JP2004096939A - Car and controller for car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid the interference between the control concerned with the opening of an accelerator and the acceleration of a vehicle and the control of suppressing a slip, and improve the sensation of drive of a driver. <P>SOLUTION: This controller computes the rotational angle acceleration α of a drive shaft, from the number Nm of revolutions of a motor attached to the drive shaft (S100 and S102), and decides whether a vehicle is in a slippage state by the idling of a driving wheel, based on the rotational angle acceleration α(S104). When it is not in the slippage state, this executes acceleration management processing of setting a motor request torque Tm* so that the vehicle acceleration becomes the objective acceleration being set by an opening Acc of an accel and car velocity V (S108); and when it is in slip state, this executes the slippage control processing of limiting the motor request torque Tm*, which is set based on the opening Acc of the accel so as to suppress the slip, based on the rotational angle acceleration α, in place of the acceleration management processing(S110). <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle and a control device for the vehicle, and more particularly to a vehicle capable of outputting at least a part of a driving force based on an accelerator opening from a motor to a drive shaft connected to drive wheels, and a control device for the vehicle.
[0002]
[Prior art]
Conventionally, as this type of vehicle, an electric vehicle that drives and controls a motor attached to a drive shaft so as to have a constant acceleration or deceleration with respect to an operation amount of an accelerator has been proposed (for example, see Patent Document 1). ). In this electric vehicle, a load inertia estimated value and a load torque estimated value are calculated based on a motor rotation speed and a torque command value from an accelerator, and based on the load inertia estimated value, the load torque estimated value, and the torque command value. By driving and controlling the motor, the vehicle acceleration is set to an acceleration corresponding to the operation amount of the accelerator.
[0003]
On the other hand, the applicant discloses a technique for limiting the torque output from a motor when the rotational angular acceleration of a driving wheel exceeds a predetermined threshold value in order to suppress slippage due to idling of the driving wheel (Patent Document 1). 2).
[0004]
[Patent Document 1]
JP-A-9-37416 (pages 2-3, FIG. 1)
[Patent Document 2]
JP 2001-295676 A
[0005]
[Problems to be solved by the invention]
However, when the control for achieving the acceleration corresponding to the accelerator operation amount and the control for suppressing the slip are used together, mutual interference may occur. Such control interference impairs the driver's driving feeling.
[0006]
An object of the present invention is to avoid interference between control relating to the accelerator opening and vehicle acceleration and control for suppressing slippage. Another object of the present invention is to improve the driving feeling of a driver and a vehicle of the present invention.
[0007]
[Means for Solving the Problems and Their Functions and Effects]
The vehicle and the vehicle control device according to the present invention employ the following means in order to achieve at least a part of the above-described object.
[0008]
The control device for an automobile according to the present invention includes:
A control device for a vehicle capable of outputting at least a part of a driving force based on an accelerator opening to a driving shaft connected to driving wheels from a prime mover,
An acceleration management control that drives and controls the prime mover so as to be in a state of acceleration or deceleration of the vehicle corresponding to an accelerator operation state, and a driving force in which a driving force based on an accelerator opening is limited is output to the driving shaft. The gist is that the driving force limiting control for controlling the driving of the prime mover is executed with priority given to one control over the other control based on a predetermined condition.
[0009]
In the vehicle control device according to the present invention, the prime mover capable of outputting at least a part of the driving force based on the accelerator opening to the drive shaft connected to the drive wheels is set to the vehicle acceleration state corresponding to the accelerator operation state. Based on a predetermined condition, while controlling by an acceleration management control for controlling the driving and a driving force limiting control for controlling the driving of the prime mover such that a driving force obtained by adding a restriction to the driving force based on the accelerator opening is output to the driving shaft. One of the two controls is executed prior to the other control. Therefore, interference between the acceleration management control and the driving force restriction control can be prevented. As a result, the driving feeling of the driver can be improved. Here, an electric motor is suitable as the “motor”.
