WO2012002050A1 - 電動車両のクリープカット制御装置 - Google Patents
電動車両のクリープカット制御装置 Download PDFInfo
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- WO2012002050A1 WO2012002050A1 PCT/JP2011/061054 JP2011061054W WO2012002050A1 WO 2012002050 A1 WO2012002050 A1 WO 2012002050A1 JP 2011061054 W JP2011061054 W JP 2011061054W WO 2012002050 A1 WO2012002050 A1 WO 2012002050A1
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- creep cut
- creep
- vehicle speed
- prohibition
- vehicle
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Definitions
- the present invention relates to a proposal for improving a creep cut control device in an electric vehicle such as an electric vehicle using only an electric motor as a power source, or a hybrid vehicle that travels using energy from an engine and an electric motor.
- the electric vehicle drives an electric motor in accordance with a range selected by a shift operation performed by the driver to command the traveling form of the vehicle, and transmits electric power from the electric motor to the wheels to perform electric traveling. Can do.
- the electric vehicle can be creeped as described above, the vehicle speed detection value is less than the set value, and the braking force is not less than the set value.
- the creep torque of the electric motor is not limited to creep driving while the predetermined creep cut permission condition is satisfied, such as when the vehicle is not intended to start.
- a technique has been proposed in which creep cut is performed to reduce (set to 0).
- the creep cut control device for an electric vehicle as described in Patent Document 1 does not perform creep cut unconditionally while a predetermined creep cut permission condition is satisfied, such as when the vehicle is not intended to start. Since the torque is reduced (set to 0), the following problems occur.
- an electric vehicle is in the forward travel (D) range and outputs creep torque in the forward direction, and the driver adjusts the vehicle speed to a speed near 0 by delicate adjustment of the braking force via brake pedal operation.
- the creep cut permission condition is satisfied for this vehicle speed, but the braking force that is the other creep cut permission condition is the vehicle speed near zero in relation to a small creep torque. Therefore, the creep cut permission condition cannot be satisfied. Accordingly, creep cut is not performed, and creep torque is output from the electric motor.
- the braking force becomes equal to or greater than the set value, and the creep cut permission condition related to the braking force is also satisfied.
- the two creep cut permission conditions related to the vehicle speed and the braking force are met, and the creep torque is reduced to 0 at once by executing the creep cut.
- the driver Before the creep torque is reduced to 0 by the creep cut, the driver concentrates on adjusting the vehicle speed to a speed near 0 by the brake operation as described above, and is not aware of the torque at all. Therefore, when the creep torque is set to 0 by the creep cut, the driver feels a torque drop unrelated to his / her driving operation, that is, an unintended torque, which gives the driver an uncomfortable feeling.
- the present invention It is an object of the present invention to provide a creep cut control device for an electric vehicle that realizes the above solution by embodying this idea, based on the fact recognition that the above problem can be solved.
- the creep cut control device for an electric vehicle is configured as follows.
- the driver can travel by transmitting the power from the electric motor to the wheels according to the range selected by the shift operation performed to command the traveling mode of the vehicle. Creep that reduces the creep torque of the electric motor while the creep cut permission condition that the absolute value of the vehicle speed is less than the vehicle stoppage determination vehicle speed and the braking force is equal to or greater than the set braking force is satisfied.
- the cut can be executed.
- the creep cut control device of the present invention is for such an electric vehicle.
- Creep cut prohibition vehicle speed range determination means for determining that the vehicle speed absolute value is less than the creep cut prohibition vehicle speed in a state where the creep cut is not executed and the creep torque is output;
- a creep cut prohibiting means for preventing the creep cut from being performed even if the creep cut permission condition is satisfied when it is determined by the means that the vehicle is in the creep cut prohibited speed range;
- the creep cut prohibition vehicle speed range determination means includes a creep cut prohibition timer for measuring a duration time during which the vehicle speed absolute value is less than the creep cut prohibition vehicle speed, and the creep cut prohibition timer indicates a set time. It is determined that the vehicle is in the creep cut prohibition vehicle speed range with time.
- the creep cut control device for an electric vehicle In the creep torque output state, while the absolute value of the vehicle speed is the value of the creep cut prohibition vehicle speed range that is less than the creep cut prohibition vehicle speed, the creep cut is prohibited even if the creep cut permission condition is satisfied.
- the creep cut permission condition related to the vehicle speed is satisfied, but the creep cut permission condition related to the braking force that is the other creep cut permission condition is not satisfied, the creep cut permission related to the braking force is increased due to the increase of the braking force.
- the creep cut is executed, as described above, the driver feels a torque drop with a sense of incongruity that is not related to the driving operation. According to the present invention, it is possible to prevent such an uncomfortable torque drop from occurring by prohibiting the creep cut.
- FIG. 1 is a schematic system diagram showing a vehicle drive system including a creep cut control device according to an embodiment of the present invention and a control system thereof.
- 2 is a flowchart showing a first half of a creep cut control program executed by a motor controller in FIG. 3 is a flowchart showing a second half of a creep cut control program executed by the motor controller in FIG.
- the figure shows the case where the electric vehicle is kept in a speed state near the vehicle speed 0 by a delicate brake operation with the creep torque generated in the forward range, and then the braking force is increased to such a level that the creep cut permission condition is satisfied.
