JP5359639B2 - Control device for electric vehicle - Google Patents

Description

  The present invention relates to a control device for an electric vehicle applied to an electric vehicle, a hybrid vehicle, or the like provided with a motor and a stepped automatic transmission in a drive system.

  2. Description of the Related Art Conventionally, a hybrid vehicle is known that controls the motor rotation speed of a motor / generator so that the input rotation speed of an automatic transmission becomes a set target input rotation speed during shifting. In this motor rotation speed control, the input rotation speed of the automatic transmission during the shift is accurately controlled so that the gear ratio smoothly changes, and the desired shift time is achieved while suppressing the occurrence of shift shock. (See, for example, Patent Document 1).

Japanese Patent Laid-Open No. 10-257610

  However, for example, the conventional motor rotation speed control is performed at the time of a continuous shift in which the shift speed is continuously changed, for example, the shift from the third speed to the fourth speed is started immediately after the end of the shift from the second speed to the third speed. When applied, the following problems occur.

  That is, in motor rotation speed control (rotational speed feedback control) during gear shifting, the motor torque increases in the convergence range where the actual input rotation speed approaches the target input rotation speed, and the motor when the actual input rotation speed converges to the target input rotation speed. Torque is reduced. Therefore, when one shift is completed and the next shift is started, the motor torque once throttled is output again, and the fluctuation of the motor torque becomes large when shifting to the next shift. Further, when shifting to the next shift, the actual input rotational speed has a stepped characteristic such that the actual input rotational speed changes from a leveling state due to the rotational speed convergence. For this reason, a step change occurs in the continuous shift due to torque fluctuations and stepping of the actual input rotational speed that occur in the shift transition region from the end of one shift to the start of the next shift, and the driver and passengers feel uncomfortable. give. Further, in the shift transition region, since the progress of the shift is delayed by including a state in which the input rotation speed is flat, the time required for the shift from the start to the end of the continuous shift becomes longer.

  The present invention has been made paying attention to the above-mentioned problem, and suppresses torque fluctuation and stepping of the input rotational speed that occur during the start of the next shift from one shift during a continuous shift. An object of the present invention is to provide a control device for an electric vehicle capable of ending a continuous shift with a high-quality shift while improving the feeling and shortening the shift required time.

In order to achieve the above object, in the control device for an electric vehicle according to the present invention, the drive system includes a motor, a stepped automatic transmission, and a drive wheel, and during the shift of the stepped automatic transmission, The rotational speed of the motor is controlled so that the transmission input rotational speed becomes the target input rotational speed.
In this electric vehicle control device, a continuous shift determination unit that determines whether or not the shift between adjacent shift stages from the current shift stage to the final shift stage is a continuous shift continuously performed a plurality of times. When the continuous shift determination unit determines that the shift is a continuous shift, the target motor torque calculated based on the driver request torque is applied to the motor from the current shift stage to the last previous shift stage. get command to maintain the motor torque control by, the shifting from the last previous gear position to the final gear position is started, from the motor Tato torque control, to the motor, calculated target based on the shift pattern and the vehicle speed A shift-time motor control means for changing to motor rotation speed control based on a command for obtaining the input rotation speed is provided.

In the control apparatus for an electric vehicle according to the present invention, the target motor calculated based on the driver required torque is applied to the motor from the current shift stage to the previous shift stage when it is determined that the shift is a continuous shift. Motor torque control based on a command for obtaining torque is maintained. For example, if the motor rotation speed control is performed during the continuous shift as well as the one-speed shift between adjacent gears, the torque fluctuation and the stepping of the actual input rotation speed may occur while the next shift is started from one shift. Occur. However, by adopting the motor torque control during the continuous shift until the shift to the final shift stage is started, the occurrence of this torque fluctuation and the stepping of the actual input rotational speed can be suppressed, and the stepping of the continuous shift is suppressed. The feeling is improved and the time required for shifting is shortened.
When the shift from the previous shift stage to the final shift stage is started, the motor control is based on a command for obtaining the target input rotation speed calculated based on the shift pattern and the vehicle speed from the motor torque control. Changed to motor speed control. Therefore, with regard to the shift to the final shift stage, the continuous shift can be terminated by a high-quality shift that suppresses a shock and a feeling of extension by controlling the actual input rotation speed with good response to the target input rotation speed.
As a result, during continuous shifts, torque fluctuations that occur during the start of the next shift from one shift and the stepping of the input rotational speed are suppressed, improving the stepped feeling of continuous shifts and reducing the required shift time. As shown, the continuous shift can be terminated by a high-quality shift.

