JP2006256367A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the interference between slip suppression control by a motor and slip suppression control by a brake when the slip is caused by the idling of a driving wheel in a vehicle traveling with a power from a motor. <P>SOLUTION: When an acceleration α of the rotation angle of a motor from a rotational position detection sensor exceeds a threshold, the torque of a motor is controlled by rate processing with a rate ΔT1 of a relatively large inclination toward a torque upper limit value Tmax based on the acceleration α of the rotation angle, and a braking force by a brake is outputted to a slip wheel when a wheel speed from a wheel speed sensor exceeds a target wheel speed, and the torque of the motor is limited by rate processing with a rate ΔT2 of a relatively small inclination instead of the rate ΔT1 (S160 to S220). Thus, it is possible to quickly suppress slip, and to suppress the interference between slip suppression control by the motor and slip suppression control by a brake. Therefore, it is possible to obtain satisfactory operation feeling. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle that travels using power from an electric motor and a control method thereof.

Conventionally, as this type of vehicle, one that performs traction control that limits the torque that is output from the motor when the occurrence of slippage due to idling of the drive wheels is detected (see, for example, Patent Document 1), or idling of the drive wheels. There has been proposed one that performs traction control that outputs braking force from a brake attached to a drive wheel when the occurrence of slip due to the above is detected (see, for example, Patent Document 2). In the former vehicle, when the occurrence of slip is detected, the torque output from the motor is reduced based on the angular acceleration of the drive wheel, and in the latter vehicle, when the occurrence of slip is detected, Slip is suppressed by controlling the brake so that the wheel speed becomes the target wheel speed.
JP 08-182119 A Japanese Patent Laid-Open No. 11-78837

  However, considering the case where the former traction control and the latter traction control are used together, there is a case where both controls interfere with each other. Since such control interference impairs driving feeling, it is necessary to control appropriately.

  One object of the vehicle and the control method thereof of the present invention is to prevent interference between traction control by an electric motor capable of outputting power to wheels and traction control by a braking force applying device capable of applying braking force to the wheels. . Another object of the vehicle and the control method thereof according to the present invention is to improve the driving feeling when suppressing the generated slip. Furthermore, it is an object of the vehicle and the control method thereof of the present invention to quickly suppress the generated slip.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
A vehicle capable of traveling by outputting power from an electric motor to an axle,
Braking force applying means for individually applying a braking force to the left and right drive wheels connected to the axle;
First slip detecting means for detecting slip due to idling of the left and right drive wheels by a first detection method;
Second slip detection means for detecting slip due to idling of the left and right drive wheels by a second detection method different from the first detection method;
When slip is detected by the first slip detection means, first slip suppression control is performed to limit the power output from the electric motor so that the slip is suppressed, and slip is detected by the second slip detection means. Is detected, the second slip suppression control for controlling the braking force applying means is executed so that the slip is suppressed, and the second slip is being executed while the first slip suppression control is being executed. The gist of the present invention is to provide a slip-time control means for executing the second slip suppression control in preference to the first slip suppression control when the suppression control intervenes.

  In the vehicle of the present invention, when slip is detected by the first slip detection means, the first slip suppression control is performed to limit the power output from the electric motor so that the slip is suppressed, and the second slip is controlled. When slip is detected by the detection means, second slip suppression control for controlling the braking force applying means is executed so as to suppress this slip, and the second slip suppression control is executed while the first slip suppression control is being executed. When the slip suppression control intervenes, the second slip suppression control is executed in preference to the first slip suppression control. Therefore, it is possible to prevent the slip suppression control by the electric motor and the slip suppression control by the braking force applying means from interfering with each other. As a result, the driving feeling when suppressing the generated slip can be improved. Of course, when the slip is detected by the first slip detection means, the slip suppression control is performed by the electric motor having a fast response, so that the slip generated before the second slip suppression control intervenes can be quickly suppressed. it can.