[0010]
In the control device for an automobile according to the present invention, the driving force limiting control is a control for suppressing a slip caused by idling of the driving wheel, the predetermined condition is occurrence of a slip due to idling of the driving wheel, and the one control And the acceleration management control may be executed as the other control. In this case, the driving force limiting control can be applied to the control for suppressing the slip.
[0011]
In the vehicle control device according to the aspect of the present invention, in which the slip control is performed as the driving force limiting control, the driving force limiting control is a control that limits the driving force based on a rotational angular acceleration of the drive shaft. It can be. In this case, the driving force can be limited according to the rotational angular velocity of the driving shaft. In the vehicle control device according to the aspect of the present invention, the driving force restriction control may be a control that restricts the driving force with a driving force upper limit value that tends to decrease as the rotation angular acceleration of the driving shaft increases. it can. In this way, slip due to idling of the drive wheels can be quickly converged.
[0012]
In the vehicle control device of the present invention, the acceleration management control may be control for increasing or decreasing the driving force based on the accelerator opening so that the vehicle acceleration becomes a target acceleration corresponding to the accelerator opening. Alternatively, the control may be such that the driving force based on the operation amount and the operation speed of the accelerator is output to the drive shaft.
[0013]
The automobile of the present invention
A motor capable of outputting at least a part of the driving force based on the accelerator opening to a drive shaft connected to the drive wheels,
The vehicle control device of the present invention according to any one of the above-described embodiments, in which the electric motor is drive-controlled as the prime mover,
The gist is to provide
[0014]
Since the vehicle of the present invention includes the vehicle control device of the present invention according to any one of the above-described embodiments, the effects of the vehicle control device of the present invention, such as interference between acceleration management control and driving force limiting control, can be reduced. The same effect as the effect that can be prevented and the effect that can improve the driving feeling of the driver as a result can be obtained.
[0015]
Such an automobile according to the present invention may be provided with an internal combustion engine and power conversion supply means capable of converting at least a part of the power from the internal combustion engine into electric power and supplying electric power to the electric motor. In this case, the internal combustion engine may be connected to the drive shaft so as to output power.
[0016]
In the vehicle of the present invention having such an internal combustion engine, the acceleration management control may be a control for performing a cooperative operation between the operation control of the internal combustion engine and the drive control of the electric motor. In this case, the vehicle can be brought into an acceleration state corresponding to the accelerator operation state by the power from the internal combustion engine and the power from the electric motor.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram schematically showing the configuration of an electric vehicle 10 according to one embodiment of the present invention. As shown, the electric vehicle 10 according to the embodiment includes a motor 12 capable of outputting power to a drive shaft connected to drive wheels 18a and 18b using electric power supplied from a battery 16 via an inverter circuit 14. And an electronic control unit 40 for controlling the entire vehicle.
[0018]
The motor 12 is configured, for example, as a well-known synchronous generator motor that functions as a motor and also functions as a generator, and the inverter circuit 14 converts a plurality of power from the battery 16 into power suitable for driving the motor 12. It is composed of switching elements.
[0019]
The electronic control unit 40 is configured as a microprocessor having a CPU 42 as a center. In addition to the CPU 42, a ROM 44 storing a processing program, a RAM 46 temporarily storing data, an input / output port (not shown), Is provided. The electronic control unit 40 includes a rotation angle θ of the rotation shaft of the motor 12 detected by the rotation angle sensor 22 attached to the drive shaft, a vehicle speed V of the electric vehicle 10 detected by the vehicle speed sensor 24, and a wheel speed sensor. The shift from a shift position sensor 32 for detecting the wheel speeds Vf1 and Vf2 of the drive wheels 18a and 18b, the wheel speeds Vr1 and Vr2 of the driven wheels 19a and 19b, and the position of the shift lever 31 detected by 26a, 26b, 28a and 28b. Accelerator opening Acc from an accelerator pedal position sensor 34 that detects the accelerator pedal position Acc in accordance with the position and the amount of depression of an accelerator pedal 33, the amount of brake depression from a brake pedal position sensor 36 that detects the amount of depression of a brake pedal 35, etc. Is input via the input port The electronic control unit 40 outputs a switching control signal to a switching element of the inverter circuit 14 for controlling the driving of the motor 12 through an output port.
