JP2015215055A - Control device of vehicular drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively use the system efficiency and reduce the energy consumption in a drive device by using a rotation-controllable motor as a drive source and accurately controlling an input rotation speed of a transmission when shifting gears to allow gear shifting by meshing engagement of a transmission.SOLUTION: A drive device is equipped with a motor 1 of a drive source and a transmission 4 having gear shift stages by meshing engagement. A controller 6 comprises target rotation speed setting means to control the rotation speed of the motor 1 and to set a target input rotation speed of the transmission 4 during gear shifting when shifting gears, and controls the rotation speed of the motor 1 such that an actual input rotation speed of the transmission 4 traces the set target input rotation speed. The controller 6 selects gears by calculation of the whole efficiency when shifting gears in the transmission 4 and selectively controls a most efficient reduction gear ratio on the basis of required drive power.

Description

  The present invention relates to a motor that can be rotationally controlled as a drive source, and a control device for a vehicle drive device that outputs the rotation of the motor to an axle via a transmission having a plurality of shift stages.

  Conventionally, when a motor is used as a drive source in a vehicle such as an electric vehicle (EV), considering the excellent operation characteristics of the motor, the motor gear ratio is generally used at a constant gear ratio. As for conventional transmissions, manual and automatic transmissions are known. However, manual transmissions have synchro and non-synchronous transmissions. Since a mechanism that performs adjustment and a clutch mechanism that can adjust the rotation by cutting off the rotation with the power source is required, the mechanism becomes complicated and tends to increase in size. Also, in the case of an automatic transmission, since hydraulic pressure is used for the operation of the transmission, energy that constantly generates hydraulic pressure is consumed in the power source, which seems to be a problem in terms of efficiency. Even when the automatic transmission does not use hydraulic pressure, many of the automatic operations are the same as those of the manual transmission, and the actuator that operates the transmission is required to be larger in size. When this transmission is used in combination with a motor, it is necessary to make the motor simulate the characteristics of the internal combustion engine, and the characteristics of the motor cannot be fully utilized.

  In addition, as a drive device for an electric vehicle, one that employs a high-speed electric motor as a power source is known. In the electric vehicle drive device, the rotation output of the high-rotation type electric motor is decelerated at a predetermined reduction ratio by the reduction mechanism and then input to the automatic transmission. The input rotation speed of the automatic transmission is set to about 7000 rpm or less at the maximum as in the case of an automatic transmission of an automobile using an internal combustion engine as a power source. Therefore, the automatic transmission used in a conventional vehicle equipped with an internal combustion engine is used. Even if diverted, durability and power transmission efficiency can be obtained in the same manner as before (see, for example, Patent Document 1).

  As a reduction device for an electric vehicle, there is known a reduction device that radially reduces a reduction device that extends from a motor output shaft of an electric vehicle to a differential gear mechanism. In the electric vehicle reduction gear, the motor output shaft and the output shaft are coupled by a planetary roller type deceleration mechanism, and the gear formed on the output shaft and the gear coupled to the differential gear mechanism are directly meshed with each other. The rotation of the motor output shaft is decelerated by the planetary roller type reduction mechanism to reach the output shaft, and then reaches the differential gear mechanism through the gears sequentially (for example, see Patent Document 2).

  In addition, as a drive device for an electric vehicle, there is known a device for reducing the size and reducing the production cost and improving the durability of the drive motor. In the electric vehicle drive device, a rotation case is rotatably mounted in a housing fixed to the vehicle body, and is divided into a motor housing chamber and a speed reduction mechanism chamber by the rotation case. A rotor is fixed to the outside of the rotating case, and a stator is fixed to the inside of the housing. The stator constitutes an electric motor by the rotor. A planetary gear mechanism including a sun gear, a ring gear, and a carrier is incorporated in the rotating case. The input element of the planetary gear mechanism is connected to the rotating case, and the output element is fixed to the housing (see, for example, Patent Document 3).

