CN108025657B - 电动车辆的控制装置及控制方法 - Google Patents

电动车辆的控制装置及控制方法 Download PDF

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Publication number
CN108025657B
CN108025657B CN201680052962.9A CN201680052962A CN108025657B CN 108025657 B CN108025657 B CN 108025657B CN 201680052962 A CN201680052962 A CN 201680052962A CN 108025657 B CN108025657 B CN 108025657B
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creep torque
control
range
brake
electric vehicle
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CN108025657A (zh
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望月智夫
大岛宪一
宫崎浩
鸟泽雄二
松井弘毅
中川大辅
铃木健文
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JATCO Ltd
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JATCO Ltd
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

一种电动车辆的控制装置及控制方法，在电动车辆为停止状态且使电动机(2)产生蠕变扭矩的特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则电动机控制部(10B)进行阶梯性地降低电动机(2)的蠕变扭矩的扭矩降低控制，自动变速器控制装置(30)进行缓慢释放自动变速器(3)的摩擦卡合元件的释放控制。

Description

电动车辆的控制装置及控制方法
技术领域
本发明涉及具备电动机作为驱动源的电动车辆的控制装置及控制方法。
背景技术
在仅以电动机为动力源的电动汽车或以发动机(内燃机)及电动机为动力源的混合动力车辆等、具备电动机作为驱动源的车辆(电动车辆)中，以模仿在以发动机作为驱动源的车辆中由自动变速器的液力变矩器产生的蠕变扭矩，以利用电动机输出相当于蠕变扭矩的微小扭矩作为蠕变扭矩的方式进行控制，能够进行车辆的蠕变行驶。
另外，在可蠕变行驶的电动车辆中，为了抑制耗电，也开发了如果有制动操作则切断蠕变扭矩的技术。
例如，在专利文献1中公开有在电动车辆中，如果选择的换挡挡位为行驶挡且未操作加速踏板等蠕变扭矩产生条件成立，则电动机控制部产生蠕变扭矩，另外，即使蠕变扭矩产生条件成立，如果车辆停止并操作脚刹等蠕变切断条件成立，则也进行切断蠕变扭矩的蠕变扭矩切断控制。
脚刹是否被操作可根据检测有无操作脚刹的制动传感器的信息来判断。在该制动传感器中，具有检测制动踏板的踩踏行程量的行程传感器，如果了解通过制动踏板的踩踏，制动液压上升而使制动器开始工作的行程传感器值(0点，制动器接合点)，则能够根据行程传感器准确地检测脚刹有无操作。
该0点根据制动器的经时变化或维修等而变化，因此，进行的是通过行程学习而定期地进行更新。该行程学习实际上能够通过进行脚刹操作，读取制动液压上升时的行程传感器的检测值而进行。
因此，开发有在车辆的起动操作(钥匙开关的接通操作)之后，当脚刹被操作为接通→断开→接通时，根据以接通→断开的操作得到行程传感器的检测值和制动液压的相关信息实施行程学习的技术。
