WO2024062836A1 - 車両制御システム - Google Patents

車両制御システム Download PDF

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Publication number
WO2024062836A1
WO2024062836A1 PCT/JP2023/030550 JP2023030550W WO2024062836A1 WO 2024062836 A1 WO2024062836 A1 WO 2024062836A1 JP 2023030550 W JP2023030550 W JP 2023030550W WO 2024062836 A1 WO2024062836 A1 WO 2024062836A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
drive
vehicle
control unit
power transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2023/030550
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
健太郎 湯谷
正徳 ▲高▼橋
皓俊 小川
亮 石橋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Soken Inc
Original Assignee
Denso Corp
Soken Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp, Soken Inc filed Critical Denso Corp
Priority to CN202380066889.0A priority Critical patent/CN120035538A/zh
Priority to DE112023003923.2T priority patent/DE112023003923T5/de
Priority to JP2024548149A priority patent/JP7827875B2/ja
Publication of WO2024062836A1 publication Critical patent/WO2024062836A1/ja
Priority to US19/083,044 priority patent/US20250214558A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B60K2023/0816—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential
    • B60K2023/0825—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential for adding torque to the front wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3114—Vehicle wheels
    • F16D2500/3115—Vehicle wheel speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/312—External to the vehicle
    • F16D2500/3124—Driving conditions, e.g. climbing hills, cornering, traffic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70424—Outputting a clutch engaged-disengaged signal

Definitions

  • the present disclosure relates to a vehicle control system.
  • Patent Document 1 a dog clutch is provided as a controllable power disconnection device between a second rotating machine that is a drive source and a reduction gear.
  • Patent Document 1 the location where the abnormality is occurring is identified from the rotation signal when the dog clutch is connected and disconnected. Patent Document 1 does not mention abnormality detection and clutch control other than after abnormality detection.
  • An object of the present disclosure is to provide a vehicle control system that can appropriately control the drive of a vehicle.
  • the vehicle drive system of the present disclosure controls the drive of a vehicle, and includes a drive source, a clutch, a clutch actuator, and a control section.
  • the clutch is provided in a power transmission path from the drive source to the drive wheels, and is capable of switching on/off of power transmission.
  • a clutch actuator drives the clutch.
  • the control unit controls driving of the drive source and the clutch actuator.
  • At least one location is provided between the clutch and the drive wheel where the clutch engages with the clutch at an angle with respect to the rotation direction.
  • the control unit switches the clutch from a disengaged state to an engaged state and controls the clutch actuator so that a load greater than the load required to engage the clutch is generated during transient torque input when driving force from the drive source is input. do.
  • the control unit releases the clutch when the torque fluctuation frequency of the drive source is in the resonance region of the drive shaft connected to the drive wheels.
  • the control unit determines whether the vehicle has climbed over the step, and releases the clutch when it is determined that the vehicle has climbed over the step.
  • the clutch is released while the drive wheels are not rotating, and the drive source is driven to perform abnormality diagnosis. Thereby, the drive of the vehicle can be appropriately controlled by controlling the clutch.
  • FIG. 1 is a schematic diagram showing a vehicle control system according to a first embodiment
  • FIG. 2 is a schematic diagram showing a clutch and a reducer according to a first embodiment
  • FIG. 3 is a schematic diagram showing a clutch according to a first embodiment
  • FIG. 4 is a diagram illustrating the removal of backlash according to the first embodiment
  • FIG. 5A is a diagram showing the relationship between the gear rotation angle and the output torque when backlash is not eliminated
  • FIG. 5B is a diagram showing the relationship between the gear rotation angle and the output torque when the backlash is eliminated
  • FIG. 6 is a flowchart illustrating clutch control according to the first embodiment.
  • FIG. 7 is a schematic diagram showing a fitting portion of a drive shaft according to a second embodiment
  • FIG. 8A is a schematic diagram showing a clutch and a reducer according to a third embodiment
  • FIG. 8B is a schematic diagram showing clutch meshing teeth
  • FIG. 9 is a schematic diagram showing a case where the reducer is a spur gear
  • FIG. 10 is a flowchart illustrating clutch control according to the fourth embodiment.
  • FIG. 11 is a time chart illustrating clutch control according to the fourth embodiment.
  • FIG. 12A is a schematic diagram showing a state in which a vehicle overcomes a step
  • FIG. 12B is a schematic diagram showing a state in which the vehicle has climbed over a step;
  • FIG. 13 is a flowchart illustrating clutch control according to the fifth embodiment.
