JPS58170301A - Method for automatic control of electric automobile - Google Patents

Method for automatic control of electric automobile

Info

Publication number
JPS58170301A
JPS58170301A JP57053367A JP5336782A JPS58170301A JP S58170301 A JPS58170301 A JP S58170301A JP 57053367 A JP57053367 A JP 57053367A JP 5336782 A JP5336782 A JP 5336782A JP S58170301 A JPS58170301 A JP S58170301A
Authority
JP
Japan
Prior art keywords
speed
gear
vehicle
automatic transmission
acceleration
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP57053367A
Other languages
Japanese (ja)
Inventor
Takahiro Iwami
隆広 岩見
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin AW Co Ltd
Original Assignee
Aisin AW Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin AW Co Ltd filed Critical Aisin AW Co Ltd
Priority to JP57053367A priority Critical patent/JPS58170301A/en
Publication of JPS58170301A publication Critical patent/JPS58170301A/en
Pending legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/0016—Control of angular speed of one shaft without controlling the prime mover
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

PURPOSE:To enable electric automobile to travel efficiently even when it is operated acceleratedly or deceleratedly on a sloping road by a method wherein the speed change point of an automatic transmission for vehicle speed is changed to the low speed side in proportion to the increase in acceleration of the vehicle. CONSTITUTION:A speed change logic circuit 6 detects the condition of travel by the signals sent from a vechicle-speed sensor 51, an acceleration sensor 52 and a torque sensor 53, and selects the gear desirable for reduction of fuel consumption. Then, comparing the gear presently in use with the selected gear, a clutch 21 is disengaged when a gear change is required, a gear change is performed on a geared speed changer 22, and the clutch 21 is engaged after speed matching control has been performed. Through these procedures, a vehicle can be operated most efficiently in fuel consumption even when it is acceleratedly or deceleratedly driven or when it is travelling on a sloping road.

Description

【発明の詳細な説明】 本発明は自動変速機を備えた電気自動車の制御方法に関
する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling an electric vehicle equipped with an automatic transmission.

従来の自動変速機付電気自動車では、定常走行状態を基
準として車速および出力軸トルクを検出し；この２つの
車両走行条件を入力とし自動変速機の変速ギアの変更を
制御していたので、加減速時または坂路走行時においで
、エネルギー効率の良い走行（効率的走行という）を行
うことができなかった。In conventional electric vehicles with automatic transmissions, vehicle speed and output shaft torque are detected based on steady driving conditions; these two vehicle driving conditions are used as input to control changes in the automatic transmission's gears. Energy efficient driving (referred to as efficient driving) was not possible when decelerating or driving on a slope.

本発明の目的は、加減速時ｄｊ、よび坂路走行時におい
ても効率的走行が可能となる電気自動中の自動制御方法
の提供にある。An object of the present invention is to provide an automatic control method for an electric automatic vehicle that enables efficient travel during acceleration/deceleration dj and when traveling on a slope.

つぎに本発明を図と共に説明する。Next, the present invention will be explained with reference to the drawings.

第１図は電気自動車の駆動系を示し、１は駆動用電動機
（モーター）、２は自動変速機、３はディファレンシャ
ルギア、４は車輪である。この電気自動車の駆動系の内
モーター１および自動変速機２は、第２図に示す如くモ
デル化でき、車両の加速度を考慮し、車速を自動変速機
出力側回転数で代用すると次の式（１）で現わされるこ
とが知られている。FIG. 1 shows the drive system of an electric vehicle, where 1 is a drive electric motor, 2 is an automatic transmission, 3 is a differential gear, and 4 is wheels. The motor 1 and automatic transmission 2 in the drive system of this electric vehicle can be modeled as shown in FIG. 1) is known to appear.