然而，如上述，在车辆的钥匙开关的接通操作后，脚刹被操作为接通→断开→接通时进行制动传感器(行程传感器)的行程学习的情况下，直至行程学习结束为止，将制动传感器的检测信号(制动器信号)设为无效。由此，仅使用反映了行程学习的结果的制动传感器信息进行各种控制，能够适当地进行各种控制。
但是，如上述，在如果蠕变扭矩产生条件成立则产生蠕变扭矩，如果蠕变切断条件成立则切断蠕变扭矩的车辆中，仅使用反映了行程学习的结果的制动传感器信息，在特定的状态下，在车辆中产生前后G变动，会给驾驶员带来不适感。
分析该现象，例如，假设在踩踏下制动踏板的状态下，将车辆的钥匙开关接通操作并操作换挡杆，将换挡挡位从P挡经R挡缓慢地切换至N挡的情况。该情况下，在车辆的起动操作后，将脚刹保持为接通(踩踏状态)，因此，不进行行程学习，制动器信号成为无效的状态，在电动机控制部判定为脚刹未被操作。
在这种状态下，当换挡挡位从P挡切换为R挡时，由于在R挡中，换挡挡位为行驶挡且加速踏板未被操作等的蠕变扭矩产生条件成立，车辆停止而操作脚刹等的蠕变切断条件不成立，故而电动机产生蠕变扭矩。
在该R挡中，在车辆的驱动轴等中蓄积有由蠕变扭矩引起的应变。之后，当向N挡切换时，将电动机的蠕变扭矩释放并将变速器的离合器卡合释放，在驱动轴等蓄积的蠕变扭矩被一下子释放，因此，认为在车辆中产生前后G变动。
专利文献1：(日本)特开2010－93990号公报
发明内容
本发明是鉴于上述课题而设立的，其目的在于提供一种电动车辆的控制装置及控制方法，能够在车辆停止时，换挡挡位成为行驶挡而在驱动轴等中蓄积有蠕变扭矩的状况下，在换挡挡位切换为非行驶挡的情况下，抑制在车辆中产生的前后G变动。
(1)本发明的电动车辆的控制装置，该电动车辆具有：电动机；自动变速器，其装配在所述电动机与驱动轮之间的动力传动系统中并具有对动力进行连接、断开的摩擦卡合元件，其中，所述电动车辆的控制装置具有：电动机控制单元，如果蠕变扭矩产生条件成立，则使所述电动机中产生蠕变扭矩，如果即使所述蠕变扭矩产生条件成立，蠕变切断条件也成立，则切断所述蠕变扭矩；挡位选择单元，其选择所述自动变速器的换挡挡位；自动变速器控制单元，如果由所述挡位选择单元选择了行驶挡，则将所述摩擦卡合元件设为卡合状态，如果由所述挡位选择单元选择了非行驶挡，则将所述摩擦卡合元件设为释放状态。所述蠕变扭矩产生条件是换挡挡位为行驶挡且未操作加速踏板，所述蠕变切断条件是车辆在停止中且从制动传感器输出制动操作检测信号。在所述电动车辆为停止状态且在所述电动机中产生蠕变扭矩的特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则所述电动机控制单元进行阶梯性地降低所述电动机的蠕变扭矩的扭矩降低控制，所述自动变速器控制单元进行缓慢释放所述摩擦卡合元件的释放控制。
(2)优选的是，在所述电动机控制单元进行所述扭矩降低控制时，所述自动变速器控制单元一边确保超过降低的所述电动机的蠕变扭矩的传递扭矩容量，一边进行所述释放控制。
(3)优选的是，所述电动机控制单元分两阶段降低所述电动机的蠕变扭矩，在第一阶段减半，在第二阶段降低到零。
(4)优选的是，具有制动特性更新单元，在所述电动车辆的起动操作后，所述脚刹进行规定的操作时，与其对应地学习所述制动传感器的输出特性并进行更新，所述制动特性更新单元在所述起动操作后，使所述制动传感器的输出无效，直至学习所述制动传感器的输出特性并进行更新为止。
(5)优选的是，所述摩擦卡合元件是通过向油室给排的油压进行动作的油压动作型，在从油压源向所述油室供给油压的油路中，从上游侧起依次具备：手动阀，其与所述换挡杆机械连接；调压阀，其按照指示压调整所述油室内的油的实际压，所述自动变速器控制单元赋予与缓慢释放所述摩擦卡合元件的所述实际压的变化特性对应的所述指示压而降低所述实际压，进行所述释放控制。
