JP2009177967A - Vehicle and method of controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control the heat generation of a motor and incompatibility to a driver. <P>SOLUTION: In a vehicle, a torque reduction rate value RT1 is set with a tendency of becoming smaller as road surface gradient α and vehicle weight M get larger (S340), when an absolute value of vehicle speed V is a threshold Vref or less, a previous torque command (previous Tm*) of a motor is a threshold Tmref or more, and a temperature rise promotion time t is a threshold Tmref or more. A torque command Tm* is set by subtracting the torque reduction rate value RT1 from the previous torque command (previous Tm*) of the motor (S400). The motor is driven and controlled with the torque command Tm* set up. Thereby, the temperature rise of the motor and an inverter driving the motor can be controlled by backing up a vehicle at more appropriate speed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as this type of vehicle, a vehicle that travels using power from a motor has been proposed (see, for example, Patent Document 1). In this vehicle, when the vehicle is stopped on an uphill road while keeping the accelerator opening constant, that is, the vehicle is in a current concentration state where current concentrates and flows only in one specific phase of each phase coil of the motor. In some cases, the torque output from the motor is reduced at a predetermined rate, the vehicle is moved backward to temporarily leave the current concentration state, thereby suppressing the heat generation of the motor and its drive circuit.
JP 11-215687 A

  As described above, in the above-described vehicle, when the vehicle is in a current concentration state, the torque output from the motor is reduced at a predetermined rate to reverse the vehicle, thereby suppressing the heat generation of the motor and its drive circuit. However, in this case, it is desired to reverse the vehicle at a more appropriate speed so as not to give the driver a sense of incongruity.

  The vehicle, the control method, and the drive device of the present invention are mainly intended to suppress the heat generation of the electric motor and the driver from feeling uncomfortable.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The vehicle of the present invention
An electric motor capable of outputting power to the axle side, required driving force setting means for setting required driving force required for traveling, and the electric motor so that torque based on the set required driving force is output from the motor. And a control means for controlling the vehicle,
The control means is configured such that when a predetermined torque decrease / increase condition is satisfied with the vehicle substantially stopped, a torque output from the electric motor is based on a road surface gradient and / or a vehicle weight until a predetermined reverse movement occurs in the vehicle. The motor is controlled so as to decrease with a first change degree, and the motor is controlled so that a torque output from the motor increases with a second change degree after the predetermined backward movement has occurred.
This is the gist.

  In the vehicle according to the present invention, the electric motor is controlled so that torque based on the required driving force required for traveling is output from the electric motor, and when a predetermined torque decrease condition is satisfied with the vehicle substantially stopped, The motor is controlled so that the torque output from the motor decreases with a first change based on the road gradient and the vehicle weight until a predetermined reverse occurs, and after the predetermined reverse occurs, the torque output from the motor The motor is controlled so as to increase with a change of 2. Thereby, heat_generation | fever of an electric motor etc. by an electric current concentrating and flowing into a specific phase among each phase of an electric motor can be suppressed. In addition, if the first change degree is made more appropriate in consideration of the road surface gradient and the vehicle weight, the moving speed of the vehicle accompanying the decrease in torque output from the electric motor can be made more appropriate, and driving It can suppress giving a strange feeling to a person. Here, the “predetermined retreat” includes a movement of a predetermined distance in the direction opposite to the traveling direction based on the shift position, that is, when traveling uphill on a slope. Further, the “predetermined distance” includes a moving distance required for switching the phase in which the current is concentrated among the phases of the electric motor.

  In such a vehicle of the present invention, the control means is a means for controlling the electric motor so that the torque output from the electric motor decreases with the first change degree that tends to decrease as the road surface gradient increases. It is also possible to use a means for controlling the electric motor so that the torque output from the electric motor decreases with the first change degree that tends to decrease as the vehicle weight increases. In these cases, the moving speed of the vehicle accompanying a decrease in torque output from the electric motor can be made more appropriate.

