WO2025263181A1 - Dispositif de commande de véhicule, procédé de commande de véhicule et programme - Google Patents

Dispositif de commande de véhicule, procédé de commande de véhicule et programme

Info

Publication number
WO2025263181A1
WO2025263181A1 PCT/JP2025/017801 JP2025017801W WO2025263181A1 WO 2025263181 A1 WO2025263181 A1 WO 2025263181A1 JP 2025017801 W JP2025017801 W JP 2025017801W WO 2025263181 A1 WO2025263181 A1 WO 2025263181A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
torque
engagement
tmot
gradually
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2025/017801
Other languages
English (en)
Japanese (ja)
Inventor
義男 安井
秀和 八木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JATCO Ltd
Original Assignee
JATCO Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by JATCO Ltd filed Critical JATCO Ltd
Publication of WO2025263181A1 publication Critical patent/WO2025263181A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings

Definitions

  • the present invention relates to a vehicle control device, a vehicle control method, and a program.
  • Patent Document 1 discloses technology that increases motor torque during gear changes to suppress fluctuations in output torque.
  • Motors have an upper limit on output depending on their rotational speed, and depending on the motor's rotational state, even if you try to suppress fluctuations in output torque (wheel acceleration/deceleration) by increasing the motor torque, there may not be enough margin (torque increase) to completely suppress the fluctuations or to suppress them to an acceptable level.
  • the present invention was made in consideration of these issues, and aims to provide a configuration that can reduce fluctuations in output torque during gear changes and mitigate the fluctuations in acceleration and deceleration felt by the driver.
  • One aspect of the present invention provides a vehicle control device having a motor and an automatic transmission connected downstream of the motor, the vehicle control device having a control unit that gradually reduces the torque of the motor and then gradually increases the engagement capacity of the engagement-side engagement element of the automatic transmission and the torque of the motor.
  • FIG. 1 is a schematic diagram showing the main parts of a vehicle.
  • FIG. 2 is a diagram illustrating fluctuations in acceleration and deceleration that occur in a vehicle when shifting gears.
  • FIG. 3 is an explanatory diagram of the torque cooperative control.
  • FIG. 4 is a diagram illustrating an example of the map.
  • FIG. 5 is a flowchart showing an example of control performed by the controller.
  • FIG. 6 is an explanatory diagram of the gradual reduction control of the motor torque.
  • FIG. 7 is a diagram showing an example of a timing chart corresponding to FIG.
  • FIG. 8 is a diagram showing an example of a timing chart of a comparative example.
  • FIG. 1 is a schematic diagram showing the main parts of a vehicle 1.
  • the motor 10 and automatic transmission 20 are shown in a skeleton diagram in which the lower half of the figure below the center of rotation is omitted.
  • Vehicle 1 includes a motor 10, an automatic transmission 20, an inverter 30, and a controller 50.
  • Motor 10 constitutes the drive source of vehicle 1, and power from motor 10 is transmitted to the drive wheels via automatic transmission 20.
  • Power from motor 10 can be transmitted from automatic transmission 20 to the drive wheels via a reducer that reduces and outputs the input rotation from automatic transmission 20, and a differential mechanism that distributes power from the reducer to the left and right drive wheels of vehicle 1.
  • Motor 10 is a rotating electric machine and is a three-phase AC motor. Motor 10 is driven by power supplied from inverter 30, which converts DC power from a battery into AC power. Motor 10 has a rotor 11, a stator 12 that houses rotor 11, and a motor shaft 13 that rotates integrally with rotor 11. Stator 12 is fixed to the inner periphery of the housing, and motor shaft 13 is connected to rotating shaft 21 of automatic transmission 20. Motor shaft 13 may also serve as rotating shaft 21 of automatic transmission 20.
  • Automatic transmission 20 is a stepped automatic transmission and has, in addition to rotating shaft 21, planetary gear mechanism PGM, brake B as an engagement element, clutch CL as an engagement element, and housing 22 that houses planetary gear mechanism PGM, brake B, and clutch CL.
  • Planetary gear mechanism PGM is provided within housing 22 via brake B.
  • Housing 22 may be configured as a common housing with motor 10, or may be a separate housing from motor 10. Rotation from motor 10 is input to planetary gear mechanism PGM via rotating shaft 21.
  • the planetary gear mechanism PGM comprises a sun gear S, a carrier C, a ring gear R, and a pinion gear P.
  • the sun gear S rotates integrally with the rotating shaft 21, and the carrier C rotatably supports the pinion gear P, which meshes with both the sun gear S and the ring gear R.
  • the ring gear R meshes with the pinion gear P via its internal teeth.
  • Brake B is capable of connecting and disconnecting the ring gear R and the housing 22, and clutch CL is capable of connecting and disconnecting the carrier C and the rotating shaft 21 (sun gear S).
  • Brake B and clutch CL are electromagnetic clutches whose engagement capacity can be controlled according to a control current.
