JP3956957B2 - Drive control device and drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress fuel consumption during a stop on a slope. <P>SOLUTION: The drive device 200 is a device mounted on a vehicle and is provided with: a clutch 4 interposed between an internal combustion engine 1 and a transmission 20; a clutch control actuator 5 for adjusting the engagement state of the clutch 4, relaxing the engagement state of the clutch 4 and capable of stopping the vehicle on the slope by the internal combustion engine 1 when the vehicle is stopped on the slope; and a clutch temperature sensor 40 for detecting a temperature of the clutch 4. Then, when the vehicle is stopped on the slope and when the clutch temperature sensor 40 detects the temperature of the clutch 4 of a specified temperature or higher, the engagement state of the clutch 4 is relaxed or released than the present status and the vehicle is stopped on the slope by M/G50. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power transmission device for a vehicle, and more particularly to a drive control device and a drive device that can suppress fuel consumption when the vehicle is stopped on a slope.

  When a vehicle such as a passenger car or truck stops on a slope, it is stopped by applying a brake. In a vehicle equipped with an automatic transmission using a torque converter, the creep of the torque converter can be used, so that it is easy to restart after stopping on a slope. In a vehicle without a torque converter, the creep cannot be used. Therefore, after stopping on a hill, restarting may be somewhat difficult, and sudden start may occur due to slipping or reaction. In recent years, so-called hybrid vehicles in which an electric vehicle or an electric motor and an internal combustion engine are combined are becoming widespread. Thus, in many cases, the creep cannot be used in a vehicle including an electric motor. In order to solve the above-mentioned problem in a vehicle equipped with an electric motor, Patent Literature 1 discloses a technique for generating a stationary torque by an electric motor and preventing slipping when stopping on a slope.

JP 7-322404 A

  By the way, in the manual transmission, the one in which the clutch operation is automated is known to relax the engagement of the clutch and stop the slope on a so-called half-clutch state. Among vehicles equipped with such a transmission, a vehicle that further assists the driving force with an electric motor is now being put into practical use. In such a case, it is conceivable to stop the vehicle on a slope using the torque of the internal combustion engine using a half-clutch or using the static torque of the electric motor, but there is room for improvement from the viewpoint of fuel consumption. Also, when stopping the vehicle on a slope using a half-clutch, considering the durability of the clutch, if the slope stops for a long time, the transmission torque capacity of the clutch is reduced, and the vehicle gently There is a case where the control for allowing the vehicle to reverse is performed, and the driver may feel uncomfortable.

  The present invention has been made in view of the above, and includes an electric motor and an internal combustion engine, and reduces fuel consumption when a vehicle that transmits the driving force of the internal combustion engine via a clutch is stopped on a slope. An object of the present invention is to provide a drive control device and a drive device that can achieve at least one of suppressing and reducing the uncomfortable feeling given to the driver while suppressing a decrease in durability of the clutch.

  In order to solve the above-described problems and achieve the object, a drive control device according to the present invention is mounted on a vehicle, transmits at least one driving force of an internal combustion engine or an electric motor to a drive wheel, and the internal combustion engine. The driving force is for controlling a driving device that is transmitted to the driving wheels via a clutch, and a clutch temperature comparison unit that compares the temperature of the clutch with a specified temperature, and when the vehicle stops on a slope, When the clutch temperature is equal to or higher than the specified temperature, a clutch control unit that relaxes or releases the clutch engagement state from the current state, and the clutch engagement state is relaxed or released from the current state. And a vehicle holding means changing section for stopping the vehicle by the electric motor.

  A drive control device according to the present invention is mounted on a vehicle and transmits at least one drive force of an internal combustion engine or an electric motor to drive wheels, and the drive force of the internal combustion engine is transmitted to the drive wheels via a clutch. A fuel consumption rate when using a first vehicle stop mode in which the vehicle is stopped on a slope by the internal combustion engine by adjusting an engagement state of the clutch; A fuel consumption determination unit that compares a fuel consumption rate when using a second vehicle stop mode in which electric power generated by driving power generation means by an engine is applied to the electric motor to stop the vehicle on a slope, and a fuel consumption rate And a vehicle holding means changing section that stops the vehicle on a slope using a small vehicle stop mode.

  A drive control device according to the present invention is mounted on a vehicle and transmits at least one drive force of an internal combustion engine or an electric motor to drive wheels, and the drive force of the internal combustion engine is transmitted to the drive wheels via a clutch. A clutch temperature comparison unit that compares the clutch temperature with a specified temperature, and the clutch temperature is lower than the specified temperature when the vehicle stops on a slope. In this case, by adjusting the engagement state of the clutch, the vehicle is stopped on the slope by the internal combustion engine, and the fuel consumption rate when the first vehicle stop mode is used, and the power generation means is driven by the internal combustion engine. A fuel consumption determination unit that compares the fuel consumption rate when using the second vehicle stop mode in which the electric motor generates the electric power generated by the vehicle and stops the vehicle on a slope, and the fuel consumption rate is small Characterized in that it is configured to include a vehicle holding means changing unit stopping on a slope of the vehicle using the vehicle stop mode.

  The drive control device according to the present invention is characterized in that, in the drive control device, the fuel consumption rates are compared in a state where the power generation efficiency of the power generation means is highest.