(6)优选的是，在从前进后退的一方的行驶挡切换为非行驶挡的情况下，在进行所述扭矩降低控制和所述释放控制的期间，如果换挡挡位从非行驶挡切换为前进后退的另一方的行驶挡，则中止所述扭矩降低控制和所述释放控制，立刻将所述电动机的蠕变扭矩设为零并释放所述摩擦卡合元件。
(7)本发明的电动车辆的控制方法，该电动车辆具有：电动机；自动变速器，其装配在所述电动机与驱动轮之间的动力传动系统中并具有对动力进行连接、断开的摩擦卡合元件，在所述电动车辆中实施如下的控制：电动机控制，如果蠕变扭矩产生条件成立，则使所述电动机产生蠕变扭矩，如果即使所述蠕变扭矩产生条件成立，蠕变切断条件也成立，则切断所述蠕变扭矩；自动变速器控制，如果通过选择所述自动变速器的换挡挡位的挡位选择单元选择了行驶挡，则将所述摩擦卡合元件设为卡合状态，如果通过所述挡位选择单元选择了非行驶挡，则将所述摩擦卡合元件设为释放状态。所述蠕变扭矩产生条件是换挡挡位为行驶挡且未操作加速踏板，所述蠕变切断条件是车辆在停止中且从制动传感器输出制动操作检测信号。所述控制方法具有：判定步骤，判定是否为所述摩擦卡合元件为卡合状态且所述电动车辆为停止状态且所述电动机产生蠕变扭矩的特定状态；控制步骤，在所述特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则进行阶梯性地降低所述电动机的蠕变扭矩并且缓慢释放所述摩擦卡合元件的释放控制。
根据本发明，在电动车辆为停止状态且电动机中产生蠕变扭矩的特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则进行阶梯性地降低电动机的蠕变扭矩的扭矩降低控制，并且，进行缓慢释放摩擦卡合元件的释放控制，因此，能够抑制将在特定状态下蓄积于动力传动系统中的蠕变扭矩释放时在车辆中产生的前后G变动。
附图说明
图1是表示本发明一实施方式的电动车辆的动力传动系统及其控制装置的构成图；
图2是表示本发明一实施方式的电动车辆的自动变速器的油压系统构成的油压回路图；
图3是表示本发明一实施方式的电动车辆的控制特性的时间图；
图4是说明本发明一实施方式的电动车辆的蠕变扭矩控制的流程图；
图5是说明本发明的一实施方式的电动车辆的特定状态的控制的流程图；
图6是示例本发明一实施方式的电动车辆的控制的时间图。
具体实施方式
以下，参照附图对本发明的实施方式进行说明。此外，以下所示的实施方式只不过是示例，并非排除以下的实施方式中没有明示的各种变形或技术的应用的意图。以下实施方式的各构成在不脱离这些宗旨的范围内可进行各种变形并实施，并且，可根据需要筛选和适当地组合。
[1.动力传动系统的构成]
图1是表示应用了本实施方式的控制装置的电动车辆的动力传动系统(动力传递系统)及其控制装置的构成图。如图1所示，本电动车辆作为混合动力车辆构成，具备：发动机(内燃机)1、电动发电机(带发电功能的电动机)2、自动变速器3、第一离合器4、第二离合器5、差速齿轮6、驱动轮7、7。
即，该混合动力车辆为具备发动机1和电动发电机(以下也简称为MG)2、两个离合器4、5的动力传动系统构成，作为行驶模式，具有基于第一离合器4联接的HEV模式和基于第一离合器4释放的EV模式。
发动机1的输出轴和MG2的输入轴经由可变扭矩容量的第一离合器(以下也简称为CL1)4而连结。另外，MG2的输出轴和自动变速器(以下也简称为AT)3的输入轴连结。自动变速器3的输出轴经由差速齿轮6而与驱动轮7、7连结。
第二离合器(以下也简称为CL2)5为装备在自动变速器3中，当通过换挡杆8的操作将换挡挡位设定为行驶挡(例如、D挡、R挡等)时，对应于根据车辆行驶状态选择的变速级卡合或释放的多个可变扭矩容量的摩擦卡合元件(离合器或制动器)。
在HEV模式下，使第一离合器4卡合，在自动变速器3中，通过第二离合器5将经由第一离合器4输入的发动机1的动力和从电动发电机2输入的动力合成并向驱动轮7、7输出。另外，在EV模式下，使第一离合器4释放，在自动变速器3，通过第二离合器5将从电动发电机2输入的动力向驱动轮7、7输出。