  • FIG. 14 is a time chart illustrating clutch control according to the fifth embodiment.
  • FIG. 15 is a flowchart illustrating the operation check process according to the sixth embodiment.
  • the first embodiment is shown in Figs. 1 to 6.
  • a vehicle control device 30 is applied to a vehicle control system 1.
  • the vehicle control system 1 includes a front wheel drive unit 10, a rear wheel drive unit 20, a clutch 31, a clutch actuator 35, and a control unit 50.
  • the front wheel drive unit 10 includes a drive shaft 12 connected to the front wheels 11, a main motor 15, a power transmission unit 18, and the like.
  • the rear wheel drive unit 20 includes a drive shaft 22 connected to the rear wheels 21, a main motor 25, a power transmission unit 28, and the like.
  • the vehicle control system 1 of this embodiment is a so-called four-wheel drive system in which main motors 15 and 25, which are drive sources, are provided on the front wheel side and the rear wheel side, respectively.
  • the main motors 15 and 25 are so-called motors that function as electric motors that generate torque by being supplied with electric power from a battery (not shown), and as generators that are driven to generate electricity when the vehicle 99 is braked. It is a generator.
  • the driving force of the main motor 15 is transmitted to the drive shaft 12 via the power transmission section 18, and rotates the front wheels 11.
  • the driving force of the main motor 25 is transmitted to the drive shaft 22 via the power transmission section 28, and rotationally drives the rear wheels 21.
  • the power transmission units 18 and 28 are comprised of a speed reducer, a differential device that absorbs a difference in rotation between the left and right sides, and the like.
  • the front wheel drive unit 10 and the rear wheel drive unit 20 will be referred to as a "drive system” and the main engine motor will be referred to as an "MG" as appropriate.
  • the clutch 31 is provided in the front wheel drive unit 10 and can switch between connecting and disconnecting the main engine motor 15 and the front wheels 11.
  • the clutch 31 may be provided at any location on the power transmission path between the main motor 15 and the front wheels 11, and in this embodiment, the clutch 31 is provided at any location on the power transmission path between the main motor 15 and the power transmission section 18 (see FIG. 2, etc.). is established between.
  • the clutch 31 is illustrated as being provided on the drive shaft 12 for the sake of simplicity.
  • the clutch actuator 35 switches the clutch 31 between an engaged state and a released state by applying a load to the clutch 31.
  • the clutch 31 of this embodiment is a dog clutch (meshing clutch) and has bases 311, 313 and meshing teeth 312, 314.
  • the meshing teeth 312, 314 are formed substantially perpendicular to the rotation direction.
  • the clutch 31 is not limited to a dog clutch, and may be a multi-disc or single-disc friction clutch.
  • control unit 50 is mainly composed of a microcomputer, etc., and internally includes a CPU, ROM, RAM, I/O, and a bus line connecting these components, none of which are shown. .
  • Each process in the control unit 50 may be a software process in which a CPU executes a program stored in a physical memory device such as a ROM (i.e., a readable non-temporary tangible recording medium), or It may also be a hardware process using a dedicated electronic circuit.
  • the control unit 50 includes current sensors 61 and 63 that detect the current of the main motors 15 and 25, rotation angle sensors 62 and 64 that detect the rotation of the main motors 15 and 25, a wheel speed sensor 65, and a pedal of the accelerator pedal 40.
  • the detected value of an accelerator opening sensor (not shown) that detects the opening is acquired, and the drive of the main engine motors 15 and 25 and the clutch actuator 35 is controlled.
  • the control unit 50 is shown as being one, but the functions may be divided into a plurality of ECUs or the like. Also, some control lines have been omitted to avoid complication.
  • shock occurs when the gears collide.
  • it is possible to reduce the engagement shock through hardware for example by providing a chamfer and spring mechanism on the teeth of the dog clutch.
  • a configuration that reduces the engagement shock through hardware increases the number of parts.
  • the clutch 31 is provided between the main motor 15 and the reduction gear 41.
  • the reduction gear 41 is also composed of a helical gear.
  • the helical gear rotates as shown by arrow A2, and the play between the gears is taken up.
  • the total play provided in the power transmission unit 18 etc. is referred to as "backlash.”
  • the clutch 31 is used to push the reduction gear 41 in the thrust direction when a transient torque is input, thereby rotating the helical gear.
  • backlash in the thrust direction and rotational direction can be reduced.