  A driving device according to the present invention is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels, and is provided between the internal combustion engine and the driving wheels. An intermediate clutch and an engagement state of the clutch are adjusted, and when the vehicle stops on a slope, the engagement state of the clutch is relaxed and the vehicle is stopped on the slope by the internal combustion engine. And a clutch temperature detecting means for detecting the temperature of the clutch. When the vehicle stops on a slope, the clutch temperature detecting means detects a temperature of the clutch that is equal to or higher than a specified temperature. In some cases, the engagement state of the clutch is relaxed or released from the current state, and the vehicle is stopped by the electric motor.

  A driving device according to the present invention is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels, and is provided between the internal combustion engine and the driving wheels. The clutch that intervenes, the power generation means that is driven by the internal combustion engine to generate electric power, adjusts the engagement state of the clutch, and relaxes the engagement state of the clutch when the vehicle stops on a slope. Clutch control means capable of stopping the vehicle on a slope by the internal combustion engine, and a fuel consumption rate when using a first vehicle stop mode in which the vehicle is stopped on the slope by the internal combustion engine; A fuel consumption rate when using a second vehicle stop mode in which the electric power generated by driving the power generation means by the internal combustion engine is applied to the electric motor to stop the vehicle on a slope. In comparison, characterized in that stopping on a slope of the vehicle with a small vehicle stop forms of fuel consumption rate.

  A driving apparatus according to the present invention is a driving apparatus that is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels, and a clutch that interrupts the driving force of the internal combustion engine. Adjusting the engagement of the clutch with the power generation means that is driven by the internal combustion engine to generate electric power, and relaxes the engagement state of the clutch when the vehicle is stopped on a slope. Clutch control means for stopping the vehicle on a slope, and clutch temperature detection means for detecting the temperature of the clutch, and when the vehicle stops on a slope, the clutch temperature detection means is lower than a specified temperature. When the temperature of the clutch is detected, the fuel consumption rate when using the first vehicle stop mode in which the vehicle is stopped on a slope by the internal combustion engine, and the internal combustion engine Compared with the fuel consumption rate when using the second vehicle stop mode in which the electric power generated by driving the power generation means by the Seki is applied to the electric motor to stop the vehicle on the slope, the vehicle has a small fuel consumption rate. The vehicle is stopped on a slope using a stop form.

  The drive device according to the next aspect of the present invention is characterized in that in the drive device, the fuel consumption rates are compared in a state where the power generation efficiency of the power generation means is highest.

  ADVANTAGE OF THE INVENTION The drive control apparatus and drive device which concern on this invention have an effect that the fuel consumption when the vehicle has stopped on the slope can be suppressed.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the Example demonstrated below. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. Further, the present invention can be suitably applied to a drive device including a supercharger, and is particularly preferable for a drive device mounted on a vehicle such as a passenger car, a bus, or a truck.

  FIG. 1 is an explanatory view showing a vehicle according to this embodiment. The vehicle 100 includes an internal combustion engine 1, an M / G (Motor / Generator) 50 that functions as an electric motor, a generator 51 that is a power generation means, a transmission 20, a hybrid ECU (Electronic Control Unit) 30, an inclination A sensor 41. The M / G 50 functions as an electric motor and also functions as a generator. The generator 51 can also be used as an auxiliary to the internal combustion engine 1 by functioning as an electric motor in addition to exhibiting a power generation function.

A drive control apparatus according to this embodiment is incorporated in the hybrid ECU 30. The drive system of the vehicle 100 is a so-called FF (Front engine Front drive), and the internal combustion engine 1, M / G 50, and transmission 20 are mounted on the front portion to drive the front wheels. To do. The drive system of the vehicle according to the first embodiment is not limited to FF, and FR (Front engine Rear Drive), four-wheel drive, and other general drive systems can be applied. The driving force of the internal combustion engine 1 or the M / G 50 is transmitted to the drive wheels 6d ₁ and 6d _{2 of} the vehicle 100 via the transmission 20. Drive wheels 6 d ₁ and 6 d ₂ are front wheels of vehicle 100. The rear wheels 6f ₁ and 6f ₂ of the vehicle 100 are driven wheels and freely roll as the vehicle 100 travels.

FIG. 2 is an explanatory diagram showing details of the drive device according to this embodiment. FIG. 3 is an explanatory diagram showing an outline of a control system related to the drive device provided in the vehicle according to this embodiment. In this embodiment, the operation of the internal combustion engine 1 and the M / G 50, the shift of the transmission 20, the power generation control of the generator 51, and the like are controlled by the hybrid ECU 30. The outputs of the internal combustion engine 1 and the M / G 50 are transmitted to the drive wheels 6d ₁ and 6d ₂ via the differential gear 24fg after the rotational speed is changed by the transmission 20. The transmission 20 can shift gears by operating the shifters 23 ₁ to 23 ₃ in response to a command from the hybrid ECU 30.

  In this drive device 200, the transmission 20 connected to the internal combustion engine 1 via the clutch 4 is based on a so-called manual transmission. Then, the clutch control actuator 5 automatically performs the clutch operation and the shift operation of the manual transmission. Here, the clutch control actuator 5 functions as a clutch control means for adjusting the engagement state of the clutch 4. As a result, it is possible to automatically shift up and down, and it is also possible to execute shift up and down by a driver's manual operation. In either case, the driver's clutch operation becomes unnecessary. The transmission 20 has five forward speeds and one reverse speed.

