JP2008126866A - Motor-driven vehicle and controller therefore - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a motor-driven vehicle and a motor-driven vehicle, suppressing decrease of generating capacity of a generator while suppressing idling of main driving wheels of a motor-driven vehicle and preventing four-wheel drive traveling from being adversely affected by an idling prevention control. <P>SOLUTION: This controller comprises a transmission part 20 which transmits driving force of an engine 2 to front wheels 1L, 1R, the generator 7 which generates electricity by the engine 2, a motor 4 which is rotated by the generator 7, and rear wheels to which electric power is supplied by the motor 4. It is equipped with a four-wheel drive controller 8 which detects idling of the front wheels 1L, 1R, and an A/T C/U 29 which increases discharge pressure of an A/T oil pump 22 when detecting idling and which reduces the driving force transmitted to the front wheels 1L, 1R by increasing the torque for rotating the A/T oil pump 22. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a motor-driven vehicle and a motor-driven vehicle control device, and in particular, a motor drive that rotates a motor by electric power generated by a generator and supplies a drive torque of the motor to a rear wheel to drive a four-wheel drive. The present invention relates to a vehicle control device and a motor-driven vehicle including the control device.

Currently, there is a motor-driven vehicle that generates power by rotating a generator with an engine, rotates a motor with the generated power, and drives a rear wheel with the motor to drive four wheels. As a prior art of such a motor-driven vehicle, for example, Patent Literature that detects idling of a front wheel based on a difference in rotational speed between a front wheel and a rear wheel, and controls torque supplied by a generator according to the amount of idling. 1 is mentioned.
JP 2004-215499 A

However, many of the conventional technologies control to suppress idling using a TCS (Traction Control System) when idling of a main drive wheel (front wheel) rotated by an engine is detected.
In the prevention of idling by TCS, the amount of fuel supplied to the engine 2 is reduced. For this reason, there is a possibility that the engine speed is reduced and the generated electric power is reduced, so that the four-wheel drive running cannot be continued.

  The present invention has been made in view of these points, and an object of the present invention is to prevent idling of the front wheels without reducing the engine speed. And a motor-driven vehicle control device and a motor capable of suppressing a decrease in the power generation of the generator while suppressing idling of the main drive wheel in a motor-driven vehicle, and preventing troubles in four-wheel drive running by idling prevention control An object is to provide a driving vehicle.

In order to solve the above-described problems, the present invention provides a driving force transmission means for transmitting a driving force of an internal combustion engine to main drive wheels, a generator that generates electric power by the internal combustion engine, a motor that receives supply of electric power from the generator, A control device for a motor-driven vehicle having a driven wheel driven by a motor, wherein an idling detecting means for detecting idling of the main driving wheel and idling of the main driving wheel is detected by the idling detecting means. A driving force transmission control means for increasing a torque for rotating the oil pump by increasing a discharge pressure of the oil pump included in the driving force transmission means and reducing a driving force transmitted to the main driving wheel; It is characterized by providing.
For this reason, when the idling of the main driving wheel of the vehicle is detected, the driving torque transmitted to the main driving wheel can be reduced by controlling the hydraulic pressure discharged by the oil pump of the driving force transmitting means. Therefore, idling of the front wheels can be suppressed without reducing the rotational speed of the internal combustion engine.

  The present invention capable of suppressing idling of the main drive wheels without reducing the rotational speed of the internal combustion engine suppresses a decrease in the power generation of the generator while suppressing idling of the main drive wheels in the motor-driven vehicle, and prevents idling of the generator. It is possible to prevent the four-wheel drive running from being hindered.

Hereinafter, an embodiment of a motor-driven vehicle control device and a motor-driven vehicle according to the present invention will be described with reference to the drawings.
FIG. 1 is a diagram for explaining a motor-driven vehicle provided with a motor-driven vehicle control device (hereinafter also simply referred to as a control device) according to the present embodiment. The configuration shown in FIG. 1 mainly shows the electrical system of the motor-driven vehicle. As shown in the figure, the motor-driven vehicle of the present embodiment is supplied with electric power from an engine 2 that transmits driving force to main driving wheels (front wheels 1L, 1R), a generator 7 that generates electric power by the engine 2, and an electric generator 7. A rotating motor 4 and driven wheels (rear wheels 3L, 3R) that are rotated by driving torque generated by the motor 4 are provided.

