JP2003079004A - Generation drive control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently resolve an acceleration slip in starting when some of a plurality of drive wheels are driven by an internal combustion engine and the remains thereof are driven by an electric motor that is driven by power generated by a generator rotatably driven by the internal combustion engine. SOLUTION: Front wheels 1FL, 1FR are driven by the engine 2: rear wheels 1RL, 1RR are driven by the DC motor 4 via an electromagnetic clutch 11; and the DC motor 4 is driven by power generated by the generator 7. The generative voltage of a rectifying circuit 30 is fed to a field coil FC of the generator 7 via a diode D1: the battery voltage of a battery 32 is fed via a diode D2; and either of the two voltages whichever is higher is selected. When the number of revolutions of the motor Nm is less than the predetermined number of revolutions Ns in acceleration slipping, a motor field-current target value of the DC motor 4 is constrained to a low initial current IIN, to constrain a motor starting voltage and to control a decrease in an armature-current target value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power generation drive control device for a vehicle in which an electric motor is driven by electric power generated by a generator.

[0002]

2. Description of the Related Art As a power generation drive control device of this type of vehicle, for example, a device described in Japanese Utility Model Publication No. 55-138129 is known. In this conventional example, one of the front wheels and the rear wheels is driven by the power of the internal combustion engine with the main drive wheel, the other of the front wheels and the rear wheels is driven by the electric motor, and the generator is driven by the driving force of the internal combustion engine. Then, the electric power generated by this generator is supplied to the electric motor, and when the accelerator pedal is depressed and the vehicle speed is below the set value, the electric motor is operated to drive the front and rear wheels. A vehicle is disclosed.

[0003]

However, in the above-mentioned conventional example, when the accelerator pedal is depressed and the vehicle speed is equal to or lower than the set value, the electric motor is operated and either the front wheel or the rear wheel is operated by the internal combustion engine. It is a four-wheel drive state in which the other is driven to rotate and the other is driven to rotate by an electric motor.
The generator uses its own generated power for field current control In self-excited power generation, the generator generates power according to the rotation of the generator, so the power generation at this place is small and the comparison required at the beginning of starting with four-wheel drive There is an unsolved problem that a relatively large torque cannot be obtained with good responsiveness.

Further, because the electric power supplied to the electric motor uses the electric power generated by the generator driven by the internal combustion engine, when the rotational speed of the electric motor increases due to wheel acceleration slip on the electric motor driving side, the electric motor There is an unsolved problem that the required torque cannot be generated because the induced voltage increases and the difference from the generated voltage decreases, so the motor current decreases.

Therefore, the present invention has been made by paying attention to the unsolved problem of the above-mentioned conventional example, and it is possible to obtain a relatively large torque required at the initial stage of starting with good responsiveness, and the rotation speed of the electric motor is increased. It is an object of the present invention to provide a power generation drive control device for a vehicle that can maintain a required torque even if it increases.

[0006]

In order to achieve the above object, a power generation drive control device for a vehicle according to a first aspect of the present invention comprises a generator driven by an internal combustion engine and an electric motor driven by the electric power of the generator. In a power generation drive control device for a vehicle including: a wheel that is rotationally driven by the electric motor, a magnetic field generating unit that generates a magnetic field by supplying power to the power generator, and a magnetic field generated by the power generator. Power supply means for supplying power to the generation means, and power correction means for increasing and correcting the power supplied to the magnetic field generation means when the amount of power generated by the generator is insufficient with respect to the power required by the magnetic field generation means. It is characterized by having and.

According to the first aspect of the present invention, when the electric power generated by the generator is insufficient with respect to the electric power required by the magnetic field generating means, for example, at the initial stage of starting the vehicle, the electric power correcting means corrects the shortage. . A vehicle power generation drive control device according to a second aspect of the present invention is the vehicle power generation drive control device according to the first aspect of the present invention, wherein field current control means for controlling a field current of the electric motor and rotational speed detection for detecting a rotational speed of the electric motor. The field current control means is configured to limit an increase in the field current when the rotation speed detected by the rotation speed detection means is equal to or lower than a predetermined rotation speed. There is.

According to the second aspect of the present invention, when the rotational speed of the electric motor is equal to or higher than the predetermined rotational speed, the field current control means limits the increase of the field current to the electric motor, so that the induction generated in the electric motor. Suppress the voltage. Therefore, the increase in the generated power of the generator due to the induced voltage is suppressed, so that the power increase correction state by the power correction means is continued.

According to a third aspect of the present invention, in the power generation drive control apparatus for a vehicle according to the second aspect, the field current control means limits the increase amount of the field current to a small value. An increase amount filter and a second increase amount filter for limiting the increase amount of the field current to a large value, and processing by the first increase amount filter when the rotation speed is equal to or lower than a predetermined rotation speed. When the rotational speed exceeds a predetermined rotational speed, the processing by the second rotational speed filter is selected, and the field current is controlled based on the output by the selected filter processing. Is characterized by.

According to the third aspect of the present invention, when the rotation speed detected by the rotation speed detecting means is less than or equal to the predetermined rotation speed, the first increase amount filter is selected to limit the increase amount of the rotation speed to a small value. To do. Therefore, the field current output from the first increase amount filter becomes low, and the induced voltage generated in the electric motor is suppressed. Then, when the rotation speed of the electric motor exceeds the predetermined rotation speed, the second increase amount filter is selected to set the rotation speed increase amount according to the actual increase of the rotation speed of the electric motor.

Still further, in the power generation drive control device for a vehicle according to a fourth aspect of the present invention, in the invention according to any of the first to third aspects, the power correction means has a power storage device, and the power generated by the power generator. When the amount is insufficient with respect to the amount of electric power required by the magnetic field generation means, the electric power of the electric storage device is supplied to the magnetic field generation means.

In the invention according to claim 4, the electric power correction means has a storage battery, and when the amount of electric power generated by the generator is insufficient, the electric power of the storage battery is stably corrected to increase the torque high response and Securing torque durability. According to a fifth aspect of the present invention, there is provided a power generation drive control device for a vehicle according to any one of the first to third aspects, wherein the power correction means has a power increase means for increasing the power of the generator. When the amount of electric power generated by the machine is insufficient with respect to the electric power required by the magnetic field generating means, the shortage is corrected by the electric power increased by the electric power increasing means. There is.

In the invention according to claim 5, the electric power generated by the generator is increased by the electric power increasing means such as a DC-DC converter, and the electric power required by the magnetic field generating means is insufficient due to the increased generated electric power. To ensure high torque responsiveness and torque durability by correcting the increase. Further, claim 6
A power generation drive control device for a vehicle according to any one of claims 1 to 5, further comprising: a main drive wheel that constitutes a part of a plurality of drive wheels arranged in the vehicle in the front-rear direction in the internal combustion engine. It is characterized in that it is driven and the remaining driven wheels are driven by the electric motor.

According to the sixth aspect of the present invention, the main drive wheels are rotationally driven by the internal combustion engine, the internal combustion engine drives the generator to generate electric power, and the generated electric power drives the electric motor to drive the driven wheels. Drive to rotate.

[0015]

According to the invention of claim 1, when the electric power generated by the generator is insufficient with respect to the electric power required by the magnetic field generating means at the initial stage of starting, the electric power correcting means corrects the shortage. Therefore, it is possible to obtain the effect that the high torque response at the initial stage of starting the vehicle can be achieved.