1 is an overall system diagram showing an FR hybrid vehicle (an example of an electric vehicle) by rear wheel drive to which a control device of Embodiment 1 is applied. It is a figure which shows an example of the shift map of automatic transmission AT set to AT controller 7 of Example 1. FIG. It is a figure which shows an example of the EV-HEV selection map set to the mode selection part of the integrated controller 10 of Example 1. FIG. It is a skeleton diagram showing an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied. It is a fastening operation | movement table | surface which shows the fastening state of each friction element for every gear stage in automatic transmission AT mounted in FR hybrid vehicle with which the control apparatus of Example 1 was applied. FIG. 3 is a control block diagram illustrating a shift-time motor control system included in the integrated controller 10 and the motor controller 2 according to the first embodiment. 4 is a flowchart illustrating a flow of a shift motor control process executed by the integrated controller 10 according to the first embodiment. Shift command gear ratio (NextGP_MAP), control gear ratio (NextGP), current gear ratio (CurGP), and continuous shift during EV running on an FR hybrid vehicle to which the control device of the first embodiment is applied and during continuous upshift 4 is a time chart showing characteristics of determination, torque control determination, inertia phase flag (SIP), coast determination, accelerator opening (APO), target drive torque, and MG torque. Characteristics of actual input speed, target input speed, and MG torque in the comparative example, and actual input speed, target input speed, and MG in Example 1 during continuous shift from 2nd speed to 3rd speed to 4th speed It is a time chart which shows contrast of each characteristic of torque. It is a calculation block diagram which shows the calculation method for calculating | requiring a target motor torque from the coast driving force according to the vehicle speed at the time of a coast. It is a figure which shows the characteristic of the transmission input torque (T / M input torque) for every gear stage which implement | achieves a required driving force.

  Hereinafter, the best mode for realizing an electric vehicle control apparatus of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of an electric vehicle) to which the control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor / generator MG (motor), a second clutch CL2, and an automatic Transmission AT, transmission input shaft IN, mechanical oil pump MO / P, sub oil pump SO / P, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left It has a rear wheel RL (drive wheel) and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor / generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. Engagement / semi-engagement state / release is controlled by the first clutch control oil pressure. As the first clutch CL1, for example, a normal state in which complete engagement is maintained by an urging force of a diaphragm spring, and from complete engagement to slip engagement to complete release is controlled by stroke control using a hydraulic actuator 14 having a piston 14a. A closed dry single plate clutch is used.

  The motor / generator MG is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from the motor controller 2. It is controlled by applying. The motor / generator MG can operate as an electric motor that rotates by receiving electric power supplied from the battery 4 (powering). When the rotor receives rotational energy from the engine Eng or driving wheels, the stator coil The battery 4 can also be charged (regeneration) by functioning as a generator that generates electromotive force at both ends of the battery. Note that the rotor of the motor / generator MG is connected to the transmission input shaft IN of the automatic transmission AT.

  The second clutch CL2 is a clutch interposed between the motor / generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. Fastening / slip fastening / release is controlled by the controlled hydraulic pressure. As the second clutch CL2, for example, a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in a hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is a stepped transmission that automatically switches the stepped gears according to the vehicle speed, the accelerator opening, and the like. In the first embodiment, the automatic transmission AT has seven forward speeds and one reverse gear stage. It is a step transmission. In the first embodiment, the second clutch CL2 is not newly added as a dedicated clutch independent of the automatic transmission AT, but a plurality of friction elements that are engaged at each gear stage of the automatic transmission AT. Among them, a friction element (clutch or brake) that matches a predetermined condition is selected.

  A mechanical oil pump M-O / P driven by the transmission input shaft IN is provided on the transmission input shaft IN (= motor shaft) of the automatic transmission AT. And when the discharge pressure from the mechanical oil pump MO / P is insufficient when the vehicle is stopped, etc., a sub oil pump SO / P driven by an electric motor is provided in the motor housing or the like in order to suppress a decrease in hydraulic pressure. . The drive control of the sub oil pump S-O / P is performed by an AT controller 7 described later.

  A propeller shaft PS is connected to the transmission output shaft of the automatic transmission AT. The propeller shaft PS is coupled to the left and right rear wheels RL and RR via a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  In this FR hybrid vehicle, as driving modes depending on driving modes, an electric vehicle traveling mode (hereinafter referred to as “EV traveling mode”), a hybrid vehicle traveling mode (hereinafter referred to as “HEV traveling mode”), and driving. Torque control travel mode (hereinafter referred to as “WSC travel mode”).

  The “EV travel mode” is a mode in which the first clutch CL1 is released and the vehicle travels only with the driving force of the motor / generator MG, and includes a motor travel mode and a regenerative travel mode. This “EV running mode” is selected when the required driving force is low and the battery SOC is secured.

  The “HEV travel mode” is a mode that travels with the first clutch CL1 engaged, and has a motor assist travel mode, a power generation travel mode, and an engine travel mode, and travels in any mode. This “HEV travel mode” is selected when the required driving force is high or when the battery SOC is insufficient.

