WO2013081121A1 - Accelerator operation response control method for automobile equipped with electric motor - Google Patents

Abstract

Provided is a control method for automobiles (EV, HV) equipped with an electric motor, said control method being capable of reducing shock torque and abnormal noise with respect to roller clutches (16A, 16B) when an accelerator (63) is operated from on to off and/or from off to on during normal travel without an accompanying shift control. This accelerator operation response control method for automobiles (EV, HV) is applicable when the accelerator (63) is operated from on to off and/or from off to on. In such cases, a shock reduction control in which the control mode of an electric motor (3) is consecutively switched between two types of feedback control, namely, a torque control and a rotation speed control, is executed in order to reduce shock torque and abnormal noise with respect to the roller clutches (16A, 16B).

Description

Accelerator response control method for automobile with electric motor Related applications

This application claims the priority of Japanese Patent Application No. 2011-263402 filed on December 1, 2011 and Japanese Patent Application No. 2012-013656 filed on January 26, 2012, which are incorporated herein by reference in their entirety. Quote as part of it.

The present invention relates to an accelerator operation response control method and a control device for an electric motor-equipped vehicle, which perform shock torque reduction control during the accelerator operation of the electric motor-equipped vehicle.

2. Description of the Related Art As a drive device for an automobile equipped with an electric motor, there is a vehicle motor drive device that transmits power to drive wheels via an electric motor, a transmission, and a differential (differential). For example, a two-way roller clutch is used for switching the gear position of the transmission.

When this vehicle motor drive device is used, it is possible to use the electric motor in a highly efficient rotational speed and torque region during driving and regeneration by switching the transmission gear ratio according to the running conditions. . In addition, by setting an appropriate gear ratio, the rotational speed of the rotating member of the transmission during high-speed traveling can be reduced, and the power loss of the transmission can be reduced to improve the energy efficiency of the vehicle. As such a vehicle motor drive device, for example, those described in Patent Literature 1 and Patent Literature 2 are known.

In the above-mentioned type of vehicle motor drive device, a large shift shock and abnormal noise may occur when the roller clutch is engaged after the shift is completed. Therefore, several methods for improving the shift control have been proposed in order to reduce shift shock and noise.

JP 2011-57030 A JP-A-8-168110

In the vehicle motor drive device described in Patent Document 1 and the like, there is a problem that a large shift shock torque and abnormal noise are generated when a roller clutch of a target shift stage of a transmission is engaged when performing a shift change. . In particular, if there is a large rotational speed difference between the rotational speed of the second shaft of the transmission and the rotational speed of the outer ring when the contact between the friction plate of the target gear stage and the outer ring is completed, a large shift shock torque and abnormal noise are generated. Therefore, a shift control method for reducing shift shock torque has been proposed.

As such a shift control method, the target rotational speed of the electric motor is calculated based on the vehicle speed at the time of shift switching and the speed ratio of the selected target shift stage, and the output of the electric motor is output according to the target rotational speed of the electric motor. Has been proposed (for example, Japanese Patent Application No. 2011-123433). This proposed example is a control method for switching between two feedback controls, torque control and rotation speed control.

On the other hand, there is a problem that shock torque and abnormal noise are generated when the roller clutch is engaged due to the operation of the accelerator from ON to OFF or the operation from OFF to ON.

This problem is specifically the following problems (1) and (2).
In this specification,
The “positive direction” is a direction in which the roller clutch is engaged when the electric motor is driven. In this specification, this “positive direction” is also referred to as “driving side”.
The “negative direction” is a direction in which the roller clutch is engaged when the electric motor is regenerated. In this specification, this “negative direction” is also referred to as “non-driving side”.
“Regenerative control” is a control technique for the purpose of absorbing mechanical energy as electrical energy.

(1) Shock torque and noise are generated when the roller clutch is engaged due to the operation of the accelerator from ON to OFF or the operation from OFF to ON. When the vehicle is run with the accelerator depressed (the accelerator is turned on), the electric motor is driven by torque control while the roller clutch is engaged in the forward direction. Thereafter, when the accelerator is pulled out (the accelerator is turned off), there is a possibility that the engagement of the roller clutch at the current shift stage is released. Once the engagement of the roller clutch at the current gear stage is released, when the accelerator is stepped on again, the roller clutch is quickly engaged again in the forward direction, so that shock torque and noise are generated.
(2) In order to perform regenerative control, it is necessary to engage the roller clutch in the negative direction. Similarly, when the roller clutch is engaged in the negative direction by torque control, an engagement shock and abnormal noise are likely to occur.

It is an object of the present invention to provide a shock torque or an abnormal noise of a roller clutch during normal driving without speed change control, either when an accelerator is operated from ON to OFF, and when either or both are operated from OFF to ON. It is an object to provide an accelerator operation response control method and a control device for an automobile equipped with an electric motor.

An accelerator operation response control method for an electric motor-equipped vehicle according to one configuration of the present invention is a control method applied to an electric motor-equipped vehicle having the following configuration.

This automobile has an electric motor for traveling having a motor shaft as an output shaft, a gear train of a plurality of gears having different gear ratios, an input shaft connected to the motor shaft, and a gear train of each gear A plurality of two-way roller clutches at each gear stage that can be switched between connection and disconnection, and are respectively provided in a plurality of wedge-shaped spaces provided between the cam surface of the inner ring and the outer ring. Gear ratio switching, wherein the switching of each of the roller clutches is performed by switching the contact and separation of the rotating friction plate connected to the retainer of each roller clutch with the outer ring by a speed change actuator. And a transmission having a mechanism. The automobile also engages the roller clutch with the narrowed portion of the wedge-shaped space, and places the roller in the expanded portion of the wedge-shaped space with the retainer. Put the roller clutch in the disengaged state.

In the above method, when the accelerator is operated from ON to OFF and / or when the accelerator is operated from OFF to ON, the electric torque is reduced so that the shock torque or noise of the roller clutch is reduced. Shock reduction control, which is a series of controls for switching the motor control method between two types of feedback control, torque control and rotation speed control, is performed.

According to this method, when the accelerator is operated from ON to OFF, or when the accelerator is operated from OFF to ON, the control method of the electric motor is switched between torque control and rotational speed control. Torque and noise can be reduced.

In the above configuration, when the shock reduction control is operated from the accelerator OFF to the accelerator ON using the predetermined first torque threshold A for acceleration determination,
(Acceleration torque command value)> (First torque threshold A)
On the condition that it becomes, it may be made to perform acceleration control at the time of ON operation which is acceleration control.

In the above configuration, when the shock reduction control is operated from the accelerator ON to the accelerator OFF using the predetermined second torque threshold B for regeneration determination,
(Accelerator torque command value) <(second torque threshold B)
It is also possible to perform regenerative control during OFF operation, which is control for regenerating the electric motor on the condition that

As described above, (accelerator torque command value)> (first torque threshold A)
When performing acceleration control during ON operation, which is acceleration control, on the condition that
When the shock reduction control is operated from the accelerator ON to the accelerator OFF using the predetermined torque threshold B for regeneration determination,
(Accelerator torque command value) <(second torque threshold B)
The regenerative control at the time of OFF operation, which is the control to regenerate the electric motor on the condition that
In order to prevent malfunction of the ON-time acceleration control and the OFF-time regenerative control when the accelerator OFF and the accelerator ON are repeatedly executed,
The first torque threshold A and the second torque threshold B are (first torque threshold A)> (second torque threshold B),
In addition, a hysteresis characteristic having a certain width may be provided between the two first and second torque threshold values A and B.

When the condition that the first threshold value A> the second threshold value B and the hysteresis characteristic of a certain width is provided, malfunction of the accelerator OFF → ON control and the accelerator ON → OFF control due to the influence of noise included in the torque command signal Is prevented.

In the above-mentioned configuration, when the accelerator is operated from the accelerator OFF to the accelerator ON in the shock reduction control, the electric motor control method is switched from torque control to rotation speed control, and the roller clutch roller is moved by the rotation speed control to the wedge-shaped space. It is also possible to include a process for controlling the rotational speed when the accelerator is ON to be engaged with the narrowed portion on the drive side.

In the above configuration, a target rotational speed and a rotational speed limiting current used in the rotational speed control in the shock reduction control are respectively set in the speed change ECU, and the set target rotational speed and rotational speed are set in the rotational speed control. The limiting current may be used according to the driving conditions.

In the above configuration, the shock reduction control is a shock torque generated when the torque command value of the accelerator is excessive at the time of switching to the torque control after the completion of the rotation speed control when the accelerator is operated from the accelerator OFF to the accelerator ON. Torque interpolation control for controlling the torque of the electric motor while interpolating the accelerator torque command value may be performed. By this interpolation, smooth control can be performed.

In this case, real-time torque control may be used in which the electric motor is torque-controlled by the real-time accelerator torque command value after interpolation of the accelerator torque command value is completed.

In the above-described configuration, when the vehicle power source is started, the roller clutch roller is moved in the wedge-shaped space by the rotational speed control using the rotational speed control target rotational speed and the rotational speed control current set in the transmission ECU. You may make it perform the rotation speed control at the time of starting which is the control engaged with the narrow part of a drive side.

In the above configuration, when the shock reduction control is operated from the accelerator ON to the accelerator OFF, the control method of the electric motor is switched from the torque control to the rotational speed control, and the rollers of the roller clutch are controlled by the rotational speed control. The control method switching control at the time of OFF operation, which is a control for engaging with the narrow portion of the wedge-shaped space on the non-driving side, may be performed.

In the above configuration, when the vehicle is stopped, the shock reduction control is performed by switching the control method of the electric motor from the rotational speed control to the torque control so that the roller clutch roller is connected to the narrow portion on the drive side of the wedge-shaped space. It is also possible to perform stop-time control method switching control using the torque command value set in the transmission ECU as the torque command value in this torque control.

This method has the following advantages. Normally, when the accelerator is pulled out, the torque becomes zero, the roller clutch is returned from the forward direction engagement position to the neutral position, and it is necessary to control the roller clutch by rotation speed control at the next start. As a result, energy is wasted. Even when the vehicle is stopped, by controlling the engagement of the roller clutch in the forward direction by torque control, the electric motor can be controlled by direct torque control at the next start of the vehicle, and there is no need to control the rotational speed. Therefore, useless energy consumption is avoided.

An accelerator operation response control device for an electric motor-equipped vehicle according to one configuration of the present invention is a device in the electric motor-equipped vehicle having the above-described configuration. The above-mentioned device is configured to reduce the shock torque or noise of the roller clutch when either or both of the accelerator operation from ON to OFF and the accelerator operation from OFF to ON are reduced. Shock reduction control means is provided for performing a series of control for switching the motor control method between two types of feedback control of torque control and rotation speed control.

According to this device, when the accelerator is operated from ON to OFF or when the accelerator is operated from OFF to ON, the control method of the electric motor is switched between torque control and rotational speed control. Abnormal noise can be reduced.

In the control method according to the above-described configuration, the accelerator opening signal is set to a predetermined value during traveling by torque control during either or both of the operation from ON to OFF of the accelerator and the operation from OFF to ON. When the creep positive torque threshold value is exceeded, creep control, which is control for setting the torque command value of the torque control to be equal to or greater than the creep positive torque threshold value, causes the rollers of the roller clutch to be narrowed on the drive side of the wedge-shaped space. Is always engaged (ie, remains engaged). The creep positive torque threshold is appropriately determined by design.

According to this configuration, when the accelerator opening / closing signal falls below a predetermined creep positive torque threshold during torque control when the accelerator is switched between ON and OFF, the torque command value is set to be equal to or greater than the creep positive torque threshold. The rollers of the roller clutch can always be engaged with the narrowed portion of the wedge-shaped space on the drive side, so that shock torque and noise generated when the roller clutch is engaged can be reduced.

In the above configuration, during traveling by torque control, the creep control may be executed over the entire speed region of the vehicle traveling speed. In this case, the shock torque and noise generated when the roller clutch is engaged can always be reduced by switching the accelerator between ON and OFF.

In the above configuration, during traveling with torque control, the creep control performs regenerative control when the accelerator is OFF, and when the regenerative command torque value falls below the regenerative threshold value, the negative torque of the regenerative threshold value is input, The roller of the roller clutch may be always engaged with a narrow portion on the non-driving side of the wedge-shaped space.

In this case, the vehicle speed during the execution of the regeneration control may be a predetermined vehicle speed or more.

In the above configuration, after the accelerator opening signal falls below the creep positive torque threshold and after a certain period of time has elapsed, the torque clutch is switched to the rotational speed control, and the roller clutch roller is narrowed on the drive side of the wedge-shaped space. The portion may be switched to the narrow portion on the non-driving side of the wedge-shaped space and engaged.

In this case, after a certain period of time has elapsed after the accelerator opening signal falls below the creep positive torque threshold, the torque control is switched to the rotational speed control, and the roller clutch roller is moved from the narrowed portion on the drive side of the wedge-shaped space. Switching to the narrow portion on the non-driving side of the wedge-shaped space may be performed at each shift stage.

For controlling the engagement direction of the roller clutch at each gear position, for example, when the engagement direction of the roller clutch is switched, a map of the rotational speed difference, the limit current, and the rotational speed control execution time is displayed on the transmission ECU. It may be set in a memory such as a ROM and the rotational speed control may be performed using a map value.

In the above configuration, the regeneration control may be started by switching from the rotational speed control to the torque control after the roller clutch of the current gear stage is engaged from the positive direction to the negative direction.

In this case, the regeneration control is executed by interpolating n times by torque control at the transition from the limit current or limit torque at the time of engaging the roller clutch at the current gear to the regeneration command torque value. When the error falls within a given range in the tracking process for reducing the error from the signal, the interpolation control may be terminated n times.

In the above configuration, in the regenerative control, when the regenerative command torque value falls below the absolute value (positive value) of the creep negative torque threshold value, the absolute value (positive value) of the creep negative torque threshold value is used as the regenerative command torque value during engagement. The regenerative control is performed while executing the interpolation control from the limit current to the absolute value (positive value) of the creep negative torque threshold. During the regenerative control, the direction of the q-axis current (torque component) of the electric motor is negative. There may be.

In the above configuration, the regeneration control may be stopped when a certain period of time elapses while the accelerator opening signal exceeds the creep positive torque threshold while the regeneration control is being executed according to the regeneration command torque value.

In this case, stopping the regenerative control resets the elapsed time count of the predetermined time when the accelerator opening signal exceeds the creep positive torque threshold within a predetermined time, and the accelerator signal is You may start counting elapsed time from the time of exceeding the creep positive torque threshold.

