WO2013137051A1 - Electric vehicle driving force control device and control method - Google Patents

Electric vehicle driving force control device and control method Download PDF

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Publication number
WO2013137051A1
WO2013137051A1 PCT/JP2013/055911 JP2013055911W WO2013137051A1 WO 2013137051 A1 WO2013137051 A1 WO 2013137051A1 JP 2013055911 W JP2013055911 W JP 2013055911W WO 2013137051 A1 WO2013137051 A1 WO 2013137051A1
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WO
WIPO (PCT)
Prior art keywords
electric motor
way clutch
frictional engagement
torque
driving force
Prior art date
Application number
PCT/JP2013/055911
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French (fr)
Japanese (ja)
Inventor
弘毅 松井
広樹 下山
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2013137051A1 publication Critical patent/WO2013137051A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/42—Drive Train control parameters related to electric machines
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Definitions

  • the present invention relates to driving force control of an electric vehicle including a hybrid drive electric vehicle.
  • JP2008-290242A issued by the Japan Patent Office regarding the driving force control of a hybrid-driven electric vehicle is proposing to prevent the occurrence of torque shock during so-called coast driving without stepping on the driver or accelerator pedal.
  • the target hybrid drive electric vehicle has a power train in which a propeller shaft is connected to an electric motor via a one-way clutch and a frictional engagement element such as a brake.
  • the drive wheel is rotationally driven by the propeller shaft.
  • An internal combustion engine is connected to the electric motor via a clutch.
  • the prior art controls the rotational speed on the electric motor side to a value lower than the rotational speed on the propeller shaft side when the accelerator pedal is released, and puts the clutch in the slip mode in that state.
  • the slip mode means a state in which torque transmission is performed in a state where the clutch can slip.
  • This conventional technology has a favorable effect for preventing the shock of re-engagement of the one-way clutch during coasting.
  • the rotation speed on the electric motor side increases, and the one-way clutch starts torque transmission by exceeding the rotation speed on the propeller shaft side.
  • the rotational speed of the electric motor is rapidly increased in accordance with the depression of the accelerator pedal, a shock is generated along with the torque transmission of the one-way clutch.
  • the prior art controls the rotational speed of the electric motor to a value lower than the rotational speed of the propeller shaft, which is incompatible with the acceleration demand due to depression of the accelerator pedal. Also, this control is not useful for preventing a shock when the one-way clutch starts torque transmission during acceleration.
  • Acceleration shock can be reduced by slowing the increase in the electric motor speed with the accelerator pedal depressed. However, in that case, it is inevitable that the acceleration response from the depression of the accelerator pedal to the acceleration of the vehicle becomes worse.
  • an object of the present invention is to increase the acceleration response to depression of the accelerator pedal while absorbing a shock during acceleration.
  • the present invention provides an electric motor, an accelerator pedal that detects a driver's acceleration request, a driving wheel that rotates according to the driving amount of the electric motor, and a driving force between the electric motor and the driving wheel.
  • a one-way clutch that is interposed in the transmission path and transmits torque from the electric motor to the driving wheel, while blocking torque transmission from the driving wheel to the electric motor, and a driving force transmission path, and transmits torque in the engaged state.
  • a driving force control device for an electric vehicle including a frictional engagement element having a slip operation mode capable of transmitting to each other while allowing mutual slip.
  • the driving force control device controls the electric motor so that the operation of the electric motor is accelerated when the accelerator pedal is depressed with the one-way clutch blocking torque transmission from the driving wheel to the electric motor.
  • a programmable controller is provided that is programmed to control the frictional engagement element such that the frictional engagement element maintains the slip mode of operation until the clutch begins to transmit torque from the electric motor to the drive wheels.
  • FIG. 1 is a schematic configuration diagram of a driving force control apparatus for a hybrid electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is a flowchart showing a driving force control routine executed by the controller according to the embodiment of the present invention.
  • FIG. 3A and 3B are diagrams showing the characteristics of the map of the increment ⁇ stored in the controller and the map of the required time.
  • FIG. 4A to 4E are timing charts showing the execution results of the driving force control routine.
  • FIG. 5A and 5B are diagrams for explaining the execution effect of the driving force control routine.
  • FIG. 1 the driving force control apparatus according to the embodiment of the present invention is applied to a rear-wheel drive type hybrid drive electric vehicle 20.
  • the hybrid drive electric vehicle 20 travels with four wheels including a right front wheel FR, a left front wheel FL, a right rear wheel RR, and a left rear wheel RL.
  • the right rear wheel RR and the left rear wheel RL constitute drive wheels.
  • the right rear wheel RR and the left rear wheel RL which are drive wheels, are coupled to the propeller shaft 14 via the differential 11.
  • the propeller shaft 14 is connected to the electric motor / generator 1 via the automatic transmission 4.
  • An internal combustion engine 6 is connected to the electric motor / generator 1 via a clutch 5.
  • the clutch 5 operates between the engagement position and the release position according to the hydraulic pressure supplied from the hydraulic unit 9. At the fastening position, torque is transmitted bi-directionally between the electric motor / generator 1 and the internal combustion engine 6 to rotate them integrally. In the open position, the electric motor / generator 1 and the internal combustion engine 6 are freely rotated relative to each other.
  • the automatic transmission 4 is composed of a planetary gear type stepped automatic transmission, and includes frictional engagement elements 3A and 3B and a one-way clutch 10 therein.
  • the frictional engagement elements 3A and 3B are constituted by, for example, a low brake provided in the automatic transmission 4.
  • the frictional engagement elements 3A and 3B are operated by the hydraulic pressure supplied from the hydraulic unit 8, and in an engaged state, the output shaft 1A of the electric motor 1 and the propeller shaft 14 are coupled to rotate integrally.
  • the slip operation mode capable of slipping relative to each other, relative rotation of the output shaft 1A of the electric motor 1 and the propeller shaft 14 is permitted under the frictional resistance according to the hydraulic pressure supplied from the hydraulic unit 8.
  • the clutch 5 also has a slip operation mode.
  • the clutch 5 in the slip operation mode allows relative rotation between the internal combustion engine 6 and the electric motor / generator 1 under a frictional resistance corresponding to the hydraulic pressure supplied from the hydraulic unit 9.
  • the one-way clutch 10 transmits torque from the output shaft 1A to the propeller shaft 14, but does not transmit torque from the propeller shaft 14 to the output shaft 1A.
  • the torque means a positive torque. That is, when the rotational speed of the output shaft 1A of the electric motor / generator 1 exceeds the product of the gear ratio between the propeller shaft 14 and the automatic transmission 4, torque is transmitted to the propeller shaft 14 to cause the propeller shaft 14 to move to the electric motor. / Rotated by the power of the generator 1. On the other hand, when the product of the rotational speed of the propeller shaft 14 and the gear ratio of the automatic transmission 4 exceeds the rotational speed of the output shaft 1A, the propeller shaft 14 is idled so that torque is not transmitted to the output shaft 1A.
  • An inverter 7 is connected to the electric motor / generator 1.
  • the electric motor / generator 1 is rotated by electric power supplied from a battery (not shown) via an inverter 7. In addition, it receives the torque of the internal combustion engine 6 input through the clutch 5 in the engaged state, generates electric power, and charges the battery.
  • the operation and power generation of the electric motor / generator 1 are controlled by an input signal from the controller 12 to the inverter 7.
  • the engagement state or slip state of the friction engagement elements 3A and 3B is controlled by an input signal from the controller 12 to the hydraulic unit 8.
  • the engagement state or slip state of the clutch 5 is controlled by an input signal from the controller 12 to the hydraulic unit 9.
  • the operation of the internal combustion engine 6 is also controlled by an input signal from the controller 12.
  • controller 12 also performs the shift control of the automatic transmission 4, the shift control itself is not directly related to the present invention, and thus the description thereof is omitted.
  • the controller 12 that performs the above control is constituted by a microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
  • CPU central processing unit
  • ROM read-only memory
  • RAM random access memory
  • I / O interface input / output interface
  • one controller 12 controls all of the hydraulic units 8 and 9, the operation of the internal combustion engine 6, and the operation of the electric motor / generator 1. It is also possible to carry out with different controllers depending on the object.
  • the controller 12 includes an accelerator opening sensor 13 that detects an accelerator opening corresponding to the amount of depression of an accelerator pedal included in the hybrid drive electric vehicle 20, a speed sensor 15 that detects an input rotation speed of the automatic transmission 4, and an automatic A speed sensor 16 for detecting the output rotation speed of the transmission 4 is connected by a signal circuit.
  • the controller 12 when the driver depresses the accelerator pedal from the coast driving with the accelerator pedal released, the controller 12 is as follows. Drive force control is performed.
  • the frictional engagement elements 3A and 3B are maintained at slippable hydraulic pressure.
  • the internal combustion engine 6 is stopped and the clutch 5 is released.
  • the product of the rotational speed of the propeller shaft 14 rotated by the input torque from the drive wheels RR and RL via the frictional engagement elements 3A and 3B and the gear ratio of the automatic transmission 4 is the output shaft of the electric motor / generator 1. Since the rotational speed of 1A is exceeded, the one-way clutch 10 blocks torque transmission from the propeller shaft 14 to the electric motor / generator 1, and the propeller shaft 10 rotates freely without resistance. This state is referred to as a torque cutoff state of the one-way clutch 10.
  • the controller 12 increases the rotational speed of the electric motor / generator 1.
  • the rotational speed of the electric motor / generator 1 increases and exceeds the product of the rotational speed of the propeller shaft 14 and the gear ratio of the automatic transmission 4, the one-way clutch 10 transmits torque from the electric motor / generator 1 to the propeller shaft 14.
  • This state is called a torque transmission state of the one-way clutch.
  • FIG. 1 The driving force control routine executed by the controller 12 for the above control will be described with reference to FIG.
  • the controller 12 repeatedly executes this routine while the hybrid drive electric vehicle 20 is traveling. That is, the controller 12 starts the next routine execution as soon as the routine reaches a return.
  • step S1 the controller 12 determines whether or not the automatic transmission 4 satisfies the control conditions. Specifically, it is determined that the control condition is satisfied when all of the following conditions (1) to (3) are satisfied.
  • condition (1) for example, when the hybrid drive electric vehicle 20 is provided with the manual (M) mode, traveling in the manual (M) mode is excluded from the control target.
  • the manual (M) mode a brake that disables the one-way clutch 10 is applied to apply the engine brake. Since this driving force control routine is premised on the operation of the one-way clutch 10, traveling in the manual (M) mode is excluded from the control target.
  • Condition (3) means that the slip amount of the frictional engagement elements 3A and 3B is small.
  • the threshold A is a value close to zero.
  • the determination of the condition (3) can be made based on the detection speed of the speed sensors 15 and 16 and the gear ratio.
  • the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B is a predetermined coasting that is lower than that during normal traveling in which torque is transmitted from the electric motor / generator 1 to the propeller shaft 14. The pressure is maintained. In other words, the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B is limited.
  • step S1 determines whether or not the accelerator pedal is depressed in step S2. This determination is made based on an input signal from the accelerator opening sensor 13.
  • step S3 is executed only when the determination in step S1 is affirmative. Since the determination in step S3 is the reverse of the determination condition (3) in step S1, the determination when step S3 is executed first is always negative.
  • step S3 determines whether the slip rotation speed of the frictional engagement elements 3A and 3B is less than the threshold value A. If the determination in step S3 is negative, that is, if the slip rotation speed of the frictional engagement elements 3A and 3B is less than the threshold value A, the controller 12 controls the one-way clutch 10 by controlling the rotation speed of the electric motor / generator 1 in step S4. The input rotation speed is increased at an increase rate R1. And determination of step S3 is performed again. In this manner, the controller 12 increases the rotation speed of the electric motor / generator 1 input to the one-way clutch 10 at the increase rate R1 until the determination in step S3 is positively changed. Note that the positive determination in step S3 means that the one-way clutch 10 has started transmitting torque from the output shaft 1A of the electric motor / generator 1 to the propeller shaft 14.