  In the “WSC travel mode”, the second clutch CL2 is maintained in the slip engagement state by controlling the rotational speed of the motor / generator MG, and the clutch transmission torque passing through the second clutch CL2 depends on the vehicle state and the driver's operation. In this mode, the clutch torque capacity is controlled so that the required driving torque is determined. The “WSC travel mode” is selected in a travel region where the engine speed is lower than the idle speed, such as when the vehicle is stopped, started, or decelerated in the selected state of the “HEV travel mode”.

Next, the control system of the FR hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The controllers 1, 2, 5, 7, and 9 and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4 and supplies the battery SOC information to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / semi-engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the hydraulic control valve unit CVU.

The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 and the like. When traveling with the D range selected, the optimum shift speed is searched based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map shown in FIG. The control command to obtain is output to the hydraulic control valve unit CVU. The shift map is a map in which an up shift line and a down shift line are written according to the accelerator opening APO and the vehicle speed VSP, as shown in FIG.
In addition to this shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the hydraulic control valve unit CVU. Perform clutch control.
Further, when a shift control command is output from the integrated controller 10 in engine start control or the like, the shift control according to the shift control command is performed in preference to the normal shift control.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input. The target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  The integrated controller 10 searches for the optimum driving mode according to the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the EV-HEV selection map shown in FIG. 3, and the searched driving mode is set as the target driving. It has a mode selection part which selects as a mode. In this EV-HEV selection map, there is an EV⇒HEV switching line that switches from “EV driving mode” to “HEV driving mode” when the operating point (APO, VSP) that exists in the EV region crosses, and in the HEV region When the driving point (APO, VSP) crosses, the HEV ⇒ EV switching line that switches from “HEV driving mode” to “EV driving mode” and the driving point (APO, VSP) is in the WSC area when “HEV driving mode” is selected. When entering, HEV⇒WSC switching line to switch to “WSC driving mode” is set. The HEV → EV switching line and the HEV → EV switching line are set with a hysteresis amount as a line dividing the EV region and the HEV region. The HEV⇒WSC switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idling speed when the automatic transmission AT is in the first speed. However, if the battery SOC falls below a predetermined value while the “EV travel mode” is selected, the “HEV travel mode” is forcibly set as the target travel mode.

  FIG. 4 is a skeleton diagram illustrating an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eng and the motor / generator MG is input from a transmission input shaft Input. The rotational speed is changed by one planetary gear and the seven friction elements, and is output from the transmission output shaft Output.

  The transmission gear mechanism includes a first planetary gear set GS1, a third planetary gear G3, and a first planetary gear set G3 formed by a first planetary gear G1 and a second planetary gear G2 in order on an axis from the transmission input shaft Input side to the transmission output shaft Output side. A second planetary gear set GS2 with four planetary gears G4 is arranged. Further, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, a first pinion P1, and a first carrier PC1. The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, a second pinion P2, and a second carrier PC2. The third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, a third pinion P3, and a third carrier PC3. The fourth planetary gear G4 is a single pinion type planetary gear having a fourth sun gear S4, a fourth ring gear R4, a fourth pinion P4, and a fourth carrier PC4.

  The transmission input shaft Input is connected to the second ring gear R2 and inputs rotational driving force from at least one of the engine Eng and the motor generator MG. The transmission output shaft Output is coupled to the third carrier PC3, and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first clutch C1 (= input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft Input and the second connecting member M2. The second clutch C2 (= direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (= H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. The second one-way clutch F2 (= 1 & 2 speed one-way clutch 1 & 2OWC) is disposed between the third sun gear S3 and the fourth sun gear S4. The first brake B1 (= front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 (= first speed one-way clutch 1stOWC) is arranged in parallel with the first brake B1. The second brake B2 (= low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (= 2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. The fourth brake B4 (= reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC3 with respect to the transmission case Case.

  FIG. 5 is a fastening operation table showing a fastening state of each friction element for each gear stage in the automatic transmission AT mounted on the FR hybrid vehicle to which the control device of the first embodiment is applied. In FIG. 5, ◯ indicates that the friction element is hydraulically engaged in the drive state, and (◯) indicates that the friction element is hydraulically engaged (one-way clutch operation in the drive state) in the coast state. No mark indicates that the friction element is in a released state.

  Of the friction elements provided in the speed change gear mechanism configured as described above, one of the friction elements that have been fastened is released, and one of the friction elements that have been released is fastened, thereby performing a changeover speed change. Thus, as described below, it is possible to realize a first reverse speed with seven forward speeds.

  That is, in the “first speed”, only the second brake B2 is engaged, and thereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. In “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

  FIG. 6 is a control block diagram illustrating a shift-time motor control system included in the integrated controller 10 and the motor controller 2 according to the first embodiment.

  The integrated controller 10 includes a drive torque map setting unit 10a, an energy management calculation unit 10b, a motor torque calculation unit 10c during continuous shift, a target motor torque selection unit 10d, a target input rotation number calculation unit 10e, and an AND circuit. 10f.