JP-A-5-330352 JP-A-8-2266 JP 2006-15785 A

  However, in order to ensure the required performance of the driving force of the vehicle with the motor characteristics, the motor requires high torque and high rotation, and the motor is required to increase in size or increase the output of the driving device. . Conventionally, there is a transmission device having a transmission as a transmission device of a system using a low torque motor, but the transmission device of the system generally uses an existing transmission for an internal combustion engine. In the drive system for automobiles, the existence of a transmission is indispensable in order to operate effectively using the efficiency point of the drive system. In ordinary automatic transmissions, oil pressure is also used for friction selection for gear selection and drive transmission, so energy loss occurs due to oil pressure generation. Although a method of automating a manual transmission is conceivable, the complexity and size of the device are problematic. With regard to the speed change of the transmission, it is necessary to eliminate the contact pressure of the gear by cutting the driving force and to change the speed of the gear.

  However, when the rotation of the input shaft of the transmission is controllable, it is not always necessary to cut the driving force, and the contact pressure applied to the gear teeth can be eliminated by controlling the input shaft of the transmission. . Therefore, if the drive source is accurately controlled, it is considered that a cutting device for cutting the drive force such as a clutch and a torque converter arranged between the drive source and the transmission can be eliminated. Further, regarding the actuator for operating the gear provided in the transmission, it is possible to eliminate the contact pressure applied to the gear, and therefore it is possible to use a small-sized actuator. As for the motor characteristics, generally, the generated torque depends on the current flowing through the motor, and the rotation speed range depends on the voltage applied to the motor. Therefore, when the transmission ratio is controlled by using a transmission as a transmission device connected to the motor, the applicant of the present invention is the same even if the transmission device has a smaller current and voltage than a drive system with a fixed transmission ratio. It became possible to obtain driving force, and it was noted that efficient operation could be performed by reducing copper loss and iron loss.

  An object of the present invention is to solve the above-described problem, and the motor and the transmission are configured in one vehicle drive system, which transmits the necessary driving force with high efficiency, By synchronizing the transmission with the motor of the drive source, a simple, compact and inexpensive high-efficiency shift drive system is provided. A type that can control the rotation of the motor as the drive source is used. In order to achieve multiple shift speeds with a transmission having multiple shift speeds, the rotational speed of the motor is controlled with a high degree of accuracy and the rotational speed of the motor can be controlled with high accuracy without using complicated mechanisms and hydraulic pressures. If the gear meshing engagement etc. is switched with a simple structure, gear shifting is possible, system efficiency is effectively utilized, energy consumption is reduced, and the gear ratio to be selected during gear shifting is a stepped transmission. , Pre It is possible to map the drive system efficiency at each gear ratio and record it, calculate the most efficient gear ratio from the required driving force, and systematize the selection of the gear ratio to improve efficiency Thus, it is an object to provide a control device for a vehicle drive device that ensures a highly efficient drive system.

The present invention relates to a motor capable of controlling rotation as a drive source, an inverter capable of controlling the rotation speed and torque of the motor, a battery as an energy source, and meshing engagement of rotation of the motor with a gear stage having a predetermined gear ratio. , A control device for a vehicle drive device comprising a transmission that shifts by engagement of a so-called dog clutch or dog mission, and an actuator that shifts to the shift stage of the transmission.
Target speed setting means for setting a target speed of the input speed of the transmission at the time of shifting the transmission, and the inverter so that the input speed of the transmission becomes the set target speed And a controller for controlling the actuator from information on the rotation speed and torque of the motor from the inverter,
The controller has information on the total efficiency including the efficiency of the inverter, the efficiency of the motor, and the charge / discharge efficiency of the battery at the motor operating point of each of the operating range of the motor and the shift stage of the transmission. The current overall efficiency calculated from the operating status of the motor and the reduction ratio of the transmission currently in use is compared with the overall efficiency when the gears other than the transmission being used are used. The gear stage with high efficiency is temporarily selected, it is judged whether the required torque and the rotational speed of the motor after the gear shift match, the acceleration / deceleration of the vehicle is judged, and the gear is shifted to another gear stage. In consideration of the margin of the operating area of the motor, the shift stage is temporarily selected to determine the necessity of shift, and when shifting the transmission, the optimum shift stage is determined and the shift is performed. Specially A control device for a vehicular drive system according to.

  Further, the control device for the vehicle drive device is configured such that when the controller determines that a shift is necessary, the rotation of the motor is performed by the controller and the inverter so as to eliminate the contact pressure of the meshing gear in the transmission. It is possible to control the speed and torque, release the meshing engagement in the transmission to create a neutral state, and engage with the peripheral speed of the basic circle diameter of the gear on the motor side to be engaged. The rotational speed / torque of the motor is controlled so that the peripheral speed of the basic circle diameter of the gear on the axle side is substantially the same, and the transmission is engaged.

