JP6745309B2 - Control device - Google Patents

Description

The present invention relates to a control device that controls a transmission using a mode switching diagram.

As a transmission control device to which a motor for driving a vehicle is connected, for example, in Patent Document 1, an electric power consumption priority shift line set with priority given to improvement of electric power consumption and a setting with priority given to suppression of shift frequency. And a drive priority shift line, and a technique of using the drive priority shift line after completion of shift control using the power consumption priority shift line.

Japanese Patent No. 5896078

However, in the above-described technique, the driving force is not insufficient while the drive priority shift line is used, and thus the kinetic performance of the vehicle can be improved, but the electric power consumption may be deteriorated during that time.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a control device that can improve the kinetic performance and power consumption of a vehicle.

In order to achieve this object, the present invention is a control device that is mounted on a vehicle and that controls a transmission using a mode switching diagram. The transmission includes a first input shaft and a second input shaft that are respectively coupled to the first motor and the second motor and arranged coaxially, and a first reduction gear that transmits the power of the first input shaft to the output shaft. A second speed reducer for transmitting the power of the second input shaft to the output shaft at a speed reduction ratio smaller than that of the first speed reducer; and a first clutch for disconnecting or connecting the first input shaft and the second input shaft. , A second clutch that is a one-way clutch that transmits power from the first speed reducer to the output shaft. Mode switching map, from a first mode to drive the first motor to cut a first clutch, a first switching line for switching to the second A-mode for driving the second motor to cut the first clutch, the second A A second switching line for switching the mode to the first mode; a third switching line for switching the first mode to the third mode for disconnecting the first clutch and driving the first motor and the second motor; A fourth switching line for switching to the 1 mode, a fifth switching line for switching from the third mode to the fourth mode for connecting the first clutch and driving the first motor and the second motor, and from the fourth mode to the third mode. A sixth switching line for switching, a seventh switching line for switching the second B mode for connecting the first clutch and driving the second motor to the fourth mode, and an eighth switching line for switching from the fourth mode to the second B mode. , A 9th switching line for switching from the 2A mode to the 2B mode, and a 10th switching line for switching from the 2B mode to the 2A mode . Hysteresis is provided between the first switching line and the second switching line. The vehicle includes an inclination detector that detects information regarding the magnitude of inclination of the vehicle in the front-rear direction. The controller selects a mode switching diagram in which the hysteresis between the first switching line and the second switching line is larger as the slope of the road surface on which the vehicle is climbing is larger, which is determined based on the information. It has a circuit.

According to the control device of claim 1, the first clutch is disengaged to drive the first motor, the second mode is to drive the second motor, the first clutch is disengaged from the first motor and the second motor. Can be switched to a third mode for driving the first motor and a fourth mode for connecting the first clutch and driving the first motor and the second motor. As a result, the driving force can be secured from low speed to high speed, and the dynamic performance of the vehicle can be improved. Further, by setting the first switching line to the tenth switching line at a position close to the optimum power consumption line, the power consumption can be improved. Therefore, the exercise performance and power consumption of the vehicle can be improved.
Hysteresis is provided between the first switching line and the second switching line. As a result, it is possible to suppress busy shift, which is frequently switched in a short time. The larger the slope of the road surface on which the vehicle is climbing, which is determined based on the information on the magnitude of the vehicle's front-rear direction detected by the inclination detector, is determined by the change circuit to be the first switching line and the second switching line. A mode switching diagram with a large hysteresis between is selected. Therefore, it is possible to suppress a busy shift when climbing a road surface having a large slope.

According to the control device of claim 2, between the third switching line and the fourth switching line, between the fifth switching line and the sixth switching line, between the seventh switching line and the eighth switching line, Also, hysteresis is provided between the ninth switching line and the tenth switching line. Thereby, in addition to the effect of the first aspect, it is possible to suppress a busy shift in which switching is frequently performed in a short time.