- It is a time chart which shows the operation condition by a few control programs.
- FIG. 5 is a time chart showing an operation state according to the control program of FIGS. 2 and 3 when creep running is performed from the creep cut prohibited state of FIG. 4 and then the creep running is terminated by a brake operation and stopped.
- FIG. 1 shows a vehicle drive system including a creep cut control device according to an embodiment of the present invention and a control system thereof.
- the vehicle in FIG. 1 is an electric vehicle that can drive by driving left and right front wheels (or left and right rear wheels) 1L and 1R.
- the left and right wheels 1L and 1R are driven by the electric motor 2 via the reduction gear 3 including the differential gear device.
- the motor controller 4 converts the power of the battery 5 as a power source into DC-AC conversion by the inverter 6 and supplies this AC power to the electric motor 2 under the control of the inverter 6.
- the electric motor 2 is controlled so that the torque of the electric motor 2 matches the calculation result (target motor torque) in the motor controller 4.
- the motor controller 4 supplies a creep torque generating current to the electric motor 2 via the inverter 6. At this time, the electric motor 2 generates a creep torque, which is transmitted to the left and right wheels 1L and 1R via the speed reducer 3, so that the vehicle can creep.
- the motor controller 4 applies a power generation load to the electric motor 2 via the inverter 6. .
- the electric power generated by the electric motor 2 due to the regenerative braking action is AC-DC converted by the inverter 6 to charge the battery 5.
- the currents iu, iv, and iw are three-phase alternating current composed of the U phase, V phase, and W phase)
- the range selected by the shift operation performed by the driver to command the vehicle travel mode is the forward travel (D) range, the motor speed limit (B) range (corresponding to the engine brake range in a vehicle equipped with an automatic transmission), A signal from the range sensor 11 that detects whether the vehicle is in the reverse travel (R) range, the stop (N) range, or the parking (P) range, Input the brake pedal stroke at which the braking force is greater than the set braking force (creep cut permission braking force) for determining that there is no intention to start, and the signal from the brake switch 12 that turns on in response to the master cylinder hydraulic pressure. .
- the motor controller 4 generates a PWM signal for controlling the electric motor 2 according to the input information, and generates a drive signal for the inverter 6 through the drive circuit according to the PWM signal.
- the inverter 6 is composed of, for example, two switching elements (for example, power semiconductor elements such as IGBT) for each phase, and the DC current supplied from the battery 5 is turned on / off according to the drive signal. Is converted into alternating current and reversely converted, and the electric motor 2 is supplied with a current corresponding to the target motor torque.
- the electric motor 2 generates a driving force according to the alternating current supplied from the inverter 6 and transmits the driving force to the left and right wheels 1L and 1R via the speed reducer 3. Also, when the electric motor 2 is driven by the left and right wheels 1L, 1R during vehicle travel, the vehicle motion is achieved by applying a regenerative braking action to the electric motor 2 by applying a power generation load to the electric motor 2. The energy is regenerated and stored in the battery 5.
- the motor controller 4 executes the control program shown in FIGS. 2 and 3 to perform the creep cut control to obtain the target motor torque for the above creep running, and instructs the inverter 6 to perform the creep running of the electric motor 2. This contributes to drive control (including creep cut control, creep cut prohibition control, and creep cut prohibition release control).
- step S11 of FIG. 2 it is checked whether the selected range is a forward range such as the forward travel (D) range or the motor speed limit (B) range (equivalent to the engine brake range).
- a forward range such as the forward travel (D) range or the motor speed limit (B) range (equivalent to the engine brake range).
- step S21 When it is determined in step S11 that the forward range is not exceeded, it is checked in step S21 whether the selected range is a reverse range such as the reverse travel (R) range. If it is determined in step S21 that the range is not reverse, it means that the selected range is a non-traveling range such as the stop (N) range or parking (P) range.
- R reverse travel
- step S21 If it is determined in step S21 that the range is not reverse, it means that the selected range is a non-traveling range such as the stop (N) range or parking (P) range.
- step S11 If the forward range is determined in step S11, the control proceeds to step S12 and subsequent steps, and prohibition / permission of creep cut is determined as follows.
- step S12 it is checked whether a creep cut prohibition flag NFLAG set as described later is 0 or 1, and based on this, it is determined whether the creep cut prohibition state has not yet been set or whether the creep cut prohibition state has already been set.
- step S13 it is checked whether or not the vehicle speed VSP is in a creep cut prohibited vehicle speed range lower than the creep cut prohibited vehicle speed (V1) for the forward range illustrated in FIGS.
- the vehicle speed sensor 7 in FIG. 1 used for determining the creep cut prohibited vehicle speed range includes a detection error due to noise in the vehicle speed detection value VSP. Contain. Therefore, in this embodiment, while the vehicle speed detection value VSP is a value between 0 and just above the detection error (V1: 0.2 km / h, for example) and a value between 0, creep using this vehicle speed detection value VSP The cut-prohibited vehicle speed range is not determined, and the determination is performed as follows.
- the vehicle speed detection value VSP during creep running is a positive value, so as shown in Figs. 4 and 5, (V1) is the creep cut prohibited vehicle speed, and the creep cut for the forward range in Figs. 4 and 5 is prohibited.