According to the second aspect of the invention, the induced voltage generated in the electric motor is controlled by limiting the increase of the field current when the rotation speed detected by the rotation speed detecting means is equal to or lower than the predetermined rotation speed. Therefore, it is possible to prevent the unnecessary switching to the self-excited power generation state by continuing the power increase correction state by the power correction means, and to prevent a sudden increase in the motor rotation speed due to a sudden start or a road surface disturbance. Also has the effect of improving the torque response and enabling a stable start.

Further, according to the third aspect of the invention, when the rotation speed detected by the rotation speed detecting means is equal to or lower than the predetermined rotation speed, the first increase amount filter is selected to limit the increase of the field current. As a result, the induced voltage generated in the electric motor is suppressed, so that the electric power increase correction state by the electric power correction means is continued, and the switching to the self-excited power generation state is delayed, so that the electric motor rotation speed due to sudden start or road surface disturbance, etc. It is possible to obtain an effect that the torque responsiveness is improved even when the vehicle suddenly rises, and stable starting is possible.

Further, according to the invention of claim 4, when the amount of electric power generated by the generator is insufficient at the initial stage of starting, the electric power of the storage battery is stably increased to compensate for the high torque response and the continuous torque. As a result, it is possible to obtain the effect of being able to secure the sex. Still further, according to the invention of claim 5, the electric power generated by the generator is increased by the electric power increasing means such as a DC-DC converter, and the electric power required by the magnetic field generating means is increased by the increased generated electric power. The effect that the high torque response and the torque durability can be secured by increasing and correcting the shortage is obtained.

Further, according to the invention of claim 6, the main drive wheels are rotationally driven by the internal combustion engine, the generator is driven by the internal combustion engine to generate electricity, and the electric motor is driven by this generated power to drive the slave. It is possible to drive the drive wheels, and in a vehicle having a plurality of drive wheels in the front-rear direction, such as a four-wheel drive vehicle, it is possible to obtain an effect that high torque response and torque continuity at the initial stage of starting can be secured. .

[0020]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram showing a first embodiment when the present invention is applied to a four-wheel drive vehicle. Left and right front wheels 1FL, 1FR as main drive wheels are driven by an engine 2 which is an internal combustion engine, and Left and right rear wheels 1RL and 1RR as driving wheels are driven by a DC motor 4 which is a sub-motor.

The output torque Te of the engine 2 is transmitted to the left and right front wheels 1FL, 1FR via the transmission and the differential gear 5. Further, a part of the output torque Te of the engine 2 is transmitted to the generator 7 via the endless belt 6. This generator 7 rotates at a rotation speed Nh obtained by multiplying the rotation speed Ne of the engine 2 by the pulley ratio,
A load is applied to the engine 2 according to the field current Ifg adjusted by the D controller 8, and a voltage corresponding to the load torque is generated. The electric power generated by the generator 7 is supplied to the DC motor 4 via the electric wire 9 and the junction box 10. The output shaft of the DC motor 4 is connected to a speed reducer 11, an electromagnetic clutch 12 as a clutch means, and a differential gear 13, and the left and right output sides of the differential gear 13 are drive shafts 13L and 13L, respectively.
The left and right rear wheels 1RL and 1RR are connected via R.

A main throttle valve 15 and a sub-throttle valve 16 are provided in the intake pipe line 14 (for example, intake manifold) of the engine 2. The throttle opening of the main throttle valve 15 is adjusted and controlled according to the depression amount of the accelerator pedal 17 or the like.
The main throttle valve 15 is an accelerator pedal 1
An accelerator sensor 1 that mechanically interlocks with the depression amount of 7 or detects the depression amount of the accelerator pedal 17.
The engine controller 19 electrically adjusts and controls the throttle opening according to the detected value of the depression amount of 8. The detected value of the depression amount of the accelerator sensor 18 is also output to the 4WD controller 8.

Further, the sub-throttle valve 16 uses the step motor 20 as an actuator, and its opening degree is adjusted and controlled by the rotation angle according to the number of steps. The rotation angle of the step motor 19 is adjusted and controlled by a drive signal from the motor controller 21. The sub-throttle valve 16 is provided with a throttle sensor 22, and the number of steps of the step motor 19 is feedback-controlled based on the throttle opening detection value detected by the throttle sensor 22. Here, by adjusting the throttle opening of the sub-throttle valve 16 to be equal to or less than the opening of the main throttle valve 15,
The output torque of the engine 2 can be reduced independently of the driver's operation of the accelerator pedal.

Further, the output rotation speed N of the engine 2 is
An engine speed sensor 23 for detecting e is provided,
The engine rotation speed Ne detected by the engine rotation speed sensor 23 is output to the 4WD controller 8. Further, each of the wheels 1FL to 1RR is provided with a wheel speed sensor 24FL to 24RR for detecting a wheel speed, and the wheel speed Vw detected by these wheel speed sensors 24FL to 24RR.
Output _{FL to} Vw _RR to the 4WD controller 8. Furthermore, a shift position sensor 25 for detecting the shift position of the transmission is provided.
The shift position detected in 5 is input to the 4WD controller 8. Furthermore, a 4WD switch 26 is provided near the driver's seat to select whether or not the four-wheel drive mode is set.
The switch signal of the WD switch 26 is input to the 4WD controller 8.

Further, the generator 7 is, as shown in FIG.
It has a delta-connected three-phase stator coil SC and a field coil FC, and each connection point of the stator coil SC is connected to a rectifying circuit 30 composed of a diode. The DC voltage V _G is output. The field coil FC has one end connected to the output side of the rectifier circuit 30 via the diode D1, the diode D2 in the reverse direction, and the predetermined voltage (for example, 12 V) via the 4WD relay 31. Of the diode D through the flywheel diode DF in the forward direction.
1 and D2 are connected to the cathode side and grounded via a voltage regulator (regulator) 33.

Here, the rectifying circuit 30 and the diode D1
The system that supplies the field current Ifg via the circuit forms a self-exciting circuit to configure the magnetic field generation power supply means, and the system that supplies the field current Ifg via the battery 31 and the diode D2 forms the separately excited circuit. However, the diodes D1 and D2 have a select high function of selecting the higher one of the voltages of the self-excited circuit and the separately excited circuit, and constitute the power correction means.

In the 4WD relay 31, one end of its relay coil is connected to the battery 32 by an ignition switch 34.
It is connected to the output side of the ignition relay 35 connected via, and the other end is connected to the 4WD controller 8. Then, the generator 7 adjusts the field current Ifg for the field coil FC by the 4WD controller 8 to generate the power generation load torque Tg for the engine 2.
And the generated voltage V _G for power generation is controlled. Voltage regulator 3
3 is a pulse width modulation (PW
Input the generator control command (field current value) C1
The field current Ifg of the generator 7 is adjusted to a value according to the generator control command C1.

Further, a motor relay 36 and a current sensor 37 are connected in series in the junction box 10, and the motor relay 36 interrupts the electric power supplied to the DC motor 4 in response to a command from the 4WD controller 8. To do. Further, the current sensor 37 detects the armature current Ia supplied from the generator 7 to the DC motor 4, and outputs the detected armature current Ia to the 4WD controller 8. Further, the motor voltage Vm supplied to the DC motor 4 is detected by the 4WD controller 8.

