WO2016021018A1 - Dispositif de commande de démarrage d'un véhicule électrique - Google Patents

Dispositif de commande de démarrage d'un véhicule électrique Download PDF

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Publication number
WO2016021018A1
WO2016021018A1 PCT/JP2014/070865 JP2014070865W WO2016021018A1 WO 2016021018 A1 WO2016021018 A1 WO 2016021018A1 JP 2014070865 W JP2014070865 W JP 2014070865W WO 2016021018 A1 WO2016021018 A1 WO 2016021018A1
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Prior art keywords
ratio
speed
gear ratio
continuously variable
start control
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PCT/JP2014/070865
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English (en)
Japanese (ja)
Inventor
行宣 犬田
崇 荻野
寛之 福田
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日産自動車株式会社
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Priority to PCT/JP2014/070865 priority Critical patent/WO2016021018A1/fr
Publication of WO2016021018A1 publication Critical patent/WO2016021018A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings

Definitions

  • the present invention relates to a start control device for an electric vehicle including a continuously variable transmission that is interposed between a driving motor and driving wheels and continuously changes the speed ratio from the lowest speed ratio to the highest speed ratio. .
  • the speed ratio of the continuously variable transmission is always returned to the lowest speed ratio when the vehicle stops. For this reason, when the vehicle is stopped, when the vehicle starts with the lowest gear ratio, the transmission hydraulic pressure increases, and the belt clamping force of the continuously variable transmission increases, so that the driving force transmission efficiency also decreases. As a result, there has been a problem in that the energy efficiency rebounding on the fuel consumption and the electricity consumption is deteriorated.
  • the present invention has been made paying attention to the above problems, and an object thereof is to provide a start control device for an electric vehicle that improves energy efficiency while ensuring a start driving force.
  • the present invention includes a continuously variable transmission that is interposed between a travel drive motor and drive wheels and continuously changes the gear ratio from the lowest gear ratio to the highest gear ratio.
  • This electric vehicle is provided with a start control means for stopping the vehicle with the continuously variable transmission at the lowest gear ratio in preparation for the next start when the vehicle is decelerated to stop.
  • the start control means includes a required drive force predicting unit that predicts whether the required drive force at the next start is high or low. When the predicted required drive force is low, the start ratio is set to the maximum speed ratio of the continuously variable transmission. The vehicle stops at a higher gear ratio than the low gear ratio.
  • the vehicle is stopped at the high gear ratio. That is, in the case of an electric vehicle that uses a travel drive motor as a drive source, the maximum torque can be generated from the low rotation range, and the vehicle can start without setting the continuously variable transmission to the lowest gear ratio. Therefore, on gentle gradient uphill roads, flat roads, and downhill roads that do not require high driving force, shifting to a higher gear ratio than the lowest gear ratio without returning the gear ratio to a large level results in loss of gear shift energy. Is reduced. As a result, it is possible to improve energy efficiency while securing the starting driving force.
  • FIG. 1 is an overall system diagram showing an FF hybrid vehicle (an example of a vehicle) to which a start control device of Embodiment 1 is applied.
  • 3 is a flowchart illustrating a flow of a start control process executed by the hybrid control module according to the first embodiment.
  • FIG. 1 shows an overall system of an FF hybrid vehicle.
  • the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.
  • the drive system of the FF hybrid vehicle includes a starter motor 1, a horizontally mounted engine 2, a first clutch 3 (abbreviated as “CL1”), and a motor / generator 4 (abbreviated as “MG”).
  • the second clutch 5 (abbreviated as “CL2”) and the belt type continuously variable transmission 6 (abbreviated as “CVT”).
  • the output shaft of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10R and 10L via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9R and 9L.
  • the left and right rear wheels 11R and 11L are driven wheels.
  • the starter motor 1 has a pinion gear 18 that meshes with a ring gear 17 provided on a crankshaft of the horizontally mounted engine 2 on the motor shaft, and the pinion gear with respect to the ring gear 17 is started when the horizontally mounted engine 2 is started. 18 engages and rotationally drives the crankshaft.
  • the horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and has a crankshaft rotation sensor 13 for detecting engine reverse rotation.
  • the horizontal engine 2 has a “MG start mode” cranked by the motor / generator 4 via the first clutch CL1 and a “starter start mode” cranked by the starter motor 1 as a starting method.
