JPH1042406A - Start controlling apparatus of vehicle with motor for traveling - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly start a vehicle, by controlling its motor-generator to be in a standby state when its ignition key is operated up to the intermediate position, and its shift lever is changed over to vehicle traveling range. SOLUTION: A first motor-generator 2 is mounted on the front portion of a vehicle. When its ignition key is operated up to an on-position and its brake pedal is pressed down by a foot, and its shift lever is changed over from a vehicle stopping range to a vehicle traveling range, its motor-generator 2 and its engine 1 are controlled respectively to be in a standby state and in a start allowing state. Therefore, even when it is forgotten to operate the ignition key up to a vehicle starting position, its shift lever can be changed over to the vehicle traveling range as its brake pedal is pressed down by a foot and thereafter its accelerator pedal may be pressed down by a foot as its brake pedal returns to the original position, to rotate the output shaft of the first motor-generator and start the vehicle.

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, if the automatic transmission is set to the driving range in the stopped state and a driving force source such as an engine is driven in this state, the automatic transmission is driven at the same time as the first speed is set. At the same time, the vehicle starts running.

Therefore, in order to prevent such a situation, the ignition key is conventionally moved from the insertion position (lock) to the intermediate position (accessory, on, off) when the shift device of the automatic transmission is set to the non-traveling range. ), An inhibitor mechanism is provided that permits the activation of the driving force source only when the actuator is operated to the activation position (start). The ignition key operated to the starting position is configured to automatically return to the intermediate position.

[0007]

In a vehicle using a motor as a driving force source, an ignition key is operated to a start position and a controller such as an inverter is started (standby state), but the motor itself is an accelerator pedal. It turns only when is depressed. In other words, the motor does not perform any mechanical operation such as rotation only by operating the ignition key to the start position, and does not generate sound or vibration.

For this reason, when the ignition key is located at the intermediate position, it is determined whether the ignition key has been operated to the start position and then returned to the intermediate position, or the ignition key has not been operated and stopped at the intermediate position. It is difficult to do.

When the shift key is switched to the travel range while the ignition key is located at the intermediate position, the vehicle does not run even if the accelerator pedal is depressed, and the motor is controlled to the standby state for the first time at that time. May not be found.

However, conventionally, even if the ignition key is operated to the start position in the traveling range by the inhibitor mechanism, the driving force source is not started. For this reason, when the above situation occurs, the vehicle cannot be started unless the shift device is once returned to the non-traveling range, the ignition key is operated to the starting position, and then the driving range is switched again. Therefore, there has been a problem that the operation is complicated and the start of the vehicle is delayed.

The present invention has been made in view of the above circumstances, and provides a vehicle start-up control device that can control an electric motor to a standby state by a simple operation even when an ignition key is not operated to a start-up position. It is intended to do so.

[0012]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides an electric motor for driving a vehicle, an automatic transmission connected to an output side of the electric motor, and a non-running automatic transmission. A shift device for switching between a range and a travel range, an ignition mechanism in which an insertion position where an ignition key is inserted, a start position for controlling the electric motor in a standby state, and an intermediate position between the insert position and the start position are set; In a start-up control device for a vehicle including a traveling motor having the following, when the ignition key is operated to the intermediate position, and the operation of switching the shift device to a traveling range is performed, the electric motor is controlled to a standby state. The motor control means is provided. Here, the standby state of the electric motor means a state in which the output shaft is rotated by the depression of the accelerator pedal to output the torque.

According to the present invention, even when the ignition key is not operated to the start position, if the ignition key is operated to the intermediate position and the operation of switching the shift device to the travel range is performed, the electric motor is not operated. It is controlled to a standby state. Therefore, the redoing of the range switching operation of the shift device and the operation of the ignition key can be omitted, the torque is output from the output shaft of the electric motor with a simple operation of depressing the accelerator pedal, and the vehicle can be started quickly.

[0014]

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

The engine 1 is a known internal combustion engine, for example, 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 constituted by a known clutch mechanism or the like, and torque output from at least one of the engine 1 and the first motor generator 2 is transmitted to the automatic transmission 4 via the torque 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 a shift by engaging and disengaging a friction engagement device such as a clutch or a brake. These friction engagement devices are controlled by a hydraulic control device such as a shift solenoid valve or a manual valve provided in the automatic transmission 4. And the automatic transmission 4
The torque output from the output shaft of the front wheels 7 through the front differential 5 and the front drive shaft 6
It is configured to be transmitted to.