王ｅ＝Ｋｔｌａ Ｉａ　＝　−（Ｒａ　／Ｌａ　）　Ｉａ−（ＫＯ／Ｌａ
　）　Ｗｌ　＋　（１／ｌ−ａ　）　ＦｉＴｅ　＝ＪＩ
　Ｗｌ　＋ＤＩ　Ｗ１＋Ｆ１　＋ＴＩＴ２＝ｋｎ＋ＴＩ Ｗｌ　　＝ｋｍＷ２ Ｔ’２　＝Ｊ２　Ｗ２　＋１）２　Ｗ２−＋−Ｆ２第２
図および式（１）において各記号はつぎの吊を表わす。King e=Ktla Ia = -(Ra/La) Ia-(KO/La
) Wl + (1/l-a) FiTe = JI
Wl +DI W1+F1 +TIT2=kn+TI Wl =kmW2 T'2 =J2 W2 +1)2 W2-+-F2 2nd
In the diagram and equation (1), each symbol represents the following suspension.

４ｅ；モータートルク［ｋｇｍコ Ｒａ　；電機子抵抗［オーム］ １ａ　；電機子電流１アンペア］ １−ａ；電機子インダクタンス［ヘンリー］［１；入力
電圧［ポルトコ Ｋｅ　；速度定数１ボルト／ｒｐｍ　］ｋ■；ギア比 Ｋｔ　；ｌ〜シルク数［ｋｇｍ／アンペア］Ｗ１　；自
動変速機入力軸回転数（モーター回転数＞　［、ｒｐｍ
　］ Ｗ２；自動変速機出力軸回転数（ｒｐｍ　）■１　；自
動変速入力ｉ〜ルク［ｋ（１ｍ　］−「２　：自動変速
機出力トルク［ｋｇｍコＪ１　；自動変速機入力端慣性
モーメンｌ−１’、ｋｏｍ／　ｒｐｍ　］ 、ノ２　；自動変速機１１１カ側慣性モーメント［ｋ叶
／ｒｐｍｌ Ｄｌ　；自ＩＪＪＩ変速機入力側粘性摩擦抵抗係数［ｋ
。4e; Motor torque [kgm Ra; Armature resistance [ohm] 1a; Armature current 1 ampere] 1-a; Armature inductance [Henry] [1; Input voltage [portco Ke; speed constant 1 volt/rpm] k ■;Gear ratio Kt;l~silk number [kgm/ampere]W1;Automatic transmission input shaft rotation speed (motor rotation speed> [, rpm
] W2: Automatic transmission output shaft rotation speed (rpm) 1; Automatic transmission input i~lux [k (1 m)] - 2: Automatic transmission output torque [kgm] J1; Automatic transmission input end moment of inertia l- 1', kom/rpm], ノ2; Automatic transmission 111 moment of inertia [k/rpm Dl; automatic transmission input side viscous frictional resistance coefficient [k
.

ｍ　／ｒｐｍ　］ Ｄ２　；自動変速機出力側粘性摩擦および空気抵抗−次
近似による抵抗係数［ｋｇｍ　／ｒｐｍ　］Ｆ１　；自
動変速機入２Ｊ側クーロン摩擦抵抗［ｋｃｒ１ 「２　；ころがり抵抗子〇坂］１（抗生回転部分クー［
１ン摩擦抵抗［ｋｇｍ　］ また、モーター１および自動変速Ｉａ２の単位時間当り
のエネルギー消費ｆｉｌ（、エネルギー消費率）Ｖ［ｋ
ｗ］は永久磁石形直流電動機を用いた場合式（２）で近
似できる。m / rpm ] D2 ; Automatic transmission output side viscous friction and air resistance - drag coefficient based on -order approximation [kgm / rpm ] F1 ; Automatic transmission input 2J side Coulomb friction resistance [kcr1 "2 ; Rolling resistor 〇 slope] 1 (Antibiotic rotating part cool [
1 frictional resistance [kgm] Also, energy consumption fil (, energy consumption rate) V[k
w] can be approximated by equation (2) when a permanent magnet type DC motor is used.