It is a functional block diagram of the vehicle in one embodiment. 6 is a chart showing a combination of operations of a first motor, a second motor, and a first clutch. It is a schematic diagram of a mode switching diagram. It is a flow chart of switching control processing.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, a vehicle 10 equipped with a control device 50 will be described with reference to FIG. FIG. 1 is a functional block diagram of a vehicle 10 according to an embodiment.

As shown in FIG. 1, a vehicle 10 is equipped with a transmission 11 and a control device 50. The transmission 11 includes a first input shaft 14 connected to the first motor 12, a second input shaft 15 connected to the second motor 13, and an output shaft 16. The first input shaft 14 and the second input shaft 15 are arranged coaxially. The first input shaft 14 (second input shaft 15) and the output shaft 16 are arranged in parallel with each other. In the present embodiment, the first input shaft 14 and the second input shaft 15 are main shafts that directly receive the driving forces of the first motor 12 and the second motor 13, respectively.

The first input shaft 14 and the second input shaft 15 are connected to each other so as to be rotatable relative to each other via a pilot bearing (not shown). The first motor 12 and the second motor 13 are electric motors and have the same torque characteristics. A battery (not shown) mounted on the vehicle 10 supplies electric power to the drive circuits 52 and 53 of the first motor 12 and the second motor 13, respectively. The battery is charged by being supplied with external power, and is also supplied with regenerative power from the second motor 13.

The output of the transmission 11 is transmitted to the differential gear 18 arranged in the center of the axle 17. The axle 17 is arranged parallel to the output shaft 16. The differential device 18 distributes the driving force to the left and right axles 17. Wheels 19 are arranged at both ends of the axle 17, respectively. The vehicle 10 is provided with a plurality of wheels (not shown) in addition to the wheels 19, and can travel by rotationally driving the axle 17 and the wheels 19.

The first speed reducer 20 is a device that reduces the rotation of the first input shaft 14 and transmits it to the output shaft 16. The first speed reducer 20 includes a first gear 21 that is connected to the first input shaft 14, and a second gear 22 that is connected to the output shaft 16 or idles the output shaft 16 by switching the second clutch 23. .. The second gear 22 meshes with the first gear 21. The first reduction gear 20 is set to a reduction ratio by meshing the first gear 21 and the second gear 22.

The second clutch 23 is interposed between the output shaft 16 and the second gear 22. The second clutch 23 is a one-way clutch that transmits power in the forward rotation direction from the second gear 22 to the output shaft 16. The second clutch 23 transmits the normal rotation of the second gear 22 to the output shaft 16 so as to be able to be cut off, while blocking the transmission of the positive rotation from the output shaft 16 to the second gear 22. When the second clutch 23 is connected, the second gear 22 is connected to the output shaft 16, and when the second clutch 23 is disengaged, the second gear 22 idles the output shaft 16.

The second speed reducer 30 is a device that decelerates the rotation of the second input shaft 15 and transmits it to the output shaft 16. The second speed reducer 30 includes a third gear 31 that is coupled to the second input shaft 15 and a fourth gear 32 that is coupled to the output shaft 16 and meshes with the third gear 31. The second motor 13 can always transmit power to the output shaft 16 via the second speed reducer 30. The second reduction gear 30 is set to a reduction ratio smaller than the reduction ratio of the first reduction gear 20 due to the meshing of the third gear 31 and the fourth gear 32. The first speed reducer 20 is a low speed transmission path, and the second speed reducer 30 is a high speed transmission path.

The fifth gear 33 coupled to the output shaft 16 meshes with the sixth gear 34 coupled to the differential device 18. The fifth gear 33 and the sixth gear 34 transmit the power of the output shaft 16 to the axle 17 via the differential device 18.

A first clutch 40 that disconnects or connects the first input shaft 14 and the second input shaft 15 is arranged between the first input shaft 14 and the second input shaft 15. In the present embodiment, the first clutch 40 is a meshing clutch, and the actuator 42 moves the sleeve 41 to connect and disconnect. However, the present invention is not limited to this, and it is naturally possible to adopt another clutch such as a friction clutch or to incorporate a synchromesh in the first clutch 40.

