Driving power control apparatus for four wheel drive vehicle

• US 8,195,348 B2
• Filed: 05/18/2007
• Issued: 06/05/2012
• Est. Priority Date: 05/24/2006
• Status: Active Grant

• Current Assignee: Aisin Seiki Co., Ltd. (Aisin Corp.), Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Aisin Seiki Co., Ltd. (Aisin Corp.), Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Mizutani, Ryoji, Tsuchida, Michitaka, Tahara, Yasuaki, Fukushima, Tomohiro, Sakuma, Masafumi
• Primary Examiner(s): Black, Thomas
• Assistant Examiner(s): Lewandroski, Sara
• Application Number:
  US12/226,821
• Publication Number:
  US 20090088914A1
• Time in Patent Office: 1,845 Days
• Field of Search: 701/22, 701/69, 701/54, 701/89, 477/3, 477/7
• US Class Current: 701/22
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 17/043 Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
• CPC Class Codes: B60K 17/356 having fluid or electric motor, for driving one or more wheels disposition of motor in, or adjacent to, traction wheel B60K7/00
• CPC Class Codes: B60K 2007/0092 the motor axle being coaxial to the wheel axle
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60K 7/0007 the motor being electric
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2220/44 Wheel Hub motors, i.e. integrated in the wheel hub
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/119 including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle B60W10/14 takes precedence
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 2720/406 between left and right wheel
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 10/84 : Data processing systems or methods, management, administration

Abstract

Front left and right wheel units are driven by an engine and a motor generator. Rear left and right wheel units are independently driven by in-wheel motor type motor generators. The motor generator and the motor generator are configured to have different rated outputs, respectively, and be subjected to different speed reduction ratios, respectively, between the motor generators and their respectively associated drive wheel units, and thus have characteristics, respectively, in efficiency with respect to torque and vehicular speed, that exhibit high efficiency in mutually different output ranges, respectively. When a mileage oriented mode is selected as a traveling mode, an ECU determines how a drive torque should be allocated between the motor generators, as based on the motors'"'"' required drive torque and vehicular speed and on each motor generator'"'"'s characteristic in efficiency, to maximize the motor generators'"'"' total efficiency.

Claims

1. A driving power control apparatus for a four wheel drive vehicle having first left and right drive wheel units and second left and right drive wheel units, comprising:

a first motor;

a first power transmission mechanism transmitting a motive power generated by the first motor to the first left and right drive wheel units, the first left and right drive wheel units being coupled to a first drive shaft;

two second motors, a first one of the second motors being coupled to the second left drive wheel unit, and a second one of the second motors being coupled to the right drive wheel unit, and being drivable independently from each other, and exhibiting a maximum efficiency in a different output range than the first motor;

a second power transmission mechanism transmitting motive powers generated by the two second motors to the second left and right drive wheel units, respectively;

a first drive circuit receiving electric power from a power supply to control driving of the first motor;

two second drive circuits receiving electric power from the power supply to control driving of the two second motors, respectively;

a driving power allocation determination unit that determines an allocation of an output, between the first motor and the two second motors of a driving power, that the first and second motors as a whole are required to output; and

a driving control unit that controls the first and second drive circuits to cause the first motor and the two second motors to output their respective, allocated driving powers, wherein;

at least one of the first and second power transmission mechanisms includes a speed reducer that transmits the motive power generated by an associated motor of the first motor and the two second motors to an associated drive wheel unit of the drive wheel units such that the speed reducer reduces a rotational speed of the motive power; and

the driving power allocation determination unit includes;

a storage device for previously converting a characteristic of efficiency of each of the first motor and the two second motors with respect to each of the first motor'"'"'s and the two second motors'"'"' torque and each of the first motor'"'"'s and the two second motors'"'"' rotational speed into a characteristic of efficiency of each of the first and second motors with respect to each of the first motor'"'"'s and the two second motors'"'"' torque and vehicular speed, and storing the characteristic of efficiency thus converted; and

a first allocation determination device for determining the allocation of the output between the first motor and the two second motors, as based on a drive torque and a vehicular speed that the first motor and the two second motors as a whole are required to output, and based on the characteristic of efficiency, as stored, of each of the first motor and the two second motors with respect to its torque and vehicular speed, to allow the first motor and the two second motors to output torques that satisfy in total the drive torque that the first motor and the two second motors as a whole are required to output, and also to allow a total efficiency of the first motor and the two second motors to be greater than or equal to a predetermined threshold value.