  • Brake B and clutch CL may also be frictional engagement elements (e.g., hydraulic clutches).
  • the second gear ratio (the value obtained by dividing the input rotational speed by the output rotational speed) is set to 1.
  • the second gear ratio is set smaller than the first gear ratio.
  • Vehicle 1 further includes a controller 50.
  • Controller 50 is a vehicle control device that performs control by having a CPU execute a program stored in ROM or RAM.
  • the program may be stored on a non-transitory storage medium such as a CD-ROM.
  • Controller 50 is composed of one or more computers (microcomputers) equipped with a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and an input/output interface (I/O interface). Controller 50 may also be composed of multiple controllers.
  • the controller 50 receives signals necessary for controlling the vehicle 1, such as signals from an accelerator opening sensor 61 for detecting the accelerator opening APO and a vehicle speed sensor 62 for detecting the vehicle speed VSP, and is programmed to control the vehicle 1 based on the input signals.
  • the controller 50 controls the inverter 30 based on the input signal, thereby controlling the motor 10.
  • the motor 10 is controlled by applying three-phase AC generated by the inverter 30 based on commands from the controller 50.
  • the controller 50 controls the brake B and clutch CL based on input signals.
  • the engagement capacities of the brake B and clutch CL are controlled based on commands (control currents) from the controller 50.
  • FIG 2 is an explanatory diagram of the acceleration/deceleration fluctuations that occur in vehicle 1 when changing gears.
  • Figure 2 shows the changes in various parameters when upshifting from first to second gear.
  • clutch CL is the engagement-side engagement element
  • brake B is the release-side engagement element.
  • motor torque Tmot is constant.
  • a gear change begins and the engagement capacity of clutch CL begins to increase (gradually increase).
  • torque is transferred from brake B to clutch CL.
  • the engagement capacity of brake B, which was engaged in first gear is gradually reduced, and the engagement capacity of clutch CL, which was disengaged in first gear, is gradually increased.
  • automatic transmission 20 performs an upshift without passing through a neutral state.
  • the sum of the engagement capacities of brake B and clutch CL is maintained at motor torque Tmot.
  • the period between times T1 and T2 is the torque phase, during which the motor rotation speed Nmot remains roughly constant while the output torque Td changes.
  • the output torque Td gradually decreases (fluctuations) depending on the interstage ratio before and after the gear shift (interstage ratio between 1st and 2nd gear).
  • brake B is released, and the system transitions from the torque phase to the inertia phase.
  • the motor rotation speed Nmot (the input rotation speed of automatic transmission 20) changes toward the output rotation speed Nout of automatic transmission 20 due to changes in the inertia of the power transmission system connecting motor 10 and the drive wheels.
  • the output torque Td fluctuates in the increasing direction due to changes in the inertial force of the power transmission system, causing fluctuations in acceleration and deceleration. Fluctuations in output torque Td occur from timing T2 to timing T3, and between timings T2 and T3, the engagement capacity of the clutch CL increases or decreases in accordance with the fluctuations in output torque Td.
  • the inertia phase ends at timing T3, and the motor rotational speed Nmot becomes the output side rotational speed Nout at timing T3.
  • FIG 3 is an explanatory diagram of torque cooperative control.
  • motor torque Tmot is controlled to suppress fluctuations in output torque Td, and in this example, torque cooperative control gradually increases motor torque Tmot in the torque phase between times T1 and T2.
  • Motor torque Tmot is gradually increased according to the interstage ratio before and after the gear shift, and at time T2, when the phase transitions to the inertia phase, it is gradually increased so that it is greater than at time T1 by an amount according to the interstage ratio before and after the gear shift.
  • motor torque Tmot is reduced by torque cooperative control.
  • Motor torque Tmot is reduced by an amount that completely suppresses fluctuations in output torque Td during the inertia phase (see timings T2 and T3 in Figure 2), depending on the magnitude of those fluctuations.
  • the motor torque Tmot is quickly reduced from time T2 by an amount sufficient to completely suppress the above fluctuations, and then maintained at the reduced magnitude. Furthermore, the motor torque Tmot is quickly increased just before time T3, when the inertia phase ends, and returns to the original motor torque Tmot (motor torque Tmot at time T2) at time T3.
  • the motor 10 has sufficient reserve capacity (margin for the increase in motor torque Tmot) to completely suppress fluctuations in the output torque Td, so cooperative torque control makes it possible to completely suppress the output torque Td.
  • the motor 10 has an upper output limit that depends on the motor rotation speed Nmot, and depending on the rotation state of the motor 10, even if you try to suppress fluctuations in the output torque Td by increasing the motor torque Tmot, there may not be enough capacity to completely suppress the fluctuations or to suppress them to an acceptable level.
