JP2021191649A - Control device for vehicle - Google Patents

Abstract

To provide a control device for a vehicle, by which control based on a rotation speed of a drive motor for traveling can be appropriately executed.SOLUTION: In a control device for a vehicle having a drive motor for traveling and a transmission, a predetermined control is executed based on an actual rotation speed of the drive motor, detected by a sensor, during a power-on-downshift in which a downshift is performed while a rotation speed of the drive motor is increased, and the predetermined control is executed based on a rotation speed after the actual rotation speed of the drive motor is smoothed.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle control device.

A vehicle control device that performs predetermined control based on the rotation speed obtained by annealing the rotation speed of a drive motor for traveling is known (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2017-136965

While the actual drive motor rotation speed is greatly increasing, such as during a power-on-downshift, there is a discrepancy between the actual motor rotation speed and the motor rotation speed after smoothing, and the specified control is executed. May affect.

Therefore, an object of the present invention is to provide a vehicle control device capable of appropriately performing control performed based on the rotation speed of a drive motor for traveling.

The above object is a control device of a vehicle having a drive motor for traveling and a transmission, and is detected by a sensor during execution of a power-on downshift in which a downshift is performed while the rotation speed of the drive motor is increased. This can be achieved by a vehicle control device that performs predetermined control based on the actual rotation speed of the drive motor and performs the predetermined control based on the rotation speed after the actual rotation speed of the drive motor is smoothed. ..

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a vehicle control device capable of appropriately performing control performed based on the rotation speed of a drive motor for traveling.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle of this embodiment. FIG. 2 is a timing chart showing changes in the accelerator opening and the motor rotation speed during a power-on-downshift. FIG. 3 is a map showing the torque and the rotation speed of the drive motor. FIG. 4 is a flowchart showing an example of the control executed by the ECU.

FIG. 1 is a schematic configuration diagram of the hybrid vehicle 1 of this embodiment. The hybrid vehicle 1 is a vehicle provided with an engine 2 and a drive motor 8 as a driving force source for traveling, and is, for example, a vehicle such as a parallel type hybrid vehicle or a series / parallel type hybrid vehicle. The hybrid vehicle 1 is a front engine / rear drive type hybrid vehicle 1, and is connected to the engine 2 via an automatic transmission (AT) 4 capable of changing the gear ratio between the engine (ENG) 2 and the rear wheels 3. The rear wheel 3 is connected so as to be able to transmit torque.

The automatic transmission 4 is a transmission capable of setting a plurality of gear ratios in a stepwise manner, and changes a drive torque transmission path by engaging or disengaging an engaging mechanism such as a clutch or a brake, for example. It is a stepped automatic transmission configured to perform shifting. Further, the automatic transmission 4 includes a belt-type continuously variable transmission capable of continuously changing the gear ratio by changing the winding radius of the belt with respect to the pulley, an engine 2, a motor having a power generation function, and an output member. The continuously variable transmission may be a continuously variable transmission configured by a so-called hybrid mechanism in which the engine 2 is connected to a power split mechanism composed of a differential mechanism and the rotation speed of the engine 2 is continuously changed by the motor thereof. In a vehicle equipped with these continuously variable transmissions, a plurality of gear ratios or gears to be set are determined in advance, and shifting is performed between those gears so that the gears can be changed stepwise. It may be configured. A pair of drive wheels (rear wheels) 3 are connected to the output shaft of the automatic transmission 4 via a rear propeller shaft 5, a rear differential gear unit 6, a pair of rear drive shafts 7, and the like. The engine 2 and the automatic transmission 4 may be connected to each other via another mechanism such as a torque converter or a damper mechanism (not shown).