Further, in the DC motor 4, the field current Ifm is controlled by a field control command of pulse width modulation as a motor output torque command from the 4WD controller 8, and the drive torque Tm is adjusted by adjusting the field current Ifm.
Is adjusted. The temperature of the DC motor 4 is the thermistor 3
8 detected, and the detected temperature value is 4WD controller 8
The rotation speed Nm of the output shaft of the DC motor 4 is detected by the motor rotation speed sensor 39, and the rotation speed Nm is input to the 4WD controller 8.

In the electromagnetic clutch 12, one end of the exciting coil 12a is connected to the output side of the 4WD relay 21, and the other end is connected to the 4WD controller 8.
It is grounded via a switching transistor 40 as a switching element in the WD controller 8. The exciting coil 1 is driven by the pulse width modulated clutch control command CL supplied to the base of the transistor 40.
The energizing current of 2a is controlled, and by this, the DC motor 4
The torque transmission force transmitted from the rear wheels 1RL and 1RR as driven wheels is controlled.

As shown in FIG. 3, the 4WD controller 8 includes a generator control unit 8A, a relay control unit 8B, a motor control unit 8C, a clutch control unit 8D, a surplus torque calculation unit 8E, and
The target torque limiter 8F and the surplus torque converter 8G are provided. The generator control unit 8A adjusts the field current Ifg of the generator 7 while monitoring the generated voltage V of the generator 7 through the voltage regulator 22 to adjust the generator voltage V _G of the generator 7. Adjust to the required voltage.

The relay controller 8B controls the disconnection / connection of the power supply from the generator 7 to the DC motor 4. The motor control unit 8C adjusts the field current Ifm of the DC motor 4 to adjust the torque of the DC motor 4 to a required value. The clutch control unit 8D calculates a corresponding motor torque target value Tmt based on a power generation load torque target value Tgt calculated by a surplus torque calculation unit 8E described later, and calculates the following formula based on the motor torque target value Tmt. Then, the clutch transmission torque T _CL for the electromagnetic clutch 12 is calculated, the clutch transmission torque T _CL is converted into the clutch current command value I _CL , and this is pulse-width modulated (PWM) to correspond to the clutch current command value I _CL . The clutch current control output CL having the different duty ratio is obtained and output to the switching transistor 40.

T _CL = T mt × K _DEF × K _TM + T _CL0 where K _DEF is the reduction gear ratio in the differential gear 13, K _TM is the clutch torque margin, and T _CL0 is the clutch initial torque. Further, as shown in FIG. 4, the processing is performed by circulating the surplus torque calculating unit 8E, the target torque limiting unit 8F, and the surplus torque converting unit 8G in this order at predetermined sampling times, as shown in FIG.

First, the surplus torque computing unit 8E performs the processing shown in FIG. That is, first, step S1
Then, the wheel speed sensors 16FL, 16FR, 16RL, 16
Front wheels (main drive wheels) 1FL, 1 based on signals from RR
From the average wheel speed of FR to the rear wheels 1RL, 1RR (driven wheels)
By subtracting the average wheel speed of, the slip speed ΔVF, which is the acceleration slip amount of the front wheels 1FL, 1FR, is obtained.

Here, the calculation of the slip speed ΔVF is performed as follows, for example. The average front wheel speed VWf, which is the average value of the left and right wheel speeds of the front wheels 1FL, 1FR, and the average rear wheel speed VWr, which is the average value of the left and right wheel speeds of the rear wheels 1RL, 1RR, are calculated by the following equations. VWf = (VW _FL + VW _FR ) / 2 (1) VWr = (VW _RL + VW _RR ) / 2 (2) Next, the above average front wheel speed VWf and average rear wheel speed VWr From the deviation, the slip speed (acceleration slip amount) ΔVF of the front wheels 1L and 1R, which are the main driving wheels, is calculated by the following equation (3).

ΔVF = VWf−VWr (3) Next, the process proceeds to step S2, and it is determined whether or not the slip speed ΔVF obtained in step S1 is a positive value larger than a predetermined value, for example, “0”. To judge. When the determination result is that the slip speed ΔVF is equal to or less than “0”, that is, “0” or a negative value, it is estimated that the front wheels 1FL and 1FR are not in acceleration slip, so the process proceeds to step S3 and the power generation load torque target is set. After the value Tgt is set to "0", the post-process is terminated and the process of the target torque limiter 8F is started.

On the other hand, in step S2, when the slip speed ΔVF is a positive value larger than "0", it is estimated that the front wheels 1FL, 1FR are acceleratingly slipping, so the routine proceeds to step S4. In this step S4,
The absorption torque TΔVF required for suppressing the acceleration slip of the front wheels 1FL, 1FR is calculated by the following equation (4), and then the process proceeds to step S5. This absorption torque TΔV
F becomes an amount proportional to the acceleration slip amount.

TΔVF = K1 × ΔVF (4) Here, K1 is a gain obtained by an experiment or the like. In step S5, the current load torque T of the generator 7
After calculating G based on the following equation (5), step S
Go to 6. Here, Vg is the voltage of the generator 7, Ia is the armature current of the generator 7, Ng is the rotation speed of the generator 7, K2 is a coefficient, and K3 is efficiency.

In step S6, the surplus torque, that is, the power generation load torque target value Tgt to be loaded by the generator 7 is obtained based on the following equation (6), and then the process is terminated and the process of the target torque limiting section 8F is started. . Tgt = TG + TΔVF (6) Next, the processing of the target torque limiting unit 8F will be described with reference to FIG.

That is, first, in step S11, the power generation load torque target value Tgt is set to the maximum load capacity H of the generator 7.
It is determined whether or not it is larger than Q. When it is determined that the power generation load torque target value Tgt is less than or equal to the maximum load capacity HQ of the generator 7, the process ends. On the other hand, the power generation load torque target value T
When it is determined that gt is larger than the maximum load capacity HQ of the generator 7, the process proceeds to step S12.

In step S12, the excess torque ΔTb exceeding the maximum load capacity HQ at the power generation load torque target value Tgt is obtained by the following equation (7), and then step S1
Move to 3. ΔTb = Tgt−HQ (7) In step S13, based on the signals from the throttle sensor 22 and the engine speed detection sensor 23, the engine torque calculation map shown in FIG. Te is calculated and the process proceeds to step S14.

In step S14, the engine torque upper limit TeM is calculated by subtracting the excess torque ΔTb from the engine torque Te as shown in the following equation (8), and the obtained engine torque upper limit TeM is output to the engine controller 19. After that, the process proceeds to step S15. TeM = Te-ΔTb (8) Here, in the engine controller 19, the input engine torque upper limit value TeM becomes the upper limit value of the engine torque Te regardless of the driver's operation of the accelerator pedal 17. This engine torque Te is limited.

In step S15, the maximum load capacity HQ is set to the power generation load torque target value Tgt, and then the process ends and the process proceeds to the process of the surplus torque converter 8G. Next, the processing of the surplus torque conversion unit 8G will be described based on FIG. First, in step S20, the slip speed ΔVF
Is greater than “0”. If it is determined that ΔVF> 0, the front wheels 1FL, 1FR are accelerating and slipping, so the process proceeds to step S21. In addition, ΔVF ≦ 0
If it is determined that the front wheels 1FL and 1FR have not accelerated and slipped, the surplus torque calculation unit 8E is terminated without performing the surplus torque conversion process after step S21.
Return to processing.

