CN101600595B - 电动车辆控制装置 - Google Patents

电动车辆控制装置 Download PDF

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CN101600595B
CN101600595B CN2008800033830A CN200880003383A CN101600595B CN 101600595 B CN101600595 B CN 101600595B CN 2008800033830 A CN2008800033830 A CN 2008800033830A CN 200880003383 A CN200880003383 A CN 200880003383A CN 101600595 B CN101600595 B CN 101600595B
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torque
mapping
characteristic
fuel consumption
regeneration
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CN101600595A (zh
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洲滨将圭
花田秀人
冈村贤树
木冈弘昭
岩月健
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Aisin AW Co Ltd
Toyota Motor Corp
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Aisin AW Co Ltd
Toyota Motor Corp
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    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
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    • B60L15/2045—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 for optimising the use of energy
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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
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
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    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/12—Driver interactions by confirmation, e.g. of the input
    • 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
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Abstract

在电动车辆中要输出转矩指令时，首先取得要求转矩，判断取得的要求转矩是为正还是为负(S10)。无论要求转矩的符号为正还是为负，接着都判断经济开关是否接通(S12、S14)。当要求转矩的符号为正时，在经济开关断开的情况下，选择映射A(S20)，在经济开关接通的情况下，选择相对于映射A而将最大转矩限制得较低的映射B(S22)。当要求转矩的符号为负时，无论经济开关接通还是断开，都选择映射C，最大转矩不被加以任何限制(S24)。

