JP3584625B2 - Startup control device for vehicle equipped with traveling motor - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a device for controlling start-up in a vehicle equipped with a traveling motor such as an electric vehicle or a hybrid vehicle equipped with an electric motor (motor) and an internal combustion engine, and more particularly to switching between a non-traveling range and a traveling range. The present invention relates to a start control device for a vehicle equipped with an automatic transmission capable of performing the following.
[0002]
[Prior art]
For internal combustion engines that use fossil fuels, mainly gasoline, exhaust gas and noise can be a problem, and there is concern about fossil fuel depletion in the future. Vehicles are being developed. One example is an electric vehicle equipped with a storage battery and driving a motor with its electric energy, and another example is a hybrid vehicle equipped with an internal combustion engine (engine) and an electric motor (motor).
[0003]
In the former electric vehicle, since the storage battery is large and heavy, the driving performance and the load capacity are limited, and the distance that can be traveled by one charge is limited. Many. On the other hand, the latter hybrid vehicle has the advantage of not only being able to use the engine for running, but also driving the engine to generate power and charging during running. is there.
[0004]
An example of this type of hybrid vehicle is described in Japanese Patent Application Laid-Open No. Hei 6-319210. This hybrid vehicle is provided with a clutch for selectively connecting a torque converter and a gear transmission mechanism inside an automatic transmission connected to an engine, and an automatic motor for connecting a member integrated with an input shaft to a rotor. The transmission is built into the transmission.
[0005]
By the way, the automatic transmission is generally configured to set a gear position using a load such as an accelerator opening and a vehicle speed as parameters, and therefore, when starting from a stopped state, the first gear ratio is the largest. The speed is set automatically. Therefore, if the automatic transmission is set to the travel range in the stopped state and a driving force source such as an engine is driven in this state, the automatic transmission is driven at the same time as the first speed is set. At the same time, the vehicle starts running.
[0006]
Therefore, conventionally, in order to prevent such a situation, in a state where the shift device of the automatic transmission is set to the non-traveling range, the ignition key is moved from the insertion position (lock) to the intermediate position (accessory, on) through the intermediate position (accessory, on). An inhibitor mechanism is provided which allows the driving force source to be activated only when operated to the activation position (start). The ignition key operated to the start position is configured to automatically return to the intermediate position.
[0007]
[Problems to be solved by the invention]
By the way, in a vehicle using a motor as a driving force source, an ignition key is operated to a start position and a controller such as an inverter is set in a start state (standby state), but the motor itself rotates only when an accelerator pedal is depressed. That is, the motor does not perform any mechanical operation such as rotation only by operating the ignition key to the start position, and does not generate sound or vibration.
[0008]
Therefore, when the ignition key is located at the intermediate position, it is not possible to distinguish between a state where the ignition key is operated to the start position and then returned to the intermediate position, and a state where the ignition key is not operated and stopped at the intermediate position. Have difficulty.
[0009]
Then, when the shift device is switched to the travel range with the ignition key located at the intermediate position, and the vehicle does not travel even when the accelerator pedal is depressed, the motor is not controlled to the standby state for the first time at that time. May be found.
[0010]
However, conventionally, even if the ignition key is operated to the starting position in the traveling range by the inhibitor mechanism, the driving force source is not started. Therefore, when the above situation occurs, the vehicle cannot be started unless the shift device is once returned to the non-traveling range, the ignition key is operated to the starting position, and then the driving range is switched again. Therefore, there is a problem that the operation is complicated and the start of the vehicle is delayed.
[0011]
The present invention has been made in view of the above circumstances, and provides a vehicle start control device capable of controlling an electric motor to a standby state by a simple operation even when an ignition key is not operated to a start position. It is the purpose.
