JP5736720B2 - Motor control device - Google Patents

Description

  The present invention relates to a motor control device.

  In Patent Document 1, in a vehicle in which a clutch is interposed between an electric motor and a drive wheel, the electric motor is switched from torque control to rotational speed control when the traveling range is switched to the non-traveling range while the vehicle is traveling. Thus, a technique for suppressing the increase in the rotational speed of the clutch input shaft is disclosed.

JP 9-327104 A

However, in the above prior art, since the shift to the rotational speed control is performed simultaneously with the switching from the traveling range to the non-traveling range, the rotational speed control is started before the clutch hydraulic pressure is released. Is transmitted to the drive wheels, and there is a problem that a shock occurs in the vehicle.
The objective of this invention is providing the motor control apparatus which can suppress the shock at the time of transfer from torque control to rotation speed control by selection of a non-traveling range.

In order to achieve the above object, according to the present invention, when a release request is made for a clutch that releasably couples an electric motor and a drive wheel, rotation is started from torque control after it is determined that the clutch hydraulic pressure is released. Switch to number control.

  In the present invention, until the motor torque is no longer transmitted, the control is not shifted to the rotational speed control, and the torque control is continued. Can be suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic plan view showing a power train of a hybrid vehicle of Example 1 to which a motor control device of the present invention is applied. It is a block diagram which shows the control system of the power train shown in FIG. It is a block diagram according to function of the integrated controller in the control system shown in FIG. FIG. 4 is a characteristic diagram of a target driving force used when a target driving force calculation unit in FIG. 3 obtains a target driving force. FIG. 2 is an area diagram showing an electric travel (EV) mode area and a hybrid travel (HEV) mode area of a hybrid vehicle. It is a characteristic diagram which shows the target charging / discharging amount characteristic with respect to the battery electrical storage state of a hybrid vehicle. It is an example of the shift map which determines the target gear stage SHIFT. It is engine torque increase progress explanatory drawing which shows the increase progress of the engine torque to the best fuel consumption line according to a vehicle speed. 3 is a flowchart illustrating a flow of control mode switching processing from a torque control mode to a rotation speed control mode according to the first embodiment. It is a setting map of setting time T1 according to ATF oil temperature. 4 is a time chart of the motor / generator rotation speed and the input torque of the second clutch 7 when the driver switches the range position of the automatic transmission 3 from the D range to the N range during traveling. It is a flowchart which shows the flow of the control mode switching process from the torque control mode of Example 2 to rotation speed control mode.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the motor control apparatus of this invention is demonstrated in detail based on the Example shown on drawing.
[Example 1]
FIG. 1 is a schematic plan view showing a power train of a hybrid vehicle according to a first embodiment to which the motor control device of the present invention is applied.
The hybrid vehicle of the first embodiment is based on a front engine / rear wheel drive vehicle (rear wheel drive vehicle), which is a hybrid vehicle. 1 is an engine, and 2 is left and right rear wheels as drive wheels. is there.
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a) is rotated. A motor / generator (electric motor) 5 is provided in combination with the shaft 4 that transmits to the input shaft 3a of the automatic transmission 3, and this motor / generator 5 is provided as a second power source.

The motor / generator 5 acts as a drive motor and a generator, and is disposed between the engine 1 and the automatic transmission 3.
The first clutch 6 can be inserted between the motor / generator 5 and the engine 1, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 can be disconnected by the first clutch 6. To join.
Here, the first clutch 6 is capable of changing the transmission torque capacity continuously or stepwise, for example, by controlling the clutch hydraulic oil flow rate and the clutch operation oil pressure continuously or stepwise with a proportional solenoid. It consists of a wet multi-plate clutch whose capacity can be changed.

A second clutch (clutch) 7 is inserted between the motor / generator 5 and the driving wheel (rear wheel) 2, and the motor / generator 5 and the driving wheel (rear wheel) 2 are detachably coupled by the second clutch 7. .
Similarly to the first clutch 6, the second clutch 7 can change the transmission torque capacity continuously or stepwise. For example, the proportional hydraulic solenoid controls the clutch hydraulic fluid flow rate and the clutch hydraulic pressure continuously or stepwise. And a wet multi-plate clutch whose transmission torque capacity can be changed.