- the creep cut prohibition release vehicle speed for the forward range (V2: 0.5 km / h, for example) higher than the creep cut prohibition vehicle speed (V1) for the forward range described above by the hysteresis. ) Is set, and a vehicle speed range (VSP ⁇ V2) equal to or higher than the creep cut prohibition release vehicle speed (V2) is set as the creep cut prohibition release vehicle speed range.
- the vehicle speed detection value VSP takes a negative value, so the set value (-V1) of the opposite polarity to that in Figs. 4 and 5 showing the forward range is the creep cut prohibited vehicle speed, and 0> VSP ⁇ ( -V1) is the creep cut vehicle speed range in the reverse range,
- the set value (-V2) is the creep cut prohibition release vehicle speed, and VSP ⁇ (-V2) is the creep cut prohibition release vehicle speed range in the reverse range.
- step S13 While it is determined in step S13 that the vehicle speed range is VSP ⁇ (V1), the creep cut prohibition timer NTM that measures the elapsed time since entering the vehicle speed range is set to the creep cut prohibition determination value NTM1 in step S14. Check if it has become. Until the creep cut prohibition timer NTM reaches the creep cut prohibition judgment value NTM1, the control proceeds to step S15, and the creep cut prohibition timer NTM is incremented (incremented) to prohibit creep cut of VSP ⁇ (V1). Measure the elapsed time since entering the vehicle speed range.
- step S14 The set time corresponding to the creep cut prohibition judgment value NTM1 has elapsed since NTM ⁇ NTM1 due to the increment of the creep cut prohibition timer NTM in step S15, that is, when entering the creep cut prohibition vehicle speed range of VSP ⁇ (V1).
- step S14 the control advances to step S16, and the creep cut inhibition flag NFLAG is set to 1 in this step S16, thereby setting the creep cut inhibition state. Therefore, step S13 and step S14 correspond to the creep cut prohibition vehicle speed range determination means in the present invention, and step S16 corresponds to the creep cut prohibition means in the present invention.
- step S13 If it is determined in step S13 that the vehicle is not in the creep cut prohibited vehicle speed range of VSP ⁇ (V1), the control proceeds to step S17, and the above creep cut prohibited timer NTM is reset to zero.
- V2 creep cut prohibition release vehicle speed
- step S23 While it is determined in step S23 that the vehicle speed range is VSP ⁇ (V2), the creep cut prohibition release timer YTM that measures the elapsed time since entering the vehicle speed range is determined in step S24. Check if the value YTM1 has been reached. Until the creep cut prohibition release timer YTM reaches the creep cut prohibition release determination value YTM1, the control proceeds to step S25 and increments (increases) the creep cut prohibition release timer YTM so that VSP ⁇ (V2) Measure the elapsed time from entering the creep speed prohibition release vehicle speed range.
- step S25 The setting corresponding to the creep cut prohibition release judgment value YTM1 from the time when YTM ⁇ YTM1 is satisfied by the increment of the creep cut prohibition release timer YTM in step S25, that is, when the creep cut prohibition release vehicle speed range of VSP ⁇ (V2) is entered.
- step S26 the creep cut prohibition release state is set by resetting the creep cut prohibition flag NFLAG to 0 in step S26. Therefore, step S23 and step S24 correspond to the creep cut prohibition release vehicle speed range determination means in the present invention, and step S26 corresponds to the creep cut prohibition release means in the present invention.
- step S23 If it is determined in step S23 that the vehicle is not in the creep cut prohibition release vehicle speed range of VSP ⁇ (V2), the control proceeds to step S27, and the creep cut prohibition release timer YTM is reset to zero.
- step S21 When it is determined in step S21 that the selected range is the reverse range such as the (R) range, the control is advanced to step S32 and thereafter, and creep cut is prohibited and permitted as follows.
- step S32 it is checked whether a creep cut prohibition flag NFLAG, which will be described later, is 0 or 1, and based on this, it is determined whether the creep cut prohibition state has not yet been set or whether the creep cut prohibition state has already been set.
- step S33 it is checked whether or not the vehicle speed VSP is in a creep cut prohibition vehicle speed range equal to or higher than the first set value ( ⁇ V1) for the reverse range described above with reference to FIGS.
- step S33 While it is determined in step S33 that the vehicle speed range is VSP ⁇ ( ⁇ V1), the creep cut prohibition timer NTM that measures the elapsed time since entering the vehicle speed range is determined in step S34 as the creep cut prohibition determination value NTM1. Check whether or not. Until the creep cut prohibition timer NTM reaches the creep cut prohibition determination value NTM1, the control proceeds to step S35 and increments (increases) the creep cut prohibition timer NTM to make creep cut with VSP ⁇ (-V1). Measure the elapsed time since entering the prohibited vehicle speed range.
- step S35 The set time corresponding to the creep cut prohibition judgment value NTM1 from when the creep cut prohibition timer NTM is incremented in step S35 to become NTM ⁇ NTM1, that is, when the vehicle enters the creep cut prohibition vehicle speed range of VSP ⁇ (-V1).
- step S36 the creep cut prohibition state is set by setting the creep cut prohibition flag NFLAG to 1 in step S36. Therefore, step S33 and step S34 correspond to the creep cut prohibition vehicle speed range determination means in the present invention, and step S36 corresponds to the creep cut prohibition means in the present invention.