  • arrow A3 by inputting the torque of the main engine motor 15 from a state where the rattle is clogged, rattling noise is suppressed.
  • the horizontal axis shows the gear rotation angle on the input side of the reduction gear 41
  • the vertical axis shows the torque output from the reduction gear 41.
  • the MG torque Tmg will not be transmitted to the output side even if the input side is rotating, and when the play is blocked, a rattling sound will be heard. occurs.
  • the strength of the rattling sound is approximately proportional to the amount of rattling.
  • FIG. 5B if the output side of the reduction gear 41 is full of play, no rattling sound is generated, and torque is transmitted to the output shaft immediately after the main motor 15 is driven.
  • step S101 will be omitted and simply referred to as "S".
  • the control unit 50 determines whether a transient torque is being input.
  • a transient torque is being input.
  • the process from S102 onwards is skipped.
  • the clutch 31 is to be engaged at a time other than when a transient torque is input, the drive of the clutch actuator 35 is controlled in a process separate from this process, and the clutch 31 is engaged. If it is determined that a transient torque is being input (S101: YES), the process moves to S102.
  • control unit 50 drives the clutch actuator 35 to engage the clutch 31.
  • control unit 50 determines whether engagement of the clutch 31 is completed. If it is determined that the engagement of the clutch 31 is not completed (S103: NO), the process returns to S102 and the clutch actuator 35 continues to be driven. If it is determined that the engagement of the clutch 31 is completed (S103: YES), the process moves to S104.
  • control unit 50 controls the clutch actuator 35 to apply a pressing force in the thrust direction.
  • the backlash in the thrust direction is reduced, and as the reduction gear 41 having helical teeth rotates, the backlash in the rotational direction is also reduced (see FIG. 4).
  • control unit 50 determines whether or not the looseness reduction is completed. If it is determined that the looseness reduction has not been completed (S105: NO), the process returns to S104 and the pressing control in the thrust direction is continued. If it is determined that the backlash reduction has been completed (S105: YES), the process moves to S106.
  • control unit 50 releases the pressing force in the thrust direction and controls the drive of the clutch actuator 35 so that the pressing force can maintain the engaged state of the clutch 31. Further, if a lock mechanism (not shown) is provided to maintain the engaged state of the clutch 31, the lock mechanism may be operated and the power to the clutch actuator 35 may be turned off.
  • control unit 50 drives the main engine motor 15 to generate torque. At this time, since the output side is full of rattles, the occurrence of rattling noise is suppressed. Note that the processing order of S106 and S107 may be reversed, and the pressing force in the thrust direction may be released after the main motor 15 starts driving.
  • the vehicle control system 1 of this embodiment controls the drive of the vehicle 99, and includes the main motor 15, the clutch 31, the clutch actuator 35, and the control section 50.
  • the clutch 31 is provided in a power transmission path from the main engine motor 15 to the front wheels 11, and can switch between connecting and disconnecting power transmission.
  • Clutch actuator 35 drives clutch 31.
  • the control unit 50 controls the driving of the main engine motor 15 and the clutch actuator 35.
  • the power transmission path is provided with at least one portion that engages at an angle with respect to the rotation direction.
  • the reduction gear 41 has a helical gear, which meshes at an angle with respect to the rotation direction.
  • the control unit 50 switches the clutch 31 from the released state to the engaged state so that a load larger than the load required for engaging the clutch 31 is generated at the time of transient torque input when the driving force from the main engine motor 15 is input. Controls clutch actuator 35.
  • the drive of the vehicle 99 can be appropriately controlled.
  • the clutch 31 when a larger load required for engagement is generated at the time of transient torque input and the clutch 31 is pressed in the thrust direction, the force in the thrust direction is converted into the rotation direction at the inclined engagement part. Ru. Thereby, backlash in the thrust direction and rotational direction can be reduced. Note that after the looseness has been reduced, return to the normal engagement state. This makes it possible to suppress the occurrence of rattling noise during transient torque input.
  • FIG. 7 (Second embodiment, third embodiment)
  • the second embodiment is shown in FIG. 7, and the third embodiment is shown in FIGS. 8A and 8B.
  • a diagonal groove d is formed in a fitting portion 121 between the clutch 31 and the drive shaft 12.
  • the drive shaft 12 side is described, and the description of the fitting portion on the clutch 31 side is omitted.
  • the clutch 32 has bases 321, 323 and meshing teeth 322, 324. As shown in FIG. 8B, the meshing teeth 322, 324 are formed at an incline with respect to the direction of rotation.
