the accelerator sensor 22 and the signal transmitted from the 4WD controller 8. The 4WD controller 8 includes an arithmetic processing device such as a microcomputer. For example, the 4WD controller 8 is formed by an electronic control unit (ECU: Electronic Control Unit).

The sub-throttle valve 16 uses the throttle motor 19 as an actuator, and the sub-throttle opening is adjusted and controlled by the rotation angle corresponding to the number of steps. The throttle motor 19 is formed by, for example, a step motor. A throttle motor controller 20 is disposed between the throttle motor 19 and the 4WD controller 8, and the throttle motor controller 20 adjusts and controls the rotation angle of the throttle motor 19 in accordance with a signal transmitted from the 4WD controller 8.
Here, by adjusting the sub throttle opening of the sub throttle valve 16 to be equal to or less than the main throttle opening of the main throttle valve 15, the output torque of the engine 2 is independent of the operation of the accelerator pedal 17 by the driver. Can be reduced. That is, the adjustment of the opening degree of the sub-throttle valve 16 is driving force control that suppresses acceleration slip of the left and right front wheels 1L and 1R by the engine 2.

The engine 2 is provided with an engine speed sensor 21. The engine speed sensor 21 detects the engine speed. Specifically, the engine speed sensor 21 detects, for example, the magnetic field lines of the sensor rotor by a detection circuit, converts a change in the magnetic field accompanying the rotation of the sensor rotor into a current signal, and outputs the current signal to the 4WD controller 8. The 4WD controller 8 determines the engine speed from the input current signal.
An automatic transaxle 5 in which a transmission (transmission) 5A and a differential gear (differential gear) 5B are integrated is interposed between the engine 2 and the left and right front wheels 1L and 1R. When the engine 2 is driven, the engine 2 Is transmitted to the left and right front wheels 1L and 1R via the automatic transaxle 5.

A part of the rotational torque Te of the engine 2 is transmitted to the generator 7 via an endless belt (V belt) 6. The generator 7 has a rotation shaft connected to the rotation shaft of the engine 2 via an endless belt 6, and a part of the rotation torque Te of the engine 2 is transmitted to the generator 7 via the endless belt 6. Thus, the engine 2 rotates at the rotation speed Ng obtained by multiplying the rotation speed Ne of the engine 2 by the pulley ratio, and a part of the rotation torque Te is converted into electric power. That is, the generator 7 becomes a load on the engine 2 in accordance with the field current Ifg adjusted by the 4WD controller 8 and generates power in accordance with the load torque. The magnitude of the power generated by the generator 7 is determined by the magnitude of the rotational speed Ng and the field current Ifg.
The electric power generated by the generator 7 can be supplied to the electric motor 4 via an electric wire (power cable) 9. A junction box 10 is provided in the middle of the electric wire 9.

  In the junction box 10, a relay mechanism (relay) that connects and disconnects the generator 7 and the electric motor 4 is provided. This relay mechanism is an electromagnetic relay that receives an electric signal and opens and closes (ON / OFF) a switch with an electromagnet. However, actually, a semiconductor relay or a program relay may be used. In a state where this relay mechanism is connected, the electric motor 4 is driven by DC power supplied from the generator 7 via the electric wire 9. That is, the electric motor 4 is a direct current motor (DC motor). The junction box 10 is provided with a generator voltage sensor that detects a generated voltage and a generator current sensor that detects a generated current. These sensors output detection signals to the 4WD controller 8. A resolver is connected to the drive shaft of the electric motor 4, and a magnetic pole position signal of the electric motor 4 is output to the 4WD controller 8.

A reduction gear 11, a clutch 12, and a differential gear 13 are interposed in this order between the electric motor 4 and the left and right rear wheels 3L and 3R. When the electric motor 4 is driven, the output of the electric motor 4 is reduced. It is transmitted to the left and right rear wheels 3L and 3R through the machine 11, the clutch 12, and the differential gear 13 in order.
The clutch 12 is, for example, an electromagnetic clutch, and engages and disengages in response to a command from the 4WD controller 8. In the first embodiment, the clutch 12 is an electromagnetic clutch, but may actually be a wet multi-plate clutch, a powder clutch, or a pump-type clutch. The clutch 12 enters an engaged state or a released state in accordance with a clutch control command output from the 4WD controller 8. When the clutch 12 is engaged, the drive shaft of the electric motor 4 is connected to the left and right rear wheels 3L and 3R, the vehicle is in a four-wheel drive state, and the left and right front wheels 1L and 1R and the left and right rear wheels 3L and 3R become drive wheels. . When the clutch 12 is in the released state, the connection between the drive shaft of the electric motor 4 and the left and right rear wheels 3L and 3R is released, the vehicle is in a two-wheel drive state, and only the left and right front wheels 1L and 1R are drive wheels.

The throttle sensor 23 has two systems and detects the throttle opening of the main throttle valve 15 and the sub throttle valve 16. The throttle sensor 23 is, for example, a potentiometer, and converts the throttle openings of the main throttle valve 15 and the sub throttle valve 16 into voltage signals and outputs them to the 4WD controller 8 and the engine controller 18.
The 4WD controller 8 and the engine controller 18 receive the voltage signal from the throttle sensor 23 and determine the throttle opening of the main throttle valve 15 and the sub throttle valve 16. The 4WD controller 8 sets a target throttle opening mainly according to the pedal opening, and sets a motor control amount according to a deviation between the target throttle opening and the actual throttle opening. The throttle motor controller 20 converts this motor control amount into a generator control command value C1 (duty ratio), and drives and controls the throttle motor 19 with a pulsed current value.

Each wheel 1L, 1R, 3L, 3R is provided with wheel speed sensors 24FL, 24FR, 24RL, 24RR. The wheel speed sensors 24FL to 24RR output pulse signals corresponding to the rotation speeds of the corresponding wheels 1L to 3R to the 4WD controller 8 as wheel speed detection values.
The 4WD controller 8 includes an engine speed detected by the engine speed sensor 21, wheel speed signals detected by the wheel speed sensors 24FL to 24RR, output signals of voltage sensors and current sensors in the junction box 10, and electric motors. The output signal of the resolver connected to the motor 4 and the accelerator opening corresponding to the amount of depression of the accelerator pedal 17 are input.