[0020]
Next, the operation of the electric vehicle 10 of the embodiment thus configured, in particular, the vehicle acceleration management control performed based on the operation state of the accelerator pedal 33 and the slip suppression control for suppressing the slip due to the idling of the drive wheels 18a and 18b. The operation at the time of drive control of the motor 12 using the combination of the above will be described. FIG. 2 is a flowchart illustrating an example of a motor drive control routine executed by the electronic control unit 40 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).
[0021]
When the motor drive control routine is executed, the CPU 42 of the electronic control unit 40 first determines the accelerator opening degree Acc from the accelerator pedal position sensor 34, the vehicle speed V from the vehicle speed sensor 24, and the rotation angle θ of the rotation angle sensor 22. A process for inputting the motor rotation speed Nm calculated as described above is executed (step S100). Here, in the embodiment, the vehicle speed V used is the one detected by the vehicle speed sensor 24, but is calculated from the wheel speeds Vf1, Vf2, Vr1, Vr2 detected by the wheel speed sensors 26a, 26b, 28a, 28b. It does not matter.
[0022]
Subsequently, the rotational angular acceleration α is calculated based on the input motor rotational speed Nm (step S102). Here, in the embodiment, the calculation of the rotational angular acceleration α is to subtract the previous rotational speed Nm input in the previous process from the current rotational speed Nm input in the present process (current rotational speed Nm−previous rotational speed Nm). It was performed by the following. When the unit of the rotational angular acceleration α is the unit of the rotational speed Nm in terms of the rotational speed per minute [rpm], in the embodiment, the execution time interval of this processing is 8 msec, so that [rpm / 8 msec] It becomes. Of course, any unit may be adopted as long as it can be expressed as the rate of change of the rotational speed with time. In order to reduce the error, the rotational angular acceleration α and the wheel speed difference ΔV are respectively the average of the rotational angular acceleration and the wheel speed difference calculated over the past several times (for example, three times) from the current routine. The average may be used.
[0023]
When the rotational angular acceleration α is calculated in this way, the slip state of the drive wheels 18a and 18b is determined based on the calculated rotational angular acceleration α (step S104). The determination of the slip state is performed based on the slip state determination processing routine of FIG. In this slip state determination processing routine, it is determined whether or not the calculated rotational angular acceleration α exceeds a threshold value αslip that can be regarded as causing slip due to idling (step S120). If it exceeds αslip, it is determined that a slip has occurred in the drive wheels 18a and 18b, a slip occurrence flag F1 indicating the occurrence of the slip is set to a value of 1 (step S130), and this routine ends. On the other hand, when the rotation angular acceleration α does not exceed the threshold αslip, the value of the slip occurrence flag F1 is checked (step S124). When the slip occurrence flag F1 has a value of 1, the rotation angular acceleration α is a negative value and Is determined to have continued for a predetermined time (step S126). If it is determined that the rotational angular acceleration α is a negative value and has continued for a predetermined time, the slip generated on the drive wheels 18a and 18b converges. Then, the value 1 is set to the slip convergence flag F2 (step S128), and the routine ends. When it is determined that the slip occurrence flag F1 has the value 1 and the rotational angular acceleration α is not a negative value, or when it is determined that the rotational angular acceleration α has a negative value but does not continue for a predetermined time. Then, it is determined that the slip that has occurred has not yet converged, and the routine ends as it is.