  In such a vehicle of the present invention, the slip control means controls the motor so that the power output from the motor is limited with a predetermined gradient as the first slip suppression control, and the first slip suppression control is performed. When the second slip suppression control intervenes during the execution of the control, the motor is controlled so that the limited state of the power output from the motor is maintained, and the second slip suppression control is performed. The slip time control means controls the electric motor to limit the power output from the electric motor with a first gradient as the first slip suppression control, and When the second slip suppression control intervenes during the execution of the first slip suppression control, a second gradient smaller than the first gradient is also applied. It may be assumed to be a means for performing the second slip suppression control to control the electric motor so that power output is restricted from the motor Te. If it carries out like this, the driving | operation feeling at the time of suppressing the generated slip can be made more favorable. In these cases, there is provided rotational acceleration detecting means for detecting rotational acceleration of the rotating shaft of the electric motor, and the first slip detecting means detects means based on the detected rotational acceleration of the rotating shaft of the electric motor. When the slip is detected by the first slip detection means, the slip time control means sets an upper limit driving force based on the detected rotational acceleration of the rotating shaft of the electric motor, and the set It may be a means for controlling the electric motor so that the power output from the electric motor is limited with a gradient toward the upper limit driving force.

  The vehicle according to the present invention further includes wheel speed detection means for detecting the respective wheel speeds of the left and right drive wheels, wherein the second slip detection means is based on the detected wheel speeds of the left and right drive wheels. The slip control unit detects slip caused by idling of one of the left and right drive wheels, and the slip control unit suppresses slip based on each detected wheel speed as the second slip suppression control. It can also be a means for controlling the braking force applying means.

  Further, in the vehicle of the present invention, the internal combustion engine, the output shaft of the internal combustion engine, the drive shaft connected to the axle, and the third shaft are connected to the three shafts, and any two of the three shafts are inserted. A three-axis power input / output means for inputting / outputting power to the remaining one shaft based on the output power, and a generator capable of inputting / outputting power to / from the third shaft may be provided. And an internal combustion engine, a first rotor connected to the output shaft of the internal combustion engine, and a second rotor connected to the drive shaft connected to the axle, and A counter-rotor electric motor that relatively rotates the first rotor and the second rotor may be provided.

The vehicle control method of the present invention includes:
An electric motor capable of outputting power to the axle, braking force applying means for individually applying braking force to the left and right drive wheels connected to the axle, and slip caused by idling of the left and right drive wheels using a first detection method Control of a vehicle comprising: first slip detection means for detecting; and second slip detection means for detecting slip caused by idling of the left and right drive wheels by a second detection technique different from the first detection technique. A method,
When slip is detected by the first slip detection means, first slip suppression control is performed to limit the power output from the electric motor so that the slip is suppressed, and slip is detected by the second slip detection means. Is detected, the second slip suppression control for controlling the braking force applying means is executed so that the slip is suppressed, and the second slip is being executed while the first slip suppression control is being executed. The gist is that when the suppression control intervenes, the second slip suppression control is executed in preference to the first slip suppression control.

  According to the vehicle control method of the present invention, when slip is detected by the first slip detection means, the first slip suppression control is performed to limit the power output from the electric motor so that the slip is suppressed. When slip is detected by the second slip detection means, second slip suppression control for controlling the braking force applying means is executed so that the slip is suppressed, and the first slip suppression control is executed. When the second slip suppression control intervenes, the second slip suppression control is executed in preference to the first slip suppression control. Therefore, it is possible to prevent the slip suppression control by the electric motor and the slip suppression control by the braking force applying means from interfering with each other. As a result, the driving feeling when suppressing the generated slip can be improved. Of course, when the slip is detected by the first slip detection means, the slip suppression control is performed by the electric motor having a fast response, so that the slip generated before the second slip suppression control intervenes can be quickly suppressed. it can.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a vehicle 20 according to an embodiment of the present invention. As illustrated, the vehicle 20 of the embodiment can receive power from the battery 26 via the inverter 24 and output power to the drive shaft 30 connected to the drive wheels 32a and 32b via the differential gear 31. It is comprised as an electric vehicle provided with the main motor 22 and the main electronic control unit 50 which drive-controls the motor 22.