  In the vehicle of the present invention, the control means increases the torque output from the electric motor with the degree of the second change based on the road surface gradient and / or the vehicle weight after the predetermined reverse occurs. It can also be a means for controlling the electric motor.

  Furthermore, in the vehicle of the present invention, the predetermined torque decrease / increase condition may be a condition in which a torque equal to or greater than a predetermined torque is continuously output from the electric motor for a predetermined time or more.

  Alternatively, in the vehicle of the present invention, the internal combustion engine and a drive shaft connected to the axle are connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and input and output of electric power and power In addition, power motive power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft can be provided.

The vehicle control method of the present invention includes:
A vehicle control method comprising an electric motor capable of outputting power on the axle side, and controlling the electric motor so that torque based on a required driving force required for traveling is output from the electric motor,
When a predetermined torque increase condition is satisfied in a state where the vehicle is substantially stopped, the torque output from the electric motor is about a first change based on a road surface gradient and / or a vehicle weight until a predetermined reverse movement occurs in the vehicle. The motor is controlled so as to decrease, and after the predetermined retraction, the motor is controlled so that the torque output from the motor increases with a second change degree,
It is characterized by that.

  In this vehicle control method of the present invention, the motor is controlled so that torque based on the required driving force required for traveling is output from the motor, and when a predetermined torque increase / decrease condition is satisfied with the vehicle substantially stopped. The motor is controlled so that the torque output from the motor decreases with a first change based on the road surface gradient and the vehicle weight until a predetermined reverse occurs in the vehicle, and is output from the electric motor after the predetermined reverse occurs. The motor is controlled so that the torque increases with the second change. Thereby, heat_generation | fever of an electric motor etc. by an electric current concentrating and flowing into a specific phase among each phase of an electric motor can be suppressed. In addition, if the first change degree is made more appropriate in consideration of the road surface gradient and the vehicle weight, the moving speed of the vehicle accompanying the decrease in torque output from the electric motor can be made more appropriate, and driving It can suppress giving a strange feeling to a person. Here, the “predetermined retreat” includes a movement of a predetermined distance in the direction opposite to the traveling direction based on the shift position, that is, when traveling uphill on a slope. Further, the “predetermined distance” includes a moving distance required for switching the phase in which the current is concentrated among the phases of the electric motor.

  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 a configuration of an electric vehicle 20 as an embodiment of the present invention. As shown in the drawing, the electric vehicle 20 of the embodiment includes a motor 22 that can input and output power to a drive shaft 32 connected to drive wheels 30 a and 30 b via a differential gear 31, and an inverter 24 that drives the motor 22. And a battery 26 that exchanges power with the motor 22 and an electronic control unit 40 that controls the entire vehicle.

  The motor 22 is configured as a PM type synchronous generator motor including a rotor having a permanent magnet attached to the outer peripheral surface and a stator around which a three-phase coil is wound. The inverter 24 is configured by six switching elements, converts the DC power supplied from the battery 26 into pseudo three-phase AC power, and supplies the pseudo three-phase AC power to the motor 22.

  The electronic control unit 40 is configured as a microprocessor centered on the CPU 42. In addition to the CPU 42, a ROM 44 for storing processing programs, a RAM 46 for temporarily storing data, an input / output port and a communication port (not shown), Is provided. The electronic control unit 40 includes a rotor rotational position θm from a rotational position detection sensor 23 that detects the rotational position of the rotor of the motor 22, a battery temperature from a temperature sensor (not shown) that detects the temperature of the battery 26, and an ignition switch 50. Ignition signal, shift position SP from the shift position sensor 52 that detects the operation position of the shift lever 51, accelerator opening Acc from the accelerator pedal position sensor 54 that detects the depression amount of the accelerator pedal 53, and depression amount of the brake pedal 55 The brake pedal position BP from the brake pedal position sensor 56, the vehicle speed V from the vehicle speed sensor 58, the road surface gradient α from the gradient sensor 59, and the like are input via the input port. From the electronic control unit 40, a switching control signal to the switching element of the inverter 24 for driving and controlling the motor 22 is output via an output port. In the electric vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position).