In the above configuration, the regeneration control may be stopped immediately when the vehicle speed falls below a given vehicle speed while the regeneration control is being executed according to the regeneration command torque value.

In the above-described configuration, after the regeneration control is stopped, interpolation control may be performed n times by torque control in the transition from the regeneration command torque value to the limit current or limit torque at the time of engagement.

In this case, after completion of the n-time interpolation control, a map of the rotational speed difference, the limit current, and the rotational speed control execution time set in the memory such as the ROM of the speed change ECU when switching from the torque control to the rotational speed control. The rotational speed control may be performed using the value of.

In this case, after the rotation speed control is completed, the rotation speed control is switched to the torque control, and the interpolation control is performed n times in the transition from the limit current or the limit torque when the current speed changer roller clutch is engaged to the accelerator opening signal. May be executed.

In the above configuration, when the power source of the vehicle is started and stopped, the previous shift in the control for engaging the roller clutch with the drive-side or non-drive-side wedge-shaped space by torque control based on the shift range signal of the shift operation member. Depending on the shift range of the operating member, control torque and time limit data set in advance in a memory such as a ROM of the speed change ECU may be fetched, and the creep control may be performed in several stages.

In the above configuration, when the shift range of the shift operating member is the drive range, the q-axis current (torque component) of the electric motor is set so that the roller of the roller clutch at the current shift stage is engaged with the narrow portion on the drive side of the wedge-shaped space. ) Direction may be positive.

In the above configuration, when the shift range of the shift operating member is the reverse range, the q-axis current (torque of the electric motor) is set so that the roller of the roller clutch at the current gear stage is engaged with the narrow portion on the non-drive side of the wedge-shaped space. The direction of (component) may be negative.

In the control device according to the above configuration, the speed ratio switching mechanism includes a shift member, and the contact and separation of the friction plate with respect to the outer ring are switched by the advancement and retraction of the shift member by the speed change actuator. Running with torque control to reduce shock torque and abnormal noise generated when the roller clutch is engaged during either or both of the operation from ON to OFF and from OFF to ON In addition, when the accelerator opening signal falls below a predetermined creep positive torque threshold, the torque command value for the torque control is set to be equal to or greater than the creep positive torque threshold, so that the roller 20 of the roller clutch is driven on the drive side of the wedge-shaped space. Creep control means for engaging with the narrowed portion of the.

According to this configuration, the roller of the roller clutch can always be engaged with the narrow portion on the drive side of the wedge-shaped space, so that shock torque and noise generated when the roller clutch is engaged can be reduced.

Any combination of at least two configurations disclosed in the claims and / or the specification and / or drawings is included in the present invention. In particular, any combination of two or more of each claim in the claims is included in the present invention.

The present invention will be understood more clearly from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.

1 is a schematic diagram of an electric vehicle to which an accelerator operation response control method according to a first embodiment of the present invention is applied. It is the outline of the hybrid vehicle to which the accelerator operation response control method of FIG. 1 is applied. FIG. 3 is a cross-sectional view of the vehicle motor drive device for the vehicle shown in FIG. 1 or FIG. 2. It is sectional drawing of the reduction ratio switching mechanism of the vehicle motor drive device of FIG. FIG. 4 is a schematic block diagram of a shift control system that controls the vehicle motor drive device of FIG. 3. It is a block diagram of the inverter apparatus of the vehicle motor drive device of FIG. It is a block diagram of the inverter control apparatus of the vehicle motor drive device of FIG. It is a flowchart which shows the process of the control accompanying turning off the accelerator of the vehicle shown in FIG. 1 or FIG. It is a flowchart which shows the process of the normal mode in the control of FIG. It is a flowchart which shows the process of the starting mode in the control of FIG. It is a flowchart which shows the process of the control accompanying ON-OFF of the accelerator of the vehicle shown in FIG. 1 or FIG. It is a flowchart which shows the process of the stop mode in FIG. It is a block diagram which shows the conceptual structure of the accelerator operation response control apparatus which concerns on 1st Embodiment of this invention. It is a partially expanded sectional view of the reduction ratio switching mechanism of FIG. It is sectional drawing along the XVII-XVII line of FIG. It is sectional drawing along the XVIII-XVIII line of FIG. It is sectional drawing along the XIX-XIX line of FIG. It is sectional drawing which shows the shift mechanism of the vehicle motor drive device of FIG. FIG. 5 is an exploded perspective view of a roller clutch and the like in the reduction ratio switching mechanism of FIG. 4. 4 is a flowchart illustrating an example of an automatic transmission control method for the vehicle motor drive device of FIG. 3. It is a schematic block diagram of the vehicle motor drive device of the vehicle to which the accelerator operation response control method according to the second embodiment of the present invention is applied. It is explanatory drawing of the lever operation panel of an electric vehicle including the motor drive apparatus for vehicles of FIG. It is a flowchart about the creep control accompanying a lever operation in the accelerator operation response control method according to the second embodiment of the present invention. It is explanatory drawing of creep control and regeneration control in the accelerator operation response control method which concerns on 2nd Embodiment of this invention. It is a block of a conceptual structure of the control apparatus which implement | achieves the accelerator operation response control method which concerns on 2nd Embodiment of this invention.

An accelerator operation response control method for an automobile equipped with an electric motor according to the first embodiment of the present invention will be described. FIG. 1 shows an electric vehicle EV in which a pair of left and right front wheels 1 are drive wheels driven by a vehicle motor drive device A, and a pair of left and right rear wheels 2 are driven wheels.

FIG. 2 shows a hybrid vehicle HV in which a pair of left and right front wheels 1 are main drive wheels driven by an engine E, and a pair of left and right rear wheels 2 are auxiliary drive wheels driven by a vehicle motor drive device A. The hybrid vehicle HV is provided with a transmission T for shifting the rotation of the engine E and a differential D for distributing the rotation output from the transmission T to the left and right front wheels 1. The accelerator operation response control method and the accelerator operation response control device for an automobile equipped with an electric motor according to the first embodiment are applied to the vehicle motor drive device A shown in FIGS.

As shown in FIG. 3, the vehicle motor drive device A includes a traveling electric motor 3, a transmission 5 that shifts and outputs the rotation of the output shaft 4 of the electric motor 3, and an output from the transmission 5. The differential 6 is distributed to the pair of left and right front wheels 1 of the electric vehicle EV shown in FIG. 1 or to the pair of left and right rear wheels 2 of the hybrid vehicle shown in FIG.

The transmission 5 has two speeds. As shown in FIG. 3, the transmission 5 has a plurality of gear trains LA and LB (two trains in this example) having different gear ratios. The transmission 5 further includes two- way roller clutches 16A and 16B for each of the gear positions. These roller clutches 16A and 16B are respectively interposed in the input shaft 7 connected to the motor shaft 4 that is the output shaft of the electric motor 3 and the gear trains LA and LB of the corresponding gears, and are switched between connection and disconnection. enable. The transmission 5 further includes a gear ratio switching mechanism 40 that switches between connection and disconnection of the roller clutches 16A and 16B.

The shifting of the two-way type roller clutches 16A and 16B is performed by controlling the shift position of a shift fork 45 (FIG. 4) described later and synchronizing control of the electric motor 3.

The transmission 5 and the gear ratio switching mechanism 40 of FIGS. 3 and 4 will be briefly described here within a range necessary for understanding the accelerator operation response control method, and will be described in detail after the description of the accelerator operation response control method / device. Explained.

In FIG. 3, the transmission 5 includes an input shaft 7 to which rotation of the motor shaft 4 is input, an output shaft 8 arranged parallel to the input shaft 7 at intervals, and the gear trains LA and LB. A parallel shaft always-mesh transmission. The input gear 9A of the first gear train LA and the input gear 9B of the second gear train LB are integrally provided on the input shaft, and the output gear 10A of the first gear train LA and the output gear 10B of the second gear train LB are output shafts. 8 is rotatably installed on the outer periphery. The roller clutches 16A and 16B are interposed between the output gears 10A and 10B and the output shaft 8.

The roller clutches 16A and 16B are respectively formed of a flat cam surface 19 and an outer ring 23 on the outer periphery of the inner ring 18B having a polygonal outer peripheral surface, as described in the example of the two-speed roller clutch 16B shown in FIG. A roller 20 is interposed in each wedge-shaped space S provided between the inner circumferential cylindrical surfaces. In the wedge-shaped space S, both sides in the circumferential direction are narrowed, and the center in the circumferential direction is an expanded portion. The roller clutch 16B is in a connected state when each roller 20 is engaged with a narrowed portion of the wedge-shaped space S, and is in a disconnected state when each roller 20 is positioned in an expanded portion of the wedge-shaped space S by the retainer 21B. is there.

The outer ring 23 has an outer peripheral portion as the output gears 10A and 10B. The inner rings 18A and 18B are provided so as not to rotate relative to the output shaft 8 by splines or the like. In order to enable smooth relative rotation, that is, idling, between the output gears 10A and 10B constituting the outer ring 23 and the inner rings 18A and 18B, bearings 15 (see FIG. 3 and FIG. 3), respectively, in addition to the roller clutches 16A and 16B. 4) is provided.

As shown in FIG. 4, the gear ratio switching mechanism 40 switches between contact and separation of the annular friction plates 35A and 35B, which are connected to the cages 21A and 21B of the roller clutches 16A and 16B and rotate, with the outer ring 23. This is a mechanism that is switched by the advancement and retraction of the shift fork 45 that is a shift member by the actuator 47. The shift mechanism 41 is a mechanism portion that operates the friction plates 35 </ b> A and 35 </ b> B in the transmission ratio switching mechanism 40, and includes a transmission switching actuator 47 and a shift fork 45.

The shift switching actuator 47 is an electric motor for shifting. The rotation of the output shaft 47a is converted into a linear motion of the shift rod 46 by the feed screw mechanism 48, and the shift fork 45 attached to the shift rod 46 is axially moved. Move to. As the shift fork 45 moves, the shift sleeve 43 and the shift ring 34 move. The shift ring 34 presses the friction plates 35A and 35B against the side surface of the crack outer ring 23 (output gears 10A and 10B). As a result, when the inner rings 18A, 18B with cam surfaces and the outer ring 23 rotate relative to each other, a frictional force (torque) acts between the friction plates 35A, 35B and the outer ring 23 via the cages 21A, 21B. The roller 20 can be pushed into the narrowed portion of the wedge-shaped space S (FIG. 15).

The cages 21A and 21B are rotatable with respect to the inner rings 18A and 18B. However, the switch springs 22A and 22B (FIGS. 14 and 16) allow the center of the cam surface 19 (FIG. 15) of the inner rings 18A and 18B, In other words, the neutral position, which is the spreading portion of the wedge-shaped space S, is biased so that the circumferential center of the pocket 21a coincides. The friction plates 35A and 35B are connected to the switch springs 22A and 22B so as to be rotatable together with the cages 21A and 21B.

FIG. 5 is a block diagram showing a control system for controlling the vehicle motor drive device A. As shown in FIG. This control system executes accelerator operation response control processing according to the present embodiment, which will be described later. This control system has an integrated ECU 60, a transmission ECU 61, and an inverter device 62. Signal transfer among the three units of the integrated ECU 60, the shift ECU 61, and the inverter device 62 is performed by CAN (controller area network) communication.

The integrated ECU 60 is an electronic control device that performs cooperative control among all on-vehicle electronic control devices, and issues instructions in cooperation with a vehicle brake device and a steering device (not shown). The integrated ECU 60 is connected to an accelerator 63 comprising an accelerator pedal and detection means for detecting the amount of depression. The integrated ECU 60 calculates an accelerator signal that is a signal of the accelerator opening based on the signal from the accelerator 63 and outputs the accelerator signal to the transmission ECU 61.

The shift ECU 61 is an electronic control device that receives a vehicle speed detection signal and an accelerator signal output from the integrated ECU 60, and controls automatic shift. The shift ECU 61 performs shift determination based on various input signals and shifts the shift of the transmission 5. Commands are given to the actuator 47 and the inverter device 62.

Specifically, the shift ECU 61 outputs a drive command to the shift switching actuator 47, and transmits a torque command (or a rotation speed command depending on the situation) and a shift command to the inverter device 62. The shift ECU 61 is operated by a driver from a shift operation unit 64 (for example, a tact switch for switching between an automatic shift mode and a manual shift mode or a shift lever for manually switching a shift stage in the manual shift mode). A signal indicating the state is input. A signal indicating the current vehicle speed is input from the vehicle speed sensor 65 to the transmission ECU 61. The shift ECU 61 has a function of detecting the shift position from the shift position sensor 68 of the shift switching actuator 47 and acquiring the rotational speed of the electric motor 3 from the inverter device 62. In addition, the speed change ECU 61 includes means (not shown) for displaying the vehicle speed, the electric motor rotational speed for traveling, the torque command value, and the like on the display unit 67 such as a liquid crystal display device or a display lamp in the driver's seat.

The shift ECU 61 is programmed with shift modes of an automatic shift mode and a manual shift mode, and the automatic shift mode and the manual shift mode are switched by operation of the shift operation unit 64 by the driver.
The speed change ECU 61 has various function achievement means 81 to 91 shown in FIG. 13, which will be described later.

5, the inverter device 62 is supplied with DC power from the battery 69 to supply AC motor driving power to the electric motor 3 and controls the supplied power based on a signal from the transmission ECU 61. A signal indicating the rotation speed of the electric motor 3 is input to the inverter device 62 from a resolver 66 that is a rotation detection device provided in the electric motor 3. Further, the inverter device 62 has a function of performing control for regenerating electric power.

The inverter device 62 has a function of driving the electric motor 3 and a function of obtaining a rotation angle signal of the electric motor 3 from the resolver 66. As shown in FIG. 6, the inverter device 62 includes an inverter 71 composed of an IGBT module and an inverter control circuit 72 that controls the inverter 71. Each phase of the electric motor 3 (at the connection point of the inverter 71, U, V, W phase upper arm switching elements Up, Vp, Wp and U, V, W phase lower arm switching elements Un, Vn, Wn) U, V, W phase) terminals are connected. To the inverter 71, an open / close command is given to each switching element Up, Vp, Wp, Un, Vn, Wn from the inverter control circuit 72 so as to output three-phase 180 degree conduction type (sine wave conduction) AC power. .