  The motor 22 is configured as a synchronous generator motor that functions as an electric motor and functions as a generator. Further, the inverter 24 converts the DC power from the battery 26 into three-phase AC power by switching of the switching element and supplies it to the motor 22.

  Hydraulic brakes 42a, 42b, 44a, 44b that are actuated by hydraulic pressure from the brake master cylinder 41 are attached to the drive wheels 32a, 32b and the non-drive wheels 34a, 34b, and a brake actuator 46 (pump, solenoid valve, etc.). By controlling the drive, the brake torque can be adjusted for each wheel. The brake actuator 46 is drive-controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 40. Although not shown, the brake ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Yes. The brake ECU 40 includes wheel speed sensors 49a and 49b that detect wheel speeds Vfr and Vfl from wheel speed sensors 48a and 48b that detect wheel speeds of the drive wheels 32a and 32b, and wheel speeds of the non-drive wheels 34a and 34b. Wheel speeds Vrr, Vrl, etc. are input via an input port, and a control signal to the brake actuator 46 is output from the brake ECU 40 via an output port. As the wheel speed sensors 48a, 48b, 49a, 49b, for example, rotation sensors of electromagnetic pickups can be used. The brake ECU 40 communicates with the main electronic control unit 50 via the communication port, and controls the drive of the brake actuator 46 by a control signal from the main electronic control unit 50 and inputs the input data as necessary. 50.

  The main electronic control unit 50 is configured as a microprocessor centered on the CPU 52. In addition to the CPU 52, a ROM 54 that stores a processing program, a RAM 56 that temporarily stores data, an input / output port and a communication port (not shown). It has. The main electronic control unit 50 includes a rotation position θm from the rotation position detection sensor 23 that detects the rotation position of the rotation shaft (drive shaft 30) of the motor 22 and a shift position sensor 62 that detects the operation position of the shift lever 61. Shift position SP, accelerator pedal position Acc from the accelerator pedal position sensor 64 that detects the amount of depression of the accelerator pedal 63, brake pedal position BP from the brake pedal position sensor 66 that detects the amount of depression of the brake pedal 65, vehicle speed sensor 68 The vehicle speed V from is input via the input port. Since the rotational position θm is used for driving control of the motor 22 as the rotational position detection sensor 23, a sensor with high detection accuracy (for example, a resolver) is used. In addition, a switching control signal to the switching element of the inverter 24 is output from the main electronic control unit 50 through an output port.

  The operation of the vehicle 20 of the embodiment configured in this way, particularly, the operation when slipping due to idling of the drive wheels 32a and 32b occurs will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the main electronic control unit 50 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, the CPU 52 of the main electronic control unit 50 firstly sets the accelerator opening Acc from the accelerator pedal position sensor 64, the vehicle speed V from the vehicle speed sensor 68, and the motor 22 from the rotational position detection sensor 23. Data necessary for control such as the rotational position θm of the rotary shaft is input (step S100), and the required torque T * required for the drive shaft 30 is set based on the input accelerator opening Acc and the vehicle speed V (step S100). S110). Here, in the embodiment, the required torque T * is obtained in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 54 as a required torque setting map. When the vehicle speed V is given, it is set by deriving the corresponding required torque T * from the stored map. An example of the required torque setting map is shown in FIG.

