JPH05319144A - Motor control device of electric vehicle with automatic transmission - Google Patents

Abstract

PURPOSE:To reduce speed change shock by providing a motor output increase means to temporarily increase torque of an electric motor at the time of carrying out shift-up by way of making a one-way clutch from lock to free by engagement of a friction engagement device. CONSTITUTION:Output of an electric motor is transmitted to a driving wheel through an automatic transmission with a plural number of speed steps. In an electric car with the automatic transmission constituted in such a way, up-shift is carried out by making a one-way clutch from in a lock state to in a free state by way of engaging a friction engagement device. In this case, torque of the friction engagement device increases, and a torque phase that torque of the one-way clutch is lowered is generated. In this torque phase, to temporarily increase torque of the electric motor, a motor output increase means is provided. Consequently, lowering of output torque of the automatic transmission accompanying torque increase of the friction engagement device is restrained and speed change shock is reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor control device for an electric vehicle with an automatic transmission, and more particularly, to an automatic transmission by engaging a friction engagement device to shift a one-way clutch from a locked state to a free state. The present invention relates to torque control of an electric motor when up-shifting.

[0002]

2. Description of the Related Art As a type of electric vehicle, a type in which the output of an electric motor is transmitted to driving wheels through an automatic transmission having a plurality of gears is considered. FIG. 3 shows an example of an automatic transmission that can be used in such an electric vehicle, which uses a part of the automatic transmission in an engine-driven vehicle described in Japanese Patent Publication No. 63-47939. Planetary gear units 24 and 26, two clutches C-1, C-2 as friction engagement devices and three brakes B-1, B-2, B-3, and two one-way clutches F-1. And F-2, the rotation of the input shaft 28 connected to the electric motor is changed in speed and output from the output shaft 32. Such an automatic transmission has clutches C-1 and C-, as indicated by the mark "○" in FIG.
2, the brakes B-1, B-2, and B-3 are selectively engaged to establish the three forward speed stages. The mark “Δ” in FIG. 4 indicates engagement when power is transmitted from the wheel side to the motor side in order to use the electric motor as a generator, and the one-way clutch F-1 is used. , F-2 columns indicate a locked state.

[0003]

By the way, in the above-mentioned automatic transmission, when the first gear is upshifted to the second gear, the brake B-2 is engaged and the one-way clutch F-2 is locked. The clutch C-2 is engaged and the one-way clutch F-1 is changed from the locked state to the free state when the state is changed to the free state and the upshift is performed from the 2nd speed to the 3rd speed. When an upshift is performed by engaging the friction engagement device and moving the one-way clutch from the locked state to the free state, the torque phase in which the torque of the friction engagement device increases and the torque of the one-way clutch decreases. In the above, there is a problem that the output torque of the automatic transmission is temporarily reduced, which causes a shift shock.

A specific explanation will be given by taking the 1-> 2 upshift of the automatic transmission of FIG. 3 as an example. The gear ratio of the planetary gear unit 24 (the number of teeth Z _{Fs of the} sun gear _Fs / the number of teeth Z of the ring gear Fr Z).
_Fr ) is ρ _F , and the gear ratio of the planetary gear unit 26 (sun gear Rs
The number of teeth Z _Rr) a [rho _R number of teeth Z _Rs / ring gear Rr, the input torque namely Tmo the torque of the electric motor, the brake B
-2 torque is T _B2 , the output torque Tout of the automatic transmission in the torque phase at the time of 1 → 2 upshift is expressed by the following equation (1), and if the motor torque Tmo is constant, the output torque Tout is braked. It decreases as the torque T _B2 of B-2 increases. Brake B-before torque phase starts
Since the torque T _B2 of ₂ is 0, the output torque T at that time is
out 1 is expressed by the following expression (2) from the above expression (1),
The torque T _F2 of the one-way clutch F-2 in the torque phase is expressed by the following equation (3), and at the end of the torque phase, the torque T _F2 =
0, that is, ρ _F · Tmo−T _B2 = 0, so T _B2 = ρ
_F · Tmo, which is substituted into the above equation (1), the output torque Tout 2 at the end of the torque phase is given by the following equation (4)
It is represented by. Therefore, the decrease amount ΔTout of the output torque Tout in the torque phase is expressed by the following equation (5), and a shift shock occurs due to the decrease of the output torque Tout.