  Further, the controller gives the speed difference in the range of 50 rpm to 200 rpm to the motor side gear circumferential speed and the axle side gear rotation speed of the transmission when the gear of the transmission is engaged. It controls the rotational speed of the motor. Specifically, the controller sets the gear-side gear rotation speed of the transmission to 50 r. pm to 200 rpm, and at the time of downshifting when the vehicle is decelerated, the motor side gear rotation speed of the transmission is controlled to be reduced by 50 rpm to 200 rpm.

  In addition, regarding the control device for the vehicle drive device, specifically, the controller sets the input rotational speed to the set target rotational speed in response to a change in the input rotational speed of the transmission. The rotation speed of the motor is controlled so that the target rotation speed is determined from the input rotation speed before shifting of the transmission and the transmission gear ratio after shifting. Is set on the basis of the input rotational speed and the output rotational speed of the transmission. The controller has output characteristic recording means for recording the output characteristic of the motor, and selects the speed ratio of the transmission in response to the required driving force calculated from the accelerator opening and the vehicle running state. The system is set to control and records the system efficiency at each transmission ratio and each operating condition of the transmission, and the system at each transmission ratio of the transmission from the required driving force. The efficiency is calculated, and the high-efficiency gear ratio is selected and controlled from the respective gear ratios. Further, the vehicle load state is calculated from the required driving force of the transmission and the output rotational speed of the transmission. Thus, the speed ratio of the transmission is selectively controlled in response to the vehicle load state.

  In addition, the controller controls the number of rotations of the motor at the time of shifting, and operates the actuator to respond to the absence of contact pressure of the gears of the gears of the transmission to After the meshing of the gear is cut off and the input shaft of the gear shift stage becomes free, the motor changes the rotational speed to mesh with the gear of the gear stage of the next stage, and the gear stage of the next stage of the transmission is changed. The output of the motor is controlled in response to the rotational speed that is the vehicle speed and the torque that is the driving force. Further, the controller determines the driving force, the vehicle speed, or the system efficiency, and responds to the need for shifting of the transmission to respond to the rotation speed of the motor at the next stage in the shift stage. Is calculated and shift control is performed.

  Since the control device for this vehicle drive device is configured as described above, even if it is a simple transmission, the motor of the drive source actively performs the synchronization action of the transmission having a stepped gear stage. The speed of the transmission and the torque can be controlled by a motor to eliminate the contact pressure when the gears of the gears are meshed and to reduce the size of the gear shifting actuator. At the same time, and can be shifted instantly without shock caused by shifting. Therefore, since the drive system uses a motor as a power source, the rotational speed control of the motor is easier and more accurate than an internal combustion engine. In addition, the control device for the vehicle drive device controls the rotation synchronization mechanism in the transmission and the speed by controlling the tooth surface contact pressure and the rotation speed generated in each gear in the transmission by a rotation controllable motor. It becomes possible to simplify the clutch mechanism with the required power shaft. In addition, it has a mechanism to control the rotation of the motor, and without using a complicated mechanism or hydraulic pressure at the time of shifting, the input rotation speed of the transmission can be controlled with high accuracy and the gear can be shifted by a simple structure such as meshing engagement. It is possible to effectively use system efficiency and reduce energy consumption. The controller, that is, the electronic control unit has a target rotational speed setting means and a rotational speed control means, sets the target input rotational speed during transmission of the transmission at the time of shifting, and sets the actual input rotational speed of the transmission. The motor speed can be controlled to trace the target input speed. The controller selects gears during gear shifting by calculating the overall efficiency, and can select the most efficient reduction ratio based on the required driving force.

1 is a block diagram conceptually showing an embodiment of a vehicle drive device to which a control device for a vehicle drive device according to the present invention is applied. It is a block diagram which shows notionally the transmission used for the vehicle drive device of FIG. It is a processing flowchart explaining the control process in the control apparatus of the vehicle drive device by this invention. It is a processing flowchart explaining the efficiency control by the control apparatus of the vehicle drive device by this invention. It is a system efficiency figure used for efficiency calculation. It is the system efficiency figure used for the efficiency calculation in the control apparatus of the conventional vehicle drive device. It is a system efficiency figure used for the efficiency calculation in the control apparatus of the vehicle drive device by this invention. It is a processing flowchart explaining the control process of the operativity improvement of the control apparatus of the vehicle drive device by this invention.