  • step S3 the controller 12 controls the rotational speed of the electric motor / generator 1 in step S5 to change the input rotational speed of the one-way clutch 10 to the in-gear rotational speed plus the increment ⁇ based on the rate of increase R2.
  • the increase rate R2 is set to a value larger than R1.
  • the in-gear rotation speed refers to the input rotation speed of the one-way clutch 10 in a state where the automatic transmission 4 operates without slipping of the frictional engagement elements 3A and 3B. In other words, it means the rotational speed of the output shaft 1A when the value of the rotational speed of the output shaft 1A ⁇ (rotational speed of the propeller shaft ⁇ gear ratio) is zero.
  • the controller 12 obtains the increment ⁇ by referring to the characteristic map shown in the figure stored in advance in the ROM based on the accelerator opening detected by the accelerator opening sensor 13. In this map, the increment ⁇ takes a larger value as the accelerator opening is larger.
  • the controller 12 releases the restriction applied to the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A, 3B, and the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A, 3B. Raise.
  • the controller 12 determines whether or not a predetermined time has elapsed from the start of slipping of the frictional engagement elements 3A and 3B and whether or not the predetermined time has elapsed since the clutch 5 is in a synchronized state. This determination has the following meaning.
  • the frictional engagement elements 3A and 3B are supplied hydraulic pressure from the hydraulic unit 8.
  • the one-way clutch 10 does not slip because it rotates relatively without resistance.
  • the frictional engagement elements 3A and 3B slip when the rotational speed of the output shaft 1A of the electric motor / generator 1 exceeds the value of (the rotational speed of the propeller shaft 14 ⁇ the gear ratio) and the one-way clutch 10 starts torque transmission. start. Therefore, the elapsed time from the start of slipping of the frictional engagement elements 3A and 3B corresponds to the elapsed time from the time when the determination in step S3 turns positive.
  • the elapsed time after the clutch 5 is in a synchronized state is not a problem when the hybrid drive electric vehicle 20 is running using the power of both the electric motor / generator 1 and the internal combustion engine 6.
  • the frictional engagement elements 3A and 3B be in the engaged state until the output of the electric motor / generator 1 is stabilized. . Therefore, whether or not a predetermined time has elapsed since the clutch 5 is in a synchronized state is included in the determination in step S7.
  • the controller 12 determines each time based on the accelerator opening. According to this map, the predetermined time is set longer as the accelerator opening is larger. It is assumed that the internal combustion engine 6 is started and the synchronous operation control with the electric motor / generator 1 is performed in a separate routine.
  • step S7 the controller 12 repeats the processes in steps S5 and S6.
  • step S7 If the determination in step S7 is positive, the controller 12 controls the inverter 7 in step S8 so that the output rotation speed of the electric motor / generator 1 is set to zero and the slip rotation speed of the frictional engagement elements 3A and 3B becomes zero. Reduce.
  • the controller 12 determines whether or not the slip rotation speeds of the frictional engagement elements 3A and 3B are within a predetermined range. Specifically, it is determined whether or not the value of the rotational speed of the output shaft 1A ⁇ (the rotational speed of the propeller shaft x the gear ratio) is equal to or less than the threshold value B.
  • the threshold value B used here is set to a value larger than the threshold value A used in steps S1 and S3.
  • step S9 If the determination at step S9 is negative, the process at step S8 and the determination at step S9 are repeated.
  • the controller 12 switches the control target of the electric motor / generator 1 from the rotational speed to the torque in step S10. . Thereafter, the controller 12 controls the output torque of the electric motor / generator 1 to the target torque in the HEV traveling mode.
  • step S11 the controller 12 further increases the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B so that the transmission torque of the frictional engagement elements 3A and 3B reaches the target torque.
  • step S12 the controller 12 determines whether or not the slip rotation of the frictional engagement elements 3A and 3B has become substantially zero. Specifically, it is determined whether or not the value of the rotational speed of output shaft 1A ⁇ (the rotational speed of propeller shaft 14 ⁇ the gear ratio) is equal to or less than threshold value C.
  • the threshold value C used here is smaller than the threshold value B used in step S9, and is close to the threshold value A.
  • step S12 While the determination in step S12 is negative, the controller 12 repeatedly executes the processes in steps S10 and S11. If the determination in step S12 is positive, the controller 12 sets the frictional engagement elements 3A and 3B in the fully engaged state via the hydraulic unit 8 in step S13, and ends the routine.
  • step S1 the determination in step S1 is affirmative.
  • step S2 determines positive, and the determination in step S3 also becomes positive. Therefore, the controller 12 determines in FIG. As shown in 4C, the rotational speed of the output shaft 1A of the electric motor / generator 1 is increased at an increase rate R1.
  • the rotational speed of the output shaft 1A catches up with the value of (the rotational speed of the propeller shaft 14 ⁇ the gear ratio), and the one-way clutch 10 starts torque transmission from the output shaft 1A to the propeller shaft 15.
  • the determination in step S3 turns positive.
  • the controller 12 increases the rotational speed of the output shaft 1A of the electric motor / generator 1 to the in-gear rotational speed plus the increment ⁇ at the rate of increase R2.
  • the shock when the one-way clutch 10 starts torque transmission at time t2 is absorbed by the slip rotation of the frictional engagement elements 3A and 3B in the slip mode. Therefore, even if the value of the rate of increase R1 is set large, the shock when the one-way clutch 10 starts torque transmission does not give the driver or passenger a sense of incongruity.
  • step S7 the determination in step S7 is positively changed.
  • step S8 the controller 12 decreases the rotation speed of the electric motor / generator 1 in a direction to reduce the slip rotation of the frictional engagement elements 3A and 3B. This process is repeatedly executed until the slip rotation speed of the frictional engagement elements 3A and 3B becomes the threshold value B or less in step S9.
  • step S9 If the determination in step S9 is positive, the controller 12 switches the control target of the electric motor / generator 1 from the rotational speed to the torque in step S10. Further, in step S13, the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B is increased toward the engaged state.
  • step S12 the slip rotation speed of the frictional engagement elements 3A and 3B becomes equal to or lower than the threshold value C, and the slip rotation converges to a substantially zero state.
  • step S13 the controller 12 further increases the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B, and sets the frictional engagement elements 3A and 3B to the fully engaged state at time t5.
  • FIG. By executing the driving force control routine of No. 2, the rotational speed of the output shaft 1A of the electric motor / generator 1 is increased immediately after the accelerator pedal is depressed under a large increase rate R1, so that the one-way clutch 10 can be engaged in a short time. Torque transmission can be started. At this time, since the frictional engagement elements 3A and 3B are in the slip operation mode, the shock accompanying the start of torque transmission of the one-way clutch 10 is absorbed by the slip of the frictional engagement elements 3A and 3B and is not transmitted to the driver or the passenger.
  • the output rotational speed of the electric motor / generator 1 is increased to the in-gear rotational speed plus the increment ⁇ at the rate of increase R2, and the electric motor / generator 1 is rotated under the slip rotation of the frictional engagement elements 3A, 3B.
  • Drive torque is transmitted to drive wheels RR and RL.
  • the controller 12 reduces the rotational speed of the output shaft 1A of the electric motor / generator 1 to converge the slip rotation of the friction engagement elements 3A and 3B toward zero, and after the convergence, the friction engagement elements 3A and 3B Is in a completely fastened state.
  • the broken line indicates the speed change characteristic when the one-way clutch 10 is in a torque transmission state and in an in-gear state in which there is no slip inside the automatic transmission 4.
  • the intersection of the INPUT axis and the broken line is the rotation speed of the output shaft 1A of the electric motor / generator 1, and the intersection of the OUTPUT axis and the broken line is the output rotation speed of the automatic transmission 4 or the rotation of the propeller shaft 14 in the in-gear state.
  • the ratio of the distance between each vertical axis and the origin, that is, the vertical axis at the left end of the figure represents the gear ratio.
  • the low brake (L / B) of the automatic transmission 4 constitutes the friction engagement elements 3A and 3B.
  • the controller 12 reduces the rotational speed of the output shaft 1A by controlling the electric motor / generator 1 with the input rotational speed.
  • the rotational speed shown in the dotted line in the drawing should be the low brake (L / B) position of the automatic transmission 4, but the one-way clutch 10 transmits the torque. Therefore, only the rotational speed of the output shaft 1A is lowered, and the rotational speed at the low brake (L / B) position is not changed.
  • this driving force control routine it is possible to obtain a high acceleration response while absorbing the shock accompanying the start of torque transmission of the one-way clutch 10 when the accelerator pedal is depressed from coasting.
  • the frictional engagement elements 3A and 3B are held in the slip mode for a predetermined time by controlling the rotational speed of the electric motor / generator 1. The Therefore, the increase in the input rotational speed of the automatic transmission 4 is suppressed, and the stable slip state of the frictional engagement elements 3A and 3B can be maintained. Furthermore, since the predetermined time is set according to the accelerator opening, when the accelerator opening is large, the slip operation mode of the frictional engagement elements 3A and 3B is maintained longer to suppress the shock due to torque fluctuation and the accelerator opening. When the degree is small, the heat generation amount of the frictional engagement elements 3A and 3B can be suppressed by shortening the slip mode period.
  • the rotational speed of the electric motor / generator 1 is decreased to converge the slip rotation of the frictional engagement elements 3A and 3B, and then the frictional engagement elements 3A and 3B are engaged. Therefore, it is possible to prevent a shock due to the inertia change of the output shaft 1A.
  • the switching from the rotational speed control to the torque control of the electric motor / generator 1 is performed before the frictional engagement elements 3A and 3B are engaged, the torque step accompanying the change is absorbed by the slip rotation of the frictional engagement elements 3A and 3B. Shocks due to torque steps can be prevented.
  • the rate of increase R1 of the electric motor / generator 1 before starting the torque transmission of the one-way clutch 10 is set to a value larger than the rate of increase R2 in the torque transmission state of the one-way clutch 10. Therefore, the torque transmission start of the one-way clutch 10 can be accelerated with respect to the depression of the accelerator pedal. As a result, since the one-way clutch 10 starts torque transmission before the input torque increases, a favorable effect can be obtained in reducing the engagement shock. Starting torque transmission to the one-way clutch 10 at an early stage has a favorable effect for improving acceleration response.
  • the slip rotation speeds of the frictional engagement elements 3A and 3B in the slip mode are set according to the accelerator opening. Specifically, when the accelerator opening is large, the slip rotation speed is set large, and when the accelerator opening is small, the slip rotation speed is set small. As a result, when the accelerator opening is large, the torque fluctuation absorption capacity is increased to enhance the shock suppression function, while when the accelerator opening is small, the heat generation amount of the frictional engagement elements 3A and 3B can be suppressed.
  • the present invention can be applied to an electric vehicle that does not have an internal combustion engine and travels using only an electric motor.
  • the frictional engagement elements 3A and 3B are built in the automatic transmission 4, but separately from the frictional engagement element in the automatic transmission 4, between the electric motor / generator 1 and the automatic transmission 4, Alternatively, an independent friction engagement element may be interposed between the automatic transmission 4 and the propeller shaft 14.
  • the one-way clutch 10 may be interposed between the electric motor / generator 1 and the automatic transmission 4 or between the automatic transmission 4 and the propeller shaft 14 without being installed in the automatic transmission 4.
  • the driving force control apparatus and control method for an electric vehicle according to the present invention reduces the shock in acceleration from coasting without impairing the acceleration performance. Therefore, the present invention provides a favorable effect for improving riding comfort of an electric vehicle or a hybrid drive electric vehicle having an electric motor as a driving power source.