The drive motor (MG) 8 is arranged on the rear side of the hybrid vehicle 1 with respect to the engine 2, and the drive motor 8 is provided with a front propeller shaft 9, a front differential unit 10, a front drive shaft 11, and the like. A pair of drive wheels (front wheels) 12 are connected. The drive motor 8 may be the same as a motor provided as a drive force source for a conventionally known hybrid vehicle. For example, a permanent magnet type synchronous motor can be adopted, and power is generated by torque transmitted from the front wheels 12. be able to. Further, a battery (BAT) 15 is electrically connected to the drive motor 8, a drive torque is output by the electric power supplied from the battery 15, and the electric power generated by the drive motor 8 is charged to the battery 15. It is configured to be able to. The drive motor 8 is not limited to the configuration in which torque is transmitted to the drive wheels (front wheels) 12 different from the drive wheels (rear wheels) 3 to which torque is transmitted from the engine 2 as described above, and the automatic transmission 4 is, for example. It is connected to a rotating member on the output side such as the output shaft of the above via a gear or the like, or a rotor of the drive motor 8 is attached to any of the rotating members so that the drive torque of the drive motor 8 is transmitted to the rear wheel 3. It may be configured in. Further, the drive motor 8 may be a so-called in-wheel motor, and in that case, it may be provided on at least one of the front wheel 12 and the rear wheel 3. That is, the drive motor 8 may be configured to be able to generate the driving force of the hybrid vehicle 1 even when the transmission of torque from the engine 2 to the drive wheels 3 is cut off.

An electronic control unit (ECU) 13 is provided for controlling the torque of the engine 2 and the drive motor 8 and for controlling the gear ratio (shift stage) of the automatic transmission 4. The ECU 13 can be configured in the same manner as a conventionally known one. For example, the ECU 13 is mainly configured with a microcomputer, and performs an operation using input data or data stored in advance, and performs an operation. The result is configured to be output as a control command signal. The input data includes an accelerator opening sensor 14 that detects the amount of depression of the accelerator pedal, a brake sensor that detects the amount of operation of the brake pedal (depression amount and depression force), a sensor that detects the engine rotation speed, and rotation of the drive motor 8. A sensor that detects the number, a shift sensor 4s that detects the shift stage of the automatic transmission 4, a sensor that detects the rotation speed of the output shaft of the automatic transmission 4, and each wheel (a pair of front wheels 12 and a pair of rear wheels 3). ) Wheel speed sensor that detects the rotation speed of the drive motor 8, rotation speed sensor 8s that detects the rotation speed of the drive motor 8, SOC sensor 15s that detects the remaining charge of the battery 15 that supplies power to the drive motor 8, and drive from the battery 15. The data is obtained by a sensor or the like that detects the power output to the motor 8, and these data are stored in the ECU 13 for a predetermined time.

Further, the data stored in advance in the ECU 13 is a shift map that changes the gear ratio stepwise, a control flow, an arithmetic expression for performing various data processing based on the input signal, and the like. The shift map may be the same as that used in the shift control device of the conventional stepped transmission.

Then, the result of data processing by the above control flow, the calculation formula, or the like is output as an electric signal for controlling the fuel supply valve, the spark plug, or the electronic throttle valve (not shown). That is, a signal is output to the device that controls the output of the engine 2. Similarly, an electric signal for controlling the frequency of the current energized in the drive motor 8 and the applied voltage value is output. Further, when the automatic transmission 4 is a stepped automatic transmission, a signal is output to a device for controlling an engagement mechanism mounted on the stepped automatic transmission. Similarly, a signal is output from the ECU 13 to other devices such as a lockup clutch (not shown). The ECU 13 is an example of the control device of the hybrid vehicle 1.

Next, the power-on-downshift will be described. FIG. 2 is a timing chart showing changes in the accelerator opening and the motor rotation speed during a power-on-downshift. When the accelerator opening degree increases by a predetermined amount at time t1 while the drive motor 8 is traveling, a downshift is performed due to an acceleration request, but the rotation speed of the drive motor 8 increases, that is, a so-called power-on-downshift is executed. When the rotation speed of the drive motor 8 reaches the target rotation speed according to the accelerator opening at time t2, the rotation speed of the drive motor 8 is maintained at the target rotation speed. Here, FIG. 2 shows the actual rotation speed of the drive motor 8 detected by the rotation speed sensor 8s (hereinafter referred to as the actual rotation speed) and the actual rotation speed of the drive motor 8 obtained by smoothing. It shows the transition with the required rotation speed (hereinafter referred to as the annealed motor rotation speed). The tanning motor rotation speed is the rotation speed after the tanning process is performed on the actual motor rotation speed. As shown in FIG. 2, the power-on-downshift smoothing motor rotation speed increases with a delay with respect to the actual motor rotation speed.