Description

电动车辆控制装置
技术领域
本发明涉及电动车辆控制装置，尤其涉及具有取得来自使用者的低燃料消耗行驶指示的低燃料消耗指示取得单元的电动车辆的控制装置。
背景技术
最近，有益于环境的电动汽车、混合动力汽车以及燃料电池汽车等所谓的电动车辆正受到关注。从有益于环境这样的观点出发，优选的是谋求改善燃料消耗(fuel consumption，燃料消耗量/耗油率，燃料经济性)等的节省能源等。为了谋求改善燃料消耗，存在限制车辆的动力性能、限制空调等稍微牺牲车辆的操作性、驾乘空间的舒适性等的情况，因此优选的是使之由驾驶者的简单操作来进行节省能源的选择。因此，在车辆的控制部设有提供低燃料消耗行驶指示的开关等。这样的开关有时例如被称为“经济模式(eco mode)开关”或简称为“经济(eco)开关”。
例如，日本特开平10-248106号公报公开了如下内容：在电动汽车的控制装置中，通过模式选择开关的操作来对行驶用电机切换普通模式和经济模式，在普通模式下为100％的高输出，在经济模式中为60％的低输出，在低输出行驶时成为输出不足的爬坡等情况下，逐渐增加输出而使其到90％。
这样设置提供低燃料消耗行驶指示的开关，能够由驾驶者的选择来进行使燃料消耗降低的行驶。在日本特开平10-248106号公报的例子中，当成为经济模式时，设为60％的低输出，优先降低燃料消耗而加以输出限制。此时，对再生侧也进行输出限制时，回收的电力量减少，作为再生制动的制动力减少，如果采用例如以油压制动弥补不足的制动力的方法，则存在不会达到燃料消耗降低的情况。
本发明的目的在于提供一种在提供了低燃料消耗行驶指示时，能够有效回收再生电力的电动车辆的控制装置。
发明内容
本发明涉及的电动车辆控制装置的特征在于，包括：具有旋转电机、连接在旋转电机上的电源装置的驱动部、和控制驱动部的控制部，控制部包括：取得来自使用者的低燃料消耗行驶指示的低燃料消耗指示取得单元；判断旋转电机是处于动力驱动时还是处于再生时的动力驱动和再生判断单元；以及输出单元，当取得到低燃料消耗行驶指示时，在由动力驱动和再生判断单元判断为处于动力驱动时的情况下，对于要求转矩，在限制了无低燃料消耗行驶指示的通常行驶时的最大动力驱动转矩的限制转矩特性下，输出转矩指令，在由动力驱动和再生判断单元判断为处于再生时的情况下，按照要求转矩，在与通常行驶时相同的最大再生转矩的转矩特性下，输出转矩指令。
另外，在本发明涉及的电动车辆控制装置中，优选的是输出单元通过变更电源装置的升压比来输出限制转矩特性下的转矩指令。
根据本发明涉及的电动车辆控制装置，当取得到低燃料消耗行驶指示时，在处于动力驱动时的情况下，限制最大动力驱动转矩而输出转矩指令，与此相对，在处于再生时的情况下，不限制最大再生转矩而输出转矩指令。因此，能够在被提供了低燃料消耗行驶指示时，有效回收再生电力。
附图说明
图1是表示本发明实施方式的电动车辆控制装置的结构的图；
图2是在本发明的实施方式中表示进行低燃料消耗下的转矩指令输出的程序(过程)的流程图；
图3是在本发明的实施方式中说明映射A(图谱，map)、映射B、映射C的图；
图4是在本发明的实施方式中说明变更升压比来限制最大转矩的状态的图。
具体实施方式
以下，使用附图详细说明本发明的实施方式。以下，作为电动车辆说明具有蓄电装置和发动机的混合动力车辆，但也可以是没有发动机的电动汽车、作为电源而具有燃料电池的燃料电池汽车。另外，以下作为将电机(motor)也用作发电机的具有所谓的电机/电动发电机的车辆来进行说明，但也可以为分开具有电机和发电机的车辆，一般为具有旋转电机和与其连接的电源电路的车辆即可。另外，旋转电机也可以不是1台，例如可以是具有2台旋转电机的车辆。
图1是在具有发动机和电机/发电机的混合动力车辆中表示关于电机/发电机部分的控制装置的结构的图。该电动车辆控制装置10包括驱动部20和控制部40而构成，驱动部20包括电机/发电机22和连接在电机/发电机22上的电源装置24，控制部40包括CPU42和存储后述的T-N特性映射等的存储装置44。
驱动部20如上所述构成为包括：电机/发电机22，当车辆动力驱动(动力运行，牵引)时作为驱动电机发挥作用，而当车辆制动时作为发电机发挥作用；电源装置24，当电机/发电机22作为驱动电机发挥作用时，该电源装置24对其提供电力，或者当电机/发电机22作为发电机发挥作用时，该电源装置24接受再生电力来对蓄电装置进行充电。
电源装置24构成为包括二次电池即蓄电装置26、蓄电装置侧的平滑电容器28、具有电抗器32的电压变换器30、升压侧的平滑电容器34、变换器电路36(inverter circuit)。
作为蓄电装置26，例如可以使用具有约220V～约300V的端子电压的锂离子电池组(assembled battery)、镍氢电池组或电容器等。
电压变换器30是具有利用电抗器32的能量积蓄作用来将蓄电装置26侧的电压升压为例如约600V的功能的电路。电压变换器30具有双向功能，当将来自变换器电路36侧的电力作为充电电力来提供到蓄电装置26侧时，也具有将变换器电路36侧的高压降压为适于蓄电装置26的电压的作用。