The control device 50 (ECU) is a device for controlling the first motor 12, the second motor 13, and the first clutch 40. The control device 50 includes a CPU, a ROM, a RAM, and a backup RAM (none of which is shown). The ROM stores a map such as a mode switching diagram 60 (see FIG. 3) referred to when the program is executed and the program. The CPU executes arithmetic processing based on the programs and maps stored in the ROM. The RAM is a memory that temporarily stores a calculation result of the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be saved.

The control device 50 is connected to a drive circuit 52 for driving the first motor 12 and a drive circuit 53 for driving the second motor 13 via a CAN communication line 51. The control device 50 is connected to a vehicle speed sensor 54, an accelerator opening sensor 55, a longitudinal acceleration sensor 56, a thermometer 57, and a sleeve position sensor 58. The control device 50 uses the drive circuits 52 and 53 to control the first motor 12 and the second motor 13 for power running or regenerative control.

The vehicle speed sensor 54 is a device for detecting the speed of the vehicle 10. The vehicle speed sensor 54 includes an output circuit (not shown) that detects the rotation speed of the output shaft 16, processes the detection result, calculates the speed of the vehicle 10, and outputs the speed to the control device 50.

The accelerator opening sensor 55 includes an output circuit (not shown) that detects the amount of depression of an accelerator pedal (not shown) by the driver, processes the detection result, and outputs the result to the control device 50. The output of the accelerator opening sensor 55 is proportional to the total driving force required by the driver (required driving force).

The longitudinal acceleration sensor 56 includes an output circuit (not shown) that detects an acceleration in the longitudinal direction of the vehicle 10 (hereinafter referred to as “front and rear G”), processes the detection result, and outputs the processed result to the control device 50. .. By differentiating the vehicle speed detected by the vehicle speed sensor 54 to obtain the acceleration of the vehicle 10 (hereinafter referred to as “vehicle G”) and calculating the difference between the front-rear G and the vehicle G, the control device 50 controls the vehicle 10 It is possible to calculate the gradient of the traveling road surface.

The thermometer 57 includes an output circuit (not shown) that detects the temperatures of the first motor 12 and the second motor 13, processes the detection results, and outputs the processed results to the control device 50. The sleeve position sensor 58 includes an output circuit (not shown) that detects the position of the sleeve 41 of the first clutch 40, processes the detection result, and outputs the result to the control device 50. Based on the detection result of the sleeve position sensor 58, the control device 50 detects whether the first clutch 40 is engaged or disengaged. As another input/output device 59 connected to the control device 50, for example, a brake stroke sensor can be cited.

FIG. 2 is a chart showing combinations of operations of the first motor 12, the second motor 13, and the first clutch 40. In FIG. 2, the motor to be driven and the clutch to be engaged in each mode are indicated by x. The control device 50 uses the mode switching diagram 60 (see FIG. 3) according to the information input from the vehicle speed sensor 54, the accelerator opening sensor 55, and the like to perform the first mode, the second A mode, the second B mode, and the third mode. Then, control is performed to switch the transmission 11 to any one of the fourth mode.

As shown in FIG. 2, in the first mode, the controller 50 power-controls the first motor 12 with the first clutch 40 disengaged (first mode process of FIG. 4: S8). The first mode is used when starting or traveling at low speed. The output of the first motor 12 is transmitted to the output shaft 16 via the first speed reducer 20 having a reduction ratio larger than that of the second speed reducer 30, so that a large driving torque is obtained from a low speed and a strong start and low speed running are achieved. It will be possible.

In the second mode (second A and second B modes), the control device 50 controls the second motor 13 in the power running state with the first clutch 40 disengaged. The output of the second motor 13 is transmitted to the output shaft 16 via the second speed reducer 30 having a reduction ratio smaller than that of the first speed reducer 20, so that high speed traveling with good electricity consumption becomes possible. The second clutch 23, which is a one-way clutch, cuts off the transmission of power from the output shaft 16 to the second gear 22, so that in the second mode, with the first clutch 40 disengaged, the second motor 13 causes the output shaft 16 to move. It is possible to suppress drag loss caused by the first speed reducer 20 and the first motor 12 when driving the vehicle (second A mode process in FIG. 4: S9).