  Next, the operation of the electric vehicle 20 of the embodiment configured as described above, particularly the operation when the vehicle is stopped in a state where the accelerator pedal 53 is depressed on the uphill road will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the electronic control unit 40. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 42 of the electronic control unit 40 firstly, the accelerator opening Acc from the accelerator pedal position sensor 54, the vehicle speed V from the vehicle speed sensor 58, the rotor of the motor 22 from the rotational position detection sensor 23. Data necessary for control, such as the rotation position θm of the vehicle and the road surface gradient α from the gradient sensor 59 (step S100), and the required torque Td to be output to the drive shaft 32 based on the input accelerator opening Acc and the vehicle speed V. * Is set (step S110). Here, in the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map. When the vehicle speed V is given, the corresponding required torque Td * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map.

  Subsequently, while the torque command Tm * of the motor 22 is temporarily decreased and then increased, a torque decrease / increase process (a process of setting the torque command Tm * by the torque command setting process illustrated in FIG. 4) is being executed. The value of the torque decrease / increase processing flag F1 indicating whether or not is checked (step S120). Here, the torque decrease / increase process flag F1 is set to a value of 1 when the execution of the torque decrease / increase process is started, and is set to a value of 0 when the torque decrease / increase process is not being executed or is terminated. It is.

  When the torque decrease / increase processing flag F1 is 0, the absolute value of the vehicle speed V is compared with the threshold value Vref (step S130), and the torque command (previous Tm *) set when the routine was executed last time. ) Is compared with a threshold value Tmref (step S140). Here, the threshold value Vref is used to determine whether or not the vehicle is substantially stopped. For example, 2 km / h, 3 km / h, or the like can be used. The threshold value Tmref is a threshold value used for determining whether or not a certain amount of torque is output from the motor 22 and is determined by the characteristics of the motor 22 and the like. Consider a case where the vehicle is stopped while the accelerator pedal 63 is depressed and held on an uphill road (when the rotor of the motor 22 is stopped). At this time, if a relatively large torque is output from the motor 22 even though the rotor of the motor 22 has stopped rotating, a large current flows only in a specific phase among the three-phase coils of the motor 22. 22 and the temperature increase of the inverter 24 are easily promoted. The comparison between the absolute value of the vehicle speed V in step S130 and the threshold value Vref and the comparison between the previous torque command (previous Tm *) of the motor 22 and the threshold value Tmref in step S140 indicate whether or not such a temperature increase is likely to be promoted. It is the process which determines.

  When the absolute value of the vehicle speed V is greater than the threshold value Vref, or when the previous torque command (previous Tm *) of the motor 22 is less than the threshold value Tmref, it is determined that the temperature rise of the motor 22 or the inverter 24 is not likely to be promoted. The torque decrease / increase processing flag F1 is set to 0 (step S150), the required torque Td * is set to the torque command Tm * of the motor 22 (step S160), and the motor 22 is driven based on the torque command Tm *. Control is performed (step S220), and the drive control 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 by the torque command Tm *. In this way, torque corresponding to the required torque Td * is output to the drive shaft 32.

  On the other hand, when the absolute value of the vehicle speed V is equal to or lower than the threshold value Vref and the previous torque command (previous Tm *) of the motor 22 is equal to or higher than the threshold value Tmref, it is determined that the temperature increase of the motor 22 and the inverter 24 is easily promoted. When the measurement of the temperature increase promotion time t, which is the time since the start of this state, has not started, this time measurement is started (steps S170 and S180), and the temperature increase promotion time t is compared with the threshold value Tmref (step S190). ) When the temperature increase promotion time t is less than the threshold value Tmref, the torque decrease / increase processing flag F1 is set to 0 (step S150), and the required torque Td * is set to the torque command Tm * of the motor 22 (step S160). ), Driving control of the motor 22 based on the torque command Tm * (step S220), and a driving control routine To the end. Here, the threshold value Tmref is used to determine whether or not the state in which the temperature increase of the motor 22 or the inverter 24 is likely to be promoted has continued for a certain period of time. It is possible to set an allowable time. For example, when the accelerator pedal 63 is largely depressed when the vehicle starts on a flat ground or the like, the absolute value Vref of the vehicle speed V is equal to or less than the threshold value Vref, and the previous torque command (previous Tm *) of the motor 22 is the threshold value. In this case, since this state is a relatively short time, it is unlikely that an excessive temperature rise will occur in the motor 22 and the inverter 24. The comparison between the temperature increase promotion time t and the threshold value Tmref in step S190 is for preventing the later-described torque decrease process from being executed in this case.