[0012]
Means for Solving the Problems and Their Functions
To achieve the above object, the present invention provides an electric motor for driving a vehicle, an automatic transmission connected to an output side of the electric motor, a shift device for switching the automatic transmission between a non-travel range and a travel range, and an ignition device. the only operation of the ignition key with the start position and the insertion position and the activated position to control the insertion position and the electric motor key is inserted in a standby state wherein the motor is set while the position in which is not in the standby state and in the start-up control device for a vehicle with a traveling motor having an ignition mechanism, wherein the ignition key is operated in said between position from the previous SL insertion position, and the operation for switching the shift device on the traveling range is performed A motor control means for controlling the motor to be in a standby state when the motor is in a standby state. Here, the standby state of the electric motor means a state in which the output shaft is rotated by the depression of the accelerator pedal and torque is output.
[0013]
According to the present invention, even when the ignition key is not operated the motor to start position for the standby state, the only operation of the ignition key is the ignition key into an intermediate position in which the electric motor is not in the standby state inserted position is operations from and operation for switching the shift device on the traveling range is when done, the motor is controlled in the standby state. Therefore, the redoing of the range switching operation of the shift device and the operation of the ignition key can be omitted, the torque is output from the output shaft of the electric motor by a simple operation of depressing the accelerator pedal, and the vehicle can be started quickly.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, the present invention will be described in detail with reference to the accompanying drawings. FIG. 2 is a schematic plan view of a hybrid electric vehicle to which the present invention is applied. In this embodiment, a four-wheel drive system is employed. In the present invention, an engine 1 and a first motor generator 2 are mounted on a front portion of a vehicle as a driving force source, and the first motor generator 2 corresponds to an electric motor of the present invention.
[0015]
The engine 1 includes a known internal combustion engine, for example, a gasoline engine, a diesel engine, an LPG engine, a gas turbine engine, or the like. Further, the first motor generator 2 has a power running function of converting electric energy into mechanical energy and a regenerative function of converting mechanical energy into electric energy. Further, the crankshaft of the engine 1 and the drive shaft of the first motor generator 2 are connected to the torque synthesizing device 3.
[0016]
The torque synthesizing device 3 is configured by a known clutch mechanism or the like, and torque output from at least one of the engine 1 and the first motor generator 2 is transmitted to the automatic transmission 4 via the torque synthesizing device 3. The torque input to the automatic transmission 4 is configured to be input to a gear transmission mainly including a planetary gear mechanism via a torque converter.
[0017]
Further, the gear transmission executes a shift by engaging and disengaging a friction engagement device such as a clutch or a brake. These friction engagement devices are controlled by a hydraulic control device such as a shift solenoid valve or a manual valve provided in the automatic transmission 4. The torque output from the output shaft of the automatic transmission 4 is transmitted to the front wheels 7 via the front differential 5 and the front drive shaft 6.
[0018]
On the other hand, a second motor generator 8 is mounted at the rear of the vehicle, and the second motor generator 8 has the same function as the first motor generator 2. The torque of the second motor generator 8 is transmitted to the rear wheels 11 via the rear differential 9 and the rear drive shaft 10.
[0019]
A shift device 12 as shown in FIG. 3 is connected to the automatic transmission 4, and the driver can operate the shift device 12 to switch the automatic transmission 4 between a non-traveling state and a traveling state. It is configured as follows.
[0020]
The shift device 12 employs a floor-shift type configuration in this embodiment, and the shift device 12 is disposed near a console box (not shown) on the indoor side. First, a slide hole 14 and an indicator 15 indicating a shift position of the automatic transmission 4 are provided in the plate-shaped upper housing 13.
[0021]
The indicator 15 displays a non-traveling range for controlling the vehicle to a non-traveling state in which torque is not output from the automatic transmission 4, for example, characters such as parking (P) and neutral (N). A traveling range for controlling the traveling state to be output, for example, a reverse gear (R), a drive (D), characters corresponding to the second speed (2), and the first speed (L) are displayed.