The electric motor 3 is commutated by three-phase sine wave energization. The electric motor 3 is an IPM motor (embedded permanent magnet synchronous motor). A large current is required for driving the IPM electric motor 3, and an IGBT (Insulated Gate Bipolar Transistor) is used for each switching element in the inverter 71. In response to demands such as low noise, high efficiency, and high torque, the 180-degree energization type (sinusoidal energization) is used as the driving method of the IPM electric motor 3 as described above.

FIG. 7 is a block diagram mainly showing the configuration of the inverter control circuit 72. The inverter control circuit 72 can be controlled by switching between torque control and rotation speed control. Both torque control and rotation speed control are feedback control and vector control.

The configuration of the inverter control circuit 72 shown in the figure will be described together with an outline of the torque control system.
At the time of torque control, the current command unit 101 receives a torque command generated by the torque command unit 110 of the speed change ECU 61 from the accelerator signal. Note that the torque command unit 110 and the speed command unit 106 of the speed change ECU 61 in FIG. 7 collectively indicate means for outputting a torque command and a speed command, among the components of the speed change ECU 61, respectively.

The current command unit 101 creates a current command value from the torque command and the electric motor rotation speed detected by the resolver 66 according to a predetermined rule. Specifically, a corresponding torque command value is calculated by referring to a maximum torque control table (not shown) provided in the shift ECU 61 or the inverter control circuit 72 according to the torque command and the electric motor rotation speed. Based on the calculated torque command value, a command value for the phase current (Ia) and current phase angle (β) of the electric motor 3 is generated. Based on the command values of the phase current Ia and the current phase angle β, current vector control and feedback control are performed separately for a d-axis current (field component) O_Id and a q-axis current (torque component) O_Iq.
O_Id = -Ia * sinβ
O_Iq = Ia * cosβ

The current PI control unit 102 is a two-phase current calculated by the three-phase / two-phase conversion unit 104 from the values of the d-axis current O_Id and q-axis current O_Iq output from the current command unit 101 and the motor current and the rotor angle. Control amounts Vd and Vq based on voltage values by PI control are calculated from Id and Iq. In the three-phase / two-phase conversion unit 104, from the detected values of the u-phase current (Iu) and the w-phase current (Iw) of the electric motor detected by the current sensor 105, the following equation is obtained: Iv = − (Iu + Iw) The required v-phase current (Iv) is calculated and converted from a three-phase current of Iu, Iv, 1w to a two-phase current of Id, Iq. The rotor angle of the electric motor 3 used for this conversion is acquired from the resolver 66.

The two-phase / three-phase conversion unit 103 converts the three-phase PWM duties Vu, Vv, and Vw based on the input two-phase control amounts Vd and Vq. The rotation angle of the motor rotor used for conversion is calculated by the prediction calculation unit 111 so that it is a value at the generation position (angle) of the next pulse without being affected by delays such as calculation time and signal transfer. , Θ + ΔΘ (ΔΘ = Θ−OId_Θ) is used as a predicted value.
Where Θ: Rotor rotation angle (electrical angle) at current sampling time
OId_Θ: Rotor rotation angle (electrical angle) at pre-sampling time
It is.

The power converter 62a performs PWM control of the inverter 71 (IGBT (Insulated Gate Bipolar Transistor)) (FIG. 6) according to the PWM duties Vu, Vv, and Vw, and drives the electric motor 3.

The rotation speed control by the inverter control circuit 72 of FIG. 7 will be described.
The speed command unit 106 is a means for giving a speed command to the inverter control circuit 72 and is provided in the speed change ECU 61. The speed command unit 106 calculates a target rotational speed of the electric motor 3 based on the vehicle speed at the time of shifting and the speed ratio of the selected target shift stage. The calculated target rotational speed is instructed to the inverter control circuit 72 of the inverter device 62 as a speed command.

Also, the rotor angle of the electric motor 3 is acquired from the resolver 66, and the actual rotation speed of the electric motor 3 is calculated by the speed calculation unit 108. The comparison unit 109 obtains the difference between the speed command of the speed command unit 106 and the actual electric motor rotation number calculated by the speed calculation unit 108, and the control unit 107 performs PID control (proportional integral derivative control) for the difference. Alternatively, PI control (proportional integral control) is performed, and the control amount is input to the current command unit 101 as a torque command. During the rotation speed control, a torque command based on the speed command from the speed calculation unit 108 is input to the current command unit 101 instead of the torque command from the torque command unit 110.

In the rotational speed control, the target rotational speed of the electric motor 3 is calculated at an interval of 1 msec, and even if the vehicle speed changes suddenly during a shift, the target rotational speed of the shift has a feature that can follow the change in the vehicle speed. Thereby, the shift shock and the engagement shock during the accelerator operation can be reduced.

In FIG. 7, the inverter control circuit 72 is described separately for a speed control unit 73 and a torque control unit 74.
The torque control unit 74 is a part of the inverter control circuit 72 that performs a function of controlling the electric motor 3 by torque control. The current command unit 101, the current PI control unit 102, and the two-phase / three-phase change unit in FIG. 103, a three-phase / two-phase change unit 104, a speed calculation unit 108, and a prediction unit 111.
The speed control unit 73 is a part of the inverter control circuit 72 that performs the function of controlling the electric motor 3 by speed control. The speed control unit 73 includes a comparison unit 109 and a control unit 107. A torque command is given to the unit 101, and the subsequent control is performed by the torque control unit 74.

Next, an accelerator operation response control method in an electric vehicle having the vehicle motor drive device A configured as described above will be described. 8 to 10 are flowcharts of accelerator OFF → ON control (shock reduction control executed when the accelerator is switched from OFF to ON), and FIGS. 11 and 12 are accelerator ON → OFF control (accelerator is switched from ON to OFF). A flowchart of shock reduction control executed when switching is shown.

Prior to the description of these controls, the reason for performing the control to deal with the switching between accelerator OFF and ON (that is, the accelerator being pulled or stepped on) will be described.
(1) When regenerative control of the electric motor 3 is not performed (when the vehicle is started, when it is stopped, etc.)
When the accelerator 63 is pulled out, there is a possibility that the connected state of the roller clutch 16A (16B) at the current gear stage (the state in which each roller 20 is engaged with the narrowed portion of the wedge-shaped space S) is released. If the accelerator 63 is stepped on again when the engagement (connection) of the roller clutch 16A (16B) is released, the roller clutch 16A (16B) at the current gear stage is quickly engaged, and shock torque and abnormal noise are generated. Arise.
(2) When performing regenerative control of the electric motor 3 (when traveling at a constant vehicle speed or higher)
When the accelerator 63 is pulled out when the vehicle speed is above a certain level, regeneration is performed (in "regeneration", energy is absorbed by the battery 69). When the electric motor 3 is driven with a positive torque, the roller clutch 16A (16B) is engaged (connected) in the positive direction. On the other hand, at the time of regeneration, the roller clutch 16A (16B) needs to be engaged in the negative direction. With the mutual switching between driving and regeneration, the engagement direction of the roller clutch is switched between the positive direction and the negative direction, and shock torque and noise are generated each time.
Regarding the above (1) and (2), in order to reduce shock torque and abnormal noise when the roller clutch is engaged (connected), when the accelerator 63 is switched between OFF and ON (when the accelerator is stepped on, or It is necessary to perform control to reduce the shock torque when the accelerator is removed.

Throughout this specification, the “forward direction” refers to the direction in which the roller clutches 16A and 16B are engaged (connected) when the electric motor 3 is driven, that is, the roller 20 of the roller clutch 16A (16B) (FIG. 15). ) Is a direction engaged with a narrow portion on the driving side of the wedge-shaped space S (FIG. 15). On the other hand, the “negative direction” is the direction in which the roller clutches 16A and 16B are engaged (connected) during regeneration of the electric motor 3, that is, the rollers (FIG. 15) of the roller clutch 16A (16B) are wedge-shaped spaces S. It is assumed that it is engaged with the narrow portion on the non-driving side of (FIG. 15).

First, the control of FIG. 8 will be described. The figure shows a process for performing acceleration control with the electric motor 3 when the accelerator is turned off.

In the first step (substep Q1), torque control is continued.
When the pedal of the accelerator 63 is depressed, the accelerator opening (voltage analog value) is input to the integrated ECU 60 and converted into a digital value by AD conversion in the integrated ECU 60. The digital conversion value of the accelerator opening is used as a torque command value. The torque command value is transmitted from integrated ECU 60 to transmission ECU 61 via CAN communication.

In the second step (sub-step Q2), it is determined whether or not it is a stop mode.
The stop mode is a mode indicating the state of the roller clutches 16A and 16B when the vehicle is stopped. In order to eliminate the shock torque when starting from the vehicle stop state, the roller clutches 16A and 16B are always engaged in the positive direction in the stop mode (details will be described later with reference to FIG. 12). In the stop mode, the accelerator OFF → ON control (shock reduction control corresponding to the switching from accelerator OFF to ON) is not performed, and a real-time torque command is received and transmitted to the inverter. If it is not the stop mode, it is determined whether or not the accelerator OFF → ON control should be executed.

In the third step (sub-step Q3), it is determined whether or not the accelerator OFF → ON control should be executed.
In this step, when a predetermined torque threshold value A (first torque threshold value) for determining acceleration is used and the accelerator is turned on from the accelerator OFF,
(Accelerator torque command value)> (Torque threshold A)
As a condition, the acceleration control during the ON operation, that is, the accelerator OFF → ON control (shock reduction control executed when the accelerator is switched from ON to OFF) is executed.

The shift ECU 61 uses a first torque threshold (threshold A) used to determine whether to perform accelerator OFF → ON control and a second torque threshold (threshold A) used to determine whether accelerator ON → OFF control should be performed. It has a threshold B). The threshold value B corresponds to a “threshold value for regeneration determination”. The threshold value A> the threshold value B, and the hysteresis characteristic has a certain width. When the torque command value exceeds the torque threshold A, the accelerator OFF → ON control is started. On the other hand, when the torque command value falls below the torque threshold B, the accelerator ON → OFF control is started.

Since the conditions of threshold value A> threshold value B and a certain range of hysteresis characteristics are provided, malfunctions of accelerator OFF → ON control and accelerator ON → OFF control are prevented due to the influence of noise included in the torque command signal.

In the fourth step (substeps Q4 to Q7), accelerator OFF → ON control is executed.
If it is determined that the accelerator OFF → ON control should be executed, the torque command value is first recorded (T0) (substep Q4). Next, the rotational speed of the electric motor is determined (sub-step Q5). When the electric motor rotational speed ≧ 100 rpm, the process proceeds to the normal mode (sub-step Q6 (this process will be described later with reference to FIG. 9)). If the electric motor speed <100 rpm, the operation proceeds to the start mode (Q7 (this process will be described later with reference to FIG. 10)). The process in the activation mode is a process that is executed only once when the vehicle is activated.

The control in FIG. 9 (corresponding to the processing in the normal mode (sub-step Q6) in FIG. 8) will be described.
In the first step (substeps R1 and R2), it is determined whether the current gear position is the first speed or the second speed (substep R1), and the current gear position stored in the memory (not shown) of the speed change ECU 61 is determined. A target rotational speed and a rotational speed limiting current used for rotational speed control are extracted from the target rotational speed control table and the rotational speed limiting current table (both not shown) (substep R2).

In the target rotational speed control table, a target rotational speed value is set for each of the first speed and the second speed at every vehicle speed of 5 km / h.
In the rotation speed limit current control table, a limit current value is set for each of the first speed and the second speed at a vehicle speed of 5 km / h.

In the second step (sub-steps R3 to R5), the rotational speed control is performed for a certain time (for example, 100 msec) (sub-step R4), and the roller clutches 16A and 16B are engaged in the forward direction to perform the rotational speed control when the accelerator is ON. Execute (that is, control the rotational speed when the accelerator is ON). The accelerator signal (current (current) torque command value T1) at the completion of the rotation speed control is recorded (substep R5). While the rotational speed control is being performed, the transmission ECU 61 receives a real-time accelerator signal (accelerator signal at that time), but does not send it to the control of the electric motor 3 as a command value.

In the third step (substeps R6 to R8), the current torque command value T1 is compared with the torque command value T0 recorded at the start of accelerator OFF → ON control (substep R6).
If T1 <T0, jump to the fourth step (substep R9).
If T1 ≧ T0, the torque command is interpolated for the torque command value T2 based on the equation of T2 = T0 + (T1-T0) t / Δt (substep R7), and the electric motor 3 is torque controlled (torque) Interpolation control). When the torque command values T2 and T1 are equal, the interpolation operation is completed (substep R8). However, in the expression of the torque command value T2, Δt represents the time from the start to the completion of the rotational speed control, and t represents the time from the interpolation operation start time to the interpolation operation time.

In the fourth step (sub-step R9), torque control is performed using a real-time accelerator signal (real-time torque control).

The control in FIG. 10 (corresponding to the start mode (sub-step Q5) process in FIG. 8) will be described. The process in the start mode is a process that is performed only once when the vehicle is started.

In the first step (sub-steps S1 to S3), it is determined whether the current speed is the first speed or the second speed (sub-step S1), and the speed control target speed and the speed control current of the current speed are selected. (Sub-steps S2, S3). A first-speed target rotation speed and control current, and a second-speed target rotation speed and control current are set in the shift ECU 61, respectively.

In the second step (sub-steps S4 and S5), the rotational speed control is performed for a certain time (for example, 500 msec) according to the target rotational speed (for example, 100 rpm) (sub-step S5), and the roller clutches 16A and 16B are engaged. Thus, the rotational speed control at startup is executed (that is, the rotational speed control is performed at startup).
In the third step (sub-step S6), torque control is performed with a real-time accelerator signal.

Next, the control of FIG. 11 will be described. The figure shows a process for performing regenerative control with the electric motor 3 when the accelerator is turned ON.

The control shown in the figure includes the control for engaging the roller clutches 16A and 16B in the negative direction and the roller clutches 16A and 16B when the vehicle is stopped in order to perform the regeneration control of the electric motor 3 after the vehicle reaches a constant speed. Includes control to engage in the positive direction.

In the first step (before sub-step U1 in the figure), torque control is continued.
When the pedal of the accelerator 63 is released, the accelerator opening (voltage analog value) is input to the integrated ECU 60 and converted into a digital value by AD conversion in the integrated ECU 60. The digital conversion value of the accelerator opening is used as a torque command value. The torque command value is transmitted from the integrated ECU 60 to the transmission ECU via CAN communication.