  • the motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 2 via the first clutch 3.
  • the motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.
  • the second clutch 5 is a wet-type multi-plate friction clutch by hydraulic operation that is interposed between the motor / generator 4 and the left and right front wheels 10R and 10L that are driving wheels. Slip fastening / release is controlled.
  • the second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, during forward travel, the forward clutch 5a is the second clutch CL2, and during reverse travel, the reverse brake 5b is the second clutch CL2.
  • the belt type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber.
  • the belt-type continuously variable transmission 6 includes a line pressure generated by adjusting the pressure of pump hydraulic fluid from at least one of the mechanical oil pump 14, the electric oil pump 15, the mechanical oil pump 14, and the electric oil pump 15. And a control valve unit (not shown) that generates first and second clutch hydraulic pressures and transmission hydraulic pressures using PL as an original pressure.
  • the electric oil pump 15 is rotationally driven by the pump motor 12.
  • As the pump motor 12 a three-phase AC permanent magnet synchronous motor capable of controlling the motor rotation speed is used.
  • the first clutch 3, the motor / generator 4, and the second clutch 5 constitute a one-motor / two-clutch hybrid drive system.
  • the main drive modes of this system are “EV mode”, “HEV mode”, “HEV WSC”. Mode ".
  • the “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor / generator 4 is used as a drive source. Driving in the “EV mode” is referred to as “EV driving”.
  • the “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the horizontal engine 2 and the motor / generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”.
  • the “HEV WSC mode” is a CL2 slip engagement mode in which, in the “HEV mode”, the motor / generator 4 is controlled to rotate the motor and the second clutch 5 is slip-engaged with a capacity corresponding to the required driving force.
  • This “HEV WSC mode” does not have a rotation differential absorption joint like a torque converter in the drive system, so that the horizontal engine 2 (over idling speed) in the starting area after stopping in the “HEV mode” And the left and right front wheels 10L, 10R are selected to absorb the rotational difference by CL2 slip engagement.
  • the regenerative cooperative brake unit 16 shown in FIG. 1 is a device that controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated.
  • the regenerative cooperative brake unit 16 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the horizontally placed engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.
  • the power supply system for the FF hybrid vehicle includes a high-power battery 21 and a 14V battery 22.
  • the high-power battery 21 is a secondary battery that is mainly mounted as a power source for the motor / generator 4.
  • a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used.
  • the high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.
  • the high-power battery 21 and the motor / generator 4 are connected through a DC harness 25, an inverter 26, and an AC harness 27.
  • the inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.
  • the high-power battery 21 and the pump motor 12 are connected via a DC harness 25, an oil pump inverter 28, and an AC harness 29.
  • An oil pump motor controller 85 that controls the motor speed of the pump motor 12 is attached to the oil pump inverter 28.
  • the 14V battery 22 is a secondary battery that is mounted as a power source for an electrical device (not shown) that is mainly a 14V system load.
  • an electrical device not shown
  • the DC / DC converter 35 converts a voltage of several hundred volts from the high-power battery 21 into 15V, and the charge amount of the 14V battery 22 is controlled by controlling the DC / DC converter 35 with the hybrid control module 81.
  • the configuration is to be managed.
  • the control system of the FF hybrid vehicle includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control means for properly managing the energy consumption of the entire vehicle.
  • Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”).
  • ECM engine control module
  • MC motor controller
  • CVT control unit 84 abbreviation: “CVTCU”.
  • an oil pump motor controller 85 and a lithium battery controller 86 abbreviation: “LBC”.
  • CAN communication line 90 CAN is an abbreviation of “Controller Area Network”
  • the hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, an eco mode switch 94, a front / rear G sensor 95, a navigation system 96, and the like.
  • the engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontally placed engine 2.
  • the motor controller 83 performs power running control, regeneration control, and the like of the motor generator 4 by the inverter 26.
  • the CVT control unit 84 performs engagement hydraulic pressure control of the first clutch 3, engagement hydraulic pressure control of the second clutch 5, shift hydraulic pressure control of the belt type continuously variable transmission 6, and the like.
  • the oil pump motor controller 85 controls the motor speed of the oil pump motor 12.
  • the lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21.
  • FIG. 2 shows the flow of the start control process executed by the hybrid control module 81 of the first embodiment.