Ｖ　（Ｌａ　、　Ｗｌ　）　＝　（Ｋ１　　（ａ　＋に
２１２ａ→−に３　Ｗｌ　十に４　Ｗｌ　十に５　）十
（：）Ｋｔ　ｒ　ａ　Ｗｌ−（２） この式（２）はエネルギー消費率Ｖが、電気式電流１ａ
および、自動変速機入力側回転数（モーター回転数）Ｗ
ｌの関数であることを示し、右変０内はモーターの電気
的エネルギー損失を表わし、機械的損失は右辺最終項内
に含まれ、Ｑは単イＱ換粋のための定数［単位はｋｗ／
ｋｇｍ　−ｒｐｍ　］である。V (La, Wl) = (K1 (a + 212a → - 3 Wl 10 4 Wl 10 5) 10 (:) Kt r a Wl- (2) This equation (2) shows that the energy consumption rate V is , electric current 1a
and automatic transmission input side rotation speed (motor rotation speed) W
The value within 0 represents the electrical energy loss of the motor, the mechanical loss is included in the final term on the right side, and Q is a constant for single Q reduction [unit: kw /
kgm-rpm].

Ｋ１−に５は定数であり、Ｋ１項はブラシ電気損など、
Ｋ２項は電機子銅損など、１＜３項ｔよ風損なと、Ｋ４
項は鉄損なと、Ｋ５項は電流、回転数に関係しない固定
指を示す。5 is a constant in K1-, and the K1 term is a brush electric loss, etc.
K2 term is armature copper loss, etc. If 1<3 term t is windage loss, K4
The term is iron loss, and the K5 term indicates a fixed finger that is not related to current or rotation speed.

本発明において自動変速機のギア比の切換えを行う変速
曲面はつぎのように決定される。In the present invention, the speed change surface for changing the gear ratio of the automatic transmission is determined as follows.

ある走行状態（Ｔ２、Ｗ２、Ｗ２）が与えられたとき、
ギア比ｋｍで奏功したとすれば、モデルの式（１）を使
って、エネルギー消費Ｖ（式（２））を王２、Ｗ２、Ｗ
２、およびｋｍの関数として表わせる。すなわら、 Ｖ　＝Ｖ　（Ｔ２　、Ｗ２　、Ｗ２　；　ｋｍ）・・・
（３）同じ走行状態を別のギア比ｋｎ（ｍ＝ｎ）で走行
したどすれば、同様の削算により ＝５− Ｖ＝Ｖ　（１−２、Ｗ２　、Ｗ２　：　ｋｎ）−（４）
である。そこで、 Ｖ　（Ｔ２　、Ｗ２　、Ｗ２　；ｋｍ）　＜Ｖ　（Ｔ２
　、Ｗ２、Ｗ２；ｋｎ）・・・（５） より、ギア比ｋｍで走行する方がエネルギー消費が少く
てすむ領域を求めることができる。この領域を計ｎする
ど式（６）のＪ：うになる。When a certain running state (T2, W2, W2) is given,
If the gear ratio km is successful, then using the model equation (1), the energy consumption V (formula (2)) can be calculated as W2, W2, W
2, and can be expressed as a function of km. In other words, V = V (T2, W2, W2; km)...
(3) If the same running condition is run with a different gear ratio kn (m=n), then by similar reduction, =5-V=V (1-2, W2, W2: kn)-(4)
It is. Therefore, V (T2, W2, W2; km) <V (T2
, W2, W2; kn) (5), it is possible to find a region where energy consumption is lower when traveling with a gear ratio of km. If we add up this area to n, we get J in equation (6).

