Honda Motor Co., Ltd.

Masatoshi Noguchi

Satoshi Ando

Yusuke Sakaguchi

Masayuki Kikuchi

Toshinori Tsukamoto

Yuichiro Takemori

Makoto Tsuchihashi

Sei Shinohara

Yoshinori Ando

Satoshi Andou

Yuzo Okubo

Masakatsu Hori

Hirohiko Totsuka

Yuji Okamura

Yoshito Terayama

Masaki Negoro

Masaru Komatsubara

Yoshikazu Fujimoto

Nor Hairuddin

Provided is a torque control device for a four-wheel-drive vehicle that can stably output a minimum torque required to start or drive the vehicle to the auxiliary wheel side under a road surface condition that main driving wheels are stuck in the idling state or under a road surface condition equivalent thereto. When front wheels Wf, Wfare judged to be stuck in the idling state, a current rear torque TrCMD is raised step by step. And, when a brake operates in the state in which the four wheels are at stop after raising the command torque TrCMD step by step, the command rear torque TrCMD is released. And, the command rear torque TrCMD is raised step by step when the command rear torque TrCMD continues to be released for a second threshold time.

Torque control device for four-wheel-drive vehicle

A vehicle drive system includes a left-wheel drive unit having a first motor and a first transmission, a right-wheel drive unit having a second motor and a second transmission, and a motor control unit. Each of the first and second transmissions has a first to third rotational elements. The first motor is connected to the first rotational element of the first transmission. The second motor is connected to the first rotational element of the second transmission. The left wheel is connected to the second rotational element of the first transmission. The right wheel is connected to the second rotational element of the second transmission. The third rotational element of the first transmission and the third rotational element of the second transmission are coupled to each other. Each of the first and second transmissions has a fourth rotational element which is supported to revolve around by the second rotational element.

Vehicle drive system

A vehicle drive system includes a slip acquisition unit that acquires occurrence of excessive slip, an addition slip point calculating unit that calculates addition slip points in a time-discrete manner, based on having acquired that the excessive slip has occurred, a cumulative slip point calculating unit that accumulates the addition slip points and calculates a cumulative slip point over time, a drive state switching unit that switches between 2WD and AWD based on cumulative slip points and a drive state switching threshold value, and a cumulative slip point resetting unit triggered by a lateral acceleration correlation value of the vehicle reaching a lateral acceleration threshold value or higher, or a drive force correlation value of the drive wheels reaching a drive force correlation threshold value or higher, to reset the cumulative slip point to a value smaller than the drive state switching threshold value.

A vehicle drive system, that can improve drive efficiency while maintaining vehicle stability, includes a step (S, S) in which a switch is made from 2WD to AWD on the basis of a cumulative slip point; a step (S, S) in which a switch is made from 2WD to AWD on the basis of a calculated lateral G; a step (S, S, S) in which a switch is made from AWD to 2WD after the step (Sor S) under a first switching condition; and a step (S, S, S) in which a switch is made from AWD to 2WD after the step (Sor S) under a second switching condition. The first switching condition and the second switching condition differ from one another.

Vehicle drive system having improved switching between two wheel drive and all wheel drive

A vehicle drive system includes a slip acquisition unit that acquires that an excessive slip of front wheels or rear wheels has occurred, an addition slip point calculating unit that calculates addition slip points in a time-discrete manner, based on the slip acquisition unit having acquired that the excessive slip has occurred, a cumulative slip point calculating unit that accumulates the addition slip points and calculates a cumulative slip point over time, a drive state switching unit that, switches between 2WD and AWD based on cumulative slip points, and an increase forbidding determination unit that forbids addition or accumulation of the addition slip points, or increase of the cumulative slip points, in a case where a lateral acceleration correlation value that has correlation with lateral acceleration of the vehicle exceeds a lateral acceleration threshold value.

A slip determination system for a vehicle, which is capable of improving the determination accuracy by avoiding erroneous determination of excessive slip of wheels when a state of the wheels, driven/braked by motors, is switched. In the slip determination system according to the present invention, when first and second motor rotational speeds NMOT1 and NMOT2, which are rotational speeds of rear motors which brake/drive rear wheels WRL and WRR, reach a reference rotational speed NMREF set based on wheel rotational speeds NWFL, NWFR, NWRL, and NWRR, it is determined that excessive slip has occurred in the rear wheels WRL and WRR. When the sign of a target torque TROBJ of the rear motors is inverted, the reference rotational speed NMREF is changed to a value more difficult to be reached by the first and second motor rotational speeds NMOT1 and NMOT2, or the excessive slip determination is inhibited.

Slip determination system for vehicle

Provided are a vehicle such that drive state can be suitably selected in a configuration including an internal combustion engine, and a vehicle control method. In a vehicle and a method of controlling the same, different values are set for a first switching threshold value for switching from a first independent drive state (in which one of a front wheel and a rear wheel is driven) to a combined drive state, and for a second switching threshold value for switching from a second independent drive state (in which the other of the front wheel and the rear wheel is driven by an internal combustion engine) to the combined drive state.