  • each step representing the start control configuration (corresponding to the start control means) by the optimum efficiency will be described.
  • step S ⁇ b> 1 it is determined whether or not the accelerator opening change speed is less than a threshold value for performing the eco travel determination. If YES (accelerator opening change speed ⁇ threshold), the process proceeds to step S2. If NO (accelerator opening change speed ⁇ threshold), the process proceeds to step S10.
  • the accelerator opening change speed is obtained by time-differentiating the sensor value from the accelerator opening sensor 92.
  • the threshold for performing the eco travel determination is set to a value equivalent to the driving force increase limit gradient when the eco mode is selected by the eco mode switch 94, for example.
  • step S2 following the determination that accelerator opening change speed ⁇ threshold value in step S1, the front / rear G detected by the front / rear G sensor 95 determines whether front / rear G ⁇ 0 (deceleration). The If YES (front and rear G ⁇ 0), the process proceeds to step S3, and if NO (front and rear G ⁇ 0), the process returns to step S1.
  • step S3 following the determination that front-rear G ⁇ 0 in step S2 or Vsp ⁇ 0 in step S6 or step S9, it is determined whether the road surface gradient is equal to or less than a threshold value. To do. If YES (gradient ⁇ threshold), the process proceeds to step S4. If NO (gradient> threshold), the process proceeds to step S8.
  • the road surface gradient is acquired by estimation calculation based on sensor information from the accelerator opening sensor 92 and the front and rear G sensor 95, road surface information from the navigation system 96, and the like. Further, the threshold value is set to a value corresponding to an uphill gradient angle in which the road surface gradient is an uphill gradient and a high driving force is required when starting.
  • step S4 following the determination in step S3 that the gradient ⁇ the threshold value, it is determined whether the driver is turning on the eco mode switch 94 or not. If YES (eco mode SW ON), the process proceeds to step S5. If NO (eco mode SW OFF), the process proceeds to step S8.
  • step S5 following the determination that the eco mode SW is ON in step S4, a stop by a gear ratio equivalent to the second speed or higher is permitted, and the process proceeds to step S6.
  • gear shift control may be performed in which the target gear ratio is set to the high side gear ratio according to the road surface gradient. For example, when the road surface gradient is a gentle uphill road, the gear ratio corresponding to the second speed is set as the target gear ratio, when the road surface is flat, the gear ratio corresponding to the third speed is set as the target gear ratio, and when the road surface is downhill, the gear ratio corresponding to the fourth speed or higher Change to gear ratio.
  • a shift control may be performed in which the target gear ratio is a fixed high-side gear ratio, such as a gear ratio corresponding to the second speed.
  • the required driving force at the start is obtained by the motor torque generated by the motor / generator 4 and the gear ratio of Ratio 2 or higher.
  • step S8 following the determination in step S3 that the gradient is greater than the threshold value or in step S4 that the eco mode SW is OFF, the speed ratio of the belt-type continuously variable transmission 6 is changed to the current speed change. The lowest return control from the ratio to the lowest gear ratio is performed, and the process proceeds to step S9.
  • start control device for the FF hybrid vehicle of the first embodiment will be described by dividing it into “start control processing operation”, “start control operation”, and “characteristic operation by the ratio 2 speed or higher start control”.
  • step S10 the belt-type continuously variable transmission 6 is stopped at the lowest gear ratio to prepare for the next high demand driving force start.
  • step S1 Acceleration opening change speed ⁇ threshold and front-rear G ⁇ 0 (deceleration), but slope> threshold, during deceleration on an uphill slope.
  • step S2 the process proceeds from step S1 ⁇ step S2 ⁇ step S3 ⁇ step S8 ⁇ step S9, and the flow from step S3 ⁇ step S8 ⁇ step S9 is repeated until the vehicle speed Vsp becomes zero. .
  • step S9 proceeds from step S9 to step S10 ⁇ end.
  • step S1 ⁇ step S2 ⁇ step S3 ⁇ step S4 ⁇ step S8 ⁇ step S9, and to step S3 ⁇ step S4 ⁇ step S8 ⁇ step S9 until the vehicle speed Vsp becomes zero.
  • step S9 the process proceeds from step S9 to step S10 ⁇ end.
  • step S8 the lowest return control for changing the speed ratio of the belt-type continuously variable transmission 6 from the current speed ratio to the lowest speed ratio is performed.