[0024]
When the slip occurrence flag F1 or the slip convergence flag F2 is set by the slip state determination processing, one of the acceleration management processing and the slip suppression processing is executed based on the value of the slip occurrence flag F1 (step S106) ( (Steps S108 and S110), the drive of the motor 12 is controlled using the required motor torque Tm * set in the acceleration management process and the slip suppression process (step S112), and the motor drive control routine ends. It should be noted that the determination in step S106 is to determine the grip traveling in which slippage due to idling of the drive wheels 18a and 18b has not occurred when the slip occurrence flag F1 has the value 0, and when the slip occurrence flag F1 has the value 1 This is to determine the slip running when the slip caused by the idling of the drive wheels 18a and 18b occurs. As described above, if no slip occurs due to idling of the drive wheels 18a and 18b, the acceleration management processing is executed. If a slip occurs, the slip suppression processing is performed in place of the acceleration management processing, in other words, in preference to the acceleration management processing. Do it. Hereinafter, the acceleration management processing and the slip suppression processing will be described.
[0025]
In the embodiment, the acceleration management process is performed by an acceleration management control routine illustrated in FIG. In this routine, first, a target acceleration Vα * is set based on the accelerator opening Acc and the vehicle speed V (step S200). In the embodiment, the target acceleration Vα * is determined in advance in a relationship between the accelerator opening Acc, the vehicle speed V, and the target acceleration Vα * and stored in the ROM 44 as a target acceleration setting map, and the accelerator opening Acc and the vehicle speed V are determined. When given, it is set by deriving the corresponding target acceleration Vα * from the map. In the target acceleration setting map of the embodiment, the target acceleration Vα * is adjusted to increase as the accelerator opening Acc increases, and the target acceleration Vα * decreases as the vehicle speed V increases.
[0026]
Subsequently, the vehicle acceleration Vα is calculated based on the deviation between the previous value and the current value of the vehicle speed V input each time the routine of FIG. 2 is executed (step S202), and the set target acceleration Vα * is calculated. The offset opening Aost is set by the following equation (1) based on the deviation from the vehicle acceleration Vα (step S204). The offset opening Aost is set as an opening for correcting the accelerator opening Acc in order to cancel the deviation between the set target acceleration Vα * and the vehicle acceleration Vα. Note that k1 in the equation (1) is a proportionality constant, and the offset opening Aost is set to a value 0 as an initial value.
[0027]
(Equation 1)
Aost ← Aost + k1 · (Vα * −Vα) (1)
[0028]
Then, the set offset opening Aost is added to the accelerator opening Acc to calculate an acceleration management opening Adrv (step S206), and a motor required torque Tm * is set based on the acceleration management opening Adrv ( Step S208), this routine ends. In the embodiment, the setting of the required motor torque Tm * is determined in advance in the ROM 44 as a required torque setting map by previously obtaining the relationship between the acceleration management opening Adrv or the accelerator opening Acc, the vehicle speed V, and the required motor torque Tm *. When the acceleration management opening Adrv or the accelerator opening Acc and the vehicle speed V are given, the corresponding motor required torque Tm * is derived from the map. FIG. 5 shows an example of the required torque setting map.
[0029]
The motor required torque Tm * thus set is used for drive control of the motor 12 in step S112 of the motor drive control routine of FIG. In the acceleration management process, the motor 12 is controlled to drive by setting the required motor torque Tm * such that the deviation between the target acceleration Vα * set based on the accelerator opening Acc and the vehicle acceleration Vα is canceled out. If the driver's depression amount of the accelerator pedal 33 (accelerator opening Acc) is the same, the electric vehicle 10 can be accelerated at the same acceleration regardless of the number of passengers, the load amount, the road surface gradient, etc. of the electric vehicle 10. it can.
[0030]
In the embodiment, the slip suppression process is performed by a slip suppression control routine illustrated in FIG. In this routine, first, a setting process of the required motor torque Tm * is performed based on the accelerator opening Acc (step S300). The setting of the motor required torque Tm * is performed using the required torque setting map exemplified in FIG. 5 described above. Subsequently, the value of the slip convergence flag F2 is checked. If the value of the slip convergence flag F2 is 0, the torque upper limit value Tmax is set by the processing of steps S304 to S308 as the processing when the slip occurs, and the value of the slip convergence flag F2 is set to 1 In the case of, the torque upper limit value Tmax is set by the processes of steps S310 to S322 as the process at the time of slip convergence, and the torque is limited so that the motor required torque Tm * becomes equal to or less than the set torque upper limit value Tmax (steps S324 and S326). ), And terminate this routine.