  Here, the clutch control actuator 5 can realize a state where the clutch 4 is completely disengaged and a state where it is completely engaged, and steplessly adjust the intermediate state between the two (so-called half-clutch state). it can. As a result, the so-called half-clutch state can be controlled steplessly to change the torque capacity that can be transmitted by the clutch 4. That is, the torque transmitted from the internal combustion engine 1 to the transmission 20 can be changed. Here, the state in which the engagement of the clutch 4 is completely released means that the transmission torque capacity of the clutch 4 becomes zero.

Each gear arranged in the transmission 20 is selected via shifters 23 ₁ to 23 ₃ . The shifters 23 ₁ to 23 ₃ select a gear based on a driver's selection or a shift program selection in response to a command from the hybrid ECU 30. Note that the drive device 200 according to this embodiment may include a clutch and a clutch control unit that can adjust the engagement state of the clutch.

  The clutch 4 that connects the internal combustion engine 1 and the transmission 20 is operated by a clutch control actuator 5. The clutch control actuator 5 is connected to the hybrid ECU 30 and operates according to a command from here to control the engagement / disengagement of the clutch 4 and the state of the half-clutch. Further, the magnitude of the torque of the internal combustion engine 1 transmitted to the transmission 20 can be changed by controlling the degree of the half clutch by the clutch control actuator 5. As described above, the vehicle 100 including the driving device 200 can be stopped on the slope by adjusting the engagement state of the clutch 4 included in the driving device 200. This is called half-clutch hold.

  In the vicinity of the clutch 4, a clutch temperature sensor 40 is disposed as clutch temperature detection means for measuring the temperature of the clutch 4. The hybrid ECU 30 acquires the output from the clutch temperature sensor 40, whereby the temperature of the clutch 4 can be monitored. Then, when the temperature of the clutch 4 exceeds a predetermined allowable temperature, for example, it is possible to control the clutch 4 to be cooled by running the vehicle 100 using only the M / G 50. As the clutch temperature sensor 40, for example, a non-contact infrared temperature sensor can be used.

The output of the internal combustion engine 1 input to the transmission 20 via the clutch 4 is decelerated by a reduction gear attached to the input shaft 21 and the output shaft 22, and is transmitted to the differential gear 24fg. The differential gear 24fg transmits power to the drive wheels 6d ₁ and 6d ₂ . The internal combustion engine 1 is driven by the fuel in the fuel tank 2 supplied by the feed pump 3.

  Here, the internal combustion engine 1 may be either a reciprocating type or a rotary type. In the case of the reciprocating type, the number of cylinders and the cylinder arrangement are not limited. Moreover, any of a spark ignition type and a diesel type internal combustion engine may be used. Further, in the case of a spark ignition type internal combustion engine, a so-called direct injection internal combustion engine that directly injects fuel into a combustion chamber, a port injection internal combustion engine that injects fuel into an intake port, or an internal combustion engine that uses both in combination. Good. The internal combustion engine 1 may include a supercharger.

An M / G 50 is connected to the output shaft 22 of the transmission 20 via a gear. As a result, the M / G 50 can be used as an auxiliary for the internal combustion engine 1 and power can be regenerated from the M / G 50 to the battery 54 when the vehicle 100 is decelerated. The M / G 50 is connected to the M / G inverter 52, and the operation is controlled thereby. Further, the regenerative power generated by the M / G 50 is charged to the battery 54 via the M / G inverter 52. Here, when the M / G 50 is used as an auxiliary for the internal combustion engine 1, the drive wheels 6d ₁ and 6d ₂ may require a large drive torque, for example, when the vehicle 100 starts, accelerates, or climbs. can give.

  The M / G 50 is connected to a battery 54 as a power source via an M / G inverter 52. As the M / G 50, for example, an AC synchronous motor (permanent magnet type synchronous motor) or the like can be used. The battery 54 is a direct current power source and is converted into a three-phase alternating current by the M / G inverter 52. The M / G 50 is driven by this three-phase alternating current. When the vehicle 100 is in operation, the M / G 50 is driven by a three-phase alternating current whose output current value, output voltage, frequency, and the like are changed by the M / G inverter 52 according to a command from the hybrid ECU 30. When the vehicle 100 stops on a slope, the vehicle can be stopped on the slope by generating a torque corresponding to the force of the vehicle 100 going down the slope in the M / G 50.

M / G50 also functions as a generator. For example, when the vehicle 100 is decelerated, the M / G 50 is driven by the drive wheels 6d ₁ and 6d ₂ . Thereby, the M / G 50 can convert the kinetic energy of the vehicle 100 into electric energy and store it in the battery 54. Moreover, since the kinetic power of the vehicle 100 is consumed by converting the kinetic energy of the vehicle 100 into electric energy (regeneration of electric power), the speed of the vehicle 100 can be reduced. This is called regenerative braking. The electrical energy generated by the regenerative brake at the M / G 50 is a three-phase alternating current, and is converted to a direct current by the M / G inverter 52 and then stored in the battery 54. The battery 54 is a storage battery capable of repeating a charge / discharge cycle. For example, a nickel hydrogen battery, a lead storage battery, a lithium polymer battery, or the like can be used.