  The driving torque map setting unit 10a sets a driving torque map based on the accelerator opening and the motor rotational speed, and calculates a target driving torque based on the input accelerator opening information and the motor rotational speed information.

  When the “HEV mode” is selected, the energy management calculation unit 10b is divided into the target engine torque and the target motor torque in consideration of energy efficiency, and the “EV mode” is selected. The target drive torque is all shared by the target motor torque. Then, the target engine torque is output to the engine controller 1, and the target motor torque is output to the target motor torque selection unit 10d.

  The continuous torque motor torque calculation unit 10c corrects the motor torque to the motor / generator MG to a value higher than the driver request torque during the continuous shift, and outputs it to the target motor torque selection unit 10d.

  When the continuous shift determination is OFF, the target motor torque selection unit 10d selects the target motor torque from the energy management calculation unit 10b as the final target motor torque. When the continuous shift determination is ON, the target motor torque selection unit 10d The motor torque at the time of continuous shift from the calculation unit 10c is selected as the target motor torque. Then, the selected target motor torque is output to the rotation speed control / torque control selection unit 2a.

  The target input speed calculation unit 10e inputs a shift pattern (type of shift) and a vehicle speed VSP (transmission output speed), and smoothly in the inertia phase during the shift according to the shift pattern and the transmission output speed. The target input rotational speed to be changed is calculated, and the target input rotational speed is output to the rotational speed control / torque control selection unit 2a.

  The AND circuit 10f turns on the rotational speed control determination result when both the condition that the gear is being changed and the condition that it is not the continuous gear shift are satisfied, and turns off the rotational speed control determination result otherwise. Is output to the rotational speed control / torque control selection unit 2a.

  The motor controller 2 includes a rotation speed control / torque control selection unit 2a and an MG operating point calculation unit 2b.

  The rotational speed control / torque control selection unit 2a inputs the rotational speed control determination result, the target input rotational speed, and the target motor torque, and when the rotational speed control determination result is ON, selects the target input rotational speed, When the control determination result is OFF, the target motor torque is selected.

  The MG operating point calculator 2b calculates the motor operating point (Nm, Tm) of the motor / generator MG that obtains the target input rotational speed when the target input rotational speed is selected, and when the target motor torque is selected, the target motor torque is calculated. The motor operating point (Nm, Tm) of the motor / generator MG is obtained.

FIG. 7 is a flowchart showing a shift motor control process executed by the integrated controller 10 of the first embodiment (shift motor control means). Hereinafter, each step of FIG. 7 will be described.
“NextGP_MAP” is a gear shift command gear ratio, and is output when the operating point crosses the shift line on the shift map shown in FIG. “NextGP” is a control gear ratio, and is output at the start of each shift control. “CurGP” is the current gear ratio and is output at the end of each shift control. “SIP” is an inertia phase flag, and SIP ≠ 0 is output during the inertia phase in which the gear ratio (input rotation speed) changes as the speed change operation proceeds.

  In step S1, it is determined whether or not a shift is in progress (from the start of shift to the end of shift). If YES (shift is in progress), the process proceeds to step S3. If NO (shift is not in progress), the process proceeds to step S2. move on.

  In step S2, following the determination that shifting is not being performed in step S1, motor torque control is executed on the motor / generator MG by a command for obtaining the target motor torque calculated based on the driver request torque, and the process proceeds to return.

In step S3, following the determination in step S1 that the shift is being performed, it is determined whether or not the continuous shift determination is ON. If YES (continuous shift determination ON), the process proceeds to step S5, and NO (continuous) If the shift determination is OFF), the process proceeds to step S4.
Here, the continuous shift determination is set to ON when the shift command gear ratio NextGP_MAP is output when an upshift command that is 2 or more larger than the gear ratio before shifting is output. Further, the shift command gear ratio NextGP_MAP is set to OFF when a shift command having a gear ratio before shifting of ± 1 is output. After turning on, the control gear ratio NextGP is turned off when NextGP = CurGP is reached due to completion of an upshift greater by 2 or more, or when 5 seconds elapses after turning on. .

  In step S4, following the determination that the continuous shift determination is OFF in step S3 or the determination that the torque control continuation determination is OFF in step S5, the shift pattern and the vehicle speed VSP are set to the motor / generator MG. Based on the command to obtain the calculated target input rotation speed based on this, the motor rotation speed control is executed, and the process proceeds to return.