[0005]

[Number 1] _{Tout = {(ρ F + ρ} R + ρ F · ρ R) Tmo-T B2} / ρ R ··· (1) Tout 1 = (ρ F + ρ R + ρ F · ρ R) Tmo / ρ R・ ・ ・ (2) T _F2 = (ρ _F · Tmo-T _B2 ) ・ (1 + ρ _R ) / ρ _R・ ・ ・ (3) Tout 2 = (1 + ρ _F ) Tmo ・ ・ ・ (4) ΔTout = Tout 1 −Tout 2 = (ρ _F / ρ _R ) Tmo (5)

Incidentally, such a shift shock is similarly applied to other automatic transmissions having a shift stage for upshifting by engaging the frictional engagement device to bring the one-way clutch from the locked state to the free state. This is a problem even in an engine-driven vehicle in which such an automatic transmission has been conventionally mounted.

The present invention has been made in view of the above circumstances. An object of the present invention is to upshift by engaging a frictional engagement device to shift a one-way clutch from a locked state to a free state. It is to suppress the fluctuation of the output torque in the torque phase when performing.

[0008]

In order to achieve such an object, as is apparent from the equation (1), the motor torque should be increased in accordance with the increase in the torque of the friction engagement device. Good, the first invention is, as shown in (1) of the claim correspondence diagram of FIG. 1, an electric vehicle with an automatic transmission that transmits the output of the electric motor to the drive wheels via the automatic transmission having a plurality of shift stages. In the motor control device for controlling the torque of the electric motor when the automatic transmission is upshifted by engaging the friction engagement device to bring the one-way clutch from the locked state to the free state, Motor output increase for temporarily increasing the torque of the electric motor in the torque phase in which the torque of the friction engagement device increases and the torque of the one-way clutch decreases during the upshift It characterized by having a stage.

[0009]

With this configuration, since the torque of the electric motor is temporarily increased in the torque phase by the motor output increasing means, the automatic transmission resulting from the increase in the torque of the friction engagement device can be achieved. The decrease in output torque is suppressed by the increase in torque of the electric motor, and shift shock caused by the decrease in output torque is reduced. here,
The timing for performing the torque increase control is based on, for example, a gear shift command for upshifting or the like, and is determined in advance by experiments, simulations, or the like so as to increase the torque of the electric motor at the start of the torque phase. It may be performed when the timing time has elapsed, but since the torque response of the electric motor is extremely high, it is also possible to detect the start of the torque phase and perform the torque increase control. Further, the torque increase amount of the electric motor may be a constant value or a constant ratio that is predetermined according to the operating state or the like, but since the torque response of the electric motor is excellent as described above. The output torque of the automatic transmission may be gradually increased in accordance with the increase in the torque of the friction engagement device so that the output torque becomes substantially constant. In an engine-driven vehicle with poor torque responsiveness, it is difficult to match the timing of starting the torque phase and increasing the engine torque, and it is extremely difficult to reduce shift shock in the torque phase by such torque control. Of.

[0010]

A second invention for achieving the above object is, in addition to the motor output increasing means in the first invention, as shown in (2) of the claim correspondence diagram of FIG. In the inertia phase in which the torque phase ends and the input shaft rotation speed of the automatic transmission decreases, a motor output reduction unit that temporarily reduces the torque of the electric motor is provided.