  In the illustrated configuration, the slot valve shown in FIG. 2 is connected to the intake pipe of the engine 2. The slot valve is provided with a main throttle valve and a sub-throttle valve (not shown). The main throttle valve is a valve that adjusts and controls the throttle opening according to the amount of depression of the accelerator pedal. The sub-throttle valve is a valve that uses a step motor or the like as an actuator and whose opening is adjusted and controlled by a rotation angle corresponding to the number of steps of the actuator.

  By adjusting the throttle opening of the sub-throttle valve to be less than or equal to the opening of the main throttle valve, the engine output torque can be reduced independently of the driver's operation of the accelerator pedal. That is, the driving force for suppressing the acceleration slip of the front wheels 1L, 1R by the engine 2 can be controlled by adjusting the opening of the sub-throttle valve.

  The output torque Te of the engine 2 is transmitted to the left and right front wheels 1L, 1R through the transmission and the reference gear 5 described in detail in FIG. A part of the output torque Te of the engine 2 is transmitted to the generator 7 through the endless belt 6. The generator 7 rotates at a rotational speed Ng obtained by multiplying the rotational speed Ne of the engine 2 by the pulley ratio. The generator 7 becomes a load on the engine 2 in accordance with the field current Ifg adjusted by the 4WD controller 8, and generates power in accordance with the load torque.

The magnitude of the power generated by the generator 7 is determined by the magnitudes of the rotational speed Ng and the field current Ifg. The rotational speed Ng of the generator 7 can be calculated from the rotational speed Ne of the engine 2 based on the pulley ratio.
In FIG. 1, the motor 4 is an AC motor, and the power generated by the generator 7 is supplied to the motor 4 after being AC converted by the inverter 9. The drive shaft of the motor 4 can be connected to the rear wheels 3L and 3R via the speed reducer 11 and the clutch 12.

  In addition, the motor-driven vehicle of the present embodiment has a junction box 10 between the generator 7 and the inverter 9. In the junction box 10, a relay for connecting and disconnecting the inverter 9 and the generator 7 is provided. In a state where this relay is connected, DC power supplied from the generator 7 via a rectifier (not shown) is converted into three-phase AC in the inverter 9 to drive the motor 4.

The junction box 10 is provided with a generator voltage sensor that detects a generated voltage and a generator current sensor that detects a generated current that is an input current of the inverter 9. These detection signals are sent to the 4WD controller 8. Is output. Further, a resolver is connected to the drive shaft of the motor 4, and the magnetic pole position signal θ of the motor 4 is output.
Each wheel 1L, 1R, 3L, 3R is provided with a wheel speed sensor 27FL, 27FR, 27RL, 27RR. Each wheel speed sensor 27FL, 27FR, 27RL, 27RR outputs a pulse signal corresponding to the rotation speed of the corresponding wheel 1L, 1R, 3L, 3R to the 4WD controller as a wheel speed detection value.

  The 4WD controller 8 includes an arithmetic processing unit such as a microcomputer, for example, and includes wheel speed signals detected by the wheel speed sensors 27FL to 27RR, output signals of voltage sensors and current sensors in the junction box 10, and motors. 4 is input to the output signal of the resolver connected to 4 and the accelerator opening corresponding to the amount of depression of the accelerator pedal.

The 4WD controller 8 detects idling of the front wheels 1L and 1R using the following formula based on the input signal. That is, the front-rear rotation difference ΔV is calculated based on the following equation based on the wheel speed signals Vfr to Vrr of the four wheels. In the following equation, Vfr is a wheel speed signal of the front wheel 1R, and Vfl is a wheel speed signal of the front wheel 1L. Vrr is a wheel speed signal of the rear wheel 3R, and Vrl is a wheel speed signal of the rear wheel 3L.
ΔV = (Vfr + Vfl) / 2− (Vrr−Vrl) / 2
Further, the 4WD controller 8 compares the calculated front-rear rotation difference ΔV with a preset threshold value ΔVth. When the front-rear rotation difference ΔV exceeds the threshold value ΔVth, it is determined that the front wheels 1L, 1R are idling. Such a 4WD controller 8 functions as idling detection means of this embodiment.