When the first clutch 40 is engaged in the second mode, the first motor 12 rotates together. At this time, when there is a request to switch to the fourth mode 64 in which the first clutch 40 is engaged and the first motor 12 and the second motor 13 are driven, the mode is smoothly switched to the fourth mode 64 (see FIG. 4). Second B mode processing: S10).

In the third mode, the control device 50 power-controls the first motor 12 and the second motor 13 with the first clutch 40 disengaged (third mode process of FIG. 4: S11). When the rotation speed of the second gear 22 driven by the first motor 12 is higher than the rotation speed of the fourth gear 32 (output shaft 16) driven by the second motor 13, the second clutch 23 formed of a one-way clutch. Are connected, the driving forces of the first motor 12 and the second motor 13 are transmitted to the output shaft 16.

On the other hand, when the rotation speed of the second gear 22 driven by the first motor 12 is lower than the rotation speed of the fourth gear 32 (output shaft 16) driven by the second motor 13, the second clutch 23 is disengaged. The driving force of the second motor 13 is transmitted to the output shaft 16. Since the second clutch 23, which is a one-way clutch, is arranged on the output shaft 16 as described above, the state in which the first motor 12 and the second motor 13 drive the output shaft 16 and the second motor 13 operates the output shaft 16 The driving state can be switched seamlessly.

In the fourth mode, the control device 50 power-controls the first motor 12 and the second motor 13 while the first clutch 40 is engaged (fourth mode process of FIG. 4: S12). In the fourth mode, the output shaft 16 is constantly driven by the first motor 12 and the second motor 13, so that the torque output to the output shaft 16 can be increased. In particular, since both the first motor 12 and the second motor 13 drive the second speed reducer 30 in the high-speed transmission path, it is possible to obtain sufficient drive torque and accelerate even at high speed.

FIG. 3 is a schematic diagram of the mode switching diagram 60. The mode switching diagram 60 is based on the speed of the vehicle 10 and the position on the mode switching diagram 60 of the operating point 74 with the total driving force of the first motor 12 and the second motor 13 as parameters. It is a map for finding a different mode. In the switching diagram 60, a plurality of switching lines are set in a region inside the maximum output line 80 of the first motor 12 and the second motor 13. In the present embodiment, the total driving force (driver's required driving force) of the mode switching diagram 60 is calculated from the output result of the accelerator opening sensor 55 (see FIG. 1).

The first switching line 65 and the second switching line 66 are switching lines that partition the first mode 61 and the second mode 62. When the operating point 74 crosses the first switching line 65 and moves from the first mode 61 to the second mode 62, the transmission 11 is switched from the first mode 61 to the second mode 62. The transmission 11 is switched from the second mode 62 to the first mode 61 when the operating point 74 crosses the second switching line 66 and moves from the second mode 62 to the first mode 61.

The first switching line 65 and the second switching line 66 are set near an optimum power consumption line (not shown) that optimizes the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the first switching line 65 and the second switching line 66 are provided on both sides of the optimum electricity consumption line. A hysteresis 75 is set between the first switching line 65 and the second switching line 66. The hysteresis 75 suppresses the busy shift in which the first mode 61 and the second mode 62 are frequently switched in a short time, and suppresses the occurrence of so-called torque shortage.

The third switching line 67 and the fourth switching line 68 are switching lines that partition the first mode 61 and the third mode 63. When the operating point 74 crosses the third switching line 67 and moves from the first mode 61 to the third mode 63, the transmission 11 is switched from the first mode 61 to the third mode 63. When the operating point 74 crosses the fourth switching line 68 and moves from the third mode 63 to the first mode 61, the transmission 11 is switched from the third mode 63 to the first mode 61.