  As shown in FIG. 2, the generator 7 includes a voltage regulator (regulator) 25 for adjusting the output voltage V, and the generator control command value C <b> 1 (duty ratio) is controlled by the 4WD controller 8. Thus, the power generation load torque Th for the engine 2 and the power generation voltage V are controlled through the field current Ifg. That is, when the generator control command value C1 (duty ratio) is input from the 4WD controller 8, the voltage regulator 25 adjusts the field current Ifg of the generator 7 to a value corresponding to the generator control command value C1. In addition, the output voltage V of the generator 7 can be detected and output to the 4WD controller 8. The rotational speed Ng of the generator 7 can be calculated from the rotational speed Ne of the engine 2 based on the pulley ratio.

  A current sensor 10 </ b> A is provided in the junction box 10. The current sensor 10 </ b> A is connected to the 4WD controller 8 and has a function of detecting a current value Ia of power supplied from the generator 7 to the electric motor 4 and transmitting the detected armature current signal to the 4WD controller 8. ing. Further, the voltage of the electric wire 9 (the voltage of the electric motor 4) is detected by the 4WD controller 8. In addition, a relay 10B is provided in the junction box 10, and interruption and connection of a voltage (current) supplied to the electric motor 4 is controlled by a command from the 4WD controller 8.

When the field current Ifm is controlled by a command (field control output) from the 4WD controller 8, the electric motor 4 is adjusted in torque by adjusting the field current Ifm. In the electric motor 4, a thermistor 4 </ b> A for measuring the temperature of the electric motor 4 is provided. The 4WD controller 8 measures the temperature of the electric motor 4 using the thermistor 4A.
The electric motor 4 includes a motor rotation number sensor 26 that detects the rotation number Nm of the drive shaft of the electric motor 4. The motor rotation speed sensor 26 has two systems. When the rotation speed Nm of the drive shaft of the electric motor 4 is detected, an information signal indicating the detected rotation speed signal of the electric motor 4 is output to the 4WD controller 8.
The 4WD controller 8 receives detection signals from the acceleration sensor 27, the shift sensor 28, the selection switch (4WD switch) 29, and the brake stroke sensor 30.

The acceleration sensor 27 detects the acceleration / deceleration in the vehicle longitudinal direction. This acceleration sensor 27 detects, for example, the displacement of the movable electrode relative to the fixed electrode as a change in capacitance, and converts it into a voltage signal proportional to the acceleration / deceleration and outputs it to the 4WD controller 8. The 4WD controller 8 determines acceleration / deceleration from the input voltage signal.
The shift sensor 28 detects the shift position (traveling range) of the transmission 5A. The shift position can be switched by operating the shift lever by the driver or by automatic operation control by the 4WD controller 8. The shift sensor 28 includes a plurality of Hall elements, for example, and outputs respective ON / OFF signals to the 4WD controller 8. The 4WD controller 8 determines the shift position from the combination of ON / OFF signals.

  The selection switch 29 detects the selection state of the driving method. This selection switch 29 is provided in the vicinity of the driver's seat so that the driver can operate, and either one of the two-wheel drive (2WD) method and the four-wheel drive (4WD) method is operated by the driver. Is selected. Actually, it may be automatically selected by the 4WD controller 8 instead of the driver's operation. The two-wheel drive (2WD) system is a drive mode in which the left and right front wheels 1L and 1R are driven by the engine 2 and the left and right rear wheels 3L and 3R are not driven by the electric motor 4. The four-wheel drive (4WD) system is a drive mode in which the left and right front wheels 1L and 1R are driven by the engine 2 and the left and right rear wheels 3L and 3R are driven by the electric motor 4. The selection switch 29 outputs a voltage signal to the 4WD controller 8 according to the switching state of the two-wheel drive (2WD) method and the four-wheel drive (4WD) method, for example, via a so-called c-contact (switching contact) detection circuit. The 4WD controller 8 determines a switching state between the two-wheel drive (2WD) method and the four-wheel drive (4WD) method from the input voltage signal.

The brake stroke sensor 30 detects the stroke amount of the brake pedal 31 that is a braking instruction operation unit. The brake stroke sensor 30 outputs the detected brake stroke amount to the braking controller 32 and the 4WD controller 8. The braking controller 32 applies a braking force acting on the vehicle through a braking device (brake) 33FL, 33FR, 33RL, 33RR such as a disc brake equipped on each wheel 1L, 1R, 3L, 3R according to the input brake stroke amount. To control.
The 4WD controller 8 inputs the signals from the above sensors and switches, but is not limited to this in practice. For example, the 4WD controller 8 may be connected to another control unit with a twisted pair line, and various data may be received from the other control unit via CSMA / CA multiplex communication (CAN: Controller Area Network).
Further, the engine controller 18 may receive each signal from the sensors and switches by CAN communication with the 4WD controller 8.

The time chart shown in FIG. 3 shows that the two-wheel drive (2WD) method is selected in the configuration shown in FIGS. 1 and 2, and the vehicle is moving backward (rolling back) on the uphill road while the traveling range is the D range. The state of the vehicle in a scene (scene) where the vehicle is started by switching to the four-wheel drive (4WD) system by operating the selection switch 29 is shown. Note that the cause of the vehicle retreating on the uphill road is not limited to its own weight (the weight of the own vehicle), but also the weight of the load, the weight of the other vehicle being towed, and the like. In addition, not only on an uphill road, the vehicle may move backward even when a force is applied in a direction opposite to the traveling direction of the vehicle for some reason. In such a case, since the electric motor rotation direction command is determined by the travel range, the rotation direction of the electric motor is the forward direction in the D range, but the rotation direction of the driven wheel is the reverse direction due to the backward movement. The “rotation direction of the motor” is different from the “rotation direction of the driven wheel driven by the electric motor”. When switching from the two-wheel drive (2WD) method to the four-wheel drive (4WD) method in this state, the clutch is connected with a large rotational difference between the motor-driven wheels and the electric motor, so the clutch shock is large. The problem occurs.
Therefore, in the first embodiment, in order to reduce the clutch shock, the inclination determination by the longitudinal acceleration (front / rear G) detection is performed, and it is determined that the vehicle is moving backward by the road surface gradient. The reverse rotation of is determined.