[0022]
A shift lever 16 is inserted into the slide hole 14, and a shift button 17 is provided above the shift lever 16. A grooved pin that is moved by operating a shift button 17 is attached to a lower portion of the shift lever 16. Further, a detent plate is provided at a lower portion of the upper housing 13 so that the shift lever 16 can be switched from the parking range to the traveling range while the shift button 17 is pressed.
[0023]
Furthermore, a shift lock solenoid is provided in the vicinity of the detent plate, and a known shift lock that can shift the grooved pin and switch from the parking range to the travel range only when the brake pedal is depressed. Make up the mechanism.
[0024]
FIG. 4 is a perspective view of an ignition mechanism 18 for manually controlling the stop / start of the engine 1, the first motor generator 2, and the second motor generator 8. The key cylinder 19 is provided with a rotatable rotor 22 having an insertion hole 21 for an ignition key 20. The rotor 22 has a lock (LOCK) as an insertion position, a start (START) as a start position, and lock and start. And an on (ON) operation position as an intermediate position located between them.
[0025]
The key cylinder 19 has a well-known key interlock mechanism that enables insertion and removal of the ignition key 20 at the locked position only when the shift lever 16 is set to the parking range. Furthermore, after the ignition key 20 is inserted and operated to the start position and then released, it returns to the on position.
[0026]
FIG. 5 is a block diagram showing a main system configuration of the present invention. A battery 24 is connected to the first motor generator 2 via an inverter 23. A direct current supplied from the battery 24 is converted into an alternating current by the inverter 23 and supplied to the first motor generator 2. A battery 24 is connected to the second motor generator 8 via an inverter 25, and a DC current supplied from the battery 24 is converted into an AC current by the inverter 25 and supplied to the second motor generator 8. .
[0027]
The electronic control unit 26 controls the engine 1, the first motor generator 2, the second motor generator 8, the automatic transmission 4, the inverter 23, and the inverter 25. The electronic control unit 26 includes a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface.
[0028]
The electronic control unit 26 includes a throttle opening signal of the engine 1, a signal of an engine water temperature sensor, a signal of a pattern select switch of the automatic transmission 4, an output shaft speed signal of the automatic transmission 4, and voltages of the inverters 23 and 25. A signal, a signal of a brake switch 27, a signal of an ignition switch 28 of an ignition mechanism 18, a signal of a shift position switch or a shift button 17 of the shift device 12, and the like are input.
[0029]
On the other hand, control signals are output from the electronic control unit 26 to the engine 1, the automatic transmission 4, the inverters 23 and 25, the first motor generator 2 and the second motor generator 8, and the like. Further, the electronic control unit 26 has a self-diagnosis (diagnosis) function for checking whether or not the entire system operates normally based on signals input from various sensors.
[0030]
The stop state, standby state, and start state of the engine 1, the first motor generator 2, and the second motor generator 8 are determined by manual operation of a driving power source selection switch connected to the electronic control device 26 or by the electronic control device 26. The control is performed based on the detected traveling state of the vehicle, the operation state of the ignition mechanism 19, the shift device 12, the brake pedal, the accelerator pedal, and the like.
[0031]
Here, the stopped state of the first motor generator 2 and the second motor generator 8 means a state in which power is not supplied from the battery 24 and no torque is output from the output shaft even when the accelerator pedal is depressed. When the accelerator pedal is depressed by being supplied with power from the battery 24, a torque is output from the output shaft, and the activation state means a state in which the accelerator pedal is depressed and the torque is output from the output shaft. ing.
[0032]
Further, the electronic control unit 26 stores a shift pattern used for shift control of the automatic transmission 4, and based on a traveling state of the vehicle detected by various sensors, the shift solenoid valve of the automatic transmission 4. The lock-up clutch control valve is controlled.
[0033]
Further, the electronic control unit 26 has a system abnormality lamp 29 for displaying a system abnormality and a standby state for displaying that the engine 1, the first motor generator 2, and the second motor generator 8 have been controlled to the standby state. The display lamp 30 is connected.