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Abstract

This electric vehicle transmits power of an electric motor / generator to the drive wheels through a one-way clutch and a frictional engagement element having a slip operation mode. If the acceleration pedal is depressed from coasting travel, during which the one-way clutch is in a state in which torque is not transmitted, the acceleration response is improved by accelerating the electric motor / generator. Meanwhile, until the one-way clutch assumes a torque transmission state, by maintaining the frictional engagement element in the slip operation mode, the frictional engagement element absorbs the shock accompanying the start of torque transmission of the one-way clutch during acceleration of the electric motor / generator.

Description

電動車両の駆動力制御装置及び制御方法Driving force control device and control method for electric vehicle
　この発明は、ハイブリッド駆動電気自動車を含む電動車両の駆動力制御に関する。 The present invention relates to driving force control of an electric vehicle including a hybrid drive electric vehicle.
　ハイブリッド駆動電気自動車の駆動力制御に関して、日本国特許庁が発行したＪＰ２００８－２９０２４２Ａはドライバかアクセルペダルを踏まない、いわゆるコースト走行時におけるトルクショックの発生防止に関する提案を行なっている。 JP2008-290242A issued by the Japan Patent Office regarding the driving force control of a hybrid-driven electric vehicle is proposing to prevent the occurrence of torque shock during so-called coast driving without stepping on the driver or accelerator pedal.
　対象となるハイブリッド駆動電気自動車は、ワンウェイクラッチとブレーキなどの摩擦締結要素とを介して電動モータにプロペラシャフトを接続したパワートレーンを備えている。駆動輪はプロペラシャフトに回転駆動される。電動モータには内燃エンジンがクラッチを介して接続される。 The target hybrid drive electric vehicle has a power train in which a propeller shaft is connected to an electric motor via a one-way clutch and a frictional engagement element such as a brake. The drive wheel is rotationally driven by the propeller shaft. An internal combustion engine is connected to the electric motor via a clutch.
　車両の運転中にドライバが踏んでいたアクセルペダルから足を離すと、電動モータの回転速度が低下し、駆動輪に結合したプロペラシャフトの回転速度が、電動モータの回転速度を上回る。この状態では、ワンウェイクラッチは電動モータからプロペラシャフトへのトルク伝達を遮断し、プロペラシャフトを自由回転させるので、プロペラシャフトの回転トルクが電動モータへ入力されることはない。この走行状態をコースト走行状態と称する。 ∙ If you take your foot off the accelerator pedal that the driver was stepping on while driving the vehicle, the rotation speed of the electric motor will decrease, and the rotation speed of the propeller shaft coupled to the drive wheels will exceed the rotation speed of the electric motor. In this state, the one-way clutch interrupts torque transmission from the electric motor to the propeller shaft and freely rotates the propeller shaft, so that the rotational torque of the propeller shaft is not input to the electric motor. This traveling state is referred to as a coast traveling state.
　コースト走行状態が続くと、電動モータの回転速度はアイドリング相当の回転速度に維持される一方で、プロペラシャフトの回転速度は徐々に低下する。その結果、電動モータ側の回転速度がプロペラシャフト側の回転速度を上回ると、ワンウェイクラッチがトルク伝達を開始するが、トルク伝達開始に伴ってショックをもたらす可能性がある。 When the coasting state continues, the rotation speed of the electric motor is maintained at a rotation speed equivalent to idling, while the rotation speed of the propeller shaft gradually decreases. As a result, when the rotation speed on the electric motor side exceeds the rotation speed on the propeller shaft side, the one-way clutch starts torque transmission, but there is a possibility that a shock will be caused as torque transmission starts.
　従来技術はこのショックを防止するために、アクセルペダルが解放されると、電動モータ側の回転速度をプロペラシャフト側の回転速度より低い値へと制御し、その状態でクラッチをスリップモードにすることを提案している。ここで、スリップモードとはクラッチがスリップ可能な状態でトルク伝達を行なう状態を意味する。クラッチがスリップモードで稼働している場合には、プロペラシャフトの回転速度の低下によりワンウェイクラッチが再びトルク伝達を開始するのに伴うトルクショックはクラッチのスリップによって吸収され、ショックは車体に伝わらない。 In order to prevent this shock, the prior art controls the rotational speed on the electric motor side to a value lower than the rotational speed on the propeller shaft side when the accelerator pedal is released, and puts the clutch in the slip mode in that state. Has proposed. Here, the slip mode means a state in which torque transmission is performed in a state where the clutch can slip. When the clutch is operating in the slip mode, the torque shock caused by the one-way clutch starting to transmit torque again due to the decrease in the rotation speed of the propeller shaft is absorbed by the slip of the clutch, and the shock is not transmitted to the vehicle body.
　この従来技術はコースト走行中のワンウェイクラッチの再締結のショック防止に好ましい効果をもたらす。 This conventional technology has a favorable effect for preventing the shock of re-engagement of the one-way clutch during coasting.
　コースト走行状態からドライバがアクセルペダルを踏むと、電動モータ側の回転速度が上昇し、プロペラシャフト側の回転速度を上回ることでワンウェイクラッチがトルク伝達を開始する。このとき、アクセルペダルの踏み込みに合わせて電動モータの回転速度を急上昇させると、ワンウェイクラッチのトルク伝達に伴ってショックが発生する。従来技術は、電動モータの回転速度をプロペラシャフトの回転速度より低い値へと制御するが、これはアクセルペダルの踏み込みによる加速要求とは相容れない。またこの制御は、加速時にワンウェイクラッチがトルク伝達を開始する際のショックを防止するのには役立たない。 When the driver depresses the accelerator pedal from the coasting state, the rotation speed on the electric motor side increases, and the one-way clutch starts torque transmission by exceeding the rotation speed on the propeller shaft side. At this time, if the rotational speed of the electric motor is rapidly increased in accordance with the depression of the accelerator pedal, a shock is generated along with the torque transmission of the one-way clutch. The prior art controls the rotational speed of the electric motor to a value lower than the rotational speed of the propeller shaft, which is incompatible with the acceleration demand due to depression of the accelerator pedal. Also, this control is not useful for preventing a shock when the one-way clutch starts torque transmission during acceleration.
　加速時のショックは、アクセルペダルの踏み込みに対する電動モータの回転速度の上昇を緩やかにすれば小さくできる。しかし、その場合には、アクセルペダルの踏み込みから車両の加速に至る加速レスポンスが悪くなることは避けられない。 Acceleration shock can be reduced by slowing the increase in the electric motor speed with the accelerator pedal depressed. However, in that case, it is inevitable that the acceleration response from the depression of the accelerator pedal to the acceleration of the vehicle becomes worse.
　この発明の目的は、したがって、加速時のショックを吸収しつつ、アクセルペダルの踏み込みに対する加速レスポンスを高めることである。 Therefore, an object of the present invention is to increase the acceleration response to depression of the accelerator pedal while absorbing a shock during acceleration.
　以上の目的を達成するために、この発明は、　電動モータと、ドライバの加速要求を検出するアクセルペダルと、電動モータの駆動量により回転する駆動輪と、電動モータと駆動輪の間の駆動力伝達経路に介装され、電動モータから駆動輪へのトルクを伝達する一方、駆動輪から電動モータへのトルク伝達を遮断するワンウェイクラッチと、駆動力伝達経路に介装され、締結状態でトルクを互いに伝達する一方、互いのスリップが可能なスリップ動作モードを有する摩擦締結要素とを備えた電動車両、のための駆動力制御装置を提供する。 In order to achieve the above object, the present invention provides an electric motor, an accelerator pedal that detects a driver's acceleration request, a driving wheel that rotates according to the driving amount of the electric motor, and a driving force between the electric motor and the driving wheel. A one-way clutch that is interposed in the transmission path and transmits torque from the electric motor to the driving wheel, while blocking torque transmission from the driving wheel to the electric motor, and a driving force transmission path, and transmits torque in the engaged state. Provided is a driving force control device for an electric vehicle including a frictional engagement element having a slip operation mode capable of transmitting to each other while allowing mutual slip.
　駆動力制御装置は、ワンウェイクラッチが駆動輪から電動モータへのトルク伝達を遮断している状態でアクセルペダルが踏み込まれた場合に、電動モータの運転が加速するように電動モータを制御し、ワンウェイクラッチが電動モータから駆動輪へのトルク伝達を開始するまで摩擦締結要素がスリップ動作モードを保つように摩擦締結要素を制御する、ようプログラムされたプログラマブルコントローラを備えている。 The driving force control device controls the electric motor so that the operation of the electric motor is accelerated when the accelerator pedal is depressed with the one-way clutch blocking torque transmission from the driving wheel to the electric motor. A programmable controller is provided that is programmed to control the frictional engagement element such that the frictional engagement element maintains the slip mode of operation until the clutch begins to transmit torque from the electric motor to the drive wheels.
　この発明の詳細並びに他の特徴や利点は、明細書の以下の記載の中で説明されるとともに、添付された図面に示される。 DETAILED DESCRIPTION Details and other features and advantages of the present invention are described in the following description of the specification and shown in the accompanying drawings.
ＦＩＧ．１は、この発明の実施形態によるハイブリッド駆動電気自動車の駆動力制御装置の概略構成図である。FIG. 1 is a schematic configuration diagram of a driving force control apparatus for a hybrid electric vehicle according to an embodiment of the present invention. ＦＩＧ．２は、この発明の実施形態によるコントローラが実行する駆動力制御ルーチンを示すフローチャートである。FIG. 2 is a flowchart showing a driving force control routine executed by the controller according to the embodiment of the present invention. ＦＩＧＳ．３Ａと３Ｂは、コントローラが格納する増分αのマップと所要時間のマップの特性とを示すダイアグラムである。FIG. 3A and 3B are diagrams showing the characteristics of the map of the increment α stored in the controller and the map of the required time. ＦＩＧＳ．４Ａ－４Ｅは、駆動力制御ルーチンの実行結果を示すタイミングチャートである。FIG. 4A to 4E are timing charts showing the execution results of the driving force control routine. ＦＩＧＳ．５Ａと５Ｂは、駆動力制御ルーチンの実行効果を説明するダイアグラムである。FIG. 5A and 5B are diagrams for explaining the execution effect of the driving force control routine.
　ＦＩＧ．１を参照すると、この発明の実施形態による駆動力制御装置は後輪駆動型のハイブリッド駆動電気自動車２０に適用される。ハイブリッド駆動電気自動車２０は右前輪ＦＲ，左前輪ＦＬ，右後輪ＲＲ，及び左後輪ＲＬからなる４輪により走行する。このうち、右後輪ＲＲと左後輪ＲＬとが駆動輪を構成する。 FIG. Referring to FIG. 1, the driving force control apparatus according to the embodiment of the present invention is applied to a rear-wheel drive type hybrid drive electric vehicle 20. The hybrid drive electric vehicle 20 travels with four wheels including a right front wheel FR, a left front wheel FL, a right rear wheel RR, and a left rear wheel RL. Among these, the right rear wheel RR and the left rear wheel RL constitute drive wheels.
　駆動輪である右後輪ＲＲと左後輪ＲＬはディファレンシャル１１を介してプロペラシャフト１４に結合される。プロペラシャフト１４は自動変速機４を介して電動モータ／ジェネレータ１に接続される。電動モータ／ジェネレータ１にはクラッチ５を介して内燃エンジン６が接続される。 The right rear wheel RR and the left rear wheel RL, which are drive wheels, are coupled to the propeller shaft 14 via the differential 11. The propeller shaft 14 is connected to the electric motor / generator 1 via the automatic transmission 4. An internal combustion engine 6 is connected to the electric motor / generator 1 via a clutch 5.
