JP2000295709A - Speed change time control equipment of electric automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of discrepant feeling and deterioration of speed change feeling in the case of speed change of a stepped speed change gear. SOLUTION: When it is judged by a speed change command judging means 120 that a speed change command is outputted, addition torque TAB is calculated by an addition torque calculating means 122, from a previously stored relation, on the basis of an actual rotational speed Nm of a first motor generator 14. By an addition torque outputting means 124, the addition torque TAB calculated by the addition torque calculating means 122 is applied to the first motor generator 14. Thereby rotation synchronization action of rotation synchronizing equipment of an engaging clutch is made smooth approximately to the case of no-load running. The time until rotation synchronization, i.e., the speed change time in the stepped speed change gear, becomes almost constant, so that generation of discrepant feeling and deterioration of speed change feeling can be effectively prevented in the case of speed change.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an electric vehicle, and more particularly to a technique for improving a shift feeling of a stepped transmission during a shift.

[0002]

2. Description of the Related Art An electric vehicle provided with an electric motor provided as a prime mover is known. For example, a power source using power obtained from a battery charged by external power when the vehicle is stopped, power obtained from a fuel cell mounted on the vehicle, or power obtained from a generator driven by an engine mounted on the vehicle. And a vehicle in which the electric motor and the engine are both used as prime movers.

[0003] In the electric vehicle as described above, in order to change the speed of the rotation of the output shaft of the electric motor and to transmit the rotation to the driving wheels, the speed change actuators mesh with each other after the rotation of the pair of gears is synchronized. It is conceivable to provide a stepped transmission of a type in which a predetermined gear stage is achieved by driving a meshing clutch. Such a stepped transmission is, for example, a conventional planetary gear type automatic transmission (a so-called A /
Since the fuel efficiency is better than T), the economy of the vehicle is further enhanced.

[0004]

However, in the electric vehicle provided with the above-described stepped transmission, the time until the rotation of the meshing clutch is synchronized or the speed of the transmission actuator is changed at the time of shifting when the gear position is switched by the transmission actuator. The operating time varies due to
The shift time in the stepped transmission is not constant, and there is a disadvantage that a strange feeling is given at the time of shifting and a shift feeling is impaired.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to prevent a feeling of incongruity at the time of shifting of a stepped transmission or a loss of a shift feeling. It is an object of the present invention to provide a shift control device for an electric vehicle.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide an electric motor provided as a prime mover, and to transmit the rotation of an output shaft of the electric motor to driving wheels by changing the speed. In order to achieve this, a stepped transmission of a type in which a predetermined gear stage is achieved by driving a meshing clutch that meshes with each other after the rotation of a pair of gears is synchronized, A shift control device for controlling an output torque of the electric motor during shifting of a stepped transmission, wherein (a) a shift command determination that determines whether a shift command of the stepped transmission is issued. Means for calculating an additional torque based on the actual rotational speed of the electric motor from a relationship stored in advance when it is determined that a shift command has been issued by the shift command determining means. Means out, in (c) and additional torque output means for applying an additional torque calculated by the additional torque calculating means to said electric motor, include.

[0007]

In this way, when the shift command determining means determines that a shift command has been issued, the additional torque calculating means determines the actual rotational speed of the electric motor from the relationship stored in advance. The additional torque calculated by the additional torque calculating means is applied to the electric motor by the additional torque output means, so that the rotation synchronous operation of the dog clutch is performed in substantially the same manner as during no-load running. It becomes smooth and the time until the rotation synchronization, that is, the shift time in the stepped transmission becomes substantially constant, so that it is possible to suitably prevent a sense of incongruity at the time of the shift and a loss of the shift feeling.

[0008]

In another preferred embodiment of the present invention, preferably, when the shift command determining means determines that a shift command has been issued, the post-shift motor rotation for calculating the rotational speed of the electric motor after the shift is performed. Speed calculating means, wherein the additional torque calculating means calculates the additional torque such that a difference between the rotation speed of the electric motor and the rotation speed of the electric motor after the shift is eliminated. . If you do this,
During the shift, the additional torque is applied to the electric motor such that the difference between the actual rotation speed of the electric motor and the rotation speed of the electric motor after the shift is eliminated by the additional torque. Synchronous operation becomes smoother.