Vehicle, and vehicle control method

According to this vehicle and control method for the same, an electric motor control device sets a target left power and a target right power, on the basis of the power suppliable by a power supply, power loss dependent on the respective rotation state quantities of a left electric motor and a right electric motor, the target power difference between the left electric motor and the right electric motor, and the target sum of power of the left electric motor and the right electric motor, and controls the left electric motor and the right electric motor using the target left power and the target right power.

One embodiment provides a vehicle including: a first drive system configured to drive first wheels; and a second drive system configured to drive second wheels, wherein the first drive system includes: an electric motor; a motor controller; an engagement/disengagement unit provided between the electric motor side and the first drive wheels side; an engagement/disengagement controller; and a one-way power transmission unit provided between the electric motor side and the first drive wheels side in parallel to the engagement/disengagement unit, and configured, at least, to engage the both sides when a reverse-direction rotational power is inputted from the first wheels side to the electric motor side, wherein, when the vehicle reverses, a reverse driving force to reverse the vehicle is generated at least in the first drive system.

Front-and rear-wheel-drive vehicle

Provided is a vehicle provided with left and right electric motors electrically connected to a battery and mechanically connected respectively to left and right vehicle wheels, a power generator mechanically connected to an internal combustion engine being electrically connected to the battery, wherein the battery is reliably protected during traction control and at other such times. Two electric motors, specifically first and second electric motors, are temporarily handled integrally to determine a torque down amount (TD), which is the total allowable power variation width (&#x3b1;) of the two electric motors, on the basis of left and right total power (Y), and the respective motive powers of the first and second electric motors are controlled while being limited by values obtained by simply dividing the determined torque down amount (TD) equally, whereby the allowable input/output power (allowable input power (Z)) of the battery is reliably protected.

Vehicle

A rear wheel driving device includes left and right electric motors connected to left and right rear wheel, respectively; and a control device for controlling the electric motors such that a third relationship is satisfied as the first priority based on at least either a first relationship or a second relationship, and the third relationship. The first relationship includes sum of right and left wheel torques, sum of right and left motor torques, sum of right and left wheel driving forces, or sum of right and left motor driving forces. The second relationship includes difference between right and left wheel torques, difference between right and left motor torques, difference between right and left wheel driving forces, or difference between right and left motor driving forces. The third relationship includes sum of left and right electric powers generated or consumed by the electric motors, respectively.

Vehicle driving device

A motor controller obtains: a first motor target rotation number, a first motor actual rotation number of a first motor, a second motor target rotation number, and a second motor actual rotation number of a second motor; determines a first rotation number difference between the first motor target rotation number and the first motor actual rotation number of the first motor, and a second rotation number difference between the second motor target rotation number and the second motor actual rotation number of the second motor, determines first and second rotation control torques based on a smaller one of the first rotation number difference and the second rotation number difference; and determines a first motor torque of the first motor and a second motor torque of the second motor based on the first and second rotation control torques.

Vehicle driving system and vehicle driving system control method

An electric motor-generator controller () is configured to control a left electric power of the left electric motor-generator (A) and a right electric power of the right electric motor-generator (B), based on the sum of the left electric power and the right electric power, wherein the left electric power is defined as an electric power generated or consumed by the left electric motor-generator (A) and, the right electric power is defined as an electric power generated or consumed by the right electric motor-generator (B). The electric motor-generator controller () control the left electric power of the left electric motor-generator and the right electric power of the right electric motor-generator such that the sum of the left electric power and the right electric power becomes a constant value, when the rotation restrictor controller () controls the rotation restrictor (A,B) such that the rotation restrictor releases the third rotation elements.

Vehicle drive device

In a method of obtaining a rotation speed of a right wheel (RWr), the method includes: detecting a motor rotation speed detection value (LMa) using a resolver (A); detecting a wheel rotation speed detection value (LWa) using a wheel speed sensor (A); obtaining a ring gear rotation speed conversion value (Rb) based on the motor rotation speed detection value (LMa) and the wheel rotation speed detection value (LWa); detecting a motor rotation speed detection value (RMa) using the resolver (B); obtaining a wheel rotation speed conversion value (RWb) based on the ring gear rotation speed conversion value (Rb) and the motor rotation speed detection value (RMa); detecting a wheel rotation speed detection value (RWa) using a wheel speed sensor (B); and selecting the wheel rotation speed conversion value (RWb) or the wheel rotation speed detection value (RWa), whichever is greater, as the rotation speed of the right wheel (RWr).

Vehicle drive device and method for controlling vehicle drive device

A vehicle driving system includes a slip detector that detects an occurrence of excess slipping; an additive/subtractive slip point calculator that time-discretely calculates an additive/subtractive slip point, which is an additive slip point or a subtractive slip point, on the basis detection or non-detection of an occurrence of excess slipping; a cumulative slip point calculator that sequentially calculates a cumulative slip point that is a cumulative sum of values of the additive/subtractive slip point; and a driving mode switcher that switches between a two-wheel driving mode and an all-wheel driving mode on the basis of the cumulative slip point. When excess slipping is detected, the additive/subtractive slip point calculator calculates the additive slip point on the basis of a driving force correlation value that correlates to a driving force a driving wheel for which the excess slipping has occurred.

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Wako, Japan

Masatoshi Noguchi