[0011]

According to the second aspect of the invention, not only the output torque reduction of the automatic transmission in the torque phase is alleviated by the action of the motor output increasing means, but also the upshift is performed. In the inertia phase in which the rotation speed of each part of the electric motor and the automatic transmission changes according to the change of the gear ratio due to the change of the gear ratio, the torque of the electric motor is temporarily reduced by the motor output reduction means. The increase in output torque of the automatic transmission due to the inertia torque of each part is suppressed, and the shift shock at the time of upshift is reduced as a whole. The torque reduction control, as in the case of the torque increase control,
For example, it can be performed when a predetermined timing time, which is predetermined with reference to a shift command for upshifting, has elapsed, or by detecting the start of the inertia phase. The torque reduction amount may be a constant value or a constant ratio that is predetermined according to the operating state, etc., but the increase in the output torque in the inertia phase is mainly due to the inertia torque of the electric motor. Since the torque increases substantially in accordance with the increase in the torque of the friction engagement device, it is possible to gradually reduce the torque in the friction engagement device.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 2 is a schematic diagram showing the drive system of an electric vehicle to which the present invention is applied. The electric motor 10 is rotated in both forward and reverse directions by being supplied with drive power from a power source 12 such as a battery via an inverter 14. Driven through the automatic transmission 16 and the differential gear unit 18
0 is rotationally driven. The inverter 14 controls the motor torque Tmo of the electric motor 10 by changing the frequency and voltage of the driving power according to the control signal SC supplied from the motor control computer 22, and the electric motor 10 is forced to rotate. The generated power is supplied to the power supply 12.

As shown in FIG. 3, the automatic transmission 16 includes a pair of planetary gear units 24, 26 and a pair of friction engagement units.
One clutch C-1, C-2 and three brakes B-
1, B-2, B-3, and two one-way clutches F-1 and F-2. Planetary gear unit 2
Reference numeral 4 includes a sun gear Fs, a ring gear Fr, and a planetary gear Fp rotatably arranged on the carrier Fc and meshed with the sun gear Fs and the ring gear Fr. And a planetary gear Rp meshed with the sun gear Rs and the ring gear Rr. The input shaft 28 directly connected to the rotary shaft of the electric motor 10 is connected to the ring gear Fr via the clutch C-1 and to the sun gears Fs and Rs integrally connected to each other via the clutch C-2. The sun gears Fs and Rs are connected to each other.
Is connected to the case 30 by a brake B-1, and is also connected to the case 30 by a one-way clutch F-1 and a brake B-2 arranged in series. The carrier Fc is integrally connected to the output shaft 32 together with the ring gear Rr.
The c is connected to the case 30 via the one-way clutch F-2 or the brake B-3. Note that FIG. 3 is a skeleton diagram in which the lower half from the center line is omitted.

The clutches C-1, C-2 and the brakes B-1, B-2, B-3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) have a plurality of friction materials. It is a multi-plate clutch, brake, band brake, or the like, all of which can be engaged by a hydraulic actuator. FIG. 6 is a view showing the brake B-2, in which the coupling member 34 coupled to the one-way clutch F-1 is provided with a plurality of friction plates 36 which are relatively non-rotatable and slightly movable in the axial direction. In addition, the case 30 is also provided with a plurality of friction plates 38 that are non-rotatable and slightly movable in the axial direction, and the friction plates 36 are provided by the hydraulic actuator 40 arranged in the case 30. When and 38 are brought into close contact with each other and pressed against the receiving plate 42, the connecting member 34 is non-rotatably fixed to the case 30. The accumulator 44 is the hydraulic actuator 40 when the brake B-2 is engaged and released.
For controlling the transient characteristics of the hydraulic pressure P _B2 in
The oil pressure sensor 46 is for detecting the oil pressure P _B2 .