  • step S10 the belt-type continuously variable transmission 6 is stopped at the lowest gear ratio to prepare for the next high demand driving force start.
  • step S1 ⁇ step S2 ⁇ step S3 ⁇ step S4 ⁇ step S5 ⁇ step S6, and to step S3 ⁇ step S4 ⁇ step S5 ⁇ step S6 until the vehicle speed Vsp becomes zero.
  • step S6 the process proceeds from step S6 to step S7 ⁇ end.
  • step S5 a stop with a gear ratio corresponding to the second speed or higher is permitted.
  • step S7 the belt-type continuously variable transmission 6 is stopped at a gear ratio of Ratio 2 or higher to prepare for the next low demand driving force start.
  • FIG. 3 shows each characteristic when the lowest start is selected by the start control process of the first embodiment.
  • the lowest start control operation will be described based on the time chart shown in FIG.
  • time t1 is the accelerator return operation time
  • time t2 is the brake depression operation time
  • time t3 is the shift hydraulic pressure arrival time to return to the first speed
  • time t4 is the lowest gear ratio arrival time.
  • Time t5 is a stop time.
  • Time t6 is the brake foot release operation time
  • time t7 is the accelerator depression operation time.
  • the accelerator pedal return operation is started at time t1, it is determined immediately after time t1 that the accelerator opening change speed ⁇ the threshold value.
  • the deceleration (vehicle speed decrease gradient) indicated by the solid line characteristic of the vehicle speed Vsp is larger than the broken line characteristic (gradient ⁇ threshold) of the vehicle speed Vsp, so that the gradient> It is determined that the vehicle starts at the lowest level due to the uphill slope that is the threshold. For this reason, when the brake depression operation time t2 is reached, the transmission hydraulic pressure for returning from the current gear ratio to the first speed is raised until the time t3, and the gear shift to the lowest gear ratio (corresponding to the first speed) is started.
  • the CVT efficiency from time t2 to time t3 decreases as the transmission hydraulic pressure to return to the first speed from time t2 is increased to time t3. Then, the vehicle reaches the lowest gear ratio at time t4 before stopping, and stops at time t5. If the brake pedal is released at time t6 and the accelerator pedal is depressed at time t7 with the intention of starting after stopping, high demand drive force start with the lowest gear ratio (equivalent to 1st speed) After time t7, the vehicle starts to climb on an uphill slope while increasing the vehicle speed Vsp.
  • FIG. 4 shows each characteristic when the start of the second speed or higher is selected by the start control process of the first embodiment.
  • time t1 is the accelerator return operation time
  • time t2 is the brake depression operation time
  • time t3 is the shift hydraulic pressure arrival time to make the second speed or higher
  • time t4 is the second speed or higher speed ratio arrival time.
  • time t5 is the stop time & brake foot release operation time.
  • Time t6 is the accelerator depression operation time.
  • the accelerator pedal return operation is started at time t1
  • the accelerator opening change speed ⁇ the threshold value.
  • the brake pedal depression operation is started at time t2
  • the deceleration (vehicle speed decrease gradient) indicated by the solid line characteristic of the vehicle speed Vsp is smaller than the broken line characteristic (gradient> threshold) of the vehicle speed Vsp, so that the gradient ⁇ It is determined that the vehicle starts from the second speed or higher on a flat road or a downhill road that is a threshold value.
  • the gear ratio of the belt-type continuously variable transmission 6 is set.
  • the vehicle is set to stop at a higher gear ratio than the lowest gear ratio. That is, in the case of a hybrid vehicle having the motor / generator 4 as a drive source, the maximum torque can be generated from the low rotation range in the EV mode, and the vehicle can start without setting the belt continuously variable transmission 6 to the lowest gear ratio. It is. Therefore, on gentle gradient uphill roads, flat roads, and downhill roads that do not require high driving force, shifting to a higher gear ratio than the lowest gear ratio without returning the gear ratio to a large level results in loss of gear shift energy. Is reduced.
  • the required driving force at the next start is predicted based on the estimation of the road surface gradient, and when the uphill road gradient is equal to or less than the threshold, the transmission ratio of the belt-type continuously variable transmission 6 is set to the lowest transmission ratio. Is also configured to stop at the high gear ratio.
  • the HEV mode with engine drive is selected when starting an uphill road that requires a high starting drive force, and the EV start is performed by selecting the EV mode driven by the motor unless the vehicle is starting on an uphill road.
