Vehicle control device and vehicle control method

Abstract

Suppress a decrease in drivability during clutch engagement. 【Solution means】 Detect the actual rotational angle position θRm of the rotor 32, and based on the actual rotational angle position θRm, calculate the actual rotor angular acceleration (d 2 θRm / dt 2 ), calculate the estimated motor torque Tm based on the actual rotational angle position θRm, the motor current values Iv and Iw, divide the estimated motor torque Tm by the inertia Jm of the motor-side rotating body 71 to obtain the estimated rotor angular acceleration of the rotor 32 (d 2 θm / dt 2 = Tm / Jm), and when the difference between the actual rotor angular acceleration (d 2 θRm / dt 2 ) and the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) is equal to or greater than a predetermined threshold value S, detect the engagement of the clutch 41.

Description

[Technical Field]

[0001] This disclosure relates to a control device for a vehicle equipped with a disconnect mechanism for engaging and disengaging a motor and a drive wheel, and to a control method for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a device for estimating the period of play in a vehicle where there is play in the power transmission path from the drive source to the drive wheels, from the start of play buildup to the end of play when the drive source is driven. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2024-85822 [Overview of the Initiative] [Problems that the invention aims to solve]

[0004] Incidentally, in four-wheel drive electric vehicles with motors positioned at the front and rear, a disconnect mechanism is sometimes provided between one of the motors and the drive wheel. When the driving force is small or when four-wheel drive is not required, the disconnect mechanism releases the engagement between one of the motors and the drive wheel. This reduces mechanical losses by setting the rotation speed of one of the motors to zero, thereby extending the driving range.

[0005] On the other hand, when the motor and drive wheels are engaged using a disconnect mechanism while the vehicle is in motion, the disconnect mechanism is engaged while the rotational speeds of the motor-side rotating shaft and the wheel-side rotating shaft of the disconnect mechanism are matched. However, it is difficult to match the rotational speeds of the motor-side rotating shaft and the wheel-side rotating shaft, and the shock during engagement may cause vibrations in the drive system, reducing drivability.

[0006] Therefore, this disclosure aims to suppress the decrease in drivability when the disconnect mechanism is engaged. [Means for solving the problem]

[0007] The vehicle control device of this disclosure comprises a disconnect mechanism positioned between a motor and a drive wheel to engage and disengage the motor and the drive wheel, a resolver for detecting the actual rotational angular position of the motor's rotor, and at least one current sensor for detecting the current value supplied to the motor, and includes a processor for performing information processing, wherein the processor calculates the actual rotor angular acceleration based on the actual rotational angular position detected by the resolver, calculates the torque generated by the motor based on the actual rotational angular position of the rotor detected by the resolver and the current value detected by the at least one current sensor to obtain an estimated motor torque, estimates the rotor angular acceleration by dividing the estimated motor torque by the sum of the inertia of a plurality of rotating bodies located on the motor side of the disconnect mechanism, and detects engagement of the disconnect mechanism when the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is greater than or equal to a predetermined threshold.

[0008] This allows for high-speed detection of the disconnect mechanism's engagement, thereby shortening the time from the engagement of the disconnect mechanism to the start of motor vibration damping control. As a result, the decrease in drivability when the disconnect mechanism is engaged can be suppressed.

[0009] In the vehicle control device of the present disclosure, the processor may be configured to detect the release of the disconnect mechanism when the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is less than a predetermined threshold, and to determine that the disconnect mechanism has transitioned from a released state to an engaged state if the processor detects the engagement of the disconnect mechanism after detecting the release of the disconnect mechanism, and to start vibration damping control of the motor by feedback control.

[0010] This allows a single control device to perform both the engagement detection of the disconnect mechanism and the execution of motor vibration damping control via feedback control, thereby shortening the time from the detection of disconnect mechanism engagement to the start of motor vibration damping control. As a result, motor vibration damping control can be started a short time after the disconnect mechanism engagement is complete, suppressing the decrease in drivability during engagement.

[0011] The vehicle control method of the present disclosure is a vehicle control method comprising a disconnect mechanism positioned between a motor and a drive wheel for engaging and disengaging the motor and the drive wheel, characterized in that the actual rotational angle position of the motor rotor is detected, the actual rotor angular acceleration is calculated based on the detected actual rotational angle position, the torque generated by the motor is calculated based on the actual rotational angle position of the rotor and the current value of the power supplied to the motor to obtain an estimated motor torque, the rotor angular acceleration is estimated by dividing the estimated motor torque by the sum of the inertia of a plurality of rotating bodies located on the motor side of the disconnect mechanism, and the engagement of the disconnect mechanism is detected when the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is greater than or equal to a predetermined threshold.

[0012] This allows for high-speed determination of the disconnect mechanism's engagement, enabling the motor's vibration damping control to begin shortly after the disconnect mechanism's engagement is complete, thereby suppressing the decrease in drivability during engagement.

[0013] In the vehicle control method of this disclosure, if the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is less than a predetermined threshold, the release of the disconnect mechanism may be detected. If the engagement of the disconnect mechanism is detected after the release of the disconnect mechanism, it may be determined that the disconnect mechanism has transitioned from a released state to an engaged state, and vibration damping control of the motor by feedback control may be started.