In the automatic transmission 16 described above, a hydraulic circuit (not shown) is switched in accordance with the shift signal ST output from the transmission control computer 48 (see FIG. 2), and each hydraulic actuator is selectively operated to operate as described above. By engaging the clutch C and the brake B, the forward three speed stages are established when the electric motor 10 rotates forward. FIG. 4 is a diagram showing the engagement operation of each shift stage and the clutch C and the brake B that establish the shift stage. The mark “◯” in the columns of the clutch C and the brake B represents the engagement operation. , “Δ” indicates engagement operation when power is transmitted from the drive wheel 20 side to the electric motor 10 side in order to use the electric motor 10 as a generator. Also, one-way clutch F-
The mark “◯” in the columns of 1 and F-2 represents the locked state.
Gear ratio of each gear (rotational speed of input shaft 28 / output shaft 32
The rotational speed of 1) changes from the 1st gear to the 3rd gear and becomes 1.0 at the 3rd gear.
Note that FIG. 5 is an alignment chart.

Returning to FIG. 2, the motor control computer 22 has the brake B-2 from the hydraulic pressure sensor 46.
A hydraulic signal SP _B2 representing the hydraulic pressure P _B2 of the brake sensor 50, the brake sensor 50, the motor rotation speed sensor 52, the accelerator operation amount sensor 54, and the output shaft rotation speed sensor 56 are respectively supplied with brake signals representing the operating state of the foot brake. S
B, the rotation speed Nmo of the electric motor 10, that is, the input shaft 28
, A motor rotation speed signal SNmo representing the rotation speed of the accelerator pedal, and an accelerator operation amount signal SAc representing the accelerator pedal operation amount Ac.
An output shaft rotation speed signal SNout representing the rotation speed Nout of the output shaft 32 is supplied. The accelerator operation amount signal SAc and the output shaft rotation speed signal SNout are also supplied to the transmission control computer 48. The motor control computer 22 and the transmission control computer 48 are supplied with signals representing the operation range of the shift lever and the like in addition to the above-mentioned signals, and the motor control computer 22 and the transmission control are also supplied. Computer 4
Necessary information will be exchanged with 8 as well. The shift signal ST output from the transmission control computer 48 is also supplied to the motor control computer 22.

The motor control computer 22 and the transmission control computer 48 are both CPs.
U, RAM, ROM, A / D converter, input / output interface circuit, etc. are configured to perform signal processing according to a program previously stored in ROM while utilizing the temporary storage function of RAM. The control computer 22 determines the electric motor 1 based on the signals.
The electric power generated by controlling the motor torque Tmo of 0 or by forcibly rotating the electric motor 10 is supplied to the power source 12
It is supplied to and stored. Further, the transmission control computer 48 basically controls the shift stage of the automatic transmission 16 in accordance with a predetermined shift map based on the accelerator operation amount signal SAc and the output shaft rotation speed signal SNout.

Here, when the automatic transmission 16 is upshifted from the first gear to the second gear, the brake B-2 is engaged and the one-way clutch F-, as is apparent from FIG. 2 is changed from the locked state to the free state, the motor control computer 2 at this time
The torque control of the electric motor 10 according to No. 2 will be described with reference to the flowchart of FIG. Note that, here, it is assumed that the engagement control for electric power generation, which is indicated by a mark “Δ” in FIG. 4, is not performed.

First, in step S1, it is determined based on a shift signal ST output from the transmission control computer 48 whether or not a 1 → 2 shift command for upshifting from the first shift stage to the second shift stage has been issued. .. When the 1 → 2 shift command is not issued, the flag F is set to “0” in step S8, and the accelerator operation amount Ac is determined in step S9 based on a predetermined data map or an arithmetic expression. was calculated motor torque command value Tmo ^*, by outputting a control signal SC corresponding to the motor torque command value Tmo ^* to the inverter 14, the actual torque Tmo of the electric motor 10 is a motor torque command value Tmo ^* To control. When the 1 → 2 shift command is issued, step S2 and subsequent steps are executed after step S1. The time t _{1 in} FIG. 8 is 1
→ It is the time when the hydraulic circuit of the automatic transmission 16 is switched due to a 2-speed command, and the hydraulic oil is supplied to the hydraulic actuator 40 of the brake B-2, and the hydraulic pressure P _B2 rises. Begin to.