The third switching line 67 and the fourth switching line 68 are set near an optimum power consumption line (not shown) that optimizes the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the third switching line 67 and the fourth switching line 68 are provided on both sides of the optimum electricity consumption line. A hysteresis 76 is set between the third switching line 67 and the fourth switching line 68. The hysteresis 76 suppresses the busy shift in which the first mode 61 and the third mode 63 are frequently switched in a short time, and suppresses the driver's discomfort.

The fifth switching line 69 and the sixth switching line 70 are switching lines that partition the third mode 63 and the fourth mode 64. When the operating point 74 crosses the fifth switching line 69 and moves from the third mode 63 to the fourth mode 64, the transmission 11 is switched from the third mode 63 to the fourth mode 64. When the operating point 74 crosses the sixth switching line 70 and moves from the fourth mode 64 to the third mode 63, the transmission 11 is switched from the fourth mode 64 to the third mode 63.

The fifth switching line 69 and the sixth switching line 70 are set near an optimum power consumption line (not shown) that optimizes the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the fifth switching line 69 and the sixth switching line 70 are provided on both sides of the optimum electricity consumption line. A hysteresis 77 is set between the fifth switching line 69 and the sixth switching line 70. The hysteresis 77 suppresses the busy shift in which the third mode 63 and the fourth mode 64 are frequently switched in a short time, and suppresses the driver's discomfort.

The seventh switching line 71 and the eighth switching line 72 are switching lines that partition the second mode 62 and the fourth mode 64. When the operating point 74 crosses the seventh switching line 71 and moves from the second mode 62 to the fourth mode 64, the transmission 11 is switched from the second mode 62 to the fourth mode 64. When the operating point 74 crosses the eighth switching line 72 and moves from the fourth mode 64 to the second mode 62, the transmission 11 is switched from the fourth mode 64 to the second mode 62.

The seventh switching line 71 and the eighth switching line 72 are set near an optimum power consumption line (not shown) that optimizes the power consumption of the first motor 12 and the second motor 13. In the present embodiment, the seventh switching line 71 and the eighth switching line 72 are provided on both sides of the optimum electricity consumption line. A hysteresis 78 is set between the seventh switching line 71 and the eighth switching line 72. The hysteresis 78 suppresses the busy shift in which the second mode 62 and the fourth mode 64 are frequently switched in a short time, and suppresses the driver's discomfort.

The ninth switching line 73 and the tenth switching line 74 are switching lines for connecting and disconnecting the first clutch 40 in the second mode 62. Since the first motor 12 is not driven in the second mode 62, the first clutch 40 can be connected and disconnected. When the operating point 74 crosses the ninth switching line 73 from the low speed side to the high speed side, the first clutch 40 is engaged (second B mode). When the first clutch 40 is engaged, the first motor 12 rotates together. At this time, it is possible to perform the regenerative control of the first motor 12. Electric power consumption can be improved by the regenerative control of the first motor 12.

When the operating point 74 crosses the tenth switching line 74 from the high speed side to the low speed side in the second mode 62, the first clutch 40 is disengaged (second A mode). When the first clutch 40 is disengaged, the accompanying rotation of the first motor 12 disappears, so that drag loss due to the first motor 12 in the second mode 62 can be suppressed. As a result, the power consumption in the second mode 62 can be improved.

A hysteresis 79 is set between the ninth switching line 73 and the tenth switching line 74. The hysteresis 79 suppresses the busy shift in which the first clutch 40 is frequently engaged and disengaged in a short time, and suppresses the driver's discomfort.

The switching control process executed by the control device 50 (see FIG. 1) will be described with reference to FIG. FIG. 4 is a flowchart of the switching control process. The control device 50 stores in the ROM a plurality of various mode switching diagrams 60 (see FIG. 3) according to the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface on which the vehicle 10 travels. There is. The switching control process is a process that is repeatedly executed (for example, at 0.2 second intervals) by the control device 50 while the power is turned on.