[0014] This reduces the time from the determination of engagement of the disconnect mechanism to the start of motor vibration control. As a result, motor vibration control can be started a short time after the disconnect mechanism is fully engaged, suppressing the decrease in drivability during engagement. [Effects of the Invention]

[0015] This disclosure can suppress the decrease in drivability when the disconnect mechanism is engaged. [Brief explanation of the drawing]

[0016] [Figure 1] This is a system diagram showing the configuration of a vehicle equipped with the control device of the embodiment. [Figure 2] Figure 1 is an explanatory diagram showing the physical model of the drive system, including the auxiliary electric unit, drive shaft, and rear wheels of the vehicle shown. [Figure 3] Figure 1 is a flowchart showing the operation of the control device. [Figure 4] This is a continuation of the flowchart in Figure 3. [Figure 5] The graphs shown in Figure 3 illustrate the movement of each part when the control device is operating, as shown in the flowchart: (a) is a graph showing the time change in rotational speed of the motor-side rotation axis of the clutch and the wheel-side rotation axis of the clutch; (b) is a graph showing the time change in estimated motor torque; (c) is a graph showing the time change in estimated rotor angular acceleration and actual rotor angular acceleration; and (d) is a time chart showing the engagement determination result of the control device. [Figure 6] This is a system diagram showing the configuration of a vehicle equipped with a conventional control device. [Figure 7] This is a flowchart illustrating the operation of a vehicle control unit using conventional technology. [Modes for carrying out the invention]

[0017] The control device 50 of the embodiment will be described below with reference to the drawings. First, the vehicle 100 equipped with the control device 50 will be described with reference to Figure 1. The vehicle 100 includes a main motor unit 10, front wheels 15, auxiliary motor unit 20, drive shaft 45, rear wheels 46, control device 50, and disconnect ECU 55.

[0018] The main motor unit 10 drives the front wheels 15, which are the front drive wheels. The auxiliary motor unit 20 drives the rear wheels 46, which are the rear drive wheels. In the diagram, the left and right front wheels 15 are schematically shown as one front wheel 15, and the left and right rear wheels 46 are schematically shown as one rear wheel 46.

[0019] Since the internal configuration of the main motor unit 10 is the same as that of the auxiliary motor unit 20, we will first describe the auxiliary motor unit 20, the control device 50, and the disconnect ECU 55. The auxiliary motor unit 20 includes a motor 30, a transaxle 40, an inverter 34, and an actuator 44.

[0020] Motor 30 is a motor generator that operates as both an electric motor and a generator. Motor 30 consists of a stator 31 and a rotor 32. A motor output shaft 33 is connected to the rotor 32. Motor 30 operates according to commands from a control device 50, which will be explained later.

[0021] The transaxle 40 is a power transmission mechanism to which the motor output shaft 33 is connected and which transmits the driving force of the motor 30 to the drive shaft 45. The transaxle 40 contains a motor-side gear 42, a wheel-side gear 43, and a clutch 41. The motor-side gear 42 and the wheel-side gear 43 are reduction gears that reduce the rotational speed of the motor output shaft 33. The clutch 41 engages and disengages the motor-side rotating shaft 41A and the wheel-side rotating shaft 41B. The motor-side rotating shaft 41A is connected to the motor output shaft 33 via the motor-side gear 42. The wheel-side rotating shaft 41B is connected to the drive shaft 45 and the rear wheel 46 via the wheel-side gear 43. Therefore, the clutch 41 is a disconnect mechanism positioned between the motor 30 and the rear wheel 46 that engages and disengages the motor 30 and the rear wheel 46. The clutch 41 may be, for example, a dog clutch or a disc clutch.

[0022] Here, the motor-side gear 42 is a reduction gear with a reduction ratio KA, and the wheel-side gear 43 is a reduction gear with a reduction ratio KB. Therefore, when the rotational speed of the rotor 32 is (dθRm / dt), the rotational speed ωm of the motor-side rotating shaft 41A is (dθRm / dt) / KA. Also, when the rotational speeds of the drive shaft 45 and rear wheel 46 are (dθRh / dt), the rotational speed ωh of the wheel-side rotating shaft 41B is KB × (dθRh / dt). Here, θRm and θRh are the actual rotational angular position θRm of the rotor 32 and the actual rotational angular position θRh of the drive shaft 45.

[0023] The actuator 44 is a mechanism that operates the clutch 41. The actuator 44 may be electrically operated or hydraulically operated. The actuator 44 operates according to commands from the disconnect ECU 55, which will be explained later.

[0024] The inverter 34 converts DC power from a battery (not shown) into AC power and supplies it to the motor 30, and also converts the three-phase AC power generated by the motor 30 into DC power to charge the battery. The inverter 34 operates according to commands from the control device 50, which will be described later.

[0025] The motor 30 is connected to a resolver 35 that detects the actual rotational angular position θRm of the rotor 32, a first current sensor 36 that detects the V-phase current value of the motor 30, and a second current sensor 37 that detects the W-phase current value. The drive shaft 45 is connected to a rotational speed sensor 47 that detects the rotational speed of the drive shaft 45. The rotational speed sensor 47 may also be configured to detect the actual rotational angular position θRh of the drive shaft 45. The resolver 35, the first current sensor 36, and the second current sensor 37 are connected to a control device 50, and the data detected by these sensors is input to the control device 50. The resolver 35 and the rotational speed sensor 47 are also connected to a disconnect ECU 55, and the data detected by the resolver 35 and the rotational speed sensor 47 is input to the disconnect ECU 55.