  When the absolute value of the vehicle speed V is equal to or less than the threshold value Vref, the previous torque command (previous Tm *) of the motor 22 is equal to or greater than the threshold value Tmref, and the temperature increase promotion time t is equal to or greater than the threshold value Tmref, the torque decrease process flag F1 is set to 1. (Step S200), the torque command Tm * of the motor 22 is set by the torque command setting process illustrated in FIG. 4 (step S210), and the motor 22 is driven and controlled based on the torque command Tm * (step S220). ), And finishes the drive control routine. When the value 1 is set in the torque decrease / increase processing flag F1, the value of the torque decrease / increase flag flag F1 is set in step S440 of the torque command setting process in FIG. 4 described later when the drive control routine is executed next time. Until the value is reset to 0, the torque decrease processing flag F1 is 1 in step S120, the torque command Tm * of the motor 22 is set by the torque command setting processing illustrated in FIG. 4 (step S210), and the torque command Tm The motor 22 is drive-controlled based on * (step S220), and the drive control routine is terminated. In the torque command setting process of FIG. 4, the torque command Tm * of the motor 22 is once decreased and then increased, although details will be described later. For this reason, this is called torque reduction / increase processing.

  Next, the torque command setting process illustrated in FIG. 4 will be described. In the torque command setting process, first, a value 0 is set as an initial value, and a value of a torque decrease rate value setting flag F2 that is set to a value 1 when a torque decrease rate value RT1, which will be described later, is set is examined (step) S300). When the torque reduction rate value setting flag F2 is 0, the accelerator opening Acc is set to the accelerator opening Accset when the condition is satisfied (step S310), and the rotational position θm of the rotor of the motor 22 is set to the rotational position when the condition is satisfied. θmset is set (step S320), and the current driving force F, acceleration a, and gravitational acceleration g, which are current driving forces obtained by multiplying the previous torque command (previous Tm *) of the motor 22 by the conversion factor k. And the road surface gradient α are used to calculate the vehicle weight M according to the following equation (1) (step S330). Here, the conversion coefficient k is a coefficient for converting the torque acting on the drive shaft 32 into the current drive force F. The acceleration a can be calculated based on a change in the vehicle speed V, or a value input from an acceleration sensor (not shown) can be used. The relationship between the current driving force F (= previous Tm * · k) when the vehicle is on an uphill road and the vehicle weight component force Fm (= M · g · sin α) that is a component force in the vehicle longitudinal direction with respect to the vehicle weight M. As shown in FIG. Equation (1) can be easily derived by solving the equation of motion obtained from FIG. By calculating the vehicle weight M in this way, the vehicle weight M that more appropriately reflects the weight of the occupant, the amount of fuel, and the like can be calculated.

  M = previous Tm * ・ k / (a + g ・ sinα) (1)