  • margin for increase in motor torque Tmot will be simply referred to as the margin for torque increase.
  • Figure 4 shows an example of a map.
  • Driving force F on the vertical axis represents the driving force of the vehicle 1 (driving force at the drive wheels).
  • Figure 4 shows the maximum driving force characteristics (lines representing the characteristics) FL for each accelerator opening APO according to the vehicle speed VSP, with examples including a maximum driving force characteristic FL1 when the accelerator opening APO is 8/8 (i.e., fully open), a maximum driving force characteristic FL2 when the accelerator opening APO is 7/8, and a maximum driving force characteristic FL3 when the accelerator opening APO is 6/8.
  • the first maximum vehicle speed VSP1 represents the maximum value of the vehicle speed VSP in first gear
  • the second maximum vehicle speed VSP2 represents the maximum value of the vehicle speed VSP in second gear.
  • the maximum driving force for each accelerator opening APO increases as the accelerator opening APO increases, assuming the vehicle speed VSP is the same. Furthermore, due to the characteristics of the motor 10, the maximum driving force for each accelerator opening APO remains roughly constant when the vehicle speed VSP is less than a predetermined vehicle speed VSP3, but decreases as the vehicle speed VSP increases when the vehicle speed VSP is equal to or greater than the predetermined vehicle speed VSP3.
  • the predetermined vehicle speed VSP3 is a vehicle speed VSP that is determined according to the characteristics of the motor 10, and is lower than the first maximum vehicle speed VSP1.
  • the first maximum vehicle speed VSP1 and the second maximum vehicle speed VSP2 are determined according to the gear ratio of the automatic transmission 20. For example, if the motor rotation speed Nmot becomes the maximum motor rotation speed when traveling in first gear, the vehicle speed VSP becomes the first maximum vehicle speed VSP1 according to the gear ratio of first gear. In this case, to obtain a vehicle speed VSP higher than the first maximum vehicle speed VSP1, it is necessary to shift the automatic transmission 20 from first gear to second gear.
  • shift lines SL for indicating gear changes are preset in the map according to the vehicle speed VSP and driving force F.
  • the shift lines SL are upshift lines for indicating upshifts, and are preset in the area below the first maximum vehicle speed VSP1.
  • the upshift lines are set so that they intersect with the maximum driving force characteristics FL (e.g., maximum driving force characteristics FL1 to FL3) when the accelerator opening APO is high, near the first maximum vehicle speed VSP1.
  • the maximum driving force characteristic FL1 when the vehicle speed VSP is the first maximum vehicle speed VSP1, the maximum driving force becomes driving force F1 (operating point W1), and in order to accelerate from operating point W1, an upshift must be performed.
  • the margin for torque increase increases as the accelerator opening APO decreases. Therefore, the larger the area on the map expands in the direction from operating point W1 toward a decrease in accelerator opening APO, the larger the margin for torque increase becomes, and by expanding this area, a margin for torque increase sufficient to completely suppress fluctuations in output torque Td can be obtained.
  • Regions R1 and R2 are regions (Region R1) where motor 10 does not have sufficient reserve power (torque increase margin) to completely suppress fluctuations in output torque Td during upshifts, and regions (Region R2) where it does.
  • Figure 4 shows regions R1 and R2 obtained by expanding the region with upper limits of vehicle speed VSP and driving force F corresponding to operating point W1 from operating point W1 in the direction of decreasing accelerator opening APO along maximum driving force characteristic FL.
  • FIG. 5 is a flowchart showing an example of control performed by the controller 50.
  • the controller 50 functions as a control unit that executes the process (i.e., it has a control unit that executes the process).
  • step S1 it is determined whether the accelerator opening APO is equal to or greater than a predetermined opening ⁇ and whether the operating point W is within region R1.
  • the predetermined opening ⁇ is a preset value used to determine whether the accelerator opening APO is high, i.e., whether there is no margin for torque increase (see regions R1 and R2 in Figure 4).
  • the driving force F that determines the operating point W can be calculated based on the motor torque Tmot, etc., and the vehicle speed VSP that determines the operating point W can be detected based on a signal from the vehicle speed sensor 62.
  • step S1 If the determination in step S1 is negative, it is determined that there is room for torque increase, and processing proceeds to step S2.
  • step S2 it is determined whether an upshift will be performed. Whether an upshift will be performed can be determined based on a map.
  • step S2 determines whether the determination in step S2 is negative, processing ends for the time being. If the determination in step S2 is positive, processing proceeds to step S3 and then step S4. The processing in steps S3 and S4 is performed during an upshift, with step S3 being performed in the torque phase and step S4 being performed in the inertia phase.