In step S21, the rotation speed Nm of the motor 4 detected by the motor rotation speed sensor 39 is input,
Based on the rotation speed Nm of the motor 4, the motor field current target value Ifmt is calculated by referring to the motor field current target value calculation map shown in FIG. 8, and the motor field current target value Ifmt is calculated by the motor. After outputting to the control unit 8C, step S
Move to 22.

Here, a map for calculating the target motor field current
Is the motor rotation speed Nm on the horizontal axis and the motor field on the vertical axis.
Taking the magnetic current target value Ifmt, the motor rotation speed Nm
When it is "0", the motor field current target value Ifmt is the maximum.
Large current I_MAXAbout half the initial current value I_INNext to
Mode, the motor speed is increased as the motor rotation speed Nm increases.
The field current target value Ifmt increases to increase the motor rotation speed N.
m is the predetermined rotation speed N_SMotor field current target value
Ifmt is the maximum current I_MAXReaching the motor speed
The degree Nm increases and the first set value N₁Between the motors
The field current target value Ifmt is the maximum current value I in advance._MAXMaintain
However, the motor rotation speed Nm is the first set value N ₁Increase beyond
When added, the motor field current target value Ifmt is correspondingly increased.
Decrease with a relatively large inclination, and the motor rotation speed Nm
Set value of 1 N₁Larger second set value N₂From this first
2 set value N₂Larger third set value N₃Until
The motor field current target value Ifmt is the initial current value I_INLess than
Very low current value I_LIs maintained and the motor rotation speed Nm is the third
Setting value N₃Increase over and accordingly the motor
The field current target value Ifmt decreases with a larger slope.
The characteristic line L1 is set to be "0".

That is, when the rotation speed Nm of the DC motor 4 immediately after starting is low, the motor field current target value Ifm is set.
While t is from the initial value I _L to the predetermined rotation speed Ns, the increase of the induced voltage E generated in the DC motor 4 is suppressed in the field current suppression state that gradually increases as the rotation speed Nm increases. On the other hand, when the rotation speed Nm is between the predetermined rotation speed Ns and the set value N ₁ , the constant predetermined current value I _MAX is set, and when the DC motor 4 becomes the rotation speed set value N ₁ or more, the known field weakening control is performed. Field current Ifm of the DC motor 4 by the method
Is reduced (see FIG. 10). That is, when the motor 4 rotates at high speed, the induced torque in the DC motor 4 increases and the motor torque decreases.
When the rotation speed Nm of the DC motor 4 becomes equal to or higher than a predetermined value, the field current Ifm of the DC motor 4 is reduced to reduce the induced voltage E to increase the current flowing through the DC motor 4 and obtain the required motor torque Tm. To do so. As a result, even if the DC motor 4 rotates at high speed, the rise of the motor induced voltage E is suppressed and the decrease of the motor torque is suppressed, so that the required motor torque Tm can be obtained.

In step S22, the motor rotation speed Nm
Based on the motor field current target value Ifmt, the motor induced voltage E is calculated with reference to the motor induced voltage calculation map shown in FIG. Here, in the motor induced voltage calculation map, with the motor field current target value Ifmt as a parameter, the horizontal axis represents the motor rotation speed Nm, the vertical axis represents the motor induced voltage E, and the motor rotation speed Nm increases. The motor induced voltage E is linearly increased, and the motor induced voltage E is also set to increase as the motor field current target value Ifmt increases.

Next, in step S23, the corresponding motor torque target value Tmt is calculated based on the power generation load torque target value Tgt calculated by the surplus torque calculation unit 8E, and the process proceeds to step S24. In step S24, the electronic current target value Iat is calculated based on the motor torque target value Tmt and the motor field current target value Ifmt by referring to the armature current target value calculation map shown in FIG. In this armature current target value calculation map, the motor field current target value Ifmt is used as a parameter, the horizontal axis represents the motor torque target value Tmt, and the vertical axis represents the armature current target value Imt.
When the motor output torque Tm is “0”, the armature current target value Iat becomes “0” regardless of the value of the motor field current target value Ifmt, and the motor output torque Tm increases from this state. Accordingly, the armature current target value Iat increases and the motor field current target value If increases.
When the armature current target value Iat decreases as the mt increases and the motor output torque Tm becomes a large value, the armature current target value Iat becomes “0” sequentially from the smaller motor field current target value Ifmt. It is configured to be set to.

Next, in step S25, based on the following equation (9), the armature current target value Iat, the combined resistance R of the resistance of the electric wire 9 and the resistance of the coil of the DC motor 4, and the induced voltage E are used to generate the generator. The voltage target value V _G of 7 is calculated,
After outputting the voltage target value V _G of the generator 7 to the generator control unit 8A, the process is terminated and the process returns to the process of the surplus torque calculation unit 8E.

V _G = Iat × R + E (9) Here, in the surplus torque conversion unit 8G, the target of the generator 7 according to the power generation load torque target value Tgt in consideration of the control on the motor side. Although the voltage V _G is calculated, the voltage value V _G that becomes the power generation load torque target value Tgt may be calculated directly from the power generation load torque target value Tgt by referring to a preset map.

In the processing of FIG. 8, step S21
Process corresponds to the field current control means. Next, the operation of the first embodiment will be described with reference to the time chart shown in FIG. It is assumed that the vehicle is stopped with the engine 2 started by setting the select lever of the automatic transmission to the parking range (P) and turning on the ignition switch.

In this stopped state, when the driver operates the 4WD switch 26 to the on state at time t1 as shown in FIG. 10 (a), at this time t1, the select lever is moved as shown in FIG. 10 (c). 4 because it is in the parking range
The WD relay control unit 8B controls the 4WD relay 31 to be in the OFF state, the input of the power system power supply to the 4WD controller 8 is stopped, the field coil FC of the generator 7 from the battery 32, and the junction box 1 are connected.
The power supply to the motor relay 36 of 0 and the clutch coil 12a of the electromagnetic clutch 12 is stopped.

From this stopped state, at time t2, the select lever is moved from the parking range (P) to the reverse range (R).
And the neutral range (N) to the drive range (D), and the drive range (D) is selected at the time point t3, and a predetermined time of, for example, about 0.05 seconds elapses. Thus, the 4WD relay 31 is controlled to be in the ON state as shown in FIG.

In this state, since the vehicle is in a stopped state, the average front wheel speed VWf of the front wheels 1FL and 1FR and the rear wheels 1FR.
The average rear wheel speed VWr of RL and 1RR is both "0",
Since the slip speed ΔVF also becomes “0”, in the process of FIG. 8 executed by the surplus torque conversion unit 8G, step S20 is performed.
Therefore, the process is terminated without executing the processes of steps S21 to S25, and the process returns to the surplus torque calculation unit 8E.

Therefore, the generator control unit 8A controls the generator control output C1 based on the generated voltage target value V _G to the off state and the motor field output MF to the off state, and the clutch control unit 8D controls the clutch control output. CL is controlled to the off state. Therefore, the power generation by the generator 7 and the DC motor 4
Is stopped, and the clutch 12 is controlled to be in the non-engaged state.