  Subsequently, the rotational speed Nm of the rotating shaft of the motor 22 is calculated based on the input rotational position θm, and the rotational angular acceleration α of the rotating shaft (drive shaft 30) of the motor 22 is calculated based on the calculated rotational speed Nm. (Step S120) Based on the calculated rotational angular acceleration α, it is determined whether or not slippage due to idling of the drive wheels 32a and 32b has occurred (Step S130). In the embodiment, the slip is determined by comparing the rotational angular acceleration α and the threshold αslip, determining that a slip has occurred when the rotational angular acceleration α exceeds the threshold αslip, and determining that the rotational angular acceleration α is less than the threshold αslip. Thus, when the state continues for a predetermined time (for example, 0.5 seconds or 1 second), it is determined that no slip has occurred. This is because the slip is likely to occur even if the rotational angular acceleration α is less than the threshold α slip, so that re-slip is prevented from occurring immediately.

  If it is determined that no slip has occurred (step S140), the required torque T * set in step S110 is set as the target torque Tm * to be output from the motor 22 (step S150), and the motor is set with the set target torque Tm *. 22 is driven and controlled (step S230), and this routine is terminated. Specifically, the drive control of the motor 22 is performed by switching control of the switching element of the inverter 24 so that the motor 22 is driven with the target torque Tm * based on the rotational position θm.

  On the other hand, when it is determined that slip has occurred (step S140), a torque upper limit value Tmax is set as an upper limit of torque that may be output from the motor 22 based on the rotational angular acceleration α (step S160). Here, in the embodiment, the torque upper limit value Tmax is obtained in advance by storing the relationship between the rotational angular acceleration α and the torque upper limit value Tmax in the ROM 54 as a torque upper limit setting map, and the rotational angular acceleration α is given. Is set by deriving the corresponding torque upper limit value Tmax from the stored map. An example of the torque upper limit setting map is shown in FIG. In the example of FIG. 4, a torque upper limit setting map is created so that the torque upper limit Tmax decreases as the rotational angular acceleration α increases.

  And it is determined whether the slip suppression control by brake ECU40 is intervening (step S170). The slip suppression control by the brake ECU 40 is performed by executing a brake control routine illustrated in FIG. Hereinafter, the description of the drive control routine of FIG. 2 will be interrupted, and the brake control routine of FIG. 5 will be described. In the brake control routine, the brake ECU 40 determines the wheel speeds Vfr and Vfl of the drive wheels 32a and 32b from the wheel speed sensors 48a and 48b, the wheel speeds Vrr and Vrl of the non-drive wheels 34a and 34b from the wheel speed sensors 49a and 49b, and the like. (Step S300), the vehicle body speed is estimated based on the input wheel speeds Vrr and Vrl of the non-driven wheels 34a and 34b (step S310), and an appropriate slip ratio is obtained with respect to the estimated vehicle body speed. The target wheel speed Vw * is set (step S320), and either of the drive wheels 32a and 32b slips based on the input wheel speeds Vfr and Vfl of the drive wheels 32a and 32b and the set target wheel speed Vw *. It is determined whether or not it has occurred (step S330). Here, in the embodiment, the slip is determined by comparing the wheel speeds Vfr, Vfl and the target wheel speed Vw *, and when either or both of the wheel speeds Vfr, Vfl exceed the target wheel speed Vw *. It is determined that slip has occurred, and it is determined that no slip has occurred when neither of the wheel speeds Vfr and Vfl exceeds the target wheel speed Vw *. When it is determined that no slip has occurred (step S340), the process ends without outputting brake torque from either of the hydraulic brakes 42a and 42b, and when it is determined that slip has occurred (step S340) The target brake torque is set so that the wheel speed of the wheel matches the target wheel speed Vw *, the corresponding hydraulic brake is controlled (step S350), and the process ends. The slip of the drive wheels 32a and 32b is suppressed by so-called brake traction control.

