JP2005073499A - Drive control arrangement of electric motor drive wheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To execute reconnection of a clutch without generating shocks, even when wheels, driven by an electric motor are rolled back via the clutch. <P>SOLUTION: Front wheels 1L, 1R are driven by an engine 2, but when the front wheels are acceleration slipped, a load torque of a generator 8 is increased by excessive output of the engine, and the motor 4 is driven by generated electric power. Motor torque reaches rear wheels 3L, 3R via the clutch 13, to obtain four-wheel drive conditions. In a vehicle stopped condition on a climbing slope with a transmission 5 placed in a D range, when a vehicle is reversed to rotate the rear wheel in a direction reverse to that of a D range command, reverse rotation of the motor is decided, by mismatching of negative polarity of counter electromotive force of the motor with the D range command. When reconnecting the clutch 13 by slippage of the front wheel caused by stepping in of an accelerator pedal, while decision is made that this roll back exists, the motor 4 is raced in the reverse direction, even in the D range, to equalize a direction of input/output rotation of the clutch 13, and when the speed of this input/output rotation is made almost matching, reconnection of the clutch 13 is conducted. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an electric motor drive wheel such as a motor four-wheel drive vehicle in which one of the front and rear wheels is driven by an internal combustion engine (engine) and the other wheel is appropriately driven via a clutch by power from the electric motor. More particularly, the present invention relates to an apparatus for discriminating the rotation direction of an electric motor drive wheel and controlling the drive of the electric motor drive wheel according to the result.

  Conventionally, for example, there is a motor four-wheel drive vehicle as described in Patent Document 1 as a vehicle having electric motor drive wheels that are appropriately driven via a clutch by power from the electric motor.

In this vehicle, the front two wheels (or the rear two wheels) are driven by an engine, the rear two wheels (or the front two wheels) can be driven by an electric motor via a clutch, and the vehicle is dedicated to four-wheel drive power generation coupled to the engine. The electric motor is directly driven by the power from the machine.
In brief, the engine drive wheels are likely to drive slip, or when the engine slips, the generator is loaded by the surplus torque of the engine to generate power, and the electric motor is driven by this generated power and fastened at this time. By transmitting the power from the electric motor to the electric motor drive wheels via the clutch, motor four-wheel drive is enabled.

It should be noted that the clutch is basically released when it is not driven by four wheels, so that the electric motor drive wheel does not drag the electric motor to avoid deterioration of fuel consumption.
When the vehicle is stopped, the engine drive wheels are likely to cause drive slip at the next start, and it is preferable to set the four-wheel drive state, so that the clutch is kept in the engaged state.
When starting, a load corresponding to the amount of depression of the accelerator pedal is applied to the generator to generate power, and the electric motor is driven by the electric power to start in a four-wheel drive state.
JP 2002-218605 A

  By the way, when shifting to the four-wheel running where the clutch is engaged from the released state and driving the electric motor drive wheel, the electric motor is first idled before the clutch is engaged, and the motor side rotational speed of the clutch is rotated on the wheel side. It is common sense for shock countermeasures to increase the speed until it almost matches the speed, and to engage the clutch when the speed matches.

However, the rotational speed sensor indispensable for determining the coincidence of the rotational speeds cannot detect an extremely low speed (for example, less than 1.5 km / h in terms of vehicle speed). The speed must be estimated in time series from the speed,
And when it becomes possible to detect the rotation direction again when it becomes possible to detect the rotation speed, it is not practical because it increases the cost, and at present the rotation direction of the detected rotation speed is unknown,
There is no choice but to estimate the rotational direction of the electric motor drive wheels from the driving direction commanded by the driver (in the case of an automatic transmission, the D range for forward travel and the R range for reverse travel), causing the problems described below. .

For example, when the vehicle is stopped on the uphill road in the D range, and the vehicle is about to step on the accelerator pedal by releasing the brake pedal when starting, the vehicle cannot keep stopped by the creep torque of the automatic transmission. Consider the case of a rollback in general.
In this case, the electric motor drive wheel rotates backward (hereinafter referred to as reverse rotation) due to the backward movement of the vehicle, and the reverse rotation continues until the vehicle starts moving forward due to depression of the accelerator pedal.
On the other hand, the clutch is released when the drive slip of the engine drive wheel is not generated, and when the drive slip of the engine drive wheel occurs due to the depression of the accelerator pedal, the controller detects the drive slip and then the electric motor is connected to the clutch. The engine rotates idly so that the input / output rotation speeds coincide with each other, and attempts to engage the clutch at the coincidence.

By the way, although the electric motor drive wheel is reversely rotated as described above due to the reverse of the vehicle, the controller cannot detect this rotation direction. In order to be consistent with this determination, the idle rotation of the electric motor is performed in the normal rotation direction.
For this reason, although the input / output rotational speed of the clutch has the same absolute value, the rotational direction of the wheel side of the clutch is the reverse direction, whereas the rotational direction of the motor side is the forward direction. The speed difference is twice that of the case where rotation is not adjusted, and a large engagement shock is generated when the clutch is engaged.

The main object of the present invention is to make it possible to determine the rotation direction of the electric motor-driven wheels first so that, for example, such problems can be solved.
In particular, the present invention recognizes the fact that the clutch is engaged when the vehicle is stopped, the electric motor is driven by the electric motor drive wheel at the beginning of rollback, and generates a back electromotive voltage having a polarity corresponding to the driving direction. Based on
A first object is to enable the above-described rotation direction discrimination using the polarity of the counter electromotive voltage.
The present invention further has as its final object to propose a drive control device for an electric motor-driven wheel that can solve the shock problem by using the above-mentioned discrimination result.

For these purposes, the drive control device for an electric motor drive wheel according to the present invention is constructed as described in claim 1 or claim 2.
That is, in any case, based on a vehicle having electric motor driving wheels driven through a clutch by power from the electric motor,
Traveling direction command determination means for checking whether the driver is commanding forward traveling or reverse traveling, and
Motor counter electromotive voltage detection means for detecting a counter electromotive voltage generated when the electric motor is driven by a wheel;
In response to signals from these means, the electric motor-driven wheels are rotating in a direction opposite to the driving direction commanded by the driver, with the polarity of the motor back electromotive voltage being inconsistent with the driving direction command of the driver. Motor-driven wheel rotation direction determination means for determining
Clutch engagement command means is provided for instructing engagement of the clutch when the vehicle is in a vehicle operation state that requires driving of the electric motor drive wheels.