  • the force in the thrust direction by the clutch actuator 35 is reduced in the rotational direction. It can be converted to Thereby, by controlling in the same manner as in the first embodiment at the time of transient torque input, it is possible to reduce backlash and suppress rattling noise when torque is input to the main engine motor 15.
  • FIGS. 10 and 11 A fourth embodiment is shown in FIGS. 10 and 11. While the vehicle 99 is running, resonance occurs when the fluctuation period of the cogging torque or torque ripple of the main motor 15 reaches a rotational speed corresponding to the resonant frequency of the drive system. Therefore, in this embodiment, when the torque fluctuation frequency of the main motor 15 is in the resonance region of the drive system, the clutch 31 is released and the vehicle travels with the driving force of the rear wheel drive unit 20. In other words, when the torque fluctuation frequency of the main motor 15 is in the resonance region of the drive system, four-wheel drive is switched to two-wheel drive.
  • the control unit 50 determines whether or not there is an engagement command for the clutch 31. It is determined whether there is a command to engage the clutch 31 or not. If it is determined that there is no command to engage the clutch 31 (S201: NO), the process from S202 onwards is skipped. If it is determined that there is a command to engage the clutch 31 (S201: YES), the process moves to S202.
  • the control unit 50 calculates the torque fluctuation frequency due to torque ripple and cogging torque based on the number of poles of the main motor 15, the MG rotation speed Nmg, etc. Note that a plurality of torque fluctuation frequencies may be calculated, such as a fluctuation frequency due to torque ripple and a fluctuation frequency due to cogging torque.
  • S203 it is determined whether the calculated torque fluctuation frequency corresponds to the resonance frequency of the drive system.
  • the torque fluctuation frequency is within a predetermined range including the resonance frequency, an affirmative determination is made.
  • a predetermined range including the resonance frequency will be referred to as a "resonance region" as appropriate. If it is determined that the torque fluctuation frequency corresponds to the resonance frequency of the drive system (S203: YES), the process moves to S204. If it is determined that the torque fluctuation frequency does not correspond to the resonance frequency of the drive system (S203: NO), the process moves to S205.
  • control unit 50 releases the clutch 31 to set the rear wheel drive unit 20 to two-wheel drive.
  • control unit 50 engages the clutch 31 to set the rear wheel drive unit 20 to four-wheel drive.
  • the clutch control of this embodiment will be explained based on the time chart of FIG. 11.
  • the common time axis is the horizontal axis, and from the top, the vehicle speed, MG rotational speed, clutch stroke, and drive torque are shown.
  • the rotation speed of the main engine motor 15 on the front wheel side is shown as Nmg_f and the drive torque is shown as Td_f as a solid line
  • the rotation speed of the main engine motor 25 on the rear wheel side is shown as Nmg_r and the drive torque is shown as Td_r as a dashed line.
  • the MG rotation speed Nmg is smaller than the rotation speed region (hereinafter simply referred to as "resonance region") in which the torque fluctuation frequency corresponds to the resonance region of the front wheel drive unit 10, so the clutch 31 is not engaged.
  • the MG rotational speed Nmg is a rotational speed corresponding to the vehicle speed.
  • the total torque Td_t is distributed to the main motors 15 and 25.
  • the control unit 50 releases the clutch 31 when the torque fluctuation frequency of the main motor 15 is in the resonance region of the drive shaft 12 connected to the front wheels 11. Thereby, vibrations of the vehicle 99 can be reduced.
  • FIGS. 12A to 14 The fifth embodiment is shown in FIGS. 12A to 14.
  • the explanation will be focused on control when getting over a step, especially immediately after getting over the step. It should be noted that the control until getting over the step does not matter.
  • FIGS. 12A and 12B schematically show the vehicle 99 climbing over a step, and the block arrows indicate the driving force of the front wheel drive section 10, the rear wheel drive section 20, and the vehicle as a whole.
  • the MG torque Tmg is reduced and the clutch 31 is disengaged, thereby further suppressing the feeling of jumping out after the step has been overcome.
  • the control unit 50 determines whether or not there is a step on the travel route. If it is determined that there is no step (S301: NO), the processing from S302 onwards is skipped. In S302, the drive of the main motor 15 is controlled so that the vehicle 99 can overcome the step.