  Returning to the drive control routine of FIG. 2, when it is determined that the slip suppression control by the brake ECU 40 has not intervened, the predetermined rate ΔT1 is set to the rate ΔT (step S180), and the torque set in step S160 with the set rate ΔT. A rate process is performed on the upper limit value Tmax, that is, the set rate ΔT is compared with a torque deviation (previous Tmax−Tmax) obtained by subtracting the currently set torque upper limit value Tmax from the previously set torque upper limit value Tmax (step S200). ) When the torque deviation is larger than the rate ΔT, a value obtained by subtracting the rate ΔT from the previous torque upper limit value Tmax is reset to the torque upper limit value Tmax (step S210). On the other hand, when it is determined that slip suppression control by the brake ECU 40 is intervening, the predetermined rate ΔT2 is set to the rate ΔT (step S190), and the rate with respect to the torque upper limit value Tmax set in step S160 is set with the set rate ΔT. Processing is performed to reset the torque upper limit value Tmax (steps S200 and S210). When the torque upper limit value Tmax is thus set, the smaller of the torque upper limit value Tmax and the required torque T * set in step S110 is set as the target torque Tm * to be output from the motor 22 (step S220). The motor 22 is driven and controlled at Tm * (step S230), and this routine is terminated. Here, the predetermined rates ΔT1 and ΔT2 are for suppressing torque shock caused by abruptly limiting the torque output from the motor 22, and the predetermined rate ΔT2 has a smaller gradient than the predetermined rate ΔT1. It is set. Consider a case where slip occurs in the drive wheels 32a and 32b. In this case, the detection accuracy (response speed) of the rotational position detection sensor 23 (resolver) and the wheel speed sensors 48a, 48b, 49a, 49b (rotational speed sensor of the electromagnetic pickup) and the responsiveness of the motor 22 and the hydraulic brakes 42a, 42b. Considering the difference, the slip suppression control of the motor 22 performed based on the signal from the rotational position detection sensor 23 is performed by the hydraulic brakes 42a, 42b performed based on the signals from the wheel speed sensors 48a, 48b, 49a, 49b. The control is executed at an earlier timing than the slip suppression control. First, the torque output from the motor 22 is limited at a predetermined rate ΔT1 having a relatively large gradient. As a result, the torque output from the motor 22 is quickly limited and the slip is suppressed. Thereafter, the brake torque is output from the hydraulic brakes 42a and 42b. At this time, the torque output from the motor 22 is limited by switching to the predetermined rate ΔT2 having a smaller gradient than the predetermined rate ΔT1, so the slip suppression control by the motor 22 is performed. And the slip suppression control by the hydraulic brakes 42a and 42b can be prevented from interfering with each other. Therefore, the driving feeling when the slip is suppressed can be improved.

  FIG. 6 shows changes over time in the rotational angular acceleration α, the wheel speed Vfr, the target torque Tm * of the motor 22 and the target brake torque of the hydraulic brake 42b when slip occurs in the drive wheel 32b. As shown in the figure, when the rotational angular acceleration α calculated based on the rotational position θm from the rotational position detection sensor 23 exceeds the threshold αslip at time t1, the torque output from the motor 22 has a relatively large gradient rate ΔT1. When the wheel speed Vfr exceeds the target wheel speed Vw * based on the wheel speed sensors 48a, 48b, 49a, and 49b at time t2, the brake torque is output from the hydraulic brake 42b. And the torque output from the motor 22 is limited toward the torque upper limit value Tmax with a relatively small gradient rate ΔT2.

  According to the vehicle 20 of the embodiment described above, the rotational angular acceleration α calculated based on the rotational position θm from the rotational position detection sensor 23 is set based on the rotational angular acceleration α when the rotational angular acceleration α exceeds the threshold αslip. The torque output from the motor is limited by rate processing with a relatively large gradient rate ΔT1 toward the torque upper limit value Tmax, and then the wheel speeds of the drive wheels 32a and 32b are based on the wheel speed sensors 48a, 48b, 49a, and 49b. When either Vfr or Vfl exceeds the target wheel speed, the braking force by the brake is output to the slip wheel, and the torque output from the motor is limited by rate processing with a relatively small rate ΔT2 instead of the rate ΔT1. Therefore, the slip suppression control by the motor and the slip suppression control by the brake interfere with each other. It is possible to win. As a result, the driving feeling when suppressing the slip of the drive wheels 32a and 32b can be improved. Of course, when the rotational angular acceleration α exceeds the threshold αslip, the slip suppression control by the motor 22 with quick response is performed, so that the slip of the drive wheels 32a and 32b is quickly performed prior to the slip suppression limitation by the hydraulic brakes 42a and 42b. Can be suppressed.