Preferably, the additional torque calculating means calculates a drag torque of the electric motor at the rotational speed after the shift, and supplies the drag torque to the electric motor when the application of the additional torque to the electric motor is started. Is to be granted. With this configuration, when the application of the additional torque to the electric motor is started, the drag torque of the electric motor at the rotational speed after the shift is applied, so that the rotational speed of the electric motor and the rotational speed of the electric motor after the shift are quickly increased. And the shift of the stepped transmission is quickly and smoothly performed.

Preferably, the motor control device of the electric vehicle further includes a hydraulic oil temperature sensor for detecting a temperature of hydraulic oil of the stepped transmission, and the additional torque calculating means operates the additional torque calculating means. The additional torque is corrected based on the temperature of the operating oil of the stepped transmission detected by an oil temperature sensor. With this configuration, the additional torque is corrected in accordance with the change in the operating oil temperature, so that a smooth rotation synchronous operation of the dog clutch can be obtained regardless of the operating oil temperature.

Preferably, the stepped transmission includes a shift actuator for generating a shift operation force, and the meshing clutch synchronizes the rotation of the pair of gears based on the shift operation force. When the shift command determining means determines that a shift command has been issued, an actual operation of the stepped transmission detected by the hydraulic oil temperature sensor from a relationship stored in advance is provided. An additional operating force calculating unit that calculates an additional operating force of the shift actuator based on an oil temperature; and an additional operating force output unit that applies the additional operating force calculated by the additional operating force calculating unit to the shift actuator. In addition. With this configuration, at the time of shifting of the stepped transmission, an operation force having a magnitude corresponding to the actual operating oil temperature is output from the shift actuator, so that the shift time of the stepped transmission does not become longer. The shift is performed promptly.

[0012]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 shows a skeleton diagram of a power transmission device of an electric vehicle, that is, a so-called hybrid vehicle. The vehicle shown in FIG. 1 includes an engine 12, which is an internal combustion engine that operates by burning fuel, a first motor generator 14, a second motor generator 16, and a single pinion type planetary gear device 18. The planetary gear device 18 functions as a power combining / distributing device that mechanically combines or distributes power, and includes a carrier 18 c connected to the engine 12 and a rotor 16 r of the second motor generator 16. Connected sun gear 1
8s, and a ring gear 18r connected to a rotor 14r of the first motor generator 14 and a sprocket 20 as an output member.
Is transmitted to the second motor generator 16 and the sprocket 20.

The second motor generator 16 is mainly used as a generator. The second motor generator 16 supplies electric energy generated by being rotationally driven by the engine 12 via the planetary gear unit 18 to the first motor generator 14 or accumulates electricity such as a battery. Or charge the device. The first motor generator 14 is mainly used as an electric motor, and is used alone or together with the engine 12 as a prime mover of a vehicle. The first motor generator 14 requiring a large torque has a larger diameter than the second motor generator 16. The engine 12 and the carrier 18c
A damper device for absorbing rotation fluctuations and torque fluctuations is provided as necessary.

The sprocket 20 includes a stepped transmission 22.
Is connected via a chain 28 to a sprocket 26 provided on the input shaft 24 of the first motor. The stepped transmission 22 is fixed to the output shaft 30 in such a manner that the output shaft 30 is parallel to the input shaft 24, the first gear 32 is provided to be rotatable relative to the input shaft 24, and the first gear 32 always meshes with the first gear 32. Second gear 3
4, a third gear 36 provided on the input shaft 24 so as to be relatively rotatable, a fourth gear 38 fixed on the output shaft 30 so as to always mesh with the third gear 36,
A first gear and a third gear are provided between the gear 32 and the third gear 36, and the first gear 32 and the third gear 36 are selectively connected to the input shaft 24 so as not to rotate relative to each other. An engagement clutch 40 for selectively establishing the second gear stage, an output gear 42 fixed to the output shaft 30, a differential gear device 44 meshing with the output gear 42, and a pair of axles connected thereto A pair of drive wheels 4 through 46
8 to transmit power.