In step S2, it is determined whether or not the flag F is "0". Since the flag F is set to "0" in step S8, in the first cycle after the 1 → 2 shift command is issued. F = 0, and then step S3 is executed. At step S3, the current motor rotation speed N
Mo is set to the reference rotation speed No, and the current motor torque command value Tmo ^* is set to the reference torque tmo. In the next step S4, it is determined whether or not the hydraulic pressure P _B2 of the brake B-2 is higher than a predetermined reference hydraulic pressure Po.
The determination is made based on P _B2 , and the above steps S8, S9 and step S1 are repeatedly executed until P _B2 > Po, and the set values of the reference rotation speed No and the reference torque tmo are sequentially updated in step S3. The reference hydraulic pressure Po is set to a hydraulic pressure at which the hydraulic actuator 40 is filled with hydraulic oil so that the friction plates 36 and 38 of the brake B-2 are brought into close contact with each other and a torque T _B2 is generated in the brake B-2. .. When the torque T _B2 is generated in the brake B-2, the torque T _F2 of the one-way clutch F-2 is (3) above.
As shown in the equation, it decreases as the torque T _B2 increases. That is, step S4 is for determining whether the torque phase has started. The time t _{2 in} FIG. 8 is P _B2 > P
It is the time when it becomes o, which is almost the same as the start time of the torque phase.

When P _B2 > Po and the determination in step S4 is YES, the flag F is set to "1" in step S5. As a result, the determination in step S2 becomes NO in the subsequent cycles and step S3 is not executed, so that the reference rotation speed No and the reference torque tmo are
The motor rotation speed Nmo at the start of the torque phase,
The motor torque command value Tmo ^* is set. In the next step S6, the motor rotation speed Nmo, which is the rotation speed of the input shaft 28, is a reference value (NN) obtained by subtracting a predetermined small value α in consideration of detection error and the like (N
It is judged whether it is smaller than o-α), and Nmo <(No-
Then, step S7 is executed until N becomes
When it becomes (No-α), steps S8 and S9 are executed. The motor rotation speed Nmo becomes smaller than the judgment value (No-α) because the one-way clutch F-2 changes from the locked state to the free state as the torque T _B2 of the brake B-2 increases, and the torque T _F2 becomes 0. This is because the rotation speed Nmo of the electric motor 10 starts to decrease as the gear ratio decreases due to the upshift. That is, the above step S6
Is for determining whether the torque phase ends and the inertia phase begins. Time t _{3 in} FIG. 8 is Nmo <
The time is (No-α) and substantially coincides with the end time of the torque phase, that is, the start time of the inertia phase.

In step S7, which is executed during the period when the determination in step S6 is NO, that is, during the torque phase period in which the torque T _B2 increases and the torque T _F2 decreases, the motor torque command value Tmo ^{* is} calculated according to the following equation (6) ^. And the control signal SC corresponding to the motor torque command value Tmo ^* is output to the inverter 14, the actual torque Tmo of the electric motor 10 becomes the motor torque command value T.
Control to be mo ^* . In the torque phase, as is clear from the equation (1), if the motor torque Tmo is constant, the output torque Tout of the automatic transmission 16 decreases as the torque T _B2 of the brake B-2 increases. In order to prevent such a decrease in the output torque Tout, it is necessary to increase the motor torque Tmo according to the increase in the torque T _B2 . Equation (6) shows that the motor torque Tmo increases in accordance with the increase of the torque T _B2 so that the output torque Tout is maintained constant.
Is an arithmetic expression of a motor torque command value Tmo ^* for increasing the torque. That is, the output torque Tout at the start of the torque phase
Is expressed by the following equation (7) using the reference torque tmo, which is the motor torque Tmo at that time. Therefore, the output torque Tout of the equation (7) is substituted into the equation (1), and the equation (1) By obtaining the motor torque Tmo as the motor torque command value Tmo ^* , the formula (6) can be obtained. In addition,
In formulas (6) and (7), ρ _F is the gear ratio of the planetary gear device 24 (the number of teeth Z _{Fs of the} sun gear _Fs / the number of teeth Z Fr of the ring gear _Fr ), and ρ _R is the gear ratio of the planetary gear device 26. is (number of teeth Z _Rs / ring gear Rr of the sun gear Rs Z _Rr). Further, the torque T _B2 of the brake B-2 is calculated from a map or an arithmetic expression having the hydraulic pressure P _B2 as a parameter.