  Embodiments of a control device for a vehicle drive device according to the present invention will be described below with reference to the drawings. As shown in FIG. 1, the control device for the vehicle drive device uses a motor 1 as a power source, and the motor 1 rotates through the transmission 4 and the output shaft of the transmission 4 in the vehicle drive device. 13 is transmitted. For example, the output shaft (not shown) of the motor 1 is connected to the input shaft 12 of the transmission 4, and the output shaft 13 of the transmission 4 is an axle to which a tire 21 is attached via a bevel gear 19 of a differential gear. 20 is connected. In the vehicle drive device, a rotation sensor 14 is provided for the input shaft 12, a rotation sensor 8 is provided for the output shaft 13, and an accelerator sensor 7 is provided for the accelerator pedal 18. Information detected by the rotation sensors 8, 14 and the accelerator sensor 7 is input to the controller 6, respectively. The controller 6 controls the rotation / torque of the motor 1 according to the information, and operates the electric actuator, that is, the actuator 5 to form a gear train of the transmission 4 by the shift drum 10 and the shift fork 11. The meshing of the dog teeth 9 of 15, 16 and 17 is changed, and the shift stage of the transmission 4 is shift-controlled. In this control device for a vehicle drive device, the control device (ECU), that is, the controller 6 receives a signal from the accelerator sensor 7 that detects the amount of depression of the accelerator pedal 18 by the operator, and a necessary driving force (torque) and a shift state. That is, the coupled gears are calculated and determined, and the motor 1 is driven and controlled via the inverter 2 to which power is supplied from the battery 3. The transmission 4 is controlled to shift to predetermined gears of the gear trains 15, 16, and 17 by operating the actuator 5 in response to a command from the controller 6.

  As shown in FIG. 2, the transmission 4 is configured such that the gear trains 15, 16, and 17 constituting the gear transmission mechanism are connected and disconnected by dog teeth 9 that are meshingly engaged. In the shifting operation of the transmission 4, the shift drum 10 is rotated by the actuator 5, the shift fork 11 is moved by the rotation of the shift drum 10, the meshing of the dog teeth 9 of the gear trains 15, 16, and 17 is changed, and the shift stage Is changed and shifted. Further, the vehicle drive device further includes a motor 1 through an inverter 2, a meshing element of the transmission 4, for example, a dog tooth 9 which is a dog clutch or a dog mission, a shift fork 11, a shift drum 10, and an electric actuator 5. A battery 6 for supplying power for driving the motor 1 and storing energy recovered or regenerated by the motor 1 as power, and an inverter constituting control means for the motor 1 2. Further, as information detection means for controlling the operation of the vehicle, the accelerator sensor 7 for detecting the depression amount of the accelerator pedal 18, that is, the accelerator opening, and the rotation speed of the output shaft 13 of the transmission 4 (that is, the vehicle speed, that is, the vehicle speed) A rotation sensor 8 for detecting and a rotation sensor 14 for detecting the rotation speed of the input shaft 12 of the transmission 4 are provided.

  The control device for the vehicle drive device performs an operation of synchronizing the target rotational speed of the motor 1 with the output shaft 13 of the transmission 4. This control device for a vehicle drive device utilizes the capability of the inverter 2 to perform rotation synchronization by speed control or rotation control by current control and feedback of rotation speed. When the speed of the gear 4 is 50 to 200 rpm faster than the target speed, in other words, 50 to 200 rpm faster than the target speed and when shifting from the first speed to the second speed of the transmission 4. If the current rotational speed is 5000 rpm and the target rotational speed is 3000 rpm, it is preferable to operate the actuator 5 within the range of 3200-3050 rpm. In addition, when the vehicle is decelerated, that is, when the gear is downshifted, when the speed of the motor 1 is changed from the second speed to the first speed when the speed of the motor 1 becomes 200 to 50 rpm slower than the target speed, the current speed is set to 3000 rpm. If the target rotational speed is 5000 rpm, it is preferable to operate the actuator 5 when the rotational speed is 4800-4950 rpm. As described above, when the gear of the transmission 4, that is, the dog tooth 9 is engaged, the controller 6 can set the motor-side gear peripheral speed and the axle-side gear rotation speed of the transmission 4 in the range of 50 rpm to 200 rpm. The rotational speed of the motor 1 is controlled so as to give this speed difference. At that time, the actuator 5 is operated to engage the dog teeth 9 of the meshing engagement elements of the gear trains 15, 16, 17 of the transmission 4. Regarding the fact that the rotational speed of the motor 1 varies depending on the vehicle acceleration / deceleration state, the overshoot of the control is taken into consideration, and the meshing engagement structure makes the rotational speed completely coincide and the meshing is not performed correctly. It is for preventing. After the meshing engagement of the transmission 4, that is, the engagement of the dog tooth 9, which is a dog clutch or dog mission, is completed, the driving force of the motor 1 is raised to the target value. In particular, in the transmission 4, the gears of the gear trains 15, 16, and 17 are engaged with each other, so that it is not necessary to maintain the positions of the shift fork 11 and the shift drum 10 of the transmission 4. It does not require energy and can be said to be efficient. In this embodiment, since the time is not required other than the operation time of the actuator 5 and the rotation synchronization of the motor 1 alone, the shift can be completed in a very short time. In this control device for a vehicle drive device, even when the controller 6 determines and selects the gear ratio of the optimum gear stage, the shift time is substantially about 0.1 sec.