On the other hand, a second motor generator 8 is mounted at the rear of the vehicle, and the second motor generator 8 has the same function as the first motor generator 2.
The torque of the second motor generator 8 is transmitted to the rear wheels 11 via the rear differential 9 and the rear drive shaft 10.

A shift device 12 as shown in FIG. 3 is connected to the automatic transmission 4, and the driver operates the shift device 12 to switch the automatic transmission 4 between a non-running state and a running state. It is configured to be able to.

The shift device 12 employs a floor shift type configuration in this embodiment, and the shift device 12 is disposed near a console box (not shown) on the indoor side. First, a slide hole 14 and an indicator 15 indicating a shift position of the automatic transmission 4 are provided in the plate-shaped upper housing 13.

The indicator 15 includes an automatic transmission 4
A non-traveling range for controlling to a non-traveling state in which no torque is output from the vehicle, for example, display of characters such as parking (P) and neutral (N), and control for a traveling state in which torque is output from the automatic transmission 4 A travel range, for example, reverse gear (R), drive (D), second speed (2), and characters corresponding to first speed (L) are displayed.

Further, the shift lever 1 is provided in the slide hole 14.
6 is inserted, and a shift button 17 is provided above the shift lever 16. A grooved pin that is moved by operating a shift button 17 is attached to a lower portion of the shift lever 16. Furthermore, a detent plate is provided at the lower part of the upper housing 13,
The shift lever 16 can be switched from the parking range to the traveling range while the shift button 17 is pressed.

Further, a shift lock solenoid is provided in the vicinity of the detent plate, and only when the brake pedal is depressed, the shift of the grooved pin is allowed to switch from the parking range to the travel range. Of the shift lock mechanism.

FIG. 4 is a perspective view of an ignition mechanism 18 for manually controlling the stop / start of the engine 1, the first motor generator 2, and the second motor generator 8. The key cylinder 19 is provided with a rotatable rotor 22 having an insertion hole 21 for an ignition key 20, and the rotor 22 is locked (L) as an insertion position.
OCK), start as a start position (START),
An accessory (ACC) and an on (ON) operation position are provided as intermediate positions located between the lock and the start.

The key cylinder 19 has a well-known key interlock mechanism that allows the ignition key 20 to be inserted and extracted at the locked position only when the shift lever 16 is set to the parking range.
Furthermore, after the ignition key 20 is inserted and operated to the start position and then released, it returns to the on position.

FIG. 5 is a block diagram showing a main system configuration of the present invention. A battery 24 is connected to the first motor generator 2 via an inverter 23. A DC current supplied from the battery 24 is converted into an AC current by the inverter 23 and supplied to the first motor generator 2. Also, the second motor generator 8
Is connected to a battery 24 via an inverter 25, and a DC current supplied from the battery 24 is converted into an AC current by the inverter 25 and supplied to the second motor generator 8.

The engine 1, the first motor generator 2, the second motor generator 8, the automatic transmission 4, the inverter 23, and the inverter 25 are controlled by an electronic control unit 26. The electronic control unit 26 includes a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface.

The electronic control unit 26 includes a throttle opening signal of the engine 1, a signal of an engine water temperature sensor, a signal of a pattern select switch of the automatic transmission 4, and a signal of the automatic transmission 4.
Output shaft speed signal, inverter 23 and inverter 25
, The signal of the brake switch 27, the signal of the ignition switch 28 of the ignition mechanism 18, the signal of the shift position switch or the shift button 17 of the shift device 12, and the like.

On the other hand, from the electronic control unit 26, the engine 1, the automatic transmission 4, the inverter 23 and the inverter 25,
First motor generator 2 and second motor generator 8
For example, a control signal is output. Further, the electronic control unit 26 has a self-diagnosis (diagnosis) function for checking whether or not the entire system operates normally based on signals input from various sensors.