From this state, at time t5, the accelerator pedal 1
By stepping on 7 to start the vehicle suddenly, or by starting on a road surface with a low friction coefficient such as a rain road, a snow road, or an icy road,
When an acceleration slip occurs on the front wheels 1FL and 1FR, which are the main driving wheels, a slip speed ΔVF becomes a positive value due to a difference in front and rear wheel speeds. At this time, since the slip speed ΔVF becomes a positive value in the process of FIG. 5 in the surplus torque calculation unit 8E, the process proceeds from step S2 to step S4, and the slip speed ΔVF is multiplied by the gain K1 to suppress the acceleration slip. The required absorption torque TΔVF is calculated, and then the current generation load torque TG is calculated by performing the calculation of the equation (5) based on the current generated voltage V _G , the armature current Ia, and the generator rotational speed Ng. (Step S
5). This current power generation load torque TG is shown in FIG.
As shown in, since the generator rotational speed Ng is relatively small at the time of starting, the generator rotational speed Ng increases as the generated voltage V _G and the armature current Ia increase. Further, the absorption torque TΔVF is multiplied by the current power generation load torque TG to obtain the power generation load torque target value T.
Since gt is calculated, this power generation load torque target value Tgt
Also increases as shown in FIG.

At the time of starting, the power generation voltage V of the generator 7
_{Since G} is lower than the battery voltage V _B as shown in FIG. 10 (j), the diode D1 is turned off, the diode D2 is turned on, and the battery voltage V _B is the field coil FC of the generator 7. Is supplied to. Therefore, a sufficient field current Ifg can be supplied to the field coil FC, and the power generation voltage V _G can be increased.
The armature current Ia supplied to the DC motor 4 can be increased.

By the way, the generated voltage V _G generated by the generator 7 is controlled by the processing of the surplus torque converter 8G shown in FIG. 8, and the motor torque target value Tmt and the motor field current target value Ifmt are controlled. A voltage value obtained by multiplying the armature current target value Iat calculated with reference to the armature current target value calculation map of FIG. 9 by the line resistance R and the induced voltage E in the DC motor 4 are added. Calculated.

Here, the motor field current target value Ifmt
Is based on the motor rotation speed Nm.
See the map for calculating the motor field current target value in step S21.
Motor rotation speed when the vehicle starts
Since Nm is still low, motor field current target value at this time
Ifmt is the maximum current I_MAXCurrent target value I of about half
_INMode, and the mode calculated in step S22 is suppressed.
The induced voltage E is also suppressed to a small value as shown in FIG.
Increases smoothly in a controlled state.

Therefore, as shown in FIG. 9, the armature current target value Iat calculated in step S24 is a larger value than when the motor field current target value Ifmt is set to the maximum value I _MAX. Thus, as shown in FIG. 10 (i), the motor torque Tm smoothly rises with the lapse of time, and the required motor torque Tm can be secured, and the rotation speed Nm of the DC motor 4 is as shown in FIG. 10 (f). Front wheel 1FL, 1
It increases relatively rapidly in response to the FR acceleration slip.

As a result, when an acceleration slip occurs on the front wheels 1FL and 1FR, which are the main driving wheels when the vehicle starts suddenly or starts on a low friction coefficient road surface, the rear wheels 1RL, which are the secondary driving wheels, cancel the acceleration slip. , 1RR DC motor 4 front wheel 1F
The vehicle is driven so as to eliminate the acceleration slip in L and 1FR, and a smooth start can be performed. After that, when the motor rotation speed Nm rapidly increases, the motor field current target value Ifmt also increases accordingly. However, the value becomes smaller than the maximum current I _MAX , and accordingly, the DC motor 4 accordingly. The amount of increase in the induced voltage E that is generated is also suppressed, and the gradual increase continues as shown in FIG.

Similarly, the armature current target value Iat is also suppressed by suppressing the motor field ionization target value Ifmt.
The motor field current target value Ifmt has a larger value than in the case where it is the maximum value I _MAX , and as shown in FIG. 10 (i), it rises smoothly to generate the motor torque Tm required by the DC motor 4. Then, the acceleration slip in the front 1FL and 1FR is eliminated, and the rotation speed Nm of the DC motor 4 is correspondingly reduced.
Also gradually decreases and returns to the normal acceleration state as shown in FIG.

Thereafter, when the rotation speed Nm of the DC motor 4 reaches the predetermined rotation speed Ns at time t6, the motor field current target value Ifmt reaches I _MAX , and thereafter the motor rotation speed Nm reaches the rotation speed set value N1. Until it reaches I _MAX . In this state, since the motor rotation speed Nm increases, the motor induced voltage E also continues a smooth increasing tendency as shown in FIG. 10 (h), and further, the power generation load torque Tg.
Since t continues to increase as shown in FIG. 10E, the armature current target value Iat also continues to increase.

After that, a time point t7 that slightly exceeds the time point t6.
And the generated voltage V_GIs the battery voltage V _BDie beyond
The ode D2 is turned off, and instead of this, a diode
Since the D1 is turned on, the battery voltage V_BBut
Separate excitation control supplied to the field coil FC of the generator 7.
The power generation output from the rectifier circuit 30 of the generator 7 from the state
Pressure V_GIs a self-exciting control state that is supplied to the field coil FC
Is switched to the state.

After that, at time t8, the target value Tgt of power generation load torque reaches a peak and then decreases,
The motor current target value Iat also gradually decreases, and accordingly, the generated voltage V _G also gradually increases. After that, at a time point t9, when the generator load torque target value Tgt is maintained at a relatively low constant value, the motor rotation speed Nm continues to increase, so that the motor induced voltage E also continues to increase. The field current target value Ifmt is the maximum value I
_{Since MAX} is continued, the armature current target value Iat also maintains a relatively low constant value, but the power generation voltage V _G increases as the motor induced voltage E increases.

Thereafter, at time t10, the motor rotation speed N
When m reaches the set rotation speed N1, the motor field current target value Ifmt decreases and the field weakening control is started. At this time, since the motor rotation speed Nm continues to increase,
The motor induced voltage E has a constant value as shown in FIG. On the other hand, the armature current target value Iat is with decreasing motor field current target value Ifmt becomes gradual increase as shown in FIG. 10 (i), also generated voltage V _G 10
As shown in (j), there is a gradual increase.

Thereafter, at time t11, the motor rotation speed N
When m reaches the set rotation speed N2, when the motor field current target value Ifmt is low current value I _L constant value,
As the motor rotation speed Nm increases, the motor induced voltage E increases as shown in FIG. 10 (h), and the armature current target value I
At maintains a constant value as shown in FIG. 10 (i), and the power generation voltage V _G increases as the motor induced voltage E increases.

Thereafter, at time t12, the motor rotation speed N
When m reaches the set rotational speed N3, the motor field current target value Ifmt becomes "0" as shown in FIG. 10 (g), so the motor induced voltage E also becomes "0" and the armature current target value Iat. Also has a value close to “0”, and the generated voltage V _G also has a value close to “0”. As described above, in the first embodiment, when the acceleration slip speed ΔVF of the front wheels 1FL and 1FR sharply increases when the vehicle suddenly starts or starts on the low friction coefficient road surface, the power generation voltage of the generator 7 increases. also V _G is a low state, since the other excitation control state for supplying the field current for the field coil FC of the generator 7 using the battery voltage V _B, the generator voltage V _G of the generator 7 The increase can be secured, and accordingly, the armature current target value Iat can be smoothly increased corresponding to the motor torque target value Tmt that matches the power generation load torque target value Tgt.