In contrast to such a common configuration, in the invention according to claim 1,
When the rotation direction of the electric motor drive wheel is the reverse rotation direction from the traveling direction commanded by the driver from the determination result by the motor drive wheel rotation direction determination means, the clutch is also received by the clutch engagement command from the clutch engagement command means. Is configured to prohibit the conclusion of
In the invention according to claim 2,
When the rotation direction of the electric motor driven wheel is opposite to the traveling direction commanded by the driver from the determination result by the motor driven wheel rotation direction determining means, it responds to the clutch engagement command from the clutch engagement command means. The clutch is engaged after the electric motor is driven to rotate in the direction of rotation of the electric motor drive wheels.

In any of the inventions according to claim 1 and claim 2,
When the polarity of the back electromotive force generated by the electric motor driven by the wheel does not match the vehicle driving direction command by the driver, the electric motor drive wheel rotates in the direction opposite to the driving direction command of the driver. Because it is determined that
It is possible to determine the rotational direction of the wheel driven by the electric motor by simply detecting the polarity of the motor back electromotive voltage and matching it with the driving direction command of the driver. It can be used to solve the shock problem at the time of fastening.

Even if the clutch is instructed to be driven when the electric motor drive wheel needs to be driven, the result of the determination of the electric motor drive wheel rotation direction is the reverse of the driving direction commanded by the driver. When the direction is the direction, after the clutch is prohibited from being engaged as in the invention described in claim 1, or the electric motor is rotated in the rotational direction of the electric motor drive wheel as in the invention described in claim 2. To perform the clutch engagement,
At least, it is possible to avoid a situation where the clutch is engaged when the electric motor drive wheel is rotating in a direction opposite to the driving direction command of the driver, and this causes the large engagement shock of the clutch. Can be prevented.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 schematically shows a drive system of a motor four-wheel drive vehicle equipped with a drive control device for electric motor drive wheels according to an embodiment of the present invention. In this embodiment, this vehicle is divided into left and right front wheels 1L and 1R. A front engine / front wheel drive vehicle (F / F vehicle) driven by the engine 2 which is an internal combustion engine is used as a base vehicle, and the left and right rear wheels 3L and 3R can be driven by a rear wheel drive motor 4 which is an electric motor as required. The motor is a four-wheel drive vehicle.

The engine 2 is drivably coupled to the left and right front wheels 1L and 1R via a transaxle in which a transmission (here, an automatic transmission) 5 and a differential gear device 6 are configured as an integral unit.
It is assumed that the output torque of the engine 2 is transmitted to the left and right front wheels 1L and 1R via the automatic transmission 5 and the differential gear device 6 and used for traveling of the vehicle.

Next, the rear wheel drive system by the electric motor 4 will be described. This is basically the same as that in the motor four-wheel drive vehicle described in Patent Document 1.
In other words, a dedicated generator 8 driven by the endless belt 7 by a part of the output torque of the engine 2 is provided, and this generator 8 is rotated at a rotational speed obtained by multiplying the rotational speed of the engine 2 by the pulley ratio. The power generation load corresponding to the field current Ifh adjusted by the four-wheel drive controller 9 is applied to the engine 2 to generate electric power corresponding to the load torque.
The electric power generated by the generator 8 is supplied to the rear wheel drive motor 4 via the relay 11 by the electric wire 10.
The relay 11 can also be used in response to a command from the controller 9 to cut off the electric wire 10 when the generator 8 becomes poorly controlled or when the rear wheel drive is unnecessary and the controller 9 does not apply a power generation load to the generator 8. Since there is some power generation by the permanent magnet, the electric wire 10 is cut off so as not to be supplied to the motor 4.

The drive shaft of the rear wheel drive motor 4 is coupled to the differential gear device 14 of the rear wheels 3L and 3R via the speed reducer 12 and the clutch 13 incorporated therein, and the output torque of the motor 4 is divided by the speed ratio by the speed reducer 12. Increased in
If the clutch 13 is in the engaged state, the increased torque is distributed and output to the left and right rear wheels 3L, 3R by the differential gear device 14.

The four-wheel drive controller 9 also controls the engagement / release of the clutch 13 and the rotation direction / drive torque of the motor 4.
In controlling the motor 4, the controller 9 controls the motor driving torque by adjusting the field current Ifm to the motor 4, and controls the motor rotation direction by the direction of the field current Ifm.

In order to perform the above-described control of the motor 4, the generator 8, the relay 11, and the clutch 13, in addition to inputting the signal from the four-wheel drive switch 21 to the four-wheel drive controller 9,
Signals from the wheel speed sensor group 22 for individually detecting the wheel speeds (front wheel speeds) V _WFL and V _WFR of the left and right front wheels 1L and 1R and the wheel speeds (rear wheel speeds) V _WRL and V _WRR of the left and right rear wheels 3L and 3R When,
A signal from a motor rotation sensor 23 for detecting the rotational speed Nm of the rear wheel drive motor 4;
A signal from the inhibitor switch 24 for detecting whether the selection range RNG (travel direction command by the driver) of the automatic transmission 5 is the forward (D) range or the reverse (R) range;
A signal from the accelerator opening sensor 25 for detecting the accelerator pedal depression amount APO is input.
The four-wheel drive controller 9 determines whether the four-wheel drive is necessary and automatically performs the motor four-wheel drive as described below while the driver turns on the four-wheel drive switch 21.
While the driver is turning off the four-wheel drive switch 21, the two-wheel drive by only the engine drive of the front two wheels is continuously performed.

Hereinafter, the basic four-wheel drive control performed by the controller 9 will be described. First, the surplus torque of the engine 2 that causes the drive slip of the front wheels 1L and 1R that are engine drive wheels is calculated by the process shown in FIG.
First, in step S1, from the average front wheel speed Vwf obtained from the front wheel speeds V _WFL and V _WFR detected by the wheel speed sensor group 22, the average obtained from the rear wheel speeds V _WRL and V _WRR detected by the wheel speed sensor group 22 in the same manner. By subtracting the rear wheel speed Vwr, the acceleration slip amount ΔVf of the left and right front wheels 1L and 1R which are engine drive wheels is obtained.