Ｔ２〉（−α３　／３＋４α４　［α２　Ｗ”２　十／
２α４・・・（６） ただし α１　　＝　　［ＫＩ　　Ｄｌ　　／Ｋｔ　　＋　２に
２　　Ｄ　　ＩＦ　　１／Ｋｔ−トに３　　＋ＱＦ　　
１］　　（ｋｍ−ｋｎ）α２　＝に２　ＤＩ２／に〜十
に４→−ＱＤｌ　］　（ｋｍ’−ｋｎ’）α３　＝−［
Ｋ１　／Ｋｔ　＋２に２　Ｆｌ　／に’ｔ　］　（１／
ｋｍ−１／ｋｎ） ａ４　＝−に２　／に２ｔ　　（１／ｋｌＩｍ−１／ｋ
ｎ”）α０　　（Ｗ２　＞　＝　［Ｋ１　／Ｋｔ　＋２
に２　Ｆｌ　／Ｋ”ｔ　］　Ｊ１　　（ｋｍ−ｋｎ）　
Ｗ２　＋に２６− Ｊｌ　　（Ｉｎｎ−ｋｎ）　Ｗ２　、／に＋ａｌ　　（
Ｗ２　　）　　＝　　［２に２　　ＤＩ　　／に２ｔ　
　＋Ｑ］　　、ノー、ｌｄ （ｋｍ−ｋｎ）、Ｗ２ 第３図は加）＊１灸Ｗ２が一定の場合の性能限界曲線を
示し、この図で表わされている３本の折れ線△、Ｂ、Ｃ
はそれぞれ３つの線分から成っている。T2〉(-α3 /3+4α4 [α2 W”2 10/
2α4...(6) However, α1 = [KI Dl /Kt + 2 to 2 D IF 1/Kt-to 3 +QF
1] (km-kn) α2 = 2 DI2/~10 4→-QDl] (km'-kn') α3 =-[
K1 /Kt +2 to 2 Fl /to't] (1/
km-1/kn) a4 = -2/2t (1/klIm-1/k
n”) α0 (W2 > = [K1 /Kt +2
2 Fl/K”t] J1 (km-kn)
W2 + to 26- Jl (Inn-kn) W2, / to +al (
W2 ) = [2 to 2 DI / to 2t
+Q], No, ld (km-kn), W2 Figure 3 shows the performance limit curve when moxibustion W2 is constant, and the three polygonal lines △, B, C
consists of three line segments each.

Ａ：横軸にほぼ平行な線分でモータに流せる電流をある
値（ａｌｌｌａＸ以下におさえるためにて゛きる眼界で
ある。これはモータを保護するためである。　　′Ｂ：
斜めの線分で、モータにかりる電圧をある値Ｅｉｍａｘ
以Ｆに制限するためにできる限界である。A: It is possible to keep the current that can flow through the motor in a line segment almost parallel to the horizontal axis below a certain value (allaX. This is to protect the motor.'B:
The voltage applied to the motor is set to a certain value Eimax by a diagonal line segment.
This is the limit that can be applied to limit the number of F.

これは、バッテリーの限界および士−タの保護のためで
ある。This is due to battery limitations and data protection.

Ｃ：垂直（縦軸に平行）な線分で、モータの回転数をあ
る値Ｗｉｍａｘ以下に制限するためにできる限界である
。これもモータを保護するためである。C: A vertical line segment (parallel to the vertical axis), which is the limit that can be used to limit the rotation speed of the motor to a certain value Wimax or less. This is also to protect the motor.

−Ｆ記の性能限界も、加速１１Ｗ２によって第４口出 のように変化するが、Δ、Ｂは変速という点に関しては
あまり重要な意味はなく、はとんど考慮しなくてよく、
モータの電流、電斤を制限ずればすむ問題である。Ｃは
第４図−［、加速度と無関係に同じ位置にあり、よっで
」已−タの回転数がＷｌｍａＸに１．νれば、変速曲面
に優先して強制的に変速させればよい。The performance limit in -F also changes as shown in the fourth output depending on the acceleration 11W2, but Δ and B do not have a very important meaning in terms of gear shifting, so there is no need to consider them.
This problem can be solved by limiting the motor current and power. C is at the same position regardless of the acceleration in FIG. If ν, then it is sufficient to forcibly shift the gears by giving priority to the shift curved surface.