  • the road surface gradient condition allows EV start, it can be predicted that the EV start has a low required driving force at the next start. Therefore, by making the required driving force at the next start based on the prediction of road gradient, when the stopping road surface is a low load road surface (slow gradient uphill road, flat road, downhill road, etc.) It is determined that there is.
  • the required driving force at the next start is predicted based on the switch signal from the eco mode switch 94 that limits the change in driving force at the start, and when the eco mode switch 94 is on, the belt type
  • the gear ratio of the stepped transmission 6 is set to be higher than the lowest gear ratio, and the vehicle is stopped. That is, the fact that the driver has turned on the eco-mode switch 94 indicates that the driver demand is higher in fuel consumption performance demand than the start acceleration performance demand. For this reason, it is possible to predict an EV start with a low required driving force at the next start by the ON signal from the eco mode switch 94. Therefore, by determining the required driving force at the next start by the switch signal of the eco mode switch 94, when the eco mode switch 94 is on, it is determined that the EV starts with a low required driving force.
  • FF hybrid vehicle electric vehicle
  • step transmission belt type continuously variable transmission 6
  • start control means for stopping the vehicle with the continuously variable transmission (belt type continuously variable transmission 6) at the lowest gear ratio in preparation for the next start when decelerating to stop the vehicle;
  • the start control means has a required drive force predicting unit (S3, S4 in FIG. 2) for predicting whether the required drive force at the next start is high or low, and the predicted required drive force is low.
  • the continuously variable transmission (belt-type continuously variable transmission 6) is set to a higher gear ratio than the lowest gear ratio and stops (S5 in FIG. 2). For this reason, it is possible to improve the energy efficiency while securing the starting driving force. In particular, in the case of a hybrid vehicle equipped with an engine, the target fuel efficiency can be improved.
  • the required driving force prediction unit predicts the required driving force at the next start based on the estimation of the road surface gradient (S3 in FIG. 2),
  • the start control means (FIG. 2) stops when the slope of the uphill road is equal to or lower than the threshold (YES in S3), with the speed ratio of the belt-type continuously variable transmission 6 set to a speed ratio higher than the lowest speed ratio ( S5). For this reason, in addition to the effect of (1), by determining the required driving force at the next start based on the road surface gradient, it is determined that the EV driving has a low required driving force when the stop road surface is a low load road surface. be able to.
  • the required driving force prediction unit predicts the required driving force at the next start based on the switch signal from the eco-mode switch 94 that limits the change in driving force at the start (S4 in FIG. 2).
  • the start control means (FIG. 2) stops the vehicle with the gear ratio of the belt-type continuously variable transmission 6 set to a higher gear ratio than the lowest gear ratio. (S5). Therefore, in addition to the effect of (1) or (2), the required driving force at the next start is predicted by the switch signal of the eco mode switch 94, so that the required driving when the eco mode switch 94 is on It can be determined that the EV starts with low power.
  • the second embodiment is an example in which the speed is changed only to the required speed ratio at the time of starting when the vehicle can decelerate and stop.
  • the overall system configuration is the same as the overall system configuration of the first embodiment shown in FIG.
  • the start control configuration of the second embodiment will be described.
  • FIG. 7 shows the flow of start control processing (regeneration) during deceleration regeneration executed by the hybrid control module 81 of the second embodiment.
  • start control processing regeneration
  • step S21 If it is determined in step S21 that the vehicle is decelerating and regeneratively intended to stop, in the next step S22, it is determined whether or not the increase in regenerative energy is greater than the required shift energy. If YES (regeneration energy increase> shift energy requirement), the process proceeds to step S23, and if NO (regeneration energy increase ⁇ shift energy requirement), the process proceeds to step S24.
  • ⁇ 'M Best operating point motor efficiency
  • ⁇ 'CVT Best operating point CVT efficiency
  • ⁇ M Current motor efficiency
  • ⁇ CVT Current CVT efficiency
  • i'r Best operating point speed ratio
  • ir Current speed ratio Done.
  • E ( ⁇ ′M ⁇ ⁇ ′CVT ⁇ M ⁇ ⁇ CVT) on the left side is the amount of increase in regenerative energy when the current speed ratio ir is changed to the best operating point speed ratio i′r. Is expressed.