The automatic transmission 3 may be any known one, and by selectively engaging and releasing a plurality of speed change friction elements (clutch, brake, etc.), a transmission system is obtained by combining these speed change friction elements. (Shift stage) shall be determined.
Accordingly, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs the same to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.

By the way, in FIG. 1, instead of newly providing a dedicated second clutch 7 for releasably coupling the motor / generator 5 and the drive wheel 2, an existing shift friction element is used in the automatic transmission 3. .
In this case, the second clutch 7 performs the above-described shift speed selection function (shift function) by engaging, and the automatic transmission 3 is brought into the power transmission state, and in addition, the first clutch 6 is released and engaged, A mode selection function to be described later can be achieved, and a dedicated second clutch is unnecessary, which is very advantageous in terms of cost.

In the hybrid vehicle powertrain shown in FIG. 1 described above, when the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required, the first clutch 6 is released. When the second clutch 7 is engaged, the automatic transmission 3 is brought into a power transmission state.
The second clutch 7 is a shift friction element to be fastened at the current shift stage among the shift friction elements in the automatic transmission 3, and is different for each selected shift stage.
When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
Then, the rotation from the transmission output shaft 3b reaches the left and right rear wheels 2 via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

When the hybrid travel (HEV travel) mode used for high speed travel or heavy load travel is required, the automatic transmission 3 remains in the corresponding gear selection state (power transmission state) by engaging the second clutch 7 The first clutch 6 is also engaged.
In this state, both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the left and right rear wheels 2 via the differential gear device 8, and the vehicle can be hybrid-driven (HEV travel) by both the engine 1 and the motor / generator 5.

  In such HEV traveling, when the engine 1 is operated with the optimal fuel efficiency, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 5 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 that constitute the power train of the hybrid vehicle shown in FIG. 1 are controlled by a system as shown in FIG.
The control system of FIG. 2 includes an integrated controller 20 that integrally controls the operating point of the power train. The operating point of the power train is set to the target engine torque tTe, the target motor / generator torque tTm, and the target number of the first clutch 6. It is defined by one clutch transmission torque capacity tTc1 and a target second clutch transmission torque capacity tTc2 of the second clutch 7.

The integrated controller 20 includes a signal from the engine rotation sensor 11 that detects the engine rotation speed Ne and a motor / generator rotation sensor 12 that detects the motor / generator rotation speed Nm in order to determine the operating point of the power train. , A signal from the input rotation sensor 13 that detects the transmission input rotation speed Ni, a signal from the output rotation sensor 14 that detects the transmission output rotation speed No, and the accelerator pedal depression indicating the required load on the vehicle A signal from the accelerator opening sensor 15 that detects the amount (accelerator opening APO) and a storage state sensor 16 that detects the storage state SOC (carryable power) of the battery 9 that stores the power for the motor / generator 5 The signal from is input.
Of the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIG.

The integrated controller 20 is an operation mode that can realize the driving force of the vehicle desired by the driver from the accelerator opening APO, the battery storage state SOC, and the transmission output rotation speed No (vehicle speed VSP) among the above input information ( EV mode, HEV mode) is selected, and target engine torque tTe, target motor / generator torque tTm, target first clutch transmission torque capacity tTc1, and target second clutch transmission torque capacity tTc2 are calculated.
The target engine torque tTe is supplied to the engine controller 21, and the target motor / generator torque tTm is supplied to the motor / generator controller 22.

The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe, and the motor / generator controller 22 controls the battery 9 and the inverter so that the torque Tm of the motor / generator 5 becomes the target motor / generator torque tTm. The motor / generator 5 is controlled via 10.
The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7, The first torque so that the transfer torque capacity Tc1 of the first clutch 6 matches the target first clutch transfer torque capacity tTc1, and the transfer torque capacity Tc2 of the second clutch 7 matches the target second clutch transfer torque capacity tTc2. The clutch 6 and the second clutch 7 are individually controlled for fastening force.

The integrated controller 20 selects the above-mentioned operation mode (EV mode, HEV mode), the target engine torque tTe, the target motor / generator torque tTm, the target first clutch transmission torque capacity tTc1, and the target second clutch transmission torque capacity tTc2. This calculation is executed as shown in the functional block diagram of FIG.
The target driving force calculation unit (target driving force calculation means) 30 calculates the target driving force tFo of the vehicle from the accelerator opening APO and the vehicle speed VSP using the target driving force map shown in FIG.