  A generator 51 is attached to the crankshaft 6 of the internal combustion engine 1 and is driven by the internal combustion engine 1 to generate electric power. The generated electric power is used for charging the battery 54 and driving the M / G 50. As this generator 51, for example, an AC synchronous generator can be used. The generator 51 is connected to a generator inverter 53. Then, the electric power generated by the generator 51 is converted from a three-phase alternating current to a direct current by the generator inverter 53 and charged to the battery 54 or drives the M / G 50 via the M / G inverter 52. .

The vehicle according to this embodiment (1) mode in which the power of the internal combustion engine 1 is mechanically transmitted to the drive wheels 6d ₁ and 6d ₂ and (2) the generator 51 is driven by the internal combustion engine 1 to generate electric power. The vehicle can travel in three modes: a mode in which the vehicle travels at M / G50, and a mode in which the internal combustion engine 1 is stopped and the vehicle travels at M / G50. The hybrid ECU 30 mounted on the vehicle 100 uses the above three driving modes properly so that the fuel consumption is minimized using the traveling state of the vehicle 100, the state of charge (SOC) of the battery 54, and the like as judgment materials. To control.

  FIG. 4 is an explanatory diagram showing the configuration of the drive control apparatus according to this embodiment. Here, the drive control method according to this embodiment can be realized by the drive control device 10 according to this embodiment. The drive control device 10 is configured to be incorporated in the hybrid ECU 30. Note that the drive control device 10 according to this embodiment may be prepared separately from the hybrid ECU 30 and connected to the hybrid ECU 30. In realizing the drive control method according to this embodiment, the drive control device 10 may be configured to use control functions of the internal combustion engine 1 and the transmission 20 provided in the hybrid ECU 30.

  The drive control device 10 includes a clutch temperature comparison unit 11, a fuel consumption determination unit 12, a clutch control unit 13, and a vehicle holding means changing unit 14. These are the parts that execute the drive control method according to this embodiment. The clutch temperature comparison unit 11, the fuel consumption determination unit 12, the clutch control unit 13, and the vehicle holding unit changing unit 14 are connected via an input / output port (I / O) 39 of the hybrid ECU 30. Thereby, the clutch temperature comparison part 11, the fuel consumption determination part 12, the clutch control part 13, and the vehicle holding means change part 14 are each comprised so that data can be exchanged bidirectionally. In addition, you may comprise so that data may be transmitted / received in one direction as needed on an apparatus structure (the following is the same).

  The hybrid ECU 30 controls the operation of the internal combustion engine 1, the M / G 50, etc., and monitors and considers the state of charge of the battery 54 to control the drive device 200 of the vehicle 100 overall. The processing unit 30p determines the necessary output of the internal combustion engine 1 and the torque of the M / G 50 from the accelerator opening sensor attached to the accelerator of the vehicle 100 and the shift position, and controls the driving force. The internal combustion engine control unit 31 determines the fuel injection timing and the fuel injection amount of the internal combustion engine 1 according to the internal combustion engine output request value from the processing unit 30p, and injects fuel from the fuel injection valve.

  Further, the internal combustion engine control unit 31 corrects the fuel injection amount and controls the supercharging pressure based on the intake air temperature, the cooling water temperature of the internal combustion engine 1 and the like. The shift control unit 32 controls the shift timing of the transmission 20 and the engagement state of the clutch 4. The electric motor control unit 33 controls the M / G 50 through the M / G inverter 52 in accordance with the drive request value from the processing unit 30p. The battery monitoring unit 34 monitors the charge state of the battery 54. Further, the generator control unit 35 controls the generator 51 via the generator inverter 53 based on the operation mode switching command, the battery charging command, and the like from the processing unit 30p.

As shown in FIG. 4, the drive control device 10, the processing unit 30p, the storage unit 30m, the internal combustion engine control unit 31 and the like are connected via an input / output port (I / O) 39 provided in the hybrid ECU 30. Data can be exchanged between them. As a result, the drive control device 10 acquires the load of the internal combustion engine 1 and the like, the engine speed, the slip of the drive wheels 6d _{1 and} other drive control data of the hybrid ECU 30, and controls the drive control device 10 of the hybrid ECU 30. Or interrupt the control routine. In addition, when a control program or a control map stored in the storage unit 30m is used, or when learning control is performed, a learning value can be stored in the storage unit 30m.

  The input / output port (I / O) 39 acquires the clutch temperature sensor 40, the inclination sensor 41, the crank angle sensor, the accelerator opening sensor, the rotation speed sensor, and other information necessary for drive control according to this embodiment. Various sensors are connected. Thereby, the hybrid ECU 30 and the drive control device 10 can acquire information necessary for executing the drive control according to this embodiment. The input / output port (I / O) 39 is connected to the clutch control actuator 5, the M / G inverter 52, the generator inverter 53, and other control objects. The drive control according to this embodiment is performed. Realize.

  The storage unit 30m stores a computer program including a processing procedure of the drive control method according to this embodiment, a fuel injection amount data map used for operation control of the internal combustion engine 1, and the like. Here, the storage unit 30m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof. The processing unit 30p of the drive control device 10 and the hybrid ECU 30 can be configured by a memory and a CPU.