FIG. 2 is a diagram mainly showing the configuration of the transmission unit 20 that functions as a transmission in the motor-driven vehicle. The transmission unit 20 supplies rotational torque to the front wheels 1L and 1R by an automatic transmission (hereinafter referred to as AT).
The transmission unit 20 includes an AT oil pump 22, an AT torque converter 23, an AT gear train 24, and a control valve 25. The AT oil pump 22, the AT torque converter 23, and the AT gear train 24 function as a driving force transmission unit that transmits the driving force of the engine 2 to the front wheels 1L and 1R.

  Further, the configuration shown in FIG. 2 includes an automatic transmission control unit (A / TC / U 29) that controls the transmission unit 20. The A / TC / U 29 is configured to reduce the driving torque transmitted to the front wheels 1L, 1R by controlling the hydraulic pressure of the AT oil pump 22 when the idle rotation of the front wheels 1L, 1R is detected. The A / TC / U 29 functions as the driving force transmission control means of this embodiment.

  In addition, the oil which produces working hydraulic pressure in the transmission part 20 is oil called ATF (oil transmission fluid). In the present embodiment, it will be simply referred to as oil hereinafter. In addition to functioning as a working fluid for the A / T torque converter 23, the ATF is also used for lubricating oil such as hydraulic fluid, gears and bearings for operating brakes and clutches, and cooling machines.

The A / TC C / U 29 is configured by a computer, inputs signals from the vehicle speed sensors 27FR, 27FL, etc., calculates and executes a shift command, control of the hydraulic oil pressure of the transmission unit 20, and selection of a shift pattern. In the present embodiment, the A / TC / U 29 receives an idling signal a indicating that the idling of the front wheels has been detected from the 4WD controller 8 via the communication line.
The A / TC / U 29 outputs an oil pressure control signal or the like to the control valve 25. The control valve 25 is configured to determine a setting for shifting the vehicle by switching a hydraulic circuit.

  Further, an electrically controlled sub-throttle valve 21 is connected to the engine 2, and the engine 2 and the sub-throttle valve 21 are controlled by an engine centralized control system ECCS C / U 28. The ECCS C / U 28 receives the idling signal a and the accelerator pedal opening signal. The ECCS C / U 28 can control the engine speed in accordance with the accelerator opening and the idling state of the front wheels, and can control the vehicle to suppress idling.

The AT oil pump 22 is coupled to the output shaft of the engine 2 via the pump impeller and drive plate of the AT torque converter 23, and rotates in synchronization with the rotation of the engine.
Further, the AT oil pump 22 sucks oil from the oil pan 26 by rotating and discharges it to the control valve 25. When the rotational speed is constant, the drive torque of the AT oil pump 22 and the discharge pressure are in a proportional relationship. The A / TC / U 29 determines the current line pressure from the discharge pressure of the control valve 25 and adjusts this line pressure.

  In the torque converter 23, when the pump impeller is rotated by the rotation of the AT oil pump 22, the oil flows toward the turbine liner, and the rotational torque of the engine 2 is transmitted to the A / T gear train 24 by rotating the turbine liner. Yes. In the AT gear train 24, a gear is selected according to a shift signal input from a shift controller or the like (not shown), and the selected gear is rotated by the transmitted rotational torque.

The configuration described above operates as follows. That is, when the 4WD controller 8 detects the idling of the front wheels 1L and 1R, the idling signal a is output to the A / TC / U 29 via the communication line. The A / TC C / U 29 inputs the idling signal a and outputs a control signal to the control valve 25 instructing to increase the line pressure of the transmission unit 20.
The control valve 25 increases the discharge pressure at which the AT oil pump 22 discharges oil by this control signal. As the discharge pressure increases, the rotational torque of the AT oil pump 22 increases. Therefore, of the rotational torque generated by the driving force of the engine 2, the rotational torque consumed by the rotation of the AT oil pump 22 increases.