　クラッチ５は油圧ユニット９から供給される油圧に応じて、締結位置と解放位置の間で動作する。締結位置では電動モータ／ジェネレータ１と内燃エンジン６との間で双方向にトルクを伝達し、これらを一体回転させる。開放位置では電動モータ／ジェネレータ１と内燃エンジン６とを自由に相対回転させる。 The clutch 5 operates between the engagement position and the release position according to the hydraulic pressure supplied from the hydraulic unit 9. At the fastening position, torque is transmitted bi-directionally between the electric motor / generator 1 and the internal combustion engine 6 to rotate them integrally. In the open position, the electric motor / generator 1 and the internal combustion engine 6 are freely rotated relative to each other.
　自動変速機４は遊星歯車式の有段自動変速機で構成され、内部に摩擦締結要素３Ａ，３Ｂとワンウェイクラッチ１０とを備える。摩擦締結要素３Ａ，３Ｂは例えば、自動変速機４が備えるローブレーキで構成される。摩擦締結要素３Ａ，３Ｂは油圧ユニット８から供給される油圧により作動し、互いに締結した締結状態では、電動モータ１の出力軸１Ａとプロペラシャフト１４とを結合して一体回転させる。一方、互いにスリップ可能なスリップ動作モードでは、油圧ユニット８から供給される油圧に応じた摩擦抵抗のもとで電動モータ１の出力軸１Ａとプロペラシャフト１４の相対回転を許容する。 The automatic transmission 4 is composed of a planetary gear type stepped automatic transmission, and includes frictional engagement elements 3A and 3B and a one-way clutch 10 therein. The frictional engagement elements 3A and 3B are constituted by, for example, a low brake provided in the automatic transmission 4. The frictional engagement elements 3A and 3B are operated by the hydraulic pressure supplied from the hydraulic unit 8, and in an engaged state, the output shaft 1A of the electric motor 1 and the propeller shaft 14 are coupled to rotate integrally. On the other hand, in the slip operation mode capable of slipping relative to each other, relative rotation of the output shaft 1A of the electric motor 1 and the propeller shaft 14 is permitted under the frictional resistance according to the hydraulic pressure supplied from the hydraulic unit 8.
　クラッチ５にもスリップ動作モードが存在する。スリップ動作モードのクラッチ５は油圧ユニット９から供給される油圧に応じた摩擦抵抗のもとで内燃エンジン６と電動モータ／ジェネレータ１との相対回転を許容する。 The clutch 5 also has a slip operation mode. The clutch 5 in the slip operation mode allows relative rotation between the internal combustion engine 6 and the electric motor / generator 1 under a frictional resistance corresponding to the hydraulic pressure supplied from the hydraulic unit 9.
　ワンウェイクラッチ１０は出力軸１Ａからプロペラシャフト１４へトルクを伝達する一方、プロペラシャフト１４から出力軸１Ａへのトルク伝達を行なわない。ここで、トルクは正のトルクを意味する。つまり、電動モータ／ジェネレータ１の出力軸１Ａの回転速度が、プロペラシャフト１４と自動変速機４のギヤ比の積を上回る場合には、プロペラシャフト１４にトルクを伝達してプロペラシャフト１４を電動モータ／ジェネレータ１の動力で回転駆動する。一方、プロペラシャフト１４の回転速度と自動変速機４のギヤ比の積が出力軸１Ａの回転速度を上回る場合には、プロペラシャフト１４を空転させ、出力軸１Ａにトルクが伝達されないようにする。 The one-way clutch 10 transmits torque from the output shaft 1A to the propeller shaft 14, but does not transmit torque from the propeller shaft 14 to the output shaft 1A. Here, the torque means a positive torque. That is, when the rotational speed of the output shaft 1A of the electric motor / generator 1 exceeds the product of the gear ratio between the propeller shaft 14 and the automatic transmission 4, torque is transmitted to the propeller shaft 14 to cause the propeller shaft 14 to move to the electric motor. / Rotated by the power of the generator 1. On the other hand, when the product of the rotational speed of the propeller shaft 14 and the gear ratio of the automatic transmission 4 exceeds the rotational speed of the output shaft 1A, the propeller shaft 14 is idled so that torque is not transmitted to the output shaft 1A.
　電動モータ／ジェネレータ１にはインバータ７が接続される。電動モータ／ジェネレータ１は図示されないバッテリからインバータ７を介して供給される電力により回転する。また、締結状態のクラッチ５を介して入力される内燃エンジン６のトルクを受けて発電を行ない、バッテリへの充電を行なう。 An inverter 7 is connected to the electric motor / generator 1. The electric motor / generator 1 is rotated by electric power supplied from a battery (not shown) via an inverter 7. In addition, it receives the torque of the internal combustion engine 6 input through the clutch 5 in the engaged state, generates electric power, and charges the battery.
　電動モータ／ジェネレータ１の運転及び発電は、コントローラ１２からインバータ７への入力信号により制御される。摩擦締結要素３Ａ，３Ｂの締結状態あるいはスリップ状態は、コントローラ１２から油圧ユニット８への入力信号により制御される。クラッチ５の締結状態あるいはスリップ状態は、コントローラ１２から油圧ユニット９への入力信号により制御される。内燃エンジン６の運転もコントローラ１２からの入力信号により制御される。 The operation and power generation of the electric motor / generator 1 are controlled by an input signal from the controller 12 to the inverter 7. The engagement state or slip state of the friction engagement elements 3A and 3B is controlled by an input signal from the controller 12 to the hydraulic unit 8. The engagement state or slip state of the clutch 5 is controlled by an input signal from the controller 12 to the hydraulic unit 9. The operation of the internal combustion engine 6 is also controlled by an input signal from the controller 12.
　さらに、コントローラ１２は自動変速機４の変速制御も行なうが、変速制御自体はこの発明と直接の関係がないので、説明を省略する。 Furthermore, although the controller 12 also performs the shift control of the automatic transmission 4, the shift control itself is not directly related to the present invention, and thus the description thereof is omitted.
　以上の制御を行なうコントローラ１２は中央演算装置（ＣＰＵ）、読み出し専用メモリ（ＲＯＭ）、ランダムアクセスメモリ（ＲＡＭ）及び入出力インタフェース（Ｉ／Ｏインタフェース）を備えたマイクロコンピュータで構成される。この実施形態では説明の都合上、１個のコントローラ１２が油圧ユニット８と９，内燃エンジン６の運転、及び電動モータ／ジェネレータ１の運転のすべてを制御することにしているが、これらを制御の対象に応じて異なるコントローラで行なうことも可能である。 The controller 12 that performs the above control is constituted by a microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). In this embodiment, for the sake of explanation, one controller 12 controls all of the hydraulic units 8 and 9, the operation of the internal combustion engine 6, and the operation of the electric motor / generator 1. It is also possible to carry out with different controllers depending on the object.
　コントローラ１２には、ハイブリッド駆動電気自動車２０が備えるアクセルペダルの踏み込み量に相当するアクセル開度を検出するアクセル開度センサ１３と、自動変速機４の入力回転速度を検出する速度センサ１５と、自動変速機４の出力回転速度を検出する速度センサ１６とが信号回路で接続される。 The controller 12 includes an accelerator opening sensor 13 that detects an accelerator opening corresponding to the amount of depression of an accelerator pedal included in the hybrid drive electric vehicle 20, a speed sensor 15 that detects an input rotation speed of the automatic transmission 4, and an automatic A speed sensor 16 for detecting the output rotation speed of the transmission 4 is connected by a signal circuit.
　以上のように構成された駆動力制御装置を備えるハイブリッド駆動電気自動車２０において、ドライバがアクセルペダルを解放してのコースト走行から、ドライバがアクセルペダルを踏み込んだ場合に、コントローラ１２は次のような駆動力制御を行なう。 In the hybrid drive electric vehicle 20 including the driving force control device configured as described above, when the driver depresses the accelerator pedal from the coast driving with the accelerator pedal released, the controller 12 is as follows. Drive force control is performed.
　なお、コースト走行中は摩擦締結要素３Ａ，３Ｂはスリップ可能な油圧に維持される。内燃エンジン６は停止状態で、クラッチ５は解放されている。また、摩擦締結要素３Ａ，３Ｂを介した駆動輪ＲＲ，ＲＬからの入力トルクで回転するプロペラシャフト１４の回転速度と自動変速機４のギヤ比との積が、電動モータ／ジェネレータ１の出力軸１Ａの回転速度を上回るため、ワンウェイクラッチ１０がプロペラシャフト１４から電動モータ／ジェネレータ１へのトルク伝達を遮断し、プロペラシャフト１０は抵抗なく自由回転する。この状態をワンウェイクラッチ１０のトルク遮断状態と称する。 It should be noted that during coasting, the frictional engagement elements 3A and 3B are maintained at slippable hydraulic pressure. The internal combustion engine 6 is stopped and the clutch 5 is released. Further, the product of the rotational speed of the propeller shaft 14 rotated by the input torque from the drive wheels RR and RL via the frictional engagement elements 3A and 3B and the gear ratio of the automatic transmission 4 is the output shaft of the electric motor / generator 1. Since the rotational speed of 1A is exceeded, the one-way clutch 10 blocks torque transmission from the propeller shaft 14 to the electric motor / generator 1, and the propeller shaft 10 rotates freely without resistance. This state is referred to as a torque cutoff state of the one-way clutch 10.
　この状態から、ドライバがアクセルペダルを踏み込むと、コントローラ１２は電動モータ／ジェネレータ１の回転速度を上昇させる。電動モータ／ジェネレータ１の回転速度が上昇して、プロペラシャフト１４の回転速度と自動変速機４のギヤ比の積を上回ると、ワンウェイクラッチ１０が電動モータ／ジェネレータ１からプロペラシャフト１４へのトルク伝達を開始する。この状態をワンウェイクラッチのトルク伝達状態と称する。 From this state, when the driver depresses the accelerator pedal, the controller 12 increases the rotational speed of the electric motor / generator 1. When the rotational speed of the electric motor / generator 1 increases and exceeds the product of the rotational speed of the propeller shaft 14 and the gear ratio of the automatic transmission 4, the one-way clutch 10 transmits torque from the electric motor / generator 1 to the propeller shaft 14. To start. This state is called a torque transmission state of the one-way clutch.
　トルク遮断状態からトルク伝達状態への移行は瞬時に行なわれる。そのため移行に伴ってトルクショックが発生する。このとき、摩擦締結要素３Ａ，３Ｂはスリップ動作モードにあるため、トルクショックは摩擦締結要素３Ａ，３Ｂ間のスリップによって吸収される。ワンウェイクラッチ１０がトルク伝達状態となったことを確認した後、コントローラ１２は摩擦締結要素３Ａ，３Ｂを締結状態にする。 移行 The transition from the torque cutoff state to the torque transmission state is instantaneous. Therefore, a torque shock occurs with the transition. At this time, since the frictional engagement elements 3A and 3B are in the slip operation mode, the torque shock is absorbed by the slip between the frictional engagement elements 3A and 3B. After confirming that the one-way clutch 10 is in the torque transmission state, the controller 12 places the frictional engagement elements 3A and 3B in the engaged state.
　ＦＩＧ．２を参照して、以上の制御のために、コントローラ１２が実行する駆動力制御ルーチンを説明する。コントローラ１２はこのルーチンをハイブリッド駆動電気自動車２０の走行中に繰り返し実行する。すなわち、コントローラ１２はルーチンがリターンに達すると直ちに次回のルーチン実行を開始する。 FIG. The driving force control routine executed by the controller 12 for the above control will be described with reference to FIG. The controller 12 repeatedly executes this routine while the hybrid drive electric vehicle 20 is traveling. That is, the controller 12 starts the next routine execution as soon as the routine reaches a return.
　ステップＳ１でコントローラ１２は自動変速機４が制御条件を満たしているかどうかを判定する。具体的には、下記の条件（１）－（３）のすべてが成立する場合に制御条件を満たしていると判定する。 In step S1, the controller 12 determines whether or not the automatic transmission 4 satisfies the control conditions. Specifically, it is determined that the control condition is satisfied when all of the following conditions (1) to (3) are satisfied.