The meshing clutch 40 includes a spline gear 50 fixed to the input shaft 24 and a spline gear 5
0 and a pair of meshing gears 5 provided on the opposite sides of the first gear 32 and the third gear 36, respectively.
2, 54, an annular shift ring 56 provided in such a manner that the inner peripheral teeth mesh with the outer peripheral teeth of the spline gear 50 so as to be movable in the axial direction and non-rotatable around the axis, and the shift ring 56 is arranged in the axial direction. A shift synchronizing device (synchronizer) (not shown) that synchronizes one of the pair of meshing gears 52 and 54 with the shift ring 56 by a frictional force when moved is provided, and a shift fork is formed by a shift cylinder 58 that functions as a shift actuator. The shift ring 56 is axially moved via 60 and meshes with one of the meshing gears 52 and 54, thereby establishing either the first gear or the second gear.

FIG. 2 shows a hydraulic circuit provided in the stepped transmission 22 for driving the shift cylinder 58. In FIG. 2, the hydraulic oil recirculated into the reservoir tank 66 is pressure-fed from a hydraulic pump 68 via a check valve 70 to be stored in an accumulator 72, and a relief valve 74 prevents over-pressurization above the relief pressure. It is supposed to be. The relief pressure of the relief valve 74 is changed according to a signal from the hybrid control controller 80. The hydraulic oil is supplied to the shift cylinder 58 via the control valve 76, and the hydraulic oil in the shift cylinder 58 is returned to the reservoir tank 66 via the pair of control valves 76. The pair of control valves 76 controls the shift cylinder 58 to three positions,
Are selectively positioned at a neutral position not engaged with any of the pair of meshing gears 52, 54, a first speed position meshing with the meshing gear 52, and a second speed position meshing with the meshing gear 54.

FIG. 3 shows a main part of an electronic control unit provided in the vehicle. An accelerator operation amount sensor 84, a motor rotation speed sensor 86, a motor current sensor 88, an engine rotation speed sensor are connected to the hybrid control controller 80 and the automatic transmission controller 82 which are interconnected by a communication circuit for transmitting and receiving signals. 90, hydraulic oil temperature sensor 92, a vehicle speed sensor 94, a throttle opening sensor 96, such as manual shift switch 98 is connected, a signal representing the accelerator pedal operation amount, a signal indicative of the rotational speed N _m of the first motor generator 14, the 1 signal representative of the current of the motor generator 14, a signal indicative of the rotational speed N _E of the engine 12, a signal representing the temperature T _oIL of the hydraulic oil stepped in transmission 22, a signal indicative of the vehicle speed SPD, the engine 1
2, a signal indicating the throttle valve opening and a signal indicating the operating position of the shift lever are supplied.

The hybrid control controller 80
And an automatic transmission controller 82 includes a CPU, an RO
A so-called microcomputer having an M, a RAM, an interface, and the like. The CPU processes an input signal according to a program stored in a ROM in advance while using a temporary storage function of the RAM, and outputs a signal to the engine 12, the first motor generator 14, The second motor generator 16 and the shift cylinder 58 are controlled.

For example, the automatic transmission controller 82
When the vehicle starts, the control valve 76 is switched to control the shift cylinder 58 so that the stepped transmission 22 is set to the first gear position. From the actual vehicle speed SPD and the accelerator pedal operation amount, and in order to realize the determined shift speed, the shift cylinder 58 is operated while the transmission torque is gradually reduced. For example, when the point indicating the running state of the vehicle in the shift diagram crosses the 1 → 2 shift line toward the higher vehicle speed during the acceleration running at the first speed, the control valve 76 is switched. The shift ring 56, which has been positioned on the first speed side (the meshing gear 52 side) until then, is shifted by the shift cylinder 58 to the meshing gear 5.
2 and is moved to the second speed side to a position where it meshes with the meshing gear 54.