  • step S3 the clutch CL is engaged and the motor torque Tmot is increased (see timings T1 and T2 in Figure 3). This suppresses fluctuations in the output torque Td during the torque phase (see timings T1 and T2 in Figure 2).
  • step S3 the engagement capacity of the clutch CL and the motor torque Tmot are gradually increased. Also, in step S3, torque is switched over, gradually increasing the engagement capacity of the clutch CL and gradually decreasing the engagement capacity of the brake B.
  • step S4 the motor torque Tmot is decreased, and then increased again (see timings T2 and T3 in Figure 3). This suppresses fluctuations in the output torque Td during the inertia phase (see timings T2 and T3 in Figure 2).
  • step S1 If the determination in step S1 is negative, there is a margin for torque increase that is sufficient to suppress fluctuations in the output torque Td. Therefore, in this case, by performing the processing in steps S3 and S4, fluctuations in the output torque Td can be suppressed (see output torque Td in Figure 3).
  • step S1 If the determination in step S1 is affirmative, it is determined that the accelerator opening APO is high, the operating point W is within region R1, and there is no margin for torque increase, and processing proceeds to step S5.
  • step S5 the motor torque Tmot is gradually reduced.
  • the motor torque Tmot is gradually reduced as follows:
  • Figure 6 is an explanatory diagram of the gradual reduction control of motor torque Tmot.
  • the gradual reduction control of motor torque Tmot is explained using the example of an accelerator opening APO of 8/8.
  • the maximum driving force characteristic FL indicated by the dashed line represents the maximum driving force characteristic FL when gradual reduction control of motor torque Tmot is not performed.
  • the maximum driving force characteristic FL is gradually decreased (gradual decrease line GDL) so that the maximum driving force (and therefore the motor torque Tmot) decreases as the vehicle speed VSP increases.
  • Predetermined vehicle speed VSP4 is the vehicle speed at which motor torque Tmot begins to decrease gradually, and can be set in advance to a vehicle speed VSP lower than shift vehicle speed VSP5 for each accelerator opening APO.
  • Shift vehicle speed VSP5 is the vehicle speed VSP corresponding to the intersection of maximum driving force characteristic FL and shift line SL, and can be determined for each accelerator opening APO.
  • Motor torque Tmot may be gradually decreased based on maximum driving force characteristic FL, shown by a solid line on the map as a gradual decrease line GDL, or may be gradually decreased by calculation based on maximum driving force characteristic FL, shown by a dashed line, as shown by the gradual decrease line GDL.
  • step S5 processing proceeds to step S2, and if the determination at step S2 is affirmative, processing proceeds to step S3 and then step S4. In this case, since there is no room for torque increase, at step S3, motor torque Tmot is gradually increased to the maximum motor torque Tmot_max.
  • step S4 the engagement capacity of the clutch CL is gradually increased. This is because if there is no margin for torque increase, the motor torque Tmot has not been increased to the torque that is originally intended to be output during the torque phase, and therefore the engagement capacity of the clutch CL has not been increased to the engagement capacity that is originally intended to be output. After step S4, processing temporarily ends.
  • step S1 it is determined that there is no margin for torque increase, provided that the operating point W is within region R1.
  • step S1 it is also possible to determine in step S1 that there is no margin for torque increase, and to perform gradual reduction control of motor torque Tmot, provided that the accelerator opening APO is equal to or greater than a predetermined opening ⁇ , without requiring that the operating point W be within region R1.
  • step S1 by determining whether the accelerator opening APO is equal to or greater than a predetermined opening ⁇ and the vehicle speed VSP is equal to or greater than a predetermined vehicle speed, it may be possible to determine whether the accelerator opening APO is equal to or greater than the predetermined opening ⁇ and whether the operating point W is within region R1.
  • the controller 50 may perform gradual reduction control of the motor torque Tmot when the accelerator opening APO is equal to or greater than the predetermined opening ⁇ and the vehicle speed VSP is equal to or greater than the predetermined vehicle speed.
  • the predetermined vehicle speed can be set in advance as a value that defines region R1 together with the accelerator opening APO (a threshold value of the vehicle speed VSP set according to the driving force F).
  • the predetermined vehicle speed may also be set as a fixed value (fixed threshold value) rather than as a vehicle speed VSP (variable value) set according to the driving force F.
  • a vehicle speed VSP (variable value) set according to the driving force F is preferable because it increases the frequency of execution of control that significantly suppresses acceleration/deceleration fluctuations as shown in Figure 3.
  • the value of the specified vehicle speed is set to decrease as the driving force F increases. This is because the greater the driving force F, the less margin there is for motor torque Tmot.