In step S5, following the determination that the continuous shift determination is ON in step S3, it is determined whether the torque control continuation determination is ON. If YES (torque control continuation determination ON), the process proceeds to step S6. If NO (torque control continuation determination OFF), the process proceeds to step S4.
Here, the torque control continuation determination is
・ SIP ≠ 0 (during inertia phase)
・ When coast is judged ・ AT oil temperature> set temperature ・ When the current gear CurGP is the first gear (for example: CurGP = 1, 2, 3, 4)
Turns ON when the above conditions are satisfied by AND. Note that the AT oil temperature condition is included in order to eliminate the case where the release clutch that has been advanced at low temperature is poorly pulled out.
The torque control continuation determination is
・ SIP ≠ 0 & NextGP_MAP ≦ CurGP + 1
・ Coast judgment = OFF
-AT oil temperature ≤ set temperature-If the current gear stage CurGP is not the first gear stage (eg: CurGP = 1, 2, 3, 4)
Turns OFF when the above conditions are satisfied by OR.

In step S6, following the determination that the torque control continuation determination is ON in step S5, the motor torque during continuous shift is calculated, and the process proceeds to step S7.
Here, the motor torque during continuous shifting is
Motor torque during continuous shift = target drive torque x coefficient (with lower limit set)
Is calculated as a value larger than the target drive torque (= driver required torque).
When SIP = 0, the lower limit value is given by lower limit value = Max {constant (for each gear (CurGP)), RLIMMG1}. When SIP ≠ 0, the lower limit value is given by RLIMMG.

  In step S7, subsequent to the calculation of the motor torque during continuous shift in step S6, torque control during continuous shift using the motor torque during continuous shift as a target value is executed, and the process proceeds to return.

Next, the operation will be described.
The operation of the control apparatus for the FR hybrid vehicle of the first embodiment will be described by dividing it into “motor control operation during coast continuous shift”, “contrast operation of motor control during continuous shift”, and “torque control operation during continuous shift”.

[Motor control action during coast continuous shift]
The motor control processing operation at the time of the coast continuous shift according to the first embodiment will be described with reference to the flowchart of FIG.

  When the speed is not being changed, the flow of steps S1 → S2 → return is repeated in the flowchart of FIG. 7, and motor torque control for matching the motor torque to the target motor torque is executed as control of the motor / generator MG. .

  When a shift is being performed but an upshift or a downshift between adjacent shift stages and the continuous speed shift determination is OFF, in the flowchart of FIG. 7, the flow proceeds from step S1 to step S3 to step S4 to return. Repeatedly, as the control of the motor / generator MG, the motor rotation speed control is executed so that the motor rotation speed matches the target input rotation speed of the automatic transmission AT at the time of shifting.

When shifting is in progress, the continuous speed shift determination is ON, and the torque control continuation determination is ON, in the flowchart of FIG. 7, the flow proceeds from step S1, step S3, step S5, step S6, step S7, and return. Is repeated, and as a control of the motor / generator MG, a continuous shift torque control is executed to match the motor torque with the continuous shift motor torque calculated in step S6.
Here, in the continuous shift determination, the shift command gear ratio NextGP_MAP is turned ON when an upshift gear shift command that is 2 or more larger than the gear ratio before shift is output. In the torque control continuation determination,
・ SIP ≠ 0 (during inertia phase)
・ When coast is judged ・ AT oil temperature> set temperature ・ When the current gear CurGP is the first gear (for example: CurGP = 1, 2, 3, 4)
Turns ON when the above conditions are satisfied by AND.

If the torque control continuation determination is turned off in step S5, which is the torque control continuation determination step, during continuous shift torque control, step S1 → step S3 → step S5 → step S4 in the flowchart of FIG. → The flow to return is repeated, and as the control of the motor / generator MG, motor rotation speed control is executed so that the motor rotation speed matches the target input rotation speed of the automatic transmission AT at the time of shifting.
Here, in the torque control continuation determination,
・ SIP ≠ 0 & NextGP_MAP ≦ CurGP + 1
・ Coast judgment = OFF
-AT oil temperature ≤ set temperature-If the current gear stage CurGP is not the first gear stage (eg: CurGP = 1, 2, 3, 4)
Turns OFF when the above conditions are satisfied by OR.

  When the upshift continuous shift is completed, in the flowchart of FIG. 7, the flow proceeds from step S1 to step S2 to return, and the motor / generator MG is controlled to return to motor torque control that matches the motor torque with the target motor torque. To do.

  Therefore, for example, the driving point (VSP, APO) is located at the point C in FIG. 2, and the driving point (VSP, APO) is changed to FIG. The case of shifting to point D will be described with reference to the time chart of FIG.

  When the accelerator release operation is started at time t0, the shift command gear ratio NextGP_MAP issues a 2 → 3 shift command by crossing the 2 → 3 upshift line at time t1, and the accelerator opening APO is coasted at time t2. The coast judgment is ON when the judgment opening is below. Then, by crossing the 3 → 4 up shift line at time t3, the shift command gear ratio NextGP_MAP issues a 3 → 4 shift command, and the continuous shift determination is switched from OFF to ON. When the accelerator opening APO is fully closed at time t4, the target drive torque and the MG torque show a characteristic that decreases as the accelerator opening APO decreases from time t0 to time t4. Then, when the control gear ratio NextGP changes from the second gear ratio to the third gear ratio at time t5, the upshift from the second gear to the third gear is started.