[0026] The control device 50 is a computer equipped with a CPU 51, which is a processor that performs information processing, and a memory 52 that stores control programs and control data. The operation of the control device 50 is realized by the CPU 51 executing a program stored in the memory 52. ​​The control device 50 controls the operation of the motor 30 via the inverter 34 based on data input from the resolver 35, the first current sensor 36, and the second current sensor 37. The control device 50 also determines the engagement of the clutch 41 based on data input from the resolver 35, the first current sensor 36, and the second current sensor 37.

[0027] The disconnect ECU 55 is a computer equipped with a CPU 56, which is a processor that performs information processing, and a memory 57 that stores control programs and control data. The operation of the disconnect ECU 55 is realized by the CPU 56 executing the program stored in the memory 57. Based on data from the resolver 35 and the rotation speed sensor 47, the disconnect ECU 55 adjusts the operation of the actuator 44 and controls the engagement and disengagement of the clutch 41. The disconnect ECU 55 is connected to the control device 50 via a communication line and exchanges information with it.

[0028] The main motor unit 10, like the auxiliary motor unit 20, includes a motor 11, a transaxle 13, and an inverter 16. The transaxle 13 of the main motor unit 10 does not have a clutch 41, but like the transaxle 40, it is a reduction gear that includes gears internally. The motor output shaft 12 is connected to the transaxle 13, which transmits the driving force of the motor 11 to the drive shaft 14. The motor 11 is equipped with a resolver (not shown), a first current sensor, and a second current sensor. The control device 50 controls the operation of the motor 11 via the inverter 16 based on data from these sensors.

[0029] Next, with reference to Figure 2, a physical model 70 of the drive system, including the auxiliary electric unit 20, the drive shaft 45, and the rear wheels 46, will be described. The physical model 70 consists of a motor-side rotating body 71, a wheel-side rotating body 72, and a torque transmission body 80.

[0030] The motor-side rotating body 71 is a single rotating body formed by assuming that multiple rotating bodies on the motor side of the clutch 41 (rotating bodies in the area 61 enclosed by the dashed line in Figure 1) are rigidly joined together. In other words, the motor-side rotating body 71 is a single rotating body formed by assuming that the rotor 32, the motor output shaft 33, the motor-side gear 42, and the motor-side rotating shaft 41A are rigidly joined together. The inertia Jm of the motor-side rotating body 71 is the sum of the inertia J32 of the rotor 32, the inertia J33 of the motor output shaft 33, the inertia J41A of the motor-side gear 42, and the inertia J41A of the motor-side rotating shaft 41A. Jm=J32+J33+J42+J41A (Formula 1) Since the inertia J32 of the rotor 32, the inertia J33 of the motor output shaft 33, and the inertia J41A of the motor-side rotating shaft 41A of the motor-side gear 42 are known, the inertia Jm of the motor-side rotating body 71 can be calculated in advance.

[0031] In physical model 70, the rotational angular position θm of the motor-side rotating body 71 is defined as the actual rotational angular position θRm of the rotor 32. Therefore, the angular velocity (rotational speed) of the motor-side rotating body 71 is the derivative of the rotational angular position θm with respect to time t (dθm / dt). Also, the angular acceleration of the motor-side rotating body 71 is the derivative of the rotational angular position θm with respect to time t (dθm / dt). 2 θm / dt 2 )

[0032] Similarly, the wheel-side rotating body 72 is a single rotating body assumed to be rigidly connected to multiple rotating bodies on the rear wheel side of the clutch 41 (the rotating bodies in the area 62 enclosed by the dashed line in Figure 1). In other words, the wheel-side rotating body 72 is a single rotating body assumed to be rigidly connected to the wheel-side rotating shaft 41B, the wheel-side gear 43, the drive shaft 45, and the rear wheel 46. The inertia Jh of the wheel-side rotating body 72 is the sum of the inertia J41B of the wheel-side rotating shaft 41B, the inertia J43 of the wheel-side gear 43, the inertia J45 of the drive shaft 45, and the inertia J46 of the rear wheel 46. Jh=J41B+J43+J45+J46 (Formula 2) Here, since the inertia J41B of the wheel-side rotating shaft 41B, the inertia J43 of the wheel-side gear 43, the inertia J45 of the drive shaft 45, and the inertia J46 of the rear wheel 46 are known, the inertia Jh of the wheel-side rotating body 72 can be calculated in advance.

[0033] In physical model 70, the rotational angular position θh of the wheel-side rotating body 72 is defined as the actual rotational angular position θRh of the drive shaft 45 and rear wheel 46. Therefore, the angular velocity (rotational speed) of the wheel-side rotating body 72 is the derivative of the rotational angular position θh with respect to time t (dθh / dt). Also, the angular acceleration of the wheel-side rotating body 72 is the derivative of the rotational angular position θh with respect to time t (d 2 θh / dt 2 )

[0034] In the physical model 70, the torque transmission body 80 transmits torque between the virtual output shaft 73 of the motor-side rotating body 71 and the virtual input shaft 75 of the wheel-side rotating body 72. The torque transmission body 80 has a virtual motor-side gear 82, a virtual wheel-side gear 83, a virtual clutch 81, a virtual motor-side rotating shaft 81A of the virtual clutch 81, and a virtual wheel-side rotating shaft 81B inside. The virtual output shaft 73, the virtual input shaft 75, the virtual motor-side gear 82, the virtual wheel-side gear 83, the virtual clutch 81, the virtual motor-side rotating shaft 81A, and the virtual wheel-side rotating shaft 81B all have zero inertia and only perform torque transmission.