[0023]

[Number 2] _{^{Tmo * = {T B2 / (}} ρ F + ρ R + ρ F · ρ R)} + tmo ··· (6) Tout = (ρ F + ρ R + ρ F · ρ R) tmo / ρ R ··· (7)

By repeatedly executing step S7, which takes place during the torque phase, the motor torque command value Tmo
^* That is, the actual motor torque Tmo is increased corresponding to the increase in the torque T _B2 as shown by the solid line in FIG. 8, and the output torque Tout of the automatic transmission 16 is maintained substantially constant. On the other hand, in the conventional case in which the increase control of the motor torque Tmo is not performed, the output torque Tout decreases as the torque T _B2 increases, as shown by the dotted line. In the present embodiment, steps S4 and S of the series of signal processing by the motor control computer 22 are performed.
6 and S7 together with the hydraulic pressure sensor 46 and the motor rotation speed sensor 52 constitute a motor output increasing means. At time t _{4 in} FIG. 8, the motor rotation speed Nmo becomes the rotation speed corresponding to the gear ratio in the 2nd speed with respect to the output shaft rotation speed Nout, and the brake B-2 is completely engaged and 1 → 2. This is the time when the shift is completed.

As described above, in this embodiment, the torque Tmo of the electric motor 10 is gradually increased in the torque phase, and the output torque Tout of the automatic transmission 16 becomes substantially constant regardless of the increase of the torque T _B2 of the brake B-2. Since it is maintained, the shift shock caused by the change in the output torque Tout during the 1 → 2 shift is reduced. Particularly, in this embodiment, the output torque T
Since the motor torque Tmo is increased in accordance with the torque T _B2 so that out is maintained substantially constant, the fluctuation of the output torque Tout in the torque phase is effectively prevented.

In the above embodiment, when the torque phase ends, the normal motor torque control is performed in step S9. Therefore, the electric motor 10 and the automatic transmission are changed according to the change of the gear ratio accompanying the upshift. 16 inertia phase the rotational speed of each portion is changed in the (time t ₃ ~t ₄₎
Then, the output torque Tout is caused by the inertia torques.
Will increase. The embodiment of FIG. 9 is a case where the down control of the motor torque Tmo is performed in order to suppress the increase of the output torque Tout in the inertia phase.

In FIG. 9, steps S1 to S9 are exactly the same as those in the above embodiment, and steps S10 and S11 are performed.
The difference is that is newly added. Step S10 is executed when the determination in step S6 is YES, that is, when the torque phase ends and the inertia phase starts, and the motor rotation speed Nmo and the output shaft rotation speed Nout that are the rotation speeds of the input shaft 28 are executed. It is determined whether or not and are synchronized at the 2nd gear, that is, whether the motor rotation speed Nmo becomes the rotation speed corresponding to the gear ratio at the 2nd gear with respect to the output shaft rotation speed Nout. Judgment is based on whether or not In the equation (8), i is the gear ratio of the second shift stage, and β is a minute value in consideration of detection error and the like.
Then, step S11 is executed until the expression (8) is satisfied, and the motor torque command value Tmo is obtained by subtracting the reduction value ΔT from the reference torque tmo (tmo-ΔT).
Calculated as ^* and the motor torque command value T
By outputting the control signal SC corresponding to mo ^* to the inverter 14, the actual torque Tmo of the electric motor 10 is controlled to be the motor torque command value Tmo ^* . The reduction value ΔT is calculated from a predetermined data map or the like that suppresses an increase in the output torque Tout using the reference torque tmo, the motor rotation speed Nmo, and the like as parameters.