The hybrid control controller 8
0 indicates that the engine 12 is started by controlling the starter 100, the throttle actuator 102, and the fuel injection valve 104 in the start mode, for example, among a plurality of types of modes stored in advance, so that the temperature of the cooling water becomes equal to or higher than a predetermined value. Then, the engine 12 is stopped. In the starting and constant-speed running modes, the engine 12 is stopped in a low-speed region where the efficiency is low, and the first motor generator 14 is operated by the MG controller 106 to be used as a drive source of the vehicle. In the normal driving mode, the engine 12
Is divided by the planetary gear set 18 into two parts, on the one hand driving the drive wheels 48 and on the other hand driving the second motor generator 16, and using the electric energy generated by the second motor generator 16 to drive the first motor generator 14. Activate to assist the driving force. During high-load traveling, in addition to the driving by the engine 12 and the first motor generator 14 in the normal traveling mode, the electric energy stored in the power storage device 108 is added to the first motor generator 14 to increase the driving force. In the deceleration and braking traveling modes, the electric energy generated by the second motor generator 16 driven by the driving wheels 48 is stored in the power storage device 108.
In addition, during the downshift period of the stepped transmission 22, the hybrid control controller 80 adds the first motor generator 14 to the first motor generator 14 so that the synchronizer of the dog clutch 40 is quickly synchronized so that the shifting operation is quick and smooth. Apply torque.

FIG. 4 is a functional block diagram for explaining a main control function of the hybrid control controller 80. As shown in FIG. In FIG. 4, a shift command determining unit 120 determines whether a shift command for downshifting the stepped transmission 22 has been issued by the automatic shift controller 82. The additional torque calculating means 122, when the shift command by the shift command determination means 120 is issued is determined, based on the actual rotational speed N _m of the first motor generator 14 from a pre-stored relationship Additional torque T
Calculate _AD . The additional torque output means 124 outputs the additional torque T _AD calculated by the additional torque calculation means 122 _.
To the first motor generator 14. That is,
The additional torque T is added to the output torque T _MG1 of the first motor generator 14 determined in any of the control modes.
_The motor current supplied to first motor generator 14 is increased so that _AD is added.

The additional torque calculating means 122 outputs
Rotation speed of first motor generator 14 after shifting
N_m′ To the actual driving wheels 48 from the preset formula.
, The gear ratio of the differential gear unit 44, the vehicle speed SPD, and
The gear ratio of the step-variable transmission 22 after the downshift, that is, the first speed
Gear ratio γ₁Motor speed after shifting calculated based on
The rotational speed calculating means 126 and the
Rotation speed N of one motor generator 14_m’
The rotation speed N of the first motor generator 14_mTo N
_m′, The increase in rotational resistance due to the change in rotational speed
Drag torque increase T_FFCalculation of drag torque
Means 128 and a first motor after the downshift.
Rotation speed N of generator 14_mBased on the first mode
Rotation speed N of the generator 14_mIs the time after the downshift
Rolling speed N_m’
Luc T_FBFeedback additional torque calculating means for calculating
130, and the drag torque increase T_FFand
Feedback additional torque T _FBTorque T consisting of_AD
(= T_FF+ T_FB) Is calculated.

In the drag torque calculating means 128,
For example, from the following equation 1, the first motor after the downshift is performed.
Rotation speed N of generator 14_m′ And hydraulic oil temperature T
_OILDrag increase T based on_FFIs calculated
You. This increase in drag torque T _FFIs the so-called feed
Functions as a word value. In addition, the feedback
The torque addition torque calculating means 130, for example,
From the feedback control type to the actual first motor generator 1
4 rotation speed N_mAnd the first motor after downshifting
Rotation speed N of generator 14_m’, The control bias
Difference (N_m-N_m’)
Additional torque T_FBIs calculated. The additional torque output means
124 is as described above during the downshift period.
Torque T calculated by_AD(= T_FF+ T_FB) For the first model
Output from the motor generator 14 and the first motor generator
Rotation speed N of the generator 14_mThe rotational speed N after shifting_m’
Approach quickly and its rotational speed N_m’
You.