- step S33 If it is determined in step S33 that the vehicle speed is not within the creep cut prohibition vehicle speed range of VSP ⁇ ( ⁇ V1), the control proceeds to step S37, and the above creep cut prohibition timer NTM is reset to zero.
- step S43 While it is determined in step S43 that the vehicle speed range is VSP ⁇ (-V2), the creep cut prohibition cancellation timer YTM that measures the elapsed time since entering the vehicle speed range is canceled in step S44. Check whether the judgment value is YTM1. Until the creep cut prohibition release timer YTM reaches the creep cut prohibition release determination value YTM1, the control proceeds to step S45, and the creep cut prohibition release timer YTM is incremented (incremented), so that VSP ⁇ (-V2) Measure the elapsed time since entering the creep speed prohibition release vehicle speed range.
- step S43 and step S44 correspond to the creep cut prohibition release vehicle speed range determination means in the present invention
- step S46 corresponds to the creep cut prohibition release means in the present invention.
- step S43 If it is determined in step S43 that the vehicle speed is not within the creep cut prohibition release vehicle speed range of VSP ⁇ (-V2), the control proceeds to step S47, and the creep cut prohibition release timer YTM is reset to zero.
- step S21 If it is determined in step S21 that the selected range is a non-traveling range such as a stop (N) range or a parking (P) range, control proceeds to step S50, where the creep cut prohibition timer NTM and the creep cut prohibition cancel timer Reset YTM to 0 to prepare for the next creep cut control.
- N stop
- P parking
- the latter creep cut permission condition is a state where the vehicle does not intend to start, for example, the brake switch 12 in FIG. 1 is turned on in response to a brake pedal stroke at which the braking force exceeds a set value or the master cylinder hydraulic pressure, and It is assumed that the creep cut permission condition is satisfied when the vehicle speed VSP is in the creep cut vehicle speed range near 0 for a predetermined time.
- the former creep cut release condition is when the start preparation operation is performed in the stop state, and the brake switch shown in Fig. 1 responds to the brake pedal stroke when the braking force is less than the set value or the master cylinder hydraulic pressure. Assume that the condition for canceling the creep cut is satisfied when 12 is turned OFF.
- step S52 If it is determined in step S52 that the conventional general creep cut cancellation condition is satisfied (creep torque should be output by canceling the creep cut), in response to this, the creep cut execution flag YFLAG is determined in step S53. By setting to 0, creep torque is output without executing creep cut.
- step S52 determines whether the conventional general creep cut cancellation condition is not satisfied. If it is determined in step S52 that the conventional general creep cut cancellation condition is not satisfied, the creep cut execution flag YFLAG is maintained as it is in step S54, and the current creep cut is not executed. Allow execution to continue.
- step S56 When it is determined in step S56 that the conventional general creep cut permission condition is satisfied (the creep torque should be zero by creep cut), In response to this, the creep cut execution flag YFLAG is set to 1 in step S57, so that the creep cut is not executed and the creep torque is not output.
- step S56 if it is determined in step S56 that the conventional general creep cut permission condition is not satisfied, the creep cut execution flag YFLAG is maintained as it is in step S58, and the current creep cut execution is not performed. Allow execution to continue.
- the creep cut execution flag YFLAG is set to 0, so that the creep torque is output without executing the creep cut.
- FIG. 4 shows the vehicle speed VSP as shown in the figure while the driver applies a slight braking force as shown in the drawing while the creep torque is output from the electric motor 2 in the forward range selected state as shown in the figure.
- FIG. 5 is an operation time chart when the electric vehicle is stopped by increasing the braking force to be equal to or greater than the creep cut permission braking force while maintaining the speed near 0.
- step S15 the creep cut prohibition timer NTM is incremented, thereby measuring the elapsed time from the instant t1 when the vehicle enters the creep cut vehicle speed range of VSP ⁇ (V1).
- step S14 determines that the vehicle speed detection value VSP has entered the creep cut vehicle speed range below the creep cut prohibition vehicle speed (V1) in the creep torque output state.
- the creep cut prohibition flag NFLAG is set to 1 at the instant t2, and a creep cut prohibition command is issued.
- the brake switch 12 is turned on in response to this, and the future It can be determined from the signal that the creep cut permission condition related to the braking force is satisfied.
- the creep cut permission condition related to the braking force is satisfied (the brake switch 12 is turned on).
- the creep cut permission condition related to the braking force and the vehicle speed VSP are set.
- the conventional creep cut permission flag FLAG is set to 1 as shown in FIG.
- the control program in FIG. 3 selects a loop including step S51, step S55, and step S59, and executes the creep cut in step S59.
- the flag YFLAG is set to 0. Therefore, even if the conventional creep cut permission flag FLAG is set to 1 at the instant t4 as described above, the corresponding creep cut is prohibited and the creep torque is continuously output as shown in FIG. 4 after the instant t5.
- the vehicle speed detection value VSP it is detected that the vehicle speed detection value VSP has entered the creep cut vehicle speed range below the creep cut prohibition vehicle speed (V1) in the creep torque output state (instantaneous t1), and this state is the creep cut prohibition determination.
- the set time corresponding to the timer value NTM1 continues (instant t2)
- the creep cut prohibition in step S16 is prohibited
- the creep cut by flag NFLAG 1
- Subsequent increase in braking force causes the braking force to exceed the creep cut permission braking force at the instant t3 (the brake switch 12 is turned ON)
- the conventional creep cut permission flag FLAG is set to 1 at the instant t4.