In the second step (sub-step U1), it is determined whether or not the accelerator ON → OFF control should be executed, that is, whether or not the shock reduction control corresponding to the accelerator switching from ON to OFF may be executed.

The shift ECU 61 has a second torque threshold value (threshold value B) used to determine whether to perform ON → OFF control and a first torque threshold value (threshold A) used to determine whether to perform OFF → ON control. . When the torque command value falls below the torque threshold B, the ON → OFF control is started.

Then, the rotational speed of the electric motor is determined (substep U2). If the electric motor rotation speed ≧ 100 rpm, the process proceeds to the third step (sub-step U3). If the electric motor rotation speed <100 rpm, the process jumps to the processing in the stop mode (substep U8) (FIG. 12). “Stop mode” is a mode indicating the state of vehicle parking.

In the third step, it is determined whether the current shift speed is the first speed or the second speed (sub-step U3), and the target used for the rotation speed control from the target rotation speed control table and the rotation speed limit current table at the current shift speed. The rotational speed and the rotational speed limiting current are extracted (substep U4).

In the target rotational speed control table, a target rotational speed value is set for each of the first speed and the second speed at every vehicle speed of 5 km / h.
In the speed limit current control table, a value of the speed limit current is set for each of the first speed and the second speed at every vehicle speed of 5 km / h.

In the fourth step, the rotational speed control is performed for a certain time (for example, 100 msec) (sub-steps U5 and U6), and the roller clutches 16A and 16B are engaged in the negative direction (the rotational speed control is performed when the accelerator is OFF). While the rotational speed control is being performed, the transmission ECU 61 receives a real-time accelerator signal, but does not use it as a command value for controlling the electric motor 3. The sub-steps U2 to U6 are referred to as OFF operation time control method switching control.

In the fifth step (substep U7), the rotational speed of the electric motor 3 is determined (substep U7).
If the electric motor rotational speed is equal to or greater than 100 rpm, the process proceeds to the control from the OFF state to the ON state (FIG. 8) (substep U9).
If the electric motor rotation speed <100 rpm, the process proceeds to the stop mode (substep U8).

The control in FIG. 12 (step U8 in FIG. 11) will be described. The figure shows a process of a mode (stop mode) performed when the vehicle is stopped in the control for performing regenerative control with the electric motor 3 when the accelerator is ON → OFF. The control in the figure corresponds to “stop-time control method switching control”.

In the first step (substeps W1 and W2), when the accelerator 63 is turned from ON to OFF, the control method of the electric motor 3 is switched from the rotational speed control to the torque control (substeps W1 and W2).
In the second step (substeps W3 and W4), the torque command value used for torque control of the electric motor 3 is set to T3, the torque control is continued (substep W3), and the control time is set to, for example, 500 msec (substep). W4).

When the current accelerator signal T4 is T4 <T3, it is used as T4 = T3. The reason for this is that the stop mode is a mode used when the vehicle is stopped, and is a state where the accelerator 63 is pulled out. Normally, when the accelerator 63 is pulled out, the torque becomes zero and the roller clutches 16A and 16B are engaged in the forward direction. This is because it is necessary to control the roller clutches 16A and 16B by the rotational speed control at the time of the next start after returning to the neutral position. That is, it is for avoiding wasteful consumption of energy. In order not to waste energy wastefully, control is performed to engage the roller clutches 16A and 16B in the forward direction by torque control even when the vehicle is stopped. Thereby, when the vehicle starts next time, the electric motor can be controlled by direct torque control, and there is no need to control the rotational speed.

According to the accelerator operation response control method for an electric vehicle of this embodiment, as described above, when the accelerator 63 is operated from ON to OFF, or when the accelerator 63 is operated from OFF to ON, the control method of the electric motor 3 is controlled by torque control. And switching between two types of feedback control, that is, rotation speed control. Therefore, the shock torque and abnormal noise of the roller clutches 16A and 16B can be reduced.

Next, an accelerator operation response control device for an electric vehicle will be described with reference to the block diagram of FIG. The electric vehicle to be controlled is the electric vehicle described above with reference to FIGS. 1 to 6 to which the accelerator operation response control method of the above embodiment is applied.

This accelerator operation response control device is a device that implements the accelerator operation response control method of the above-described embodiment in the shift ECU 61, and is provided with shock reduction control means 83 for accelerator operation in the shift ECU 61.

The shift ECU 61 is an ECU including shift command generation means 81 and shift operation time control means 82 as its basic control means, and the outline thereof will be described first.

The shift command generation means 81 is a means for generating a shift command to the target shift stage according to a predetermined rule from an accelerator signal given from the integrated ECU and a detected value of the vehicle speed.
The shift operation time control means 82 is a means for performing a predetermined series of controls on the shift switching actuator 47 and the inverter device 62 in accordance with the shift command generated by the shift command generating means 81.

FIG. 20 shows an outline of an example of the automatic shift control method by the shift command generation means 81 and the shift operation time control means 82. In this automatic shift control method, the rotational speed control and the torque control are used in combination even during a shift operation. Detailed description of the same figure is omitted.

In FIG. 13, the shock reduction control 83 indicates that the shock torque or abnormal noise of the roller clutches 16A and 16B is generated when either or both of the operation of the accelerator 63 from ON to OFF and the operation from OFF to ON are performed. It is means for performing a series of controls for switching the control method of the electric motor 3 between two types of feedback control, that is, torque control and rotation speed control, so as to reduce.

The shock reduction control 83 includes an ON operation acceleration control step 84, an OFF operation regeneration control means 85, a repetitive operation control means 86, a torque interpolation control means 87, a real-time torque control means 88, a startup speed control means 89, and an OFF operation. An operation time control method switching means 90 and a stop time control method switching means 91 are provided.

The ON-operation acceleration control means 84 uses a predetermined torque threshold A for acceleration determination that is set in advance, and is operated from the accelerator OFF to the accelerator ON.
(Accelerator torque command value)> (Torque threshold A)
It is a means of accelerating on the condition.
More specifically, the ON operation acceleration control means 84 is a means for performing the processing described above with reference to step Q3 of FIG.

When the OFF operation regeneration control means 85 is operated from the accelerator ON to the accelerator OFF using a predetermined torque threshold B for regeneration determination set in advance,
(Accelerator torque command value) <(torque threshold B)
The electric motor 3 is regenerated on the condition that
Specifically, the OFF operation regeneration control means 85 performs the control of steps U1 and U2 in FIG.

In order to prevent malfunction of the ON operation acceleration control means 84 and the OFF operation regeneration control means 85 when the accelerator OFF and the accelerator ON are repeatedly executed,
Regarding the torque threshold, (torque threshold A)> (torque threshold B)
In addition, a hysteresis characteristic with a certain width is provided between these two torque thresholds A and B.

As one of the controls when the accelerator is operated from the accelerator OFF to the accelerator ON, the torque interpolation control means 87 is a shock that is generated when the torque command value of the accelerator is excessive after switching to the torque control after the completion of the rotation speed control. In order to reduce the torque, the electric motor is torque controlled while interpolating the torque command value of the accelerator. The torque interpolation control means 87 performs the control in step R7 described above with reference to FIG.

The real-time torque control means 88 is means for controlling the torque of the electric motor 3 with the real-time accelerator torque command value after the interpolation of the torque command value of the accelerator 63 is completed. The real-time torque control means 88 performs the control of step R9 described above with reference to FIG.

The start-up rotation speed control means 89 uses the rotation speed control target rotation speed and the rotation speed control current set in the speed change ECU 61 when the vehicle power supply is started, and controls the roller clutches 16A and 16B by rotation speed control. Rotational speed control at start-up that is control for engaging with the drive-side wedge-shaped space is performed. The starting rotation speed control means 89 performs the control of steps S2 to S5 described above with reference to FIG.

The control method switching means 90 at the time of the OFF operation switches the control of the electric motor 3 from the torque control to the rotation speed control as one of the controls when the accelerator is operated from the accelerator ON to the roller clutch by the rotation speed control. Control to engage with the non-driving side wedge-shaped space is performed. Specifically, the OFF operation time control method switching means 90 performs the control of steps U2 to U6 described above with reference to FIG.

When the vehicle is stopped, the stop time control method switching means 91 switches the control of the electric motor 3 from the rotational speed control to the torque control, and engages the roller clutches 16A and 16B with the drive-side wedge-shaped space. The torque command value is a means that uses the torque command value set in the speed change ECU 61. Specifically, the stop time control method switching means 91 performs the control of steps W1 to W4 described above with reference to FIG.

The shock reduction control means 83 of FIG. 13 has each function which implements the accelerator operation response control method concerning this embodiment other than each above control.

According to this accelerator operation response control device, as described above, when the accelerator 63 is operated from ON to OFF, or when the accelerator 63 is operated from OFF to ON, the control method of the electric motor 3 is changed between torque control and rotational speed control. Switch between two types of feedback control. Therefore, the shock torque and abnormal noise of the roller clutches 16A and 16B can be reduced.

Details of the motor drive device of FIGS. 3 and 4 will be described with reference to FIGS.
In FIG. 3, the motor shaft 4 is coaxially arranged in series with the input shaft 7, and is rotationally driven by a stator 12 of the electric motor 3 fixed to the housing 11. The input shaft 7 is rotatably supported by a pair of opposed bearings 13 incorporated in the housing 11, and the shaft end of the input shaft 7 is connected to the motor shaft 4 by spline fitting. The output shaft 8 is rotatably supported by a pair of opposed bearings 14 incorporated in the housing 11.

The first-speed input gear 9A and the second-speed input gear 9B are arranged at an interval in the axial direction, and are fixed to the input shaft 7 so as to rotate integrally with the input shaft 7 around the input shaft 7. The first-speed output gear 10A and the second-speed output gear 10B are also arranged at intervals in the axial direction.

As shown in FIG. 4, the first-speed output gear 10 </ b> A is formed in an annular shape that penetrates the output shaft 8, and is supported by the output shaft 8 via a bearing 15, and the output shaft 8 is centered on the output shaft 8. And can be rotated. Similarly, the second speed output gear 10 </ b> B is also rotatably supported by the output shaft 8 via the bearing 15.

The first speed input gear 9A and the first speed output gear 10A mesh with each other, and rotation is transmitted between the first speed input gear 9A and the first speed output gear 10A. The 2nd speed input gear 9B and the 2nd speed output gear 10B are also meshed, and rotation is transmitted between the 2nd speed input gear 9B and the 2nd speed output gear 10B by the meshing. The reduction ratio between the second speed input gear 9B and the second speed output gear 10B is smaller than the reduction ratio between the first speed input gear 9A and the first speed output gear 10A.

Between the first-speed output gear 10A and the output shaft 8 is incorporated a first-speed two-way roller clutch 16A that performs torque transmission and switching between the first-speed output gear 10A and the output shaft 8. Further, a 2-speed 2-way roller clutch 16B is incorporated between the 2-speed output gear 10B and the output shaft 8 to switch torque transmission and interruption between the 2-speed output gear 10B and the output shaft 8. .

Since the first-speed two-way roller clutch 16A and the second-speed two-way roller clutch 16B have the same symmetrical configuration, the second-speed two-way roller clutch 16B will be described below. The parts corresponding to the 2-speed 2-way roller clutch 16B are denoted by the same reference numerals or the reference numerals in which the alphabet B at the end is replaced with A, and the description thereof is omitted.

As shown in FIGS. 14 to 16, the 2-speed 2-way roller clutch 16B includes a cylindrical surface 17 provided on the inner periphery of the 2-speed output gear 10B, and an annular 2-speed fixed to the outer periphery of the output shaft 8. It comprises a cam surface 19 formed on the cam member 18B, a roller 20 incorporated between the cam surface 19 and the cylindrical surface 17, a second speed holder 21B for holding the roller 20, and a second speed switch spring 22B. The cam surface 19 is a surface that forms a wedge-shaped space S that gradually narrows from the circumferential center to both ends in the circumferential direction with the cylindrical surface 17. For example, as shown in FIG. 15, the cam surface 19 faces the cylindrical surface 17. It is a flat surface.

As shown in FIGS. 4 and 19, the 2-speed retainer 21 </ b> B includes a cylindrical portion 24 in which a plurality of pockets 21 a that store the rollers 20 are formed at intervals in the circumferential direction, and a radial direction from one end of the cylindrical portion 24. And an inward flange portion 25 extending inward. The radially inner end of the inward flange portion 25 is supported so as to be slidable in the circumferential direction on the outer periphery of the second-speed cam member 18B, and the second-speed cage 21B causes the cam surface 19 and the cylindrical surface 17 to slide. Between the engagement position where the roller 20 is engaged and the neutral position where the engagement of the roller 20 is released, rotation relative to the output shaft 8 is possible. Further, the inward flange portion 25 of the second-speed cage 21B is restricted from moving in the axial direction, thereby making the second-speed cage 21B immovable in the axial direction.

As shown in FIG. 15, each cam surface 19 is formed symmetrically with respect to a virtual plane including the center of rotation, so that the rollers 20 arranged between each cam surface 19 and the cylindrical surface 17 can rotate forward. The engagement is possible in both the direction and the reverse direction. That is, when the vehicle is advanced by the torque generated by the electric motor 3, the roller 20 held by the second-speed cage 21B is rotated by rotating the second-speed cage 21B in the normal rotation direction with respect to the output shaft 8. Is engaged with a space narrowing portion on the forward rotation direction side between the cam surface 19 and the cylindrical surface 17, and torque in the forward rotation direction is transmitted between the second speed output gear 9 </ b> B and the output shaft 8 via the roller 20. On the other hand, when the vehicle is moved backward by the torque generated by the electric motor 3, the second speed retainer 21B is rotated relative to the output shaft 8 in the reverse rotation direction to maintain the second speed. The roller 20 held by the vessel 21B is engaged with the space narrowing portion on the reverse direction side between the cam surface 19 and the cylindrical surface 17, and between the second-speed output gear 9B and the output shaft 8 via the roller 20. Transmit torque in reverse direction It is possible to be.

As shown in FIGS. 16 and 19, the two-speed switch spring 22 </ b> B includes a C-shaped annular portion 26 in which a steel wire is wound in a C shape, and a pair extending radially outward from both ends of the C-shaped annular portion 26. Extending portions 27, 27. The C-shaped annular portion 26 is fitted into a circular switch spring accommodating recess 28 formed on the axial end surface of the second-speed cam member 18B, and the pair of extending portions 27 and 27 are axial end surfaces of the second-speed cam member 18B. It is inserted in the radial groove 29 formed in.