  The computer program may be capable of realizing the processing procedure of the drive control method according to the present embodiment in combination with a computer program already recorded in the clutch temperature comparison unit 11, the fuel consumption determination unit 12, and the like. . Further, the drive control device 10 may realize functions such as the clutch temperature comparison unit 11 and the fuel consumption determination unit 12 using dedicated hardware instead of the computer program. Next, a procedure for realizing the drive control method according to this embodiment using the drive control apparatus 10 will be described. In this description, please refer to FIGS.

  FIG. 5 is a flowchart showing the procedure of the drive control method according to this embodiment. 6A and 6B are explanatory diagrams of a method for calculating the required static torque. In realizing the drive control method according to this embodiment, the processing unit 30p of the hybrid ECU 30 determines whether or not the vehicle 100 is stopped on the slope Ls (step S101). When the vehicle 100 has not stopped on the slope Ls (step S101; No), the vehicle 100 is returned to START and monitoring of the vehicle 100 is continued. Note that whether or not the vehicle 100 is stopped on a hill is acquired from an output from the inclination sensor 41 of the vehicle 100 and is determined as follows, for example. When the front is higher than the rear in the traveling direction of the vehicle 100 from the acquired output and the foot brake or the hand brake is operating, the vehicle 100 stops on the slope Ls. It is determined that

When the vehicle 100 is stopped on the slope Ls (step S101; Yes), the processing unit 30p acquires the inclination angle θ of the vehicle 100 from the inclination sensor 41 (step S102). Then, a necessary static torque necessary for stopping the vehicle 100 on the slope Ls is calculated from the inclination angle θ (step S103). The necessary static torque is torque generated on the drive shafts of the drive wheels 6d ₁ and 6d ₂ when the vehicle 100 is stopped on a slope.

The required static torque is obtained as follows. As shown in FIG. 6A, when the mass of the vehicle 100 is m and the gravitational acceleration is g, the force F that the vehicle 100 tries to move down the slope Ls can be expressed by Expression (1).
F = m × g × sin θ (1)
Since the vehicle 100 has two front wheels as driving wheels, F / 2 force acts on each driving wheel. As shown in FIG. 6B, when the vehicle 100 is stopped on the hill Ls, there is a size of F / 2 per drive wheel between the hill Ls and the drive wheel 6d1 ₍₂₎ . Frictional force acts. Therefore, the required static torque Td1 of the drive shaft per drive wheel is
Td1 = r _t × F / 2 = r _t × m × g × sin θ / 2 (2)
It becomes. Here, r _t is the radius of the drive wheel 6d _{1 (2)} . In the case of the vehicle 100, since there are two drive wheels, when the vehicle 100 is stopped on the slope Ls, the drive device 200 provided in the vehicle 100 includes:
Td = r _t × m × g × sin θ (3)
Necessary static torque (drive wheel drive shaft) is input.

  When the required static torque Td is obtained by the equations (1) to (3), the clutch temperature comparison unit 11 of the drive control device 10 acquires the temperature tc of the clutch 4 from the clutch temperature sensor 40 and determines a predetermined specified temperature. Compare with tl (step S104). This is because if the state where the temperature tc of the clutch 4 is equal to or higher than the specified temperature tl continues, the clutch 4 may be seized, and it is necessary to control so that the state does not continue. The specified temperature tl can be set to, for example, a temperature obtained by subtracting a certain margin temperature from the heat resistance temperature of the friction material constituting the clutch 4.

  For this reason, when the temperature tc of the clutch 4 is equal to or higher than the specified temperature tl (step S104; No), the internal combustion engine controller 31 of the hybrid ECU 30 reduces the torque of the internal combustion engine 1 (step S105). And the clutch control part 13 of the drive control apparatus 10 reduces the transmission torque capacity of the clutch 4 by relaxing the engagement state of the clutch 4 from the current state (step S106), and reduces the load of the clutch 4. . Thereby, the overheating of the clutch 4 is suppressed and the burn-in is suppressed. The vehicle holding means changing unit 14 increases the torque of the M / G 50 that is an electric motor (step S107), and stops the vehicle 100 on the slope Ls by the M / G 50. By doing so, it is possible to suppress a decrease in durability of the clutch 4 and to stop the vehicle on the slope Ls with the M / G 50, so that it is possible to suppress a sense of incongruity due to the slow retreat of the vehicle 100. Here, “relaxation of the engaged state of the clutch 4” means shifting from the engaged state to the released state, that is, reducing the transmission torque capacity of the clutch 4.

  When the temperature tc of the clutch 4 is lower than the specified temperature tl (step S104; Yes), the clutch 4 still has a margin. At this time, the vehicle 100 may be stopped on the slope Ls by the internal combustion engine 1 by adjusting the engagement state of the clutch 4, or the vehicle 100 may be stopped on the slope Ls by so-called half-clutch hold (hereinafter referred to as necessary). This is called the first vehicle stop mode). Alternatively, the electric power generated by driving the generator 51 that is the power generation means in the internal combustion engine 1 may be applied to the M / G 50 that is the electric motor to stop the vehicle 100 on the slope Ls (hereinafter, as necessary). 2nd vehicle stop mode).