At this time, when the motor rotation speed Nm is lower than the predetermined rotation speed Ns, the motor field current target value If is set.
Since mt is set to a value lower than the maximum current value I _MAX , the increase of the motor induced voltage E is suppressed and the generated voltage V _G
Can be suppressed, and by delaying the time when the separately excited field control state by the battery voltage V _B is switched to the self-excited field control state by the power generation voltage V _G of the generator 7,
It is possible to prevent a response delay from occurring in the armature current target value Iat and ensure a good four-wheel drive state.

When the motor field current target value Ifmt is maintained at the maximum current value I _MAX from the state where the motor rotation speed Nm is "0", refer to the armature current target value calculation map of FIG. Armature current target value Iat calculated by
Is insufficient as compared with the increase of the power generation load torque target value Tgt shown in FIG. 10 (e) as indicated by the broken line in FIG. 10 (i), and the motor torque Tm generated in the DC motor 4 is
And the motor induced voltage E increases as shown by the broken line in FIG. 10 (h) corresponding to the increase of the motor rotation speed Nm, and the power generation voltage V _G increases accordingly. As a result, by switching from the other-excitation field control state by the battery voltage V _B to the self-excitation magnetic field control state by the generated voltage V _G earlier, the response delay of the armature current Ia in the other-excitation field control state increases, and the DC motor The motor torque Tm generated in No. 4 becomes smaller and the front wheel 1F
Although there is a problem that the cancellation of the acceleration slip state in L and 1FR is delayed, in the present invention, when the acceleration slip is apt to occur as in the case of sudden start or start on a low friction coefficient road surface as described above, the DC Since the motor field current target value Ifmt of the motor 4 is suppressed, the increase of the motor induced voltage E and the decrease of the armature current target value Iat are suppressed, and the DC motor 4 eliminates the acceleration slip state at the front wheels 1FL and 1FR. It is possible to generate good motor torque.

Next, a second embodiment of the present invention will be described with reference to FIG. In the second embodiment, in the process of FIG. 8 in the surplus torque conversion unit 8G, step S21 is performed.
Instead of referring to the motor field current target value calculation map, the motor field current target value Ifmt is set by performing a comparison calculation based on the motor rotation speed Nm.

That is, in the second embodiment, the motor field current target value calculation processing in step S21 of FIG. 8 in the surplus torque converting portion 8G is performed in step S21a in which the motor rotation speed Nm is set to a predetermined value as shown in FIG. It is determined whether or not the rotation speed is Ns or less, and if Nm ≦ Ns, the process proceeds to step S21b, and the motor field current target value If is determined.
After setting mt to an initial current value I _IN which is about half the maximum current value I _MAX, the process is terminated and the process proceeds to step S23.

Further, the determination result of step S21a is Nm.
> Proceeds to step S21c when a Ns, to determine the motor rotation speed Nm is equal to or less than the rotational speed setting value N _1, and when a Nm ≦ N ₁ goes to step S21d, the motor field current target After the value Ifmt is set to the maximum current value I _MAX , the processing is terminated and the step S2 is executed.
Move to 3.

Further, the determination result of step S21c is N
When m> N ₁ , the process proceeds to step S21e,
It is determined whether or not the motor rotation speed Nm is less than or equal to the rotation speed set value N ₃ , and when Nm ≦ N ₃ , step S2
If the motor field current target value Ifmt is set to a low current value I _L smaller than the initial current value I _{IN, the} process ends and the process proceeds to step S23.

Furthermore, when the determination result of step S21e is Nm> N ₃ , the process proceeds to step S21g, the motor field current target value Ifmt is set to "0", the process is terminated, and the process proceeds to step S23. Transition. According to the second embodiment, the motor field current target value Ifmt is maintained while the motor rotation speed Nm is equal to or lower than the predetermined rotation speed Ns.
Is suppressed to the initial current value I _IN , the increase in the induced voltage of the DC motor 4 can be suppressed and the armature current target value Ia can be suppressed as in the first embodiment described above.
It is possible to suppress the decrease of t, delay the switching from the separately excited field control state of the generator 7 to the self excited field control state, prevent the response delay of the armature current target value Iat, and prevent the direct current motor 4 from the front wheel side. It is possible to generate a motor torque that eliminates the acceleration slip that occurs in 1FL and 1FR.

Next, a third embodiment of the present invention will be described with reference to FIG. In the third embodiment, when the motor field current target value Ifmt is suppressed in a region where the motor rotation speed is low as in the second embodiment, the motor field current changes due to an instantaneous change in the motor rotation speed. This is to suppress the increase of the target value Ifmt.

That is, in the third embodiment, the process of step S21 in the surplus torque converting section 8G is the same as the process of FIG. 11 described above as shown in FIG.
21d is followed by an increase filter process, steps S21b and S21g are followed by a decrease filter process, and steps S21e and S21.
The same process as that of FIG. 11 is performed except that the process of f is omitted. Corresponding processes to those of FIG. 11 are denoted by the same step numbers, and detailed description thereof will be omitted.

When the motor field current target value Ifmt is set to the maximum current value I _MAX in step S21d, the increasing filter process proceeds to step S31 and the previous motor rotation speed Nm (n-1) is changed. It is determined whether or not the rotation speed is equal to or lower than the predetermined rotation speed Ns, and when Nm (n-1) ≤ Ns, it is determined that the motor rotation speed Nm exceeds the predetermined rotation speed Ns for the first time, and the process proceeds to step S32 to perform control. It is determined whether or not a predetermined time has elapsed from the start. When the predetermined time has elapsed, the process proceeds to step S33, and a flag F indicating an instantaneous motor rotation speed change state indicates that the normal motor rotation speed has changed. After resetting to "0", the process proceeds to step S34, and the previous motor field current target value Ifmt is set.
(n-1) is added to the relatively large normal limit value ΔIf _AN as the current motor field current target value Ifmt (n), and then the process proceeds to step S35 to set the motor field current target value. determines Ifmt (n) is whether exceeds the maximum current value I _MAX, the process proceeds to the step S22 as it is finished filtering when a _{Ifmt (n) ≦ I MAX,} Ifmt (n)> I MAX If so, step S3
6, the motor field current target value Ifmt of this time
(n) is set to the maximum current value I _MAX , and then step S3
8, the previous motor field current target value Ifmt (n
After setting a value obtained by adding the suppression limit DerutaIf _AL of preset the normal limits DerutaIf _AN smaller value as the current of the motor field current target value Ifmt (n) -1) to exit the filter Then, the process proceeds to step S22.

If the result of determination in step S32 is that a predetermined time has not elapsed from the start of control, it is determined that the motor rotation speed has changed instantaneously, the process proceeds to step S37, and the motor rotation speed changes instantaneously. After the flag F indicating that is set to "1", the filtering process is terminated and the process proceeds to step S22. Further, when the result of the determination in step S31 is Nm (n-1)> Ns, the process proceeds to step S39, it is determined whether the flag F is "1", and the flag F is reset to "0". If the flag F is set to "1", the process proceeds to step S34.

The reduction filter process is performed in step S2.
After 1b, the process proceeds to step S40 to calculate a deviation ΔIfm obtained by subtracting the previous motor field current target value Ifmt (n-1) from the current motor field current target value Ifmt (n).
Then, the process proceeds to step S41, it is determined whether the deviation ΔIfm is negative, and if ΔIfm ≧ 0, it is determined that the motor field current target value Ifmt is increasing, and the process directly proceeds to step S43. , ΔIfm <0, it is determined that the motor field current target value Ifmt is decreasing, the process proceeds to step S42, and a normal value preset from the previous motor field current target value Ifmt (n-1) is set. After setting the value obtained by subtracting the limit value ΔIf _DN as the current motor field current target value Ifmt (n), step S43
Move to.