In the next step S2, it is determined whether or not an acceleration slip has occurred depending on whether or not the acceleration slip amount ΔVf of the left and right front wheels 1L and 1R is a predetermined value, for example, 3 km / h or more.
When it is determined that the acceleration slip amount ΔVf is less than 3 km / h, the control is terminated as it is because no acceleration slip has occurred and there is no surplus of engine output.
When the acceleration slip is determined in step S2 that the acceleration slip amount ΔVf is 3 km / h or more, the excess torque of the engine, that is, the acceleration slip that causes the acceleration slip of the front wheels 1L and 1R is suppressed in step S3. The absorption torque T (ΔVf) necessary for the calculation is calculated by T (ΔVf) = K1 × ΔVf.
K1 is a gain obtained through experiments or the like.

In the next step S4, the current load torque Tg of the generator 8 is obtained. In step S5, the target generator load of the generator 8 is calculated by adding the current generator load torque Tg and the surplus torque T (ΔVf). Torque Th = Tg + T (ΔVf) is obtained.
In step S6, the motor overspeed vehicle speed (for example, 30 km), in which the vehicle speed that can be obtained from the wheel speeds V _WFL , V _WFR , V _WRL , V _WRR is the lower limit value of the vehicle speed range that causes the motor 4 to over-rotate when the clutch 13 is engaged. / h) Check if it is less than.

If the vehicle speed is greater than or equal to the motor overspeed vehicle speed, the motor 4 is overrotated and the durability of the motor 4 is reduced. Therefore, the control is terminated as is so that the four-wheel drive is not performed. In S7, the maximum load torque Thmax of the generator 8 is obtained.
Next, in step S8, it is checked whether or not the target power generation load torque Th of the generator 8 is equal to or greater than the maximum load torque Thmax.
If Th ≧ Thmax, Th = Thmax is set in step S9 to limit the target power generation load torque Th to the limit that can be realized, and if Th <Thmax, the control is terminated and the target power generation load torque Th is obtained in step S5. Value.

  In FIG. 2, the method of obtaining the target power generation load torque Th of the generator 8 is described only when the engine drive wheels 1L and 1R generate acceleration slip. However, there is a possibility that the engine drive wheels 1L and 1R may accelerate and slip. In some cases, or even in a low speed state below a predetermined value, the target power generation load torque Th of the generator 8 is obtained according to the driving situation in order to realize motor four-wheel drive.

The controller 9 controls the generator 8 and the motor 4 by the control program of FIG. 3 based on the target power generation load torque Th of the generator 8 obtained as described above.
In step S11, it is checked whether or not there is a power generation request depending on whether or not the target power generation load torque Th of the generator 8 is positive.
If there is no power generation request, the control is terminated so that the power generation load of the generator 8 is not applied to the engine 2 and the clutch 13 is in a released state.
If there is a power generation request, in step S12, the target motor field current Ifm is calculated from the motor rotation speed Nm based on the planned map, and this is commanded to the motor 4.
Although not shown, at the same time, when the input / output rotational speeds of the clutch 13 coincide, the clutch 13 is engaged so that the rotation of the motor 4 can be transmitted by the rear wheels 3L and 3R.

Here, the target motor field current Ifm with respect to the rotational speed Nm of the motor 4 is set to a constant predetermined current value when the motor rotational speed Nm is equal to or lower than the predetermined rotational speed, as shown in step S12. When the rotation speed is reached, the field current Ifm of the motor 4 is reduced by a known field weakening control method.
The reason for this is that when the motor 4 rotates at a high speed, the motor torque decreases due to the increase of the motor back electromotive force E. Therefore, when the motor rotation speed Nm exceeds a predetermined value, the field current Ifm of the motor 4 is decreased to reverse This is to reduce the electromotive voltage E and thereby increase the current flowing through the motor 4 so that the required motor torque Tm can be obtained.

Next, in step S13, the back electromotive force E of the motor 4 is calculated from the target motor field current Ifm obtained as described above and the rotational speed Nm of the motor 4 based on a predetermined map.
Further, in step S14, a corresponding target motor torque Tm is calculated based on the power generation load torque Th described above,
In step S15, a target armature current Ia that is a function of the target motor torque Tm and the target motor field current Ifm is calculated.
Thereafter, in step S16, the target voltage V of the generator 8 is obtained from the target armature current Ia, the total resistance R, and the counter electromotive voltage E by calculation of V = Ia × R + E.
The controller 9 feedback-controls the field current Ifh of the generator 8 so that the actual voltage of the generator 8 becomes the target voltage V thus obtained.

The above is the normal motor four-wheel drive control executed by the controller 9. Next, the rotation direction determination process and drive control process of the electric motor drive wheels 3L and 3R according to the present invention will be described in detail.
4 to 9 show an embodiment of the present invention, and FIG. 4 is a main routine showing the rotation direction discrimination process and drive control process of the electric motor drive wheel.
In step S20 of FIG. 4, the signal detection process specified in FIG. 5 is performed, in step S30, the rollback determination process specified in FIG. 6 is performed, and in step S60, the clutch engagement request determination specified in FIG. In step S70, the motor output control process specified in FIG. 8 is performed. In step S90, the clutch control output determination process specified in FIG. 9 is performed.

In the signal detection process shown in FIG. 5, first, in step S21, based on the selected range position signal RNG, whether the driver is instructing the automatic transmission 5 to travel forward, such as the D range, or the R range. Detect whether reverse running is commanded.
Therefore, step S21 corresponds to the traveling direction command determination means in the present invention.

In step S22 of FIG. 5 corresponding to the counter electromotive voltage detection means in the present invention, the counter electromotive voltage E of the motor 4 obtained in step S13 of FIG. 3 is detected.
In step S23 corresponding to the motor rotational speed detecting means in the present invention, the rotational speed Nm of the motor 4 measured by the sensor 23 is detected.
In the next step S24 and step S25, as in step S1 of FIG. 2, the average front wheel speed Vwf obtained from the front wheel speeds V _WFL and V _WFR detected by the wheel speed sensor group 22 and the wheel speed sensor group 22 are the same. The average rear wheel speed Vwr that can be obtained from the rear wheel speeds V _WRL and V _WRR detected in step S1 is detected.
Finally, in step S26, the target motor field current Ifm obtained in step S12 of FIG. 3 is detected as the field current of the motor 4.