In the switching control process, the control device 50 acquires the accelerator opening based on the input of the accelerator opening sensor 55 and calculates the driver's required driving force (total driving force) (S1). The control device 50 acquires the vehicle speed based on the input of the vehicle speed sensor 54 (S2), and acquires the temperatures of the first motor 12 and the second motor 13 based on the input of the thermometer 57 (S3).

As a result, the temperature of either the first motor 12 or the second motor 13 may cause deterioration of insulation performance or durability of the first motor 12 or the second motor 13 (hereinafter referred to as “first temperature”). In the above case (S4: Yes), the processes of S5 to S7 are skipped, and the control device 50 executes the fourth mode process (S12). In the fourth mode process (S12), the first motor 12 and the second motor 13 are power-run controlled with the first clutch 40 engaged, so that the driving force is distributed to the first motor 12 and the second motor 13. .. Since the load per one motor can be reduced, overheating of the motor can be prevented, and deterioration of insulation performance and deterioration of durability of the first motor 12 and the second motor 13 can be prevented.

On the other hand, when the temperatures of both the first motor 12 and the second motor 13 are lower than the first temperature (S4: No), the control device 50 controls the vehicle 10 based on the inputs of the vehicle speed sensor 54 and the longitudinal acceleration sensor 56. The slope of the traveling road surface is acquired (S5). Next, the controller 50 selects a map (mode switching diagram 60) associated with the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface (S6).

In the process of S6, the controller 50 switches from the first mode 61 to the third mode 63 with a smaller required driving force as the temperature of the first motor 12 or the second motor 13 is higher, or with a smaller required driving force. The mode switching diagram 60 in which the third switching line 67 and the seventh switching line 71 are shifted downward so as to switch from the second mode 62 to the fourth mode 64 is selected. Further, the control device 50 selects the mode switching diagram 60 in which the hysteresis 71 between the first switching line 65 and the second switching line 66 is larger as the slope of the road surface on which the vehicle 10 is climbing is larger.

The control device 50 calculates the position on the mode switching diagram 60 of the operating point 74 specified by the vehicle speed and the required driving force (S7), the first mode process (S8), the second A mode process (S9), and the second mode process. Either the 2B mode process (S10), the third mode process (S11), or the fourth mode process (S12) is executed, and this process ends.

The control device 50 can switch the transmission 11 to any one of the first mode, the second mode (the second A and second B modes), the third mode, and the fourth mode by using the mode switching diagram 60. Therefore, the driving force can be secured from low speed to high speed, and the motion performance of the vehicle 10 can be improved. Further, by setting the first switching line 65 to the tenth switching line 74 at a position close to the optimum power consumption line, the power consumption can be improved. Therefore, the exercise performance and power consumption of the vehicle 10 can be improved.

The mode switching diagram 60 shows that the first switching line 65 and the second switching line 66, the third switching line 67 and the fourth switching line 68, the fifth switching line 69 and the sixth switching line 70. Between the seventh switching line 71 and the eighth switching line 72, and between the ninth switching line 73 and the tenth switching line 74, hysteresis 75 to 79 are provided, so that switching can be performed in a short time. The busy shift that is frequently performed can be suppressed. As a result, the occurrence of torque shortage can be suppressed, so that the motion performance of the vehicle 10 can be further improved. The driver's discomfort can also be suppressed.

In the control device 50, the higher the temperature of the first motor 12 or the second motor 13 is, the lower the third switching line 67 is shifted so as to switch from the first mode 61 to the third mode 63 with a smaller required driving force. Alternatively, since the mode switching diagram 60 in which the seventh switching line 71 is shifted downward so as to switch from the second mode 62 to the fourth mode 64 with a smaller required driving force is selected, when the motor temperature is high, The first motor 12 and the second motor 13 can be simultaneously driven with a small required driving force. Therefore, it is possible to distribute the driving force to reduce the load on the motor and suppress overheating of the first motor 12 and the second motor 13.