  If the inertia phase starts at time t6 during the 2nd gear → 3rd gear upshift from time t5, the torque control continuation determination switches from OFF to ON, and the inertia phase flag SIP switches from OFF to ON. The torque control at the time of shifting is executed, and at time t7, the inertia phase flag SIP is switched from ON to OFF, and the inertia phase ends. Therefore, during the inertia phase from time t6 to time t7, as shown by the MG torque characteristics indicated by the solid line, it fluctuates in the start phase of the inertia phase, but thereafter changes at a low torque. By the way, during the inertia phase from time t6 to time t7, in the case of comparative control, since the motor rotation speed control is executed as the motor / generator MG control, the actual input as shown in the dotted line MG torque characteristics A rapid increase in motor torque is observed in the latter half of the inertia phase, where the rotation speed converges to the target input rotation speed.

  When the current gear CurGP changes from the 2nd gear ratio to the 3rd gear ratio at time t8, the upshift from 2nd gear to 3rd gear is completed, and at time t9, the control gear ratio NextGP is shifted from the 3rd gear ratio to the 4th gear. The ratio shifts and the upshift from the 3rd speed to the 4th speed is started, and the torque control at the time of the continuous shift is continued until the inertia phase of the 3rd speed → the 4th speed upshift is started at the time t10. Will be left. Therefore, during the shift shift from time t7 to time t10, the MG torque is maintained at the lower limit value as shown by the solid line MG torque characteristics. Incidentally, during the shift transition from the time t7 to the time t10, in the case of the comparative example control, the rapidly increased motor torque is once reduced as shown in the MG torque characteristics by the dotted line.

  If the inertia phase is started at time t10 during the 3rd gear → 4th gear upshift from time t9, the torque control continuation determination is switched from ON to OFF, and the inertia phase flag SIP is switched from OFF to ON. From the torque control at the time of shifting to the motor speed control, at time t11, the inertia phase flag SIP is switched from ON to OFF, and the motor speed control is maintained until the inertia phase ends. Therefore, during the inertia phase from time t10 to time t11, motor speed control is executed as control of the motor / generator MG. Therefore, as shown in the solid line MG torque characteristics and the dotted line MG torque characteristics, the actual input rotation The same characteristic is observed in which the motor torque rapidly increases in the latter half of the inertia phase in which the number is converged to the target input rotational speed.

  When the current gear CurGP changes from the 3rd gear ratio to the 4th gear ratio at time t12, the upshift from the 3rd gear to the 4th gear ends, and at time t12, the continuous gear shift determination is switched from ON to OFF, and the 4th gear. Torque control at is started.

[Contrast effect of motor control during continuous shifting]
FIG. 9 shows the characteristics of the actual input speed, the target input speed, and the MG torque in the comparative example and the actual input speed and the target input in the first embodiment at the time of continuous shift from the second speed to the third speed to the fourth speed. It is a time chart which shows contrast of each characteristic of number of rotations and MG torque. Hereinafter, the contrast operation of the motor control during continuous shift will be described with reference to FIG.

First, in the case of continuous shift from 2nd speed → 3rd speed → 4th speed, both the 2nd speed → 3rd speed up shift and the 3rd speed → 4th speed upshift are both motor speed control (feedback control) and the comparative example To do.
In the case of this comparative example, when the motor speed control is performed at the time of upshifting from the 2nd speed to the 3rd speed, in the region where the actual input speed converges to the target input speed, the actual input speed is reduced to reduce the input speed deviation. In order to eliminate this, the motor torque increases rapidly. When the actual input rotational speed approaches the target input rotational speed and converges, the motor rotational torque is suddenly reduced because the input rotational speed deviation is eliminated. When the upshift from the 2nd speed to the 3rd speed is finished and the upshift from the 3rd speed to the 4th speed is started, the motor torque once throttled is output again. Therefore, as shown in the MG torque characteristics in the comparative example of FIG.
Further, the actual input rotational speed at the time of transition from the end of the 2nd speed → 3rd speed up shift to the start of the 3rd speed → 4th speed upshift is the target input speed as shown in the actual input speed characteristics of the frame A. Due to the convergence to the number, the stepped characteristic in which the rotational speed decreases from the state where the actual input rotational speed is flat.

  For this reason, the 2nd speed → the 3rd speed upshift is completed and the next 3rd speed → the 4th speed upshift is started. → The continuity from the 3rd speed up shift to the 3rd speed → 4th speed up shift is lost, and a stepped feeling of the continuous shift occurs. This stepped feeling of continuous shifting causes a sense of incongruity to the driver and passengers. Further, in the shift transition region, since the rotation speed maintaining characteristic that suppresses the decrease in the actual input rotation speed elapses, the progress of the shift is delayed, and the shift required time required from the start to the end of the continuous shift become longer.