The stop state, standby state, and start state of the engine 1, the first motor generator 2, and the second motor generator 8 are determined by manual operation of a drive power source selection switch connected to the electronic control unit 26 or electronic control. The running state of the vehicle detected by the device 26 and the ignition mechanism 1
9. Control is performed based on the operating states of the shift device 12, the brake pedal, the accelerator pedal, and the like.

Here, the first motor generator 2 and the second motor generator 2
The stopped state of the motor generator 8 refers to a state in which power is not supplied from the battery 24 and no torque is output from the output shaft even when the accelerator pedal is depressed. The standby state is a state in which power is supplied from the battery 24 and the accelerator pedal is depressed. If so, it means a state in which torque is output from the output shaft, and the activation state means a state in which the accelerator pedal is depressed and torque is output from the output shaft.

The electronic control unit 26 stores a shift pattern used for shift control of the automatic transmission 4 and controls the automatic transmission 4 based on the running state of the vehicle detected by various sensors. A shift solenoid valve, a lock-up clutch control valve, and the like are controlled.

Further, the electronic control unit 26 displays a system abnormality lamp 29 for displaying an abnormality of the system, and indicates that the engine 1, the first motor generator 2, and the second motor generator 8 are controlled to be in a standby state. The standby state indicator lamp 30 is connected.

Next, an example of the control routine of the present invention will be described with reference to the flowchart shown in FIG. First, the driver inserts the ignition key 20 into the insertion hole 21 and stops at the lock position. In this state, since the switch of the circuit between the battery 24 and the electronic control device 26 is turned off, the start-up process is not performed. That is, the switch of the circuit between the battery 24 and the inverter 23 and the inverter 25 is turned off, and the first motor generator 2 and the second motor generator 8 are stopped.
Further, the engine 1 is also stopped. The states of these components are similarly maintained when the ignition key 20 is operated to the accessory position.

Next, when the ignition key 20 is operated to the ON position, the circuit between the battery 24 and the electronic control unit 26 is turned on to start the startup processing. The entire function is self-diagnosed (step 1). As a result of the self-diagnosis, if there is no abnormality in any of the system components, data is read based on signals input from various sensors to the electronic control unit 26 (step 2), and the shift position of the automatic transmission 4 is changed. Is the non-driving range,
It is determined whether the vehicle is in the parking range or the neutral range (step 3).

If a negative determination is made in step 3, for example, if the vehicle is already running, there is no need to perform the start-up process, so this control routine is terminated. Step 3
If a positive determination is made in step 4, it is determined whether or not an operation of switching the shift device 12 from the non-traveling range to the traveling range has been performed (step 4). The judgment in step 4 is
This is performed based on the presence or absence of the signal P2 output from the shift device 12 when the shift button 17 is pressed.

As described above, the shift device 12 is provided with the shift lock mechanism, and the shift button 17 cannot be depressed unless the brake pedal is depressed in parallel. It is also determined whether or not.

If a negative determination is made in step 4, that is, if there is no signal P2 of the shift button 17, the shift lever 16 is maintained in the non-traveling range, and the driver's intention is to stop the vehicle. Therefore, this control routine ends.

If an affirmative determination is made in step 4, the driver is requested to start, and then the shift lever 16
May be switched to the driving range, the switch between the battery 24 and the inverter 23 is turned on, and power is supplied from the battery 24 to the inverter 23 and the first
Motor generator 2 is controlled to be in a standby state (step 5).

Thereafter, a flag for permitting the start of the engine 1 is set (step 6). This flag has a logic built in another subroutine (not shown) so that it is always checked when the engine 1 is started, and is canceled by turning off the ignition key 20.

Then, it is determined whether or not the inverter 23 is ready to rotate the output shaft of the first motor generator 2 (step 7). This decision
This is performed based on a voltage signal of the inverter 23 and the like. If an affirmative determination is made in step 7, the standby state display lamp 30 that indicates that the engine 1 is in a start permission state and the first motor generator 2 is in a start state is turned on (step 8), and this control is performed. End the routine.
Steps 1 to 8 correspond to the motor control means of the present invention.

If a negative determination is made in step 8, the electronic control unit 26 determines whether the inverter 23 is normal (step 9). If an affirmative determination is made in step 9, this control routine is executed. finish. further,
If a negative determination is made in step 9, the system abnormality lamp 29 is turned on to warn the driver of a warning (step 10), and the control routine is terminated.