The actual motor rotation speed detected by the rotation speed sensor 8s varies slightly depending on the detection accuracy of the rotation speed sensor 8s. Therefore, hunting may occur when a predetermined control is executed based on the actual motor rotation speed. Therefore, the annealed motor rotation speed is used in order to relax the fluctuation of the actual motor rotation speed detected by the rotation speed sensor 8s. The annealed motor rotation speed is used for the following control, for example.

The ECU 13 calculates the torque of the drive motor 8 that can be output based on the smoothing motor rotation speed and the charging power of the battery 15, and controls the torque of the drive motor 8 using the torque as a command value. As a result, the power consumption of the battery 15 can be managed. FIG. 3 is a map showing the torque and the rotation speed of the drive motor 8. The vertical axis shows the torque of the drive motor 8, and the horizontal axis shows the rotation speed. Further, the map of FIG. 3 shows the isopower line C when the usable power of the battery 15 is constant and the power consumption of the drive motor 8 is constant. The isopower line C shows that the torque decreases as the rotation speed of the drive motor 8 increases. Here, when the annealed motor rotation speed is significantly lower than the actual motor rotation speed as in the case of power-on-downshift shown in FIG. 2, the outputable torque T'determined based on the annealed motor rotation speed is obtained. However, the torque T that can be output, which is determined based on the actual motor rotation speed, decreases. Therefore, when the torque of the drive motor 8 is controlled by using the smoothing motor rotation speed, the power consumption of the drive motor 8 exceeds the usable power of the battery 15, and the charging power of the battery 15 is appropriately used. It may not be manageable. Therefore, the ECU 13 executes the following control.

FIG. 4 is a flowchart showing an example of the control executed by the ECU 13. This control is repeatedly executed. First, it is determined whether or not the accelerator is being depressed based on the detection value of the accelerator opening sensor 14 (step S1). In the case of Yes in step S1, it is determined whether or not the power-on-downshift is in progress based on the detection value of the shift speed sensor 4s (step S2). In other words, the downshift is executed, and it is determined whether or not the rate of increase in the actual motor rotation speed of the drive motor 8 detected by the rotation speed sensor 8s is greater than or equal to a predetermined value. In the case of Yes in step S2, the actual motor rotation speed is used for the above-mentioned control (step S3). On the other hand, if No in step S1 or S2, the annealed motor rotation speed is used (step S4). As a result, the power consumption of the battery 15 can be appropriately managed.

The smoothing motor rotation speed is calculated by, for example, multiplying the actual motor rotation speed by the smoothing coefficient α and adding the value obtained by multiplying the previous smoothing motor rotation speed by (1-α). Not limited to this. The actual motor rotation speed and the annealing motor rotation speed are used for controlling the torque of the drive motor 8, but are not limited to this, and may be used for other control. In the above embodiment, the hybrid vehicle has been described as an example, but it may be an electric vehicle that travels only by a drive motor. In the above embodiment, as a case where the power-on-downshift is executed, a case where the accelerator opening degree is increased by a predetermined amount while traveling by the drive motor 8 has been described as an example, but the present invention is not limited to this, and is not limited to this, for example, on a steep slope. When traveling uphill, a power-on-downshift may be performed without increasing the accelerator opening. Even in such a case, a predetermined control may be executed using the actual motor rotation speed.

Although the examples of the present invention have been described in detail above, the present invention is not limited to such specific examples, and various modifications and variations are made within the scope of the gist of the present invention described in the claims. It can be changed.

1 Hybrid vehicle 8 Drive motor 8s Rotation speed sensor 13 Electronic control device 14 Accelerator opening sensor 15 Battery 15s SOC sensor

Claims (1)

A vehicle control device that has a drive motor and a transmission for traveling.
During the execution of the power-on downshift in which the downshift is performed while the rotation speed of the drive motor is increasing, predetermined control is performed based on the actual rotation speed of the drive motor detected by the sensor, and the actual drive motor is actually operated. A vehicle control device that performs the predetermined control based on the rotation speed after the rotation speed is smoothed.

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