[0035] The virtual motor-side gear 82 is a reduction gear with a reduction ratio KA that connects the virtual output shaft 73 and the virtual motor-side rotating shaft 81A. The virtual wheel-side gear 83 is a reduction gear with a reduction ratio KB that connects the virtual wheel-side rotating shaft 81B and the virtual input shaft 75. Therefore, when the rotational speed of the motor-side rotating body 71 is (dθm / dt), the rotational speed of the virtual motor-side rotating shaft 81A is (dθm / dt) / KA. Also, when the rotational speed of the wheel-side rotating body 72 is (dθh / dt), the rotational speed of the virtual wheel-side rotating shaft 81B is KB×(dθh / dt).

[0036] Also, when the virtual clutch 81 is in the released state, that is, when torque is not transmitted from the motor-side rotating body 71 to the wheel-side rotating body 72, the rotor angular acceleration (d 2 θm / dt 2 ) of the motor-side rotating body 71 is calculated as follows in Equation (3) by the inertia Jm and the rotational torque of the motor-side rotating body 71, that is, the estimated motor torque Tm of the motor 30. (d 2 θm / dt 2 ) = Tm / Jm ··· (Equation 3)

[0037] The rotor angular acceleration (d 2 θm / dt 2 ) calculated by Equation (3) is the estimated value of the rotational angular velocity of the rotor 32 estimated using the physical model 70, and is the estimated rotor angular acceleration (estimated d 2 θm / dt 2Therefore, the estimated rotor angular acceleration of the rotor 32 (estimated d) was estimated using the physical model 70. 2 θm / dt 2 ) can be expressed as shown in (Equation 4) below. (Estimated d 2 θm / dt 2 )=Tm / Jm (Formula 4)

[0038] The CPU 51 of the control device 50 calculates the estimated rotor angular acceleration of the rotor 32 (estimated d) as shown in (Equation 5) below. 2 θm / dt 2 ) and the actual rotor angular acceleration (d) of rotor 32 2 θRm / dt 2 ) is the difference (estimated d 2 θm / dt 2 ) and (d 2 θRm / dt 2 If the absolute value of the difference between the two values ​​is less than a predetermined threshold S, it is determined that the clutch 41 is in a disengaged state, and if the difference is equal to or greater than the predetermined threshold S, it is determined that the clutch 41 is in an engaged state. |(estimation d 2 θm / dt 2 )-(d 2 θRm / dt 2 )|

[0039] When the clutch 41 is disengaged, the estimated rotor angular acceleration of the rotor 32 (estimated d 2 θm / dt 2 ) is the actual rotor angular acceleration (d) of rotor 32. 2 θRm / dt 2 This matches the value obtained by the clutch 41. On the other hand, when the clutch 41 engages, the rotational torque Th of the wheel-side rotating body 72 is transmitted to the motor-side rotating body 71 of the physical model 70 via the virtual clutch 81. As a result, the estimated rotor angular acceleration of the rotor 32 (estimated d 2 θm / dt 2 ) can be expressed as shown in (Equation 6) below. (Estimated d 2 θm / dt 2 )=(Tm-Th) / Jm (Equation 6)

[0040] ​Therefore, when the clutch 41 engages, the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) is equal to the rotational torque Th of the wheel-side rotating body 72, and the actual rotor angular acceleration (d) of the rotor 32. 2 θRm / dt 2 The value deviates significantly from ). For this reason, the control device 50 has the clutch 41 in the disengaged state when (Equation 5) is true, and when (Equation 5) is not true, that is, the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) and actual rotor angular acceleration (d 2 θRm / dt 2 If the absolute value of the difference between the two values ​​is greater than or equal to the threshold S, it can be determined that the clutch 41 is engaged.

[0041] The threshold S can be freely set, but the estimated rotor angular acceleration (estimated d 2 θm / dt 2 Since the estimated rotor angular acceleration (estimated d) may contain estimation errors, the threshold S is the estimated rotor angular acceleration (estimated d 2 θm / dt 2 The value may be set to be greater than the estimated error of ) and less than the actual amount of misalignment when the clutch 41 is engaged.

[0042] Next, with reference to Figures 3 to 5, the operation of the control device 50 when the clutch 41 of the vehicle 100 engages will be described. The following operation of the control device 50 is achieved by the CPU 51 executing the control program stored in memory 52.

[0043] In the initial state at time t0 shown in Figure 5, the vehicle 100 has its clutch 41 disengaged and is moving by driving the front wheels 15 with the main electric unit 10. At this time, the motor 30 of the auxiliary electric unit 20 has its rotor 32 stopped, and the rear wheels 46 are rotating at the same speed as the front wheels 15. Therefore, as shown in Figure 5(a), the rotational speed of the rotor 32 is zero, and the rotational speed ωm of the motor-side rotating shaft 41A is also zero. On the other hand, since the rear wheels 46 are rotating, the rotational speed ωh of the wheel-side rotating shaft 41B is ωh0.