The rollback determination process performed in step S30 in FIG. 4 will be described in detail with reference to FIG.
First, in step S31, the average rear wheel speed Vwr of the rear wheels 3L and 3R that does not accelerate and slip because the engine is not driven is compared with a stoppage determination vehicle speed (for example, | 2 | km / h). If the vehicle speed is lower than the stop determination vehicle speed, it is determined that the vehicle is stopped.
Here, the reason why the stoppage determination vehicle speed is set to, for example, | 2 | km / h is that the wheel speed detection limit of the wheel speed sensor group 22 is about 1.5 km / h, so a vehicle speed value slightly higher than this is assigned. Because of that.

While determining that the vehicle is stopped in step S31, the control proceeds to step S32 to step S34.
In step S32, the rollback flag FRB is reset to 0,
In step S33, the engagement holding flag CLH for the clutch 13 is set to 1 in order to perform rollback determination.
In step S34, the rollback determination request flag FDU is set to 1 in order to perform the rollback determination.

While it is determined that the vehicle is traveling in step S31, first, in step S35, it is checked whether there is a rollback determination request based on the rollback determination request flag FDU.
Here, the rollback determination request flag FDU is set to 1 at each step S34 to request rollback determination, and is set to 0 after the presence of rollback is determined as described later at the start of traveling. It is a flag for holding a determination result without making a rollback determination request until the next stop.
If it is determined in step S35 that the rollback determination request flag FDU is 0 (no rollback determination request), the control is naturally terminated.

When it is determined in step S35 that the rollback determination request flag FDU is 1 (there is a rollback determination request), it is checked in steps S36 to S38 whether or not three conditions for performing the rollback determination are met.
In step S36, it is determined whether or not the motor 4 and the motor drive wheels 3L and 3R are coupled with the clutch 13 engaged.
In step S37, it is determined whether or not the motor 4 is at a rotational speed (| 200 | rpm or higher) that generates a back electromotive force.
Further, in step S38, it is checked whether or not the field current Ifm of the motor 4 is a current value (| 3 | A or more) that can generate a counter electromotive voltage.

When it is determined in step S36 that the clutch 13 is not in the engaged state, or when it is determined in step S37 that the motor rotation speed is less than | 200 | rpm, the control is terminated as it is because the rollback determination conditions are not met, and the determination is made. Not performed.
When it is determined in step S38 that the field current Ifm of the motor 4 is less than | 3 | A, in step S40 if it is a forward command state according to the traveling direction command determined from the selection range signal RNG of the automatic transmission in step S39. A field command in the forward direction is given to the motor 4, and if it is in the reverse command state, a field command in the reverse direction is given to the motor 4 in step S41, thereby satisfying the condition in step S38. Next time, step S38 performs control. It is possible to proceed to a rollback determination process after step S42.

In this rollback determination process, first, in step S42, it is determined whether the terminal voltage (back electromotive voltage) E of the motor 4 is positive or negative.
The polarity of the motor back electromotive force E is determined as shown in FIG. 10 by the direction in which the motor 4 is rotated by the motor driving wheels 3L and 3R, and the wheel rotates forward (the motor 4 is rotated in the forward direction). ), The polarity of the motor back electromotive force E is positive, and the polarity of the motor back electromotive force E when the wheel rotates backward (the motor 4 is rotated in the reverse direction) is negative.
After determining the polarity of the motor back electromotive force E as described above, in step S43 or step S44, whether the driver has commanded forward travel from the automatic transmission selection range signal RNG or has commanded reverse travel. Check if it is.
Therefore, step S43 and step S44 correspond to the traveling direction command determination means in the present invention.

In step S42, it is determined that the polarity of the motor back electromotive force E is positive (the motor 4 is rotated in the forward direction by the rear wheels 3L, 3R), and in step S43, the selected range of the automatic transmission moves forward. When it is determined that it is in the range, as is clear from FIG. 10, since both are matched and the motor-driven wheels 3L and 3R are rotated in the direction corresponding to the selected range, in step S45, the rollback is performed. The rollback flag FRB is reset to 0 to indicate that it has not occurred.
In step S42, it is determined that the polarity of the motor back electromotive force E is positive (the motor 4 is rotated in the forward direction by the rear wheels 3L, 3R). In step S43, the selection range of the automatic transmission is reversed. When it is determined that the range is selected, as is clear from FIG. 10, both are not matched, and the motor drive wheels 3L and 3R are rotating in the direction opposite to the direction corresponding to the selected range. In S46, the rollback flag FRB is set to 1 to indicate that rollback has occurred.

In step S42, it is determined that the polarity of the motor back electromotive force E is negative (the motor 4 is rotated in the reverse direction by the rear wheels 3L, 3R), and in step S44, the selection range of the automatic transmission is the forward travel range. When it is determined that the motor drive wheels 3L and 3R are not aligned as shown in FIG. 10 and the motor drive wheels 3L and 3R are rotating in the direction opposite to the direction corresponding to the selected range, as shown in FIG. The rollback flag FRB is set to 1 to indicate that rollback has occurred.
In step S42, it is determined that the polarity of the motor back electromotive force E is negative (the motor 4 is rotated in the reverse direction by the rear wheels 3L, 3R), and in step S44, the selection range of the automatic transmission is the reverse travel range. As is clear from FIG. 10, since both are matched and the motor-driven wheels 3L and 3R are rotating in the direction corresponding to the selected range, rollback occurs in step S45. The rollback flag FRB is reset to 0 to indicate that it has not been performed.
Therefore, step S45 and step S46 constitute the electric motor drive wheel rotation direction determination means in the present invention together with step S42.

As described above, once the rollback determination is completed after the start, the rollback determination request flag FDU is set to 0 in step S47, and thereafter, in step S35, the control is ended as it is in step S31. Until the next stop determination is made, the rollback determination result is held.
Next, in step S48, the clutch engagement holding flag CLH that has become unnecessary due to the end of the rollback determination is reset to 0, and in step S49, the motor field current Ifm that has become unnecessary due to the end of the rollback determination is turned off. The rollback determination process ends.

The clutch engagement request determination process performed in step S60 of FIG. 4 will be described in detail with reference to FIG. 7. First, in step S61, the average value Vwf of the rear wheel speeds V _WRL and V _WRR is calculated from the average value Vwf of the front wheel speeds V _WFL and V _WFR. Is subtracted to obtain the acceleration slip amount ΔVf of the left and right front wheels 1L and 1R which are engine drive wheels.
In the next step S6, it is determined whether or not an acceleration slip has occurred depending on whether or not the acceleration slip amount ΔVf of the left and right front wheels 1L and 1R is a predetermined value, for example, 3 km / h or more.
When it is determined that the acceleration slip amount ΔVf is less than 3 km / h, acceleration slip does not occur and the rear wheel drive by the motor 4 is unnecessary, and therefore the engagement request RCON of the clutch 13 is reset to 0 in step S63. .
When the acceleration slip is determined in step S62 to determine that the acceleration slip amount ΔVf is 3 km / h or more, the rear wheel drive by the motor 4 is necessary. Therefore, the engagement request RCON of the clutch 13 is set to 1 in step S64.
Step S64 corresponds to the clutch engagement command means in the present invention.