在一离合器4及第二离合器5中，使用例如可用比例电磁阀连续控制油流量及油压的湿式多板离合器等。
其中，第二离合器5利用与换挡杆8机械连接的手动阀52(参照图2)，根据所选择的挡位对与作为油压源的油泵51(参照图2)相连的油路进行开闭控制。
[1.1.第二离合器的油压供应系统的构成]
图2是向作为第二离合器5之一的低挡制动器的油压供应系统的油压回路图。如图2所示，该油压回路具备：油泵51、与换挡杆8机械连接的手动阀52、调整油压的调压阀53、切换阀54、低挡制动器的油室55、油路56，油路56从油泵51贯穿油室55设置，从上游侧起夹装有手动阀52、调压阀53、切换阀54。
另外，在油路56的手动阀52的出口侧加装有过滤器57。
进而，在过滤器57与调压阀53之间，油路56并列地分支，在一方的油路夹装有节流孔58，在另一方的油路夹装有仅允许油从手动阀52向调压阀53的流动的单向阀(止回阀球)59，油从手动阀52侧迅速向调压阀53侧流通，油从调压阀53侧向手动阀52侧缓慢流通。
在起动操作后的车辆停止时(停止时)，当操作换挡杆8将换挡挡位从非行驶挡(P挡或N挡)切换为行驶挡(R挡或D挡)时，手动阀52将从油泵51排出的油以对应于各行驶挡的油压水平向调压阀53侧供给。此时，如果为D挡，通过先导压Pp使切换阀54成为油压供给位置，将用于卡合低挡制动器的油压向油室55供给。
此时，对应于给予调压阀53的低挡制动器指示压PD，利用调压阀53对油室55侧的油压进行调压。在指示压PD比实际压PR小时，调压阀53如空心箭头A1所示地成为将油室55侧的油压排放的位置，在指示压PD比实际压PR大时，调压阀53成为将从手动阀52供给的D挡压的油压导入油室55侧的位置。另外，当指示压PD处于与实际压PR一致的范围时，调压阀53成为不连通油路56，不排放油室55侧的油压，而保持油室55侧的油压的关闭位置。
在车辆停止时，当操作换挡杆8，将换挡挡位从行驶挡(R挡或D挡)切换为非行驶挡的N挡时，手动阀52将从油泵51排出的油向调压阀53侧的供给截断。另外，除了后述的特定状态的情况之外，除去先导压PP，使切换阀54成为将油室55侧的油压排放的位置。
[2.电动车辆的控制装置]
接着，说明具备这种动力传动系统的车辆的控制装置。
如图1所示，在本车辆的控制装置中，具备：控制动力传动系统整体的综合控制装置(HCM，Hybrid CoNtrol Module)10；在综合控制装置10的控制下控制自动变速器3的自动变速器控制装置(作为自动变速器控制单元的ATCU，Automatic transmission ControlUnit)30。
HCM10具有进行车辆的各种控制的功能，特别是，具有控制发动机1的功能(发动机制御部)10A和控制电动发电机2的功能(作为电动机控制单元的电动机控制部)10B，综合控制发动机1和电动发电机2。另外，HCM10具有进行制动器行程的学习控制的功能(制动器行程学习部)12。另外，HCM10将与变速相关的信息等发送到ATCU30。
HCM10连接有钥匙开关90、检测换挡杆8的挡位并输出与挡位对应的换挡挡位信号的挡位开关(IHSW)91、检测加速踏板的操作量(加速器开度)的加速器开度传感器92、检测车速的车速传感器93、检测脚刹的操作量(制动器行程)的制动传感器94、检测制动液压的制动压传感器95等，从这些传感器类输入检测信息。
在HCM10的电动机控制部10B中设有蠕变扭矩控制部11，如果蠕变扭矩产生条件成立，则蠕变扭矩控制部11使电动发电机2产生蠕变扭矩，另外，如果即使蠕变扭矩产生条件成立，蠕变切断条件也成立，则蠕变扭矩控制部11进行切断电动发电机2的蠕变扭矩的蠕变扭矩切断控制。
蠕变扭矩产生条件是换挡挡位为行驶挡(例如D挡、R挡)且未操作加速踏板，在蠕变扭矩控制部11中，基于IHSW91及加速器开度传感器92的检测信号判定该条件是否成立。