The radial groove 29 is formed so as to extend radially outward from the inner peripheral edge of the switch spring accommodating recess 28 and reach the outer periphery of the second speed cam member 18B. The extension portion 27 of the second speed switch spring 22B protrudes from the radially outer end of the radial groove 29, and the protruding portion of the extension portion 27 from the radial groove 29 is the cylindrical portion of the second speed cage 21B. 24 is inserted into a notch 30 formed at the end in the axial direction. The radial groove 29 and the notch 30 are formed to have the same width.

The extending portions 27, 27 are in contact with the inner surface facing the circumferential direction of the radial groove 29 and the inner surface facing the circumferential direction of the notch 30, respectively, and 2 by the circumferential force acting on the contact surface. The speed holder 21B is elastically held in the neutral position.

That is, when the second-speed cage 21B is rotated relative to the output shaft 8 and moved in the circumferential direction from the neutral position shown in FIG. 16, the position of the radial groove 29 and the position of the notch 30 are shifted in the circumferential direction. Therefore, the C-shaped annular portion 26 is elastically deformed in the direction in which the distance between the pair of extending portions 27, 27 is narrowed, and the pair of extending portions 27, 27 of the two-speed switch spring 22B are caused to be radially grooved 29 by the elastic restoring force. The inner surface of the notch 30 and the inner surface of the notch 30 are pressed, and a force in a direction to return the second-speed cage 21B to the neutral position is applied by the pressing.

As shown in FIG. 4, the first-speed cam member 18A and the second-speed cam member 18B are prevented from rotating with respect to the output shaft 8 by spline fitting. The cam surface 19 of the first speed cam member 18A and the cam surface 19 of the second speed cam member 18B have the same number and the same phase. Further, the first speed cam member 18A and the second speed cam member 18B are immovable in the axial direction by a pair of retaining rings (not shown) fitted to the outer periphery of the output shaft 8. A spacer 32 is incorporated between the first speed cam member 18A and the second speed cam member 18B.

The first-speed two-way roller clutch 16A and the second-speed two-way roller clutch 16B can be selectively engaged by the transmission actuator 33.

As shown in FIG. 14, the speed change actuator 33 includes a shift ring 34 that is movably provided in the axial direction between the first speed output gear 10A and the second speed output gear 10B, and the first speed output gear 10A and the shift ring 34. A first-speed friction plate 35A incorporated in between, and a second-speed friction plate 35B incorporated between the second-speed output gear 10B and the shift ring 34.

Here, since the first-speed friction plate 35A and the second-speed friction plate 35B have the same configuration with left-right symmetry, the second-speed friction plate 35B will be described below, and the first-speed friction plate 35A corresponds to the second-speed friction plate 35B. Parts are denoted by the same reference numerals or reference numerals in which the alphabet B at the end is replaced with A, and description thereof is omitted.

The second-speed friction plate 35B is provided with a projecting piece 36 that engages with the notch 30 of the second-speed retainer 21B. The engagement between the projecting piece 36 and the notch 30 causes the second-speed friction plate 35B to hold the second speed. The rotation is stopped by the vessel 21B. The notch 30 of the second-speed retainer 21B accommodates the projecting piece 36 of the second-speed friction plate 35B so as to be slidable in the axial direction. By this sliding, the second-speed friction plate 35B rotates around the second-speed retainer 21B. It can move in the axial direction with respect to the second-speed retainer 21B between a position in contact with the side surface of the second-speed output gear 10B and a position away from the second-speed output gear 10B.

A recess 37 is formed at the tip of the projecting piece 36 of the second speed friction plate 35B, and a protrusion 38 that engages with the recess 37 is formed on the outer periphery of the spacer 32. The concave portion 37 and the convex portion 38 are engaged with the concave portion 37 and the convex portion 38 in a state where the second speed friction plate 35B is located away from the side surface of the second speed output gear 10B. Is prevented from rotating around the output shaft 8 via the spacer 32. At this time, the second-speed retainer 21B, which is prevented from rotating by the second-speed friction plate 35B, is held in the neutral position. Further, in a state where the second speed friction plate 35B is in a position in contact with the side surface of the second speed output gear 10B, the engagement between the concave portion 37 and the convex portion 38 is released to release the rotation prevention of the second speed friction plate 35B. It has become so.

Between the second speed friction plate 35B and the second speed cam member 18B, a second speed separation spring 39B is incorporated in an axially compressed state, and the second speed friction plate is generated by the elastic restoring force of the second speed separation spring 39B. 35B is urged in a direction away from the side surface of the second-speed output gear 10B.

The second speed separating spring 39B is a coil spring wound along the outer periphery of the spacer 32, and one end thereof is supported by the end face in the axial direction of the second speed cam member 18B via the second speed washer 139B. The 2-speed washer 139B is formed in an annular shape so as to cover the radial groove 29 on the axial end surface of the 2-speed cam member 18B.

The shift ring 34 presses the first-speed friction plate 35A to contact the side surface of the first-speed output gear 10A and the first-speed shift position SP1f to press the second-speed friction plate 35B to contact the side surface of the second-speed output gear 10B. The second-speed shift position SP2f is supported so as to be movable in the axial direction. Further, a shift mechanism 41 that moves the shift ring 34 in the axial direction between the first-speed shift position SP1f and the second-speed shift position SP2f is provided. The shift mechanism 41 constitutes a part of the gear ratio switching mechanism 40 as described above.

As shown in FIGS. 17 and 18, the shift mechanism 41 is related to a shift sleeve 43 that rotatably supports the shift ring 34 via a rolling bearing 42, and an annular groove 44 provided on the outer periphery of the shift sleeve 43. The two-forked shift fork 45, the shift rod 46 to which the shift fork 45 is fixed, the shift switching actuator 47 that is a shift motor, and the motion conversion that converts the rotation of the shift switching actuator 47 into the linear motion of the shift rod 46. It consists of a mechanism 48 (feed screw mechanism or the like).

As shown in FIG. 18, the shift rod 46 is arranged parallel to the output shaft 8 at a distance, and is supported by a pair of sliding bearings 49 incorporated in the housing 11 so as to be slidable in the axial direction. . The rolling bearing 42 incorporated between the shift ring 34 and the shift sleeve 43 is assembled so as to be immovable in the axial direction with respect to both the shift ring 34 and the shift sleeve 43.

In the shift mechanism 41, the rotation of the shift switching actuator 47 is converted into a linear motion by the motion conversion mechanism 48 and transmitted to the shift fork 45, and the linear motion of the shift fork 45 is transmitted to the shift ring 34 via the rolling bearing 42. By doing so, the shift ring 34 is moved in the axial direction.

As shown in FIG. 14, a preload spring 50 that is compressible in the axial direction is incorporated in the axial clearance on both sides between the shift fork 45 and the annular groove 44. Thus, when the first speed friction plate 35A is pressed by the shift ring 34 and brought into contact with the side surface of the first speed output gear 10A, the preload spring 50 is adjusted by adjusting the relative position in the axial direction of the shift fork 45 with respect to the shift sleeve 43. Thus, it is possible to adjust the friction force between the contact surfaces of the first speed friction plate 35A and the first speed output gear 10A. Further, also when the second speed friction plate 35B is pressed by the shift ring 34 and brought into contact with the side surface of the second speed output gear 10B, the frictional force between the contact surfaces of the second speed friction plate 35B and the second speed output gear 10B is adjusted. Is possible.

As shown in FIG. 3, a differential drive gear 51 that transmits the rotation of the output shaft 8 to the differential 6 is fixed to the output shaft 8.

The differential 6 includes a differential case 53 rotatably supported by a pair of bearings 52, a ring gear 54 that is fixed to the differential case 53 coaxially with the rotational center of the differential case 53, and meshes with the differential drive gear 51, and the rotational center of the differential case 53. The pinion shaft 55 is fixed to the differential case 53 in a perpendicular direction, the pair of pinions 56 is rotatably supported by the pinion shaft 55, and the pair of left and right side gears 57 that mesh with the pair of pinions 56. The left side gear 57 is connected to the shaft end portion of the axle 58 connected to the left wheel, and the right side gear 57 is connected to the shaft end portion of the axle 58 connected to the right wheel. When the output shaft 8 rotates, the rotation of the output shaft 8 is transmitted to the differential case 53 via the differential drive gear 51, and the rotation of the differential case 53 is distributed to the left and right wheels via the pinion 56 and the side gear 57.

Below, the operation example of the motor drive apparatus A for vehicles is demonstrated.
First, as shown in FIG. 14, when the first speed friction plate 35A is separated from the side surface of the first speed output gear 10A and the second speed friction plate 35B is also separated from the side surface of the second speed output gear 10B, the first speed holding is performed. 21A is held in the neutral position by the elastic force of the first speed switch spring 22A, and the second speed holder 21B is also held in the neutral position by the elastic force of the second speed switch spring 22B. The engagement of the roller 20 is released, and the 2-speed 2-way roller clutch 16B is also released from the engagement of the roller 20.

In this state, even if the input shaft 7 is rotated by driving the electric motor 3 shown in FIG. 3, transmission of rotation is interrupted by the first-speed two-way roller clutch 16A and the second-speed two-way roller clutch 16B. The first speed output gear 10 </ b> A and the second speed output gear 10 </ b> B idle, and the rotation of the input shaft 7 is not transmitted to the output shaft 8.

Next, when the shift mechanism 41 is operated and the shift ring 34 shown in FIG. 14 is moved toward the first-speed output gear 10A, the first-speed friction plate 35A comes into contact with the side surface of the first-speed output gear 10A. The first-speed friction plate 35A rotates relative to the output shaft 8 by the frictional force between the surfaces, and the first-speed retainer 21A that is prevented from rotating by the first-speed friction plate 35A resists the elastic force of the first-speed switch spring 22A. The roller 20 held by the first-speed holder 21A is pushed into the narrowed portion of the wedge-shaped space S between the cylindrical surface 17 and the cam surface 19 and engaged. Become.

In this state, the rotation of the first-speed output gear 10A is transmitted to the output shaft 8 via the first-speed 2-way roller clutch 16A, and the rotation of the output shaft 8 is transmitted to the axle 58 via the differential 6. As a result, in the electric vehicle EV shown in FIG. 1, the front wheels 1 as drive wheels are rotationally driven, and in the hybrid vehicle HV shown in FIG. 2, the rear wheels 2 as auxiliary drive wheels are rotationally driven.

Next, when the shift ring 34 is moved in the axial direction from the first speed shift position to the second speed shift position by the operation of the shift mechanism 41, the frictional force between the contact surfaces of the first speed friction plate 35A and the first speed output gear 10A. Therefore, the first-speed retainer 21A is moved from the engagement position to the neutral position by the elastic force of the first-speed switch spring 22A, and the first-speed two-way roller clutch 16A is engaged by the movement of the first-speed retainer 21A. Is released.

When the shift ring 34 reaches the 2nd speed shift position, the 2nd speed friction plate 35B is pressed by the shift ring 34 and comes into contact with the side surface of the 2nd speed output gear 10B. The second-speed retainer 21B that rotates relative to the output shaft 8 and is prevented from rotating by the second-speed friction plate 35B moves from the neutral position to the engagement position against the elastic force of the second-speed switch spring 22B. The roller 20 held by the speed holder 21 </ b> B is pushed into and engaged with the narrowed portion of the wedge-shaped space S between the cylindrical surface 17 and the cam surface 19.

In this state, the rotation of the 2-speed output gear 10B is transmitted to the output shaft 8 via the 2-speed 2-way roller clutch 16B, and the rotation of the output shaft 8 is transmitted to the axle 58 via the differential 6.

Similarly, by shifting the shift ring 34 in the axial direction from the 2nd gear shift position to the 1st gear shift position, the engagement of the 2nd gear 2 way roller clutch 16B is released and the 1st gear 2 way roller clutch 16A is engaged. Can be combined.

When the first-speed two-way roller clutch 16A is disengaged, if torque is transmitted via the first-speed two-way roller clutch 16A, the torque causes the roller 20 to move between the cylindrical surface 17 and the cam surface 19. Acting to push into the narrowed portion of the wedge-shaped space S between the two, the disengagement of the first-speed two-way roller clutch 16A is prevented. Therefore, when the shift ring 34 starts to move in the axial direction from the first speed shift position SP1f to the second speed shift position SP2f by the operation of the shift mechanism 41, the first speed friction plate 35A is moved to the side surface of the first speed output gear 10A. There is a possibility that the engagement of the first-speed two-way roller clutch 16A is not released even though it has already separated from the initial position.

Therefore, in order to reliably disengage the first-speed two-way roller clutch 16A, not only the first-speed friction plate 35A is separated from the side surface of the first-speed output gear 10A by the operation of the shift mechanism 41, but also the electric It is necessary to change the torque transmitted between the input shaft 7 and the output shaft 8 by controlling the output of the motor 3. The same applies when the second-speed two-way roller clutch 16B is disengaged.

Therefore, in the above control system, the shift ECU 61 shown in FIG. 13 controls the electric motor 3 and the shift switching actuator 47, and this control engages the first-speed two-way roller clutch 16A or the second-speed two-way roller clutch 16B. The reliability of the operation when releasing is secured.

Next, an accelerator operation response control method according to the second embodiment of the present invention will be described. The accelerator operation response control method according to this embodiment includes the following electric motor-equipped vehicle control method in addition to the accelerator operation response control method according to the first embodiment described with reference to FIGS. This embodiment includes the same configuration as that of the first embodiment described above, except for the matters specifically described. Accordingly, the same or corresponding parts as those described in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

FIG. 21 is a block diagram showing a control system for controlling the vehicle motor drive device A. As shown in FIG. This control system includes an integrated ECU 60A, a transmission ECU 61A, and an inverter device 62.

The integrated ECU 60A has the functions described below in addition to the functions described in the first embodiment. That is, the integrated ECU 60A includes an accelerator opening sensor 63a of the accelerator pedal 63b (the accelerator 63 is configured by the accelerator pedal 63b and the accelerator opening sensor 63a), a brake opening sensor 94a that detects the opening of the brake pedal 94, and the steering wheel. A steering angle sensor 92a that detects the steering angle of 92, and a lever position that detects the position of a shift lever 93 that manually switches the shift speed (the shift lever 93 is an element included in the shift operation unit 64 in the first embodiment). It is connected to the sensor 93a. The integrated ECU 60A sends signals relating to the accelerator opening, brake opening, steering angle, and lever position detected by the accelerator opening sensor 63a, brake opening sensor 94a, steering angle sensor 92a, and lever position sensor 93a to the shift ECU 61A. And a function of performing the cooperative control by signals of these four types of signals and other various sensors.