  Then, based on the road surface gradient α and the vehicle weight M, a torque decrease rate value RT1 that is a rate value for decreasing the torque command Tm * of the motor 22 is set (step S340), and the torque decrease rate value setting flag F2 is set. Value 1 is set (step S350). Here, in the embodiment, the torque reduction rate value RT1 is stored in the ROM 44 as a torque reduction rate value setting map by predetermining the relationship among the road surface gradient α, the vehicle weight M, and the torque reduction rate value RT1. When the gradient α and the vehicle weight M are given, the corresponding torque decrease rate value RT1 is derived and set from the stored map. An example of the torque reduction rate value setting map is shown in FIG. As shown in the figure, the torque reduction rate value RT1 is set so as to decrease as the road surface gradient α increases, and to decrease as the vehicle weight M increases. The reason for setting the torque decrease rate value RT1 will be described later. When the torque reduction rate value setting flag F2 is set to 1 in this way, when the torque setting process of FIG. 4 is executed after the next time, the processes of steps S310 to S350 are not executed. That is, the accelerator opening Accset when the condition is satisfied, the rotational position θmset when the condition is satisfied, and the torque reduction rate value RT1 are held.

  Next, an absolute value obtained by subtracting the accelerator opening Accset when the condition is satisfied from the accelerator opening Acc is set as an accelerator deviation ΔAcc (step S360), and the set accelerator deviation ΔAcc is compared with a threshold value Aref (step S370). Here, the threshold value Aref is used to determine whether or not the driving request by the driver has changed, and is determined by the specification of the vehicle. When the accelerator opening deviation ΔAcc is larger than the threshold value Aref, it is determined that the driver's drive request has changed, the required torque Td * is set to the torque command Tm * of the motor 22 (step S430), and the torque decrease and increase described above. The processing flag F1, the torque decrease rate value setting flag F2, and the temperature increase promotion time t are reset to 0 (step S440), and the torque command setting process is terminated. When the torque decrease / increase processing flag F1 is reset to the value 0 in this way, the next time the drive control routine of FIG. 2 is executed, the torque decrease / increase processing flag F1 has the value 0 in step S120, and the processing after step S130 is performed. Is executed.

  When the accelerator deviation ΔAcc is equal to or smaller than the threshold value ΔAref, it is determined that the driver's driving request has not changed, and the absolute value of the rotational position θmset obtained by subtracting the rotational position θmset when the condition is satisfied from the rotational position θm of the rotor of the motor 22 is obtained. (Step S380), and the set rotational position deviation Δθm is compared with a threshold value Δθmref (step S390). Here, the threshold value θmref is used to determine whether or not the phase in which the current is concentrated among the three-phase coils of the motor 22 has been switched since the value 1 is set in the torque reduction processing flag F1. For example, a value corresponding to an electrical angle (2π / 3) can be used. The electrical angle (2π / 3) is an electrical angle corresponding to one phase of the phase current of the motor 22.

  When the rotational position deviation Δθm is less than the threshold value Δθmref, it is determined that the current-concentrated phase of the three-phase coils of the motor 22 has not yet been switched, and the torque decreases from the previous torque command (previous Tm *) of the motor 22. The torque command Tm * for the motor 22 is calculated by subtracting the rate value RT1 (step S400), and the torque command setting process is terminated. Thus, the torque command Tm * of the motor 22 is decreased by the torque reduction rate value RT1 every time the drive control routine of FIG. 2 is executed (each time the torque setting process of FIG. 4 is executed). Then, due to the decrease in the torque output from the motor 22, the vehicle on the uphill road moves backward with the rotation of the rotor of the motor 22. Note that the reverse means that the vehicle moves in a direction opposite to the traveling direction based on the shift position SP.

  When the rotational position deviation Δθm is greater than or equal to the threshold value Δθmref in step S390, it is determined that the phase in which the current is concentrated among the three-phase coils of the motor 22 has been switched, and the rate value when the torque command Tm * of the motor 22 is increased. The torque command Tm * of the motor 22 is calculated by adding a certain torque increase rate value RT2 to the previous torque command (previous Tm *) of the motor 22 (step S410), and the calculated torque command Tm * of the motor 22 is requested. Compared with the torque Td * (step S420), when the torque command Tm * of the motor 22 is equal to or less than the required torque Td *, the torque setting process is terminated as it is. Here, as the torque increase rate value RT2, a fixed value is used in the embodiment. Thus, the torque command Tm * of the motor 22 increases by the torque increase rate value RT2 every time the drive control routine of FIG. 2 is executed (each time the torque setting process of FIG. 4 is executed). When the torque command Tm * of the motor 22 becomes larger than the required torque Td * in step S420, the required torque Td * is reset to the torque command Tm * of the motor 22 (step S430), and the torque decrease increase processing flag F and The torque decrease rate value setting flag F2 and the temperature increase promotion time t are reset to 0 (step S440), and the torque command setting process is terminated. In this way, by switching the phase in which the current is concentrated among the three-phase coils of the motor 22, the temperature rise of the motor 22 and the inverter 24 can be suppressed. When the torque decrease / increase processing flag F1 is reset to the value 0 in this way, the next time the drive control routine of FIG. 2 is executed, the torque decrease / increase processing flag F1 has the value 0 in step S120, and the processing after step S130 is performed. Is executed.