The operation mode selection unit 40 determines a target operation mode from the accelerator opening APO and the vehicle speed VSP using the EV-HEV region map shown in FIG.
As is clear from the EV-HEV region map shown in FIG. 5, the HEV mode is selected at high load / high vehicle speed, the EV mode is selected at low load / low vehicle speed, and the accelerator opening APO and EV When the driving point determined by the combination of the vehicle speed VSP exceeds the EV → HEV switching line and enters the HEV region, the mode switching from EV mode to HEV mode with engine start is performed, and the driving point is changed to HEV during HEV driving → When the vehicle enters the EV region beyond the EV switching line, the mode is switched from the HEV mode to the EV mode with engine stop and engine disconnection. Here, it is assumed that the EV → HEV switching line and the HEV → EV switching line move in a direction in which the accelerator opening APO decreases as the battery storage state decreases.

3 calculates a target charge / discharge amount (electric power) tP from the battery state of charge SOC using the charge / discharge amount map shown in FIG.
In the operating point command section (motor control means) 60, from the accelerator opening APO, the target driving force tFo, the target operation mode, the vehicle speed VSP, and the target charging / discharging power tP, these are sometimes used as the operating point reaching target. The momentary transient target engine torque tTe, the target motor / generator torque tTm, the target solenoid current Is1 corresponding to the target first clutch transmission torque capacity tTc1 of the first clutch 6, and the target second clutch of the second clutch 7 The transmission torque capacity tTc2 and the target shift speed SHIFT are calculated. FIG. 7 is an example of a shift map for determining the target shift stage SHIFT, and the target shift stage SHIFT is set according to the vehicle speed VSP and the accelerator opening APO.
Also, the output required to increase the engine torque from the current operating point to the best fuel consumption line shown in FIG. 8 is calculated, and this is compared with the target charge / discharge amount (electric power) tP to request the smaller output. As an output, it is added to the engine output.

In the shift control unit 70, the target second clutch transmission torque capacity tTc2 and the target shift speed SHIFT are input, and the automatic transmission 3 so that these target second clutch transmission torque capacity tTc2 and the target shift speed SHIFT are achieved. Drive the corresponding solenoid valve in the.
As a result, the automatic transmission 3 in FIG. 1 enters the power transmission state in which the target gear stage SHIFT is selected while the second clutch 7 is engaged and controlled to achieve the target second clutch transmission torque capacity tTc2.

[Motor / generator control mode]
The operating point command unit 60 outputs a signal corresponding to the range position of the automatic transmission 3 during driving. The select signal of the inhibitor switch is from the drive range (D range) to the neutral range (N range), or from the D range to the parking range. When switched to (P range) (release request), the second clutch 7 is released and the automatic transmission 3 is set to the neutral state. At this time, the control mode (control method) of the motor / generator 5 is switched from the torque control mode corresponding to the target motor / generator torque tTm described above to the rotation speed control mode corresponding to the target motor / generator rotation speed tNm. Here, the target motor / generator rotational speed tNm is, for example, the idle rotational speed of the engine 1.

[Control mode switching process]
The operating point command unit 60 controls the transition timing from the torque control mode to the motor control mode by executing the control program shown in FIG.
FIG. 9 is a flowchart illustrating a flow of control mode switching processing from the torque control mode to the rotation speed control mode according to the first embodiment.
In step S1, it is determined whether or not the control mode is the torque control mode. If YES, the process proceeds to step S2, and if NO, the control is terminated.
In step S2, it is determined whether or not the select signal of the inhibitor switch of the automatic transmission 3 has been switched to the P range or the N range. If YES, the process proceeds to step S3, and if NO, the control is terminated.
In step S3, it is determined whether or not the input torque of the second clutch 7 (≈the torque Tm of the motor / generator 5) is equal to or less than a threshold value. If YES, the process proceeds to step S4. If NO, step S5 is performed. Proceed to Here, the torque Tm of the motor / generator 5 can be calculated from the current value of the motor / generator 5. Further, the threshold value is a motor / generator torque Tm that may cause the second clutch 7 to slip even if the transmission torque capacity Tc2 of the second clutch 7 is large.