  • control unit 50 determines whether the vehicle 99 has climbed over the step. If it is determined that the step has not been climbed over (S303: NO), the process returns to S302 and the step over-step control is continued. If it is determined that the step has been climbed over (S303: YES), the process moves to S304.
  • the control unit 50 releases the clutch 31 in S304 and controls the MG rotation speed in S305.
  • the MG rotation speed Nmg increases, so the control unit 50 controls the MG rotation speed Nmg so that the tire rotation speed Nt corresponding to the vehicle speed when traveling with creep torque is converted into a value using the gear ratio of the reduction gear.
  • the control unit 50 determines whether the MG rotation speed Nmg has reached the target rotation speed Nmg * . Here, if the rotation speed is within a predetermined range including the target rotation speed Nmg * , an affirmative determination is made. If it is determined that the MG rotation speed Nmg has not reached the target rotation speed Nmg * (S306: NO), the process returns to S305 and the MG rotation speed control is continued. If it is determined that the MG rotation speed Nmg has reached the target rotation speed (S306: YES), the process moves to S307.
  • the control unit 50 determines whether the vehicle speed V is equal to or less than the vehicle speed determination threshold Vth. If it is determined that the vehicle speed V is greater than the vehicle speed determination threshold Vth (S307: NO), the process moves to S308, where brake control is performed to reduce the vehicle speed V. If it is determined that the vehicle speed V is less than or equal to the vehicle speed determination threshold Vth (S307: YES), the process moves to S309 and the clutch 31 is engaged.
  • the MG rotation speed Nmg increases, so the MG rotation speed is controlled so that the MG rotation speed Nmg becomes the target rotation speed Nmg * . Since the tire rotation speed Nt when the MG rotation speed Nmg becomes the target rotation speed Nmg * is larger than the tire rotation speed threshold TH corresponding to the vehicle speed determination threshold Vth, brake control is performed at time x52. At time x53 after the tire rotation speed Nt reaches the tire rotation speed threshold TH, the clutch 31 is engaged to return to normal control.
  • the control unit 50 determines whether the front wheels 11 have climbed over the step, and releases the clutch 31 when it is determined that the front wheels 11 have climbed over the step. By releasing the clutch 31 and disconnecting the main engine motor 15 and the drive shaft 12 after getting over the step, sudden acceleration after getting over the step is suppressed. This further improves vehicle stability after climbing over a bump.
  • FIG. 15 A sixth embodiment is shown in FIG. In this embodiment, by releasing the clutch 31, the operation of the main engine motor 15 is checked while the vehicle is stopped.
  • the operation confirmation process of this embodiment will be explained based on the flowchart of FIG. 15. This process is performed after the vehicle system is started or when an operation check is performed before the vehicle system is stopped.
  • control unit 50 determines whether the vehicle speed is 0, the brake is ON, and the vehicle is stopped. If it is determined that the vehicle is not in a stopped state (S401: NO), the process from S402 onwards is skipped. If it is determined that the vehicle is in a stopped state (S401: YES), the process moves to S402.
  • the control unit 50 confirms that the clutch 31 is engaged in S402, and drives the clutch actuator 35 and releases the clutch 31 in S403.
  • the control unit 50 performs abnormality diagnosis of the clutch 31 based on the detected value of the stroke sensor, the detected value of the current sensor of the clutch actuator 35, and the like. If the clutch 31 is a friction clutch, a detected value from a load sensor may be used instead of the stroke sensor.
  • abnormalities in the stroke sensor or load sensor, abnormalities in the clutch actuator 35, and abnormalities in sticking or disengaging of the clutch 31 are diagnosed.
  • the difference between the detected value and the target value is calculated, and if it is within the allowable range, it is determined to be normal, and if it is not within the allowable range, it is determined to be abnormal. The same applies to S408.
  • control unit 50 determines whether the clutch 31 has been released. If it is determined that the clutch 31 is not released (S405: NO), the process returns to S403 and continues to drive the clutch actuator 35 to release. If it is determined that the clutch 31 has been released (S405: YES), the process moves to S406.
  • the control unit 50 confirms that the MG rotation speed Nmg is 0 in S406, and drives the main engine motor 15 in S407 so that the MG rotation speed Nmg becomes the target rotation speed Nmg * .
  • the control unit 50 performs abnormality diagnosis of the main motor 15 based on the detected value of the rotation angle sensor, the detected value of the current sensor of the main motor 15, and the like. Here, abnormal rotation speed and abnormal output of the main motor 15 are diagnosed.