[0028]

[Formula 3] Nmo <Nout xi + β (8)

In this way, as shown in FIG. 10, the motor torque Tmo in the inertia phase from time t _{3 to} t ₄ ′ is Δ from the reference torque tmo at the start of the torque phase.
Since it is controlled to a value lower by T, the output torque T caused by the inertia torque of each part of the electric motor 10 and the automatic transmission 16
The increase in out is suppressed, and the output torque Tout in the torque phase is maintained substantially constant in the same manner as in the above-described embodiment, so that the shift shock at the time of the 1 → 2 shift is reduced as a whole. Among the series of signal processing by the motor control computer 22, steps S6, S10, and S
The portion that executes 11 constitutes the motor output reduction means together with the motor rotation speed sensor 52 and the output shaft rotation speed sensor 56.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, in the above embodiment, the 1 → 2 upshift in which the brake B-2 is engaged to bring the one-way clutch F-2 from the locked state to the free state has been described.
The present invention can be similarly applied to the 2 → 3 upshift in which the clutch C-2 is engaged and the one-way clutch F-1 is changed from the locked state to the free state.

In the above embodiment, the start of the torque phase is detected based on the oil pressure P _B2 , but the torque phase can be detected from the change in the torque T _F2 of the one-way clutch F-2. .. When the hydraulic pressure P _B2 is controlled by the linear solenoid valve, the torque phase is determined from the duty ratio or the effective value of the control signal for the linear solenoid valve, or the torque T _B2 of the brake B-2 is obtained. Is also possible.

Further, the electric motor 1 in the above embodiment
The arrangement and configuration of the automatic transmission 16 are merely examples, and the number of gears of the automatic transmission is two or four or more, and the electric motor and the automatic transmission are arranged in the width direction of the vehicle. The present invention can be applied to various modes of electric vehicles with an automatic transmission, such as when installed.

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a claim of the present invention.

FIG. 2 is a diagram illustrating a schematic configuration of a drive system of an electric vehicle including a motor control device that is an embodiment of the present invention.

FIG. 3 is a skeleton view of an automatic transmission mounted on the electric vehicle of FIG.

FIG. 4 is a diagram showing a shift stage of the automatic transmission of FIG. 3 and engagement states of a clutch and a brake for establishing the shift stage.

5 is a collinear diagram of the automatic transmission of FIG.

FIG. 6 is a cross-sectional view showing a specific configuration of a brake B-2 portion in the automatic transmission of FIG.

FIG. 7 is a flowchart illustrating an operation relating to motor torque control when a 1 → 2 upshift is performed in the embodiment of FIG.

8 is a time chart showing changes in rotation speed, torque, and the like when motor torque control is performed according to FIG.

FIG. 9 is a flowchart illustrating another embodiment of the present invention.

FIG. 10 is a time chart showing changes in rotation speed, torque and the like in the embodiment of FIG.

[Explanation of symbols]

 10: Electric motor 16: Automatic transmission 20: Drive wheel 22: Motor control computer 46: Hydraulic pressure sensor 52: Motor rotation speed sensor 56: Output shaft rotation speed sensor B-2: Brake (friction engagement device) F-2 : One-way clutch Steps S4, S6, S7: Motor output increasing means Steps S6, S10, S11: Motor output reducing means

Claims (2)

[Claims] 1. An electric vehicle with an automatic transmission that transmits the output of an electric motor to a drive wheel through an automatic transmission having a plurality of shift stages, and a friction engagement device is engaged to lock a one-way clutch. Is a motor control device that controls the torque of the electric motor when the automatic transmission is upshifted by shifting the automatic transmission from the above state, wherein the torque of the friction engagement device increases at the time of the upshift. A motor control device for an electric vehicle with an automatic transmission, comprising motor output increasing means for temporarily increasing the torque of the electric motor in a torque phase in which the torque of the directional clutch decreases. 2. The motor output reducing means for temporarily reducing the torque of the electric motor in the inertia phase where the torque phase ends and the input shaft rotation speed of the automatic transmission decreases. Motor control device for electric vehicle with automatic transmission.