- the corresponding creep cut is not performed, and the creep torque can continue to be output as shown in FIG. 4 after the instant t4.
- the vehicle speed detection value VSP is not 0, and when the vehicle speed detection value is less than the creep cut prohibition vehicle speed (V1), which is a vehicle speed detection value just exceeding the detection error of the vehicle speed sensor 7 from 0, the vehicle speed detection is performed. Since it is determined that the value VSP has entered the creep cut prohibition vehicle speed range, the detection error of the vehicle speed sensor 7 can be eliminated and the determination can be performed accurately, and the above-described effects can be made more prominent.
- V1 creep cut prohibition vehicle speed
- FIG. 5 shows a creep running in which the braking force is initially reduced as shown in FIG. 5 from the creep cut prohibited state in the forward range described above with reference to FIG.
- FIG. 6 is an operation time chart when the braking force is gradually increased to stop the vehicle after stopping creeping while the vehicle speed detection value VSP is lowered as shown in the figure.
- the brake switch 12 switches from ON to OFF at the instant t1 when the braking force falls below the creep cut permission braking force due to the initial decrease described above, and thus the creep cut permission condition related to the braking force is not satisfied,
- the creep cut permission flag FLAG is instantly reset to 0 at t1.
- step S13 selecting step S17 in the control program, the execution of step S17 resets the creep cut prohibition timer NTM to 0 as shown in FIG.
- step S25 the creep cut prohibition release timer YTM is incremented, thereby measuring the elapsed time from the instant t3 when the vehicle enters the creep cut prohibition release vehicle speed range of VSP ⁇ (V2).
- step S24 assumes that the vehicle speed detection value VSP has entered the creep cut prohibition release vehicle speed range, and the control proceeds to step S26.
- the creep cut prohibition flag NFLAG is reset to 0 as shown in FIG. 5, and a creep cut prohibition cancel command is issued.
- the creep cut prohibition release timer YTM is reset to 0 in step S27 at the instant t5 when the vehicle speed VSP becomes less than the creep cut prohibition release vehicle speed (V2).
- the conventional creep cut permission flag FLAG is not limited to the creep cut permission condition related to the vehicle speed VSP and the brake switch 12 ON ( The creep cut permission condition by (braking) is established and set to 1, The conventional creep cut permission flag FLAG is still 0 at the above-described creep cut prohibition release command instant t4.
- the control program in FIG. 3 selects a loop including step S51, step S55, and step S59.
- the control program in FIG. 3 selects a loop including step S51, step S55, step S56, and step S58.
- the creep cut execution flag YFLAG is kept at 0, creep cut is not performed, and the creep torque is continuously output as shown in the figure to enable the above creep travel. .
- step S15 the creep cut prohibition timer NTM is incremented, thereby measuring the elapsed time from the instant t6 when entering the creep cut vehicle speed range of VSP ⁇ (V1).
- step S14 determines that the creep cut vehicle speed range of VSP ⁇ (V1) is entered in the creep torque output state, and the control proceeds to step S16.
- the creep cut prohibition flag NFLAG is set to 1 at the instant t9, and a creep cut prohibition command is issued.
- control program in FIG. 3 selects the loop including step S51, step S52, and step S54. As a result, the creep cut is continued and the creep torque can be kept at zero.
- the vehicle speed detection value VSP has exceeded the creep cut prohibition release vehicle speed (V2) during the creep cut prohibition (instant t3), and this state is the timer value for the creep cut prohibition release determination.
- the normal creep cut control according to the conventional creep cut permission flag FLAG can be performed as shown between the instants t8 to t9 in FIG. 5 without feeling uncomfortable.
- the vehicle speed detection value VSP is not 0, and when the vehicle speed detection value VCR exceeds the detection error of the vehicle speed sensor 7 from 0, the vehicle speed detection value VSP is equal to or higher than the creep cut prohibition release vehicle speed (V2). Since it is determined that the detection value VSP has entered the creep cut prohibition release vehicle speed range, the detection error of the vehicle speed sensor 7 can be eliminated and the determination can be performed accurately, and the above-described effects can be made more prominent.