As described above, according to the control example of FIG. 1, the ignition key 20 is operated to the ON position, and
When the brake pedal is depressed and an operation for switching from the non-traveling range to the traveling range is performed, it is determined that the start request by the driver has been established, and the first motor generator 2 is controlled to the standby state. Then, the engine 1 is controlled to the start permission state.

Therefore, for example, even if the driver forgets to operate the ignition key 20 to the start position, the shift lever 16 is switched from the non-travel range to the travel range while depressing the brake pedal, and then the brake pedal is released. When the accelerator pedal is returned and the accelerator pedal is depressed, the output shaft of the first motor generator 2 rotates to output torque, and the vehicle starts. At the same time, control for starting the engine 1 can be performed.

Accordingly, it is possible to omit the re-switching of the range of the shift lever 16 and the operation of the ignition key 20 to the starting position. If the simple operation of depressing the accelerator pedal is performed, the output torque of the first motor generator 2 can be reduced. Thus, the vehicle can be started quickly.

When the ignition key 20 has not been operated to the ON position, the control routine is terminated. Therefore, when the ignition key 20 is removed from the key cylinder 19, or when the vehicle is temporarily stopped and the vehicle is not running. When the ignition key 20 is switched to the range and the ignition key 20 is locked or operated by an accessory, the first motor generator 2 is controlled to a stopped state. Then, when the start request is established again, the first motor generator 2 is controlled to be in the standby state, so that the start operation can be reliably performed without a sense of incongruity.

In this control routine, even if the start request is satisfied and the first motor generator 2 is controlled to be in the standby state, no torque is output from the output shaft of the first motor generator 2 unless the accelerator pedal is depressed. Therefore, there is no possibility that the vehicle will start carelessly.

In this start control device, when the ignition key 20 is operated to the start position while the shift lever 16 is set to the parking range, the start control of the engine 1 or the standby of the first motor generator 2 is performed. It goes without saying that at least one of the controls is performed.

As a criterion for the operation of switching from the non-traveling range to the traveling range, which is performed in step 4 in FIG. 1, both the push signal P2 of the shift button 17 and the switching operation signal of the shift lever 17 to the traveling range are used. Alternatively, only the operation signal for switching the shift lever 17 to the travel range may be used.

In the control example shown in FIG. 1, it is possible to control the stop state and the standby state of the second motor generator 8 in parallel with the control of the first motor generator 2. Further, in the present invention, a motor having only a power running function can be used as the electric motor.

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

[0052]

As described above, according to the present invention, even when the ignition key is not operated to the start position, the ignition key is operated to the intermediate position, and
When the operation of switching the shift device to the travel range is performed, the electric motor is controlled to be in a standby state. Therefore,
It is possible to omit the redoing of the range switching operation of the shift device and the operation of operating the ignition key to the start position,
The torque is output from the output shaft of the electric motor by a simple operation of depressing the accelerator pedal, and the vehicle can be started quickly.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating an example of a control routine according to the present invention.

FIG. 2 is a plan view showing a schematic configuration of a hybrid electric vehicle according to an embodiment of the present invention.

FIG. 3 is a perspective view showing one embodiment of a shift device used in the present invention.

FIG. 4 is a schematic perspective view showing an ignition mechanism used in the present invention.

FIG. 5 is a block diagram showing a main system configuration of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 1st motor generator (electric motor) 4 Automatic transmission 8 2nd motor generator (electric motor) 12 Shift device 18 Ignition mechanism 20 Ignition key

Claims (1)

[Claims] An electric motor for driving a vehicle, an automatic transmission connected to an output side of the electric motor, a shift device for switching the automatic transmission between a non-traveling range and a traveling range, and an ignition key are inserted. An activation control device for a vehicle including a traveling motor having an insertion position, an activation position for controlling the electric motor in a standby state, and an ignition mechanism in which an intermediate position between the insertion position and the activation position is set. Motor for controlling the motor to be in a standby state when a key is operated to the intermediate position and an operation for switching the shift device to a travel range is performed; A starting control device for a vehicle comprising: