JPH09286252A - Start control device for vehicle provided with electric motor for traveling - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reliably prevent wrong operation at the start of an electric vehicle or the like by providing a shift lock control means for releasing a shift lock from a non-driving range to a driving range of a shift device when the operation of an ignition key to a start position is detected. SOLUTION: When an ignition key is turned on and the signal of the ignition switch 35 is input in an electronic control device, a switch between a main battery 32 and a motor 37 for driving a hydraulic power source is turned on. Then, various kinds data are read and it is judged if the ignition key is operated to a start position or not and, if it is yes, a switch between the main battery 32 and inverters 31, 5H is turned on to allow an engine 1 to start. Then, when the conditions that a shift lever is in a parking range and that a brake pedal is pressed are satisfied, a signal for releasing a shift lock is output to a shift device 6.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling start-up in a vehicle equipped with a traveling motor such as an electric vehicle or a hybrid vehicle equipped with an electric motor (motor) and an internal combustion engine, and more particularly to a non-traveling range. The present invention relates to a start control device for a vehicle equipped with an automatic transmission capable of switching between a driving range and a driving range.

[0002]

2. Description of the Related Art Internal combustion engines using fossil fuels, mainly gasoline, may cause problems such as exhaust gas and noise, and there is a concern that fossil fuels will be depleted in the future. Vehicles using as driving energy are being developed. One example is an electric vehicle equipped with a storage battery and driving a motor with its electric energy,
Another example is a hybrid vehicle equipped with an internal combustion engine (engine) and an electric motor (motor).

[0003] In the former electric vehicle, the running performance and the load capacity are limited because the storage battery is large and heavy.
In addition, there are many items to be improved, such as the distance that can be traveled by one charge is limited. On the other hand, the latter hybrid car has the advantage of not only being able to use the engine for running, but also driving the engine to generate power and charging during running. is there.

An example of this type of hybrid vehicle is disclosed in Japanese Patent Laid-Open No.
No. 3,192,210. In this hybrid vehicle, a clutch that selectively connects a torque converter and a gear transmission mechanism is provided inside an automatic transmission connected to an engine, and an automatic motor that connects a member integrated with an input shaft to a rotor is provided. It is built in the transmission.

[0005] Generally, an automatic transmission is configured to set a gear position using parameters such as a load such as an accelerator opening and a vehicle speed. Therefore, when starting from a stopped state, the gear ratio is most likely to be set. The large first speed is automatically set. Therefore, when the automatic transmission is set to the travel range in the stopped state and the power source such as the engine is driven in that state, the automatic transmission is driven at the same time as being set to the first speed. It will start running. Conventionally, in order to prevent such a situation, a shift lock mechanism that allows a shift from a non-running range to a running range in a shift device of an automatic transmission when a release condition including a depression operation of a brake is satisfied. It is provided.

However, in an electric vehicle or a hybrid vehicle, a controller such as an inverter is brought into a starting state (standby state) by performing a starting operation with an ignition key or the like, but the motor is rotated only after the accelerator is operated, and the starting operation is performed. It does not rotate by itself. Therefore, the hybrid vehicle, the conventional electric vehicle, or the hybrid vehicle described in the above-mentioned publication has almost no need to have a shift lock mechanism even if the automatic transmission is installed, and the above-mentioned publication also describes the shift lock. There is no description.

[0007]

However, when traveling with a motor, in the so-called standby state before the start of traveling,
Since the controller is operating electrically and there is no member performing mechanical operation such as rotation, it is not possible to determine whether or not it is in the standby state based on at least sound or vibration. Therefore, when the key is inserted but the start operation is not performed, it may be known that the vehicle is not in the standby state for the first time because the vehicle does not travel even if the accelerator pedal is depressed. In such a case,
Immediately operating the key to the start position will
Since the vehicle is in the on state, it is possible that the vehicle moves forward simultaneously with the key operation.

The present invention has been made in view of the above circumstances, and a start-up control device capable of mechanically compensating the basic operation procedure of key operation and shift operation in a vehicle equipped with a traveling electric motor. It is intended to provide.