  • Figure 7 shows an example of a timing chart corresponding to the flowchart shown in Figure 5, and corresponds to a case where there is no margin for torque increase and gradual reduction control of motor torque Tmot is performed.
  • Figure 8 shows an example of a timing chart for a comparative example, and illustrates a case where there is no margin for torque increase but gradual reduction control of motor torque Tmot is not performed.
  • motor torque Tmot begins to decrease due to gradual reduction control of motor torque Tmot.
  • the gradual reduction of motor torque Tmot continues until timing T1 when the upshift is initiated.
  • output torque Td the engagement capacity of brake B is gradually reduced in accordance with the gradual reduction in motor torque Tmot.
  • the motor torque Tmot and clutch engagement capacity of the clutch CL shown by the dashed lines are the motor torque and engagement capacity required to completely suppress fluctuations in the output torque Td, in other words, the motor torque and engagement capacity that are actually desired.
  • the motor torque Tmot shown by the dashed line exceeds the maximum motor torque Tmot_max slightly before timing T2. In other words, in this example, there is not enough torque increase capacity to completely suppress fluctuations in the output torque Td.
  • motor torque Tmot is gradually increased so that it reaches maximum motor torque Tmot_max at timing T2, and the slope (rate of increase) of motor torque Tmot is gentler than the motor torque indicated by the dashed line.
  • the engagement capacity of clutch CL is the same applies to the engagement capacity of clutch CL.
  • the motor torque Tmot and the engagement capacity of the clutch CL are also gradually increased between timings T1 and T2.
  • the motor torque Tmot is not gradually decreased before timing T1, so the torque increase ⁇ Tmot2 of the motor torque Tmot between timings T1 and T2 is smaller than the torque increase ⁇ Tmot1 of the motor torque Tmot between timings T1 and T2 shown in Figure 7.
  • the fluctuation amount ⁇ Td1 of the output torque Td between times T1 and T2 can be made smaller than the fluctuation amount ⁇ Td2 of the output torque Td in the comparative example (see Figure 8), thereby reducing the fluctuation in the output torque Td during gear changes and mitigating the acceleration/deceleration fluctuations felt by the driver.
  • the acceleration/deceleration fluctuations felt by the driver are also mitigated by the gentler slope (degree of change) of the output torque Td between times T1 and T2.
  • the engagement capacity of clutch CL becomes motor torque Tmot and brake B is released.
  • the engagement capacity of clutch CL gradually increases and motor rotation speed Nmot decreases.
  • the engagement capacity of clutch CL becomes the intended engagement capacity, as shown by the dashed line.
  • motor torque Tmot is reduced to suppress the effects of the inertia torque of motor 10 that occurs at this time.
  • motor torque Tmot is reduced so that it changes in a region lower than the imaginary line VL connecting the motor torque Tmot at timings T2 and T3.
  • motor torque Tmot changes as follows:
  • the motor torque Tmot is quickly reduced from time T2 and then immediately gradually increased, with the motor torque Tmot gradually increasing in line with the change in the maximum motor torque Tmot_max.
  • the motor torque Tmot is then quickly increased immediately before time T3 so that the output torque Td at time T3 becomes the original output torque Td1 (the output torque Td immediately before time T0) before the gradual reduction control of the motor torque Tmot was executed. Therefore, the motor torque Tmot is set so that the output torque Td becomes the original output torque Td1 at time T3.
  • the motor torque Tmot is reduced while the engagement capacity of clutch CL is gradually increased, thereby reducing the motor torque Tmot to suppress the effects of the inertia torque of motor 10 that occurs when motor rotation speed Nmot decreases due to engagement of clutch CL. This reduces fluctuations in output torque Td and alleviates fluctuations in acceleration and deceleration felt by the driver.
  • the controller 50 is a control device for a vehicle having a motor 10 and an automatic transmission 20 connected downstream of the motor 10, and gradually reduces the motor torque Tmot of the motor 10, and then gradually increases the engagement capacity of the clutch CL of the automatic transmission 20 and the motor torque Tmot of the motor 10.
  • the controller 50 does not execute the control to gradually decrease the motor torque Tmot before gradually increasing the engagement capacity of the clutch CL and the motor torque Tmot, i.e., the control to gradually decrease the motor torque Tmot (see step S5 in Figure 5).
  • the controller 50 gradually decreases the engagement capacity of the brake B of the automatic transmission 20 while gradually increasing the engagement capacity of the clutch CL, and after the brake B is released, gradually increases the engagement capacity of the clutch CL while decreasing the motor torque Tmot.
  • the automatic transmission 20 may be a multi-speed transmission having two or more gears.
  • Vehicle 10 Motor 20: Automatic transmission 50: Controller (vehicle control device, control unit) APO: Accelerator opening B: Brake (releasing side engaging element) CL: Clutch (engagement side engagement element) Tmot: Motor torque ⁇ : Predetermined opening