In step S43, it is determined whether or not the current motor field current target value Ifmt (n) is less than the initial current value I _IN , and if Ifmt (n) ≧ I _IN , the filter processing is terminated. Then, the process proceeds to step S22, and if Ifmt (n) <I _IN , then step S44.
To the current motor field current target value Ifmt (n)
_Is set to the initial current value I _IN , the filtering process is terminated, and the process proceeds to step S22.

Further, after step S21g, the process proceeds to steps S45 to S47 to perform the same processing as the above steps 40 to S42, and then proceeds to step S48 to set the motor field current target value Ifmt (n). ) Is negative. If Ift (n) ≧ 0, the filter processing is terminated and the process proceeds to step S22.
When t (n) <0, the routine proceeds to step S49, where the current motor field current target value Ifmt (n) is set to "0", and then the filter processing is ended and the routine proceeds to step S22.

The process of FIG. 12 corresponds to the field current control means, of which the processes of steps S37 to S39 correspond to the first filter, and the processes of steps S33 to S36 correspond to the second filter. There is. According to the third embodiment, when a large acceleration slip occurs on the front wheels 1FL and 1FR when the vehicle suddenly starts or starts on the low friction coefficient road surface, the motor torque target value due to the sudden increase of the power generation load torque target value Tgt is generated. As Tmt increases, the rotation speed of the DC motor 4 increases as shown in FIG.

At this time, when the motor rotation speed Nm is less than the predetermined rotation speed Ns, the routine proceeds from step S21a to step S21b, and the motor field current target value Ifm.
As shown in FIG. 13B, when t is set to the initial current value I _IN and the process proceeds to step S22, the filtering process is not performed. In this state, the motor rotation speed Nm
Is instantaneously exceeded the predetermined rotation speed Ns at time t11 as shown in FIG. 13 (a), step S21c
Through step S21d to step S31. In this state, the previous motor rotation speed Nm (n-1) is less than or equal to the predetermined rotation speed Ns, and therefore the process proceeds to step S32. Since a predetermined time has not elapsed from the start of control, the process proceeds to step S37 and the flag is set. F is set to "1", then the process proceeds to step S38, and a value obtained by adding a relatively small suppression limit value ΔIf _AL to the previous motor field current target value Ifmt (n-1) is used as the motor current value. Since it is set as the field current target value Ifmt (n), the increase amount of the motor field current target value Ifmt (n) is suppressed to the suppression limit value ΔIf _AL as shown in FIG. 13 (b).

Next, when the processing of FIG. 12 is executed, the motor rotation speed Nm exceeds the predetermined rotation speed Ns, but the previous motor rotation speed Nm (n-1) exceeds the predetermined rotation speed Ns. Therefore, from step S31 to step S
39, and the flag F is set to "1". Therefore, the process proceeds to step S38, and the suppression limit value ΔI which is a relatively small value to the previous motor field current target value Ifmt (n-1).
The value obtained by adding f _AL is the motor field current target value Ifm of this time.
Since it is set as t (n), the motor field current target value I
The increase amount of fmt (n) is suppressed to the suppression limit value ΔIf _AL as shown in FIG. 13 (b).

Thereafter, the increase of the motor field current target value Ifmt by the suppression limit value ΔIf _AL is repeated, and at time t.
When the motor rotation speed Nm becomes equal to or lower than the predetermined rotation speed Ns in 12, the process of FIG.
By moving to 21b, this motor field current target value Ifmt (n) is a low current value I _L is set, then decreased filtering process is performed. In this reduction filter processing, the deviation Δ obtained by subtracting the previous motor field current target Ifmt (n-1) from the current motor field current target value Ifmt (n)
Ifm is calculated, and the deviation ΔIfm is negative, the process proceeds from step S41 to step S42, and the preset normal limit value ΔIf _DN is subtracted from the previous motor field current target value Ifmt (n-1). After setting this value as the current motor field current target value Ifmt (n), step S4
Then, ifmt (n) ≧ 0 holds, the filtering process is terminated and the process proceeds to step S22.

Therefore, the motor field current target value Ifmt
Is decreased as shown in FIG. 13 (b), and this decrease filter processing is continued, and the current motor field current target value Ifmt is decreased.
When (n) becomes less than the initial current value I _{IN, the} process proceeds from step S43 to step S44, and the current motor field current target value Ifmt (n) is set to the initial current value I _IN , and this state is the motor rotation speed. It is maintained until Nm exceeds the predetermined rotation speed Ns.

After that, when the motor rotation speed Nm again exceeds the predetermined rotation speed Ns at a time t13 after a predetermined time has elapsed from the start of the control, the process proceeds from step S31 to step S32 in the processing of FIG. Since time has elapsed, the process moves to step S33, and the flag F is reset to "0". Next, in step S34, the value obtained by adding the normal limit value ΔIf _AN to the previous motor field current target value Ifmt (n-1) is the current motor field current target value I
It is set as fmt (n), and the motor field current target value Ifmt (n) of this time is smaller than the maximum current value I _MAX , so the filter processing is ended as it is and the process proceeds to step S22.

As a result, the motor field current target value Ifmt
However, as shown in FIG. 13B, the normal limit value ΔIf _AN, which is larger than the suppression limit value ΔIf _AL , increases relatively sharply. After that, when the motor current target value Ifmt continues to increase at the normal limit value ΔIf _AN and the current motor field current target value Ifmt (n) calculated at time t14 exceeds the maximum current value I _MAX , step S35. To step S36, and the current motor field current target value Ifm is set.
t (n) is limited to the maximum current value I _MAX , and this state continues until the motor rotation speed Nm exceeds the rotation speed set value N ₁ .

Thereafter, at time t15, the motor rotation speed Nm
Exceeds the rotational speed setting value N ₁ , the process proceeds from step S21c to step S21g, and the current motor field current target value Ifmt (n) is set to "0". For this reason,
From the current motor field current target value Ifmt (n) calculated in step S45 to the previous motor field current target value Ifm
Since the deviation ΔIfm obtained by subtracting t (n-1) becomes negative, the process proceeds from step S46 to step S47, and the normal limit value ΔIf _{DN is} added to the previous motor field current target value Ifmt (n-1).
The value obtained by subtracting is the current motor field current target value Ifmt
It is set as (n) and this motor field current target value Ifm
Since t (n) is larger than "0", step S22 is performed as it is.
Move to.

Therefore, the motor field current target value Ifm
As shown in FIG. 13 (b), t is successively reduced by the normal limit value ΔIf _DN , and when the current motor field current target value Ifmt (n) becomes negative at time t16, the process proceeds from step S48 to step S49. , The current motor field current target value If
mt (n) is set to "0". Thus, the third
According to the embodiment of the present invention, when the vehicle starts, the motor rotation speed N
When m instantaneously increases and exceeds the predetermined rotation speed Ns, the current motor field commutation target value Ifmt
The maximum current value I _MAX is set as (n), but since the increase amount is limited to the suppression limit value ΔIf _AL by the increase filter processing, the influence of noise is removed and the initial current value I _IN is substantially maintained. can do. As a result, the motor induced voltage E
Of the armature current Iat can be suppressed, and a good motor torque Tm that can eliminate the acceleration slip generated in the front wheels 1FL and 1FR of the DC motor 4 can be generated. You can

In the above first to third embodiments, the case where the electromagnetic clutch 11 is applied as the clutch means has been described, but the present invention is not limited to this, and a fluid pressure clutch can also be applied. In this case, the clutch engagement force may be controlled by electrically controlling the pressure control valve that controls the fluid pressure supplied to the fluid pressure clutch, and any other clutch engagement force that can be electrically controlled. A clutch can be applied.