  In the vehicle 20 of the embodiment, when the slip suppression control by the hydraulic brakes 42a and 42b is not intervening while the slip suppression control by the motor 22 is being performed, the motor 22 outputs from the motor 22 at a predetermined rate ΔT1 with a relatively large gradient. Although the torque is limited and the torque output from the motor 22 is limited at a predetermined rate ΔT2 having a relatively small gradient instead of the predetermined rate ΔT1 when slip suppression control by the hydraulic brakes 42a and 42b intervenes, the hydraulic brake When slip suppression control by 42a and 42b intervenes, the torque limiting state of the motor 22 at that time may be held (torque upper limit value Tmax is held).

  In the vehicle 20 of the embodiment, the brake torque is output to each of the drive wheels 32a and 32b by the hydraulic brakes 42a and 42b that are operated by hydraulic pressure, but the brake torque is applied to the drive wheels 32a and 32b by using an actuator other than the hydraulic pressure. May be output.

  In the embodiment, the present invention is applied to the vehicle 20 that travels by the power from the motor 22, but as shown in the vehicle 120 of the modified example of FIG. 7, an engine 130 and a planetary gear 140 having a carrier connected to the engine 130 The present invention can also be applied to a hybrid vehicle including a motor 150 capable of generating electricity connected to the sun gear of the planetary gear 140 and a motor 22 connected to the ring gear of the planetary gear 140 and connected to the drive shaft, as shown in FIG. As described above, the engine 230, the inner rotor 240a connected to the output shaft of the engine 230, and the outer rotor 240b attached to the drive shaft have a relative effect by the electromagnetic action of the inner rotor 240a and the outer rotor 240b. A counter-rotor motor 240 that rotates in parallel with the motor and a motor connected to the drive shaft. It can also be applied to a hybrid vehicle and a motor 22, it can be applied to any other hybrid vehicle that can travel by power from the motor.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

It is a block diagram which shows the outline of a structure of the vehicle 20 as one Embodiment of this invention. It is a flowchart which shows an example of the drive control routine performed by the main electronic control unit 50 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for torque upper limit setting. 3 is a flowchart showing an example of a brake control routine executed by a brake ECU 40. It is explanatory drawing which shows the mode of a time change of the rotational angular acceleration (alpha), wheel speed Vfr, the target torque Tm * of the motor 22, and the target brake torque of the hydraulic brake 42b when a slip generate | occur | produces in the drive wheel 32b. It is a block diagram which shows the outline of a structure of the vehicle 120 of a modification. It is a block diagram which shows the outline of a structure of the vehicle 220 of a modification.

Explanation of symbols

20, 120, 220 Vehicle, 22 Motor, 23 Rotation position detection sensor, 24 Inverter, 26 Battery, 30 Drive shaft, 31 Differential gear, 32a, 32b Drive wheel, 34a, 34b Non-drive wheel, 40 Electronic control unit for brake ( Brake ECU), 41 brake master cylinder, 42a, 42b, 44a, 44b hydraulic brake, 46 brake actuator, 48a, 48b, 49a, 49b wheel speed sensor, 50 main electronic control unit, 52 CPU, 54 ROM, 56 RAM, 61 Shift lever, 62 Shift position sensor, 63 Accelerator pedal, 64 Accelerator pedal position sensor, 65 Brake pedal, 66 Brake pedal position sensor, 68 Vehicle speed sensor, 130, 230 Engine, 140 Planetar Gear, 150 motor, 240 pair-rotor motor, 240a inner rotor, 240b outer rotor.