另外，蠕变切断条件为车辆停止而操作脚刹，在蠕变扭矩控制部11中，基于车速传感器93及制动传感器94的检测信号判定该条件是否成立。如果蠕变切断条件成立，则即使蠕变扭矩产生条件成立，也进行蠕变扭矩切断控制，切断蠕变扭矩。
在制动器行程学习部12，当钥匙开关90接通(READY－ON)，将脚刹操作为接通→断开→接通时，进行制动传感器94的行程学习。
即，制动传感器94的行程学习是对通过制动踏板的踩踏而使制动液压上升，制动器开始动作的行程传感器值(0点、制动器接合点)或通过制动踏板的松开而使制动液压减少为零的行程传感器值进行学习的。此时的制动液压能给从制动压传感器95作为其检测值而得到。
因此，在脚刹成为断开→接通的制动踏板的踩踏时，存储制动器开始动作的行程传感器值，在脚刹之后成为接通→断开的制动踏板松开时，存储制动液压减少且成为零的行程传感器值。然后，当脚刹成为断开→接通时，基于存储的行程传感器值，算出制动传感器(行程传感器)94的零点，更新并存储。
在制动器行程学习部12，如果对钥匙开关90进行接通操作，则每次都对行程传感器值进行学习并更新。由此，能够根据由制动传感器94检测到的信号适当把握制动器的操作状态。
另外，在HCM10中，在钥匙开关90接通操作后，至通过制动器行程学习部12完成学习，且将制动传感器94的零点更新为止，将制动传感器94的输出设为无效(Invalid)。即，通过仅将学习并被更新的行程传感器值的信息设为有效，不会导致根据学习更新前的制动传感器94的检测信号不恰当地把握制动器的操作状态的情况。
[3.特定状态下的扭矩降低控制及释放控制]
本控制装置与电动发电机2的蠕变扭矩相关联地进行特有的控制。即，在第二离合器5为卡合状态且电动车辆为停止状态且在电动发电机2中产生蠕变扭矩的特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则电动机控制部10B不进行阶梯性地降低电动发电机2的蠕变扭矩的扭矩降低控制，ATCU30进行缓慢释放第二离合器5的释放控制。
该特定状态假设在踩踏制动踏板的状态下(当然未操作加速踏板)将车辆的钥匙开关接通操作，操作换挡杆8而将换挡挡位从P挡经R挡缓慢切换至N挡的情况。
此外，在未操作加速踏板而踩踏制动踏板的状态下，也能够将操作换挡杆8而将换挡挡位快速经P挡、R挡、N挡切换至D挡后，切换至N挡的情况假设为特定状态。
在这些情况下，在车辆的起动操作后，将脚刹保持为接通，因此，由于制动器行程学习部12的行程学习尚未进行，故而制动传感器94的检测信号(制动操作检测信号、省略制动器信号)成为无效。
在该状况下，在换挡挡位成为R挡或D挡的行驶挡的期间，蠕变扭矩产生条件成立，蠕变切断条件不成立。因此，在换挡挡位成为行驶挡的期间，电动机控制部10B使电动发电机2产生蠕变扭矩。在此，当换挡挡位从行驶挡向非行驶挡的N挡切换时，蠕变扭矩产生条件不成立，因此，切断蠕变扭矩，ATCU30根据非行驶挡释放自动变速器3的第二离合器5。
以往，此时的蠕变扭矩的切断及第二离合器5的释放立刻进行，但在本控制装置中，通过电动机控制部10B的扭矩降低控制使蠕变扭矩阶梯性地降低，通过ATCU30的释放控制缓慢释放第二离合器5。
这是因为，在上述特定状态下换挡杆成为行驶挡的期间，在动力传动系统中储蓄有蠕变扭矩，因此，按照向非行驶挡的切换，当进行蠕变扭矩的瞬时切断和第二离合器5的瞬时释放时，通过蓄积于动力传动系统中的扭矩在车辆中产生前后G变动而给驾驶员较大的不适感，故而应将其避免。
图3是说明本实施方式中的扭矩降低控制及释放控制的时间图。
在扭矩降低控制中，如图3所示，使蠕变扭矩分两阶段降低。即，当换挡挡位向非行驶挡切换时，在该时刻tS1，首先作为第一阶段的降低，将蠕变扭矩减半到二分之一。之后，在规定时间后的时刻tS2，作为第二阶段的降低，使蠕变扭矩降低为零。