变换器电路36是具有将高压直流电力变换为交流三相驱动电力、并提供给电机/发电机22的功能、和相反地将来自电机/发电机22的交流三相再生电力变换为高压直流充电电力的功能的电路。
控制部40具有接收来自未图示的车辆控制部的指令、并控制驱动部20的各要素(部件)的工作的功能，在此，特别是具有在经济开关48接通时对驱动部20输出有效回收再生电力的转矩指令的功能。
在此，经济开关48是使用者能够任意操作的操作件(键)，是当使其接通时，具有输出表示使用者希望低燃料消耗行驶的低燃料消耗行驶指示信号的功能的开关。经济开关48例如能够设在驾驶席的适当位置。
要求转矩46是从未图示的车辆控制部输出的指令信号，是例如根据加速踏板、制动踏板、变速装置等的状态来表示电机/发电机22所要求的转矩的内容的信息信号。要求转矩46的内容包括区别动力驱动转矩即驱动车辆的转矩和再生转矩即制动车辆的转矩的符号、和表示转矩大小的转矩量。
控制部40包括CPU42和存储装置44，如上所述具有监视驱动部20的各要素状态的同时控制各要素的工作的功能。作为驱动部20的各要素状态的监视，例如可列举电机/发电机22的转速N、蓄电装置26的端子电压和输出电流、电机/发电机22的输出转矩等。这些状态信号被输入到控制部40。涉及的控制部40能够由适于车辆安装的计算机构成。控制部40除了能够作为独立的计算机而构成之外，也能够使控制部40的功能包含在安装于车辆上的其他计算机的功能中。例如，在安装有控制车辆整体的整体控制部或混合动力CPU等的情况下，能够使这些功能的一部分包含控制部40的功能。
CPU42具有一般的驱动部20的控制、即如下等功能：按照要求转矩46使电压变换器30工作，控制变换器电路36，使之生成合适的交流三相驱动信号并被提供给电机/发电机22。在此，特别是构成为包括：取得经济开关48的接通、断开状态的低燃料消耗行驶指示取得模块50；和当取得到经济开关40为接通的状态时输出有效回收再生电力的转矩指令的低燃料消耗时转矩指令输出模块52。这些功能通过软件的执行来实现，具体而言，通过对应的电动车辆控制程序的执行来实现。也可以由硬件实现功能的一部分。
存储装置44除了为了控制部40的工作而存储所需的控制程序等之外，在此特别具有存储关于电机/发电机22的转矩T和转速N的T-N特性映射等的功能。关于T-N特性的映射等是表示旋转电机的转矩T和转速N的关系的映射。在此，映射等泛指具有输入转矩T而输出转速N、或相反的输入转速N而输出转矩T的功能的构成，除了所谓的变换映射、查询表之外，包括计算式等。
下面使用图2的流程图详细说明上述结构的电动车辆控制装置10的作用、特别是控制部40的CPU42的低燃料消耗时转矩指令输出模块52的功能。以下使用图1的符号进行说明。
图2是表示进行低燃料消耗时的转矩指令的输出的程序的流程图，这些程序与对应的电动车辆控制程序中的各处理程序相对应。当在电动车辆中要输出转矩指令时，首先取得要求转矩46，判断所取得的要求转矩是否为正(S10)。这是判断要求转矩46的符号，可以使要使车辆动力驱动时的要求转矩46的符号为正，使要使车辆制动时的要求转矩46的符号为负。若这样确定要求转矩46的符号时，要求转矩46是否为正的判断也即为是要使车辆动力驱动还是要使之制动的判断。因此，该步骤也即为关于从未图示的车辆整体的控制部提供的要求转矩46的内容是为了动力驱动还是为了制动的判断步骤。
无论要求转矩46的符号为正还是为负，接着都判断经济开关48是否接通(S12、S14)。但是，根据要求转矩46的正负，用于输出转矩指令的T-N特性映射变得不同。根据图2，按照车辆应被控制的状态，使用映射A、映射B、映射C这三种T-N特性映射。后面对映射A、映射B、映射C的内容进行描述。因此，S10、S12、S14是根据要求转矩46的符号的正负和经济开关48的接通、断开来选择使要使用的映射为哪个映射的程序，只要能进行该映射的选择，则这些程序的顺序或其处理内容可以为任何情况。
通过S10、S12、S14的程序，按照车辆应控制的状态，用于输出转矩指令的T-N特性映射如以下那样被选择而特别指定。
当要求转矩46的符号为正、且经济开关48断开时，选择映射A(S20)。该状态是车辆动力驱动的时候、且使用者不希望低燃料消耗行驶的时候，是在所谓的通常的行驶状态下不需要考虑制动的动力驱动状态的情况。因此，对于映射A选择通常行驶的动力驱动状态下的T-N特性的映射，使用该映射A而输出转矩指令。
当要求转矩46的符号为正、且经济开关48接通时，选择映射B(S22)。该状态是车辆动力驱动的时候、且使用者希望低燃料消耗行驶的时侯。此时也不需要考虑制动。因此，对于映射B选择相比于通常行驶的动力驱动状态下T-N特性而限制了转矩的上限的映射，为了输出转矩指令而使用进行了该转矩限制的映射B。
当要求转矩46的符号为负时，无论经济开关48接通还是断开，都选择映射C(S24)。该状态是车辆被制动的时侯。无论经济开关48接通还是断开都没有关系，因此能够使用通常的制动情况下的T-N特性映射。通常的制动情况下的T-N特性映射，是对通常的动力驱动情况下的T-N特性映射、即映射A反转了转矩的符号后的映射。即，相当于使映射A关于转矩＝0的线反转后的映射。因此，映射C使用反转通常行驶的动力驱动状态下的T-N特性的转矩的符号后的映射，即使经济开关48变为接通，也不限制转矩的上限。