[0031]
The setting of the torque upper limit value Tmax by the processing at the time of occurrence of slip determines whether the rotational angular acceleration α exceeds the peak value αpeak (step S304), and when the rotational angular acceleration α exceeds the peak value αpeak, the peak value αpeak is set. Is updated to the peak value αpeak (step S306), and the torque upper limit value Tmax is set based on the updated or non-updated peak value αpeak (step S308). Here, the peak value αpeak is basically the value of the rotational angular acceleration when the rotational angular acceleration α increases due to slip and shows a peak, and the value 0 is set as an initial value. Therefore, the peak value αpeak is sequentially updated to the value of the rotation angular acceleration α until the rotation angular acceleration α reaches the peak, and when the rotation angular acceleration α reaches the peak, the rotation angular acceleration α Is fixed as the peak value αpeak. The setting of the torque upper limit value Tmax is performed using the torque upper limit value setting map illustrated in FIG. As shown in the map, the map has a characteristic that the torque upper limit value Tmax decreases as the peak value αpeak of the rotational angular acceleration increases. Therefore, as the rotational angular acceleration α increases and the peak value αpeak increases, that is, as the degree of slip increases, a smaller value is set as the torque upper limit value Tmax. Since the torque upper limit value Tmax set in this way is used to limit the motor required torque Tm *, the torque output from the motor 12 is limited. By setting the torque upper limit value Tmax based on the peak value αpeak of the rotational angular acceleration α in this manner, the generated slip can be quickly suppressed.
[0032]
The setting of the torque upper limit value Tmax by the process at the time of slip convergence is first performed from the process of inputting the torque limit amount δ1 (the unit is [rpm / 8 msec] of the same unit as the rotational angular acceleration) (step S310). Here, the torque limit amount δ1 is used to set the degree of return when returning from the torque limit by raising the torque upper limit value Tmax set corresponding to the peak value αpeak of the rotational angular acceleration in the process when a slip occurs. Are set based on the torque limit amount setting processing routine of FIG. This torque control amount setting processing routine is performed when the value 1 is set to the slip occurrence flag F1 in step S130 of the slip state determination processing routine illustrated in FIG. 3 (that is, when the rotational angular acceleration α exceeds the threshold αslip). Is executed. In this routine, the motor rotation speed Nm calculated based on the rotation angle θ detected by the rotation angle sensor 22 is input, the rotation angular acceleration α is calculated based on the input motor rotation speed Nm, and the rotation angular acceleration α Is repeated until the rotation angular acceleration α becomes less than the threshold αslip (steps S330 to S336). In the embodiment, the calculation of the time integral value αint of the rotational angular acceleration α is performed using the following equation (2). Here, Δt is an execution time interval of repetition of steps S330 to S336 of this routine, and is 8 msec in the embodiment.
[0033]
(Equation 2)
αint ← αint + (α−αslip) · Δt (2)
[0034]
When the rotational angular acceleration α becomes smaller than the threshold value αslip, the calculated time integral value αint is multiplied by a predetermined coefficient k2 to set a torque limit amount δ1 (step S338), and this routine ends. In this routine, the torque limit amount δ1 is obtained by calculation using a predetermined coefficient k2. However, a map indicating the relationship between the torque upper limit value Tmax and the time integration value αint is prepared, and the calculated time limit amount δ1 is calculated. It may be derived from the integral value αint by applying a map.