The motor output control process performed in step S70 in FIG. 4 will be described in detail with reference to FIG. 8. First, in step S71, it is checked whether or not the engagement request RCON for the clutch 13 is 1, and in step S72, the rollback flag is set. Check if the Fed is zero.
If it is determined in step S71 that the clutch engagement request RCON is 0 (not present), or if it is determined in step S72 that the rollback flag FRB is 1 (there is rollback), the control is terminated as it is, and the rear wheels of the motor 4 are driven. Do not drive.
However, if it is determined in step S71 that the clutch engagement request RCON is 1 (present) and it is determined in step S72 that the rollback flag FRB is 0 (no rollback), the control proceeds to step S73, and the following In particular, the motor 4 is driven to drive the rear wheels.

That is, according to the traveling direction command determined from the selection range signal RNG of the automatic transmission in step S73, if it is a forward command state, in step S74, a field in the forward direction is given to the motor 4 to command forward rotation of the motor 4. If it is in the reverse command state, a reverse rotation field is applied to the motor 4 in step S75 to instruct reverse rotation of the motor 4.
Thereafter, in step S76, the relay 11 is turned on to bring the electric wire 10 into a conducting state, and in step S77, the generator 8 is controlled as shown in FIG. 3 to generate electric power. The motor 4 is driven in the direction corresponding to the selected range by the command in the field direction so as to be output toward the rear wheels 3L and 3R.

The clutch control output determination process performed in step S90 of FIG. 4 will be described in detail below with reference to FIG. 9. First, in step S91, it is determined whether or not the clutch engagement holding flag CLH is zero.
If the clutch engagement holding flag CLH is not 0, the engagement state of the clutch 13 should be maintained, and therefore the clutch 13 is engaged in step S92.
When it is determined in step S91 that the clutch engagement holding flag CLH is 0, it is determined in step S93 whether or not the clutch engagement request RCON is 1, and if the clutch engagement request RCON is also 0, in step S94. The clutch 13 is released.

If the clutch engagement request RCON is determined to be 1 in step S93, it is determined in step S95 whether the rollback is determined based on whether the rollback flag FRB is 0 or not.
If the rollback flag FRB is 1, that is, if it is determined that there is a rollback, even if it is determined in step S93 that the clutch engagement request RCON is 1 (there is a clutch engagement request), The control advances to step S94 to release the clutch 13 and prohibit the clutch 13 from being engaged.

When it is determined in step S95 that the rollback flag FRB is 0, that is, when it is not determined that there is rollback, the clutch 13 is engaged and controlled as follows.
That is, the converted value Nw when the motor rotation speed Nm is converted into the rear wheel rotation speed in step S96 is obtained by calculating Nw = Nm · Gm (where Gm is the reduction ratio between the motor 4 and the differential gear device 14). Next, at step S97, the rear wheel rotational speed converted value Nwr of the average rear wheel speed Vwr is calculated using the rear wheel effective radius.
In step S98, the absolute value of the difference between the average rear wheel speed Vwr rear wheel rotational speed converted value Nwr and the motor rotational speed Nm rear wheel rotational speed converted value Nw is less than the set value of, for example, 50 rpm. Whether or not the input / output rotational speed of the clutch 13 is substantially the same.
If the input / output rotational speed of the clutch 13 does not match, the clutch 13 is not released and engaged in step S99, and the clutch 13 is engaged in step S100 when the input / output rotational speed of the clutch 13 matches. This reduces the clutch engagement shock.

The operation of the rotation direction discriminating device and the drive control device for the electric motor drive wheels 3L and 3R according to the present embodiment will be described with reference to an operation time chart shown in FIG.
FIG. 11 shows that the vehicle retreats while the driver moves his / her foot from the brake pedal to the accelerator pedal while the automatic transmission 5 is in the forward travel (D) range, and the vehicle depresses the accelerator pedal in the middle of the reverse. It is an operation | movement time chart at the time of trying.
From the instant t1, the average front wheel speed Vwf and the average rear wheel speed Vwr exhibit negative values in the reverse direction due to the above-described reverse, and are reversed with a time series change as shown in the figure, for example.
When the vehicle is stopped, the clutch 13 is unconditionally engaged as described above. Therefore, the motor 4 is rotated by the rear wheels 3L and 3R, and the motor speed Nm is reduced, for example, by the speed reduction ratio of the speed reducer 12. The motor 4 generates a negative counter electromotive voltage E corresponding to the direction of motor rotation.

On the other hand, the field current Ifm in the forward rotation direction is supplied to the motor 4 in response to the selection of the D range (step S40 in FIG. 6).
The reverse rotation speed Nm of the motor 4 reaches −200 rpm (step S37 in FIG. 6) with the reverse, and at the instant t2 when the rollback determination conditions are met together with other conditions (step S36 and step S38 in FIG. 6). The above rollback determination is performed in steps S42 to S46.
In FIG. 11, due to the mismatch that the motor back electromotive force E is negative in spite of the D range, the rotation direction of the electric motor drive wheels 3L, 3R may be opposite to the travel direction command by rollback. For this reason, the rollback flag FRB is set to 1 as shown in FIG.
Simultaneously with the end of the rollback determination, the clutch engagement holding flag CLH is reset in step S48 in FIG. 6 to release the clutch 13 as shown in FIG. 11, and the motor field current Ifm is turned off in step S49 in FIG. By doing so (see also FIG. 11), the motor back electromotive force E is set to 0 as shown in FIG.