  Next, the reason why the torque reduction rate value RT1 is set in consideration of the road surface gradient α and the vehicle weight M will be described. Consider a case where the vehicle is stopped while the accelerator pedal 63 is depressed and held on an uphill road (when the rotor of the motor 22 is stopped). At this time, the vehicle weight component force Fm increases as the road surface gradient α and the vehicle weight M increase, as is apparent from FIG. 5 described above. Therefore, if the torque reduction rate value RT1 is a fixed value, the reverse speed of the vehicle by decreasing the torque output from the motor 22 increases as the road surface gradient α and the vehicle weight M increase. In the embodiment, in order to eliminate such inconvenience, the torque reduction rate value RT1 is set so as to decrease as the road surface gradient α and the vehicle weight M increase. Thereby, it can suppress that the reverse speed of a vehicle changes with road surface gradient (alpha) and the vehicle weight M, and can reverse a vehicle at a more appropriate speed (speed which can suppress giving a driver uncomfortable feeling). it can.

  According to the electric vehicle 20 of the embodiment described above, the absolute value of the vehicle speed V is equal to or less than the threshold value Vref, the previous torque command (previous Tm *) of the motor 22 is equal to or greater than the threshold value Tmref, and the temperature rise promotion time t is equal to or greater than the threshold value Tmref. In some cases, the torque output from the motor 22 is reduced using the torque reduction rate value RT1 that tends to decrease as the road surface gradient α increases and decreases as the vehicle weight M increases. The vehicle can be moved backward, and the driver can be prevented from feeling uncomfortable. Further, since the rotor of the motor 22 is rotated by the backward movement of the vehicle, it is possible to suppress the temperature increase of the motor 22 and the inverter 24 due to the current being concentrated only on a specific phase among the three-phase coils of the motor 22.

  In the electric vehicle 20 of the embodiment, when the absolute value of the vehicle speed V is equal to or less than the threshold value Vref, the previous torque command (previous Tm *) of the motor 22 is equal to or greater than the threshold value Tmref, and the temperature rise promotion time t is equal to or greater than the threshold value Tmref. The torque output from the vehicle 22 is reduced by the torque reduction rate value RT1 based on the road surface gradient α and the vehicle weight M, but the previous torque command (previous Tm *) of the motor 22 when the absolute value of the vehicle speed V is equal to or less than the threshold value Vref. When the temperature of the motor 22 or the inverter 24 exceeds a predetermined temperature with the threshold value Tmref being equal to or greater than the threshold value Tmref, the torque output from the motor 22 is reduced with the torque reduction rate value RT1 based on the road surface gradient α and the vehicle weight M. Also good. Here, as the predetermined temperature, a temperature slightly lower than the allowable temperature of the motor 22 or the inverter 24 can be used.

  In the electric vehicle 20 of the embodiment, the torque reduction rate value RT1 is set based on the road surface gradient α and the vehicle weight M, but the torque is based on only one of the road surface gradient α and the vehicle weight M. The decrease rate value RT1 may be set.