[0044] In step 101 of Figure 3, the CPU 51 obtains the actual rotational angular position θRm of the rotor 32 from the resolver 35, and obtains the V-phase motor current value Iv and the W-phase motor current value Iw from the first current sensor 36 and the second current sensor 37.

[0045] Next, in step 102 of Figure 3, the CPU 51 differentiates the actual rotational angular position θRm of the rotor 32 twice with respect to time t to obtain the actual rotor angular acceleration (d 2 θRm / dt 2 ) is calculated. At time t0, rotor 32 is stopped, so the actual rotor angular acceleration (d 2 θRm / dt 2 ) becomes zero.

[0046] Next, in step 103 of Figure 3, the CPU 51 calculates the d-axis current value and the q-axis current value based on the actual rotational angle position θRm of the rotor 32 and the motor current values ​​Iv and Iw, and calculates the estimated motor torque Tm using the torque map previously stored in memory 52. ​​Since the motor 30 is stopped, the motor current values ​​Iv and Iw are zero, and the estimated motor torque Tm is zero.

[0047] Next, in step 104 of Figure 3, the CPU 51 divides the estimated motor torque Tm by the inertia Jm of the motor-side rotating body 71 to obtain the estimated rotor angular acceleration (estimated d) of the rotor 32, as shown in (Equation 4) above. 2 θm / dt 2 ) is calculated. At time t0, the estimated motor torque Tm is zero, so the estimated rotor angular acceleration (estimated d) is calculated. 2 θm / dt 2 ) also becomes zero.

[0048] Next, the CPU 51 calculates the estimated rotor angular acceleration (estimated d) of the rotor 32 in step 105 of Figure 3, as shown in (Equation 5). 2 θm / dt 2 ) and the actual rotor angular acceleration (d) of rotor 32 2 θRm / dt 2 ) difference ((estimated d 2 θm / dt 2 ) and (d 2 θRm / dt2 Determine whether the absolute value of the difference between the two is less than a predetermined threshold S.

[0049] As explained earlier, when the clutch 41 is disengaged, the estimated rotor angular acceleration of the rotor 32 (estimated d 2 θm / dt 2 ) is the actual rotor angular acceleration (d) of rotor 32. 2 θRm / dt 2 This matches the result. Therefore, at time t0, the CPU 51 determines YES in step 105 of Figure 3, proceeds to step 107 of Figure 3 to detect the release state of the clutch 41, and then proceeds to step 108 of Figure 4.

[0050] Furthermore, if CPU 51 determines NO in step 105 of Figure 3, that is, if the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) and actual rotor angular acceleration (d 2 θRm / dt 2 If the difference is greater than or equal to a predetermined threshold S, the engagement state of the clutch 41 is detected in step 106 of Figure 3, and the process returns to step 101 of Figure 3, and steps 101 to 105 are repeated.

[0051] When the control device 50 proceeds to step 108 in Figure 4, the CPU 51 acquires the actual rotational angular position θRm of the rotor and the motor current values ​​Iv and Iw in step 108, similar to steps 101 to 104 in Figure 3 as described earlier, and in step 109 the actual rotor angular acceleration (d 2 θRm / dt 2 In step 110, the estimated motor torque Tm is calculated, and in step 111, the estimated rotor angular acceleration (estimated d 2 θm / dt 2 The CPU 51 then calculates the estimated rotor angular acceleration (estimated d) in step 112 of Figure 4. 2 θm / dt 2 ) and actual rotor angular acceleration (d 2 θRm / dt 2 It is determined whether the difference between ) is greater than or equal to a predetermined threshold S. If it is determined to be NO in step 112 of Figure 4, that is, the estimated rotor angular acceleration (estimated d2 θm / dt 2 ) and actual rotor angular acceleration (d 2 θRm / dt 2 If the difference is less than a predetermined threshold S, the release state of the clutch 41 is detected in step 113 of Figure 4, and the process returns to step 108 of Figure 4, and steps 108 to 112 of Figure 4 are repeated.

[0052] On the other hand, if the CPU 51 determines YES in step 112 of Figure 4, it detects the engagement state of the clutch 41 in step 114 of Figure 4, determines that the clutch 41 has transitioned from the disengaged state to the engaged state, and proceeds to step 115 of Figure 4. Then, in step 115, the CPU 51 starts vibration damping control using the motor.

[0053] Between time t0 and time t1 in Figure 5, the rotor 32 of motor 30 is stopped, just as at time t0, so the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) and actual rotor angular acceleration (d 2 θRm / dt 2 The difference between ) is less than the threshold S. Therefore, between time t0 and time t1 in Figure 5, CPU 51 determines NO in step 112 of Figure 4 and repeats steps 108 to 112 of Figure 4.

[0054] When the accelerator is pressed at time t1 in Figure 5, the CPU 51 starts the motor 30. When the rotor 32 rotates at a rotational speed of (dθRm / dt), as shown in Figure 5(a), the rotational speed of the motor-side rotating shaft 41A of the clutch 41 is (dθRm / dt) / KA using the reduction ratio KA. On the other hand, as mentioned earlier, the rotational speed ωh of the wheel-side rotating shaft 41B is ωh0. Then, from time t1 to t2 in Figure 5, as the rotational speed of the rotor 32 (dθRm / dt) increases due to the output torque of the motor 30, the rotational speed ωm of the motor-side rotating shaft 41A increases.