在释放控制中，与该扭矩降低控制并行地，一边确保超过降低的蠕变扭矩的大小的传递扭矩容量，一边缓慢释放第二离合器5。具体而言，在手动阀52根据换挡挡位向N挡的切换而成为开放位置的状态下，假设油压室55的实际压PR通过排放而逐渐降低的油压变化特性，将对应于该油压变化特性的指示压PD赋予调压阀53。由此，可确保超过蠕变扭矩大小的传递扭矩容量，同时缓慢释放第二离合器5。
当调压阀53的指示压PD处于与实际压PR一致的范围时，调压阀53成为截断油路56的关闭位置。即，调压阀53抑制油室55侧的油压从成为开放位置的手动阀52经油路56而漏出，并且由于不将油室55侧的油压排放，故而油室55侧的油压的降低被抑制到调压阀53的泄露量。因此，能够一边确保超过蠕变扭矩的大小的传递扭矩容量，一边缓慢地释放第二离合器5。此外，在该特定状态下，即使选挡杆8为非行驶挡，也保持先导压PP而将切换阀54保持在油压供应位置，确保油压室55和调压阀53的连通，因此，在指示压PD比实际压PR小的情况下，如图2中空心箭头A2所示，油室55侧的油压在通过了节流孔58的路径中缓慢降低，但当调压阀53的指示压PD处于与实际压PR一致的范围时，调压阀53成为关闭位置，由此，也缓慢降低油室55侧的油压。
如图3所示，由于在手动阀52成为打开位置的时刻tS1，实际压PR微量阶梯状地降低，因此，指示压PD也微量阶梯状地降低。然后，使指示压PD以线性的倾斜降低，但在进行蠕变扭矩的第二阶段的降低的时刻tS2附近，使线性的倾斜稍增大。这是因为，在时刻tS2附近之后，即使使第二离合器5的释放速度稍快，对前后G变动的抑制也几乎没有影响，从而能够加速第二离合器5的释放完成。
此外，电动机控制部10B及ATCU30在从D挡或R挡的任何一方的行驶挡切换为N挡的情况下进行扭矩降低控制和释放控制的期间，如果换挡挡位从N挡切换为另一方的行驶挡，则中止扭矩降低控制及释放控制，将电动发电机2的蠕变扭矩立刻设为零并立刻释放第二离合器5。另外，在切换为同一(所述一方)的行驶挡的(返回)情况下，同样地中止扭矩降低控制及释放控制，并将电动发电机2的蠕变扭矩立刻设为零且立刻释放第二离合器5。
[4.作用及效果]
本发明一实施方式的电动车辆的控制装置如上述构成，因此，例如如图4所示地进行蠕变扭矩切断控制，例如如图5所示地进行扭矩降低控制及释放控制。此外，图4、图5的处理在车辆的钥匙开关接通操作后开始，在车辆的钥匙开关断开操作后结束，以规定的控制周期执行。
蠕变扭矩切断控制以蠕变扭矩动作为前提，如图4所示地判定蠕变切断条件是否成立(步骤A10)。具体而言，在换挡挡位为行驶挡且未操作加速踏板的状态下，判定车辆是否停止且是否操作脚刹。
在此，如果蠕变切断条件成立，则蠕变扭矩不产生(蠕变扭矩切断)(步骤A30)。另一方面，如果蠕变切断条件不成立，则在电动发电机2产生蠕变扭矩(步骤20)。
另外，关于扭矩降低控制及释放控制，如图5所示，首先，根据车速传感器93的信息判定车辆是否停止(步骤B10，判定步骤)。如果车辆停止则返回，如果车辆停止，则根据电动机控制部10B的控制信息判定是否产生了蠕变扭矩(步骤B20，判定步骤)。在此，如果产生蠕变扭矩则返回。
另一方面，在步骤B20中，当判定为产生蠕变扭矩时，为车辆停止且产生了蠕变扭矩的特定状态。在该特定状态下，在动力传动系统中蓄积蠕变扭矩。接着，判定换挡挡位是否从行驶挡向非行驶挡切换(步骤B30)。如果从行驶挡向非行驶挡切换则返回。
另一方面，在步骤B30中，如果判定为换挡挡位从行驶挡切换至非行驶挡，则进行阶梯性地降低电动发电机2的蠕变扭矩的扭矩降低控制，上述自动变速器控制单元进行缓慢释放第二离合器5的释放控制(步骤B40，控制步骤)。
在此，参照示例本实施方式的电动车辆的控制的时间图即图6，对在特定状态下的扭矩降低控制及释放控制进行说明。
如图6所示，在时刻t1操作脚刹(ON)，在保持该状态的同时，在时刻t2对钥匙开关进行接通操作。然后，在时刻t3当换挡挡位从非行驶挡(P挡或N挡)切换为行驶挡(R挡或D挡)时，蠕变扭矩产生条件成立，蠕变扭矩产生。只要持续操作脚刹，制动传感器94的输出就为无效(Invalid)，蠕变切断条件不成立。另外，车辆维持停止状态。