Further, since the control device 50 selects the mode switching diagram 60 in which the hysteresis 75 between the first switching line 65 and the second switching line 66 is larger as the slope of the road surface on which the vehicle 10 is climbing is larger, the slope is increased. It is possible to suppress the busy shift between the first mode 61 and the second mode 62 when climbing a road with a large road surface.

Note that, as a change circuit for increasing the hysteresis 75 between the first switching line 65 and the second switching line 66, a circuit that executes the process of S6 in the switching control process (see FIG. 4) in the control device 50 is used. Applicable The moving circuit that shifts the third switching line 67 downward corresponds to the circuit of the control device 50 that executes the process of S6 in the switching control process (see FIG. 4). As a switching circuit for switching to the fourth mode 64 when the temperatures of the first motor 12 and the second motor 13 are equal to or higher than the first temperature, the processing of S4 and S12 in the switching control processing (see FIG. 4) of the control device 50 is performed. The circuit that executes is applicable.

Although the present invention has been described above based on the embodiments, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

In the embodiment, the case where the accelerator opening degree is used as the required driving force which is the parameter of the mode switching diagram 60 has been described, but the present invention is not necessarily limited to this. Other values can naturally be used as long as they are values proportional to the required driving force (total driving force), such as the accelerator opening speed (speed of change in accelerator opening). Also, it is naturally possible to add the detection result of the brake stroke sensor to the required driving force.

In the embodiment, the case where the gradient of the road surface on which the vehicle 10 travels is calculated using the detection results of the vehicle speed sensor 54 and the longitudinal acceleration sensor 56 (an example of a tilt detector) has been described, but the present invention is not limited to this. Absent. It is naturally possible to provide an inclination detector (inclination sensor) for exclusively detecting the inclination of the vehicle 10 in the front-rear direction.

In the embodiment, in the process of S4 of the switching control process (see FIG. 4), the case where the temperature is switched to the fourth mode 64 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature has been described. It is not limited to this. It is naturally possible to switch to the third mode 63 when the temperature of the first motor 12 or the second motor 13 is equal to or higher than the first temperature. Also in this case, since the vehicle 10 can be driven by using the two motors, the load on the motors can be reduced and the overheating of the first motor 12 and the second motor 13 can be suppressed.

In the embodiment, between the first switching line 65 and the second switching line 66, between the third switching line 67 and the fourth switching line 68, between the fifth switching line 69 and the sixth switching line 70, The case where the hysteresis 75 to 79 is provided between the 7th switching line 71 and the 8th switching line 72 and between the 9th switching line 73 and the 10th switching line 74 has been described, but the present invention is not limited thereto. Not a thing. It is preferable that any one or more of the hysteresis 75 to 79 be set, because the busy shift between the modes in which the hysteresis is set can be suppressed.

In the embodiment, a mode switching diagram according to the temperatures of the first motor 12 and the second motor 13 and the gradient of the road surface on which the vehicle 10 travels is selected from the plurality of mode switching diagrams 60 stored in the ROM. The case of selecting and controlling the transmission 11 using the mode switching diagram has been described, but the present invention is not limited to this. It is naturally possible to correct the switching line according to the temperature of the motor or the gradient of the road surface to widen the hysteresis 71 of the mode switching diagram 60 or shift the third switching line 67 and the seventh switching line 71 downward. is there. In this case, the same effect can be obtained.

In the embodiment, the case where the electric motors having the same torque characteristics are used for the first motor 12 and the second motor 13 has been described, but the present invention is not limited to this. Of course, it is possible to use electric motors having different torque characteristics. For example, a motor having low-speed torque characteristics is the first motor 12, and a motor having high-speed torque characteristics is the second motor 13. The first motor 12 having low-speed torque characteristics is a motor having a torque peak value on the low rotation side. The second motor 13 having the high-speed torque characteristic is a motor having a torque peak value on the higher rotation side than the rotation speed at which the torque of the first motor 12 peaks.