  In the electric vehicle 20 of the embodiment, in order to determine whether or not the phase in which the current is concentrated among the three-phase coils of the motor 22 has been switched since the value 1 is set in the torque reduction processing flag F1, The positional deviation Δθm is compared with the threshold value Δθmref. However, the position deviation Δθmref is not limited to this. For example, a relatively small predetermined range in which a current of a phase in which a relatively large current flows among the three-phase coils of the motor 22 includes a value 0. It is good also as what checks whether it became inside.

  In the electric vehicle 20 of the embodiment, a fixed value is used as the torque increase rate value RT2, but a torque increase rate value RT2 set based on at least one of the road surface gradient α and the vehicle weight M is used. It is good. In this case, for example, a torque increase rate value RT2 that tends to decrease as the road surface gradient α increases and decreases as the vehicle weight M increases may be used.

  In the electric vehicle 20 of the embodiment, the vehicle weight M is calculated using the previous torque command (previous Tm *) of the motor 22, but the vehicle weight M detected by a vehicle weight sensor (not shown) is used. It is good. In addition to the weight of the vehicle main body, the vehicle weight sensor 59, for example, determines the weight of the vehicle, such as the weight of the occupant, the weight of the loaded object or the weight of the towed object when there is a loaded object or a towed object. What can detect vehicle weight M as total weight included can be used.

  In the embodiment, the electric vehicle 20 including the motor 22 that outputs power to the drive shaft 32 has been described. However, as illustrated in the electric vehicle 120 of the modified example of FIG. 7, the drive shaft 32 is connected to the planetary gear mechanism 126. The present invention may be applied to the electric vehicle 120 in which the engine 122 and the motor 124 are connected, and as illustrated in the electric vehicle 220 in the modified example of FIG. 8, the engine 222 and the inner connected to the crankshaft of the engine 222. A pair that has a rotor 232 and an outer rotor 234 connected to the drive shaft 32 connected to the drive wheels 30a and 30b, transmits a part of the power of the engine 222 to the drive shaft 32 and converts the remaining power into electric power. The present invention may be applied to an electric vehicle 220 including a rotor motor 230.

  Moreover, it is not limited to what is applied to such a motor vehicle, It is good also as forms of vehicles other than motor vehicles, such as a train. Furthermore, it is good also as a form of the control method of such a vehicle.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor 22 corresponds to “electric motor”, the electronic control unit 40 that sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V corresponds to “required driving force setting means”, and the required torque. Based on Td *, the motor 22 is controlled by setting the torque command Tm * of the motor 22, the absolute value of the vehicle speed V is less than or equal to the threshold value Vref, and the previous torque command (previous Tm *) of the motor 22 is greater than or equal to the threshold value Tmref. When the temperature increase promotion time t becomes equal to or greater than the threshold value Tmref, the motor 22 is set by setting the torque command Tm * of the motor 22 so as to decrease with the torque decrease rate value RT1 set based on the road surface gradient α and the vehicle weight M. After the rotational position deviation Δθm becomes equal to or greater than the threshold value Δθmref, the torque command of the motor 22 is controlled so as to increase with the torque increase rate value RT2. The electronic control unit 40 that controls the drive of the motor 22 by setting Tm * corresponds to a “control unit”. The engine 122 corresponds to an “internal combustion engine”, and the combination of the motor 124 and the planetary gear mechanism 126 and the counter-rotor motor 230 correspond to “power power input / output means”.