Next, the operation control of the control device for a vehicle drive device according to the present invention will be described with reference to FIGS.
First, with reference to the process flow diagram of FIG. 3, the operation routine for the control device for the vehicle drive device according to the present invention will be described. Information on the accelerator opening is detected by the accelerator sensor 7, and the detected value is read into the controller 6 (step S1). The vehicle speed of the vehicle is detected by the rotation sensor 8 provided on the output shaft 13 of the transmission 4, and the detected value is read into the controller 6 (step S2). The controller 6 receives these pieces of information and calculates and calculates the target driving force of the vehicle (step S3). The controller 6 determines whether or not the vehicle needs to be shifted in order to secure the calculated target driving force (step S4). When the vehicle speed is not necessary, the driving force, that is, the torque or the rotation of the motor 1 is controlled (step S6). When it is determined that the vehicle speed is necessary, the target rotational speed of the motor 1 is calculated (step S5). . Next, in order to release the meshing engagement of the gear trains 15, 16, and 17 of the transmission 4, it is necessary to reduce the meshing load of the gears. However, in the procedure of this embodiment, the torque of the motor 1 is eliminated. It is possible to control and release the meshing engagement with a small force. That is, 0 torque control of the motor 1 is performed, or the gear meshing load is controlled to 0 by the rotation synchronous control of the input / output shafts 12 and 13 of the transmission 4 with a low current (step S7). The actuator 5 of the transmission 4 is operated to release the meshing engagement (step S8), and the motor 1 is synchronously operated to the target rotational speed by a command from the controller 6 (step S9). In order to control the rotational speed of the motor 1, the rotational speed of the input shaft 12 of the transmission 4 is compared with the rotational speed of the output shaft 13 of the transmission 4 (step S10), and the rotation of the input shaft 12 and the output shaft 13 are compared. When the rotation is not synchronized, step S9 of the processing step is repeated. When the rotation is synchronized, the actuator 5 of the transmission 4 is operated to engage and engage the gears of the shift stage of the transmission 4 (step S11). The driving force, that is, the torque or the rotational speed of the motor 1 is controlled so that the output shaft 13 operates at a predetermined speed ratio (step S12).