In step S4, it is determined whether or not the second clutch 7 is slipping. If YES, the process proceeds to step S6, and if NO, the process proceeds to step S5. Here, whether or not the second clutch 7 is slipping is determined based on the transmission input rotational speed Ni and the transmission output rotational speed No, and when there is a difference between them, the second clutch 7 slips. It is determined that
In step S5, it is determined whether or not the set time T1 has elapsed since the target second clutch transmission torque capacity tTc2 of the second clutch 7 has reached the value corresponding to the hydraulic pressure loss (for example, zero). Proceed to S6. If NO, return to Step S2. Here, the set time T1 is a time during which it can be determined that the actual transmission torque capacity Tc2 has decreased to a value corresponding to hydraulic pressure loss. This set time T1 varies according to the ATF oil temperature of the automatic transmission 3. FIG. 10 is a setting map of the setting time T1 according to the ATF oil temperature, and the setting time T1 is shortened as the ATF oil temperature increases.
Step S5 is a hydraulic pressure loss determination means for determining whether or not the hydraulic pressure of the second clutch 7 is released.
In step S6, the control mode is shifted to the rotation speed control mode, and the control is terminated.

Next, the operation will be described.
[Torque control → Speed control mode switching action]
FIG. 11 is a time chart of the motor / generator rotation speed and the input torque of the second clutch 7 when the driver switches the range position of the automatic transmission 3 from the D range to the N range during traveling. Note that the input torque is not more than a threshold value.
In the period up to time t1, the select signal from the inhibitor switch is in the D range. Therefore, in the flowchart of FIG. 9, the flow from step S1 to step S2 is repeated.
At time t1, the select signal from the inhibitor switch is switched from the D range to the N range, so the target second clutch transmission torque capacity tTc2 of the second clutch 7 is set to zero (equivalent to hydraulic pressure loss). At this time, since the second clutch 7 has not slipped and the set time T1 has not elapsed since the target second clutch transmission torque capacity tTc2 has reached the value corresponding to the hydraulic pressure loss, step S2 → The flow from step S3 to step S4 to step S5 is repeated. Therefore, in the period from time t1 to t2, the control mode of the motor / generator 5 remains in the torque control mode, and the motor / generator rotation speed Nm gradually decreases.

  At time t2, since the second clutch 7 starts to slip, the process proceeds from step S4 to step S6, and shifts to the rotation speed control mode. In the rotational speed control, the motor / generator rotational speed Nm is reduced to a predetermined rotational speed (for example, idle rotational speed). At this time, the input torque (≈motor / generator torque Tm) of the second clutch 7 fluctuates in order to reduce the motor / generator rotational speed Nm, but the motor / generator torque has already been released. Tm is not transmitted to the left and right rear wheels 2, and the deceleration of the vehicle does not fluctuate.

Here, in the conventional device, when the select signal of the inhibitor switch is switched from the D range to the N or P range, the torque control mode is changed to the rotation speed control mode, and the motor / generator rotation speed is changed to a predetermined rotation speed (for example, (Idle speed) is reduced. At this time, since the hydraulic pressure is not released from the second clutch, the motor torque generated when the motor / generator rotation speed is reduced by the residual pressure of the second clutch is transmitted to the driving wheel via the second clutch. A large deceleration occurs in the vehicle.
In contrast, in the first embodiment, the shift to the rotational speed control mode is not performed until the second clutch 7 starts to slip, so that the fluctuation of the motor / generator torque Tm due to the transition from the torque control mode to the rotational speed control mode varies. The transmission to the rear wheel 2 can be suppressed and the shock can be reduced.

In the first embodiment, even if it is determined in step S4 that the second clutch 7 has not slipped, the target second clutch transmission torque capacity tTc2 of the second clutch 7 is equivalent to the hydraulic pressure loss equivalent value in step S5. If it is determined that the set time T1 has elapsed since then, the process proceeds to step S6 and shifts to the rotation speed control mode. After the set time T1 has elapsed from when the target second clutch transmission torque capacity tTc2 has reached the value corresponding to hydraulic pressure loss, the transmission torque capacity Tc2 has decreased to the value corresponding to hydraulic pressure loss and the hydraulic pressure has been released from the second clutch 7. Even if the control is shifted from the torque control to the rotational speed control, no shock occurs.
Here, the higher the ATF oil temperature, the faster the transmission torque capacity Tc2 decreases, so the higher the ATF oil temperature, the shorter the set time T1, so that the transition from the torque control mode to the rotation speed control mode It can be performed at the optimal timing that matches the hydraulic pressure release characteristics due to temperature.