When the accelerator pedal is depressed at the instant t3, the engine output is increased, and the average speed Vwf of the front wheels 1L and 1R, which are the engine driving wheels, increases from the average rear wheel speed Vwr as shown in FIG. The drive control of the electric motor drive wheels 3L and 3R will be described below.
In this case, the front wheel slip amount ΔVf (= Vwf−Vwr) obtained in step S61 in FIG. 7 increases as shown in FIG. 11 after the instant t4 in FIG. 11, which is the set value 3 km / h described above for step S62 in FIG. At the instant t5 as described above, since it is necessary to shift to four-wheel drive, the clutch engagement request RCON rises (step S64 in FIG. 7).
However, in this embodiment, even when there is a clutch engagement request at the instant t5 (step S93 in FIG. 9), there is the rollback determination (FRB = 1) at the instant t2 (step S95 in FIG. 9). 11 disengages the clutch 13 in step S94 of FIG. 9 and prohibits its engagement as shown in FIG.

Therefore, according to the present embodiment, while the electric motor drive wheels 3L and 3R are rotated in the direction opposite to the travel direction command by rollback in the D range selection state, the clutch is generated due to the drive slip of the engine drive wheels 1L and 1R. Even if there is a request for 13 engagement, this engagement is prohibited, and the problem that the clutch 13 is engaged and a large shock is generated under the state where the input / output rotation of the clutch 13 is reversed is avoided. be able to.
Needless to say, this effect can also be achieved when a rollback occurs such that the vehicle moves forward while stopping on a downhill road in the R range selected state.

  In this embodiment, when the back electromotive force E of the motor 4 has a polarity that does not match the vehicle driving direction command (D range, R range) by the driver, the electric motor drive wheels 3L, 3R are driven by the driver. Since it is determined that the motor is rotating in the direction opposite to the traveling direction command, the electric motor drive wheel 3L has a simple configuration in which the polarity of the motor back electromotive voltage E is detected and matched with the traveling direction command of the driver. , 3R rotation direction determination (rollback determination) can be performed, and the determination result can be used to solve the problem of shock that occurs when the clutch 13 is reengaged as described above.

12 and 13 show another embodiment of the present invention. In this embodiment, the main routine is the same as that shown in FIG. 4, and the signal detection process in step S20, the rollback determination process in step S30, And the clutch engagement request determination process in step S60 are the same as those shown in FIGS. 5, 6 and 7, respectively, and the motor output control process performed in step S70 in FIG. 4 is replaced with the one shown in FIG. Further, the clutch control output determination process in step S90 of FIG. 4 is replaced with the one shown in FIG.
In the embodiment described above, the rollback determination is performed in the same manner. However, in the drive control of the electric motor drive wheels 3L and 3R using the determination result, the clutch 13 is engaged when the rollback occurs in the embodiment described above. In the present embodiment, the clutch 13 is engaged when the rollback occurs, and the motor (4) drive eliminates the clutch input / output rotation difference. The difference is that the countermeasure against shock is taken by performing the rotation after the rotation matching.

For this reason, in this embodiment, the motor output control process is changed from the one shown in FIG. 8 to the one shown in FIG. 12, and the same steps in FIG.
In the first step S71 of FIG. 12, it is checked whether or not the engagement request RCON of the clutch 13 is 1 (present), and in the next step S78, it is checked whether the clutch 13 is currently in the released state or the engaged state. Thereafter, in step S72, based on the rollback flag FRB, it is checked whether rollback has occurred or not.
If it is determined in step S71 that the clutch engagement request RCON is 0 (not present), the drive slip of the engine drive wheels 1L and 1R has not occurred, and motor four-wheel drive is unnecessary. The rear wheel drive by 4 is not performed.

However, if it is determined in step S71 that the clutch engagement request RCON is 1 (present) and the clutch 13 is determined to be engaged in step S78,
Even if the clutch 13 is determined to be released in step S78, it is determined in step S71 that the clutch engagement request RCON is 1 (present), and in step S72, the rollback flag FRB is determined to be 0 (no rollback). If
Since the problem of the clutch engagement shock to be solved by the present invention does not occur, the control proceeds to step S73, and the motor 4 is driven as follows to drive the rear wheels.
That is, according to the traveling direction command determined from the selection range signal RNG of the automatic transmission in step S73, if it is a forward command state, in step S74, a field in the forward direction is given to the motor 4 to command forward rotation of the motor 4. If it is in the reverse command state, a reverse rotation field is applied to the motor 4 in step S75 to instruct reverse rotation of the motor 4.
Thereafter, in step S76, the relay 11 is turned on to bring the electric wire 10 into a conducting state, and in step S77, the generator 8 is controlled as shown in FIG. 3 to generate electric power. The motor 4 is driven in the direction corresponding to the selected range by the command in the field direction so as to be output toward the rear wheels 3L and 3R.

When the clutch engagement request RCON is determined to be 1 (present) in step S71, the clutch 13 is determined to be released in step S78, and the rollback flag FRB is determined to be 1 (rollback present) in step S72 Is
Since the clutch 13 is engaged with the input / output rotation direction reversed, which causes the problem of the clutch engagement shock to be solved by the present invention, the control proceeds to step S79 and the motor 4 is connected to the clutch 13 as follows. By driving so that the input / output rotation directions are the same, the engagement shock of the clutch 13 can be reduced.

That is, based on the traveling direction command determined from the selection range signal RNG of the automatic transmission in step S79, in the forward command state, a field in the reverse direction is given to the motor 4 in response to the rollback determination in step S80. In response to the rollback determination, a field in the normal rotation direction is applied to the motor 4 in response to the rollback determination to instruct the motor 4 to rotate normally.
Thereafter, in step S76, the relay 11 is turned on to make the electric wire 10 conductive, and in step S77, the generator 8 is controlled as shown in FIG. 3 to generate power, and the torque in the motor field direction corresponding to the generated power is output. Then, the motor 4 is driven.

Next, the clutch control output determination process of FIG. 13 will be described in detail. In this embodiment, this process is the same as that shown in FIG. 9 except that step S95 is removed. Similar steps are denoted by the same reference numerals.
When it is determined in step S91 that the clutch engagement holding flag CLH is not 0, the engagement state of the clutch 13 should be maintained, so that the clutch 13 is engaged in step S92.
When it is determined in step S91 that the clutch engagement holding flag CLH is 0, it is determined in step S93 whether or not the clutch engagement request RCON is 1 (present). If the clutch engagement request RCON is also 0, step S94 is performed. To release the clutch 13.