  • “E (i′r ⁇ ir)” on the right side represents a shift energy necessary amount for shifting from the current speed ratio ir to the best operating point speed ratio i′r.
  • step S23 following the determination that the regenerative energy increase in step S22 is greater than the required shift energy, the current speed ratio ir of the belt-type continuously variable transmission 6 is changed to the best operating point speed ratio i'r. The process proceeds to step S25.
  • step S24 following the determination that the increase in regenerative energy in step S22 ⁇ the required shift energy, the current speed ratio ir of the belt-type continuously variable transmission 6 remains unchanged and the process proceeds to step S25.
  • step S25 following the shift to the best operating point speed ratio i′r in step S23, no shift in step S24, or the LOW-side shift in step S28, the road surface slope (hill climbing) of the vehicle traveling road surface. And proceed to step S26.
  • the road surface inclination (uphill) is estimated by estimating the road surface inclination by at least one of the deceleration G and the brake braking force (regenerative torque + mechanical brake braking force).
  • the road surface inclination is estimated based on position information (GPS information and map information) from the navigation system 96.
  • step S26 following the estimation of the road surface inclination (uphill) in step S25, using the estimated road surface inclination information, a required start gear ratio capable of generating a startable drive torque at the next start is calculated. Proceed to step S27.
  • the speed ratio using the road surface inclination information is used as a reference value.
  • correction is performed to reduce the required gear ratio at the time of start.
  • step S27 following the calculation of the required transmission gear ratio at step S26, it is determined whether or not the current transmission gear ratio of the belt-type continuously variable transmission 6 is greater than or equal to the required transmission gear ratio at the start. If YES (current speed ratio ⁇ starting required speed ratio), the process proceeds to the end, and if NO (current speed ratio ⁇ starting required speed ratio), the process proceeds to step S28.
  • step S28 following the determination in step S27 that the current speed ratio is smaller than the required speed ratio at start, the current speed ratio of the belt-type continuously variable transmission 6 is shifted toward the LOW side toward the required speed ratio at start. Then, the process returns to step S25.
  • FIG. 8 shows a flow of start control processing (power running) at the time of EV start executed by the hybrid control module 81 of the second embodiment.
  • start control processing power running
  • step S31 If it is determined in step S31 that the EV powering is intended to start EV from the stop, in next step S32, it is determined whether or not the increase in powering energy is larger than the required shift energy. If YES (power running energy increase> shift energy required), the process proceeds to step S33. If NO (power running energy increase ⁇ shift energy required), the process proceeds to step S34.
  • step S34 whether or not the increase in power running energy is greater than the required shift energy is determined by the comparison formula (1).
  • “E ( ⁇ ′M ⁇ ⁇ ′CVT ⁇ M ⁇ ⁇ CVT)” on the left side represents the increase in power running energy when the current speed ratio ir is changed to the best operating point speed ratio i′r.
  • E (i′r ⁇ ir)” on the right side represents the shift energy required for shifting from the current speed ratio ir to the best operating point speed ratio i′r.
  • step S33 following the determination that the increased power running energy in step S32 is greater than the required shift energy, the current speed ratio ir of the belt type continuously variable transmission 6 is changed to the best operating point speed ratio i'r. Go to the end.
  • step S34 following the determination that power running energy increase in step S32 ⁇ shift energy requirement, the current speed ratio ir of the belt type continuously variable transmission 6 remains unchanged, and the process proceeds to the end.
  • start control processing operation start control processing operation
  • start control operation start control operation
  • step S22 it is determined whether or not the increase in regenerative energy is larger than the required shift energy. If the amount of increase in regenerative energy> the required amount of shift energy, that is, if an energy account is obtained even after shifting, the process proceeds from step S22 to step S23, and the current speed ratio ir of the belt type continuously variable transmission 6 is the best. The speed is changed to the operating point speed ratio i′r.
  • step S22 the amount of increase in regenerative energy ⁇ the amount of required shift energy, that is, if the energy account is lost when shifting, the process proceeds from step S22 to step S24, and the speed ratio of the belt type continuously variable transmission 6 remains the current speed ratio ir As no shift.
  • step S25 the road surface inclination (uphill) of the vehicle traveling road surface is estimated, and in step S26, the required transmission gear ratio at the time of start capable of generating a startable driving torque at the next start is calculated using the estimated road surface inclination information. Calculated.