[0025]

T _FF = b + c · N _m ′ · T _OIL (1) where b and c are constants, and the drag torque of the first motor generator 14 at the rotation speed N _m ′ is the oil temperature T.
_It was obtained experimentally in advance so that it could be obtained regardless of _OIL .

[0026]

T _FB = d · (N _m −N _m ′) (2) where d is a proportional control constant, and the rotation speed N _m of the first motor generator 14 is the rotation speed N after the shift. _This is a value experimentally obtained in advance so as to consistently and quickly match _m ′.

The additional operating force calculating means 132 calculates the additional operating force F _AD based on the actual working oil temperature T _OIL, for example, from Equation 3. In Equation 3, F1 is a shift force output in a normal state. Also, e is a constant and the oil temperature T
It is a value experimentally obtained in advance to keep the shift time constant regardless of _OIL . The additional operating force output means 134
As the shift cylinder 58 in the calculated additional operating force F _AD by the additional operating force calculating means 132 operates the shift ring 56, for example to change the relief pressure of the relief valve 74. For example, when the oil temperature T _OIL decreases, the relief pressure is changed to a higher value so that the synchronization time of the dog clutch 40 does not become longer.

[0028]

[Equation 3] F _AD = F1 + e · T _OIL

FIG. 5 is a flowchart for explaining the main control operation of the hybrid control controller 80. In FIG. 5, in step (hereinafter, step is omitted) SA <b> 1, it is determined whether or not the automatic shift controller 82 has issued a downshift command. If the determination in SA1 is denied, this routine is ended. If the determination is affirmed, in SA2, input signals such as the rotation speed N _m of the first motor generator 14 and the vehicle speed SPD are read. Next, in SA3 corresponding to the post-shift motor rotation speed calculation means 126, the rotation speed N _m ′ of the first motor generator 14 after the downshift is calculated by using a preset calculation formula to determine the actual diameter and difference of the drive wheels 48. transmission ratio of the kinematic gear device 44, is calculated based on the vehicle speed SPD, and the gear ratio gamma ₁ gear ratio i.e. first gear of the stepped transmission 22 after the downshift.

Next, the drag torque calculating means 128
At SA4 corresponding to the rotation speed N after the downshift.
_From the equation 1 set for calculating the drag torque of the first motor generator 14 at _m ′, the rotation speed N of the first motor generator 14 after the downshift is determined.
_A drag torque increase _TFF is calculated based on _m ′ and the hydraulic oil temperature T _OIL . Further, in SA5 corresponding to the additional operating force calculating means 132, the additional operating force is calculated based on the actual hydraulic oil temperature T _OIL from Equation 3 set in advance so that the shift time does not become longer even if the oil temperature becomes lower. _FAD is calculated. Then, in SA6, the actual rotational speed N _m of the first motor generator 14 is read.

The subsequent At SA7, difference or control deviation of the actual rotational speed N _m and the rotational speed after downshifting of the first motor generator 14 (target rotational speed) N _m '(N _m
−N _m ′) is a preset criterion value a
(R.p.m.). The criterion value a, in the set relatively small value for the actual speed N _m and the rotation speed N _m after down shifting 'and the first motor generator 14 determines whether or not substantially match is there.

If the determination at SA7 is denied, at SA8 corresponding to the feedback additional torque calculating means 130, the actual feedback control formula of Equation 2 is set to eliminate the control deviation. First
Rotational speed N _m of motor generator 14 and rotational speed N _m ′ of first motor generator 14 after downshifting
The feedback additional torque T _FB is calculated on the basis of the difference from the control deviation (N _m −N _m ′).
If 7 positive judgment is made, the rotational speed N _m of the first motor generator 14 because already substantially coincides with the rotation speed N _m 'after the down shift, for calculating the feedback additional torque T _FB SA8 is not executed, SA
9 is executed directly.