[Configuration of vehicle drive control device]
As shown in FIG. 4, as the vehicle drive control device according to the first embodiment, the 4WD controller 8 includes a wheel rotation number detection unit 81, a longitudinal acceleration detection unit 83, a traveling direction command determination unit 84, and a clutch state. The determination part 85, the reverse rotation determination part 86, and the clutch control part 87 are provided.
When the detection signals from the wheel speed sensors 24FL to 24RR are input, the wheel rotation speed detector 81 detects the rotation speeds of the wheels 1L to 3R. At least, when the detection signals from the wheel speed sensors 24RL and 24RR are input, the wheel rotation speed detector 81 detects the rotation speeds of the left and right rear wheels 3L and 3R. The left and right rear wheels 3L and 3R are motor-driven wheels driven by the electric motor 4.
When the detection signal from the acceleration sensor 27 is input, the longitudinal acceleration detection unit 83 detects the longitudinal acceleration of the vehicle.

  When the detection signal from the shift sensor 28 is input, the traveling direction command determination unit 84 determines whether forward traveling is commanded as a traveling direction command (traveling range command by shift operation) or reverse traveling is commanded. judge. Here, the traveling direction command determination unit 84 determines that the forward traveling is commanded when the D range is selected as the traveling range by the shift operation. On the other hand, when the R range is selected as the travel range by the shift operation, it is determined that the reverse travel is commanded.

When the detection signal from the selection switch 29 is input, the clutch state determination unit 85 determines whether the clutch 12 is engaged or disengaged. Here, the clutch state determination unit 85 determines that the clutch 12 is engaged when the four-wheel drive (4WD) method is selected as the vehicle drive method. Conversely, when the two-wheel drive (2WD) method is selected as the vehicle drive method, it is determined that the clutch 12 is released.
However, actually, the clutch state determination unit 85 receives a detection signal from a sensor (not shown) that directly monitors the engagement state of the clutch 12 instead of the detection signal from the selection switch 29, and receives the clutch 12. It may be determined whether is connected or released.
The reverse rotation determination unit 86 receives the output signals (or various data) from the wheel rotation number detection unit 81, the traveling direction command determination unit 84, the longitudinal acceleration detection unit 83, and the clutch state determination unit 85. In the first embodiment, the reverse rotation determination unit 86 includes a wheel reverse rotation determination unit 86a.

The wheel reverse rotation determination unit 86a determines that the clutch 12 is disengaged, detects the number of rotations of the left and right rear wheels 3L and 3R, and the traveling direction indicated by the longitudinal acceleration of the vehicle is the traveling direction When the direction is different from the command, it is determined that the left and right rear wheels 3L and 3R are rotating in the reverse direction, and an immediate clutch engagement is commanded to the clutch control unit 87. Here, the wheel reverse rotation determination unit 86a includes a wheel reverse rotation start determination unit 86a-1, a wheel reverse rotation continuation determination unit 86a-2, and an immediate clutch engagement command unit 86a-3.
When it is determined that the clutch 12 is disengaged, the wheel reverse rotation determination unit 86a-1 of the wheel reverse rotation determination unit 86a determines that the traveling direction command is the forward direction and the longitudinal acceleration of the vehicle is the road surface. It is determined that the left and right rear wheels 3L and 3R have started reverse rotation (reverse rotation start determination) when starting to decrease from the gradient (the longitudinal acceleration in the initial state naturally generated by the gradient).

  When it is determined that the left and right rear wheels 3L and 3R have started reverse rotation (reverse rotation start determination), the wheel reverse rotation continuation determination unit 86a-2 of the wheel reverse rotation determination unit 86a moves the left and right rear wheels 3L and 3R. From the beginning, it is determined that the left and right rear wheels 3L and 3R continue to rotate in the reverse direction until the left and right rear wheels 3L and 3R enter the stop area (reverse rotation continuation determination). Here, it is determined that the left and right rear wheels 3L and 3R have started to move when the rotation speeds of the left and right rear wheels 3L and 3R are equal to or higher than the minimum rotation speed detectable by the wheel speed sensors 24FL to 24RR. Further, when the rotation speeds of the left and right rear wheels 3L and 3R are less than the minimum rotation speed, it is determined that the left and right rear wheels 3L and 3R are in the stop area.

  The immediate clutch engagement command unit 86a-3 of the wheel reverse rotation determination unit 86a determines that the left and right rear wheels 3L and 3R are continuing reverse rotation (during reverse rotation continuation determination), the clutch state determination unit. When a clutch engagement command is received by an input signal from 85, an immediate clutch engagement is commanded to the clutch control unit 87. That is, during the determination of continuing the reverse rotation of the left and right rear wheels 3L and 3R, when the drive method is switched from the two-wheel drive (2WD) method to the four-wheel drive (4WD) method, the clutch control unit 87 is immediately engaged. Is commanded. The immediate clutch engagement command unit 86a-3 may be integrated with the clutch control unit 87.

  Upon receiving an immediate clutch engagement command, the clutch control unit 87 prohibits clutch re-engagement in the rotation speed control mode (clutch re-engagement after adjusting the rotation speed after releasing the clutch), and immediately in the same manner as in the backlash mode. The clutch 12 is controlled to be engaged. In re-engagement of the clutch in the rotational speed control mode, the electric motor is rotated before the clutch is engaged, and the rotational speed of the clutch on the motor drive wheel side is matched with the rotational speed of the clutch on the electric motor side. Fasten the clutch. In addition, in the clutch engagement immediately in the backlash filling mode, there is a backlash in the rotational direction due to gear backlash in the motor transmission system from the electric motor to the drive wheel, and the travel in the selected travel range When the direction and the traveling direction at the time of starting acceleration are opposite to each other, the clutches on both sides are immediately engaged after closing the backlash of the motor transmission system at the time of starting acceleration.

[Inclination judgment processing]
With reference to FIG. 5, the procedure of the inclination determination process by the 4WD controller 8 will be described.
In step S101, when the detection signals from the wheel speed sensors 24FL to 24RR are input, the wheel rotation speed detector 81 detects the rotation speeds of the left and right rear wheels 3L and 3R.
In step S102, when the detection signal from the acceleration sensor 27 is input, the longitudinal acceleration detector 83 detects the longitudinal acceleration of the vehicle.
In step S103, when the detection signal from the shift sensor 28 is input, the traveling direction command determination unit 84 determines whether forward traveling or a backward traveling is commanded as the traveling direction command.
In step S104, when the detection signal from the selection switch 29 is input, the clutch state determination unit 85 determines whether the clutch 12 is engaged or disengaged.