- “creep cut” in this embodiment includes not only setting the creep torque to “0” but also including setting the creep torque to a value smaller than the minute value for normal creep running. To do. *
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Abstract
Description
従って、クリープカットが行われることがなくて、電動モータからクリープトルクが出力されている。
このとき、車速および制動力に係わる2つのクリープカット許可条件が揃って、クリープカットの実行によりクリープトルクが一気に0にされる。
従って、上記のクリープカットによりクリープトルクが0にされたとき運転者は、自分の運転操作と関係ない、つまり自分の意図しないトルク低下を感じることとなり、運転者に違和感を与えるという問題を生ずる。
先ず、本発明の要旨構成の基礎前提となる電動車両を説明するに、これは、
運転者が車両の走行形態を指令するために行うシフト操作によって選択されたレンジに応じて電動モータからの動力を車輪に伝達して走行することができ、上記電動モータからのクリープトルクにより微速でのクリープ走行が可能であると共に、車速絶対値が停車判定車速未満であり、且つ制動力が設定制動力以上であるというクリープカット許可条件が成立する間は上記電動モータのクリープトルクを低下させるクリープカットを実行可能なものである。
上記クリープカットが実行されておらず上記クリープトルクが出力されている状態で、車速絶対値がクリープカット禁止車速未満であるのを判定するクリープカット禁止車速域判定手段と、
該手段により上記クリープカット禁止車速域であると判定されるとき、上記クリープカット許可条件の成立によっても上記クリープカットが行われないようにするクリープカット禁止手段とを設け、
前記クリープカット禁止車速域判定手段は、車速絶対値が前記クリープカット禁止車速未満になっている継続時間を計測するクリープカット禁止タイマを具え、該クリープカット禁止タイマが設定時間を示すようになった時をもって前記クリープカット禁止車速域であると判定するものである。
クリープトルク出力状態で、車速絶対値がクリープカット禁止車速未満のクリープカット禁止車速域の値である間、クリープカット許可条件の成立によっても、クリープカットが禁止されることとなる。
車速に係わるクリープカット許可条件が成立しているも、他方のクリープカット許可条件である制動力に係わるクリープカット許可条件が成立していない間において、制動力の増大により制動力に係わるクリープカット許可条件も成立した時に、クリープカットの実行によって前記した通り、運転者に運転操作と関係ない違和感のあるトルク低下を感じさせるが、
本発明によれば、上記クリープカットの禁止により、かかる違和感のあるトルク低下が発生するのを防止することができる。
<構成>
図1は、本発明の一実施例になるクリープカット制御装置を具えた車両の駆動系およびその制御系を示し、
本実施例において図1における車両は、左右前輪(または左右後輪)1L,1Rを駆動して走行可能な電気自動車とする。
これら左右輪1L,1Rの駆動に際しては、電動モータ2により、ディファレンシャルギヤ装置を含む減速機3を介して、当該左右輪1L,1Rの駆動を行うものとする。
このとき電動モータ2はクリープトルクを発生し、これが減速機3を介して左右輪1L,1Rへ伝達され、車両をクリープ走行させることができる。
このとき電動モータ2が回生制動作用により発電した電力は、インバータ6により交流-直流変換してバッテリ5に充電するものとする。
電気自動車の対地速度である車速VSPを検出する車速センサ7からの信号と、
運転者によるアクセルペダル踏み込み量であるアクセル開度APO(電動モータ要求負荷)を検出するアクセル開度センサ8からの信号と、
電動モータ2の電流(図1ではU相、V相、W相よりなる三相交流であるから電流iu,iv,iw)を検出する電流センサ9からの信号と、
運転者が車両の走行形態を指令するために行うシフト操作によって選択されたレンジが前進走行(D)レンジ、モータ速度制限(B)レンジ(自動変速機搭載車におけるエンジンブレーキレンジに相当する)、後退走行(R)レンジ、停車(N)レンジ、駐車(P)レンジの何れであるかを検出するレンジセンサ11からの信号と、
制動力が、発進意図なしを判定するための設定制動力(クリープカット許可制動力)以上となるブレーキペダルストロークや、マスターシリンダ液圧に応動してONするブレーキスイッチ12からの信号とを入力する。
インバータ6は、例えば各相ごとに2個のスイッチング素子(例えばIGBT等のパワー半導体素子)からなり、駆動信号に応じてスイッチング素子をON/OFFすることにより、バッテリ5から供給される直流の電流を交流に変換・逆変換し、電動モータ2に目標モータトルク対応の電流を供給する。
また車両走行中、電動モータ2が左右輪1L,1Rに連れ回される所謂逆駆動時は、電動モータ2に発電負荷を与えて電動モータ2に回生制動作用を行わせることで、車両の運動エネルギーを回生してバッテリ5に蓄電する。
モータコントローラ4は、図2,3の制御プログラムを実行してクリープカット制御を遂行することにより上記のクリープ走行用の目標モータトルクを求め、これをインバータ6へ指令して電動モータ2のクリープ走行用駆動制御(クリープカット制御、クリープカット禁止制御、クリープカット禁止解除制御を含む)に資する。
図2のステップS11においては、選択中のレンジが前記した前進走行(D)レンジやモータ速度制限(B)レンジ(エンジンブレーキレンジ相当)のような前進レンジか否かをチェックする。
なおステップS21で後退レンジに非ずと判定するときは、選択中のレンジが前記した停車(N)レンジや駐車(P)レンジのような非走行レンジであることを意味する。