[0009]

In order to achieve the above object, the present invention relates to an electric motor which is in an activated state when an ignition key is operated to an activated position, and an automatic transmission connected to an output side of the electric motor. And a starting control device for a vehicle equipped with a traveling electric motor that is provided with a shift device that switches the automatic transmission between a non-driving range and a traveling range, and detects that the ignition key has been operated to a starting position. And a shift lock control means for releasing the shift lock from the non-running range to the running range of the shift device when an operation to the starting position of the ignition key is detected by the starting detection means. It is characterized by being.

Therefore, according to the present invention, when the ignition key is operated to the activation position, the electric motor is activated, and at the same time, the activation detection means detects this, and accordingly, the shift lock control means travels from the non-traveling range by the shift device. Enable shift to range. That is, a state in which the electric motor such as the accelerator operation can be started is established by operating the ignition key to the starting position, and then it becomes possible to shift to the traveling range.
It is possible to mechanically compensate for the basic procedure in a series of operations from key operation to shift operation.

[0011]

Next, the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic plan view of a hybrid electric vehicle to which the present invention is applied. In this embodiment, a four-wheel drive system is adopted. In the present invention, an engine 1 and a first motor generator 2 are mounted on a front portion of a vehicle as a driving force source, and the first motor generator 2 corresponds to an electric motor of the present invention.

The engine 1 is a known internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine,
It is composed of a gas turbine engine and the like. In addition, the first motor generator 2 has a powering function of converting electric energy to mechanical energy and a regenerative function of converting mechanical energy to electric energy. Then, a crankshaft of the engine 1 and a drive shaft of the first motor generator 2 are connected to the torque synthesizing device 3.

The torque synthesizer 3 is composed of a known clutch mechanism or the like, and the torque output from at least one of the engine 1 and the first motor generator 2 is transmitted to the automatic transmission 4 via the torque synthesizer 3. . The torque input to the automatic transmission 4 is input via a torque converter to a gear transmission mainly including a planetary gear mechanism.

Further, the gear transmission executes gear shifting by engaging / disengaging a friction engagement device such as a clutch or a brake. These friction engagement devices are controlled by a hydraulic control device such as a shift solenoid valve or a manual valve provided in the automatic transmission 4. And the automatic transmission 4
The torque output from the output shaft is transmitted to the front wheels 5C via the front differential 5A and the front drive shaft 5B. On the other hand, the second motor generator 5D is mounted on the rear part of the vehicle. The second motor generator 5D also corresponds to the electric motor in the present invention, and the second motor generator 5D is the first motor.
It has the same function as the motor generator 2. Then, the torque of the second motor generator 5D is configured to be transmitted to the rear wheels 5G via the rear differential 5E and the rear drive shaft 5F.

A shift device 6 as shown in FIGS. 2 and 3 is connected to the automatic transmission 2 so that the driver can shift the shift device 6 by the shift device 6.
The automatic transmission 2 can be switched between a non-running state and a running state by operating the. The shift device 6 adopts a floor shift type configuration in this embodiment, and the shift device 6 is arranged near a console box (not shown) on the indoor side. First, the plate-shaped upper housing 7 is provided with a slide hole 8, an indicator 9 indicating a shift position of the automatic transmission 4, and a shift lock release button 10.

The indicator 9 displays a non-running range for controlling the automatic transmission 4 to a non-running state in which no torque is output, for example, a display of characters such as parking (P) and neutral (N), and the automatic transmission 4 Range for controlling the driving state to output torque, for example, reverse gear (R), drive (D), second speed (2), first speed (L)
Characters corresponding to the forward gear and the like are displayed.

A shift lever plate 12 is fixed to the lower portion of the upper housing 7 via a frame 11, and a base 13 is fixed to the upper surface of the shift lever plate 12. A shift lever 14 is inserted into the slide hole 8, and the lower portion of the shift lever 14 reaches below the shift lever plate 12 via an opening (not shown) of the shift lever plate 12. And
The shift lever 14 is rotatably held around a shift lever lock pin 15 attached to the base 13.

A shift lever knob 16 having a shift button 16A is fixed to the upper portion of the shift lever 14, while a shift linkage (not shown) connected to the automatic transmission 4 is provided to the lower portion of the shift lever 14. Are connected.
A guide hole 17 is formed in the shift lever 14 in the longitudinal direction and in the vertical direction in the figure, and a grooved pin 18 that is operated by operating a shift button 16A is movably inserted in the guide hole 17. Grooved pin 1
The spring 8 provided in the shift lever 14 always urges 8 upward in the drawing.