  In step S105, the wheel reverse rotation start determination unit 86a-1 of the wheel reverse rotation determination unit 86a performs road inclination determination, and determines whether the left and right rear wheels 3L and 3R have started reverse rotation. Here, the wheel reverse rotation start determination unit 86a-1 of the wheel reverse rotation determination unit 86a determines that the clutch 12 is released, the forward direction command is the forward direction, and the front and rear of the vehicle. When the acceleration starts to decrease from the gradient of the road surface (the longitudinal acceleration in the initial state naturally generated by the gradient), it is determined that the left and right rear wheels 3L and 3R have started reverse rotation (reverse rotation start determination). . If the left and right rear wheels 3L and 3R have not started reverse rotation (No in step S105), the inclination determination process is unnecessary, and thus the current inclination determination process is terminated.

  In step S106, the wheel reverse rotation continuation determination unit 86a-2 of the wheel reverse rotation determination unit 86a determines that the left and right rear wheels 3L and 3R have started reverse rotation (reverse rotation start determination). It is determined that the left and right rear wheels 3L and 3R continue to rotate in the reverse direction until the left and right rear wheels 3L and 3R are in the stop area after the start of movement of 3R. When the left and right rear wheels 3L and 3R are in the stop area (No in step S106), it is determined that the left and right rear wheels 3L and 3R have finished reverse rotation (reverse rotation end determination), and the current inclination determination process is terminated. .

In step S107, the immediate clutch engagement command unit 86a-3 of the wheel reverse rotation determination unit 86a determines that the left and right rear wheels 3L and 3R are continuing reverse rotation (reverse rotation continuation determination) (step S106). When the clutch engagement command is received by the input signal from the clutch state determination unit 85 (Yes in step S107), the clutch control unit 87 is instructed to immediately engage the clutch. The immediate clutch engagement command unit 86a-3 receives an input from the clutch state determination unit 85 when the clutch engagement command is not received by the input signal from the clutch state determination unit 85 during the reverse rotation continuation determination (No in step S107). Wait until a clutch engagement command is received by a signal (return to step S106).
In step S108, the clutch control unit 87 controls to immediately engage the clutch 12 when receiving an immediate clutch engagement command. Thereafter, the current inclination determination process is terminated.

[Vehicle behavior]
The vehicle according to the first embodiment performs reverse rotation start determination of the left and right rear wheels 3L and 3R when the vehicle longitudinal acceleration starts to decrease from the gradient when the vehicle driving method is a two-wheel drive (2WD) method, When the left and right rear wheels 3L and 3R start to move (when the rotation speed exceeds the minimum rotation speed detectable by the rotation sensor), the longitudinal acceleration is in the forward direction and the left and right rear wheels 3L and 3R are in the stopping area (detection of the rotation sensor). The reverse rotation continuation determination of the left and right rear wheels 3L and 3R is performed until it becomes less than the minimum possible rotation number). When switching from the two-wheel drive (2WD) method to the four-wheel drive (4WD) method during the reverse rotation continuation determination of the left and right rear wheels 3L and 3R, the left and right rear wheels 3L and 3R side clutches are switched as in the rotation speed control mode. The process of matching the number of rotations and the number of rotations of the clutch on the electric motor 4 side is prohibited, and control is performed so that the clutch 12 is immediately engaged as in the backlash mode. By doing so, as shown in FIG. 6, the rotation difference at the time of clutch engagement (difference in the number of rotations in the same direction) is approximately halved as compared with FIG. 3, and the clutch shock can be reduced.

[Modification]
In the 4WD controller 8, instead of the rotational speeds of the left and right rear wheels 3L and 3R, the rotational speeds of the left and right rear wheels 3L and 3R may be detected and used. In this case, the minimum rotation speed is used as a reference instead of the minimum rotation speed.
Here, the left and right front wheels 1L and 1R are engine-driven wheels that are driven by an engine, but actually, the left and right front wheels 1L and 1R may also be motor-driven wheels that are driven by an electric motor. As such a motor-driven vehicle, an electric vehicle or the like that is driven by an electric motor in all four wheels can be considered.

[Effect of the first embodiment]
According to 1st Embodiment, there exist the following effects.
(1) The vehicle drive control device according to the first embodiment detects the rotation speed of the motor-driven wheel when controlling the engagement and disengagement of the clutch capable of transmitting the power from the electric motor to the motor-driven wheel. It is determined whether forward travel is commanded as a travel direction command or reverse travel is commanded. Detects vehicle longitudinal acceleration. Determine if the clutch is engaged or disengaged. Here, when it is determined that the clutch is released, the rotational speed of the motor-driven wheel is detected, and the traveling direction indicated by the longitudinal acceleration of the vehicle is different from the traveling direction command, the motor-driven wheel Is determined to be rotating in the reverse direction. When it is determined that the motor-driven wheels are rotating in reverse, if a command for engaging the clutch is input, the clutch is immediately engaged without adjusting the rotational speed of the electric motor and the motor-driven wheels. To control.
By determining the reverse rotation in this manner, it is possible to determine the reverse rotation of the motor-driven wheel with respect to the travel range even when the clutch is not engaged. Further, when the reverse rotation of the motor-driven wheel is determined, by controlling so that the clutch is immediately engaged, an excessive rotation difference between the motor-driven wheel and the electric motor can be suppressed, and the clutch shock can be reduced.

(2) When the vehicle drive control device determines that the clutch is released, the traveling direction command is the forward direction, and the longitudinal acceleration of the vehicle starts to decrease from the initial state. It is determined that the motor-driven wheel has started reverse rotation. If it is determined that the motor-driven wheel has started reverse rotation, the rotation speed of the motor-driven wheel becomes less than the minimum rotation speed after the rotation speed of the motor-driven wheel becomes equal to or higher than the detectable minimum rotation speed. It is determined that the motor-driven wheels continue to rotate in reverse. If it is determined that the motor-driven wheel continues to rotate in reverse, if a command for fastening the clutch is input, the clutch is immediately engaged without adjusting the rotation speed between the electric motor and the motor-driven wheel. Control to fasten.
In this way, by performing the inclination determination by detecting the longitudinal acceleration (longitudinal acceleration) and determining that the vehicle is moving backward due to the road surface gradient, it is possible to determine the reverse rotation of the motor-driven wheel with respect to the travel range even when the clutch is not engaged. . In addition, when the reverse rotation of the motor-driven wheel is determined, control is performed so that the clutch is immediately engaged, so that the motor-driven wheel and the electric motor are switched when switching from the two-wheel drive method to the four-wheel drive method on the uphill road. Can suppress the occurrence of an excessive rotation difference and reduce clutch shock.