上記３つの性能限界の式を記すと、 Ａ　：　Ｔ２　＝ｋｍ　（Ｋｔ　ｒ　ａｍａｘ　−Ｆｌ
　）　−ＤＩ　ＫｍＷ２−Ｊｌ　ｋ＃＋Ｗ２　　（ｍ　
＝＝　１．２．３）［３＋　１−２　＝ｋｍ（１（ｔ　
ｌ：ｉｍａｘ／Ｒａ　−Ｆｌ　　）−（Ｋｔ　Ｋｅ　／
Ｒａ　十Ｄ１　）　ｋｍＷ２−Ｊｌ　ｋｉＷ２（ｍ＝　
　　　　　　　　　　　　　　　　１．２．３） Ｃ：　Ｗ２ｍａｘｍ　＝Ｗ１ｍａｘ／ｋｍ　（ｍ　＝　
１．２．３）ただし、ｋｌで１ｓｔギア（ｋｍにおいて
ｍ−１）ｋ２で２ｎｄギア　（ｋｍ、　ｒｎ　＝　２）
ｋ３で３ｒｄギア（ｋｍ、　ｍ　＝　３）を意味Ｊる。The above three performance limit formulas are written as follows: A: T2 = km (Kt ramax - Fl
) -DI KmW2-Jl k#+W2 (m
== 1.2.3) [3+ 1-2 =km(1(t
l:imax/Ra −Fl )−(Kt Ke /
Ra 1 D1) kmW2-Jl kiW2 (m=
1.2.3) C: W2maxm = W1max/km (m =
1.2.3) However, 1st gear at kl (m-1 in km) 2nd gear at k2 (km, rn = 2)
K3 means 3rd gear (km, m = 3).

すなわち、Ｔ’２−Ｗ２−Ｗ２空間内で式（６）を満足
する領域ではギアｌｉｍで走行する方が効率がよい。こ
の領域の境界面すなわち（６）式で等号が成り立−）面
が第５図の変速曲面である。That is, in the region where formula (6) is satisfied within the T'2-W2-W2 space, it is more efficient to travel in gear lim. The boundary surface of this region, that is, the surface in which the equality sign holds in equation (6) is the speed change curved surface shown in FIG.

ｋｍとしＴ”　ｉｓｔギア（ｋｌ　：　ｋｍにおいてｍ
−１）Ｉｕｌとｌノ’（２ｎｄギア　（ｌｔ２　：ｋｎ
におイＴｎ　＝　２）　　としたものが第５図の１−２
変速曲而である。km and T” ist gear (kl: m in km
-1) Iul and lノ' (2nd gear (lt2:kn)
1-2 in Figure 5 is the case where Tn = 2).
It's a shifting curve.

２−３変速曲面についても同様である。The same applies to the 2-3 speed change curved surface.

この考え方では、走行状態（Ｔ２、Ｗ２、Ｗ２）を仮定
するとして考案を進めているので、加速性とギア比との
関係は問題ない。また、出力［・ルクＴ２を変数にとっ
ており、登板抵抗はこのＴ２に含まれるので、変速曲面
は登板角の影響を受【）ない。In this way of thinking, the idea is being developed assuming the running conditions (T2, W2, W2), so there is no problem with the relationship between acceleration performance and gear ratio. Furthermore, since the output [·lux T2 is taken as a variable and the pitching resistance is included in this T2, the speed change surface is not affected by the pitching angle.

第６図は自動変速機の制御装置を示す。自動変速機２は
クラッチ２１と歯車変速装置２２と、前記クラッチ２１
および歯車変速装置２２を作動させる作動装置２３から
なり制御装置は車速センサ５１、加速度センサ５２、ト
ルクセンサ５３とからなる車両走行条件検出部５と、該
検出部５の出力および歯車変速装置におけるギア位置を
入力として、本発明にかかる変速制御方法に基づき出力
して作動装置２３を９− 作動さける変速論理回路６どからなり、この制御装置は
、第７図に示す如く、検出部５で走行状態を検出（７０
１）　Ｌ、燃費の低減に望ましいギアの選択（７０２）
を行い、つぎに現在のギア位置と比較してギア切換えの
要否を判定（７０３）　Ｌ、ギア切換え不要のとぎはそ
のままリターンし、切換え要のとぎはクラッチ２１を切
り（７０４）　、ギア切換え（７０５）を行い、揃速制
御（７０Ｇ）を行ってからクラッチ２１を結合（７０７
）　Ｌ、でリターンする。FIG. 6 shows a control device for an automatic transmission. The automatic transmission 2 includes a clutch 21, a gear transmission 22, and the clutch 21.
The control device includes a vehicle running condition detection section 5 consisting of a vehicle speed sensor 51, an acceleration sensor 52, and a torque sensor 53, and the output of the detection section 5 and the gear in the gear transmission. The control device includes a shift logic circuit 6 which inputs the position and outputs the shift control method according to the present invention to prevent the actuating device 23 from operating.As shown in FIG. Detect state (70
1) L, selection of gear desirable for reducing fuel consumption (702)
and then compares it with the current gear position to determine whether or not a gear change is necessary (703). L. If a gear change is not required, return as is; if a gear change is required, the clutch 21 is disengaged (704), and the gear is changed. (705), performs uniform speed control (70G), and then engages the clutch 21 (707).
) Return with L.