A detent plate 19 is erected on the base 13, and the detent plate 19 is provided with a hole 20 into which a grooved pin 18 is movably inserted. The notch 21 corresponding to the parking (P) is formed on the surface of the detent plate 19 where the hole 20 is formed.
A notch 22 corresponding to the reverse gear (R), a notch 23 corresponding to the neutral (N) and drive (D) and the second speed (2), and a notch corresponding to the first speed (L). And 24 are formed.

A shift lock solenoid 25 is attached to the side surface of the detent plate 19, and a shift lock plate 27 is connected to the tip of a plunger 26 of the shift lock solenoid 25. The shift lock plate 27 is biased toward the hole 20 by a compression spring 28, and is held so as to be movable along a pair of guides 29 provided in parallel. An inclined surface 30 is formed on the free end side of the shift lock plate 27.

Therefore, when the shift lever 14 is set to the parking position and the shift lock plate 27 is stopped below the grooved pin 18, the grooved pin 18 is notched even if the shift button 16A is operated.
1, the shift lever 14 is fixed to the parking position.

On the other hand, when the shift lock solenoid 25 is energized and the shift lock plate 27 retracts against the elastic force of the compression spring 28, the groove pin 18 is pulled out from the notch 21 by the operation of the shift button 16A. It is possible to set other ranges by operating.

When switching from a range other than parking to a parking range, if the finger is released from the shift button 16A when the grooved pin 18 contacts the inclined surface 30, the elastic force of the spring will raise the grooved pin 18. , The shift lock plate 27 is pressed toward the shift solenoid 25, and the grooved pin 18 is cut out 2
It moves to 1 and is set to the parking range. Further, even when the shift lever 14 is fixed at the parking position, the shift lock release button 10 is operated to allow the shift lock plate 27 to be retracted into the shift solenoid 25 regardless of the operation of the shift solenoid 25. A mechanism (not shown) is provided.

FIG. 4 is a block diagram showing the main system configuration of the present invention. A main battery 32 is connected to the first motor generator 2 via an inverter 31, and a direct current supplied from the main battery 32 is converted into an alternating current by the inverter 31 and supplied to the first motor generator 2. . The main battery 32 is connected to the second motor generator 5D via an inverter 5H, and the direct current supplied from the main battery 32 is converted into an alternating current by the inverter 5H to supply power to the second motor generator 5D. To be done.

The engine 1, the first motor generator 2, the second motor generator 5D, the automatic transmission 4, the inverter 31, and the inverter 5H are controlled by the electronic control unit 33. The electronic control unit 33 is composed of a central processing unit (CPU), storage devices (RAM, ROM), and a microcomputer mainly including an input / output interface.

The electronic control unit 33 includes a throttle opening signal of the engine 1, an engine water temperature sensor signal, a pattern select switch signal of the automatic transmission 4, and an automatic transmission 4.
Output shaft speed signal, inverter 31 and inverter 5H
, The signal of the brake switch 34, the ignition switch 35, the signal of the shift position switch of the shift device 6, etc. are input, while the engine 1, the automatic transmission 4, the inverter 31, the inverter 5H, the first motor generator 2, A control signal is output to the second motor generator 5D, the shift lock solenoid 25, and the like. Further, the electronic control unit 33 checks, based on signals input from various sensors, whether or not the entire system operates normally (diagnosis).
It has a function.

Further, the electronic control unit 33 stores a shift pattern used for shift control of the automatic transmission 4, and the automatic transmission 4 is controlled based on the running state of the vehicle detected by various sensors. The shift solenoid valve, lockup clutch control valve, etc. are controlled.
The electronic control unit 4 is connected to a sub battery 36 used for auxiliary equipment such as a wiper. Further, the main battery 32 is connected to a hydraulic source drive motor 37,
The hydraulic source 3 of the automatic transmission 4 is driven by the hydraulic source driving motor 37.
7A is operated. The hydraulic power source 37A is composed of a pump or the like, and the hydraulic pressure controls the friction engagement device of the automatic transmission 4.