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Le problème à résoudre par la présente invention est de fournir une configuration selon laquelle il est possible de réduire les fluctuations du couple de sortie lors du changement de vitesse et d'atténuer les fluctuations d'accélération/décélération ressenties par un conducteur. La solution selon l'invention porte sur un dispositif de commande pour un véhicule qui comprend : un moteur ; et une boîte de vitesses automatique qui est montée en aval du moteur. Le dispositif de commande pour un véhicule comprend une unité de commande qui réduit progressivement le couple du moteur et augmente ensuite progressivement la capacité de mise en prise d'éléments de mise en prise côté mise en prise de la boîte de vitesses automatique et le couple du moteur.
PCT/JP2025/017801 2024-06-17 2025-05-16 Dispositif de commande de véhicule, procédé de commande de véhicule et programme Pending WO2025263181A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2024-097436 2024-06-17
JP2024097436 2024-06-17

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WO2025263181A1 true WO2025263181A1 (fr) 2025-12-26

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PCT/JP2025/017801 Pending WO2025263181A1 (fr) 2024-06-17 2025-05-16 Dispositif de commande de véhicule, procédé de commande de véhicule et programme

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008104306A (ja) * 2006-10-20 2008-05-01 Nissan Motor Co Ltd 車両の制御装置
JP2009035255A (ja) * 2000-03-10 2009-02-19 Hitachi Ltd 自動車用自動変速機、およびそれを用いた自動車

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009035255A (ja) * 2000-03-10 2009-02-19 Hitachi Ltd 自動車用自動変速機、およびそれを用いた自動車
JP2008104306A (ja) * 2006-10-20 2008-05-01 Nissan Motor Co Ltd 車両の制御装置

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