（１）自動変速機４がドライブ（Ｄ）レンジにある。
（２）自動変速機４は変速動作中でない。
（３）摩擦締結要素３Ａ，３Ｂのスリップ回転速度＝出力軸１Ａの回転速度－（プロペラシャフト１４の回転速度ｘギア比）、の値がしきい値Ａ未満である。 (1) The automatic transmission 4 is in the drive (D) range.
(2) The automatic transmission 4 is not in a shifting operation.
(3) The slip rotational speed of the frictional engagement elements 3A and 3B = the rotational speed of the output shaft 1A− (the rotational speed of the propeller shaft 14 × the gear ratio) is less than the threshold value A.
　これらの条件はハイブリッド駆動電気自動車２０がドライブ（Ｄ）レンジで安定した走行中であるかどうかを判定するものである。条件（１）では、例えばハイブリッド駆動電気自動車２０がマニュアル（Ｍ）モードを備えている場合に、マニュアル（Ｍ）モードでの走行が制御の対象から除外される。マニュアル（Ｍ）モードではエンジンブレーキを効かすために、ワンウェイクラッチ１０を無効化するブレーキを適用する。この駆動力制御ルーチンはワンウェイクラッチ１０の動作を前提としているので、マニュアル（Ｍ）モードでの走行を制御の対象から除外するのである。 These conditions are used to determine whether or not the hybrid electric vehicle 20 is traveling stably in the drive (D) range. In the condition (1), for example, when the hybrid drive electric vehicle 20 is provided with the manual (M) mode, traveling in the manual (M) mode is excluded from the control target. In the manual (M) mode, a brake that disables the one-way clutch 10 is applied to apply the engine brake. Since this driving force control routine is premised on the operation of the one-way clutch 10, traveling in the manual (M) mode is excluded from the control target.
　条件（３）は摩擦締結要素３Ａ，３Ｂのスリップ量が少ないことを意味する。ここでしきい値Ａはゼロに近い値とする。条件（３）の判定は、速度センサ１５と１６の検出速度とギア比に基づき行なうことができる。なお、コースト走行中において、油圧ユニット８から摩擦締結要素３Ａ，３Ｂに供給される油圧は、電動モータ／ジェネレータ１からプロペラシャフト１４へトルクが伝達される通常走行時と比べて低い所定のコースト走行用圧力に保持される。言い換えれば、油圧ユニット８から摩擦締結要素３Ａ，３Ｂに供給される油圧に制限が加えられている。 Condition (3) means that the slip amount of the frictional engagement elements 3A and 3B is small. Here, the threshold A is a value close to zero. The determination of the condition (3) can be made based on the detection speed of the speed sensors 15 and 16 and the gear ratio. During coasting, the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B is a predetermined coasting that is lower than that during normal traveling in which torque is transmitted from the electric motor / generator 1 to the propeller shaft 14. The pressure is maintained. In other words, the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B is limited.
　ステップＳ１の判定が否定的な場合は、コントローラ１２は直ちにルーチンを終了する。ステップＳ１の判定が肯定的な場合は、コントローラ１２はステップＳ２において、アクセルペダルが踏まれているかどうかを判定する。この判定はアクセル開度センサ１３からの入力信号に基づき行なう。 If the determination in step S1 is negative, the controller 12 immediately ends the routine. If the determination in step S1 is affirmative, the controller 12 determines whether or not the accelerator pedal is depressed in step S2. This determination is made based on an input signal from the accelerator opening sensor 13.
　アクセルペダルが踏まれていなければ、コースト走行を継続すべく、コントローラ１２は直ちにルーチンを終了する。アクセルペダルが踏まれている場合には、コントローラ１２はステップＳ３で前述の摩擦締結要素３Ａ，３Ｂのスリップ回転速度がしきい値Ａ以上かどうかを判定する。ステップＳ３が実行されるのはステップＳ１の判定が肯定的な場合に限られる。ステップＳ３の判定はステップＳ１の判定の条件（３）の逆であることから、ステップＳ３が最初に実行される場合の判定は必ず否定的となる。 If the accelerator pedal is not depressed, the controller 12 immediately ends the routine in order to continue coasting. When the accelerator pedal is depressed, the controller 12 determines whether or not the slip rotation speeds of the friction engagement elements 3A and 3B described above are equal to or greater than the threshold value A in step S3. Step S3 is executed only when the determination in step S1 is affirmative. Since the determination in step S3 is the reverse of the determination condition (3) in step S1, the determination when step S3 is executed first is always negative.
　ステップＳ３の判定が否定的、すなわち摩擦締結要素３Ａ，３Ｂのスリップ回転速度がしきい値Ａ未満の場合は、コントローラ１２はステップＳ４で、電動モータ／ジェネレータ１の回転速度制御により、ワンウェイクラッチ１０の入力回転速度を上昇率Ｒ１で上昇させる。そして、再びステップＳ３の判定を行なう。このようにして、ステップＳ３の判定が肯定的に転じるまで、コントローラ１２はワンウェイクラッチ１０に入力する電動モータ／ジェネレータ１の回転速度を上昇率Ｒ１で上昇させる。なお、ステップＳ３の判定が肯定的に転じることは、ワンウェイクラッチ１０が電動モータ／ジェネレータ１の出力軸１Ａからプロペラシャフト１４のトルク伝達を開始したことを意味する。 If the determination in step S3 is negative, that is, if the slip rotation speed of the frictional engagement elements 3A and 3B is less than the threshold value A, the controller 12 controls the one-way clutch 10 by controlling the rotation speed of the electric motor / generator 1 in step S4. The input rotation speed is increased at an increase rate R1. And determination of step S3 is performed again. In this manner, the controller 12 increases the rotation speed of the electric motor / generator 1 input to the one-way clutch 10 at the increase rate R1 until the determination in step S3 is positively changed. Note that the positive determination in step S3 means that the one-way clutch 10 has started transmitting torque from the output shaft 1A of the electric motor / generator 1 to the propeller shaft 14.
　ステップＳ３の判定が肯定的に転じると、コントローラ１２はステップＳ５で電動モータ／ジェネレータ１の回転速度制御により、ワンウェイクラッチ１０の入力回転速度をインギア回転速度プラス増分αへと上昇率Ｒ２のもとでさらに上昇させる。上昇率Ｒ２はＲ１より大きな値に設定される。ここで、インギア回転速度は自動変速機４が摩擦締結要素３Ａ，３Ｂの滑りなしに作動している状態でのワンウェイクラッチ１０の入力回転速度を言う。言い換えれば出力軸１Ａの回転速度－（プロペラシャフト１４の回転速度ｘギア比）の値がゼロの場合の出力軸１Ａの回転速度を意味する。 If the determination in step S3 is positive, the controller 12 controls the rotational speed of the electric motor / generator 1 in step S5 to change the input rotational speed of the one-way clutch 10 to the in-gear rotational speed plus the increment α based on the rate of increase R2. To raise further. The increase rate R2 is set to a value larger than R1. Here, the in-gear rotation speed refers to the input rotation speed of the one-way clutch 10 in a state where the automatic transmission 4 operates without slipping of the frictional engagement elements 3A and 3B. In other words, it means the rotational speed of the output shaft 1A when the value of the rotational speed of the output shaft 1A− (rotational speed of the propeller shaft × gear ratio) is zero.
　ＦＩＧ．３Ａを参照すると、コントローラ１２は増分αを、アクセル開度センサ１３が検出したアクセル開度に基づき、あらかじめＲＯＭに格納された図に示す特性のマップを参照して求める。このマップにおいて、増分αはアクセル開度が大きいほど大きな値を取る。 FIG. Referring to 3A, the controller 12 obtains the increment α by referring to the characteristic map shown in the figure stored in advance in the ROM based on the accelerator opening detected by the accelerator opening sensor 13. In this map, the increment α takes a larger value as the accelerator opening is larger.
　次のステップＳ６で、コントローラ１２は油圧ユニット８から摩擦締結要素３Ａ，３Ｂに供給される油圧に加えられている制限を解除し、油圧ユニット８から摩擦締結要素３Ａ，３Ｂに供給される油圧を上昇させる。 In the next step S6, the controller 12 releases the restriction applied to the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A, 3B, and the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A, 3B. Raise.
　次のステップＳ７で、コントローラ１２は摩擦締結要素３Ａ，３Ｂのスリップ開始から所定時間が経過し、かつクラッチ５が同期状態となってから所定時間が経過したかどうかを判定する。この判定は次の意味を持つ。 In the next step S7, the controller 12 determines whether or not a predetermined time has elapsed from the start of slipping of the frictional engagement elements 3A and 3B and whether or not the predetermined time has elapsed since the clutch 5 is in a synchronized state. This determination has the following meaning.
　すなわち、（プロペラシャフト１４の回転速度ｘギア比）の値が、電動モータ／ジェネレータ１の出力軸１Ａの回転速度を上回っている状態では、摩擦締結要素３Ａ，３Ｂは油圧ユニット８からの供給油圧が制限されていても、ワンウェイクラッチ１０が抵抗なく相対回転するため、スリップしない。摩擦締結要素３Ａ，３Ｂは、電動モータ／ジェネレータ１の出力軸１Ａの回転速度が（プロペラシャフト１４の回転速度ｘギア比）の値を上回り、ワンウェイクラッチ１０がトルク伝達を開始することでスリップし始める。したがって、摩擦締結要素３Ａ，３Ｂのスリップ開始からの経過時間はステップＳ３の判定が肯定的に転じた時点からの経過時間に相当する。 That is, when the value of (rotational speed x gear ratio of propeller shaft 14) exceeds the rotational speed of the output shaft 1A of the electric motor / generator 1, the frictional engagement elements 3A and 3B are supplied hydraulic pressure from the hydraulic unit 8. However, the one-way clutch 10 does not slip because it rotates relatively without resistance. The frictional engagement elements 3A and 3B slip when the rotational speed of the output shaft 1A of the electric motor / generator 1 exceeds the value of (the rotational speed of the propeller shaft 14 × the gear ratio) and the one-way clutch 10 starts torque transmission. start. Therefore, the elapsed time from the start of slipping of the frictional engagement elements 3A and 3B corresponds to the elapsed time from the time when the determination in step S3 turns positive.
　また、クラッチ５が同期状態となってからの経過時間に関しては、ハイブリッド駆動電気自動車２０が電動モータ／ジェネレータ１と内燃エンジン６の双方の動力を用いて走行している場合には問題とならない。一方、停止していた内燃エンジン６を電動モータ／ジェネレータ１のトルクで始動した直後は、電動モータ／ジェネレータ１の出力が安定するまで、摩擦締結要素３Ａ，３Ｂを締結状態とすることは好ましくない。そのため、クラッチ５が同期状態となってから所定時間経過したかどうかをステップＳ７の判定に含めている。所定時間はあらかじめＲＯＭに格納された、ＦＩＧ．３Ｂに示す特性を有するマップから、コントローラ１２がアクセル開度に基づきその都度決定する。このマップによれば、所定時間はアクセル開度が大きいほど長く設定される。なお、内燃エンジン６の始動や電動モータ／ジェネレータ１との同期運転制御は別ルーチンで行なわれるものとする。 Further, the elapsed time after the clutch 5 is in a synchronized state is not a problem when the hybrid drive electric vehicle 20 is running using the power of both the electric motor / generator 1 and the internal combustion engine 6. On the other hand, immediately after the stopped internal combustion engine 6 is started with the torque of the electric motor / generator 1, it is not preferable that the frictional engagement elements 3A and 3B be in the engaged state until the output of the electric motor / generator 1 is stabilized. . Therefore, whether or not a predetermined time has elapsed since the clutch 5 is in a synchronized state is included in the determination in step S7. For a predetermined time, the FIG. From the map having the characteristics shown in 3B, the controller 12 determines each time based on the accelerator opening. According to this map, the predetermined time is set longer as the accelerator opening is larger. It is assumed that the internal combustion engine 6 is started and the synchronous operation control with the electric motor / generator 1 is performed in a separate routine.