[0034]
Next, an example of the control routine of the present invention will be described with reference to the flowchart shown in FIG. First, the driver inserts the ignition key 20 into the insertion hole 21 and stops at the lock position. In this state, since the switch of the circuit between the battery 24 and the electronic control device 26 has been turned off, the startup process is not performed. That is, the switch of the circuit between the battery 24 and the inverter 23 and the inverter 25 is turned off, and the first motor generator 2 and the second motor generator 8 are stopped. Further, the engine 1 is also stopped. The state of these components is similarly maintained when the ignition key 20 is operated to the accessory position.
[0035]
Next, when the ignition key 20 is operated to the ON position, the switch of the circuit between the battery 24 and the electronic control unit 26 is turned on to start the startup process. Is self-diagnosed (step 1). As a result of the self-diagnosis, if there is no abnormality in any of the system components, data is read based on signals input from various sensors to the electronic control unit 26 (step 2), and the shift position of the automatic transmission 4 is changed. Is in the non-traveling range, that is, in the parking range or the neutral range (step 3).
[0036]
If a negative determination is made in step 3, for example, if the vehicle is already running, there is no need to perform the start-up process, so this control routine is ended. If an affirmative determination is made in step 3, it is determined whether or not an operation of switching the shift device 12 from the non-traveling range to the traveling range has been performed (step 4). The determination in step 4 is made based on the presence or absence of the signal P2 output from the shift device 12 when the shift button 17 is pressed.
[0037]
As described above, the shift device 12 has the shift lock mechanism, and the shift button 17 cannot be pressed unless the brake pedal is depressed in parallel. Therefore, in this step 4, it is also determined whether or not the brake pedal is depressed. Is done.
[0038]
If a negative determination is made in step 4, that is, if there is no signal P2 of the shift button 17, the shift lever 16 is maintained in the non-traveling range and the driver's intention is to stop the vehicle. The control routine ends.
[0039]
If the determination in step 4 is affirmative, the driver is requested to start, and the shift lever 16 may be switched to the travel range. Therefore, the switch between the battery 24 and the inverter 23 is turned on. The power is supplied from the battery 24 to the inverter 23, and the first motor generator 2 is controlled to be in a standby state (step 5).
[0040]
Thereafter, a flag for permitting the start of the engine 1 is set (step 6). This flag has a logic built in another subroutine (not shown) so that it is always checked when the engine 1 is started, and is canceled by turning off the ignition key 20.
[0041]
Then, it is determined whether or not inverter 23 is ready to rotate the output shaft of first motor generator 2 (step 7). This determination is made based on the voltage signal of the inverter 23 and the like. If an affirmative determination is made in step 7, the standby state display lamp 30 that indicates that the engine 1 is in a start permission state and the first motor generator 2 is in a start state is turned on (step 8), and this control is performed. End the routine. Steps 1 to 8 correspond to the motor control means of the present invention.
[0042]
If a negative determination is made in step 8, the electronic control unit 26 determines whether or not the inverter 23 is normal (step 9). If an affirmative determination is made in step 9, this control routine ends. If a negative determination is made in step 9, the system abnormality lamp 29 is turned on to warn the driver of a warning (step 10), and the control routine is terminated.
[0043]
As described above, according to the control example of FIG. 1, when the ignition key 20 is operated to the ON position, the brake pedal is depressed, and the operation of switching from the non-travel range to the travel range is performed. Then, it is determined that the start request by the driver has been satisfied, and first motor generator 2 is controlled to be in the standby state, and engine 1 is controlled to be in the start permission state.
[0044]
Therefore, for example, even if the driver forgets to operate the ignition key 20 to the start position, the shift lever 16 is switched from the non-travel range to the travel range while depressing the brake pedal, and then the brake pedal is returned to the accelerator When the pedal is depressed, the output shaft of the first motor generator 2 rotates to output torque, and the vehicle starts. At the same time, control for starting the engine 1 can be performed.