[0055] At time t2 in FIG. 5, when the rotational speed ωm of the motor-side rotating shaft 41A of the clutch 41 approaches the rotational speed ωh0 of the wheel-side rotating shaft 41B, the CPU 51 reduces the output torque of the motor 30 to reduce the angular acceleration of the rotor 32. Then, when the rotational speed ωm of the motor-side rotating shaft 41A becomes the same as the rotational speed ωh0 of the wheel-side rotating shaft 41B at time t3, the output torque of the motor 30 is set to the minimum torque (see FIG. 5(b)).

[0056] After that, when the rotational speed ωm of the motor-side rotating shaft 41A becomes slightly higher than the rotational speed ωh0 of the wheel-side rotating shaft 41B, at time t3, the disconnect ECU 55 operates the actuator 44 to start engaging the clutch 41. However, at time t3, the torque from the motor-side rotating shaft 41A to the wheel-side rotating shaft 41B has not yet been transmitted. Then, at time t4, torque is transmitted from the motor-side rotating shaft 41A to the wheel-side rotating shaft 41B, and the clutch 41 is in the engaged state.

[0057] Between time t2 and time t3, since the clutch 41 is in the released state, as shown in FIG. 5(c), the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) is the same as the actual rotor angular acceleration (d 2 θRm / dt 2 ) and is smaller than the threshold value S. Therefore, between time t1 and t3, the CPU 51 determines NO in step 112 of FIG. 4, detects the released state of the clutch 41 in step 113 of FIG. 4, and returns to step 108 of FIG. 4 to repeat steps 108 to 112.

[0058] When the clutch 41 is engaged at time t4, as shown in FIG. 5(c), the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) deviates from the actual rotor angular acceleration (d 2 θRm / dt 2 ) by the amount of the rotational torque Th of the wheel-side rotating body 72, and the estimated rotor angular acceleration (estimated d 2 θm / dt 2 ) and the actual rotor angular acceleration (d2 θRm / dt 2 The absolute value of the difference between ) is greater than or equal to the threshold S. Therefore, at time t4, CPU 51 determines YES in step 112 of Figure 4 and proceeds to step 114 of Figure 4.

[0059] Then, in step 114 of Figure 4, the CPU 51 detects the engagement state of the clutch 41 as shown in Figure 5(d), determines that the clutch 41 has transitioned from the disengaged state to the engaged state, and proceeds to step 115 of Figure 4. In this way, if the CPU 51 detects the engaged state of the clutch 41 after detecting the disengaged state of the clutch 41, it determines that the clutch 41 has transitioned from the disengaged state to the engaged state. Then, in step 115 of Figure 4, the CPU 51 starts executing vibration damping control by the motor 30. Vibration damping control by the motor 30 may, for example, involve detecting the rotational speed of the rotor 32 using the resolver 35 and controlling the rotational speed of the rotor 32 to a target rotational speed using feedback control.

[0060] This suppresses vibrations in the drive system, including the auxiliary electric unit 20, when the clutch 41 is engaged, and prevents a decrease in drivability during engagement.

[0061] Next, referring to Figures 6 and 7, the operation of each part of the conventional vehicle 200 equipped with the conventional control unit 170 and the clutch 41 during engagement will be described. Parts similar to those of the vehicle 100 described earlier are denoted by the same reference numerals and their descriptions are omitted.

[0062] As shown in Figure 6, the conventional vehicle 200 includes a main motor unit 10 that drives the front wheels 15, a sub-motor unit 20 that drives the rear wheels 46, and a control unit 170. The control unit 170 includes three ECUs: an MG-ECU 150, an EV-ECU 160, and a disconnect ECU 55. The MG-ECU 150 receives the actual rotational angle position θRm of the rotor 32, the V-phase motor current value Iv, and the W-phase motor current value Iw from the resolver 35, the first current sensor 36, and the second current sensor 37, and controls the motor 30 of the sub-motor unit 20 via the inverter 34. Similarly, the MG-ECU 150 controls the motor 11 of the main motor unit 10. The MG-ECU 150 is a computer that includes a CPU 151, which is a processor that performs information processing, and a memory 152 that stores control programs, control data, etc.

[0063] The EV-ECU160 is a control unit that manages multiple ECUs that control electrical system equipment such as the MG-ECU150 and a battery ECU (not shown). The EV-ECU160 is a computer that contains a CPU 161, which is a processor that performs information processing, and a memory 162 that stores control programs, control data, etc. The EV-ECU160 is connected to the MG-ECU150 and the disconnect ECU 55 via a communication line to exchange information.