图3是说明映射A、映射B、映射C的内容的图。图3的横轴是电机/发电机22的转速N，纵轴是电机/发电机22的输出转矩T，符号被表示为正和负。图3示出三种T-N特性。第一T-N特性60的纵轴由正的部分表示，相当于映射A。第二T-N特性70由纵轴为正的部分表示，但与映射A的T-N特性60相比，最大转矩被限制，整体上转矩变小。即，相对于映射A的T-N特性60，成为被进行了转矩限制的T-N特性，这与映射B的T-N特性相对应。第三T-N特性80的纵轴由负的部分表示，作为使映射A的T-N特性60相对于横轴反转后的特性而被示出，这与映射C的T-N特性相对应。
映射A的T-N特性60是通常行驶的动力驱动状态的T-N特性，是映射B的T-N特性70、映射C的T-N特性80的基础。映射A的T-N特性60一般是根据功率＝T×N的关系而表示功率一定的情况下的转矩T与转速N的关系的图，在转矩T较大的区域中，由变换器电路36的电流限制而取为一定转矩62，在转速N较大的区域中，由车辆的最高速度的限制而取为限制转速64。
映射B的T-N特性70是当如上所述那样在动力驱动状态下接通经济开关48时，为了成为低燃料消耗而相对于映射A的T-N特性60降低最大转矩，加以转矩限制后的特性。因此，若动力驱动状态下经济开关48被接通，当要求转矩超过映射B的T-N特性70时，转矩值被降低到映射B的T-N特性70的值，该较低的转矩值作为转矩指令而被输出给驱动部20。
例如在图3中，考虑取得了由超过映射B的T-N特性70的点X表示的值的要求转矩46的情况。在此，当经济开关48断开时，由映射A的T-N特性60限制最大转矩，因此不对点X的转矩值加以限制，这样要求转矩46的值作为转矩指令的值而直接被输出。另一方面，若经济开关48被接通，由映射B的T-N特性70限制最大转矩，因此点X的转矩值被变小地限制到映射B的T-N特性70上的点Y的转矩值。因此，即使要求转矩46的值为点X，也对转矩指令的值使用点Y的转矩值。这样，若经济开关48被接通，最大转矩被限制为：相对于用于通常的动力驱动的映射A的T-N特性60而被限制了最大转矩的映射B的T-N特性70上的转矩的值，由此实现低燃料消耗。
映射C的T-N特性80是如上所述使映射A的T-N特性60相对于横轴反转后的映射。并且，经济开关48断开时、接通时都使用相同的映射C的T-N特性80。即，经济开关48接通时、动力驱动时，最大转矩与通常的行驶状态相比较而被限制为较低的值，与此相对在再生时，被取为与通常的制动状态相同的最大转矩。由此，在经济开关接通时、动力驱动时实现低燃料消耗，并且在再生时能够有效地最大限度回收再生电力。
图4是示出通过变更电压变换器30的升压比来实现映射B的T-N特性的例子的图。在此，示出电压变换器30的升压比为通常值且在通常的行驶状态下的T-N特性60、使电压变换器30的升压比任意降低时的低电压T-N特性72、以及电压变换器30的升压比＝1即完全不进行升压而保持不变地经由变换器电路36对电机/发电机22提供蓄电装置26的电压的情况下的无升压T-N特性74。该情况下，映射C的T-N特性80也是与图3说明的同样地，不进行任何变更。由此，能够在再生时有效地最大限度回收再生电力。
现在，考虑要求转矩由点Z示出的情况。在此，当经济开关48断开时，由映射A的T-N特性60限制最大转矩，因此不对点Z的转矩值加以限制而保持不变地作为转矩指令的值输出要求转矩46的值。而若经济开关48被接通，变更电压变换器30的升压比使得成为通过点Z的T-N特性72。并且，在该升压比下驱动部20工作。因此，通过变更升压比，成为最大转矩相比于通常行驶时的映射A的T-N特性60而被限制的状态，由此实现低燃料消耗。通过点Z的T-N特性72，能够将点Z处的转矩值与转速作为检索关键字(key)，从存储在存储装置44中的T-N特性检索来获得。
在点Z，相比于无升压T-N特性74而转矩值较大时，能够如上所述那样变更电压变换器30的升压比，输出限制转矩下的转矩指令。在基于要求转矩的点Z，当相比于无升压T-N特性74而转矩值较小时，无升压T-N特性74上的转矩值成为转矩指令的值。

Claims (2)

1.一种电动车辆控制装置，
包括：具有旋转电机、连接在旋转电机上的电源装置的驱动部，和控制驱动部的控制部，
其特征在于，控制部包括：
取得来自使用者的低燃料消耗行驶指示的低燃料消耗指示取得单元；
判断旋转电机是处于动力驱动时还是处于再生时的动力驱动和再生判断单元；以及
输出单元，当取得了低燃料消耗行驶指示时，在由动力驱动和再生判断单元判断为处于动力驱动时的情况下，对于要求转矩，在限制了无低燃料消耗行驶指示的通常行驶时的最大动力驱动转矩的限制转矩特性下输出转矩指令，在由动力驱动和再生判断单元判断为处于再生时的情况下，按照要求转矩，在与通常行驶时相同的最大再生转矩的转矩特性下输出转矩指令。
2.根据权利要求1所述的电动车辆控制装置，其特征在于，
输出单元通过变更电源装置的升压比来输出限制转矩特性下的转矩指令。
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