At SA9 corresponding to the additional torque output means 124 and the additional operation force output means 134, initially,
Drag torque T _FF and S calculated in SA4
Together with additional torque T _AD is output is calculated as the sum of the feedback additional torque T _FB in A8, SA5
Additional operating force F _AD calculated in is output. Then, in SA10, it is determined whether or not a downshift is being performed. Initially, the judgment of SA10 is denied,
SA6 and subsequent steps are repeatedly executed. In this control cycle, the additional torque T _AD is updated in SA8. If the downshift is completed while this cycle is repeatedly executed, the determination at SA10 is affirmed, and this routine is terminated.

As described above, according to the present embodiment, the shifting finger
A gearshift command is issued by the command determination means 120 (SA1)
Is determined, the additional torque calculating means 122
According to (SA8), the actual first
Rotation speed N of motor generator 14_mBased on
Torque T_ADIs calculated, and the additional torque output means 124 (S
A9), the additional torque calculating means 122 calculates
Applied additional torque T _ADIs the first motor generator 14
Is applied to the rotation synchronizing device of the dog clutch 40.
Rotation synchronous operation is almost as smooth as during no-load driving.
Time until rotation synchronization, that is,
Shifting time is almost constant, giving a sense of incongruity during shifting.
It is preferable that the shift feeling is impaired
Is prevented.

Further, according to the present embodiment, the shift command determination
If it is determined that a gearshift command has been issued by the gear stage 120,
In this case, the rotational speed of the first motor generator 14
Degree N _m'After-shift motor rotation speed calculating means 12
6 (SA3), wherein the additional torque is calculated.
The means 122 determines the actual state of the first motor generator 14.
Rotation speed N_mAnd the rotational speed N after the shift_m’
So that the feedback additional torque T_FBTo
Because it is calculated, the actual
Rotation speed N_mAnd rotational speed N after shifting_m’
As a result, the rotation synchronous operation of the dog clutch 40 is further smoothed.
Become clear.

Further, according to the present embodiment, the additional torque calculating means 122 (SA4) calculates the drag torque T _FF of the first motor generator 14 at the rotational speed N _m ′ after the shift.
Is calculated, and the additional torque T of the first motor generator 14 is calculated.
_At the start of _application of _AD , the drag torque T _{FF is set} to the first
Since the torque is applied to the motor generator 14, the additional torque T
In applying the start of _AD, since the drag torque T _FF is applied, promptly difference between the rotation speed N _m between the rotational speed N _m 'after the shift of the first motor generator 14 is eliminated, the stepped transmission 22 Is quickly and smoothly performed.

The motor control device for an electric vehicle according to the present embodiment includes a hydraulic oil temperature sensor 92 for detecting the temperature T _OIL of the hydraulic oil of the stepped transmission 22. SA4) is the operating oil temperature T of the stepped transmission 22 detected by the operating oil temperature sensor 92.
_Since the drag torque T _FF is corrected based on the _OIL , a smooth rotation synchronous operation of the dog clutch 40 can be obtained regardless of the hydraulic oil temperature T _OIL .

The stepped transmission 22 of this embodiment includes a shift cylinder (shift actuator) 58 for generating a shift operation force, and a meshing clutch 40.
Is provided with a synchronizing device for synchronizing the rotations of a pair of gears meshed based on the shift operation force. When the shift command determining means 120 determines that a shift command has been issued, the shift command is stored in advance. an additional operating force calculating means 132 (SA5) for calculating the additional operating force F _AD of the shift cylinder 58 based on the hydraulic oil temperature T _oIL from the relationship, an additional operation force F _AD calculated by the additional operating force calculating means 132 Additional operating force output means 134 applied to shift cylinder 58
(SA9) is further included, so that when shifting the stepped transmission 22, an operating force corresponding to the actual hydraulic oil temperature T _OIL is output from the shift cylinder 58. The speed change is performed quickly without the speed change time of No. 22 being lengthened.