In the first to third embodiments described above, the case where the input shaft of the generator 7 is connected to the engine 2 via the belt 6 has been described, but the present invention is not limited to this. The input shaft of the machine 7 may be connected to the rotating portion from the output side of the transfer to the front wheels 1FL and 1FR. In this case, the load during idling of the engine 2 can be reduced.

Further, in the above first to third embodiments, the case where the motor rotation speed sensor 39 is applied as the motor rotation speed detecting means and the motor rotation speed Nm is directly detected by the motor rotation speed sensor 39 will be described. However, the wheel speed sensor 24 is not limited to this.
The motor rotation speed may be estimated based on the wheel speeds Vw _RL and Vw _RR detected by RL and 24RR and the reduction ratio of the differential gear 13.

Furthermore, in the above first to third embodiments,
In addition, the generated voltage V at the generator 7 _GIn low areas
Battery voltage V_BVoltage supplied to the field coil FC at
However, it is not limited to this.
Generated voltage V_GIs the battery voltage V_BTo
Rectifier circuit of the generator 7 when the voltage is less than the corresponding predetermined voltage
Power generation voltage V output from 30_GDC-DC converter
Apply a voltage booster circuit to boost the voltage to a specified voltage.
You may.

Furthermore, in the first to third embodiments described above, the front wheels 1FL and 1FR are the main driving wheels, and the rear wheels 1FL and 1FR are the main driving wheels.
The case where the present invention is applied to a four-wheel drive vehicle in which RL and 1RR are driven wheels has been described, but the present invention is not limited to this. The rear wheels 1RL and 1RR are used as main driving wheels and the front wheel 1 is used.
FL and 1FR may be used as the driven wheels. In addition, in the above-described first to third embodiments, the present invention is
The case where the invention is applied to a wheel drive vehicle has been described, but the present invention is not limited to this, and it is provided with two or more drive wheels in the front-rear direction, some of the main drive wheels are driven by the internal combustion engine, and the remaining sub-drive wheels are used. The present invention can be applied to the case where a wheel is driven by an electric motor, and the present invention is applied to an electric drive device that drives an electric motor that drives a wheel by a generator that is rotationally driven by a rotational drive source such as an internal combustion engine. can do.

[Brief description of drawings]

FIG. 1 is a schematic device configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a block diagram of a control system in the first embodiment.

FIG. 3 is a functional block diagram showing a 4WD controller according to the first embodiment.

FIG. 4 is a flowchart showing a control processing procedure in the 4WD controller according to the first embodiment.

FIG. 5 is a flowchart showing an example of a processing procedure of a surplus torque calculation unit in the first embodiment.

FIG. 6 is a flowchart showing an example of a processing procedure of a target torque control unit in the first embodiment.

FIG. 7 is a diagram showing an engine torque calculation map showing the relationship between the throttle opening θ and the engine torque Te with the engine speed Ne as a parameter.

FIG. 8 is a flowchart showing an example of a processing procedure of a surplus torque conversion unit in the first embodiment.

FIG. 9 is a diagram showing an armature current target value calculation map showing the relationship between the motor torque target value and the armature current target value using the motor field current target value as a parameter.

FIG. 10 is a time chart for explaining the operation of the first embodiment.

FIG. 11 is a flowchart showing an example of a processing procedure for calculating a motor field current target value according to the second embodiment of the present invention.

FIG. 12 is a flowchart showing an example of a processing procedure for calculating a motor field current target value according to the third embodiment of the present invention.

FIG. 13 is a time chart used for explaining the operation of the third embodiment.

[Explanation of symbols]

1FL, 1FR front wheel 1RL, 1RR rear wheel 2 engine 4 DC motor 7 generator 8 4WD controller 10 junction box 11 reducer 12 Electromagnetic clutch 24FL to 24RR Wheel speed sensor 30 rectifier circuit D1, D2 diode 31 4WD relay 32 batteries 33 Voltage regulator FC field coil SC stator coil 37 Current sensor 39 Motor rotation speed sensor

Continued front page    F term (reference) 3G093 AA07 AA16 BA15 CB05 CB06                       DA01 DA06 DB05 DB11 DB19                       DB20 EA01 EB09 EC02 FA03                       FA05 FA11                 3J057 AA01 GA21 GB02 GB36 GB40                       HH01 JJ01                 5H115 PA12 PC06 PG04 PI16 PO06                       PU01 PU26 QE01 QE08 QH02                       SE03 SE06                 5H590 CA07 CA23 CC01 CC18 CD01                       CE05 DD23 DD64 EA07 EB02                       EB14 FA06 FA08 FC12 GA02                       GA04 GA06 HA02 HA03 HA04                       HA06

Claims (6)

[Claims] 1. A generator driven by an internal combustion engine,
In a power generation drive control device for a vehicle including an electric motor driven by the electric power of the generator, and a wheel driven by the electric motor, magnetic field generation means for generating a magnetic field by supplying electric power to the generator, Power supply means for supplying electric power generated by the generator to the magnetic field generating means, and supplying to the magnetic field generating means when the amount of electric power generated by the generator is insufficient for the electric power required by the magnetic field generating means A power generation drive control device for a vehicle, comprising: a power correction means for increasing and correcting the power to be generated. 2. A field current control means for controlling a field current of the electric motor, and a rotation speed detection means for detecting a rotation speed of the electric motor, wherein the field current control means is the rotation speed detection means. 2. The power generation drive control device for a vehicle according to claim 1, which is configured to limit an increase in the field current when the detected rotation speed is equal to or lower than a predetermined rotation speed. 3. The field current control means includes a first increase amount filter that limits an increase amount of the field current to a small value, and a second increase amount filter that limits an increase amount of the field current to a large value. An increase amount filter, wherein the first increase amount filter performs processing when the rotation speed is equal to or lower than a predetermined rotation speed, and the second rotation speed when the rotation speed exceeds a predetermined rotation speed. 3. The power generation drive control device for a vehicle according to claim 2, wherein the processing by a filter is selected and the field current is controlled based on the output by the selected filtering. 4. The power correction means includes a power storage device, and when the amount of power generated by the power generator is insufficient with respect to the power amount required by the magnetic field generation device, the power of the power storage device is changed to the magnetic field. The power generation drive control device for a vehicle according to any one of claims 1 to 3, wherein the power generation drive control device is configured to be supplied to the generation means. 5. The power correction means has a boosting means for boosting the power of the generator, and when the amount of power generated by the generator is insufficient with respect to the amount of power required by the magnetic field generating means. The power generation drive control device for a vehicle according to any one of claims 1 to 3, wherein the shortage is configured to be increased and corrected by the power boosted by the booster. 6. The internal combustion engine drives a main drive wheel that constitutes a part of a plurality of drive wheels arranged in the vehicle in the front-rear direction, and the electric motor drives the remaining sub drive wheels. The power generation drive control device for a vehicle according to any one of claims 1 to 5.