In the first embodiment, when the input torque is larger than the threshold value in step S3, the process proceeds from step S3 to step S5, and the transition timing to the rotation speed control mode is determined only from the determination of the hydraulic release of the second clutch 7. That is, when the input torque is greater than the threshold value, the slip determination in step S4 is not performed.
For example, when regenerative cooperative control is implemented to compensate for the required braking force of the vehicle with the friction braking force of the wheel cylinders provided on each wheel, which is insufficient by the regenerative braking force of the motor / generator 5, the input torque Therefore, the second clutch 7 may slip even when the transmission torque capacity Tc2 of the second clutch 7 is large. At this time, when the shift to the rotational speed control mode is made by the slip determination, the motor torque is transmitted to the left and right rear wheels 2 and a shock is generated. Therefore, when the input torque exceeds the threshold value, slip determination is not performed, so that the optimum transition timing from the torque control mode to the rotation speed control mode can be more accurately determined even when the input torque is large. Can be suppressed.

Next, the effect will be described.
The motor control device according to the first embodiment has the following effects.
(1) hydraulic pressure release determining means (step S5) for determining whether or not the hydraulic pressure of the second clutch 7 is released, and the operating point command unit 69 requests the second clutch 7 to release (D → If (N, D → P selection) is made, the control mode of the motor / generator 5 is switched from the torque control mode to the rotation speed control mode after it is determined that the hydraulic pressure of the second clutch 7 has been released.
As a result, the fluctuation of the motor / generator torque Tm accompanying the transition from the torque control mode to the rotation speed control mode is suppressed from being transmitted to the left and right rear wheels 2 via the second clutch 7, and the shock can be reduced.

(2) When the set time T1 has elapsed after the target second clutch transmission torque capacity tTc2 of the second clutch 7 has reached the value corresponding to the hydraulic pressure loss, the hydraulic pressure loss determination means determines that the hydraulic pressure of the second clutch 7 has been released. judge.
As a result, it is possible to determine whether or not the hydraulic pressure of the second clutch 7 has been lost without adding a hydraulic pressure sensor, so that an increase in cost can be suppressed.

  (3) The oil pressure loss judging means changes the set time T1 according to the hydraulic oil temperature (ATF oil temperature) of the second clutch 7, so the transition from the torque control mode to the rotation speed control mode depends on the ATF oil temperature. It can be carried out at the optimal timing that matches the hydraulic pressure release characteristics.

(4) When the input torque of the second clutch 7 is greater than the threshold value, the operating point command unit 69 switches from torque control to rotational speed control after determining that the hydraulic pressure of the second clutch 7 has been released.
Thereby, even when the input torque of the second clutch 7 is large, the optimal transition timing from the torque control mode to the rotation speed control mode can be determined more accurately, and the occurrence of shock can be suppressed.

[Example 2]
The motor control device according to the second embodiment is different from the first embodiment only in the method for determining a hydraulic loss.
[Control mode switching process]
FIG. 12 is a flowchart illustrating a flow of control mode switching processing from the torque control mode to the rotation speed control mode according to the second embodiment. In addition, the same step number is attached | subjected to the step which performs the same process as Example 1 shown in FIG. 9, and description is abbreviate | omitted.
In step S11, it is determined whether or not the set time T2 has elapsed since YES is determined in step S2, that is, the inhibitor switch select signal is switched to the P range or the N range. Proceed to S6. If NO, return to Step S2. Here, the set time T2 is a time during which it can be determined that the actual transmission torque capacity Tc2 has decreased to a value corresponding to hydraulic pressure loss. This set time T2 varies according to the ATF oil temperature of the automatic transmission 3. The setting map of the setting time T2 according to the ATF oil temperature has the same characteristic as that in FIG. 10, that is, a characteristic that becomes shorter as the ATF oil temperature becomes higher.
Step S11 is a hydraulic pressure release determination unit that determines whether or not the hydraulic pressure of the second clutch 7 is released.