For this reason, the rotational torque transmitted from the AT oil pump 22 to the A / T gear train 24 via the torque converter 23 decreases. As a result of the decrease in the rotational torque transmitted to the A / T gear train 24, the torque that causes the A / T gear train 24 to rotate the front wheels 1L and 1R decreases. Due to the decrease in torque, idling of the front wheels 1L, 1R is suppressed.
According to this embodiment as described above, idling of the front wheels 1L and 1R can be suppressed without reducing the engine speed. For this reason, in a motor drive vehicle, it can prevent that the malfunction that the electric power generation amount of the generator 7 falls and a four-wheel drive driving | running | working cannot be performed generate | occur | produces in order to suppress idling.

  Incidentally, it is generally known that an increase in the discharge pressure of the A / T oil pump 22 may cause cavitation and damage the A / T oil pump 22. In the present embodiment, in order to prevent such a phenomenon, A / TC / U 29 is within a limit range based on at least one of the oil discharge pressure of the AT oil pump 22, the rotational speed of the AT oil pump 22, and the oil temperature. To control the discharge pressure to be increased.

  FIG. 3 is a schematic diagram for explaining the restriction of the oil discharge pressure. The three axes shown represent the discharge pressure, oil temperature, and rotation speed of the AT oil pump 22, respectively, with the discharge pressure limit value p, the oil temperature limit value q, and the rotation speed r. . Each limit value is a value set by a limit at which cavitation does not occur, and is hereinafter referred to as a cavitation limit. A tetrahedron formed by three points of cavitation limits p, q, and r is indicated by reference numeral 30.

A / TC / U 29 increases the discharge pressure of the AT oil pump 22 within the range of the tetrahedron 30 shown in FIG. In this way, the present embodiment prevents the occurrence of cavitation due to the increased discharge pressure even when the discharge pressure is increased to prevent idling of the front wheels 1L, 1R. 22 can be protected.
Furthermore, in the present embodiment in which the amount of discharge pressure increase is limited, there is a possibility that idling of the front wheels 1L, 1R cannot be sufficiently suppressed only by increasing the discharge pressure. For this reason, this embodiment uses the conventional ETC control as a torque reduction means. The ETC control is a control performed by the ECCS C / U 28, and reduces the driving torque transmitted to the front wheels 1L, 1R by reducing the rotational speed of the engine 2 due to the idling of the front wheels 1L, 1R.

In the present embodiment, the ECCS C / U 28 reduces the engine speed when the 4WD controller 8 further detects idling of the front wheels 1L and 1R after the torque is reduced by the A / TC C / U 29. By reducing the engine speed, the driving torque transmitted to the front wheels 1L, 1R is reduced. For this reason, in this embodiment, when the idling of the front wheels 1L and 1R cannot be suppressed even if the discharge pressure of the AT oil pump 22 is increased within the limit of the cavitation limit, the idling can be suppressed by using ETC control together.
According to the present embodiment as described above, idling of the front wheels 1L and 1R can be sufficiently suppressed while minimizing a decrease in engine speed due to ETC control.

FIG. 4 is a flowchart for explaining the operation of the motor-driven vehicle control device of the present embodiment described above. FIG. 4A shows the operation of the motor-driven vehicle control device of the present embodiment. (B) is a flowchart of the operation of the prior art shown for comparison with the present embodiment.
As illustrated, the control device of the present embodiment is started when the 4WD controller 8 detects the idling of the front wheels 1L, 1R (S41). While the idling of the front wheels 1L, 1R is not detected (S41: No), the control device waits until the idling is detected.
In step S41, when idling of the front wheels 1L and 1R is detected (S41: Yes), the A / TC C / U 29 determines whether or not the transmission unit 20 is performing an AT shift (S42). As a result, when it is determined that the gear is being shifted (S42: Yes), the A / TC / U 29 controls the line pressure in accordance with the gear shift (S46).