Second Embodiment
The second embodiment of the present invention will be described below.
[Vehicle configuration]
Since the configuration of the vehicle according to the second embodiment is basically the same as the configuration of the vehicle according to the first embodiment, the configuration is as shown in FIGS. 1 and 2.
The time chart shown in FIG. 7 shows that the four-wheel drive (4WD) method is selected in the configuration shown in FIGS. 1 and 2, and the electric motor is turned on when the garage is switched from the R range to the D range by the shift operation. The state of the vehicle in the scene where it starts in the state of reverse rotation is shown. The same applies basically when the travel range is switched from the D range to the R range. In such a case, the clutch is re-engaged in a state where the rotational difference is large, so that there is a problem that the clutch shock is large.
Therefore, in the second embodiment, reverse rotation of the electric motor with respect to the vehicle traveling direction is determined to reduce clutch shock.

[Configuration of vehicle drive control device]
As shown in FIG. 8, as a vehicle drive control apparatus according to the first embodiment, the 4WD controller 8 includes a motor rotation speed detection unit 82, a longitudinal acceleration detection unit 83, a traveling direction command determination unit 84, and a clutch state. The determination part 85, the reverse rotation determination part 86, and the clutch control part 87 are provided.
When the detection signal from the motor rotation speed sensor 26 is input, the motor rotation speed detection unit 82 detects the rotation speed of the electric motor 4.
When the detection signal from the acceleration sensor 27 is input, the longitudinal acceleration detector 83 detects the longitudinal acceleration (longitudinal acceleration) of the vehicle.
When the detection signal from the shift sensor 28 is input, the traveling direction command determination unit 84 determines whether forward traveling is commanded as a traveling direction command or reverse traveling is commanded.
When the detection signal from the selection switch 29 is input, the clutch state determination unit 85 determines whether the clutch 12 is engaged or disengaged.

The reverse rotation determination unit 86 receives the output signals (or various data) from the motor rotation number detection unit 82, the traveling direction command determination unit 84, the longitudinal acceleration detection unit 83, and the clutch state determination unit 85. In the second embodiment, the reverse rotation determination unit 86 includes a motor reverse rotation determination unit 86b.
The motor reverse rotation determination unit 86b determines that the clutch 12 is engaged, detects the number of rotations of the electric motor 4, and performs switching of the traveling direction (switching of the traveling range) based on the traveling direction command. When the traveling direction indicated by the longitudinal acceleration of the vehicle is different from the traveling direction command after the clutch 12 is released, it is determined that the electric motor 4 is rotating in the reverse direction. Here, the motor reverse rotation determination unit 86b includes a motor reverse rotation start determination unit 86b-1, a motor reverse rotation continuation determination unit 86b-2, a rotation difference calculation unit 86b-3, and a rotation speed synchronization determination unit 86b-4. Is provided.

The motor reverse rotation start determination unit 86b-1 of the motor reverse rotation determination unit 86b is configured to change the electric motor 4 when the traveling direction indicated by the traveling range and the traveling direction indicated by the longitudinal acceleration are different after the clutch 12 is released. It is determined that reverse rotation has started (reverse rotation start determination).
When it is determined that reverse rotation of the electric motor 4 has started (reverse rotation start determination), the motor reverse rotation continuation determination unit 86b-2 of the motor reverse rotation determination unit 86b performs switching of the traveling direction based on the traveling direction command. It is determined that the reverse rotation of the electric motor 4 is continued until the rotation speed of the electric motor reaches the stop range after the break (reverse rotation continuation determination). Here, when the rotation speed of the electric motor 4 becomes less than the minimum rotation speed, it is determined that the electric motor 4 is in the stop area. However, when a further shift operation is performed in the middle and both the rotation direction of the left and right rear wheels 3L and 3R and the rotation direction of the electric motor 4 coincide with the travel range, it is determined that the reverse rotation has ended (reverse rotation end determination) ) If it is determined that the reverse rotation has been completed (reverse rotation end determination), since the reverse rotation is not performed, the conventional clutch engagement may be performed. At this time, an immediate clutch engagement may be commanded to the clutch control unit 87, or a clutch reconnection may be commanded.

The rotation difference calculation unit 86b-3 of the motor reverse rotation determination unit 86b determines the rotation difference between the left and right rear wheels 3L and 3R and the electric motor 4 in the rotation speed control mode when the reverse rotation continuation determination of the electric motor 4 is performed. The calculation is performed in consideration of the reverse rotation of 4. For example, the rotation difference calculation unit 86b-3 takes into account the reverse rotation amount of the electric motor 4 and determines the target in the rotation speed control mode when the vehicle starts with an accelerator operation during the reverse rotation continuation determination of the electric motor 4. The rotational difference between the rotational speed (the rotational speed of the left and right rear wheels 3L and 3R) and the rotational speed of the electric motor 4 is calculated.
Note that the calculation of the rotation difference in consideration of the reverse rotation is performed using the following equation.
Rotational difference = Nmt-FNmd x Nm
Nmt: Motor-driven wheel speed, FNmd: Electric motor flag, Nm: Electric motor speed

The rotation speed synchronization determination unit 86b-4 of the motor reverse rotation determination unit 86b compares the rotation difference considering the reverse rotation amount with the target value, and synchronizes the rotation speeds of the left and right rear wheels 3L and 3R and the electric motor 4. Make a decision.
In addition, the rotation speed synchronization determination of the left and right rear wheels 3L and 3R and the electric motor 4 is performed using the following formula.
Rotational speed synchronization determination = 1: | Nmt−FNmd × Nm + Nmovs | ≦ VDNm
Rotational speed synchronization determination = 0: | Nmt−FNmd × Nm + Nmovs |> VDNm
Nmovs: electric motor rotation speed target value offset value, VDNm: clutch rotation difference target value The rotation speed synchronization determination unit 86b-4 has a rotation difference of 1 when the rotation speed synchronization determination result is 1 (rotation speed synchronization determination = 1). It is determined that the left and right rear wheels 3L and 3R and the rotation speed of the electric motor 4 are synchronized, and the clutch control unit 87 is instructed to re-engage the clutch.
When receiving a clutch re-engagement command, the clutch control unit 87 controls to re-engage the clutch 12. That is, when it is determined that the left and right rear wheels 3L and 3R and the rotation speed of the electric motor 4 are synchronized, the clutch 12 is immediately re-engaged.