In the embodiment, the case where the intermediate shaft is not arranged between the first input shaft 14 and the second input shaft 15 and the output shaft 16 has been described, but the present invention is not necessarily limited to this. It is, of course, possible to provide one or more intermediate shafts, arrange gears on the intermediate shafts, and provide a gear train forming a part of the first speed reducer 20 and the second speed reducer 30 on the intermediate shaft.

In the embodiment, the case where the first input shaft 14 and the second input shaft 15 directly receive the driving force of the first motor 12 and the second motor 13 has been described, but the present invention is not limited to this. It is of course possible to interpose a gear train, a belt or the like between the first motor 12 and the first input shaft 14 and between the second motor 13 and the second input shaft 15.

In the embodiment, the case where the first reduction gear 20 and the second reduction gear 30 are configured using the gear train has been described, but the present invention is not limited to this. As the first speed reducer 20 and the second speed reducer 30, it is naturally possible to use another speed reducer using a belt, a continuously variable transmission (CVT), or the like.

In the embodiment, the case where the wheel 19 is attached to the axle 17 arranged in parallel with the output shaft 16 has been described, but the present invention is not limited to this. For example, it is naturally possible to connect a pair of propeller shafts to the differential device 18 and connect each of the propeller shafts to an axle. As a result, a four-wheel drive vehicle is obtained.

10 vehicle 11 transmission 12 first motor 13 second motor 14 first input shaft 15 second input shaft 16 output shaft 20 first speed reducer 23 second clutch 30 second speed reducer 40 first clutch 50 controller 54 vehicle speed sensor (Part of tilt detector)
56 Longitudinal acceleration sensor (part of tilt detector )
60 Mode switching diagram 61 First mode 62 Second mode 62A Second A mode 62B Second B mode 63 Third mode 64 Fourth mode 65 First switching line 66 Second switching line 67 Third switching line 68 Fourth switching line 69 Fifth switching line 70 Sixth switching line 71 Seventh switching line 72 Eighth switching line 73 Ninth switching line 74 Tenth switching line 75,76,77,78,79 Hysteresis

Claims (2)

A control device mounted on a vehicle for controlling a transmission using a mode switching diagram,
The transmission includes a first input shaft and a second input shaft that are respectively coupled to the first motor and the second motor and are coaxially arranged.
A first speed reducer for transmitting the power of the first input shaft to the output shaft;
A second speed reducer for transmitting the power of the second input shaft to the output shaft at a speed reduction ratio smaller than that of the first speed reducer;
A first clutch that disconnects or connects the first input shaft and the second input shaft;
A second clutch that is a one-way clutch that transmits power from the first speed reducer to the output shaft,
The mode switching diagram is a first switching line for switching from a first mode in which the first clutch is disengaged and the first motor is driven to a second A mode in which the first clutch is disengaged and the second motor is driven. When,
A second switching line for switching from the second A mode to the first mode;
A third switching line that switches from the first mode to a third mode in which the first clutch is disengaged to drive the first motor and the second motor;
A fourth switching line for switching from the third mode to the first mode;
A fifth switching line that switches from the third mode to a fourth mode in which the first clutch is connected and the first motor and the second motor are driven;
A sixth switching line for switching from the fourth mode to the third mode;
A seventh switching line for switching from the second B mode in which the first clutch is connected to drive the second motor to the fourth mode;
An eighth switching line for switching from the fourth mode to the second B mode,
A ninth switching line for switching from the second A mode to the second B mode ;
A tenth switching line for switching from the second B mode to the second A mode ,
Hysteresis is provided between the first switching line and the second switching line,
The vehicle includes an inclination detector that detects information regarding the magnitude of inclination of the vehicle in the front-rear direction,
A change in selecting the mode switching diagram in which the larger the slope of the road surface on which the vehicle is climbing, the larger the hysteresis between the first switching line and the second switching line is, which is determined based on the information. A control device having a circuit . Between the third switching line and the fourth switching line, between the fifth switching line and the sixth switching line, between the seventh switching line and the eighth switching line, and between the ninth switching line and the ninth switching line. The control device according to claim 1, wherein hysteresis is provided between the switching line and the tenth switching line.

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