When the gear is not being shifted (S42: No), the A / TC / U 29 determines whether or not the current line pressure is within the cavitation limit range (S43). When the current line pressure is within the cavitation limit (S43: Yes), the A / TC C / U 29 increases the line pressure of the AT oil pump 22 (S45), and the torque supplied to the A / T gear train 23 is increased. Reduce.
On the other hand, when it is determined in step S43 that it is not within the cavitation limit (S44: No), the TCS is operated by the ECCS C / U 28 to reduce the engine rotation and suppress the front wheel torque (S44).

  In the present embodiment described above, if it is within the cavitation limit, the torque of the front wheels 1L, 1R is suppressed by increasing the line pressure, and then the idling of the front wheels 1L, 1R is detected again (S41). The engine speed is reduced only when idling occurs and the line pressure cannot be increased. For this reason, the idling of the front wheels 1L and 1R can be suppressed while minimizing the reduction in the engine speed.

In contrast to the present embodiment, in the prior art shown in (b), when idling of the front wheels 1L and 1R is detected (S51: Yes), the ECCS C / U 28 operates the TCS to reduce the engine command torque ( S52). Since such a conventional technique suppresses idling of the front wheels 1L and 1R only by reducing the engine speed, if the torque reduction amount is the same, the engine speed of the engine 2 may be greatly reduced as compared to the present embodiment. it is obvious.
Therefore, the present embodiment provides a motor-driven vehicle control device and a control device that can maintain four-wheel drive traveling of a vehicle while suppressing idling of the front wheels 1L and 1R and suppressing a decrease in power generation amount. The motor drive vehicle provided can be provided.

It is a figure for demonstrating the motor drive vehicle provided with the control apparatus for motor drive vehicles of one Embodiment of this invention. It is the figure which showed centering on the structure of the transmission part which functions as a transmission the motor drive vehicle and motor drive vehicle control apparatus of one Embodiment of this invention. It is a schematic diagram for demonstrating the restriction | limiting of the discharge pressure of the oil of one Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the control apparatus for motor drive vehicles of one Embodiment of this invention.

Explanation of symbols

1L, 1R Front wheel 2 Engine 3L, 3R Rear wheel 4 Motor 7 Generator 8 4WD controller 11 Reducer 20 Transmission unit 21 Sub throttle valve 22 A / T oil pump 24 A / T gear train 25 Control valve 26 Oil pan 27FL, 27FR , 27RL, 27RR Wheel speed sensor

Claims (4)

Driving force transmission means for transmitting the driving force of the internal combustion engine to the main driving wheel, a generator for generating electric power by the internal combustion engine, a motor for receiving supply of electric power by the generator, and a motor drive provided with slave driving wheels driven by the motor A control device for a vehicle,
A slip detection means for detecting slipping of the main drive wheel;
When the idling of the main driving wheel is detected by the idling detection means, the torque for rotating the oil pump is increased by increasing the discharge pressure of the oil pump included in the driving force transmission means, and the main driving wheel Driving force transmission control means for reducing the driving force transmitted to
A motor-driven vehicle control device comprising:   The said driving force transmission control means raises discharge pressure within the limits based on at least one of the discharge pressure of the said oil pump, the rotation speed of an oil pump, and the temperature of oil, The claim 1 characterized by the above-mentioned. Control device for motor-driven vehicle. Torque reduction means for reducing the torque transmitted to the main drive wheel by reducing the output torque of the internal combustion engine;
The torque reducing means is
3. The output torque of the internal combustion engine is reduced when the idling of the main drive wheel is further detected by the idling detection means after the torque is reduced by the driving force transmission control means. The control apparatus for motor-driven vehicles described in 1. Driving force transmission means for transmitting the driving force of the internal combustion engine to the main driving wheel, a generator for generating electric power by the internal combustion engine, a motor for receiving supply of electric power by the generator, and a motor drive provided with slave driving wheels driven by the motor A vehicle,
An idling detection means for detecting idling of the main drive wheel, and when the idling detection means detects idling of the main drive wheel, increasing the discharge pressure of the oil pump included in the driving force transmission means, the oil pump A motor-driven vehicle comprising: a motor-driven vehicle control device having driving force transmission control means for increasing torque for rotating the vehicle and reducing driving force transmitted to the main drive wheel.

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