[0035]
When the thus set torque limit δ1 is input, a release request for releasing the torque limit δ1 is input (step S312), and it is determined whether a release request has been made (step S314). This process is a process of determining whether or not a request for canceling the torque limit amount δ1, which is a parameter used when setting the degree of return from torque limitation (gradually increasing the degree of return), has been input. In the present embodiment, a release request is input by a release amount Δδ1, which is set so as to increase from zero by a certain increment every time a predetermined standby period elapses after this routine is first executed. It was assumed. The standby period and the increase amount of the release amount Δδ1 may be changed according to the driver's own release request, for example, the magnitude of the accelerator opening indicating the torque output request desired by the driver. . When the release request is determined, the release amount Δδ1 is subtracted from the torque limit amount δ1 input in step S310 to release the torque limit amount δ1 (step S316). When it is determined that there is no cancellation request, that is, until the above-described predetermined standby period elapses after the execution of this routine is started, the torque limit amount δ1 is not canceled.
[0036]
Subsequently, the torque upper limit Tmax, which is the upper limit of the torque that the motor 12 can output based on the torque limit δ1, is set using the above-described torque upper limit setting map in FIG. 7 (step S318). Since the torque upper limit value Tmax set in this way is used for limiting the motor required torque Tm *, the torque upper limit value Tmax is set based on the torque limit amount δ1 set according to the time integral value of the rotational angular acceleration α. Thus, when the generated slip converges, an appropriate amount of torque can be restored according to the state of the generated slip. That is, in a situation where the time integral value of the rotational angular acceleration α is large and re-slip is likely to occur, the torque to be returned when the slip converges is reduced, and the time integral value of the rotational angular acceleration α is small and re-slip occurs. In a difficult situation, by increasing the torque to be returned when the slip has converged, it is possible to more reliably prevent the occurrence of re-slip without excessive torque limitation. In the process at the time of slip convergence, after setting the torque upper limit value Tmax, it is determined whether or not the torque limit value δ1 has been released to a value of 0 or less (step S320). The flag F1 and the slip convergence flag F2 are reset to 0 (step S322), and the slip suppression processing ends.
[0037]
Now, consider a case where the driver depresses the accelerator pedal 33 to start the electric vehicle 10. When the slip due to idling of the drive wheels 18a and 18b does not occur, the acceleration management process of step S108 in the motor drive control routine illustrated in FIG. 2 is executed. The motor 12 is controlled so that the electric vehicle 10 accelerates at the target acceleration Vα * set by the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 33 of the vehicle. If a slip occurs due to idling of the drive wheels 18a and 18b during acceleration or during acceleration due to such acceleration management processing, the slip suppression processing is executed prior to the acceleration management processing, so that the setting is made based on the accelerator opening Acc. The motor required torque Tm * is limited by a torque upper limit value Tmax set based on the rotational angular acceleration α and the torque limit amount δ1, so that the slip is quickly converged and the re-slip is suppressed. When the slip suppression process is completed, the value of 0 is set in the slip occurrence flag F1 and the slip convergence flag F2, so that the drive of the motor 12 is controlled again by the acceleration management process.
[0038]
According to the electric vehicle 10 of the embodiment described above, the electric vehicle 10 is accelerated at the target acceleration Vα * set based on the accelerator opening Acc and the vehicle speed V irrespective of the number of passengers, the load capacity, the road surface gradient, and the like. Even when the acceleration management process to be performed and the slip suppression process for quickly converging the slip caused by the idling of the drive wheels 18a and 18b and suppressing the re-slip are used together, when the slip occurs, the slip suppression process has priority over the acceleration management process. Since the processes are executed, it is possible to prevent interference between the two processes. As a result, the driver's driving feeling, which may be caused by the interference between the two processes, can be suppressed, and the driver's driving feeling can be kept good.
[0039]
In the electric vehicle 10 according to the embodiment, as the acceleration management process, the offset opening Aost is set so that the vehicle acceleration Vα becomes the target acceleration Vα * corresponding to the accelerator opening Acc, and the acceleration management opening is added to the accelerator opening Acc. Adrv is calculated, and the drive of the motor 12 is controlled by the required motor torque Tm * set based on the acceleration control opening Adrv. However, the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 33 is set to the accelerator opening Acc. The acceleration control opening Adrv is calculated by adding the correction opening Aacm reflecting the operation speed of the pedal 33, and the motor 12 is driven and controlled by the required motor torque Tm * set based on the acceleration management opening Adrv. It may be something. In this case, it is preferable that the correction opening Aacm is set to a larger value as the operation speed of the accelerator pedal 33 is higher.