Claims (8)

A vehicle capable of traveling by outputting power from an electric motor to an axle,
Braking force applying means for individually applying a braking force to the left and right drive wheels connected to the axle;
First slip detecting means for detecting slip due to idling of the left and right drive wheels by a first detection method;
Second slip detection means for detecting slip due to idling of the left and right drive wheels by a second detection method different from the first detection method;
When slip is detected by the first slip detection means, first slip suppression control is performed to limit the power output from the electric motor so that the slip is suppressed, and slip is detected by the second slip detection means. Is detected, the second slip suppression control for controlling the braking force applying means is executed so that the slip is suppressed, and the second slip is being executed while the first slip suppression control is being executed. A vehicle provided with slip control means for executing the second slip suppression control in preference to the first slip suppression control when the suppression control intervenes.   The slip control means controls the electric motor so that power output from the electric motor is limited with a predetermined gradient as the first slip suppression control, and the first slip suppression control is executed. 2. The second slip suppression control is executed while controlling the electric motor so that a limit state of power output from the motor is maintained when the second slip suppression control intervenes during the operation. Vehicle.   The slip control means controls the electric motor so that the power output from the electric motor is limited with a first gradient as the first slip suppression control, and the first slip suppression control is executed. During the course of the second slip suppression control, the motor is controlled so that the power output from the motor is limited with a second gradient smaller than the first gradient, and the second The vehicle according to claim 1, which is means for executing slip suppression control. The vehicle according to claim 2 or 3,
A rotational acceleration detecting means for detecting the rotational acceleration of the rotating shaft of the electric motor;
The first slip detection means is means for detecting a slip based on the detected rotational acceleration of the rotating shaft of the motor,
When the slip is detected by the first slip detecting means, the slip time control means sets an upper limit driving force based on the detected rotational acceleration of the rotating shaft of the electric motor, and the set upper limit driving force A vehicle for controlling the electric motor so that the power output from the electric motor is limited with a gradient toward the vehicle. The vehicle according to any one of claims 1 to 4,
Wheel speed detecting means for detecting each wheel speed of the left and right drive wheels,
The second slip detection means is means for detecting a slip due to idling of any of the left and right drive wheels based on the detected wheel speeds of the left and right drive wheels,
The slip control means is means for controlling the braking force applying means so that slip is suppressed based on the detected wheel speeds as the second slip suppression control. A vehicle according to any one of claims 1 to 5,
An internal combustion engine;
The remaining shaft is connected to the output shaft of the internal combustion engine, the drive shaft connected to the axle, and the third shaft, and the remaining one shaft is based on the power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from,
A generator capable of inputting and outputting power to the third shaft;
A vehicle comprising: A vehicle according to any one of claims 1 to 5,
An internal combustion engine;
A first rotor connected to an output shaft of the internal combustion engine and a second rotor connected to a drive shaft connected to the axle; and the first rotor by electromagnetic action A counter-rotor motor that rotates relative to the second rotor;
A vehicle comprising: An electric motor capable of outputting power to the axle, braking force applying means for individually applying braking force to the left and right drive wheels connected to the axle, and slip caused by idling of the left and right drive wheels using a first detection method Control of a vehicle comprising: first slip detection means for detecting; and second slip detection means for detecting slip caused by idling of the left and right drive wheels by a second detection technique different from the first detection technique. A method,
When slip is detected by the first slip detection means, first slip suppression control is performed to limit the power output from the electric motor so that the slip is suppressed, and slip is detected by the second slip detection means. Is detected, the second slip suppression control for controlling the braking force applying means is executed so that the slip is suppressed, and the second slip is being executed while the first slip suppression control is being executed. A vehicle control method that executes the second slip suppression control in preference to the first slip suppression control when the suppression control intervenes.

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