If it is determined in step S93 that the clutch engagement request RCON is 1, the converted value Nw when the motor rotation speed Nm is converted into the rear wheel rotation speed in step S96 is Nw = Nm · Gm (where Gm is the motor 4 and the differential). Then, in step S97, the rear wheel rotational speed converted value Nwr of the average rear wheel speed Vwr is calculated using the rear wheel effective radius.
In step S98, the absolute value of the difference between the average rear wheel speed Vwr rear wheel rotational speed converted value Nwr and the motor rotational speed Nm rear wheel rotational speed converted value Nw is less than the set value of, for example, 50 rpm. Whether or not the input / output rotational speed of the clutch 13 is substantially the same.
If the input / output rotational speed of the clutch 13 does not match, the clutch 13 is not released and engaged in step S99, and the clutch 13 is engaged in step S100 when the input / output rotational speed of the clutch 13 matches. This reduces the clutch engagement shock.

The operation of the rotation direction discriminating device and the drive control device of the electric motor drive wheels 3L, 3R according to the present embodiment will be described with reference to an operation time chart shown in FIG.
FIG. 14 shows that the vehicle moves backward while the driver moves his / her foot from the brake pedal to the accelerator pedal while the automatic transmission 5 is in the forward traveling (D) range and the foot is moved from the brake pedal to the accelerator pedal. It is an operation | movement time chart at the time of depressing an accelerator pedal and trying to start.
The rotation direction of the electric motor drive wheels 3L, 3R is determined in the same manner as in the above-described embodiment as described below.
From the instant t1, the average front wheel speed Vwf and the average rear wheel speed Vwr exhibit negative values in the reverse direction due to the above-described reverse, and are reversed with a time series change as shown in the figure, for example.
When the vehicle is stopped, the clutch 13 is unconditionally engaged as described above. Therefore, the motor 4 is rotated by the rear wheels 3L and 3R, and the motor speed Nm is reduced, for example, by the speed reduction ratio of the speed reducer 12. The motor 4 generates a negative counter electromotive voltage E corresponding to the direction of motor rotation.

On the other hand, the field current Ifm in the forward rotation direction is supplied to the motor 4 in response to the selection of the D range (step S40 in FIG. 6).
The reverse rotation speed Nm of the motor 4 reaches −200 rpm (step S37 in FIG. 6) with the reverse, and at the instant t2 when the rollback determination conditions are met together with other conditions (step S36 and step S38 in FIG. 6). The above rollback determination is performed in steps S42 to S46.
In FIG. 14, the rotation direction of the electric motor drive wheels 3L and 3R is opposite to the travel direction command due to rollback due to the mismatch that the motor back electromotive force E is negative in spite of the D range. As a result, the rollback flag FRB is set to 1 as shown in FIG.
Simultaneously with the end of the rollback determination, the clutch engagement holding flag CLH is reset in step S48 of FIG. 6 to release the clutch 13 as shown in FIG. 14, and the motor field current Ifm is turned off in step S49 of FIG. As a result (see also FIG. 14), the motor back electromotive force E is set to 0 as shown in FIG.

When the accelerator pedal is depressed at the instant t3, the engine output is increased, and the average speed Vwf of the front wheels 1L and 1R, which are the engine driving wheels, increases from the average rear wheel speed Vwr with a divergence as illustrated after the instant t4 in FIG. The drive control of the electric motor drive wheels 3L and 3R will be described below.
In this case, the front wheel slip amount ΔVf (= Vwf−Vwr) obtained in step S61 in FIG. 7 increases as shown in FIG. 14 after the instant t4 in FIG. 14, and this is the set value 3 km / h described above for step S62 in FIG. At the instant t5 as described above, since it is necessary to shift to four-wheel drive, the clutch engagement request RCON rises (step S64 in FIG. 7).
However, in this embodiment, even when the clutch engagement request is made at the instant t5 (step S93 in FIG. 13), the input / output rotation difference | Nwr−Nw | of the clutch 13 is less than the set value 50 rpm in step S98 in FIG. Unless it is determined that it has become, the clutch 13 is released in step S99 of FIG. 13 and the engagement is not performed as shown in FIG.

On the other hand, in this example, in the present embodiment, step S72 in FIG. 12 sequentially advances control to step S79, step S80, step S76, and step S77 in response to the determination of the presence of rollback at the instant t2 in FIG. As shown as a motor field current Ifm in FIG. 14, the motor 4 is instructed to rotate in reverse in response to the rollback determination while being in the D range by the reverse direction field, and is driven in the same direction by the power generation command in step S77.
By such motor driving, the motor side rotation direction of the clutch 13 is made the same as the rear wheel side rotation direction even during rollback, and the motor side rotation speed of the clutch 13 approaches the rear wheel side rotation speed by the motor driving. To do.
Accordingly, at step S98 in FIG. 13, when the input / output rotation difference | Nwr−Nw | of the clutch 13 is determined to be less than the set value 50 rpm, the instant t6 in FIG. Thus, the clutch 13 is engaged as shown in FIG.

Therefore, according to the present embodiment, while the electric motor drive wheels 3L and 3R are rotated in the direction opposite to the travel direction command by rollback in the D range selection state, the clutch is generated due to the drive slip of the engine drive wheels 1L and 1R. The clutch engagement when there is a request for engagement 13 can be performed without shock after the rotation direction adjustment and the rotation speed adjustment of the input / output rotation of the clutch 13 by the idling of the motor 4.
Therefore, it is possible to avoid the problem that the clutch 13 is engaged and a large shock is generated under the state where the input / output rotation of the clutch 13 is reversed as in the rollback.
It is not always necessary to combine the rotational direction alignment and rotational speed alignment of the input / output rotation of the clutch 13 due to the idling of the motor 4, and the above-described effects can be achieved to some extent only by the former rotational direction alignment.
Needless to say, the above-described operation and effect can be similarly achieved when a rollback occurs such that the vehicle moves forward while the vehicle is stopped on a downhill road in the R range selected state.

When the clutch 13 is engaged at the instant t6 in FIG. 14, step S78 in FIG. 12 advances the control to steps S73 to S75 and steps S76 and 77, so that the motor field current Ifm is as shown in FIG. In response to the D range, the forward direction magnetic field is switched to, and the electric power generated by the power generation in step S77 drives the motor 4 in the direction corresponding to the driving direction command of the driver, and the motor output torque in the corresponding direction is set. generate.
For this reason, even if the input / output rotation direction of the clutch 13 is adjusted between the instants t5 and t6 as described above, the output torque of the motor 4 is surely matched with the driving direction command of the driver at the engagement instant t6 of the clutch 13. Therefore, it is possible to eliminate the uncomfortable feeling that the motor 4 outputs torque in the direction opposite to the driver's travel direction command when the clutch 4 is engaged.