[0064] Next, the operation of each part when the clutch 41 is engaged will be explained with reference to Figure 7. As shown in step 201 of Figure 7, the disconnect ECU 55 determines the engagement of the clutch 41 based on the state of the actuator 44, the rotational speed of the drive shaft 45 detected by the rotational speed sensor 47, and the actual rotational angular position θRm of the rotor 32 detected by the resolver 35. For example, the engagement determination calculates the actual rotational speed (dθRm / dt) of the rotor 32 based on the actual rotational angular position θRm of the rotor 32, and calculates the rotational speed ωm = (dθRm / dt) / KA of the motor-side rotating shaft 41A from this and the reduction ratio KA of the motor-side gear 42. In addition, the rotational speed ωh of the wheel-side rotating shaft 41B is calculated from the rotational speed detected by the rotational speed sensor 47. Then, in step 202 of Figure 7, the disconnect ECU 55 determines that the clutch 41 is engaged if ωm = ωh and the operating position of the actuator 44 is the engagement position. On the other hand, if ωm does not match ωh, the clutch 41 is determined to be in a disengaged state.

[0065] If the disconnect ECU 55 determines NO in step 202 of Figure 7, that is, if the clutch 41 is engaged, it returns to step 201 of Figure 7 and repeats steps 201 and 202 of Figure 7 until the clutch 41 is disengaged.

[0066] On the other hand, if the disconnect ECU 55 determines YES in step 202 of Figure 7, it proceeds to step 203 of Figure 7 and performs a clutch engagement determination similar to step 201 of Figure 7. If the disconnect ECU 55 determines that the clutch 41 is in a disengaged state, it determines NO in step 204 of Figure 7 and returns to step 203 of Figure 7. It then repeats steps 203 and 204 of Figure 7 until it determines that the clutch 41 is engaged. If the clutch 41 is engaged, it determines YES in step 204 of Figure 7 and proceeds to step 205 of Figure 7.

[0067] In step 205 of Figure 7, the disconnect ECU 55 transmits clutch engagement information to the EV-ECU 160, indicating that the clutch 41 has engaged.

[0068] When the EV-ECU160 receives clutch engagement information, in step 206 of Figure 7, it determines whether the MG-ECU150 can perform vibration damping control of the motor 30. If the EV-ECU160 determines that it can perform vibration damping control of the motor 30, it sends a command to the MG-ECU150 to start performing vibration damping control of the motor 30.

[0069] When the MG-ECU150 receives a command from the EV-ECU160 to start the vibration damping control of the motor 30, it starts the vibration damping control of the motor 30 in step 207 of Figure 7.

[0070] As explained above, in the control unit 170 of the conventional vehicle 200, the disconnect ECU 55 determines the engagement state of the clutch 41 based on the state of the actuator 44, the rotational speed sensor 47, and the data detected by the resolver 35. This process takes longer than the engagement determination operation of the control unit 50 in the embodiment. Furthermore, after the disconnect ECU 55 determines the engagement, a command is sent to the MG-ECU 150 via the EV-ECU 160 to start the execution of vibration damping control for the motor 30, and then the MG-ECU 150 starts the execution of vibration damping control for the motor 30. As a result, there is a delay between the actual engagement of the clutch 41 and the start of the execution of vibration damping control for the motor 30. Consequently, in the vehicle 200 equipped with the conventional control unit 170, vibrations of the drive system occurred when the clutch 41 was engaged, which sometimes reduced drivability.

[0071] In contrast, in the vehicle 100 equipped with the control device 50 of the embodiment, the control device 50 can perform a high-speed clutch engagement determination by performing the calculation (Equation 5) based on the actual rotational angle position θRm of the rotor 32 detected by the resolver 35 and the V-phase and W-phase motor current values ​​Iv and Iw of the motor 30 detected by the first current sensor 36 and the second current sensor 37. Furthermore, since the control device 50 performs both the clutch engagement determination and the vibration damping control of the motor 30 by feedback control, there is no delay due to communication between multiple ECUs, unlike in the conventional control device unit 170. As a result, in the vehicle 100 equipped with the control device 50, the vibration damping control of the motor 30 can be started in a short time after the clutch 41 engagement is completed. For this reason, the vehicle 100 equipped with the control device 50 can suppress the decrease in drivability when the clutch is engaged.

[0072] In the above description, the vehicle 100 was described as having a sub-electric unit 20 including a clutch 41 that drives the rear wheels 46 and a main electric unit 10 that drives the front wheels 15, but it is not limited to this. For example, the vehicle may be configured so that the sub-electric unit 20 including a clutch 41 drives the front wheels 15 and the main electric unit 10 drives the rear wheels 46.

[0073] Furthermore, although the above description assumes that the clutch 41 is located inside the transaxle 40, it is not limited to this. For example, the clutch 41 may be located between the transaxle 40 and the drive shaft 45, or between the motor 30 and the transaxle 40. When the clutch 41 is located between the transaxle 40 and the drive shaft 45, the motor-side rotating body 71 becomes a single rotating body assuming that the rotor 32 (which is a plurality of rotating bodies on the motor side of the clutch 41), the motor output shaft 33, the rotating gear inside the transaxle 40, and the motor-side rotating shaft 41A are rigidly connected. Also, when the clutch 41 is located between the motor 30 and the transaxle 40, the motor-side rotating body 71 becomes a single rotating body assuming that the rotor 32, the motor output shaft 33, and the motor-side rotating shaft 41A are rigidly connected.