The speed change ECU 61A is an electronic control device that controls automatic speed change in accordance with various signals transmitted from the integrated ECU 60A and various signals directly input to the speed change ECU 61A, in addition to the functions described with respect to the first embodiment. A shift determination is made based on various input signals, and a command is issued to the shift switching actuator 47 and the inverter device 62 of the transmission 5. The transmission ECU 61 </ b> A has a function of creating a control command and transmitting it to the inverter device 62 during execution of creep control and regenerative control.

The transmission ECU 61A has the following functions (1) to (8).
(1) The vehicle speed sensor 65 and the acceleration sensor 95 receive vehicle speed and vehicle acceleration / deceleration detection signals, receive an accelerator opening signal from the integrated ECU 60A, and determine automatic shift.
(2) If it is determined that the brake is sudden, automatic shift is not performed.
(3) If it is determined that the steering wheel is a sudden handle, automatic shifting is not performed.
(4) A position signal of the shift lever 93 is received from the integrated ECU 60A, and creep control of the electric motor is performed as necessary.

(5) Control is performed according to operations of the following first to third operation switches 96 to 98 operated by the driver.
Here, the first operation switch 96 is an automatic / manual shift switching toggle switch (this toggle switch is an element included in the shift operation unit 64 in the first embodiment). The second operation switch 97 is a tact switch (this tact switch is also an element included in the speed change operation unit 64 in the first embodiment), and the first operation switch 96 is set by manual speed change. Only valid if. When the second operation switch 97 is pressed, a shift-up shift is executed. The third operation switch 98 is a tact switch (this tact switch is also an element included in the speed change operation unit 64 in the first embodiment), and the first operation switch 96 is set by manual speed change. Only valid if. When the third operation switch 98 is pressed, a downshift is performed.

(6) The display unit 99 displays the vehicle speed, the electric motor rotation speed, the torque command value, and the like. The display unit 99 is a device that displays an image, such as a liquid crystal display device, or a device that displays a pointer.
(7) A function of detecting the shift position of the shift switching actuator 47 from a shift position sensor 68 attached to the transmission 5 and a function of acquiring the rotational speed of the electric motor 3 from the inverter device 62 are provided.
(8) A function of transmitting a torque command or a rotational speed command and a shift command to the inverter device 62 and a function of driving a shift switching actuator 47 attached to the transmission 5 are provided.

The shift ECU 61A is programmed with shift modes of an automatic shift mode and a manual shift mode, and the automatic shift mode and the manual shift mode are switched by the operation of the first operation switch 96 by the driver.

In the accelerator operation response control method of this embodiment, the shift control method, which is a function added to the accelerator operation response control method described with respect to the first embodiment, relates to control in the automatic shift mode by the shift ECU 61A. The transmission ECU 61A has various function achievement means (181 to 186) shown in FIG. 25, which will be described later.

21, the inverter device 62 is supplied with DC power from the battery 69 to supply AC motor driving power to the electric motor 3, and controls the supplied power based on a signal from the transmission ECU 61A. Similarly to the first embodiment, the inverter device 62 receives a signal indicating the rotation speed of the electric motor 3 from a resolver 66 that is a rotation detection device provided in the electric motor 3. Further, the inverter device 62 has a function of performing control for regenerating electric power.

Since the inverter device 62 has been described in relation to the first embodiment, a detailed description thereof is omitted here.

FIG. 22 shows the configuration of the shift lever operation panel 75. When the driver manually operates the shift lever 93, as in the known example, P (parking), R (reverse), N (neutral), D (drive), 2nd speed (second), 1st speed (low) ) Can be switched. The shift lever operation panel 75 is a display device indicating which range is currently switched in this way. Range selection information on the shift lever operation panel 75 is input to the integrated ECU 60A. The first speed range is the first speed state. The shift lever operation panel 75 may also serve as a touch panel type input unit, and may also serve as an operation unit operated by the driver instead of the shift lever 93.

FIG. 23 is a flowchart showing a creep control process executed in accordance with the operation of the shift lever 93.

The processing of this flowchart will be described. There are the following four situations (1) to (4) when operating the lever.
(1) The last time was R (reverse) and now is R.
(2) The last time is other than R and now is R.
(3) The previous time was D, 2nd or 1st, and the current is D, 2nd or 1st.
(4) The last time was other than R, and now: D, 2nd speed or 1st speed.

A first map 184 (FIG. 25), which is a map of control torque and time limit, is set in the memory 183 (FIG. 25) including the ROM of the speed change ECU 61A in accordance with the above four situations. The control torque and the time limit are set in three stages. Data is taken from the first map 184 and creep control is executed.

In the first step, it is determined whether or not it is currently in the R range within a certain time, for example, 0.5 seconds (substep Z1, substep Z2). If it is determined that the current range is in the R range, it is determined whether or not the previous range of the shift lever 93 (FIG. 21) was the R range (substep Z3).

If it is determined that the previous range is also in the R range, the control torque B and the control time B are taken from the first map 184 set in the memory 183 (FIG. 25) of the transmission ECU 61A and divided into three stages. Thus, torque control is performed (substep Z4).

On the other hand, if it is determined that the previous range is other than the R range, the control torque A and the control time A are taken from the first map 184, and torque control is performed in three stages (substep Z5). ).

Thereafter, the current range is recorded in the memory 183 of the transmission ECU 61A (sub-step Z6), and the electric motor is torque controlled using the real-time accelerator signal T (that is, by a torque command value corresponding to this accelerator signal). (Substep Z7). Here, the direction of the q-axis current (torque component) of the electric motor 3 is negative.

If it is determined in substep Z1 that the current range is not in the R range, the process jumps to the second step (substep Z8). In the second step, it is determined whether or not the current range is any of the D range, the second speed range, and the first speed lens within 0.5 seconds (substep Z8, substep Z9).

If the current range is either the D range, the 2nd speed range, or the 1st speed lens, it is determined whether the previous shift lever 93 range was either the D range, the 2nd speed range, or the 1st speed lens. (Substep Z10).

If the previous range was either the D range, the 2nd speed range, or the 1st speed lens, the control torque D and the control time D are taken from the first map 184 set in the memory 183 of the transmission ECU 61A. Torque control is performed in three stages (substep Z11).

If the previous range is neither the D range, the 2nd speed range or the 1st speed lens, the control torque C and the control time C are taken from the first map 84, and torque control is performed in three stages (substep) Z12).

Thereafter, the current range is recorded in the memory 183 of the transmission ECU 61A (substep Z6), and then the electric motor is driven by torque control using the real-time accelerator signal T (substep Z7). Here, the direction of the q-axis current (torque component) of the electric motor is positive.

If it is determined in sub-step Z8 that the current range is neither the D-range, the second-speed range, or the first-speed lens, the process jumps to the third step.
In the third step (substep Z13), it is instantaneously determined whether or not the current range is in the P range or the N range (substep Z13).

If the current range is the P range or N range, the torque command value is set to zero and torque control is performed (sub step Z14). If the current range is neither the P range nor the N range, the flowchart is returned to return to the first step.

Here, for the control of the motor 3, the inverter control described in FIG. 7 is applied.

FIG. 24 is an explanatory diagram of creep control and regenerative control. In the figure, each term has the following meaning.
The “hunting phenomenon” is a phenomenon in which a certain operation is frequently repeated.
“Creep control” means that when the torque command value (positive value) to the electric motor 3 falls below the absolute value (positive value) of the creep positive torque threshold value or the creep negative torque threshold value, the creep positive torque threshold value or the creep negative torque threshold value is obtained. It is the control which drives an electric motor.
In “positive torque”, the direction of the q-axis current (torque component) of the electric motor 3 is positive.
In “negative torque”, the direction of the q-axis current (torque component) of the electric motor 3 is negative.
In any case, the regenerative torque command value or the creep torque command value is positive.
The creep positive torque threshold and the creep negative torque threshold are set to predetermined values.

The outline of this explanatory diagram will be described below.
During the time t0 to t1, the electric motor 3 is driven by torque control while the roller clutches 16A and 16B at the current gear stage are engaged in the forward direction. The speed at that time is a predetermined speed, for example, 20 km / h or more.
The accelerator is pulled out between time t1 and t2.
During time t2 to t3, if the accelerator opening signal falls below the creep positive torque threshold, the electric motor 3 is driven using the creep positive torque threshold as a torque command value. At this time, the actual accelerator opening signal decreases as shown by a dotted line. Further, during a period of time t2 to t3, if a certain time elapses with the accelerator opening signal being below the creep positive torque threshold, control is performed to engage the roller clutch from the positive direction to the negative direction. If the accelerator opening signal once exceeds the creep positive torque threshold value during time t2 to t3, the control for engaging in the negative direction is not performed. Instead, the elapsed time during counting between times t2 and t3 is reset. That is, after that, the time when the accelerator opening signal falls below the creep positive torque is set as t2, and the elapsed time starts to be counted up to t3 again toward t3.

Here, the threshold torque is set to the creep positive torque for the purpose of providing a hysteresis function and reducing the occurrence of the hunting phenomenon due to the influence of noise and the like.

From time t3 to t5, the torque control is switched to the rotational speed control, and the roller clutches 16A and 16B are engaged from the positive direction to the negative direction by the rotational speed control. This period (t3 to t5) is set in the memory 183 of the transmission ECU 61A.
Among the times t3 to t5, the times t3 to t4 are actually periods in which the roller clutches 16A and 16B are engaged from the positive direction to the negative direction, and the times t4 to t5 are related to the roller clutches 16A and 16B being in the negative direction. This is a period during which the rotation speed control is continued in the combined state.

Here, considering that the engaging time of the roller clutches 16A and 16B actually varies depending on the operating state of the speed reducer 5, the time for executing the rotational speed control is set longer than the actual engaging time. ing. That is, the periods t3 to t5 are set so that the actual engagement times t3 to t4 are not longer than the preset times t3 to t5, and the rotation speed control is performed in the periods t4 to t5. When the actual engagement period t3 to t4 is longer than the preset period t3 to t5, the rotation from the rotational speed control to the torque control is performed in a state where the roller clutches 16A and 16B are not engaged in the negative direction. A switching operation is performed, resulting in shock torque and abnormal noise.

Furthermore, there are two switching routes: switching from creep control to regenerative control at the first speed and switching from creep control to regenerative control at the second speed. The differential rotational speed and the limit current necessary for executing the rotational speed control are set in the control map (second map) 185 of the memory 183 of the transmission ECU 61A, for example, divided into 1st speed and 2nd speed at 5 km / h intervals. ing. At the time of executing the rotation speed control, the values of the differential rotation speed and the control current are fetched from the control map 185, and the engaging operation of the roller clutches 16A and 16B is performed.

From time t5 to t6, the rotational speed control is switched to torque control, and torque is gradually switched between the current limiting roller clutch 16A, 16B at the time of engagement (limit torque) and the regeneration command torque value. In the control, interpolation control is executed n times. First, at time t5, switching from rotational speed control to torque control is performed. Since the interpolation control is n-time interpolation, the interpolation value can always track the signal of the regeneration command. In the tracking process in which the error between the interpolation value and the regenerative command value signal is reduced, when the error falls within a given range, the tracking operation is completed, and the n-time interpolation control is also completed.

In the illustrated example, the limit current (limit torque) value at the time of engagement is the same as the creep negative torque threshold value. In another example, when the regenerative command torque falls below the absolute value (positive value) of the creep negative torque threshold at time t5, the absolute value (positive value) of the creep negative torque threshold is used as the regenerative command torque value. Regenerative control is performed while executing interpolation control from the limit current to the absolute value (positive value) of the creep negative torque threshold. During the regeneration control, the direction of the q-axis current (torque component) of the electric motor is negative.

From time t6 to t7, regenerative control is executed according to the regenerative torque command value. During this period, the actual accelerator opening signal is as indicated by the dotted line. After a predetermined period of time has elapsed with the accelerator opening signal exceeding the creep positive torque threshold (at t7), the regeneration control is stopped and the interpolation control is performed. Thereafter, the roller clutches 16A and 16B are moved in the negative direction. To engage in the forward direction.
At time t7, when the vehicle speed falls below a predetermined speed, for example, 20 km / h, the regeneration control is stopped at s.

During time t7 to t8, the interpolation control is executed n times by torque control in the transition from the regenerative command torque value to the limiting current (limit torque) during engagement of the roller clutches 16A and 16B at the current gear stage. At time t8, the torque control is switched to the rotation speed control.

From time t8 to t10, the rotational speed of the electric motor 3 is controlled in order to engage the roller clutches 16A, 16B from the negative direction to the positive direction. This period t8 to t10 is set in the memory 183 of the transmission ECU 61A.
Among the times t8 to t10, the times t8 to t9 are actually periods in which the roller clutches 16A and 16B are engaged in the positive direction from the negative direction, and the times t9 to t10 are related to the roller clutches 16A and 16B in the positive direction. This is a period during which the rotation speed control is continued in the combined state.

Here, considering that the engagement time of the roller clutches 16A and 16B actually varies depending on the operating state of the speed reducer 5, the time for executing the rotational speed control is set longer than the actual engagement time. ing. That is, the periods t8 to t10 are set so that the actual engagement periods t8 to t9 are not longer than the preset periods t8 to t10, and the rotation speed control is performed in the periods t9 to t10. When the actual engagement period t8 to t9 is longer than the preset period t8 to t10, the rotation speed control is changed to the torque control with the roller clutches 16A and 16B not engaged in the forward direction. A switching operation is performed, resulting in shock torque and abnormal noise.

Furthermore, there are two switching routes: switching from regeneration control to creep control at the first speed and switching from regeneration control to creep control at the second speed. The differential rotational speed and the limit current necessary for executing the rotational speed control are set in the control map 185 of the memory 183 of the transmission ECU 61A by dividing into a first speed and a second speed at a predetermined interval, for example, 5 km / h. ing. At the time of executing the rotation speed control, the differential rotation speed and the control current value are fetched from the control map 185, and the roller clutch is engaged.

From time t10 to t11, interpolation control is executed n times by torque control in the transition from the current limit (limit torque) at the time of engagement of the current transmission roller clutches 16A and 16B to the accelerator opening signal. At time t10, the speed control is switched to the torque control. Since the interpolation control is n-time interpolation, the interpolation value can always track the accelerator opening signal. In the tracking process in which the error between the interpolation value and the accelerator opening signal is reduced, when the error falls within a given range, the tracking operation is completed and the interpolation control is completed n times.