Although the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, the stepped transmission 22 of the above-described embodiment
In the above, the gear is switched by the shift cylinder 58 functioning as a shift actuator, but another shift actuator such as an electric actuator may be used. In addition, the stepped transmission 22
May be such that the gear can be switched via a manually operated shift lever. Even in such a case, the speed change becomes smooth and the speed change is performed quickly.

In the vehicle of the above-described embodiment, two first motor generators 14 and two second motor generators 16 are provided. However, a vehicle provided with one motor generator may be used. Alternatively, a vehicle without the engine 14 may be used.

In the above-described embodiment, the additional torque is controlled during traveling by the first motor generator 14 functioning as a prime mover, but the second motor generator 16 is used instead of the first motor generator 14. It may be a vehicle.

Also, in the feedback control equation of the above-mentioned equation (2), only the proportional term is provided on the right side.
A differential term or an integral term may be provided.

Further, on the right side of the above equation 1, the oil temperature T
A correction value by _OIL may be added.

The above is merely an example of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration of a vehicle power transmission device including a shift control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a hydraulic circuit including a shift actuator that automatically shifts the stepped transmission of FIG. 1;

FIG. 3 is a block diagram schematically illustrating a configuration of a control device of FIG. 1;

FIG. 4 is a functional block diagram illustrating a main part of a control function of the hybrid control controller of FIG. 3;

FIG. 5 is a flowchart illustrating a main part of a control operation of the hybrid control controller of FIG. 3;

[Explanation of symbols]

 14: First motor generator (electric motor) 22: Stepped transmission 40: Mesh clutch 48: Drive wheel 58: Shift cylinder (shift actuator) 92: Hydraulic oil temperature sensor 120: Shift command determination means 122: Additional torque calculation means 124: additional torque output means 132: additional operation force calculation means 134: additional operation force output means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 61/04 F-term (Reference) 3D039 AA01 AA03 AA04 AA07 AB01 AB27 AC04 AC21 AC38 AD01 AD11 AD23 AD53 3D041 AA51 AA53 AC17 AC18 AD00 AD01 AD02 AD04 AD10 AD30 AD31 AD51 AE02 AE04 AE07 AE32. PI16 PI24 PI29 PU08 PU24 PU25 QN03 QN06 QN22 RB08 SE04 SE08 SE09 TB01 TB10 TE02 TE03 TO05 TO12 TO21

Claims (3)

[Claims] An electric motor provided as a prime mover,
In order to speed-change the rotation of the output shaft of the electric motor and transmit the rotation to the drive wheels, the rotation of a pair of gears is synchronized and then a predetermined gear is achieved by a meshing clutch engaged with each other. A shift control device for controlling an output torque of the electric motor during a shift of the stepped transmission in an electric vehicle including the stepped transmission, wherein a shift command of the stepped transmission is output. Shift command determining means for determining whether or not a shift command has been issued. If the shift command determining means determines that a shift command has been issued, the shift command determining means determines whether a shift command has been issued based on the actual rotational speed of the electric motor from a relationship stored in advance. An electric vehicle comprising: an additional torque calculating unit that calculates an additional torque; and an additional torque output unit that applies the additional torque calculated by the additional torque calculating unit to the electric motor. Gear shifting control device. 2. The motor control device for an electric vehicle according to claim 1, further comprising a hydraulic oil temperature sensor for detecting a temperature of hydraulic oil for the stepped transmission, wherein the additional torque calculating unit includes a hydraulic oil temperature sensor. 2. The shift control device for an electric vehicle according to claim 1, wherein the additional torque is corrected based on the detected temperature of the hydraulic oil of the stepped transmission. 3. The stepped transmission includes a shift actuator that generates a shift operation force, and the meshing clutch includes a synchronization device that synchronizes rotation of the pair of gears based on the shift operation force. When it is determined that the shift command is issued by the shift command determining unit, an additional operating force calculating unit that calculates an additional operating force of the shift actuator based on the temperature of the hydraulic oil from a relationship stored in advance. 3. The shift control device for an electric vehicle according to claim 2, further comprising: an additional operation force output unit that applies the additional operation force calculated by the additional operation force calculation unit to the shift actuator.