之后，当换挡挡位从行驶挡切换为非行驶挡时，从该时刻t4起，进行阶梯性地降低蠕变扭矩的扭矩降低控制，进行缓慢释放第二离合器5的释放控制。在本实施方式中，在时刻t4将蠕变扭矩减半，在之后的时刻t5使蠕变扭矩减少到零。另外，在释放控制中，一边确保超过降低的蠕变扭矩的大小的传递扭矩容量，一边如作为离合器压力所示那样地，从时刻t4至时刻t5使第二离合器5以较缓的斜率，在时刻t5之后使斜率稍陡峭而缓慢释放。
此外，例如如图6中的双点划线所示，如果在时刻t6释放脚刹，则车辆起步(参照双点划线所示的车速)，然后，如果在时刻t7r如双点划线所示那样地再次操作脚刹，则实施制动传感器94的学习控制，制动传感器94的输出变得有效，如时刻t7之后，根据液压输出制动器信号，蠕变切断条件成立，将蠕变扭矩切断为零。此时，第二离合器5保持为卡合状态，不产生车辆的前后G变动。
如上，在动力传动系统中蓄积蠕变扭矩的特定状态下，换挡挡位从行驶挡切换至非行驶挡时，电动发电机2的蠕变扭矩立刻成为零且立刻释放第二离合器5时，瞬间释放在动力传动系统中蓄积的蠕变扭矩，因此，导致车辆的前后G变动的产生，可能给车辆的驾驶员或乘客带来不适感，但根据本装置，由于阶梯性地降低蠕变扭矩，并缓慢释放第二离合器5，故而抑制车辆的前后G变动的产生，抑制给车辆的驾驶员或乘客带来不适感的可能性。
在本实施方式的扭矩降低控制中，分两阶段降低蠕变扭矩，因此，能够以简单地控制抑制车辆的前后G变动的产生。
另外，在与该扭矩降低控制并行进行的释放控制中，一边确保超过降低的蠕变扭矩的大小的传递扭矩容量一边缓慢释放第二离合器5，因此，至少在释放控制的前期，第二离合器5中的蠕变扭矩的释放被抑制。该第二离合器5中的蠕变扭矩的释放成为车辆的前后G变动的产生的较大原因，但能够可靠地抑制车辆的前后G变动的产生。
此外，在此，制动传感器的学习控制前的制动器信号变得无效，因此假定产生特定状态，但特定状态为车辆停止且产生蠕变扭矩的状态，这样的状态不限于制动传感器的学习控制前的制动器信号变得无效的情况。即使因某种原因而产生特定状态，在特定状态下换挡挡位从行驶挡切换至非行驶挡时，如果将电动发电机2的蠕变扭矩立刻设为零且立刻释放第二离合器5，则可能导致车辆的前后G变动的产生而带来不适感，应用本发明的扭矩降低控制及释放控制是有效的。
但是，也可构成为，将特定状态限定于制动传感器的学习控制前，由于制动传感器的学习控制前的制动器信号变得无效，故而仅在产生特定状态的情况下应用扭矩降低控制及释放控制。
[5.其他]
以上，对本发明的实施方式进行了说明，但本发明不限于上述实施方式，在不脱离本发明宗旨的范围内可对上述实施方式进行各种变形并应用。
例如，在上述实施方式中，在车辆停止且产生蠕变扭矩的特定状态下，如果换挡挡位从行驶挡切换至非行驶挡，则以进行扭矩降低控制及释放控制的方式进行设定，但如果特定状态为短时间，则认为蠕变扭矩的蓄积极少且车辆的前后G变动的产生也小从而没有阻碍。根据这种观点，也可以如下设定，即，在特定状态持续了规定时间以上的阶段，如果换挡挡位从行驶挡切换至非行驶挡，则进行扭矩降低控制及释放控制。
另外，在上述实施方式中，作为电动车辆，示例了以发动机及电动机为动力源的混合动力车辆，但本发明的电动车辆也可以是仅以电动机为动力源的电动汽车。
进而，在上述实施方式中，作为摩擦卡合元件，示例了油压动作型的离合器，但在本发明中，只要是将传递扭矩容量设为可变的摩擦卡合元件，则也可以适用于任何摩擦卡合元件例如电磁式的摩擦卡合元件等。
此外，在上述实施方式中，将扭矩降低控制设为将电动机的蠕变扭矩分两阶段降低，但在扭矩降低控制下只要使电动机的蠕变扭矩阶梯性降低即可，也可以更多阶段地降低，只要使蠕变扭矩逐渐降低即可。

Claims (7)