  As described above, in the case of the comparative example, when the second speed → the third speed → the fourth speed is changed continuously, the second speed → the third speed up shift is used as the motor rotation speed control. The required time becomes longer, and the shift feeling becomes worse.

  On the other hand, in the first embodiment, when it is determined that the shift is a continuous shift, from the current shift stage to the last shift stage, that is, in the case of a continuous shift from the second speed → the third speed → the fourth speed, The torque control of the motor / generator MG is maintained until the upshift from the 2nd speed to the 3rd speed, and when the shift from the previous shift stage to the final shift stage, that is, the 3rd speed → 4th upshift is started, The motor / generator MG is changed from torque control to rotational speed control.

  Therefore, when it is determined that the continuous shift is from the second speed to the third speed to the fourth speed, the torque control of the motor / generator MG is maintained until the upshift from the second speed to the third speed. For this reason, the MG torque shows a smooth characteristic that follows the target motor torque as shown in the MG torque characteristic of the frame B, as in the case where the motor rotation speed control is performed by the upshift from the second speed to the third speed. Generation of torque fluctuation can be suppressed.

  In the upshift range from the 2nd speed to the 3rd speed, the actual input rotational speed decreases as the shift progresses, and the actual input rotational speed is the rotational speed at which the 3rd speed → 4th speed upshift starts (the 3rd speed in gear). Rotational speed), the 3rd speed → 4th speed up shift by the motor speed control is started as it is, and the actual input speed characteristics are the same as when the motor speed control is performed by the 2nd speed → 3rd speed upshift. The occurrence of stepping can be suppressed.

  As a result of changing the 2nd speed → 3rd speed up shift to motor torque control in this way, the change in the input rotation speed is smooth and the change time of the input rotation speed is shortened. The shift required time is shortened (response improvement), and the shift feeling can be improved at the time of continuous shift from 2nd speed → 3rd speed → 4th speed.

  When the upshift from the 3rd speed to the 4th speed is started, the motor control is changed from the torque control to the rotation speed control. Therefore, with regard to the upshift from the 3rd speed to the 4th speed, the high speed 3rd speed → the 4th speed upshift which suppresses the feeling of shock and stretch by controlling the actual input speed to the target input speed with good response. The shift can be finished.

[Torque control action during continuous shifting]
In the first embodiment, when torque control at the time of continuous gear shift is being executed for the motor / generator MG based on the determination that the coast continuous shift is performed by the accelerator release operation, a torque command to the motor / generator MG is transmitted to the driver. The command is used to obtain a motor torque during continuous shift having a value larger than the required torque.

  This is because the T / M input torque during motor torque control is smaller in the case of continuous shift in the coast state, so the input rotation is faster than that of an engine vehicle that does not have a motor / generator MG installed on the input side of the automatic transmission AT. This is because the change in the number is less likely to occur. The reason will be described below.

  As shown in FIG. 11, the T / M input torque that realizes the driving force required by the driver has the highest first speed torque, the second speed torque, the third speed torque, the fourth speed torque, the fifth speed torque, and the seventh speed torque. The gear becomes lower as the gear goes to the high side, and becomes positive torque only when the first speed is selected in the low speed range, and becomes negative torque after the second speed when the vehicle speed exceeds the low speed range.

  Therefore, in calculating the target motor torque, as shown in FIG. 10, a target creep / coast driving force map with respect to the vehicle speed is given by the T / M input torque characteristics for realizing the required driving force shown in FIG. The target coast drive torque is obtained from the vehicle speed VSP. Then, the target coast driving force is divided by the actual gear ratio so that the driving force becomes constant, the coast driving torque is obtained, and the target motor torque is calculated by subtracting the engine friction torque from the coast driving torque.

  Therefore, T / M input torque that realizes the required driving force during motor torque control (in-gear state) realizes the required driving force in the engine car when the gear is continuously shifting in the coast state and not the final gear stage. Smaller than the T / M input torque. For example, during a continuous shift of 2nd speed → 3rd speed → 4th speed, if the final speed is not the 4th speed, the negative torque of the 3rd speed torque is compared with the negative torque level of the 4th speed torque as shown in FIG. The level becomes smaller.

  Therefore, in the case of continuous shift in the coast state, when the torque control is continued without shifting to the rotational speed control, a command for obtaining the target motor torque calculated based on the T / M input torque characteristic that realizes the required driving force. If it is the structure which outputs, the change of input rotation speed does not occur easily, and shortening of the high shift required time (response improvement) cannot be aimed at.

  On the other hand, the torque command to the motor / generator MG is increased during execution of torque control at the time of continuous shift for the motor / generator MG. It can aim to shorten the required time (improve response).