[0040]
In the electric vehicle 10 of the embodiment, the torque limit amount δ1 is set as the time integral value of the rotational angular acceleration α during the slip suppression control, but may be set based on the peak value αpeak of the rotational angular acceleration α. Further, the torque limit amount δ1 may be a value obtained by performing an integration operation from the time when the rotational angular acceleration α exceeds the threshold αslip to the time when the rotational angular acceleration α falls below the value 0, or a predetermined period after the rotational angular acceleration α exceeds the threshold αslip. It is also possible to use a value obtained by performing an integration operation with an integration interval up to the lapse of time.
[0041]
In the electric vehicle 10 according to the embodiment, the acceleration management processing and the slip suppression processing are used together. However, the electric motor is drive-controlled so that a driving force obtained by restricting the driving force based on the accelerator opening is output to the driving shaft. If it does, it can be used instead of the slip suppression processing.
[0042]
In the embodiment, the electric vehicle 10 including the motor 12 mechanically connected to the drive shafts connected to the drive wheels 18a and 18b so that the power can be directly output is described. The present invention may be applied to a vehicle having any configuration as long as the vehicle includes an electric motor capable of outputting power. For example, an engine, a generator connected to an output shaft of the engine, a battery for charging the generated power from the generator, and a supply of power from the battery mechanically connected to a drive shaft connected to drive wheels. The present invention may be applied to a so-called series-type hybrid vehicle including a driving motor. In this case, the motor does not need to be mounted on the drive shaft, but may be mounted on the axle, or may be mounted directly on the drive wheels like a so-called wheel-in motor. As shown in FIG. 19, the engine 111, a planetary gear 117 connected to the engine 111, a motor 113 capable of generating power connected to the planetary gear 117, and also connected to the planetary gear 117 and to driving wheels. The present invention can be applied to a so-called mechanical distribution type hybrid vehicle 110 including a motor 112 mechanically connected to the drive shaft so that power can be directly output to the drive shaft. As shown in FIG. It has an inner rotor 213a connected to the output shaft and an outer rotor 213b attached to the drive shaft connected to the drive wheels 218a and 218b, and relatively rotates by the electromagnetic action of the inner rotor 213a and the outer rotor 213b. Motor 213 and a drive shaft capable of directly outputting power to the drive shaft. Can also be applied to a hybrid vehicle 210 of a so-called electric distribution type comprising a coupled to motor 212. As shown in FIG. 11, an engine 311 connected to a drive shaft connected to drive wheels 318a and 318b via a transmission 314 (such as a continuously variable transmission or a stepped automatic transmission), and a rear stage of the engine 311 However, the present invention can also be applied to a hybrid vehicle 310 including a motor 312 (or a motor directly connected to the drive shaft) connected to the drive shaft via a transmission 314. At this time, when slippage occurs in the drive wheels, the torque output to the drive shaft is limited by mainly controlling the motor mechanically connected to the drive shaft from the output response of the torque and the like. However, other motors or engines may be controlled in cooperation with the control of the motor. In the acceleration management process, the drive control of the motor and the operation control of the engine may be performed in cooperation.
[0043]
In the embodiment, the electric vehicle 10 using both the acceleration management process and the slip suppression process is described. However, the embodiment may be a control device of the electric vehicle 10 or a control method of the electric vehicle 10.
[0044]
As described above, the embodiments of the present invention have been described using the examples. However, the present invention is not limited to these examples, and may be implemented in various forms without departing from the gist of the present invention. Obviously you can get it.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically showing the configuration of an electric vehicle 10 according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a motor drive control routine executed by an electronic control unit 40 according to the embodiment.