1.一种电动车辆的控制装置，该电动车辆具有：电动机；自动变速器，其装配在所述电动机与驱动轮之间的动力传动系统中并具有对动力进行连接、断开的摩擦卡合元件，其中，所述电动车辆的控制装置具有：
电动机控制单元，如果蠕变扭矩产生条件成立，则使所述电动机中产生蠕变扭矩，如果即使所述蠕变扭矩产生条件成立，蠕变切断条件也成立，则切断所述蠕变扭矩；
挡位选择单元，其选择所述自动变速器的换挡挡位；
自动变速器控制单元，如果由所述挡位选择单元选择了行驶挡，则将所述摩擦卡合元件设为卡合状态，如果由所述挡位选择单元选择了非行驶挡，则将所述摩擦卡合元件设为释放状态，
所述蠕变扭矩产生条件是换挡挡位为行驶挡且未操作加速踏板，
所述蠕变切断条件是车辆在停止中且从制动传感器输出制动操作检测信号，
在所述电动车辆为停止状态且在所述电动机中产生蠕变扭矩的特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则所述电动机控制单元进行阶梯性地降低所述电动机的蠕变扭矩的扭矩降低控制，所述自动变速器控制单元进行缓慢释放所述摩擦卡合元件的释放控制。
2.如权利要求1所述的电动车辆的控制装置，其中，
在所述电动机控制单元进行所述扭矩降低控制时，所述自动变速器控制单元一边确保超过降低的所述电动机的蠕变扭矩的传递扭矩容量，一边进行所述释放控制。
3.如权利要求1或2所述的电动车辆的控制装置，其中，
所述电动机控制单元分两阶段降低所述电动机的蠕变扭矩，在第一阶段减半，在第二阶段降低到零。
4.如权利要求1或2所述的电动车辆的控制装置，其中，
具有制动特性更新单元，在所述电动车辆的起动操作后，脚刹进行规定的操作时，与其对应地学习所述制动传感器的输出特性并进行更新，
所述制动特性更新单元在所述起动操作后，使所述制动传感器的输出无效，直至学习所述制动传感器的输出特性并进行更新为止。
5.如权利要求1或2所述的电动车辆的控制装置，其中，
所述摩擦卡合元件是通过向油室给排的油压进行动作的油压动作型，
在从油压源向所述油室供给油压的油路中，从上游侧起依次具备：
手动阀，其与换挡杆机械连接；
调压阀，其按照指示压调整所述油室内的油的实际压，
所述自动变速器控制单元赋予与缓慢释放所述摩擦卡合元件的所述实际压的变化特性对应的所述指示压而降低所述实际压，进行所述释放控制。
6.如权利要求1或2所述的电动车辆的控制装置，其中，
在从前进后退的一方的行驶挡切换为非行驶挡的情况下，在进行所述扭矩降低控制和所述释放控制的期间，如果换挡挡位从非行驶挡切换为前进后退的另一方的行驶挡，则中止所述扭矩降低控制和所述释放控制，立刻将所述电动机的蠕变扭矩设为零并释放所述摩擦卡合元件。
7.一种电动车辆的控制方法，该电动车辆具有：电动机；自动变速器，其装配在所述电动机与驱动轮之间的动力传动系统中并具有对动力进行连接、断开的摩擦卡合元件，在所述电动车辆中实施如下的控制：
电动机控制，如果蠕变扭矩产生条件成立，则使所述电动机产生蠕变扭矩，如果即使所述蠕变扭矩产生条件成立，蠕变切断条件也成立，则切断所述蠕变扭矩；
自动变速器控制，如果通过选择所述自动变速器的换挡挡位的挡位选择单元选择了行驶挡，则将所述摩擦卡合元件设为卡合状态，如果通过所述挡位选择单元选择了非行驶挡，则将所述摩擦卡合元件设为释放状态，
其中，在所述电动车辆的控制方法中，
所述蠕变扭矩产生条件是换挡挡位为行驶挡且未操作加速踏板，
所述蠕变切断条件是车辆在停止中且从制动传感器输出制动操作检测信号，
所述控制方法具有：判定步骤，判定是否为所述摩擦卡合元件为卡合状态且所述电动车辆为停止状态且所述电动机产生蠕变扭矩的特定状态；控制步骤，在所述特定状态下，如果换挡挡位从行驶挡切换为非行驶挡，则进行阶梯性地降低所述电动机的蠕变扭矩并且缓慢释放所述摩擦卡合元件的释放控制。
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