ステップS12においては、後述のごとくに設定されるクリープカット禁止フラグNFLAGが0か1かをチェックし、これを基に未だクリープカット禁止状態でないか、既にクリープカット禁止状態であるのかを判定する。
先ず、ステップS13において車速VSPが、図4,5に例示した前進レンジ用のクリープカット禁止車速(V1)よりも低い、クリープカット禁止車速域か否かをチェックする。
そのため本実施例では、車速検出値VSPが0から丁度上記の検出誤差を超えた値(V1:例えば0.2km/h) および0間の値である間は、この車速検出値VSPを用いたクリープカット禁止車速域の判定行わないようにし、当該判定を以下のようにして行うこととする。
かようにすることで、前進レンジ用のクリープカット禁止車速(V1)と前進レンジ用のクリープカット禁止解除車速(V2)との間にヒステリシス車速域が存在し、クリープカット禁止とその解除との間で切り替えハンチングが生ずるのを防止することができる。
また、設定値(-V2)がクリープカット禁止解除車速となり、VSP<(-V2)が後退レンジでのクリープカット禁止解除車速域である。
クリープカット禁止タイマNTMがクリープカット禁止判定値NTM1になるまでは、制御をステップS15に進めて、クリープカット禁止タイマNTMをインクリメントする(歩進させる)ことにより、VSP<(V1)のクリープカット禁止車速域に入った時からの経過時間を計測する。
従って、ステップS13およびステップS14は、本発明におけるクリープカット禁止車速域判定手段に相当し、ステップS16は、本発明におけるクリープカット禁止手段に相当する。
そのため、先ずステップS23において車速VSPが、図4,5に例示した前進レンジ用のクリープカット禁止解除車速(V2)以上のクリープカット禁止解除車速域か否かをチェックする。
クリープカット禁止解除タイマYTMがクリープカット禁止解除判定値YTM1になるまでは、制御をステップS25に進めて、クリープカット禁止解除タイマYTMをインクリメントする(歩進させる)ことにより、VSP≧(V2) のクリープカット禁止解除車速域に入った時からの経過時間を計測する。
従って、ステップS23およびステップS24は、本発明におけるクリープカット禁止解除車速域判定手段に相当し、ステップS26は、本発明におけるクリープカット禁止解除手段に相当する。
ステップS32において、後述のごとくに設定されるクリープカット禁止フラグNFLAGが0か1かをチェックし、これを基に未だクリープカット禁止状態でないか、既にクリープカット禁止状態かを判定する。
先ず、ステップS33において車速VSPが、図4,5につき前述した後退レンジ用の第1設定値(-V1)以上のクリープカット禁止車速域か否かをチェックする。
クリープカット禁止タイマNTMがクリープカット禁止判定値NTM1になるまでは、制御をステップS35に進めて、クリープカット禁止タイマNTMをインクリメントする(歩進させる)ことにより、VSP≧(-V1)のクリープカット禁止車速域に入った時からの経過時間を計測する。
従って、ステップS33およびステップS34は、本発明におけるクリープカット禁止車速域判定手段に相当し、ステップS36は、本発明におけるクリープカット禁止手段に相当する。
そのため、先ずステップS43において車速VSPが、図4,5につき前述した第2設定値(-V2)よりも低いクリープカット禁止解除車速域か否かをチェックする。
クリープカット禁止解除タイマYTMがクリープカット禁止解除判定値YTM1になるまでは、制御をステップS45に進めて、クリープカット禁止解除タイマYTMをインクリメントする(歩進させる)ことにより、VSP<(-V2) のクリープカット禁止解除車速域に入った時からの経過時間を計測する。
従って、ステップS43およびステップS44は、本発明におけるクリープカット禁止解除車速域判定手段に相当し、ステップS46は、本発明におけるクリープカット禁止解除手段に相当する。
このクリープカット禁止フラグNFLAGと、従来の一般的なクリープカットの許可、解除(従来のクリープカット許可フラグFLAG)とに基づく図3の処理により、クリープカットの実行、解除(クリープカット実行フラグYFLAG)を決定する。
YFLAG=1(クリープカット実行中)であれば、ステップS52において従来のクリープカット許可フラグFLAGが0か否かにより、従来の一般的なクリープカットの解除条件が成立しているか(クリープカットの解除によりクリープトルクを出力すべきか)否かをチェックする。
後者のクリープカット許可条件は、発進意図のない停車状態であり、例えば制動力が設定値以上となるブレーキペダルストロークや、マスターシリンダ液圧に応動して図1のブレーキスイッチ12がONとなり、且つ車速VSPが0近辺のクリープカット車速域となった状態が所定時間継続した時をもって、クリープカット許可条件が成立したとする。
また前者のクリープカット解除条件は、当該停車状態で発進準備操作が行われたときであり、制動力が設定値未満となるブレーキペダルストロークや、マスターシリンダ液圧に応動して図1のブレーキスイッチ12がOFFとなったことをもって、クリープカット解除条件が成立したとする。
NFLAG=0(クリープカット未禁止状態)であれば、ステップS56において従来のクリープカット許可フラグNFLAGが1か否かにより、従来の一般的なクリープカットの許可条件が成立しているか(クリープカットによりクリープトルクを0にすべきか)否かをチェックする。
これに呼応してステップS57でクリープカット実行フラグYFLAGを1にすることにより、クリープカットが実行されてクリープトルクが出力されることのないようにする。
上記した本実施例の図2,3によるクリープカット制御によれば、図4のタイムチャートに示すごとく、前進レンジでのクリープトルク発生状態で電動車両を、微妙なブレーキ操作で車速0近辺の速度状態に保っていたが、途中で制動力を、クリープカット許可条件が成立するような大きさまで増大させ、その後図5のタイムチャートに示すごとく、前進クリープ走行を行った場合につき代表的に説明すると、以下のような作用効果が奏し得られる。