FIG. 5 shows the ignition switch 3
A perspective view of the key cylinder 38 connected to 5 is shown. A rotor 41 having an insertion hole 40 for an ignition key 39 is rotatably provided in the key cylinder 38, and the rotor 41 is operated by lock (LOCK), accessory (ACC), ON (ON), and start (START) operations. Has a position. And this key cylinder 3
8 has a well-known key interlock function that allows the ignition key 39 to be inserted / removed at the lock (LOCK) position only when the shift lever 14 is set to parking. Further, the ignition key 39 is inserted and operated to the start position, and then the hand is released to return to the on position.

Next, one control example of the present invention will be described with reference to the flowchart of FIG. 7. FIG. 7 is a chart showing the operating states of the system components during the control of FIG. First, as shown in FIGS. 2 and 3, the shift lever 14
The ignition key 39 is inserted into the insertion hole 40 by the driver in the state where is set to parking. At this point, the circuit switch between the sub battery 36 and the electronic control unit 33 is turned off, the circuit switch between the main battery 32 and the inverter 31 and the inverter 5H is turned off, and the hydraulic source drive motor 37 and The circuit of the main battery 32 is switched off. Therefore, the first motor generator 2 and the second motor generator 5D are stopped. The states of these components are also maintained when the ignition key 39 is operated to the accessory position.

Next, when the ignition key 39 is operated to the ON position, the signal of the ignition switch 35 is input to the electronic control unit 33, and the switch between the electronic control unit 33 and the sub battery 36 is turned on to turn on the electronic control unit. The control device 33 is activated. On the other hand, the switch between the main battery 32 and the hydraulic power source driving motor 37 is turned on. When the electronic control unit 33 is activated in this way, the electronic control unit 33 is activated.
By this, the function of the entire system is self-diagnosed (step 1).

As a result of the self-diagnosis, if there is no abnormality in any of the system constituent elements, the electronic control unit 33 is operated from various sensors.
Data is read based on the signal input to (step 2), the hydraulic source drive motor 37 is activated, and the hydraulic source of the automatic transmission 4 is operated (step 3). Then, the electronic control unit 33 determines whether or not the ignition key 39 is in the activated state, that is, whether the ignition key 39 has been operated to the start position (step 4). This judgment is made based on whether or not the flag is set.
The ignition key 39 is returned to the ON position after being operated to the start position.

If the result of the determination in step 4 is "yes", it is determined that the driver is preparing to start, and the switch between the main battery 32 and the inverter 31 and the inverter 5H is turned on (step 5). At the same time, the electronic control unit 33 determines whether or not the inverter 31 and the inverter 5H are in the activated state (step 6). This judgment is made by the inverter 31 and the inverter 5H.
It is performed based on the voltage signal and the like.

If the result of the determination in step 6 is "yes", a flag permitting the start of the engine 1 is set (step 7). This flag is set when starting the engine 1.
The logic is built in another subroutine (not shown) so that it can be checked without fail. Ignition key 3
It is designed to be canceled by turning off the switch 9.

Then, the electronic control unit 33 judges whether the charge voltage (state of charge) of the main battery 32 is a predetermined value or more (step 8), and when the judgment result of step 8 is "yes". Indicates that the shift lever 14 is in the parking range by the electronic control unit 33,
It is determined that all the conditions that the flag indicating that the ignition key 39 has been operated to the start position are set and that the brake pedal is depressed (step 9).

When the result of the determination in step 9 is "yes", the shift lock release signal is output from the electronic control unit 33, the shift solenoid 25 is energized from the sub battery 36, and the plunger 26 is retracted (step 10). Will be returned. Therefore, the set position of the shift lever 14 can be switched from the parking range to another traveling range, for example, the drive range. That is, the first motor generator 2 is started by operating the accelerator while the vehicle is shifted to the travel range, and the output torque of the first motor generator 2 is transmitted to the automatic transmission 4 via the torque synthesizer 3 while the second motor generator 5D is used. It is started and its torque is transmitted to the rear differential 5E.

On the other hand, if the result of the determination in step 4 or step 9 is "no", the process returns to step 2, and if the result of the determination in step 6 is "no", the inverter 31 is started by the self-diagnosis function. After the fact that the state is not possible is displayed on the instrument panel or the like in the vehicle cabin (step 11), the process returns to step 2. If the result of the determination in step 8 is "no", the first
Motor generator 2 and second motor generator 5
Since D cannot be driven, the electronic control unit 33
Determines whether the shift lever 14 is set to parking or neutral (step 1
2).