In this embodiment, in consideration of the advantages and disadvantages of fuel consumption, which vehicle stop mode is to be used is determined. More specifically, the vehicle 100 is stopped on the slope Ls using a vehicle stop mode with a small fuel consumption rate. Therefore, the fuel consumption rate Q _E when the vehicle 100 is stopped on the slope Ls by the first vehicle stop mode and the fuel consumption rate Q _M when the vehicle 100 is stopped on the slope Ls by the second vehicle stop mode are obtained. (Step S108). This procedure will be described.

FIG. 7 is a flowchart showing a procedure for obtaining the fuel consumption rate. In obtaining the fuel consumption rates according to the first and second vehicle stop modes, torque input to the drive shafts of the drive wheels 6d ₁ and 6d ₂ is required. This torque is a necessary static torque obtained by the above formulas (1) to (3). The fuel consumption determination unit 12 obtains the necessary static torque obtained by the processing unit 30p and temporarily stored in the storage unit 30m (step S201). Then, the fuel consumption determination unit 12 determines the holding torque (necessary torque of the internal combustion engine) T _E required to make the vehicle 100 stationary on the slope Ls by the internal combustion engine 1 from the acquired necessary static torque, and M / which is an electric motor. A holding torque (necessary torque of the electric motor) T _M necessary for stopping the vehicle 100 on the slope Ls is obtained by G50.

FIG. 8-1 is a conceptual diagram for explaining the required torque of the internal combustion engine. FIG. 8-2 is a conceptual diagram illustrating the required torque of the electric motor. FIG. 9A is an explanatory diagram of the relationship between the torque of the internal combustion engine and the fuel consumption rate. FIG. 9-2 is an explanatory diagram illustrating a relationship between torque and loss of the electric motor. Required torque T _E by the internal combustion engine 1 is determined in consideration of the speed reduction ratio of the transmission 20. When the vehicle 100 is stopped on the slope Ls by the internal combustion engine 1 by the half-clutch hold, the shift position is the first speed. As shown in FIG. 8A, when the shift position is the first speed, the torque input to the drive shafts of the drive wheels 6d ₁ and 6d ₂ is the final gear 24f, the output gear 22o, and the first-speed counter gear 22g. ₁ After passing through the first-speed input gear 21g ₁ , it is input to the crankshaft 6 of the internal combustion engine 1 via the clutch 4. Assuming that the total reduction ratio when the shift position is the first speed is R _E1 : 1 (engine speed: speed of the drive wheel), the required torque T _E by the internal combustion engine 1 is
T _E = Td / R _E1 = r _t × m × g × sin θ / R _E1 (4)
(Step S202).

It is assumed that the required torque T _E by the internal combustion engine 1 obtained by the equation (4) is Te ₃ . The fuel consumption rate Q _{E at} this time can be obtained as Q _E = Q ₁ when the fuel consumption determination unit 12 gives the required torque T _E = Te ₃ by the internal combustion engine 1 to the relationship shown in FIG. 9-2. (Step S203).

Similarly, the required torque T _M by the M / G 50 that is an electric motor is also determined in consideration of the reduction ratio of the transmission 20. In the case where the vehicle 100 is stopped on the slope Ls by the M / G 50, the shift position is the fourth speed in this embodiment. As shown in FIG. 8-2, when the shift position is the fourth speed, the torque input to the drive shafts of the drive wheels 6d ₁ and 6d ₂ is the final gear 24f, the output gear 22o, and the fourth speed counter gear 22g. _4. After passing through the output gear 50g of M / G50, it is input to M / G50. The total reduction ratio in the case of selecting the M / G50 R _M4: 1: When (motor speed driving rotation speed of the wheel), the required torque T _M by M / G50 is
T _M = Td / R _M4 = r _t × m × g × sin θ / R _M4 (5)
(Step S204).

Required torque T _M by the electric motor as determined by equation (5) is assumed to be Tm. The fuel consumption determination unit 12 obtains electric power necessary for stopping the vehicle 100 on the slope Ls by the M / G 50 that is an electric motor from the necessary torque T _M = Tm by the electric motor (step S205). Since the required torque T _M = Tm by the electric motor, as shown in FIG. 9-2, the loss of the electric motor M / G 50 is Wm. That is, in order to make the vehicle 100 stand still on the slope Ls by the M / G 50 that is an electric motor, electric power of Wm is required.

In the driving apparatus 200 according to this embodiment, the electric power Wm is generated by driving the generator 51 with the internal combustion engine 1. The fuel consumption determination unit 12 calculates the torque required when the internal combustion engine 1 generates the power Wm in consideration of the power generation efficiency η of the power generator 51 (step S206). When the internal combustion engine 1 generates electric power Wm by the generator 51, the internal combustion engine 1
W _E = Wm × η (6)
Requires a lot of work. Therefore, the required torque _TEM of the internal combustion engine 1 required at this time is
T _EM = Wm × η × k / Ne (7)
(Step S206). Here, Ne is the engine speed of the internal combustion engine 1, and k is a constant.