Next, FIG. 4 is a processing flowchart in which a system efficiency calculation function is inserted into the processing flowchart of FIG. In FIG. 4, when calculating the target driving force of the motor 1, the motor operating point at the gear ratio, that is, the rotational torque is calculated from the gear ratio data recorded in the controller 6. At this time, the gear ratio due to over-rotation or torque shortage is excluded, and the drive system efficiency at the time of shifting using the system efficiency map for each rotation and torque recorded in the controller 6 is also obtained for the operable motor operating point. calculate. By selectively controlling the gear ratio that maximizes the system efficiency, the efficiency of the entire drive system can be improved.
First, information on the accelerator opening of the vehicle is detected by the accelerator sensor 7, and the information is read into the controller 6 (step S21). The vehicle speed of the vehicle is read (step S22). The controller 6 calculates a target driving force of the motor 1 serving as a driving source (step S23). The controller 6 reads the gear ratio in the accumulated map from the increased record of the controller 6 (step S24). The operating point of the motor 1 is calculated for each gear ratio (step S25). The controller 6 confirms that the target driving force is within the range of the rotational speed and torque at which the motor 1 is operable (step S26), and the controller 6 determines the system efficiency, that is, the map for each operable speed ratio. The system efficiency recorded in the controller 6 is read (step S27). The controller 6 determines the gear ratio that maximizes the system efficiency (step S28). The controller 6 determines whether or not it is necessary to shift the transmission 4 to the gear ratio (step S29). If no shift of the transmission 4 is necessary, control is performed to maintain the driving force, that is, the torque or the rotational speed of the motor 1 in that state (step S30). If a shift is required to change the transmission ratio of the transmission 4, the target rotational speed of the motor 1 is calculated (step S31). When calculating the target rotational speed of the motor 1, zero torque control of the motor 1 is performed, or control to reduce the gear meshing load to zero is performed by rotation synchronous control of the input / output shafts 12 and 13 of the transmission 4 with a low current. (Step S32). In this state, the actuator 5 of the transmission 4 is operated to release the meshing engagement (Step S33), and the motor 1 is controlled to synchronize with the target rotational speed by a command from the controller 6 (Step S34). . As the control of the rotation speed of the motor 1, the rotation speed of the input shaft 12 detected by the rotation sensor 14 in the transmission 4 is compared with the rotation speed of the output shaft 13 detected by the rotation sensor 8 (step S35). When the rotation speed of the input shaft 12 and the rotation speed of the output shaft 13 are not synchronized, step S34 of the processing step is repeated. When the rotation speed is synchronized, the actuator 5 of the transmission 4 is operated to change the gear position of the transmission 4. The gears or dog teeth 9 are engaged and engaged (step S36), the motor 1 is operated at a predetermined speed ratio, and the driving force, that is, the torque or the rotational speed of the motor 1 is controlled (step S37).

  The motor 1 is of a type that can be rotationally controlled, has a higher efficiency than an internal combustion engine, and exhibits a high efficiency in the middle rotation and medium load regions. This is because the motor 1 generates heat due to current when the load is high, and eddy current and instrument loss occur when the motor 1 rotates at high speed. Further, the inverter 2 has a characteristic that a loss occurs at a high load that requires a large amount of current, and an efficiency decreases at a low load where the loss due to switching becomes large.

  FIG. 5 is a diagram showing the system efficiency and the motor output when the vehicle is driven using a drive system. The vertical axis represents motor torque (Nm), and the horizontal axis represents motor rotation speed (rpm). Is plotted. FIG. 5 shows the combined efficiency of the motor 1 and the inverter 2, and the efficiency decreases in the low rotation and high load region. Specifically, it can be seen that the inverter efficiency is low in the low rotation region of the motor 1 and that the motor efficiency is low in the high load region and low rotation region of the motor 1. Further, it can be seen that there is a wide range of high efficiency in the middle rotation and middle load region of the motor 1, and control by the controller 6 is easy.

  FIG. 6 is a diagram showing the relationship between the vehicle speed and the driving force / efficiency when the fixed shift is used. The driving force (kN) of the motor 1 is plotted on the vertical axis, and the vehicle speed (km / h) is plotted on the horizontal axis. When fixed speed change is used, the efficiency decreases when the vehicle speed is low and the driving force is high, and there is a range where the vehicle speed is medium and the driving force is medium load. It is narrower. Accordingly, system efficiency cannot be expected when the transmission 4 uses a fixed speed change.

  In particular, FIG. 7 is a diagram showing the relationship between vehicle speed, driving force, and efficiency when operated in the present driving system using a three-speed transmission. In the diagram of FIG. 7, the driving force (kN) is plotted on the vertical axis, and the vehicle speed (km / h) is plotted on the horizontal axis. In this drive system, the driving force is increased and the efficiency is secured in the low vehicle speed region. It can be seen that there is a wide range of high efficiency in the region of the middle rotation of the motor 1, that is, the middle vehicle speed and the middle driving force, and the control by the controller 6 is easy. Moreover, it can be seen that this system can ensure high efficiency even at high vehicle speeds. It can be seen that when operating with this drive system using a three-speed transmission, the high-efficiency area is wider than when using a fixed transmission. From the above, the control device for a vehicle drive device according to the present invention can widen the high-efficiency portion, so that it is possible to selectively control a place where each gear stage is efficient. Further, in this vehicle drive device control device, it becomes possible to increase the drive force range, that is, increase the low speed torque and increase the speed. Also, according to the situation, it is possible to select and control an efficient gear, that is, a gear ratio, 20% in the JCO08 mode as compared with a conventional vehicle drive device that does not include a transmission including drive and energy regeneration. Energy consumption can be reduced.