[Running range switching judgment processing]
With reference to FIG. 9, the procedure of the travel range switching determination process by the 4WD controller 8 will be described.
In step S <b> 201, when the detection signal from the motor rotation number sensor 26 is input, the motor rotation number detection unit 82 detects the rotation number of the electric motor 4.
In step S202, when the detection signal from the acceleration sensor 27 is input, the longitudinal acceleration detection unit 83 detects the longitudinal acceleration of the vehicle.
In step S203, when the detection signal from the shift sensor 28 is input, the traveling direction command determination unit 84 determines whether the forward traveling is commanded as the traveling direction command or the backward traveling is commanded.
In step S204, when the detection signal from the selection switch 29 is input, the clutch state determination unit 85 determines whether the clutch 12 is engaged or released.

  In step S205, the motor reverse rotation start determination unit 86b-1 of the motor reverse rotation determination unit 86b performs travel range switching determination and determines whether the electric motor 4 has started reverse rotation. Here, the motor reverse rotation start determination unit 86b-1 of the motor reverse rotation determination unit 86b determines that the clutch 12 is engaged, and when the electric motor 4 is rotating, the motor reverse rotation start determination unit 86b-1 When the switching is performed and the traveling direction indicated by the longitudinal acceleration of the vehicle is different from the traveling direction command after the clutch 12 is released, it is determined that the reverse rotation of the electric motor 4 has started (reverse rotation start determination). If the electric motor 4 has not started reverse rotation (No in step S205), the travel range switching determination process is not necessary, and thus the current travel range switch determination process is terminated.

  In step S206, the motor reverse rotation continuation determination unit 86b-2 of the motor reverse rotation determination unit 86b determines that reverse rotation of the electric motor 4 has started (reverse rotation start determination) (Yes in step S205). It is determined that the reverse rotation of the electric motor 4 is continued (reverse rotation continuation determination) from when the traveling direction is switched by the direction command until the electric motor rotation speed falls into the stop range. When the electric motor 4 is in the stop area (No in step S206), it is determined that the electric motor 4 has finished reverse rotation (reverse rotation end determination), and the current travel range switching determination process is ended.

In step S207, the motor reverse rotation continuation determination unit 86b-2 of the motor reverse rotation determination unit 86b determines that the reverse rotation of the electric motor 4 is continuing (reverse rotation continuation determination) (Yes in step S206). ), The traveling range is further switched, and it is determined whether the rotation direction of the electric motor 4 matches the traveling range. When a further shift operation is performed and the rotation direction of the electric motor 4 coincides with the travel range (Yes in step S207), it is determined that the reverse rotation is completed (reverse rotation end determination). At the time of reverse rotation end determination, the current travel range switching determination processing ends.
In step S208, the rotation difference calculation unit 86b-3 determines that the reverse rotation of the electric motor 4 is continuing (reverse rotation continuation determination), and no further shift operation is performed. If the rotation direction of the electric motor 4 does not coincide with the travel range (No in step S207), the target rotation speed in the rotation speed control mode and the rotation of the electric motor 4 when the vehicle starts by depressing the accelerator pedal 17 are determined. The difference from the number (rotational difference between the left and right rear wheels 3L and 3R and the electric motor 4) is calculated in consideration of the reverse rotation of the electric motor 4. The calculation of the rotation difference considering the reverse rotation is as described above.

In step S209, the rotation difference calculation unit 86b-3 performs the rotation speed synchronization determination between the left and right rear wheels 3L and 3R and the electric motor 4, the rotation difference is eliminated, and the rotation speeds of the left and right rear wheels 3L and 3R and the electric motor 4 are determined. Determine if they are synchronized. The rotation speed synchronization determination is as described above. When it is determined that the rotation difference has not disappeared and the rotation speeds of the left and right rear wheels 3L and 3R and the electric motor 4 are not synchronized (No in step S209), the process waits until they are synchronized. Here, the calculation is performed again in consideration of the reverse rotation of the electric motor 4 (return to step S208). When it is determined that there is no difference in rotation and the rotational speeds of the left and right rear wheels 3L and 3R and the electric motor 4 are synchronized (Yes in step S209), the clutch control unit 87 is re-engaged with the clutch. Command.
In step S210, the clutch control unit 87 re-engages the clutch 12 upon receiving a clutch re-engagement command. Thereafter, the current travel range switching determination process is terminated.

[Vehicle behavior]
In the vehicle according to the second embodiment, when the vehicle drive method is a four-wheel drive (4WD) method, the reverse rotation of the electric motor 4 occurs when the longitudinal acceleration is different from the traveling direction command after the clutch 12 is released. The reverse rotation continuation determination of the electric motor 4 is performed until the rotation of the electric motor 4 reaches a stop region (when the rotation speed is less than the minimum rotation number detectable by the rotation sensor) after the start determination is performed and the travel range is switched. I do. However, when the traveling range is further switched in the middle and the longitudinal acceleration coincides with the traveling direction command, the reverse rotation continuation determination is terminated. When the electric motor 4 is started by depressing the accelerator pedal 17 during the reverse rotation continuation determination, the difference between the target rotational speed in the rotational speed control mode and the rotational speed of the electric motor 4 (the left and right rear wheels 3L and The rotational difference between 3R and the electric motor 4 is calculated in consideration of the reverse rotation of the electric motor 4, and the clutch 12 is re-engaged when it is determined that the rotation difference in consideration of the reverse rotation has been eliminated. By doing so, as shown in FIG. 10, the rotational difference at the time of clutch engagement (difference in rotational speed in the same direction) is approximately halved as compared with FIG.