In any of the embodiments, according to the above-described rotation direction discriminating device for the electric motor drive wheels 3L, 3R, rollback determination (step S37 in FIG. 6) when the motor rotation speed Nm is equal to or higher than the set speed | 200 | rpm. Motor drive wheel rotation direction determination), and this determination is prohibited when the motor rotation speed Nm is less than the set speed | 200 | rpm, so that the motor back electromotive force E is sufficient to make the above determination. This determination is made when the motor rotation speed is such that the value is small, so that the polarity determination of the back electromotive voltage E is accurate and the determination accuracy can be improved.
Further, according to the control program of FIG. 6, the determination result of the rotation direction determination (rollback determination) of the electric motor drive wheels 3L and 3R is held until the vehicle stops, and the determination is performed again every time the traveling is restarted. The result can always be kept up-to-date, and the countermeasure against shock by the drive control of the electric motor drive wheels 3L, 3R using the determination result can be always ensured.

It is a basic diagram which shows the drive control system of the motor four-wheel drive vehicle provided with the drive control apparatus of the electric motor drive wheel which becomes one Example of this invention. It is a flowchart which shows the engine surplus torque calculation program which the four-wheel drive controller in the drive control system of the motor four-wheel drive vehicle performs. It is a flowchart which shows the generator control program which the same 4 wheel drive controller performs. It is a flowchart of the main routine which shows the rotation direction discrimination | determination process and drive control process of an electric motor drive wheel which the four-wheel drive controller performs. It is a flowchart which shows the subroutine regarding the signal detection process in the main routine. It is a flowchart which shows the subroutine regarding the rollback determination process in the main routine. It is a flowchart which shows the subroutine regarding the clutch fastening request | requirement determination process in the main routine. It is a flowchart which shows the subroutine regarding the motor output control process in the main routine. It is a flowchart which shows the subroutine regarding the clutch control output determination process in the main routine. It is explanatory drawing which shows the relationship between the rotation direction of the rear-wheel drive motor in the Example, a counter electromotive voltage, and a motor field direction (traveling direction command). It is a time chart which illustrates operation | movement of the rotation direction discrimination | determination apparatus of the electric motor drive wheel which becomes the same Example, and the drive control apparatus of an electric motor drive wheel. It is a flowchart of the motor output control process corresponding to the subroutine of FIG. 8 which shows the other Example of this invention. FIG. 10 is a flowchart corresponding to a subroutine of FIG. 9 showing a clutch control output determination process in the same embodiment. FIG. It is a time chart which illustrates operation | movement of the rotation direction discrimination | determination apparatus of the electric motor drive wheel which becomes the same Example, and the drive control apparatus of an electric motor drive wheel.

Explanation of symbols

1L front left wheel
1R Right front wheel 2 Engine
3L front left wheel (electric motor drive wheel)
3R front right wheel (electric motor drive wheel)
4 Rear wheel drive motor (electric motor)
5 Automatic transmission 6 Differential gear device 7 Endless belt 8 Generator 9 Four-wheel drive controller
10 Electric wire
11 Relay
12 Reducer
13 Clutch
14 Differential gear unit
21 Four-wheel drive switch
22 Wheel speed sensors
23 Motor rotation sensor
24 Inhibitor switch
25 Accelerator position sensor

Claims (6)

In a vehicle having electric motor drive wheels driven via a clutch by power from an electric motor,
Traveling direction command determination means for checking whether the driver is commanding forward traveling or reverse traveling, and
Motor counter electromotive voltage detection means for detecting a counter electromotive voltage generated when the electric motor is driven by a wheel;
In response to signals from these means, the electric motor-driven wheels are rotating in a direction opposite to the driving direction commanded by the driver, with the polarity of the motor back electromotive voltage being inconsistent with the driving direction command of the driver. Motor-driven wheel rotation direction determination means for determining
Clutch engagement command means for commanding the engagement of the clutch when the vehicle is in a driving state requiring driving of the electric motor drive wheels,
When the rotation direction of the electric motor drive wheel is the reverse rotation direction from the traveling direction commanded by the driver from the determination result by the motor drive wheel rotation direction determination means, the clutch engagement command from the clutch engagement command means is also used. A drive control device for an electric motor-driven wheel, characterized by prohibiting engagement of a clutch. In a vehicle having electric motor drive wheels driven via a clutch by power from an electric motor,
Traveling direction command determination means for checking whether the driver is commanding forward traveling or reverse traveling, and
Motor counter electromotive voltage detection means for detecting a counter electromotive voltage generated when the electric motor is driven by a wheel;
In response to signals from these means, the electric motor-driven wheels are rotating in a direction opposite to the driving direction commanded by the driver, with the polarity of the motor back electromotive voltage being inconsistent with the driving direction command of the driver. Motor-driven wheel rotation direction determination means for determining
Clutch engagement command means for commanding the engagement of the clutch when the vehicle is in a driving state requiring driving of the electric motor drive wheels,
When the rotation direction of the electric motor driven wheel is opposite to the traveling direction commanded by the driver from the determination result by the motor driven wheel rotation direction determining means, it responds to the clutch engagement command from the clutch engagement command means. A drive control device for an electric motor drive wheel, wherein the clutch is engaged after the electric motor is driven to rotate in the rotation direction of the electric motor drive wheel. The drive control device according to claim 2,
A drive control device for an electric motor-driven wheel, characterized in that clutch engagement in response to a clutch engagement command from the clutch engagement command means is executed when the input / output rotational speeds of the clutch substantially coincide. The drive control apparatus according to claim 3,
A drive control device for an electric motor-driven wheel, wherein the electric motor is controlled so that an output torque in a direction corresponding to a traveling direction commanded by a driver is generated after the clutch is engaged. In the drive control device according to any one of claims 1 to 4,
Motor rotation speed detecting means for detecting the rotation speed of the electric motor is provided;
The motor drive wheel rotation direction determination means performs determination when the motor rotation speed detected by the means is equal to or higher than a set speed, and this determination is prohibited when the motor rotation speed is less than the set speed. An electric motor drive wheel drive control device. In the drive control device according to any one of claims 1 to 5,
The drive control device for an electric motor drive wheel, characterized in that the motor drive wheel rotation direction determination means holds the determination result until the vehicle stops and re-determines the rotation direction of the electric motor drive wheel each time travel is resumed. .

Images