Next, a control routine for improving the operability of the control device for the vehicle drive device will be described with reference to FIG.
First, the operation driving force of the motor 1 is read from a map provided in the controller 6 at the time of shifting (step S41). The weight of the vehicle set in the controller 6 is read from the map based on the weight of the designated vehicle in the controller 6 (step S42). A change in the vehicle speed is read into the controller 6 (step S43). The controller 6 calculates the actual vehicle load from changes in driving force and vehicle speed (step S44). The torque and vehicle speed are calculated from the vehicle state (step S45). The loading amount of the vehicle is predicted (step S46), and the inclination state of the vehicle at the loading amount is predicted (step S47). The driving force map is corrected to the compensated vehicle state (step S48). The driving force required by the vehicle is compensated (step S49). It is determined whether or not torque type operation is necessary (step S50). If torque type operation is necessary, a gear having a large gear ratio is selected to perform delay operation (ie, low speed operation). Control is shifted (step S51), and if it is not necessary to perform torque type operation, efficient type operation is performed (step S52).

  The control device for a vehicle drive device according to the present invention is preferably applied to a drive device for an electric vehicle, for example.

DESCRIPTION OF SYMBOLS 1 Motor 2 Inverter 3 Battery 4 Transmission 5 Actuator 6 Controller 9 Dog tooth 15, 16, 17 Gear train

Claims (4)

A motor capable of controlling rotation as a drive source, an inverter capable of controlling the rotation speed / torque of the motor, a battery as an energy source, and a gear that shifts the rotation of the motor by meshing engagement with a gear stage of a predetermined gear ratio. And a control device for a vehicle drive device comprising an actuator that shifts to the shift stage of the transmission,
Target speed setting means for setting a target speed of the input speed of the transmission at the time of shifting the transmission, and the inverter so that the input speed of the transmission becomes the set target speed And a controller for controlling the actuator from information on the rotation speed and torque of the motor from the inverter,
The controller has information on the total efficiency including the efficiency of the inverter, the efficiency of the motor, and the charge / discharge efficiency of the battery at the motor operating point of each of the operating range of the motor and the shift stage of the transmission. The current overall efficiency calculated from the operating status of the motor and the reduction ratio of the transmission currently in use is compared with the overall efficiency when the gears other than the transmission being used are used. The gear stage with high efficiency is temporarily selected, it is judged whether the required torque and the rotational speed of the motor after the gear shift match, the acceleration / deceleration of the vehicle is judged, and the gear is shifted to another gear stage. In consideration of the margin of the operating area of the motor, the shift stage is temporarily selected to determine the necessity of shift, and when shifting the transmission, the optimum shift stage is determined and the shift is performed. Specially Control device for a vehicular drive system according to.   When the controller determines that shifting is necessary, the controller and the inverter control the rotational speed and torque of the motor so as to eliminate the contact pressure of the meshing gear in the transmission, and the meshing in the transmission It is possible to create a neutral state by releasing the engagement, and the peripheral speed of the basic circle diameter of the gear on the motor side to be engaged and the peripheral speed of the basic circle diameter of the gear on the axle side to be engaged are determined. 2. The control device for a vehicle drive device according to claim 1, wherein the rotation speed and torque of the motor are controlled so as to be substantially the same, and the transmission is engaged.   The controller is configured to give a speed difference in a range of 50 rpm to 200 rpm to the motor side gear circumferential speed and the axle side gear rotation speed of the transmission when the gear of the transmission is engaged. The control device for a vehicle drive device according to claim 1, wherein the control device controls a rotation speed.   When the gear of the transmission is engaged, the controller changes the gear-side gear rotation speed of the transmission from 50 rpm to 200 rpm when shifting the gear rotation speed difference of the transmission during vehicle acceleration. 4. The control of a vehicle drive device according to claim 3, wherein the motor side gear rotation speed of the transmission is controlled to be slow by 50 rpm to 200 rpm when the vehicle is decelerated, ie, when the vehicle is decelerated. apparatus.

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