[0074] Furthermore, the operation of the control device 50, which was explained earlier with reference to Figures 3 to 5, is also a control method for the vehicle 100 as shown below. The control method for vehicle 100 is: The actual rotational angular position θRm of the rotor 32 of the motor 30 is detected, and the actual rotor angular acceleration (d) is determined based on the detected actual rotational angular position θRm. 2 θRm / dt 2 ) calculate, Based on the actual rotational angle position θRm of the rotor 32 and the motor current values ​​Iv and Iw supplied to the motor 30, the torque generated by the motor 30 is calculated and the estimated motor torque Tm is obtained. The estimated motor torque Tm is divided by the inertia Jm of the motor-side rotating body 71 to obtain the estimated rotor angular acceleration (estimated d) of the rotor 32. 2 θm / dt 2 ) calculate, Actual rotor angular acceleration (d 2 θRm / dt 2 ) and estimated rotor angular acceleration (estimated d 2 θm / dt 2 A root control method for detecting engagement of the clutch 41 when the absolute value of the difference between ) is greater than or equal to a predetermined threshold S.

[0075] Furthermore, in the control method for vehicle 100, Actual rotor angular acceleration (d 2 θRm / dt 2 ) and estimated rotor angular acceleration (estimated d 2 θm / dt 2 When the absolute value of the difference between ) is less than a predetermined threshold S, the release of the clutch 41 is detected. If the clutch 41 is engaged after the clutch 41 has been disengaged, it may be determined that the clutch has transitioned from the disengaged state to the engaged state, and vibration damping control of the motor 30 by feedback control may be started. [Explanation of symbols]

[0076] 10 Main motor unit, 11, 30 Motor, 12, 33 Motor output shaft, 13, 40 Transaxle, 14, 45 Drive shaft, 15 Front wheel, 16, 34 Inverter, 20 Sub-motor unit, 31 Stator, 32 Rotor, 35 Resolver, 36 First current sensor, 37 Second current sensor, 41 Clutch, 41A Motor-side rotating shaft, 41B Wheel-side rotating shaft, 42 Motor-side gear, 43 Wheel-side gear, 44 Actuator, 45 Drive shaft, 46 Rear wheel, 47 Rotation speed sensor, 50 Control unit, 51, 56, 151, 161 CPU, 52, 57, 152, 162 Memory, 55 Disconnect ECU, 61, 62 Range, 70 Physical model, 71 Motor-side rotating body, 72 Wheel-side rotating body, 73 Virtual output shaft, 75 Virtual input shaft, 80 Torque transmission body, 81 Virtual clutch, 81A Virtual motor-side rotation shaft, 81B Virtual wheel-side rotation shaft, 82 Virtual motor-side gear, 83 Virtual wheel-side gear, 100, 200 Vehicle, 150 MG-ECU, 160 EV-ECU, 170 Control unit, Jm Inertia, KA, KB Reduction ratio, θRm Actual rotation angle position, S Threshold, Tm Estimated motor torque, (d 2 θRm / dt 2 ) Actual rotor angular acceleration, (estimated d 2 θm / dt 2 ) Estimated rotor angular acceleration, θm rotational angle position.

Claims

1. A disconnect mechanism positioned between the motor and the drive wheel to engage and disengage the motor and the drive wheel, A resolver for detecting the actual rotational angle position of the rotor of the motor, A vehicle control device comprising at least one current sensor for detecting the value of the current supplied to the motor, Includes a processor that performs information processing, The aforementioned processor, Based on the actual rotational angle position detected by the resolver, the actual rotor angular acceleration is calculated. Based on the actual rotational angle position of the rotor detected by the resolver and the current value detected by the at least one current sensor, the torque generated by the motor is calculated and the estimated motor torque is obtained. The rotor angular acceleration is estimated by dividing the estimated motor torque by the sum of the inertias of the multiple rotating bodies located on the motor side of the disconnect mechanism. When the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is greater than or equal to a predetermined threshold, the engagement of the disconnect mechanism is detected. A vehicle control system characterized by the following.

2. A vehicle control device according to claim 1, The aforementioned processor, When the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is less than the predetermined threshold, the release of the disconnect mechanism is detected. If, after detecting the release of the disconnect mechanism, the engagement of the disconnect mechanism is detected, it is determined that the disconnect mechanism has transitioned from a released state to an engaged state. It is configured to initiate vibration damping control of the motor by feedback control. A vehicle control system characterized by the following.

3. A control method for a vehicle comprising a disconnect mechanism positioned between a motor and a drive wheel for engaging and disengaging the motor and the drive wheel, The actual rotational angle position of the rotor of the motor is detected, and the actual rotor angular acceleration is calculated based on the detected actual rotational angle position. Based on the actual rotational angle position of the rotor and the current value of the power supplied to the motor, the torque generated by the motor is calculated and the estimated motor torque is obtained. The rotor angular acceleration is estimated by dividing the estimated motor torque by the sum of the inertias of the multiple rotating bodies located on the motor side of the disconnect mechanism. When the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is greater than or equal to a predetermined threshold, the engagement of the disconnect mechanism is detected. A vehicle control method characterized by the following.

4. A vehicle control method according to claim 3, When the difference between the actual rotor angular acceleration and the estimated rotor angular acceleration is less than the predetermined threshold, the release of the disconnect mechanism is detected. If, after detecting the release of the disconnect mechanism, the engagement of the disconnect mechanism is detected, it is determined that the disconnect mechanism has transitioned from a released state to an engaged state. To initiate vibration damping control of the motor by feedback control, A vehicle control method characterized by the following.

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