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) The drive system includes a motor (motor / generator MG), a stepped automatic transmission AT, and drive wheels (left and right rear wheels RL, RR). In the control device for an electric vehicle (FR hybrid vehicle) that controls the rotation speed of the motor (motor / generator MG) so that the transmission input rotation speed becomes the target input rotation speed, the current shift speed to the final shift speed A continuous shift determining unit (step S3) for determining whether or not the shift between adjacent gears is continuously performed a plurality of times, and the continuous shift determining unit (step S3). ), The torque control of the motor (motor / generator MG) is maintained from the current shift stage to the last shift stage, and from the last shift stage to the final shift stage. When shifting is started, the mode A motor controller for shifting (FIG. 7) is provided for changing the motor (motor / generator MG) from torque control to rotational speed control.
For this reason, during continuous shifts, torque fluctuations that occur during the start of the next shift from one shift and the stepping of the input rotational speed are suppressed, improving the feeling of stepping of the continuous shift and reducing the required shift time. As shown, the continuous shift can be terminated by a high-quality shift.

(2) The shift motor control means (FIG. 7) includes a torque control continuation determination unit (step S5) that determines a continuation condition of torque control, and the continuous shift determination unit (step S3) and the torque control continuation. Torque control of the motor (motor / generator MG) from the current shift stage to the last shift stage at the time when the determination unit (step S5) determines that the up-continuous shift is performed by the accelerator release operation. A motor torque calculation unit (step S6) at the time of continuous shift for calculating a torque command to the motor (motor / generator MG) to a value larger than the driver request torque.
Therefore, during torque control during continuous shift with up-continuous shift by accelerator release operation, the change in the input rotation speed to the automatic transmission AT is promoted, and compared with the case where a motor torque command is output based on the driver request torque, The time required for shifting can be shortened.

  As mentioned above, although the control apparatus of the electric vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, as an example of the continuous shift, an up continuous shift in a coast state in which the speed is changed from 2nd speed to 3rd speed to 4th speed is shown. However, the present invention can also be applied to a case where the gear stage is continuously shifted in three or more stages, and the torque control is maintained until the final gear shift even in the case of three or more consecutive gear shifts. Further, the present invention can be applied not only to the continuous upshift but also to the continuous downshift. Further, the control of the present invention can be applied to the continuous upshift and the down continuous shift in the drive state.

  In the first embodiment, an example is shown in which the second clutch CL2 is selected from the friction elements incorporated in the stepped automatic transmission AT. However, the second clutch CL2 may be provided separately from the automatic transmission AT. For example, the second clutch CL2 may be provided separately from the automatic transmission AT between the motor / generator MG and the transmission input shaft. An example in which the second clutch CL2 is provided separately from the automatic transmission AT between the transmission output shaft and the drive wheels is also included.

  In the first embodiment, an example in which a stepped automatic transmission with 7 forward speeds and 1 reverse speed is used as the automatic transmission. However, the number of gears is not limited to this, and any automatic transmission that has three or more gears as gears may be used.

  In the first embodiment, an example of application to a FR hybrid vehicle with one motor and two clutches is shown. However, the present invention can be applied not only to other types of FR or FF hybrid vehicles, but also to electric vehicles, fuel cell vehicles, and the like equipped with only a motor. In short, any electric vehicle having a motor, a stepped automatic transmission, and drive wheels in the drive system can be applied.

Eng engine
CL1 1st clutch
MG motor / generator (motor)
CL2 2nd clutch
AT automatic transmission
IN Transmission input shaft
MO / P mechanical oil pump
SO / P sub oil pump
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller

Claims (2)

The drive system includes a motor, a stepped automatic transmission, and drive wheels.
In the control device for an electric vehicle that controls the rotational speed of the motor so that the transmission input rotational speed becomes the target input rotational speed during the shifting of the stepped automatic transmission,
A continuous shift determination unit that determines whether or not the shift between adjacent shift stages from the current shift stage to the final shift stage is a continuous shift that is continuously performed a plurality of times;
A motor based on a command for obtaining a target motor torque calculated based on a driver request torque for the motor from the current shift stage to the last previous shift stage when the continuous shift determination unit determines that the shift is a continuous shift. maintaining torque control, the shifting from the last previous gear position to the final gear position is started, from the motor Tato torque control, to the motor, the target input rotational speed Ne that is calculated on the basis of the shift pattern and the vehicle speed An apparatus for controlling an electric vehicle, characterized in that a motor control means for shifting is provided for changing to motor rotation speed control based on a command to be obtained . In the control device of the electric vehicle according to claim 1,
The shift-time motor control means includes a torque control continuation determination unit that determines a continuation condition of torque control,
Torque control of the motor from the current shift stage to the last previous shift stage when the continuous shift determination unit and the torque control continuation determination unit determine that an up continuous shift is performed by an accelerator release operation. A continuous shift motor torque calculation unit for calculating a motor torque at the time of continuous shift with an increased negative torque level of the target drive torque calculated based on a target creep / coast drive force map with respect to the vehicle speed as a torque command to the motor. A control device for an electric vehicle comprising:

Images