[Modification]
In the 4WD controller 8, instead of the rotational speed of the electric motor 4, the rotational speed of the electric motor 4 may be detected and used. In this case, the minimum rotation speed is used as a reference instead of the minimum rotation speed.
Here, the left and right front wheels 1L and 1R are engine-driven wheels that are driven by an engine, but actually, the left and right front wheels 1L and 1R may also be motor-driven wheels that are driven by an electric motor. As such a motor-driven vehicle, an electric vehicle or the like that is driven by an electric motor in all four wheels can be considered.

[Effects of Second Embodiment]
According to 2nd Embodiment, there exist the following effects.
(1) The vehicle drive control apparatus according to the second embodiment detects the rotation speed of the electric motor when controlling the engagement and disengagement of the clutch capable of transmitting the power from the electric motor to the motor-driven wheels. It is determined whether forward travel is commanded as a travel direction command or reverse travel is commanded. Detects vehicle longitudinal acceleration. Determine if the clutch is engaged or disengaged. Here, it is determined that the clutch is engaged, the number of rotations of the electric motor is detected, and the direction of travel indicated by the longitudinal acceleration of the vehicle after the clutch is released after the direction of travel is switched by the direction of travel command. Determines that the electric motor is rotating in the reverse direction. When it is determined that the electric motor is rotating in the reverse direction, the rotational difference between the electric motor and the motor drive wheel is calculated. The rotation difference is compared with a predetermined target value to determine the rotation speed synchronization between the electric motor and the motor-driven wheel. As a result of the rotational speed synchronization determination, when it is determined that the rotational speeds of the electric motor and the motor-driven wheels are synchronized, control is performed to re-engage the clutch.
In this way, when the electric motor is reversely rotated with respect to the direction of travel command, such as a garage shift, the rotational speed control is performed in consideration of the rotational direction of the electric motor, and the clutch is restarted when the rotational difference is small. Since it can be engaged, clutch shock can be reduced.

(2) In the vehicle drive control device described above, when the rotational speed of the electric motor is equal to or higher than the minimum detectable rotational speed, the traveling direction is switched again by the traveling direction command, and the vehicle longitudinal acceleration is When the traveling direction shown and the traveling direction command are the same direction, it is determined that the reverse rotation of the motor-driven wheel and the electric motor has ended.
As a result, when a further shift operation is performed on the way and the rotation direction of the electric motor matches the traveling direction command, it can be determined that the reverse rotation has been completed, and the change in the running state can be flexibly handled. can do.

<Third Embodiment>
The third embodiment of the present invention will be described below.
[Vehicle configuration]
Since the configuration of the vehicle according to the third embodiment is basically the same as the configuration of the vehicle according to the first embodiment, the configuration is as shown in FIGS. 1 and 2.
In the third embodiment, a configuration capable of implementing both the first embodiment and the second embodiment will be described. That is, the vehicle drive control device according to the third embodiment includes all the configurations of the vehicle drive control devices according to the first and second embodiments.

[Configuration of vehicle drive control device]
As shown in FIG. 11, as a vehicle drive control device, the 4WD controller 8 includes a wheel rotation number detection unit 81, a motor rotation number detection unit 82, a traveling direction command determination unit 84, a longitudinal acceleration detection unit 83, A clutch state determination unit 85, a reverse rotation determination unit 86, and a clutch control unit 87 are provided.
The reverse rotation determination unit 86 includes a wheel reverse rotation determination unit 86a and a motor reverse rotation determination unit 86b. The wheel reverse rotation determination unit 86a includes a wheel reverse rotation start determination unit 86a-1, a wheel reverse rotation continuation determination unit 86a-2, and an immediate clutch engagement command unit 86a-3. The motor reverse rotation determination unit 86b includes a motor reverse rotation start determination unit 86b-1, a motor reverse rotation continuation determination unit 86b-2, a rotation difference calculation unit 86b-3, and a rotation speed synchronization determination unit 86b-4.
The wheel rotation number detection unit 81, the motor rotation number detection unit 82, the traveling direction command determination unit 84, the longitudinal acceleration detection unit 83, the clutch state determination unit 85, the reverse rotation determination unit 86, and the clutch control unit 87 are basically used. The same reference numerals are used in the first and second embodiments. Therefore, details are as described in the first and second embodiments.

[Reverse rotation determination processing]
As the reverse rotation determination process by the 4WD controller 8, in the third embodiment, the inclination determination process (first embodiment) shown in FIG. 5 and the travel range switching determination process (second embodiment) shown in FIG. Implement as appropriate in the situation. Accordingly, the processing procedure is as described in the first and second embodiments.
[Vehicle behavior]
The behavior of the vehicle according to the third embodiment is the same as the behavior of the vehicle according to the first and second embodiments in each situation. Therefore, the behavior of the vehicle according to the third embodiment is as described in the first and second embodiments.

[Effect of the third embodiment]
According to 3rd Embodiment, there exist the following effects.
(1) The vehicle drive control device according to the third embodiment detects the number of rotations of the motor-driven wheel when controlling the engagement and disengagement of the clutch capable of transmitting the power from the electric motor to the motor-driven wheel. The number of rotations of the electric motor is detected. It is determined whether forward travel is commanded as a travel direction command or reverse travel is commanded. Detects vehicle longitudinal acceleration. Determine if the clutch is engaged or disengaged.
Here, when it is determined that the clutch is released, the rotational speed of the motor-driven wheel is detected, and the traveling direction indicated by the longitudinal acceleration of the vehicle is different from the traveling direction command, the motor-driven wheel Is determined to be rotating in the reverse direction. When it is determined that the motor-driven wheels are rotating in reverse, if a command for engaging the clutch is input, the clutch is immediately engaged without adjusting the rotational speed of the electric motor and the motor-driven wheels. To control.

Further, it is determined that the clutch is engaged, the rotational speed of the electric motor is detected, and the traveling direction is switched by the traveling direction command, and the traveling direction indicated by the longitudinal acceleration of the vehicle after the clutch is released is determined. When the direction is different from the traveling direction command, it is determined that the electric motor is rotating in the reverse direction. When it is determined that the electric motor is rotating in the reverse direction, the rotational difference between the electric motor and the motor drive wheel is calculated. The rotation difference is compared with a predetermined target value to determine the rotation speed synchronization between the electric motor and the motor-driven wheel. As a result of the rotational speed synchronization determination, when it is determined that the rotational speeds of the electric motor and the motor-driven wheels are synchronized, control is performed to re-engage the clutch.
Thus, by providing all the configurations of the first and second embodiments, in each situation, both the first and second embodiments can be implemented as appropriate. Thereby, both the effects described in the first and second embodiments can be achieved.
As mentioned above, although embodiment of this invention was explained in full detail, actually, it is not restricted to said embodiment, Even if there is a change of the range which does not deviate from the summary of this invention, it is included in this invention.