FIG. 10 is an explanatory diagram showing an example of the relationship between the engine speed and the power generation efficiency. Generally, the generator 51 has a rotation speed at which the power generation efficiency η is highest. In the driving apparatus 200 according to this embodiment, since the generator 51 is driven by the internal combustion engine 1, there is an engine speed Ne at which the power generation efficiency η of the generator 51 is highest. In the relationship shown in FIG. 10, when the engine speed of the internal combustion engine 1 is Ne ₂ , the power generation efficiency η of the generator 51 is the highest. The power generation efficiency at this time is defined as the maximum power generation efficiency η _max . In calculating the torque required when the internal combustion engine 1 generates the electric power Wm, the maximum power generation efficiency η _max may be used as η in Expression (7). In this way, since the generator 51 can be driven in a region where the power generation efficiency is high, the fuel consumption rate can be further reduced.

The fuel consumption determination unit 12 obtains the fuel consumption rate Q _M at the required torque _TEM of the internal combustion engine 1 obtained by the equation (7) (step S207). In this example, when a T _EM = Te _5, by the fuel consumption determining unit 12 provide the necessary torque T _EM = Te ₅ by the internal combustion engine 1 to the relationship shown in Figure 9-2, and Q _M = Q ₂ It can be obtained (step S207). As shown in FIG. 9A, since Q ₁ <Q ₂ in this example, it is more fuel consumption to stop the vehicle 100 on the slope Ls by the internal combustion engine 1 using the first vehicle stop mode, that is, the half-clutch hold. Can be suppressed.

When the fuel consumption rate Q _E when the vehicle 100 is stopped on the slope Ls by the first vehicle stop mode and the fuel consumption rate Q _M when the vehicle 100 is stopped on the slope Ls by the second vehicle stop mode are obtained (step) S108), the fuel consumption determination part 12 compares both (step S109). When Q _E <Q _M (step S109; Yes), the fuel consumption rate is smaller when the vehicle 100 is stopped on the slope Ls by the internal combustion engine 1 according to the first vehicle stop mode. For this reason, the clutch control unit 13 maintains the clutch 4 in the half-clutch state, and the vehicle holding means changing unit 14 increases the torque of the internal combustion engine 1 to a magnitude necessary for stopping the vehicle 100. Thus, the vehicle 100 is stopped on the slope Ls by the internal combustion engine 1 using the half clutch hold (step S110).

When Q _E ≧ Q _M (step S109; No), the fuel consumption rate becomes smaller when the vehicle 100 is stopped on the slope Ls in the second vehicle stop mode. Therefore, the internal combustion engine control unit 31 reduces the torque of the internal combustion engine 1 (step S111), the clutch control unit 13 releases the clutch 4 (step S112), and the vehicle holding means changing unit 14 is an electric motor. / G50 stops the vehicle 100 on the slope Ls (step S113).

In this example, even when Q _E = Q _M , the vehicle 100 is stopped on the slope Ls by the M / G 50, but in this case, the vehicle 100 is moved by the internal combustion engine 1 using the half clutch hold. May be stopped. In step S112, the vehicle 100 may be stopped on the slope Ls by sharing the M / G 50 and the internal combustion engine with the clutch 4 partially engaged without being completely released. Thereby, when the vehicle 100 starts, the engagement delay of the clutch 4 can be avoided, so that drivability is improved.

  Here, it is preferable to make the M / G 50 as small as possible in order to improve the degree of freedom in mounting the vehicle. When M / G50 is relatively small, the loss increases as the generated torque increases. In general, the loss increases in proportion to the square of the generated torque. Therefore, when the vehicle 100 stops on a slope, if the M / G 50 is used easily, the loss, that is, the fuel consumption increases as the slope of the slope increases. To increase.

In the drive control device 10 and the drive device 200 according to this embodiment, the fuel consumption rate Q _E when the vehicle 100 is stopped on the slope Ls by the internal combustion engine 1 by adjusting the engagement state of the clutch 4, and the internal combustion engine 1 Then, the electric power generated by driving the generator 51 is supplied to the M / G 50 which is an electric motor, and the fuel consumption rate Q _M when the vehicle 100 is stopped on the slope Ls is compared. As a result, the vehicle 100 can be stopped on the slope Ls by using the internal combustion engine 1 or the M / G 50 having the smaller fuel consumption rate. As a result, for example, when the slope of the slope Ls is small, M / G50, and when the slope of the slope Ls becomes large, the internal combustion engine 1 stops the vehicle 100 on the slope Ls to suppress fuel consumption. it can.

  As described above, in this embodiment, the temperature of the clutch is monitored, and when there is a possibility that the clutch will burn, the engagement of the clutch is relaxed or released, and the vehicle is stopped on the slope by the electric motor. Thereby, since the burn-in of the clutch can be suppressed while stopping the vehicle on a slope, it is possible to suppress a sense of incongruity due to the reverse of the vehicle while suppressing a decrease in the durability of the clutch.

  Further, in this embodiment, the fuel consumption rate when the vehicle is stopped on the slope by the electric motor and the fuel consumption rate when the vehicle is stopped on the slope by the internal combustion engine are compared, and the vehicle with the smaller fuel consumption rate is compared. To stop on the slope. Thereby, fuel consumption when the vehicle is stopped on a slope can be suppressed. In particular, when the electric motor is small, the loss, that is, the fuel consumption increases when a large torque is generated. Therefore, such control is particularly preferable when a small electric motor is used.