Next, the operation will be described.
In the second embodiment, even if it is determined in step S4 that the second clutch 7 has not slipped, the set time T2 has elapsed since the selection signal of the inhibitor switch is switched to the P range or the N range in step S11. If it is determined that the operation has been performed, the process proceeds to step S6, and shifts to the rotation speed control mode. After the set time T2 has elapsed since the automatic transmission 3's range position was switched from the D range to the P / N range (D → N, D → P select), the transmission torque capacity Tc2 decreased to the equivalent value for hydraulic pressure loss. However, since the hydraulic pressure is released from the second clutch 7, no shock is generated even when the torque control is shifted to the rotation speed control.
Here, the higher the ATF oil temperature, the faster the transmission torque capacity Tc2 decreases, so the higher the ATF oil temperature, the shorter the set time T2, and the transition from the torque control mode to the rotation speed control mode It can be performed at the optimal timing that matches the hydraulic pressure release characteristics due to temperature.

Next, the effect will be described.
In addition to the effects (1), (3), (4) of the first embodiment, the motor control device of the second embodiment has the following effects.
(5) The hydraulic pressure drop determining means (step S11) is configured to release the hydraulic pressure of the second clutch 7 when the set time T2 has elapsed since the release request (D → N, D → P selection) is made to the second clutch 7. Is determined to be missing.
As a result, it is possible to determine whether or not the hydraulic pressure of the second clutch 7 has been lost without adding a hydraulic pressure sensor, so that an increase in cost can be suppressed.

(Other examples)
As mentioned above, although the form for implementing the motor control apparatus of this invention was demonstrated based on the Example, the concrete structure of this invention is not limited to the structure as described in an Example, Design changes and the like within a range not departing from the gist are included in the scope of the present invention.
The automatic transmission 3 is not limited to a stepped type, and may be a continuously variable transmission.
The second clutch 7 may not be a speed change friction element existing in the automatic transmission 3 but may be a dedicated one. In this case, the second clutch 7 is provided between the input shaft 3a of the automatic transmission 3 and the motor / generator shaft 4, or between the output shaft 3b of the automatic transmission 3 and the rear wheel drive system. Can do.
The present invention can be applied not only to a hybrid vehicle but also to an electric vehicle in which a clutch is interposed between an electric motor and driving wheels, and has the same effects as the embodiment.
It may be configured that the hydraulic pressure dropout determination in step S5 in FIG. 9 and the hydraulic pressure dropout determination in step S11 in FIG. 12 are continuously performed and the process proceeds to step S6 only when both steps are determined to be YES.

2 Left and right rear wheels (drive wheels)
5 Motor / generator (electric motor)
7 Second clutch (clutch)
60 Operating point command section (motor control means)
S5, S11 Hydraulic pressure drop detection means

Claims (5)

In a motor control device having motor control means for switching the control method of the electric motor from torque control to rotation speed control when a release request is made for a clutch that releasably couples the electric motor and the drive wheel,
A hydraulic pressure release determining means for determining whether or not the hydraulic pressure of the clutch is released;
The motor control device, wherein when the release request is made to the clutch, the motor control unit switches from the torque control to the rotation speed control after determining that the hydraulic pressure of the clutch is released. The motor control device according to claim 1,
The motor control apparatus according to claim 1, wherein the hydraulic pressure release determining means determines that the hydraulic pressure of the clutch is released when a set time elapses after the target transmission torque capacity of the clutch reaches a value corresponding to hydraulic pressure release. The motor control device according to claim 2,
The motor control apparatus according to claim 1, wherein the hydraulic pressure release determining means determines that the hydraulic pressure of the clutch is released when a set time elapses after a release request is made to the clutch. In the motor control device according to claim 2 or claim 3,
The motor control apparatus according to claim 1, wherein the hydraulic pressure drop-off determining means varies the set time according to a hydraulic oil temperature of the clutch. The motor control device according to any one of claims 1 and 4,
When the input torque of the clutch is larger than a threshold value, the motor control means switches from the torque control to the rotation speed control after determining that the hydraulic pressure of the clutch is released.

Images