  • the control unit 50 determines whether the MG rotation speed Nmg has reached the target rotation speed Nmg * . If it is determined that the MG rotational speed Nmg has not reached the target rotational speed Nmg * (S409: NO), the process returns to S407 and the driving of the main engine motor 15 is continued. If it is determined that the MG rotation speed Nmg has reached the target rotation speed Nmg * (S409: YES), the process moves to S410.
  • control unit 50 stops driving the main engine motor 15 and engages the clutch 31.
  • control unit 50 sets the drive mode to standby mode. Note that if an abnormality is detected in S404 or S408, the process shifts to fail-safe control.
  • control unit 50 releases the clutch 31 while the front wheels 11 are not rotating, drives the main engine motor 15, and performs abnormality diagnosis.
  • abnormality diagnosis can be performed without moving the vehicle 99.
  • the clutch 31 is provided in the front wheel drive unit 10, the front wheel 11 corresponds to a "drive wheel”, the drive shaft 12 corresponds to a “drive shaft”, and the main motor 15 corresponds to a "drive source”.
  • the clutch is provided in the front wheel drive section.
  • the clutch may be provided on the rear wheel drive, or may be provided on the front wheel drive and the rear wheel drive.
  • the rear wheel 21 corresponds to a "drive wheel”
  • the drive shaft 22 corresponds to a "drive shaft”
  • the main motor 25 corresponds to a "drive source.”
  • the main motor can be rotated while the drive wheels are stopped, so application to the two-stage transmission mechanism is also possible.
  • the vehicle drive system is a so-called four-wheel drive system in which the main motor serving as the drive source is provided in the front wheel drive section and the rear wheel drive section.
  • the vehicle drive system may be a so-called two-wheel drive system in which the main motor is provided in one of the front wheel drive section or the rear wheel drive section.
  • control unit and the method described in the present disclosure are implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. may be done.
  • the controller and techniques described in this disclosure may be implemented by a dedicated computer provided by a processor configured with one or more dedicated hardware logic circuits.
  • the control unit and the method described in the present disclosure may be implemented using a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may be implemented by one or more dedicated computers configured.
  • the computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium. As described above, the present disclosure is not limited to the embodiments described above, and can be implemented in various forms without departing from the spirit thereof.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2023/030550 2022-09-20 2023-08-24 車両制御システム Ceased WO2024062836A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN202380066889.0A CN120035538A (zh) 2022-09-20 2023-08-24 车辆控制系统
DE112023003923.2T DE112023003923T5 (de) 2022-09-20 2023-08-24 Fahrzeugsteuerungssystem
JP2024548149A JP7827875B2 (ja) 2022-09-20 2023-08-24 車両制御システム
US19/083,044 US20250214558A1 (en) 2022-09-20 2025-03-18 Vehicle control system

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JP2022-149132 2022-09-20
JP2022149132 2022-09-20

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US19/083,044 Continuation US20250214558A1 (en) 2022-09-20 2025-03-18 Vehicle control system

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010096239A (ja) * 2008-10-15 2010-04-30 Jtekt Corp 駆動力伝達装置
JP2011247305A (ja) * 2010-05-24 2011-12-08 Toyota Motor Corp 車両用自動変速機の制御装置
JP2017094780A (ja) * 2015-11-18 2017-06-01 トヨタ自動車株式会社 車両の制御装置
JP2017158323A (ja) * 2016-03-02 2017-09-07 トヨタ自動車株式会社 車両の制御装置
JP2018004066A (ja) * 2016-07-08 2018-01-11 トヨタ自動車株式会社 車両用動力伝達装置の制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021092305A (ja) * 2019-12-12 2021-06-17 トヨタ自動車株式会社 車両用動力伝達装置の制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010096239A (ja) * 2008-10-15 2010-04-30 Jtekt Corp 駆動力伝達装置
JP2011247305A (ja) * 2010-05-24 2011-12-08 Toyota Motor Corp 車両用自動変速機の制御装置
JP2017094780A (ja) * 2015-11-18 2017-06-01 トヨタ自動車株式会社 車両の制御装置
JP2017158323A (ja) * 2016-03-02 2017-09-07 トヨタ自動車株式会社 車両の制御装置
JP2018004066A (ja) * 2016-07-08 2018-01-11 トヨタ自動車株式会社 車両用動力伝達装置の制御装置

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DE112023003923T5 (de) 2025-07-10
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JPWO2024062836A1 (https=) 2024-03-28

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