  Here, the “motor” is not limited to the motor 22 configured as a synchronous generator motor, and may be any type of motor as long as power can be input and output to the axle side. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. Any device may be used as long as it sets a required driving force required for traveling. As the “control means”, the torque command Tm * of the motor 22 is set based on the required torque Td *, and the motor 22 is driven and controlled. When the absolute value of the vehicle speed V is equal to or less than the threshold value Vref, the previous torque command ( When the previous time Tm *) is equal to or greater than the threshold value Tmref and the temperature rise promotion time t is equal to or greater than the threshold value Tmref, the motor 22 is configured to decrease with the torque decrease rate value RT1 set based on the road surface gradient α and the vehicle weight M. The motor 22 is driven and controlled by setting the torque command Tm *. After the rotational position deviation Δθm becomes equal to or greater than the threshold value Δθmref, the torque command Tm * of the motor 22 is set so as to increase with the torque increase rate value RT2. The motor is controlled so that torque based on the required driving force is output from the electric motor, When a predetermined torque decrease condition is satisfied in a state where the vehicle is substantially stopped, the torque output from the electric motor decreases with a first change based on the road surface gradient and / or the vehicle weight until a predetermined reverse of the vehicle occurs. Any method may be used as long as the motor is controlled so that the torque output from the motor increases with the second change degree after a predetermined retraction occurs. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power motive power input / output means” is not limited to a combination of the motor 124 and the planetary gear mechanism 126 or the anti-rotor motor 230, but is connected to a drive shaft connected to an axle and driven. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the shaft and can input / output power to / from the drive shaft and output shaft together with input / output of electric power and power, it may be anything. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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 can be used in the vehicle manufacturing industry.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 as one Example of this invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit 40 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of the torque command setting process of an Example. It is explanatory drawing which shows the relationship between the present driving force F and vehicle weight component force Fm when a vehicle exists on an uphill road. It is explanatory drawing which shows an example of the map for torque reduction rate value setting. It is a block diagram which shows the outline of a structure of the electric vehicle 120 of a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

Explanation of symbols

20, 120, 220 Electric vehicle, 22 motor, 23 rotational position detection sensor, 24
Inverter, 26 battery, 30a, 30b drive wheel, 31 differential gear, 32 drive shaft, 40 electronic control unit, 42 CPU, 44 ROM, 46 RAM, 50 ignition switch, 51 shift lever, 52 shift position sensor, 53 accelerator pedal, 54 accelerator pedal position sensor, 55 brake pedal, 56 brake pedal position sensor, 58 vehicle speed sensor, 59 gradient sensor, 122, 222 engine, 124 motor, 126 planetary gear mechanism, 230 rotor motor, 232 inner rotor, 234 outer rotor.

Claims (7)

An electric motor capable of outputting power to the axle side, required driving force setting means for setting required driving force required for traveling, and the electric motor so that torque based on the set required driving force is output from the motor. And a control means for controlling the vehicle,
The control means is configured such that when a predetermined torque decrease / increase condition is satisfied with the vehicle substantially stopped, a torque output from the electric motor is based on a road surface gradient and / or a vehicle weight until a predetermined reverse movement occurs in the vehicle. The motor is controlled so as to decrease with a first change degree, and the motor is controlled so that a torque output from the motor increases with a second change degree after the predetermined backward movement has occurred.
A vehicle characterized by that.   2. The vehicle according to claim 1, wherein the control unit is a unit that controls the electric motor so that a torque output from the electric motor decreases with the first change degree that tends to decrease as the road surface gradient increases.   3. The vehicle according to claim 1, wherein the control unit is a unit that controls the electric motor so that a torque output from the electric motor decreases with the degree of the first change that tends to decrease as the vehicle weight increases. 4.   The control means controls the electric motor so that the torque output from the electric motor increases with the second change degree based on the road surface gradient and / or the vehicle weight after the predetermined backward movement occurs. The vehicle according to any one of claims 1 to 3.   The vehicle according to any one of claims 1 to 4, wherein the predetermined torque decrease / increase condition is a condition in which a torque greater than a predetermined torque is continuously output from the electric motor for a predetermined time or more. A vehicle according to any one of claims 1 to 5,
An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
A vehicle comprising: A vehicle control method comprising an electric motor capable of outputting power on the axle side, and controlling the electric motor so that torque based on a required driving force required for traveling is output from the electric motor,
When a predetermined torque increase condition is satisfied in a state where the vehicle is substantially stopped, the torque output from the electric motor is about a first change based on a road surface gradient and / or a vehicle weight until a predetermined reverse movement occurs in the vehicle. The motor is controlled so as to decrease, and after the predetermined retraction, the motor is controlled so that the torque output from the motor increases with a second change degree,
A method for controlling a vehicle.

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