この変速論理回線の作用を第８図に示すブローチヤード
とともに説明する。The operation of this speed change logic line will be explained with reference to the broach yard shown in FIG.

自動変速機出力側回転数Ｗ２、その回転加速度Ｗ２、お
よび自動変速機出力トルクＴ２を読み込み（８０１）　
、つぎに第１速における最大出力側回転数Ｗ２ｍａｘ１
ｓｔおＪ：び第２速における最大出力側回転数Ｗ２ｍａ
ｘ２ｎｄを読み込む（８０２）。つぎに出力側回転数Ｗ
２が最大出力側回転数Ｗ　２１１１ａＸより小さいか否
かの判別（８０３）を行い、小さいときは１−２変速曲
面データの読み込み（８０１１）をし、１０− １−２変速点のトルクＴ２０を計棹（８０５）　Ｌ、、
現在の１〜ルクＴ２が該変速点の１〜ルクＴ２０より大
きいか否かの判別（８０６）を行い、Ｆ２〉Ｆ２０のど
きは１ｓｔギアの出力を発生する。判別（８０３）にお
いてＷ２　＞Ｗ２ｍａｘのときはつぎにＷ２　＜Ｗ２ｍ
ａｘ２ｎｄか否かの判別（８０７）を行いｙｅｓのとき
は２−３変速曲而データの読み込み（８０７）をした後
、２−３変速点２００の１−ルク計算８０９を行いＦ２
〉Ｔ２Ｏ０か否かを判別（８１０）する。Ｆ２＞Ｔ２Ｏ
０のときは第２速ギアの出力を発生さぜ王２＜１−２０
０のときは第３速ギアの出力を生ずる。Ｆ２＞Ｆ２０か
否かの判別（８０６）においてＦ２＜Ｆ２０のときは２
−３変速曲面データの読み込み（８０８）を行う。また
Ｗ２　＜　Ｗ２ｍａｘ２ｎｄの判別においてＷ２＞　Ｗ
２ｍａｘ２ｎｄのときは第３速ギアの出力を生じる。Read automatic transmission output side rotation speed W2, its rotational acceleration W2, and automatic transmission output torque T2 (801)
, then the maximum output side rotation speed W2max1 in 1st speed
st OJ: Maximum output side rotation speed W2ma in 2nd gear
x2nd is read (802). Next, output side rotation speed W
2 is smaller than the maximum output side rotation speed W 2111aX (803), and if it is smaller, the 1-2 shift curve data is read (8011), and the torque T20 at the 10-1-2 shift point is calculated. Measurement pole (805) L,,
It is determined (806) whether or not the current 1~LQ T2 is larger than the 1~LQ T20 at the shift point, and when F2>F20, a 1st gear output is generated. If W2 > W2max in determination (803), then W2 < W2m
It is determined whether or not it is ax2nd (807), and if yes, the 2-3 shift curve data is read (807), then the 1-luke calculation 809 of the 2-3 shift point 200 is performed, and the F2
> Determine whether or not T2O0 (810). F2>T2O
When it is 0, generate the output of the 2nd gear. 2<1-20
When it is 0, it produces the output of the 3rd gear. In determining whether F2>F20 (806), if F2<F20, 2
-3 Read speed change surface data (808). Also, in the determination of W2<W2max2nd, W2>W
When 2max2nd, the output of the third speed gear is generated.