　ステップＳ７の判定が否定的であるかぎり、コントローラ１２はステップＳ５とＳ６の処理を繰り返す。 As long as the determination in step S7 is negative, the controller 12 repeats the processes in steps S5 and S6.
　ステップＳ７の判定が肯定的に転じると、コントローラ１２はステップＳ８でインバータ７の制御により、電動モータ／ジェネレータ１の出力回転速度を、摩擦締結要素３Ａ，３Ｂのスリップ回転速度がゼロになるように低下させる。 If the determination in step S7 is positive, the controller 12 controls the inverter 7 in step S8 so that the output rotation speed of the electric motor / generator 1 is set to zero and the slip rotation speed of the frictional engagement elements 3A and 3B becomes zero. Reduce.
　次のステップＳ９でコントローラ１２は、摩擦締結要素３Ａ，３Ｂのスリップ回転速度が所定範囲にあるかどうかを判定する。具体的には、出力軸１Ａの回転速度－（プロペラシャフト１４の回転速度ｘギア比）の値がしきい値Ｂ以下であるかどうかを判定する。ここで用いるしきい値Ｂは、ステップＳ１及びＳ３で用いるしきい値Ａより大きな値に設定される。 In the next step S9, the controller 12 determines whether or not the slip rotation speeds of the frictional engagement elements 3A and 3B are within a predetermined range. Specifically, it is determined whether or not the value of the rotational speed of the output shaft 1A− (the rotational speed of the propeller shaft x the gear ratio) is equal to or less than the threshold value B. The threshold value B used here is set to a value larger than the threshold value A used in steps S1 and S3.
　さて、ステップＳ９の判定が否定的な場合には、ステップＳ８の処理とステップＳ９の判定を繰り返す。ステップＳ９の判定が肯定的に転じると、すなわち摩擦締結要素３Ａ，３Ｂのスリップ回転が所定範囲に収束すると、コントローラ１２はステップＳ１０で電動モータ／ジェネレータ１の制御対象を回転速度からトルクへと切り換える。以後、コントローラ１２は、電動モータ／ジェネレータ１の出力トルクをＨＥＶ走行モードにおける目標トルクへと制御する。 If the determination at step S9 is negative, the process at step S8 and the determination at step S9 are repeated. When the determination in step S9 turns positive, that is, when the slip rotation of the frictional engagement elements 3A and 3B converges to a predetermined range, the controller 12 switches the control target of the electric motor / generator 1 from the rotational speed to the torque in step S10. . Thereafter, the controller 12 controls the output torque of the electric motor / generator 1 to the target torque in the HEV traveling mode.
　そして、ステップＳ１１で、コントローラ１２は摩擦締結要素３Ａ，３Ｂの伝達トルクが目標トルクに達するようにさらに油圧ユニット８から摩擦締結要素３Ａ，３Ｂへの供給油圧を上昇させる。 In step S11, the controller 12 further increases the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B so that the transmission torque of the frictional engagement elements 3A and 3B reaches the target torque.
　ステップＳ１２で、コントローラ１２は摩擦締結要素３Ａ，３Ｂのスリップ回転が実質的にゼロになったかどうかを判定する。具体的には出力軸１Ａの回転速度－（プロペラシャフト１４の回転速度ｘギア比）の値がしきい値Ｃ以下であるかどうかを判定する。ここで用いるしきい値ＣはステップＳ９で用いるしきい値Ｂより小さな値であり、しきい値Ａに近い値とする。 In step S12, the controller 12 determines whether or not the slip rotation of the frictional engagement elements 3A and 3B has become substantially zero. Specifically, it is determined whether or not the value of the rotational speed of output shaft 1A− (the rotational speed of propeller shaft 14 × the gear ratio) is equal to or less than threshold value C. The threshold value C used here is smaller than the threshold value B used in step S9, and is close to the threshold value A.
　ステップＳ１２の判定が否定的な間は、コントローラ１２はステップＳ１０とＳ１１の処理を繰り返し実行する。ステップＳ１２の判定が肯定的に転じると、コントローラ１２はステップＳ１３で油圧ユニット８を介して摩擦締結要素３Ａ，３Ｂを完全締結状態にして、ルーチンを終了する。 While the determination in step S12 is negative, the controller 12 repeatedly executes the processes in steps S10 and S11. If the determination in step S12 is positive, the controller 12 sets the frictional engagement elements 3A and 3B in the fully engaged state via the hydraulic unit 8 in step S13, and ends the routine.
　ＦＩＧＳ．４Ａ－４Ｅを参照して、以上の駆動力制御ルーチンの実行結果を説明する。 Fig. The execution results of the above driving force control routine will be described with reference to 4A-4E.
　ハイブリッド駆動電気自動車２０がコースト走行している場合には、ＦＩＧ．４Ｃに示すように、（プロペラシャフト１４の回転速度ｘギア比）の値が電動モータ／ジェネレータ１の出力軸１Ａの回転速度を上回っている。この状態では、ワンウェイクラッチ１０がプロペラシャフト１４と出力軸１Ａとを自由に相対回転させている。この場合には、摩擦締結要素３Ａ，３Ｂがスリップモードであっても、摩擦締結要素３Ａ，３Ｂの入力回転速度と出力回転速度は等しく、摩擦締結要素３Ａ，３Ｂはスリップしていない。したがって、ステップＳ１の判定は肯定的となる。 When the hybrid drive electric vehicle 20 is coasting, FIG. As shown in 4C, the value of (rotational speed of the propeller shaft x gear ratio) exceeds the rotational speed of the output shaft 1A of the electric motor / generator 1. In this state, the one-way clutch 10 freely rotates the propeller shaft 14 and the output shaft 1A relative to each other. In this case, even if the frictional engagement elements 3A and 3B are in the slip mode, the input rotational speed and the output rotational speed of the frictional engagement elements 3A and 3B are equal, and the frictional engagement elements 3A and 3B are not slipping. Therefore, the determination in step S1 is affirmative.
　この状態で時刻ｔ１にアクセルペダルが踏み込まれると、ステップＳ２の判定が肯定的に転じ、ステップＳ３の判定も肯定的となるため、コントローラ１２はステップＳ４で、ＦＩＧ．４Ｃに示すように、電動モータ／ジェネレータ１の出力軸１Ａの回転速度を上昇率Ｒ１のもとで上昇させる。 In this state, if the accelerator pedal is depressed at time t1, the determination in step S2 turns positive, and the determination in step S3 also becomes positive. Therefore, the controller 12 determines in FIG. As shown in 4C, the rotational speed of the output shaft 1A of the electric motor / generator 1 is increased at an increase rate R1.
　時刻ｔ２になると、出力軸１Ａの回転速度が（プロペラシャフト１４の回転速度ｘギア比）の値に追いつき、ワンウェイクラッチ１０が出力軸１Ａからプロペラシャフト１５へのトルク伝達を開始する。その結果、ステップＳ３の判定が肯定的に転じる。コントローラ１２は以後、電動モータ／ジェネレータ１の出力軸１Ａの回転速度を、インギア回転速度プラス増分αへと上昇率Ｒ２のもとで上昇させる。時刻ｔ２においてワンウェイクラッチ１０がトルク伝達を開始する際のショックはスリップモードにある摩擦締結要素３Ａ，３Ｂのスリップ回転により吸収される。したがって、上昇率Ｒ１の値を大きく設定しても、ワンウェイクラッチ１０がトルク伝達を開始する際のショックがドライバや同乗者に違和感を与えることはない。 At time t2, the rotational speed of the output shaft 1A catches up with the value of (the rotational speed of the propeller shaft 14 × the gear ratio), and the one-way clutch 10 starts torque transmission from the output shaft 1A to the propeller shaft 15. As a result, the determination in step S3 turns positive. Thereafter, the controller 12 increases the rotational speed of the output shaft 1A of the electric motor / generator 1 to the in-gear rotational speed plus the increment α at the rate of increase R2. The shock when the one-way clutch 10 starts torque transmission at time t2 is absorbed by the slip rotation of the frictional engagement elements 3A and 3B in the slip mode. Therefore, even if the value of the rate of increase R1 is set large, the shock when the one-way clutch 10 starts torque transmission does not give the driver or passenger a sense of incongruity.
　時刻ｔ２以降は、出力軸１Ａからプロペラシャフト１４へのトルク伝達が行なわれ、摩擦締結要素３Ａ，３Ｂがスリップ回転する。コントローラ１２は電動モータ／ジェネレータ１の出力軸１Ａの回転速度の上昇に対応してステップＳ６で油圧ユニット８から摩擦締結要素３Ａ，３Ｂへ供給される油圧を上昇させる。その結果、ＦＩＧ．４Ｃに示すように、電動モータ／ジェネレータ１の出力軸１Ａの回転速度と、プロペラシャフト１４の回転速度は、増分αに相当する一定の差を保ちつつ、それぞれなだらかに上昇する。この状態では、自動変速機４へ入力する回転トルクを摩擦締結要素３Ａ，３Ｂがスリップ状態でプロペラシャフト１４へと出力することで駆動輪ＲＲ，ＲＬを駆動する。 After time t2, torque is transmitted from the output shaft 1A to the propeller shaft 14, and the frictional engagement elements 3A and 3B rotate in a slip manner. In response to the increase in the rotational speed of the output shaft 1A of the electric motor / generator 1, the controller 12 increases the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B in step S6. As a result, FIG. As shown in 4C, the rotational speed of the output shaft 1A of the electric motor / generator 1 and the rotational speed of the propeller shaft 14 increase gently while maintaining a certain difference corresponding to the increment α. In this state, the rotational torque input to the automatic transmission 4 is output to the propeller shaft 14 while the frictional engagement elements 3A and 3B are slipping to drive the drive wheels RR and RL.
　時刻ｔ１からの経過時間と、クラッチ５が同期状態となってからの経過時間がともに所定時間に達する時刻ｔ３において、ステップＳ７の判定が肯定的に転じる。コントローラ１２はステップＳ８で、摩擦締結要素３Ａ，３Ｂのスリップ回転を小さくする方向へと、電動モータ／ジェネレータ１の回転速度を低下させる。この処理は、ステップＳ９で摩擦締結要素３Ａ，３Ｂのスリップ回転速度がしきい値Ｂ以下となるまで繰り返し実行される。 At time t3 when both the elapsed time from time t1 and the elapsed time since the clutch 5 is in the synchronized state reach the predetermined time, the determination in step S7 is positively changed. In step S8, the controller 12 decreases the rotation speed of the electric motor / generator 1 in a direction to reduce the slip rotation of the frictional engagement elements 3A and 3B. This process is repeatedly executed until the slip rotation speed of the frictional engagement elements 3A and 3B becomes the threshold value B or less in step S9.
　ステップＳ９の判定が肯定的に転じると、コントローラ１２はステップＳ１０で電動モータ／ジェネレータ１の制御の対象を回転速度からトルクに切り換える。さらにステップＳ１３で油圧ユニット８から摩擦締結要素３Ａ，３Ｂへ供給される油圧を締結状態に向けて上昇させる。 If the determination in step S9 is positive, the controller 12 switches the control target of the electric motor / generator 1 from the rotational speed to the torque in step S10. Further, in step S13, the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B is increased toward the engaged state.