In the illustrated example, the limit current (limit torque) value at the time of engagement is the same value as the creep positive torque threshold value. In another example, when the accelerator opening signal is lower than the creep positive torque threshold at t10, the creep positive torque threshold is set as a command torque, while performing interpolation control from the limiting current at the time of engagement to the creep positive torque threshold, Perform torque control. During torque control, the direction of the q-axis current (torque component) of the electric motor 3 is positive.

After time t11, after the tracking operation of the interpolation control is completed, the electric motor 3 is driven by torque control in a state where the roller clutches 16A and 16B are engaged in the positive direction according to the accelerator opening signal.

The above is a procedure for performing creep control and regenerative control. By repeating this procedure, driving and regeneration of the vehicle are realized.

Next, the control system for the electric vehicle, particularly the speed change ECU 61A, will be described with reference to the block diagram of FIG. The electric vehicle to be controlled is the same electric vehicle to which the first embodiment is applied.

The apparatus for executing the shift control of the electric vehicle is an apparatus for executing the shift control method of the above-described embodiment, and the shift ECU 61A is provided with a shift control means 180 that is a means for performing basic shift control. ing. The speed change ECU 61A is provided with a creep control means 181 and a regeneration time control means 182, and the parameter storage area 183a of the memory 183 including the ROM of the speed change ECU 61A has each threshold value, set value, first and second maps 184, 184. 185 is stored. The threshold values and maps 184 and 185 used in the following description and the control method of the above embodiment are set in the parameter storage area 183a of the memory 183. The regenerative control means 182 has regenerative interpolation means 186, and performs the following description and the above-described interpolation control. Note that the shift ECU 61A outputs a torque command to the inverter control circuit 72 by the shift control means 180 as a torque control for the control of the electric motor 3 other than during the automatic shift, and switches between the torque control and the rotation speed control during the shift. .

The creep control means 181 has, as its basic function, the operation of one or both of the operation from ON to OFF of the accelerator and the operation from OFF to ON, and the engagement of the roller clutches 16A and 16B. In order to reduce the generated shock torque and noise, when the accelerator opening signal falls below a threshold during traveling under torque control, the torque command value is set to be equal to or greater than the threshold, whereby the rollers 20 of the roller clutches 16A and 16B. Is always engaged with the drive side.

As described above, when the accelerator opening degree signal falls below the threshold during traveling by torque control when the accelerator is switched between ON and OFF, the accelerator opening signal is set to be equal to or larger than the threshold value, so that the rollers of the roller clutches 16A and 16B Can be always engaged with the drive side, so that shock torque and noise generated when the roller clutches 16A and 16B are engaged can be reduced.

The creep control means 181 may perform control for setting the torque command value to be equal to or greater than the threshold when the accelerator opening signal falls below the threshold during traveling by torque control in the entire vehicle speed range. good.

The regenerative control means 182 performs regenerative control when the accelerator is OFF and controls the regenerative command torque when the accelerator opening signal is lower than the threshold value during traveling by torque control. If it falls below the time threshold, the roller of the roller clutch is always engaged with the non-driving side by using the negative torque of the threshold for regeneration. The vehicle speed at which this regenerative control is performed may be a predetermined vehicle speed or higher.

Specifically, the creep control means 181 performs control accompanying the operation of the shift lever 93 described above together with the flowchart of FIG. Further, the creep control means 181 and the regeneration control means 182 are each control related to creep control and control related to regeneration control explained in the control method of the above embodiment, particularly each control related to creep control explained together with FIG. Each control related to regenerative control is performed.

If the contents other than the above-described contents are arranged as the control contents of the creep control means 181 and the regeneration time control means 182, the following control is performed.

The creep control means 181 switches from torque control to rotational speed control after the accelerator opening signal falls below the creep positive torque threshold, and engages the roller clutch from the drive side direction to the non-drive side direction.
In this case, the creep control means 181 switches from the torque control to the rotational speed control after the accelerator opening signal falls below the creep positive torque threshold and passes the roller clutch from the drive side direction to the non-drive side direction. As for the control to be combined, control for switching the engagement direction of the roller clutches 16A and 16B may be performed at each gear position.

The control for switching the engagement direction of the roller clutches 16A and 16B is performed at each shift stage. For example, when the engagement direction of the roller clutch is switched, a map of the rotation speed difference, the limit current, and the rotation speed control execution time (first (1 map) 184 is set in a memory 183 such as a ROM of the speed change ECU, and the rotational speed control is executed using the value of the map 184.

When the regenerative braking is started, the regenerative control means 182 may perform regenerative braking by switching from rotational speed control to torque control after the roller clutches 16A and 16B of the current gear stage are engaged from the positive direction to the negative direction. good. In this case, after the roller clutches 16A and 16B of the current gear stage are engaged from the positive direction to the negative direction, the regenerative interpolation control means 186 causes the current shift to be performed when switching from the rotational speed control to the torque control and performing the regenerative braking. Tracking process of interpolating control n times by torque control and reducing the error from the signal of the regenerative command value at the transition from the limiting current or limiting torque to the regenerative command torque when the stage roller clutches 16A and 16B are engaged. When the error falls within a given range, the interpolation control may be terminated n times.

When the regenerative command torque falls below the absolute value (positive value) of the creep negative torque threshold for regenerative braking, the regenerative control means 182 engages with the absolute value (positive value) of the creep negative torque threshold as the torque command value. Regenerative control is performed while performing interpolation control from the current limit current to the absolute value (positive value) of the creep negative torque threshold. During regenerative control, the direction of the q-axis current (torque component) of the electric motor is negative. It may be.

The regenerative control means 182 may stop the regenerative control when a certain period of time elapses while the accelerator opening signal exceeds the creep positive torque threshold while the regenerative control is being executed according to the regenerative command torque value.

In this case, during regeneration control according to the regeneration command torque value, if a certain period of time has elapsed with the accelerator opening signal exceeding the creep positive torque threshold, regeneration control is stopped. If the opening signal exceeds the creep positive torque threshold, the elapsed time during counting is reset. That is, the elapsed time may start to be counted from the time when the accelerator signal subsequently exceeds the creep positive torque threshold until the predetermined time.

The regenerative control means 182 may stop the regenerative control immediately when the vehicle speed falls below a certain vehicle speed while performing the regenerative control according to the regenerative command torque value.

The regenerative control means 182 may execute n-time interpolation control by torque control in the transition from the regenerative command torque to the limiting current or limiting torque at the time of engagement after the regenerative control is stopped.

In this case, after completion of the n-time interpolation control, when switching from the torque control to the rotational speed control, a map of the rotational speed difference, the limit current, and the rotational speed control execution time set in the memory 183 of the transmission ECU (first map) The rotation speed control may be executed using the value of 184.

In this case, after the rotation speed control is completed, the rotation speed control is switched to the torque control, and the interpolation control is executed n times in the transition from the current limit roller clutch engagement current limit or torque to the accelerator opening signal. You may do it.

The creep control means 181 and the regeneration control means 182 control the roller clutches 16A and 16B on the driving side or the non-driving side based on the shift range signal of the shift lever 93 when the vehicle is powered on and stopped. In the control to engage with the wedge-shaped space, the control torque and the time limit data set in advance in the memory 183 of the transmission ECU 61A according to the previous shift range of the shift lever 93 are fetched, and the creep control is performed in several stages. May be executed.

When the shift range of the shift lever 93 is the drive range, the direction of the q-axis current (torque component) of the electric motor is positive so that the roller clutches 16A and 16B of the current gear stage are engaged with the drive-side wedge-shaped space. is there.
When the shift range of the shift lever 93 is the reverse range, the direction of the q-axis current (torque component) of the electric motor is negative so that the roller clutches 16A and 16B of the current gear stage are engaged with the non-drive side wedge-shaped space. .

The following is an aspect of a control method for an electric motor-equipped vehicle, which is a control that is an essential component of the present invention, and the control method of the electric motor includes two types of feedback control: torque control and rotational speed. A mode that does not require a series of controls to be switched between will be described.

[Aspect 1]
An electric motor for traveling having a motor shaft as an output shaft;
A gear train of a plurality of gear stages having different gear ratios;
A plurality of two-way roller clutches for each gear stage, each of which is interposed between an input shaft coupled to the motor shaft and a gear train of each gear stage and can be switched between connection and disconnection; A roller clutch in which rollers are respectively interposed in a plurality of wedge-shaped spaces provided between the cam surface and the outer ring, and the switching of the roller clutches to the outer ring of a rotating friction plate connected to a roller clutch retainer. A vehicle having an electric motor equipped with a transmission having a gear ratio switching mechanism that switches between contact and separation of the
The roller clutch is engaged by engaging the narrow portion of the wedge-shaped space, and the roller clutch is disconnected by positioning the roller in the expanded portion of the wedge-shaped space by the retainer. ,
Driving with torque control to reduce shock torque or abnormal noise that occurs when the roller clutch is engaged during either or both of the operation from ON to OFF of the accelerator and the operation from OFF to ON When the accelerator opening signal detected by the accelerator opening sensor that detects the accelerator opening falls below a predetermined creep positive torque threshold, the torque command value of the torque control is controlled to be equal to or greater than the creep positive torque threshold. A control method equipped with an electric motor, wherein creep control is performed to engage a roller of the roller clutch with a narrow portion on the drive side of the wedge-shaped space.

[Aspect 2]
The control method for an electric motor-equipped automobile, wherein the creep control is executed over the entire speed range of the vehicle traveling speed during traveling by torque control.
[Aspect 3]
In the aspect 1, during the traveling by the torque control, the creep control executes the regeneration control when the accelerator is operated from OFF to ON, and when the regeneration command torque value in the regeneration control falls below the regeneration threshold value, A method for controlling an automobile equipped with an electric motor, wherein a negative torque as a threshold for time is inputted and the roller of the roller clutch is engaged with a narrow portion on the non-driving side of the wedge-shaped space.
[Aspect 4]
In the aspect 3, the regenerative control is executed when the vehicle speed is equal to or higher than a constant vehicle speed.
[Aspect 5]
In the first aspect, after the accelerator opening signal falls below the creep positive torque threshold and after a predetermined time has elapsed, the torque clutch is switched to the rotation speed control, and the rollers of the roller clutch are narrowed on the drive side of the wedge-shaped space. A method for controlling an automobile equipped with an electric motor, wherein the portion is switched from a portion to a narrow portion on the non-driving side of the wedge-shaped space.
[Aspect 6]
In Aspect 5, after the accelerator opening signal falls below the creep positive torque threshold and a fixed time has elapsed, the torque control is switched to the rotational speed control, and the roller clutch roller is moved from the narrowed portion on the drive side of the wedge-shaped space. The method of controlling an automobile equipped with an electric motor, wherein switching and engaging with a narrowed portion on the non-driving side of the wedge-shaped space is executed at each shift stage.
[Aspect 7]
In the aspect 6, switching from the narrowed portion on the driving side of the wedge-shaped space to the narrowed portion on the non-driving side of the wedge-shaped space executed at each of the shift speeds is performed by controlling the rotational speed difference, the limiting current, and the rotational speed control. A method for controlling an automobile equipped with an electric motor, wherein a time map is set in a memory in advance, and the rotation speed control is executed using a value of the map.
[Aspect 8]
In the aspect 3, the regeneration control is started by switching the rotational speed control to the torque control and executing the regeneration control after the roller clutch of the current gear stage is engaged from the positive direction to the negative direction. Control method.
[Aspect 9]
In the aspect 8, the regeneration control is executed by interpolating n times by torque control at the transition from the limit current or limit torque when the roller clutch of the current gear stage is engaged to the regeneration command torque value. A control method for an automobile equipped with an electric motor, wherein the interpolation control is terminated n times when the error falls within a given range in the tracking process of reducing the error from the signal.
[Aspect 10]
In the aspect 3, in the regenerative control, when the regenerative command torque value falls below the absolute value of the creep negative torque threshold, the absolute value of the creep negative torque threshold is set as the regenerative command torque value, and the creep negative torque threshold is calculated from the limiting current at the time of engagement. A method for controlling an automobile equipped with an electric motor, in which regenerative control is performed while performing interpolation control to an absolute value of the motor, and the direction of the q-axis current of the electric motor, which is a torque component, is negative during regenerative control.
[Aspect 11]
In aspect 3, the electric motor-equipped vehicle that stops the regenerative control when a certain period of time has elapsed while the accelerator opening signal exceeds the creep positive torque threshold during execution of the regenerative control according to the regenerative command torque value Control method.
[Aspect 12]
In the aspect 11, stopping the regenerative control resets the elapsed time count of the predetermined time when the accelerator opening signal exceeds the creep positive torque threshold within a predetermined time, and the accelerator signal is A method of controlling an automobile equipped with an electric motor, wherein the elapsed time starts to be counted from the time when the creep positive torque threshold is exceeded.
[Aspect 13]
The control method for an electric motor vehicle-equipped vehicle according to the aspect 3, wherein the regeneration control is immediately stopped when the vehicle speed falls below a given vehicle speed while the regeneration control is being performed according to the regeneration command torque value.
[Aspect 14]
In the aspect 13, the electric motor-equipped vehicle that further executes the interpolation control n times in the torque control in the transition from the regenerative command torque value to the limiting current or the limiting torque at the time of engagement after the regeneration control is stopped. Control method.
[Aspect 15]
In aspect 14, after completion of n-time interpolation control, when switching from torque control to rotational speed control, the rotational speed difference and limit current set in the memory, and the rotational speed control execution time map values are used. A method for controlling an automobile equipped with an electric motor, which executes rotation speed control.
[Aspect 16]
In the aspect 15, after the rotation speed control is completed, the rotation speed control is switched to the torque control, and the interpolation control is performed n times between the current limit roller or torque when the current speed change roller clutch is engaged and the accelerator opening signal. A method for controlling an automobile equipped with an electric motor to be executed.
[Aspect 17]
In aspect 1, when the power source of the vehicle is started and stopped, the roller clutch is engaged with the wedge-shaped space on the drive side or the non-drive side by torque control of the roller clutch based on the shift range signal of the shift operation member. In the control to be performed, according to the shift range of the previous shift operation member, the creep control is executed in several stages using the control torque and the time limit data set in advance in the memory. Control method.
[Aspect 18]
In aspect 1, when the shift range of the shift operating member is the drive range, the q-axis of the electric motor, which is a torque component, is engaged so that the roller of the roller clutch of the current gear stage is engaged with the narrow portion on the drive side of the wedge-shaped space. A method for controlling an electric motor-equipped vehicle, in which the direction of current is positive.
[Aspect 19]
In aspect 1, when the shift range of the shift operation member is the reverse range, the q of the electric motor, which is a torque component, is engaged so that the roller of the roller clutch of the current gear stage is engaged with the narrow portion on the non-driving side of the wedge-shaped space. A method for controlling an automobile equipped with an electric motor in which the direction of the shaft current is negative.