FIG. 3 is a flowchart illustrating an example of a slip state determination processing routine.
FIG. 4 is a flowchart illustrating an example of an acceleration management control routine.
FIG. 5 is an explanatory diagram showing an example of a required torque setting map.
FIG. 6 is a flowchart illustrating an example of a slip suppression control routine.
FIG. 7 is a flowchart illustrating an example of a torque upper limit value setting map.
FIG. 8 is a flowchart illustrating an example of a torque limit setting process routine;
FIG. 9 is a configuration diagram showing an outline of the configuration of a hybrid type automobile 110.
FIG. 10 is a configuration diagram schematically showing a configuration of a hybrid type automobile 210.
FIG. 11 is a configuration diagram schematically showing a configuration of a hybrid type automobile 310.
[Explanation of symbols]
10, 110, 210, 310 electric vehicles, 12, 112, 212, 312 motors, 14, 114 inverter circuits, 16 batteries, 18a, 18b, 118a, 118b, 218a, 218b, 318a, 318b, driving wheels, 19a, 19b, 119a, 119b, 219a, 219b, 319a, 319b Followed wheel, 22 rotation angle sensor, 24 vehicle speed sensor, 26a, 26b, 28a, 28b Wheel speed sensor, 31 shift lever, 32 shift position sensor, 33 accelerator pedal, 34 accelerator position Sensor, 35 brake pedal, 36 brake pedal position sensor, 40 electronic control unit, 42 CPU, 44 ROM, 46 RAM, 111, 211, 311 engine, 113 motor, 117 planetary gear, 213a inner -Rotor, 213b outer rotor, 213 motor, 314 transmission.

Claims (11)

A control device for a vehicle capable of outputting at least a part of a driving force based on an accelerator opening to a driving shaft connected to driving wheels from a prime mover,
An acceleration management control that drives and controls the prime mover so as to be in a state of acceleration or deceleration of the vehicle corresponding to an accelerator operation state, and a driving force in which a driving force based on an accelerator opening is limited is output to the driving shaft. A control device for a vehicle, wherein a driving force limiting control for driving and controlling a prime mover is executed based on a predetermined condition, prioritizing one control over another control. The vehicle control device according to claim 1,
The driving force limiting control is control for suppressing slip due to idling of the driving wheels,
The predetermined condition is occurrence of slip due to idling of the drive wheel,
A control device for a vehicle that executes the driving force limiting control as the one control and executes the acceleration management control as the other control. The control device for an automobile according to claim 2, wherein the driving force restriction control is a control for restricting the driving force based on a rotational angular acceleration of the driving shaft. 4. The control device according to claim 3, wherein the driving force restriction control is a control for restricting the driving force with a driving force upper limit value that tends to be smaller as the rotation angular acceleration of the driving shaft is larger. 5. The control device for an automobile according to claim 1, wherein the acceleration management control is a control for increasing or decreasing a driving force based on the accelerator opening so that the vehicle acceleration becomes a target acceleration corresponding to the accelerator opening. The vehicle control device according to any one of claims 1 to 4, wherein the acceleration management control is a control that outputs a driving force based on an operation amount and an operation speed of an accelerator to the drive shaft. The control device for a motor vehicle according to any one of claims 1 to 6, wherein a drive control of an electric motor is performed as the prime mover. A motor capable of outputting at least a part of the driving force based on the accelerator opening to a drive shaft connected to the drive wheels,
The control device for an automobile according to any one of claims 1 to 6, wherein the motor is drive-controlled as the motor.
An automobile equipped with. 9. The vehicle according to claim 8, wherein
An internal combustion engine,
Power conversion supply means capable of converting at least a part of the power from the internal combustion engine into power and supplying power to the electric motor;
An automobile equipped with. The vehicle according to claim 9, wherein the internal combustion engine is connected to the drive shaft so as to output power. The vehicle according to claim 9, wherein the acceleration management control is a control that performs operation control of the internal combustion engine and drive control of the electric motor in a coordinated manner.

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