　時刻ｔ４にステップＳ１２で、摩擦締結要素３Ａ，３Ｂのスリップ回転速度かしきい値Ｃ以下になり、スリップ回転は事実上ゼロの状態に収束する。コントローラ１２はステップＳ１３で油圧ユニット８から摩擦締結要素３Ａ，３Ｂへ供給される油圧をさらに上昇させ、時刻ｔ５に摩擦締結要素３Ａ，３Ｂを完全締結状態とする。 At time t4, in step S12, the slip rotation speed of the frictional engagement elements 3A and 3B becomes equal to or lower than the threshold value C, and the slip rotation converges to a substantially zero state. In step S13, the controller 12 further increases the hydraulic pressure supplied from the hydraulic unit 8 to the frictional engagement elements 3A and 3B, and sets the frictional engagement elements 3A and 3B to the fully engaged state at time t5.
　以上のように、ＦＩＧ．２の駆動力制御ルーチンの実行により、アクセルペダルの踏み込み後直ちに大きな上昇率Ｒ１のもとで電動モータ／ジェネレータ１の出力軸１Ａの回転速度を上昇させるので、短時間のうちにワンウェイクラッチ１０にトルク伝達を開始させることができる。この時、摩擦締結要素３Ａ，３Ｂはスリップ動作モードのため、ワンウェイクラッチ１０のトルク伝達開始に伴うショックは摩擦締結要素３Ａ，３Ｂのスリップによって吸収され、ドライバやパッセンジャには伝わらない。その後は、電動モータ／ジェネレータ１の出力回転速度を上昇率Ｒ２のもとでインギア回転速度プラス増分αまで上昇させ、摩擦締結要素３Ａ，３Ｂのスリップ回転のもとで、電動モータ／ジェネレータ１の駆動トルクを駆動輪ＲＲ，ＲＬへと伝達する。 As described above, FIG. By executing the driving force control routine of No. 2, the rotational speed of the output shaft 1A of the electric motor / generator 1 is increased immediately after the accelerator pedal is depressed under a large increase rate R1, so that the one-way clutch 10 can be engaged in a short time. Torque transmission can be started. At this time, since the frictional engagement elements 3A and 3B are in the slip operation mode, the shock accompanying the start of torque transmission of the one-way clutch 10 is absorbed by the slip of the frictional engagement elements 3A and 3B and is not transmitted to the driver or the passenger. Thereafter, the output rotational speed of the electric motor / generator 1 is increased to the in-gear rotational speed plus the increment α at the rate of increase R2, and the electric motor / generator 1 is rotated under the slip rotation of the frictional engagement elements 3A, 3B. Drive torque is transmitted to drive wheels RR and RL.
　その後は、コントローラ１２は電動モータ／ジェネレータ１の出力軸１Ａの回転速度を低下させることで、摩擦締結要素３Ａ，３Ｂのスリップ回転をゼロに向けて収束させ、収束後に、摩擦締結要素３Ａ，３Ｂを完全締結状態とする。 Thereafter, the controller 12 reduces the rotational speed of the output shaft 1A of the electric motor / generator 1 to converge the slip rotation of the friction engagement elements 3A and 3B toward zero, and after the convergence, the friction engagement elements 3A and 3B Is in a completely fastened state.
　ＦＩＧＳ．５Ａと５Ｂを参照して、この駆動力制御ルーチンの実行がもたらす作用を共線図を用いて説明する。破線はワンウェイクラッチ１０がトルク伝達状態で、かつ自動変速機４内部に滑りがないインギア状態での変速特性を示す。ＩＮＰＵＴの軸と破線との交点が電動モータ／ジェネレータ１の出力軸１Ａの回転速度を、ＯＵＴＰＵＴの軸と破線との交点がインギア状態における自動変速機４の出力回転速度、ないしはプロペラシャフト１４の回転速度に相当する。各縦軸と原点、即ち図の左端の縦軸との距離の比が変速比を表す。ここでは、自動変速機４のローブレーキ（Ｌ／Ｂ）が摩擦締結要素３Ａ，３Ｂを構成する。 Fig. With reference to FIGS. 5A and 5B, the operation brought about by the execution of the driving force control routine will be described using a nomograph. The broken line indicates the speed change characteristic when the one-way clutch 10 is in a torque transmission state and in an in-gear state in which there is no slip inside the automatic transmission 4. The intersection of the INPUT axis and the broken line is the rotation speed of the output shaft 1A of the electric motor / generator 1, and the intersection of the OUTPUT axis and the broken line is the output rotation speed of the automatic transmission 4 or the rotation of the propeller shaft 14 in the in-gear state. Corresponds to speed. The ratio of the distance between each vertical axis and the origin, that is, the vertical axis at the left end of the figure represents the gear ratio. Here, the low brake (L / B) of the automatic transmission 4 constitutes the friction engagement elements 3A and 3B.
　コースト走行においては、ＦＩＧ．５Ａに示すように、コントローラ１２が入力回転速度を電動モータ／ジェネレータ１の制御により出力軸１Ａの回転速度を低下させる。このとき、ワンウェイクラッチ１０がトルク伝達状態であれは、自動変速機４のローブレーキ（Ｌ／Ｂ）位置では図の点線に示す回転速度となるはずである、しかし、ワンウェイクラッチ１０はトルクを伝達していないため、出力軸１Ａの回転速度が低下するのみで、ローブレーキ（Ｌ／Ｂ）位置の回転速度は変化しない。 In coast driving, the FIG. As shown in 5A, the controller 12 reduces the rotational speed of the output shaft 1A by controlling the electric motor / generator 1 with the input rotational speed. At this time, if the one-way clutch 10 is in the torque transmission state, the rotational speed shown in the dotted line in the drawing should be the low brake (L / B) position of the automatic transmission 4, but the one-way clutch 10 transmits the torque. Therefore, only the rotational speed of the output shaft 1A is lowered, and the rotational speed at the low brake (L / B) position is not changed.
　コースト走行からアクセルペダルが踏み込まれると、ＦＩＧ．４Ｂに示すように、電動モータ／ジェネレータ１の制御により出力軸１Ａの回転速度が上昇する。これに伴いワンウェイクラッチ１０がトルク伝達を開始する。自動変速機４がインギア状態であれば、図のＯＵＴＰＵＴ位置に相当するプロペラシャフト１４の回転速度も急変し、これに伴いショックが発生する。しかしながら、この実施形態においては、摩擦締結要素３Ａ，３Ｂを構成するローブレーキ（Ｌ／Ｂ）のスリップにより図のＯＵＴＰＵＴ位置に相当するプロペラシャフト１４の回転速度を変化させない。結果として、ドライバやパッセンジャーはショックを感じない。なお、ローブレーキ（Ｌ／Ｂ）を徐々に締結することで、図のＯＵＴＰＵＴ位置に相当するプロペラシャフト１４の回転速度が上昇する。 When the accelerator pedal is depressed from coasting, the FIG. As shown in 4B, the rotational speed of the output shaft 1A is increased by the control of the electric motor / generator 1. Along with this, the one-way clutch 10 starts torque transmission. If the automatic transmission 4 is in the in-gear state, the rotational speed of the propeller shaft 14 corresponding to the OUTPUT position in the figure also changes suddenly, and a shock is generated accordingly. However, in this embodiment, the rotational speed of the propeller shaft 14 corresponding to the OUTPUT position in the figure is not changed by the slip of the low brake (L / B) constituting the friction engagement elements 3A and 3B. As a result, drivers and passengers do not feel shocked. Note that by gradually engaging the low brake (L / B), the rotational speed of the propeller shaft 14 corresponding to the OUTPUT position in the figure increases.
　以上のように、この駆動力制御ルーチンの実行により、コースト走行からのアクセルペダルの踏み込みに対して、ワンウェイクラッチ１０のトルク伝達開始に伴うショックを吸収しつつ、高い加速レスポンスを得ることができる。 As described above, by executing this driving force control routine, it is possible to obtain a high acceleration response while absorbing the shock accompanying the start of torque transmission of the one-way clutch 10 when the accelerator pedal is depressed from coasting.
　また、この駆動力制御ルーチンによれば、ワンウェイクラッチ１０がトルク伝達状態となった後、電動モータ／ジェネレータ１の回転数制御により所定時間に渡って摩擦締結要素３Ａ，３Ｂがスリップモードに保持される。そのため、自動変速機４の入力回転速度の吹き上がりが抑制され、摩擦締結要素３Ａ，３Ｂの安定したスリップ状態を維持することができる。さらに、所定時間をアクセル開度に応じて設定するので、アクセル開度が大きい場合は、摩擦締結要素３Ａ，３Ｂのスリップ動作モードを長めに維持してトルク変動によるショックの抑制を図り、アクセル開度が小さい場合は、スリップモードの期間を短くして摩擦締結要素３Ａ，３Ｂの発熱量を抑制することができる。 Further, according to this driving force control routine, after the one-way clutch 10 enters the torque transmission state, the frictional engagement elements 3A and 3B are held in the slip mode for a predetermined time by controlling the rotational speed of the electric motor / generator 1. The Therefore, the increase in the input rotational speed of the automatic transmission 4 is suppressed, and the stable slip state of the frictional engagement elements 3A and 3B can be maintained. Furthermore, since the predetermined time is set according to the accelerator opening, when the accelerator opening is large, the slip operation mode of the frictional engagement elements 3A and 3B is maintained longer to suppress the shock due to torque fluctuation and the accelerator opening. When the degree is small, the heat generation amount of the frictional engagement elements 3A and 3B can be suppressed by shortening the slip mode period.
　さらに、この駆動力制御ルーチンにおいては、電動モータ／ジェネレータ１の回転速度を低下させて、摩擦締結要素３Ａ，３Ｂのスリップ回転を収束させた後に、摩擦締結要素３Ａ，３Ｂを締結している。そのため、出力軸１Ａのイナーシャ変化によるショックを防止できる。また、摩擦締結要素３Ａ，３Ｂの締結前に電動モータ／ジェネレータ１の回転速度制御からトルク制御への切り換えを行なうので、切り換えに伴うトルク段差が摩擦締結要素３Ａ，３Ｂのスリップ回転により吸収され、トルク段差によるショックを防止できる。 Furthermore, in this driving force control routine, the rotational speed of the electric motor / generator 1 is decreased to converge the slip rotation of the frictional engagement elements 3A and 3B, and then the frictional engagement elements 3A and 3B are engaged. Therefore, it is possible to prevent a shock due to the inertia change of the output shaft 1A. In addition, since the switching from the rotational speed control to the torque control of the electric motor / generator 1 is performed before the frictional engagement elements 3A and 3B are engaged, the torque step accompanying the change is absorbed by the slip rotation of the frictional engagement elements 3A and 3B. Shocks due to torque steps can be prevented.
　この駆動力制御ルーチンでは、ワンウェイクラッチ１０のトルク伝達開始前の電動モータ／ジェネレータ１の回転速度の上昇率Ｒ１をワンウェイクラッチ１０のトルク伝達状態における上昇率Ｒ２より大きな値に設定している。そのため、アクセルペダルの踏み込みに対してワンウェイクラッチ１０のトルク伝達開始を早めることができる。その結果、入力トルクが増大する前にワンウェイクラッチ１０がトルク伝達を開始するので、係合ショックを低減する上で好ましい効果が得られる。早期にワンウェイクラッチ１０にトルク伝達を開始させることは、加速レスポンスの向上にも好ましい効果をもたらす。 In this driving force control routine, the rate of increase R1 of the electric motor / generator 1 before starting the torque transmission of the one-way clutch 10 is set to a value larger than the rate of increase R2 in the torque transmission state of the one-way clutch 10. Therefore, the torque transmission start of the one-way clutch 10 can be accelerated with respect to the depression of the accelerator pedal. As a result, since the one-way clutch 10 starts torque transmission before the input torque increases, a favorable effect can be obtained in reducing the engagement shock. Starting torque transmission to the one-way clutch 10 at an early stage has a favorable effect for improving acceleration response.