図2の制御プログラムはステップS11、ステップS12、ステップS13、ステップS14、ステップS15を含むループを選択し、
ステップS15の実行によりクリープカット禁止タイマNTMがインクリメントされ、これにより、VSP<(V1)のクリープカット車速域に入った瞬時t1からの経過時間を計測する。
このため、上記のごとく瞬時t4に従来のクリープカット許可フラグFLAGが1にセットされても、これに呼応したクリープカットが禁止され、瞬時t5以降もクリープトルクを図4に示すごとく出力し続ける。
その後の制動力増大により瞬時t3に制動力がクリープカット許可制動力以上となった(ブレーキスイッチ12がONとなった)のを受けて、瞬時t4に従来のクリープカット許可フラグFLAGが1にセットされても、これに呼応したクリープカットが行われることがなく、この瞬時t4以降もクリープトルクを図4に示すごとく出力し続け得る。
本実施例によれば、上記クリープカットの禁止により、瞬時t4以降もクリープトルクを図4に示すごとく出力し続けることで、上記した違和感のあるトルク低下が発生するのを防止することができる。
ステップS25の実行によりクリープカット禁止解除タイマYTMがインクリメントされ、これにより、VSP≧(V2)のクリープカット禁止解除車速域に入った瞬時t3からの経過時間を計測する。
なおクリープカット禁止解除タイマYTMは、車速VSPがクリープカット禁止解除車速(V2)未満となる瞬時t5に、ステップS27で0にリセットされる。
上記のクリープカット禁止解除指令瞬時t4には未だ従来のクリープカット許可フラグFLAGが0である。
図5の瞬時t4~t8間は図3の制御プログラムがステップS51、ステップS55、ステップS56、ステップS58を含むループを選択し、
何れにしても図5の瞬時t1~t8間は、クリープカット実行フラグYFLAGを0に保ってクリープカットを行わず、クリープトルクを図示のごとく継続的に出力して上記のクリープ走行を可能ならしめる。
図2の制御プログラムはステップS11、ステップS12、ステップS13、ステップS14、ステップS15を含むループを選択し、
ステップS15の実行によりクリープカット禁止タイマNTMがインクリメントされ、これにより、VSP<(V1)のクリープカット車速域に入った瞬時t6からの経過時間を計測する。
図3の制御プログラムがステップS51、ステップS55、ステップS56、ステップS57を含むループを選択して、クリープカット実行フラグYFLAGを1となし、
その後、図3の制御プログラムがステップS51、ステップS52、ステップS54を含むループを選択して、クリープカット実行フラグYFLAG=1を保つ。
よって図5の瞬時t8~t9間においては、クリープカット実行フラグYFLAG=1に呼応したクリープカットの実行により、クリープトルクを0となす。
その後は従来のクリープカット許可フラグFLAGに応じた通常通りのクリープカット制御を違和感なしに、図5の瞬時t8~t9間に示すごとく行わせることができる。
後退レンジが選択されている場合にあっても、図2の制御プログラムがステップS21からステップS32への分岐をたどって、ステップS33~ステップS47を含むループを選択し、その後制御を図3に進めることで、前記した前進レンジ選択時と同様な作用効果を達成することができる。
Claims (4)
- 運転者が車両の走行形態を指令するために行うシフト操作によって選択されたレンジに応じて電動モータからの動力を車輪に伝達して走行することができ、前記電動モータからのクリープトルクにより微速でのクリープ走行が可能であると共に、車速絶対値が停車判定車速未満であり、且つ制動力が設定制動力以上であるというクリープカット許可条件が成立する間は前記電動モータのクリープトルクを低下させるクリープカットを実行可能な電動車両において、
前記クリープカットが実行されておらず前記クリープトルクが出力されている状態で、車速絶対値がクリープカット禁止車速未満であるのを判定するクリープカット禁止車速域判定手段と、
該手段により前記クリープカット禁止車速域であると判定されるとき、前記クリープカット許可条件の成立によっても前記クリープカットが行われないようにするクリープカット禁止手段と、を備え、
前記クリープカット禁止車速域判定手段は、車速絶対値が前記クリープカット禁止車速未満になっている継続時間を計測するクリープカット禁止タイマを具え、該クリープカット禁止タイマが設定時間を示すようになった時をもって前記クリープカット禁止車速域であると判定するものである電動車両のクリープカット制御装置。 - 請求項1に記載された電動車両のクリープカット制御装置において、
前記クリープカット禁止手段によるクリープカット禁止中に、車速絶対値が前記クリープカット禁止車速よりも高いクリープカット禁止解除車速以上になったのを判定するクリープカット禁止解除車速域判定手段と、
該手段によりクリープカット禁止中にクリープカット禁止解除車速域に入ったと判定されるとき、前記クリープカット禁止手段によるクリープカット禁止を解除して、前記クリープカット許可条件の成立時に前記クリープカットが行われ得るようになすクリープカット禁止解除手段と、を設けてなる電動車両のクリープカット制御装置。 - 請求項2に記載された電動車両のクリープカット制御装置において、
前記クリープカット禁止解除車速域判定手段は、車速絶対値が前記クリープカット禁止解除車速以上になっている継続時間を計測するクリープカット禁止解除タイマを具え、該クリープカット禁止解除タイマが設定時間を示すようになった時をもって、前記クリープカット禁止解除車速域に入ったとの判定を行うものである電動車両のクリープカット制御装置。 - 請求項1~3のいずれか1項に記載された電動車両のクリープカット制御装置において、
前記クリープカット禁止車速は、前記停車判定車速未満よりも高いものである電動車両のクリープカット制御装置。
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