2. The driving power control apparatus for a four wheel drive vehicle according to claim 1, further comprising:

a driving power detection unit detecting a driving power that the first motor and the two second motors as a whole are required to output; and

a vehicular speed detection unit detecting the vehicular speed, wherein

the first allocation determination device includes a storage unit for previously setting and storing therein an allocation of the output between the first motor and the two second motors that maximizes the total efficiency of the first motor and the two second motors, as based on the characteristic of efficiency of each of the first motor and the two second motors with respect to each of the first motor'"'"'s and the two second motors'"'"' torque and vehicular speed, for each combination of the drive torque and the vehicular speed that the first motor and the two second motors as a whole are required to output, and

the first allocation determination device extracts from the storage unit an allocation of the output between the first motor and the two second motors that corresponds to the drive torque, as detected, that the first motor and the two second motors as a whole are required to output, and to the vehicular speed as detected.

3. The driving power control apparatus for a four wheel drive vehicle according to claim 2, further comprising a steering angle detection unit detecting a steering angle of the vehicle, wherein

the first allocation determination device corrects, based on the steering angle of the vehicle as detected, the allocation of the output between the first motor and the two second motors as determined.

4. The driving power control apparatus for a four wheel drive vehicle according to claim 2, further comprising a wheel unit slip detection unit detecting that the first and second left and right drive wheel units slip, wherein:

when the wheel unit slip detection unit detects that either the first or second left and right drive wheel units slip, the first allocation determination device corrects the allocation of the output between the first motor and the two second motors as determined.

5. The driving power control apparatus for a four wheel drive vehicle according to claim 1, wherein the driving power allocation determination unit further includes:

an evaluation device for obtaining an evaluation value indicating a level of stability in a behavior of the vehicle for each combination of the drive torque that the first motor and the two second motors as a whole are required to output and the vehicular speed, as based on the allocation of the output between the first motor and the two second motors and on a condition that the vehicle is traveling;

a second allocation determination device for selecting at least one allocation of the output between the first motor and the two second motors, as based on the drive torque that the first motor and the two second motors as a whole are required to output and the vehicular speed and on the characteristic of efficiency, as converted, of each of the first motor and the two second motors with respect to each of the first motor'"'"'s and the two second motors'"'"' torque and vehicular speed, such that a total sum of the torques output from the first motor and the two second motors satisfies the drive torque that the first motor and the two second motors as a whole are required to output and the total efficiency of the first motor and the two second motors is greater than or equal to the predetermined threshold value, and for determining as the allocation of the output between the first motor and the two second motors an allocation of the at least one allocation selected that maximizes the evaluation value in accordance with the condition that the vehicle is traveling; and

a select device externally operable for selecting one of the first and second allocation determination device in accordance with how the select device is operated.

6. The driving power control apparatus for a four wheel drive vehicle according to claim 1, further comprising:

a voltage conversion circuit converting voltage between the power supply and the first drive circuit;

a closed first switch circuit configured to supply the second drive circuits with a voltage from the power supply directly; and

closed second switch circuit configured to supply the second drive circuits with a voltage output from the voltage conversion circuit, wherein the driving power allocation determination unit further includes;

a calculation device for calculating a target value for the voltage input to the second drive circuits, as based on the driving power allocated to the two second motors;

a first opening/closing control device for closing the first switch circuit and also opening the second switch circuit, the first opening/closing control device being configured to operate when the target value, as calculated, is less than or equal to the voltage received from the power supply; and

a second opening/closing control device for opening the first switch circuit and also closing the second switch circuit, the second opening/closing control device being configured to operate when the target value, as calculated, is greater than the voltage received from the power supply.

7. The driving power control apparatus for a four wheel drive vehicle according to claim 1, wherein the first left and right drive wheel units are configured to operate front wheel units of the vehicle and the second left and right drive wheel units are configured to operate rear wheel units of the vehicle.

8. The driving power control apparatus for a four wheel drive vehicle according to claim 1, wherein the first left and right drive wheel units are configured to operate rear wheel units of the vehicle and the second left and right drive wheel units are configured to operate front wheel units of the vehicle.

9. The driving power control apparatus for a four wheel drive vehicle according to claim 1, wherein the two second motors are each an in-wheel motor.

10. The driving power control apparatus for a four wheel drive vehicle according to claim 1, wherein:

the vehicle is a hybrid vehicle;

the first power transmission mechanism provides a composition of a motive power generated by an internal combustion engine and the motive power generated by the first motor and transmits the composition to the first left and right drive wheel units coupled to the first drive shaft; and

the driving power allocation determination unit determines an allocation of an output between the internal combustion engine and the first motor and the two second motors of a driving power that the vehicle is required to output, and the driving power allocation determination unit also determines an allocation of the output between the first motor and the two second motors for a driving power, as determined, that the first motor and the two second motors as a whole are required to output.

11. The driving power control apparatus for a four wheel drive vehicle according to claim 1, wherein the speed reducer is configured to apply different speed reduction ratios to the motive power generated by the first motor and transmitted to the first left and right drive wheel units and those generated by the two second motors and transmitted to the second left and right drive wheel units, respectively.