  As described above, the drive control device and the drive device according to the present invention are useful for a drive device mounted on a vehicle and its control, and are particularly suitable for suppressing fuel consumption when stopping on a slope.

It is explanatory drawing which shows the vehicle which concerns on this Example. It is explanatory drawing which shows the detail of the drive device which concerns on this Example. It is explanatory drawing which shows the outline | summary of the control system regarding the drive device with which the vehicle which concerns on this Example is provided. It is explanatory drawing which shows the structure of the drive control apparatus which concerns on this Example. It is a flowchart which shows the procedure of the drive control method which concerns on this Example. It is explanatory drawing of the method of calculating required static torque. It is explanatory drawing of the method of calculating required static torque. It is a flowchart which shows the procedure which calculates | requires a fuel consumption rate. It is a conceptual diagram explaining the required torque of an internal combustion engine. It is a conceptual diagram explaining the required torque of an electric motor. It is explanatory drawing which shows the relationship between the torque of an internal combustion engine, and a fuel consumption rate. It is explanatory drawing which shows the relationship between the torque of an electric motor, and loss. It is explanatory drawing which shows an example of the relationship between an engine speed and power generation efficiency.

Explanation of symbols

1 an internal combustion engine 4 clutch 5 clutch control actuator 6d _1, 6d ₂ driving wheels 6f _1, 6f ₂ rear wheels 10 drive control unit 11 clutch temperature comparing section 12 the fuel consumption determining unit 13 the clutch control unit 14 a vehicle holding means changing section 20 shift Machine 30 Hybrid ECU
30p processing unit 30m storage unit 40 clutch temperature sensor 41 tilt sensor 50 M / G
51 Generator 52 M / G Inverter 53 Generator Inverter 54 Battery 100 Vehicle 200 Drive Device

Claims (6)

It is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels, and controls a driving device in which the driving force of the internal combustion engine is transmitted to the driving wheels via a clutch. ,
The fuel consumption rate when using the first vehicle stop mode in which the vehicle is stopped on a slope by the internal combustion engine by adjusting the engagement state of the clutch, and the electric power generated by driving the power generation means by the internal combustion engine A fuel consumption determination unit that compares a fuel consumption rate when using a second vehicle stop mode in which the motor is stopped on a slope by applying to the electric motor,
A vehicle holding means changing unit for stopping the vehicle on a slope using a vehicle stop mode with a small fuel consumption rate;
A drive control device comprising: It is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels, and controls a driving device in which the driving force of the internal combustion engine is transmitted to the driving wheels via a clutch. ,
A clutch temperature comparison unit for comparing the temperature of the clutch with a specified temperature;
When the vehicle stops on a slope and the temperature of the clutch is lower than the specified temperature, the vehicle is stopped on the slope by the internal combustion engine by adjusting the engagement state of the clutch. Fuel consumption rate when using the vehicle stop mode, and fuel consumption when using the second vehicle stop mode in which the electric motor generates electric power generated by driving the power generation means with the internal combustion engine to stop the vehicle on a slope. A fuel consumption determination unit for comparing the rate,
A vehicle holding means changing unit for stopping the vehicle on a slope using a vehicle stop mode with a small fuel consumption rate;
A drive control device comprising: Drive control apparatus according to claim 1 or 2, characterized in comparing the fuel consumption rate in the state in which the power generation efficiency is highest of the power generating means. A driving device that is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels,
A clutch interposed between the internal combustion engine and the drive wheel;
Power generating means driven by the internal combustion engine to generate electric power;
Clutch control means for adjusting the engagement state of the clutch and, when the vehicle stops on a slope, relaxes the engagement state of the clutch and stops the vehicle on the slope by the internal combustion engine; With
The fuel consumption rate when using the first vehicle stop mode in which the vehicle is stopped on a slope by the internal combustion engine, and the electric power generated by driving the power generation means by the internal combustion engine are supplied to the electric motor, and the vehicle is sloped. A drive device characterized in that the vehicle is stopped on a slope using a vehicle stop mode with a small fuel consumption rate by comparing a fuel consumption rate when using the second vehicle stop mode to be stopped upward. A driving device that is mounted on a vehicle and transmits a driving force of at least one of an internal combustion engine or an electric motor to driving wheels,
A clutch for intermittently driving the internal combustion engine;
Power generating means driven by the internal combustion engine to generate electric power;
Clutch control means for adjusting the engagement of the clutch and, when the vehicle is stopped on a slope, relaxes the engagement state of the clutch and stops the vehicle on the slope;
Clutch temperature detecting means for detecting the temperature of the clutch,
When the vehicle stops on a slope, when the clutch temperature detecting means detects the temperature of the clutch lower than a specified temperature,
The fuel consumption rate when using the first vehicle stop mode in which the vehicle is stopped on a slope by the internal combustion engine, and the electric power generated by driving the power generation means by the internal combustion engine are supplied to the electric motor, and the vehicle is sloped. A drive device characterized in that the vehicle is stopped on a slope using a vehicle stop mode with a small fuel consumption rate by comparing a fuel consumption rate when using the second vehicle stop mode to be stopped upward. Drive device according to claim 4 or 5, characterized in that comparing the power generation efficiency of fuel consumption rate becomes highest state of the power generating means.

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