[0045]
Therefore, it is possible to omit redoing the range switching operation of the shift lever 16 and operating the ignition key 20 to the start position, and if the simple operation of depressing the accelerator pedal is performed, the vehicle can be controlled by the output torque of the first motor generator 2. It can be started quickly.
[0046]
When the ignition key 20 is not operated to the ON position, the control routine is terminated. Therefore, when the ignition key 20 is removed from the key cylinder 19, or when the vehicle is temporarily stopped and switched to the non-traveling range. When the ignition key 20 is operated by a lock or an accessory, the first motor generator 2 is controlled to a stopped state. When the start request is established again, the first motor generator 2 is controlled to be in the standby state, so that the start operation can be reliably performed without a sense of incongruity.
[0047]
In this control routine, even when the start request is satisfied and the first motor generator 2 is controlled to be in the standby state, no torque is output from the output shaft of the first motor generator 2 unless the accelerator pedal is depressed. There is no possibility of accidentally starting.
[0048]
Further, in this activation control device, when the ignition key 20 is operated to the start position with the shift lever 16 set to the parking range, at least the start control of the engine 1 or the standby control of the first motor generator 2 is performed. It goes without saying that one is performed.
[0049]
Further, as a criterion for the operation of switching from the non-traveling range to the traveling range, which is performed in step 4 of FIG. 1, both the push signal P2 of the shift button 17 and the switching operation signal of the shift lever 17 to the traveling range may be used. Alternatively, only the operation signal for switching the shift lever 17 to the travel range may be used.
[0050]
In the control example of FIG. 1, the stop state and the standby state of the second motor generator 8 can be controlled in parallel with the control of the first motor generator 2. Further, in the present invention, a motor having only a power running function can be used as the electric motor.
[0051]
Further, the present invention can be applied to a two-wheel drive type vehicle that transmits the output of the electric motor to only one of the front wheels and the rear wheels, and can also be applied to a vehicle equipped with only the electric motor as a driving force source. is there. Furthermore, it is also possible to adopt a known column shift type as the shift device used in the present invention.
[0052]
【The invention's effect】
According to the invention, as described above, even if the ignition key has not been operated to start position for the electric motor and the standby state, the only operation of the ignition key the intermediate position where the electric motor is not in the standby state ignition key is operations from the insertion position, and, when the operation for switching the shift device on the traveling range is performed, the motor is controlled in the standby state. Therefore, it is possible to omit redoing the range switching operation of the shift device and operating the ignition key to the start position, and output the torque from the output shaft of the electric motor with a simple operation of depressing the accelerator pedal, thereby quickly starting the vehicle. be able to.
[Brief description of the drawings]
FIG. 1 is a flowchart illustrating an example of a control routine according to the present invention.
FIG. 2 is a plan view showing a schematic configuration of a hybrid electric vehicle according to an embodiment of the present invention.
FIG. 3 is a perspective view showing one embodiment of a shift device used in the present invention.
FIG. 4 is a schematic perspective view showing an ignition mechanism used in the present invention.
FIG. 5 is a block diagram showing a main system configuration of the present invention.
[Explanation of symbols]
1 engine 2 1st motor generator (electric motor)
4 Automatic transmission 8 Second motor generator (electric motor)
12 shift device 18 ignition mechanism 20 ignition key

Claims (1)

An electric motor for driving a vehicle, an automatic transmission connected to an output side of the electric motor, a shift device for switching the automatic transmission between a non-traveling range and a traveling range, an insertion position where an ignition key is inserted, and the electric motor traveling motor only operation of the ignition key with the start position and the insertion position and the activated position is controlled to the standby state with an ignition mechanism between position is set in which the motor is not in the standby state the In the vehicle start control device provided with
The ignition key is operated in said between position from the previous SL insertion position, and motor control means for controlling said electric motor to a standby state when an operation for switching the shift device on the traveling range has been performed is provided A start-up control device for a vehicle comprising a traveling motor.

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