As described above, the preferred embodiments have been described with reference to the drawings. However, those skilled in the art will readily assume various changes and modifications within the obvious scope by looking at the present specification. Accordingly, such changes and modifications are to be construed as within the scope of the invention as defined by the appended claims.

DESCRIPTION OF SYMBOLS 3 ... Electric motor 5 ... Transmission 7 ... Input shaft 8 ... Output shaft 16A, 16B ... Roller clutch 19 ... Cam surface 20 ... Roller 18A, 18B ... Inner ring 21A, 21B ... Cage 23 ... Outer ring 35A, 35B ... Friction plate 40 ... gear ratio switching mechanism 47 ... gear change actuator EV ... electric vehicle HV ... hybrid vehicle LA, LB ... gear train S ... wedge-shaped space

Claims (32)

1. An electric motor for traveling having a motor shaft as an output shaft;
   A gear train of a plurality of gear stages having different gear ratios;
   A plurality of two-way roller clutches for each gear stage, each of which is interposed between an input shaft coupled to the motor shaft and a gear train of each gear stage and can be switched between connection and disconnection; A roller clutch in which rollers are respectively interposed in a plurality of wedge-shaped spaces provided between the cam surface and the outer ring, and the switching of the roller clutches to the outer ring of a rotating friction plate connected to a roller clutch retainer. An accelerator control method in an automobile equipped with an electric motor, comprising: a transmission having a transmission ratio switching mechanism that performs switching between contact and separation of each other by a transmission switching actuator;
   The roller clutch is engaged by engaging the narrow portion of the wedge-shaped space, and the roller clutch is disconnected by positioning the roller in the expanded portion of the wedge-shaped space by the retainer. ,
   Control method of the electric motor so that the shock torque or abnormal noise of the roller clutch is reduced when the accelerator is operated from ON to OFF and / or when the accelerator is operated from OFF to ON. Is an accelerator operation response control method for an automobile equipped with an electric motor, which performs shock reduction control, which is a series of controls for switching between two types of feedback control of torque control and rotational speed control.
2. The shock reduction control according to claim 1, wherein the shock reduction control uses a predetermined first torque threshold value for determining acceleration, during an operation from the accelerator OFF to the accelerator ON.
   (Acceleration torque command value)> (First torque threshold)
   An accelerator operation response control method for an automobile equipped with an electric motor, which executes acceleration control during ON operation that is acceleration control on the condition that
3. In claim 1, the shock reduction control uses a predetermined second torque threshold for regeneration determination, and when the accelerator is operated from ON to OFF,
   (Acceleration torque command value) <(Second torque threshold value)
   The accelerator operation response control method for an automobile equipped with an electric motor, wherein regenerative control during OFF operation, which is control for regenerating the electric motor, is executed on the condition that
4. In claim 2, the shock reduction control uses a predetermined second torque threshold for regeneration determination, and when the accelerator is operated from ON to OFF,
   (Acceleration torque command value) <(Second torque threshold value)
   On condition that the electric motor is regenerated, the OFF operation regenerative control is executed,
   When the accelerator OFF and the accelerator ON are repeatedly executed, in order to prevent malfunction of the acceleration control during the ON operation and the regeneration control during the OFF operation,
   The first torque threshold and the second torque threshold are (first torque threshold)> (second torque threshold),
   An accelerator operation response control method for an automobile equipped with an electric motor, wherein a hysteresis characteristic having a certain width is provided between the two first and second torque threshold values.
5. The shock reduction control according to claim 1, wherein when the accelerator is operated from OFF to ON, the control method of the electric motor is switched from torque control to rotational speed control, and the roller clutch roller is controlled by the rotational speed control. An accelerator operation response control method for an automobile equipped with an electric motor, wherein the rotation speed control is executed when the accelerator is ON by engaging with a narrow portion on the drive side of the wedge-shaped space.
6. The claim 1, further comprising:
   A target rotational speed and a rotational speed limiting current used in the rotational speed control in the shock reduction control for each traveling speed at each shift speed are set in the shift ECU, respectively.
   An accelerator operation response control method for an electric motor-equipped automobile, wherein the set target rotation speed and rotation speed limit current are used in accordance with driving conditions in the rotation speed control.
7. The shock reduction control according to claim 1, wherein the shock reduction control is a shock torque generated when an accelerator torque command value is excessive at a time of switching to torque control after completion of the rotation speed control when the accelerator is operated from OFF to ON. An accelerator operation response control method for an automobile equipped with an electric motor, wherein torque interpolation control is performed to perform torque control of the electric motor while interpolating an accelerator torque command value so as to reduce the acceleration.
8. 8. The accelerator operation of an automobile equipped with an electric motor according to claim 7, wherein the shock reduction control performs real-time torque control in which the electric motor is torque-controlled with a real-time accelerator torque command value after interpolation of the accelerator torque command value is completed. Response control method.
9. 2. The shock reduction control according to claim 1, wherein when the vehicle power source is started, the rotation speed control is performed using the rotation speed control target rotation speed and the rotation speed control current set in the speed change ECU. An accelerator operation response control method for an automobile equipped with an electric motor, wherein a rotation speed control at start-up is executed by engaging a roller with a narrow portion on the drive side of the wedge-shaped space.
10. The shock reduction control according to claim 1, wherein when the accelerator is operated from ON to OFF, the control method of the electric motor is switched from torque control to rotational speed control, and the rollers of the roller clutch are controlled by the rotational speed control. An accelerator operation response control method for an automobile equipped with an electric motor, wherein the control method switching control at the time of OFF operation is executed by engaging with a narrow portion on the non-drive side of the wedge-shaped space.
11. 2. The shock reduction control according to claim 1, wherein when the vehicle is stopped, the control method of the electric motor is switched from rotation speed control to torque control, and the roller clutch roller is narrowed on the drive side of the wedge-shaped space. An accelerator operation response control method for an automobile equipped with an electric motor, wherein a stop-time control method switching control is performed using a torque command value set in a speed change ECU as a torque control value in the torque control.
12. An electric motor for traveling having a motor shaft as an output shaft;
    A gear train of a plurality of gear stages having different gear ratios;
    A plurality of two-way roller clutches for each shift stage, which are respectively interposed between an input shaft connected to the motor shaft and a gear train of each shift stage and can be switched between connection and disconnection, and a cage; A gear ratio switching mechanism having a gear change switching actuator for switching between contact and separation with the outer ring for each of a plurality of friction plates that are connected and rotated, wherein the roller clutch is connected to each other by the gear change actuator. A transmission having a gear ratio switching mechanism for performing shut-off,
    Each of the roller clutches has a plurality of wedge-shaped spaces provided between the cam surface of the inner ring and the outer ring, and the rollers are engaged when the rollers are engaged with a narrowed portion of the wedge-shaped space. An accelerator operation response control device in an electric motor-equipped automobile, wherein the roller is configured to be in a disconnected state by positioning each roller in the spread portion of the wedge-shaped space,
    Control method of the electric motor so that the shock torque or abnormal noise of the roller clutch is reduced when the accelerator is operated from ON to OFF and / or when the accelerator is operated from OFF to ON. An accelerator operation response control device for an automobile equipped with an electric motor, comprising a shock reduction control means for performing a series of controls for switching between two types of feedback control of torque control and rotational speed control.
13. The shock torque or abnormal noise generated when the roller clutch is engaged is reduced in any one or both of the operation from ON to OFF of the accelerator and the operation from OFF to ON. When the accelerator opening signal detected by the accelerator opening sensor that detects the accelerator opening is less than a predetermined creep positive torque threshold during running under torque control, the torque control torque command value is equal to or greater than the creep positive torque threshold. An accelerator operation response control method for an electric motor-equipped automobile, in which creep control, which is control of the above, is performed, so that the roller of the roller clutch is engaged with a narrow portion on the drive side of the wedge-shaped space.
14. 14. The accelerator operation response control method for an automobile equipped with an electric motor according to claim 13, wherein the creep control is executed over the entire speed range of the vehicle traveling speed during traveling by torque control.
15. In claim 13, during traveling by torque control, the creep control performs regenerative control when the accelerator is operated from OFF to ON, and when the regenerative command torque value in the regenerative control falls below a regenerative threshold value, An accelerator operation response control method for an automobile equipped with an electric motor, wherein a negative torque as a threshold value for regeneration is input and a roller of the roller clutch is engaged with a narrow portion of the wedge-shaped space on the non-driving side.
16. 16. The accelerator operation response control method for a vehicle equipped with an electric motor according to claim 15, wherein the regeneration control is executed when the vehicle speed exceeds a certain value.
17. In Claim 13, after the accelerator opening signal has fallen below the creep positive torque threshold and a predetermined time has elapsed, the control is switched from torque control to rotational speed control so that the rollers of the roller clutch are driven on the drive side of the wedge-shaped space. An accelerator operation response control method for an automobile equipped with an electric motor, wherein switching is performed from a narrowed portion to a narrowed portion on the non-driving side of the wedge-shaped space.
18. 18. The narrowed portion on the drive side of the wedge-shaped space by switching from torque control to rotational speed control after a certain time has elapsed after the accelerator opening signal falls below the creep positive torque threshold value. The accelerator operation response control method for an automobile equipped with an electric motor, wherein switching and engaging with a narrowed portion on the non-driving side of the wedge-shaped space is executed at each shift stage.
19. 19. The switching between the narrowed portion on the driving side of the wedge-shaped space and the narrowed portion on the non-driving side of the wedge-shaped space performed at each of the shift speeds according to claim 18 includes: An accelerator operation response control method for an automobile equipped with an electric motor, wherein a map of an execution time is set in a memory in advance, and the rotation speed control is executed using a value of the map.
20. 16. The electric motor-equipped vehicle according to claim 15, wherein the regeneration control is started by switching the rotational speed control to the torque control and executing the regeneration control after the roller clutch of the current gear stage is engaged from the positive direction to the negative direction. Accelerator operation response control method.
21. 21. The regeneration control according to claim 20, wherein the execution of the regeneration control is performed by performing interpolation control n times by torque control between a current limit or torque when the roller clutch is engaged at the current gear stage and a regeneration command torque value. A method for controlling an accelerator operation response of an automobile equipped with an electric motor, wherein the interpolation control is terminated n times when the error falls within a given range in the tracking process of reducing the error from the signal.
22. 16. In the regenerative control according to claim 15, when the regenerative command torque value falls below the absolute value of the creep negative torque threshold, the creep negative torque is determined from the limiting current at the time of engagement using the absolute value of the creep negative torque threshold as the regenerative command torque value. Regenerative control is performed while performing interpolation control to the absolute value of the threshold value. During the regenerative control, the direction of the q-axis current of the electric motor, which is a torque component, is negative. Method.
23. 16. The electric motor mounted device according to claim 15, wherein when the accelerator opening signal exceeds a creep positive torque threshold and a predetermined time elapses during execution of the regeneration control according to the regeneration command torque value, the regeneration control is stopped. Accelerator operation response control method for automobiles.
24. 24. The stopping of the regeneration control according to claim 23, wherein when the accelerator opening signal exceeds the creep positive torque threshold within a certain time, the elapsed time count of the certain time is reset, and the accelerator signal is An accelerator operation response control method for an automobile equipped with an electric motor, which starts counting elapsed time from the time when the creep positive torque threshold is exceeded.
25. 16. The accelerator operation response control method for an automobile equipped with an electric motor according to claim 15, wherein when the vehicle speed falls below a given vehicle speed during execution of the regeneration control according to the regeneration command torque value, the regeneration control is immediately stopped.
26. 26. The vehicle equipped with an electric motor according to claim 25, further comprising executing n-time interpolation control by torque control between a regeneration command torque value and a limiting current or limiting torque at the time of engagement after the regeneration control is stopped. Accelerator operation response control method.
27. 27. Further, according to claim 26, after completion of n-time interpolation control, when switching from torque control to rotational speed control, the rotational speed difference, limit current, and rotational speed control execution time map values set in the memory are used. An accelerator operation response control method for an automobile equipped with an electric motor, which executes rotation speed control.
28. 28. The interpolation control according to claim 27, wherein after the rotation speed control is completed, the rotation speed control is switched to the torque control, and the interpolation current is controlled n times between the current limit or torque when the current speed change roller clutch is engaged and the accelerator opening signal. An accelerator operation response control method for an automobile equipped with an electric motor is executed.
29. 14. The roller clutch according to claim 13, wherein the roller clutch is engaged with the wedge-shaped space on the driving side or the non-driving side by torque control of the roller clutch based on the shift range signal of the shift operation member when the vehicle is powered on and stopped. In the control to be combined, the electric motor-equipped vehicle that executes the creep control in several stages using the control torque and the time limit data set in advance in the memory according to the shift range of the previous shift operation member Accelerator operation response control method.
30. 14. The electric motor q as a torque component according to claim 13, wherein when the shift range of the shift operation member is a drive range, the roller of the current gear stage is engaged with the narrow portion of the wedge-shaped space on the drive side. An accelerator operation response control method for an automobile equipped with an electric motor, wherein the direction of the shaft current is positive.
31. In Claim 13, when the shift range of the shift operating member is the reverse range, the roller of the current gear stage is engaged with the narrow portion of the wedge-shaped space on the non-driving side of the electric motor. An accelerator operation response control method for an automobile equipped with an electric motor, wherein the direction of the q-axis current is negative.
32. The shift ratio switching mechanism according to claim 12, wherein the shift ratio switching mechanism includes a shift member, and switching between contact and separation of the friction plate with the outer ring by the advancement and retraction of the shift member by the shift switching actuator.
    Further, the accelerator opening signal falls below a predetermined creep positive torque threshold during running by torque control during either or both of the operation from ON to OFF of the accelerator and the operation from OFF to ON. And an electric motor comprising a creep control means for engaging the roller of the roller clutch with the narrow portion on the drive side of the wedge-shaped space by setting the torque command value of the torque control to be equal to or greater than the creep positive torque threshold. Accelerator operation response control device for onboard vehicles.

Images