If the result of the determination in step 12 is "yes", the engine 1 is driven, and its output torque is transmitted to the first motor generator 2 via the torque synthesizer 3 and the motor generator 2 is used as a generator. The electric energy obtained by power generation by functioning the main battery 3
It is charged to 2 (step 13), and the process proceeds to step 9. In this case, the vehicle runs with the output torque of the engine 1. If the result of the determination in step 12 is "no", the process proceeds to step 9. The step 9 corresponds to the drive detecting means in the present invention, and the step 10 corresponds to the shift lock control means in the present invention.

As described above, according to the control example of FIG.
Motor generator 2 and second motor generator 5
D or the engine 1 is in the driving state, the shift lever 14 is set to the parking position, and the brake pedal is depressed only, the shift lever 1
4 can be switched from the parking position to another traveling range. Therefore, if the driver forgets to operate the ignition key 39 to the start position, the shift lever 14 cannot be switched to the traveling range, and the first motor generator 2 and the second motor generator 5D are immediately released. Since it can be recognized that it is in the non-driving state, useless operation of the shift lever 14 can be eliminated, and operability is improved.

Further, in this embodiment, if the ignition key 39 is operated to the ON position, the motor 3 for driving the hydraulic power source is driven.
Since 7 is activated, the hydraulic pressure of the hydraulic power source 37A of the automatic transmission 4 can be set to a sufficient value even when the vehicle is immediately driven after the ignition key 39 is operated to the start position, and the frictional engagement of the automatic transmission 4 can be performed. The operating characteristics of the device are improved,
Smooth shift control can be performed.

At least one of the first motor generator 2 and the second motor generator 5D is driven based on the traveling conditions of the vehicle. Therefore, when only one motor generator is driven, the drive state is determined only for the motor generator to be driven. It is also possible to use a motor having only a power running function as the electric motor.

Further, the present invention can be applied to a two-wheel drive type vehicle in which the output of the electric motor is transmitted to only one of the front wheels and the rear wheels, and also to a vehicle equipped with only the electric motor as a driving force source. It is possible. Furthermore, it is also possible to adopt a known column shift type as the shift device used in the present invention.

[0042]

As described above, according to the present invention, not only the electric motor does not enter the starting state but also the shift device does not operate in the state where the driver inserts the ignition key into the key cylinder or the like and does not operate the starting position. Can not be set to the driving range position, so the vehicle can be kept in a stopped state,
It is also known that the key operation for putting the electric motor into the activated state is not performed because the shift device cannot be switched. That is, the mechanism mechanically requires the driver to perform the operation of switching the shift device to the traveling range after the operation of the ignition key to the activation position, and as a result, the automatic transmission after the establishment of the state where the traveling can be started is established. Is compensated for the original procedure of shifting the
It is possible to reliably prevent an erroneous operation at the time of starting in an electric vehicle or a hybrid vehicle, which cannot know the running standby state by sound or vibration.

[Brief description of drawings]

FIG. 1 is a plan view showing a schematic configuration of a hybrid electric vehicle that is an embodiment of the present invention.

FIG. 2 is a side view showing an embodiment of the shift device used in the present invention.

FIG. 3 is a perspective view of the shift device of FIG.

FIG. 4 is a block diagram showing a main system configuration of the present invention.

FIG. 5 is a schematic perspective view showing a key cylinder and an ignition key used in the present invention.

FIG. 6 is a flowchart showing a control example of the present invention.

7 is a chart showing an operating state of the system configuration in the control example of FIG.

[Explanation of symbols]

 1 Engine 2 1st motor generator (electric motor) 4 Automatic transmission 5D 2nd motor generator (electric motor) 6 Shift device 39 Ignition key

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display area F02N 11/10 B60K 9/00 Z F16H 59/10

Claims (1)

[Claims] 1. An electric motor which is activated by operating an ignition key to a starting position, an automatic transmission connected to an output side of the electric motor, and a shift for switching the automatic transmission between a non-running range and a running range. In a vehicle start-up control device including a traveling electric motor provided with a device, a start-up detection unit that detects that the ignition key is operated to a start-up position, and the start-up detection unit moves to the start-up position of the ignition key. And a shift lock control means for releasing the shift lock of the shift device from the non-running range to the running range when the operation is detected. Control device.