  • step S27 it is determined whether or not the current speed ratio of the belt-type continuously variable transmission 6 is equal to or higher than the speed ratio required for starting. If it is determined in step S27 that the current speed ratio is smaller than the required speed ratio at start, the process proceeds from step S27 to step S28.
  • step S28 the current speed ratio of the belt type continuously variable transmission 6 is the required speed change at start.
  • the gear is shifted toward LOW toward the ratio, and the process returns to step S25. If it is determined in step S27 that the current speed ratio is equal to or greater than the required speed ratio at start, the process proceeds from step S27 to the end, and the process ends with the speed ratio of the belt-type continuously variable transmission 6 kept at the current speed ratio.
  • step S32 it is determined whether or not the increased power running energy is larger than the required shift energy. Is done. If it is determined in step S32 that the increased power running energy> the required shift energy, the process proceeds from step S32 to step S33 ⁇ end. In step S32, the current speed ratio ir of the belt type continuously variable transmission 6 is The speed is changed to the best operating point speed ratio i′r.
  • step S32 determines that the increase in powering energy ⁇ the required shift energy. If it is determined in step S32 that the increase in powering energy ⁇ the required shift energy, the process proceeds from step S32 to step S34 ⁇ end, and in step S34, the current speed ratio ir of the belt type continuously variable transmission 6 is reached. Is left as is.
  • FIG. 9 shows characteristics of vehicle speed (VSP), transmission ratio (Ratio), transmission energy, O / P rotation, tire shaft driveable torque, and regenerative energy integration estimation when the start control process of the second embodiment is performed.
  • VSP vehicle speed
  • Rao transmission ratio
  • transmission energy O / P rotation
  • O / P rotation tire shaft driveable torque
  • regenerative energy integration estimation when the start control process of the second embodiment is performed.
  • time t0 is a deceleration regeneration start time
  • time t1 is a shift start time during deceleration regeneration
  • time t2 is a shift end time during deceleration regeneration
  • time t3 is an electric O / P operation start time.
  • the time t4 is the time when the lowest gear ratio is reached in the comparative example.
  • Time t5 is the regeneration end time in the comparative example
  • time t6 is the stop time.
  • a comparative example using only a mechanical oil pump and performing the lowest return control with the gear ratio set to the lowest gear ratio when preparing for the next start when the vehicle stops after deceleration is used.
  • the gear ratio characteristic of the comparative example the gear ratio is changed from the high gear ratio to the lowest gear ratio so as to suppress a decrease in the rotational speed of the mechanical oil pump. Therefore, in the comparative example, the shift energy is required from the shift start time t1 to the lowest gear ratio arrival time t4, and in particular, the shift energy increases as it approaches the lowest gear ratio. Even if the lowest return control is performed, if the oil pump reaches the minimum rotational speed (O / Pmin rotation), the transmission hydraulic pressure cannot be secured, and regeneration ends at time t5.
  • the speed change up to the best operating point speed ratio i′r is considered only when the energy account is good considering the regenerative energy and the speed change energy. Like to do.
  • the speed is changed only to the required start gear ratio for obtaining a startable drive torque.
  • the required driving force prediction unit predicts the startable driving torque as the required driving force at the next start based on the estimation of the road surface inclination,
  • the start control means (S25 to S28 in FIG. 7) requires the gear ratio of the continuously variable transmission (belt type continuously variable transmission 6) at the time of start to generate startable driving torque when the vehicle is decelerated and stopped. The vehicle is stopped by limiting the speed to the gear ratio. For this reason, in addition to the effect of (1) above, the gear shift for the next start is limited to the required gear ratio at the start, and the energy required for the shift is reduced, thereby achieving an improvement in fuel consumption due to the shift energy decrease. be able to.
  • a mechanical oil pump 14 that is rotationally driven by a driving motor (motor / generator 4), and a mechanical oil pump 14 is provided with an electric oil pump 15 that is driven to rotate by a pump motor 12 independently of
  • the start control means (FIG. 7), during deceleration regeneration, increases the regenerative energy when the current speed ratio ir is changed to the best operating point speed ratio i′r, and changes from the current speed ratio ir to the best operating point speed ratio i′r.