　さらに、この駆動力制御ルーチンでは、スリップモードにおける摩擦締結要素３Ａ，３Ｂのスリップ回転速度を、アクセル開度に応じて設定している。具体的には、アクセル開度の大きい場合は、スリップ回転速度を大きく設定し、アクセル開度が小さい場合にはスリップ回転速度を小さく設定している。その結果、アクセル開度の大きい場合はトルク変動の吸収容量を増やしてショックの抑制機能を高める一方、アクセル開度の小さい場合は摩擦締結要素３Ａ，３Ｂの発熱量を抑えることができる。 Furthermore, in this driving force control routine, the slip rotation speeds of the frictional engagement elements 3A and 3B in the slip mode are set according to the accelerator opening. Specifically, when the accelerator opening is large, the slip rotation speed is set large, and when the accelerator opening is small, the slip rotation speed is set small. As a result, when the accelerator opening is large, the torque fluctuation absorption capacity is increased to enhance the shock suppression function, while when the accelerator opening is small, the heat generation amount of the frictional engagement elements 3A and 3B can be suppressed.
　以上の説明に関して２０１２年３月１３日を出願日とする日本国における特願２０１２－５６１４９号、の内容をここに引用により合体する。 Regarding the above description, the contents of Japanese Patent Application No. 2012-56149 in Japan, whose application date is March 13, 2012, are incorporated herein by reference.
　以上、この発明を特定の実施形態を通じて説明してきたが、この発明は上記の実施形態に限定されるものではない。当業者にとっては、クレームの技術範囲で上記の実施形態にさまざまな修正あるいは変更を加えることが可能である。 As mentioned above, although this invention has been described through specific embodiments, this invention is not limited to the above embodiments. Those skilled in the art can make various modifications or changes to the above-described embodiments within the technical scope of the claims.
　例えば、上記の実施形態はハイブリッド駆動電気自動車を対象としているが、この発明は内燃エンジンを有さず、電動モータのみの動力で走行する電動車両にも適用可能である。 For example, although the above-described embodiment is directed to a hybrid drive electric vehicle, the present invention can be applied to an electric vehicle that does not have an internal combustion engine and travels using only an electric motor.
　上記の実施形態では、摩擦締結要素３Ａ，３Ｂを自動変速機４に内蔵しているが、自動変速機４内の摩擦締結要素とは別に、電動モータ／ジェネレータ１と自動変速機４の間、または自動変速機４とプロペラシャフト１４の間に、独立した摩擦締結要素を介装しても良い。 In the above embodiment, the frictional engagement elements 3A and 3B are built in the automatic transmission 4, but separately from the frictional engagement element in the automatic transmission 4, between the electric motor / generator 1 and the automatic transmission 4, Alternatively, an independent friction engagement element may be interposed between the automatic transmission 4 and the propeller shaft 14.
　ワンウェイクラッチ１０を、自動変速機４に内装せずに、電動モータ／ジェネレータ１と自動変速機４の間、または自動変速機４とプロペラシャフト１４の間に介装しても良い。 The one-way clutch 10 may be interposed between the electric motor / generator 1 and the automatic transmission 4 or between the automatic transmission 4 and the propeller shaft 14 without being installed in the automatic transmission 4.
　以上のように、この発明による電動車両の駆動力制御装置及び制御方法はコースト走行からの加速におけるショックを加速性能を損なわずに低減する。したがって、この発明により走行用動力源に電動モータを有する電気自動車やハイブリッド駆動電動車両の乗り心地の改善に好ましい効果が得られる。 As described above, the driving force control apparatus and control method for an electric vehicle according to the present invention reduces the shock in acceleration from coasting without impairing the acceleration performance. Therefore, the present invention provides a favorable effect for improving riding comfort of an electric vehicle or a hybrid drive electric vehicle having an electric motor as a driving power source.
　この発明の実施例が包含する排他的性質あるいは特長は以下のようにクレームされる。 The exclusive properties or features included in the embodiments of the present invention are claimed as follows.

Claims (8)

  1. 　電動モータと、ドライバの加速要求を検出するアクセルペダルと、電動モータの駆動量により回転する駆動輪と、電動モータと駆動輪の間の駆動力伝達経路に介装され、電動モータから駆動輪へのトルクを伝達する一方、駆動輪から電動モータへのトルク伝達を遮断するワンウェイクラッチと、駆動力伝達経路に介装され、締結状態でトルクを互いに伝達する一方、互いのスリップが可能なスリップ動作モードを有する摩擦締結要素とを備えた電動車両、のための駆動力制御装置において：
    　次のようにプログラムされたプログラマブルコントローラ：
    　ワンウェイクラッチが駆動輪から電動モータへのトルク伝達を遮断している状態でアクセルペダルが踏み込まれた場合に、電動モータの運転が加速するように電動モータを制御し；
    　ワンウェイクラッチが電動モータから駆動輪へのトルク伝達を開始するまで摩擦締結要素がスリップ動作モードを保つように摩擦締結要素を制御する、
    　を備えた電動車両の駆動力制御装置。     An electric motor, an accelerator pedal that detects a driver's acceleration request, a driving wheel that rotates according to the driving amount of the electric motor, and a driving force transmission path between the electric motor and the driving wheel are interposed between the electric motor and the driving wheel. A one-way clutch that cuts off torque transmission from the drive wheels to the electric motor and a drive force transmission path that transmits torque to each other while transmitting torque to each other in the engaged state, while allowing slippage between each other In a driving force control device for an electric vehicle with a frictional engagement element having a mode:
    Programmable controller programmed as follows:
    Controlling the electric motor so that the operation of the electric motor is accelerated when the accelerator pedal is depressed with the one-way clutch blocking torque transmission from the drive wheel to the electric motor;
    Controlling the frictional engagement element so that the frictional engagement element remains in the slip operation mode until the one-way clutch begins to transmit torque from the electric motor to the drive wheel,
    A driving force control device for an electric vehicle comprising:
  2. 　コントローラは、ワンウェイクラッチがトルク伝達状態にあるかどうかを判定し、ワンウェイクラッチがトルク伝達状態にある判定した後に、締結状態となるように摩擦締結要素を制御するよう、さらにプログラムされる請求項１に記載の電動車両の駆動力制御装置。 The controller is further programmed to determine whether the one-way clutch is in a torque transmission state and to control the frictional engagement element to be in an engaged state after determining that the one-way clutch is in a torque transmission state. A driving force control device for an electric vehicle according to claim 1.
  3. 　コントローラは、ワンウェイクラッチがトルク伝達状態にあると判定した後、所定期間に渡ってスリップ動作プモードを保持するように摩擦締結要素を制御するようさらにプログラムされる、請求項２に記載の電動車両の駆動力制御装置。 The electric vehicle according to claim 2, wherein the controller is further programmed to control the frictional engagement element to maintain the slip operation mode for a predetermined period of time after determining that the one-way clutch is in a torque transmission state. Driving force control device.
  4. 　前記所定期間は、アクセルペダルの踏み込み量に応じて設定される、請求項３に記載の電動車両の駆動力制御装置。 The driving force control device for an electric vehicle according to claim 3, wherein the predetermined period is set according to an amount of depression of an accelerator pedal.
  5. 　コントローラは、ワンウェイクラッチがトルク伝達状態にあると判定した後、電動モータの回転速度を低下させて、摩擦締結要素のスリップ回転を所定スリップ回転速度へと収束させた後に、摩擦締結要素を締結状態とするようさらにプログラムされる、請求項２から４のいずれかに記載の電動車両の駆動力制御装置。 After determining that the one-way clutch is in a torque transmission state, the controller reduces the rotational speed of the electric motor to converge the slip rotation of the friction engagement element to a predetermined slip rotation speed, and then engages the friction engagement element. The driving force control device for an electric vehicle according to any one of claims 2 to 4, further programmed to be
  6. 　コントローラは、ワンウェイクラッチのトルク遮断状態における電動モータの加速度が、ワンウェイクラッチのトルク伝達状態における電動モータの加速度より大きな値となるように、電動モータを制御するようさらにプログラムされる、請求項１から５のいずれかに記載の電動車両の駆動力制御装置。 The controller is further programmed to control the electric motor such that the acceleration of the electric motor in the torque cutoff state of the one-way clutch is greater than the acceleration of the electric motor in the torque transmission state of the one-way clutch. The driving force control apparatus for an electric vehicle according to any one of claims 5 to 6.
  7. 　コントローラは、スリップ動作モードにおける摩擦締結要素のスリップ回転速度を、アクセルペダルの踏み込み量に応じて設定するさらにプログラムされる、請求項１から６のいずれかに記載の電動車両の駆動力制御装置。 7. The driving force control apparatus for an electric vehicle according to claim 1, wherein the controller is further programmed to set a slip rotation speed of the frictional engagement element in the slip operation mode in accordance with an accelerator pedal depression amount.
  8. 　電動モータと、ドライバの加速要求を検出するアクセルペダルと、電動モータの駆動量により回転する駆動輪と、電動モータと駆動輪の間の駆動力伝達経路に介装され、電動モータから駆動輪へのトルクを伝達する一方、駆動輪から電動モータへのトルク伝達を遮断するワンウェイクラッチと、駆動力伝達経路に介装され、締結状態でトルクを互いに伝達する一方、互いのスリップが可能なスリップ動作モードを有する摩擦締結要素とを備えた電動車両、のための駆動力制御方法において、
    　ワンウェイクラッチが駆動輪から電動モータへのトルク伝達を遮断している状態でアクセルペダルが踏み込まれた場合に、電動モータの運転が加速するように電動モータを制御し；
    　ワンウェイクラッチが電動モータから駆動輪へのトルク伝達を開始するまで摩擦締結要素がスリップ動作モードを保つように摩擦締結要素を制御する、
    　電動車両の駆動力制御方法。     An electric motor, an accelerator pedal that detects a driver's acceleration request, a driving wheel that rotates according to the driving amount of the electric motor, and a driving force transmission path between the electric motor and the driving wheel are interposed between the electric motor and the driving wheel. A one-way clutch that cuts off torque transmission from the drive wheels to the electric motor and a drive force transmission path that transmits torque to each other while transmitting torque to each other in the engaged state, while allowing slippage between each other In a driving force control method for an electric vehicle comprising a frictional engagement element having a mode,
    Controlling the electric motor so that the operation of the electric motor is accelerated when the accelerator pedal is depressed with the one-way clutch blocking torque transmission from the drive wheel to the electric motor;
    Controlling the frictional engagement element so that the frictional engagement element remains in the slip operation mode until the one-way clutch begins to transmit torque from the electric motor to the drive wheel,
    A driving force control method for an electric vehicle.
PCT/JP2013/055911 2012-03-13 2013-03-05 Electric vehicle driving force control device and control method WO2013137051A1 (en)

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JP2007210609A (en) * 2007-03-19 2007-08-23 Toyota Motor Corp Controller and control method for vehicle
JP2008081099A (en) * 2006-08-29 2008-04-10 Nissan Motor Co Ltd Controller for hybrid car
JP2008290492A (en) * 2007-05-22 2008-12-04 Nissan Motor Co Ltd Coast traveling control device for hybrid vehicle
JP2009214640A (en) * 2008-03-10 2009-09-24 Nissan Motor Co Ltd Control device for hybrid car
WO2010134402A1 (en) * 2009-05-22 2010-11-25 日産自動車株式会社 Device and method for controlling electric vehicle

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JP2008081099A (en) * 2006-08-29 2008-04-10 Nissan Motor Co Ltd Controller for hybrid car
JP2007210609A (en) * 2007-03-19 2007-08-23 Toyota Motor Corp Controller and control method for vehicle
JP2008290492A (en) * 2007-05-22 2008-12-04 Nissan Motor Co Ltd Coast traveling control device for hybrid vehicle
JP2009214640A (en) * 2008-03-10 2009-09-24 Nissan Motor Co Ltd Control device for hybrid car
WO2010134402A1 (en) * 2009-05-22 2010-11-25 日産自動車株式会社 Device and method for controlling electric vehicle

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