以上の如く本発明の電気自動車の自動制御方法は、車速
、出力軸トルクに加えて車両加速度を入力としているの
で全ての走行条件が正確に把握でき、これにより他の複
雑な装置を用いず、車両加速度の増大に応じて車速に対
する自動変速機の変速点を低速がわに変更する等だけで
、加減速時、坂路走行時および坂路走行における加減速
運転時においても最も燃費効率の良い走行が可能となる
。As described above, since the automatic control method for electric vehicles of the present invention uses vehicle acceleration in addition to vehicle speed and output shaft torque as input, all driving conditions can be accurately grasped. Simply by changing the shift point of the automatic transmission relative to the vehicle speed to a lower speed in response to an increase in vehicle acceleration, the most fuel-efficient driving can be achieved even when accelerating/decelerating, driving on a slope, and accelerating/decelerating while driving on a slope. It becomes possible.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は電気自動車の駆動系の概略図、第２図はモータ
ーおよび自動変速機の原理図、第３図は車両加速度が一
定の場合の自動変速機の変速線図、を示す。第４図は車
両加速度を考慮した自動変速機の変速線図、第５図はそ
の三次元グラフ、第６図は自動変速機の制御装置の構成
を示すブロック図、第７図は自動変速機の制御装置の制
御方法を示すブロック図、第８図はその作動説明のため
のフローチャートである。 図中　１・・・モーター　２・・・自動変速機　３・・
・デファレンシャルギア　４・・・車輪 ゼ官り忌も 用ｐ−ＬｊへFIG. 1 is a schematic diagram of the drive system of an electric vehicle, FIG. 2 is a principle diagram of the motor and automatic transmission, and FIG. 3 is a shift diagram of the automatic transmission when vehicle acceleration is constant. Figure 4 is a shift diagram of the automatic transmission that takes into account vehicle acceleration, Figure 5 is its three-dimensional graph, Figure 6 is a block diagram showing the configuration of the automatic transmission control device, and Figure 7 is the automatic transmission. FIG. 8 is a block diagram showing a control method of the control device, and FIG. 8 is a flowchart for explaining its operation. In the diagram: 1...Motor 2...Automatic transmission 3...
・Differential gear 4...To p-Lj for wheels

Claims (1)

【特許請求の範囲】[Claims] 電動機の出力を車両走行条件に応じて自動変速機で変速
する電気自動車においで、車速、出力軸トルク、および
車両加速度を入力とし、車両加速戊の増大に応じて車速
に対する自動変速機の変速点を低速がわに変更すること
を特徴とする電気自動車の自動制御方法。　　　　　　
。In an electric vehicle in which the output of the electric motor is shifted by an automatic transmission according to vehicle driving conditions, the vehicle speed, output shaft torque, and vehicle acceleration are input, and the shift point of the automatic transmission relative to the vehicle speed is determined according to the increase in vehicle acceleration. An automatic control method for an electric vehicle characterized by changing the speed to a low speed.
.
JP57053367A 1982-03-30 1982-03-30 Method for automatic control of electric automobile Pending JPS58170301A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57053367A JPS58170301A (en) 1982-03-30 1982-03-30 Method for automatic control of electric automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57053367A JPS58170301A (en) 1982-03-30 1982-03-30 Method for automatic control of electric automobile

Publications (1)

Publication Number Publication Date
JPS58170301A true JPS58170301A (en) 1983-10-06

Family

ID=12940839

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57053367A Pending JPS58170301A (en) 1982-03-30 1982-03-30 Method for automatic control of electric automobile

Country Status (1)

Country Link
JP (1) JPS58170301A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6127801A (en) * 1984-07-18 1986-02-07 日立エレベ−タサ−ビス株式会社 Waste oil treating tool

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6127801A (en) * 1984-07-18 1986-02-07 日立エレベ−タサ−ビス株式会社 Waste oil treating tool
JPH0244721B2 (en) * 1984-07-18 1990-10-05 Hitachi Elevator & Service

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