  • the shift energy required for shifting is compared, and if the increase in regenerative energy is greater than the shift energy required, the shift is made to the best operating point speed ratio i'r, and the increase in regenerative energy is less than the shift energy required
  • a deceleration regeneration control unit (S21 to S24) that does not change the gear ratio while maintaining the gear ratio ir is provided. For this reason, in addition to the effect of (4), by adopting a shift that takes into account the energy account during deceleration regeneration, by changing the regenerative energy when shifting, and by not using shift energy when not shifting, Improved fuel economy can be achieved.
  • the required driving force prediction unit an example in which the required driving force at the time of starting is predicted by the road surface gradient estimation and the switch signal from the eco mode switch, and in the second embodiment by the inclination estimation of the traveling road surface is shown.
  • the required driving force prediction unit for example, in the case of a driver who monitors the driver's driving operation (accelerator work, brake work, etc.) and performs an operation in which the operation amount changes gradually, the required driving force at the time of starting It may be an example that predicts that is low.
  • Example 1 and Example 2 show examples in which the start control device of the present invention is applied to an FF hybrid vehicle.
  • the start control device of the present invention can also be applied to an electric vehicle provided with a driving motor for driving.
  • it can be applied to any electric vehicle provided with a continuously variable transmission that is interposed between the driving motor and the drive wheels and continuously changes the speed ratio from the lowest speed ratio to the highest speed ratio. it can.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

　L'objet de la présente invention est d'améliorer l'efficacité énergétique tout en assurant une force motrice de démarrage. Le dispositif de commande de démarrage selon l'invention est doté d'une transmission à variation continue à courroie (6) qui est placée entre un moteur/générateur (4) et des roues avant gauche et droite (10L, 10R) et qui modifie le rapport de transmission d'une manière variable en continu du rapport de transmission le plus faible vers le rapport de transmission le plus élevé. Le véhicule hybride (FF) selon l'invention est doté d'un moyen de commande de démarrage qui est conçu pour la décélération lorsque l'on souhaite arrêter le véhicule et pour un démarrage ultérieur et qui règle la transmission à variation continue à courroie (6) au rapport de transmission le plus faible et arrête le véhicule. Le moyen de commande de démarrage présente une unité de prédiction de force motrice requise permettant de prédire si oui ou non une force motrice requise va être élevée ou faible pendant le démarrage ultérieur, et lorsque la force motrice requise prédite est faible, le moyen de commande de démarrage règle le rapport de transmission de la transmission à variation continue à courroie (6) à un rapport de transmission supérieur au rapport de transmission le plus faible et arrête le véhicule.
PCT/JP2014/070865 2014-08-07 2014-08-07 Dispositif de commande de démarrage d'un véhicule électrique WO2016021018A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109842349A (zh) * 2019-03-01 2019-06-04 北京龙鼎源科技股份有限公司 抽油机的控制方法及装置
WO2020026858A1 (fr) * 2018-08-02 2020-02-06 アイシン・エィ・ダブリュ株式会社 Dispositif de commande

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05153706A (ja) * 1991-04-30 1993-06-18 Honda Motor Co Ltd 電気走行車
JPH1163182A (ja) * 1997-08-28 1999-03-05 Nissan Motor Co Ltd 無段変速機の制御装置
JP2014092212A (ja) * 2012-11-02 2014-05-19 Toyota Motor Corp 車両の制御装置
JP2014113887A (ja) * 2012-12-07 2014-06-26 Nissan Motor Co Ltd ハイブリッド車両の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05153706A (ja) * 1991-04-30 1993-06-18 Honda Motor Co Ltd 電気走行車
JPH1163182A (ja) * 1997-08-28 1999-03-05 Nissan Motor Co Ltd 無段変速機の制御装置
JP2014092212A (ja) * 2012-11-02 2014-05-19 Toyota Motor Corp 車両の制御装置
JP2014113887A (ja) * 2012-12-07 2014-06-26 Nissan Motor Co Ltd ハイブリッド車両の制御装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020026858A1 (fr) * 2018-08-02 2020-02-06 アイシン・エィ・ダブリュ株式会社 Dispositif de commande
CN112424511A (zh) * 2018-08-02 2021-02-26 爱信艾达株式会社 控制装置
JPWO2020026858A1 (ja) * 2018-08-02 2021-08-02 アイシン・エィ・ダブリュ株式会社 制御装置
CN109842349A (zh) * 2019-03-01 2019-06-04 北京龙鼎源科技股份有限公司 抽油机的控制方法及装置

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