  1L and 1R ... left and right front wheels, 2 ... engine (internal combustion engine), 3L and 3R ... left and right rear wheels, 4 ... electric motor (electric motor), 5 ... automatic transaxle, 5A ... transmission (transmission), 5B ... differential gear ( Differential gear), 6 ... endless belt (V belt), 7 ... generator (generator), 8 ... 4WD controller, 81 ... traveling direction command determination unit, 82 ... motor rotation speed detection unit, 83 ... longitudinal acceleration detection unit, 84: Wheel rotation speed detection unit, 85 ... Clutch state determination unit, 86 ... Reverse rotation determination unit, 86a ... Wheel reverse rotation determination unit, 86a-1 ... Wheel reverse rotation start determination unit, 86a-2 ... Wheel reverse rotation continuation determination 86a-3 ... Immediate clutch engagement command unit, 86b ... Motor reverse rotation determination unit, 86b-1 ... Motor reverse rotation start determination unit, 86b-2 ... Motor reverse rotation continuation determination , 86b-3 ... rotation difference calculation unit, 86b-4 ... rotation speed synchronization determination unit, 87 ... clutch control unit, 9 ... electric wire (power cable), 10 ... junction box, 10A ... current sensor, 10B ... relay, 11 ... Reducer, 12 ... clutch, 13 ... differential gear, 14 ... intake pipe, 15 ... main throttle valve, 16 ... sub-throttle valve, 17 ... accelerator pedal, 18 ... engine controller, 19 ... throttle motor, 20 ... throttle motor controller , 21 ... engine speed sensor, 22 ... accelerator sensor, 23 ... throttle sensor, 24FL, 24FR, 24RL, and 24RR ... wheel speed sensor, 25 ... voltage regulator (regulator), 26 ... motor speed sensor, 27 ... acceleration Sensor 28 ... Shift sensor 29 ... Select switch Chi, 30 ... brake stroke sensor, 31 ... brake pedal, 32 ... braking controller, 33FL, 33FR, 33RL, and 33RR ... braking device (brake)

Claims (4)

A clutch control unit for controlling engagement and disengagement of a clutch capable of transmitting power from an electric motor to motor-driven wheels;
A wheel rotational speed detection unit for detecting the rotational speed of the motor-driven wheel;
A travel direction command determination unit that determines whether forward travel is commanded as a travel direction command or reverse travel is commanded;
A longitudinal acceleration detector for detecting longitudinal acceleration of the vehicle;
A clutch state determination unit for determining whether the clutch is engaged or released;
The clutch state determination unit determines that the clutch is released, the wheel rotation number detection unit detects the rotation number of the motor-driven wheel, and the traveling direction indicated by the longitudinal acceleration of the vehicle Is a direction different from the traveling direction command, a wheel reverse rotation determination unit that determines that the motor-driven wheel is reversely rotated,
With
The clutch control unit receives the electric motor and the motor when a command to engage the clutch is input when the wheel reverse rotation determination unit determines that the motor-driven wheel is rotating in reverse. A vehicle drive control device that performs control so that the clutch is immediately engaged without adjusting the rotational speed of the drive wheel. The wheel reverse rotation determination unit,
When it is determined by the clutch state determination unit that the clutch is released, from the initial state where the traveling direction command is a forward direction and the longitudinal acceleration of the vehicle is naturally generated by a gradient A wheel reverse rotation start determination unit that determines that the motor-driven wheel has started reverse rotation when starting to decrease; and
When it is determined by the wheel reverse rotation start determination unit that the motor-driven wheel has started reverse rotation, the motor drive is started when the rotation speed of the motor-driven wheel becomes equal to or higher than a detectable minimum rotation speed. A wheel reverse rotation continuation determination unit that determines that the motor-driven wheel continues reverse rotation until the rotation number of the wheel is less than the minimum rotation number;
With
When the clutch control unit determines that the motor-driven wheel continues to reversely rotate when the wheel reverse rotation continuation determination unit determines that the electric motor is engaged, 2. The vehicle drive control device according to claim 1, wherein the clutch is immediately engaged without adjusting the number of rotations between the motor drive wheel and the motor drive wheel. A clutch control unit for controlling engagement and disengagement of a clutch capable of transmitting power from an electric motor to motor-driven wheels;
A motor rotation number detection unit for detecting the rotation number of the electric motor;
A travel direction command determination unit that determines whether forward travel is commanded as a travel direction command or reverse travel is commanded;
A longitudinal acceleration detector for detecting longitudinal acceleration of the vehicle;
A clutch state determination unit for determining whether the clutch is engaged or released;
The clutch state determination unit determines that the clutch is engaged, the motor rotation number detection unit detects the rotation number of the electric motor, and the traveling direction is switched by the traveling direction command. A motor reverse rotation determination unit that determines that the electric motor is rotating in the reverse direction when the traveling direction indicated by the longitudinal acceleration of the vehicle is different from the traveling direction command after the clutch is released;
A rotation difference calculation unit that calculates a rotation difference between the electric motor and the motor-driven wheel when it is determined that the electric motor is rotating in reverse;
A rotation speed synchronization determination unit that compares the rotation difference with a predetermined target value and performs rotation speed synchronization determination between the electric motor and the motor-driven wheel;
Further comprising
The clutch control unit controls to re-engage the clutch when the rotation speed synchronization determination unit determines that the rotation speeds of the electric motor and the motor-driven wheel are synchronized. A vehicle drive control device. When the rotational speed of the electric motor is equal to or greater than the minimum detectable rotational speed, the motor reverse rotation determination unit switches the traveling direction again according to the traveling direction command, and the progress indicated by the longitudinal acceleration of the vehicle 4. The vehicle drive control device according to claim 3 , wherein when the direction and the traveling direction command are the same direction, it is determined that the reverse rotation of the motor-driven wheel and the electric motor has ended.

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