JP2013179796A - Power supply control device at abnormality of in-wheel motor drive wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor power supply control capable of improving safety when directional performance during traveling changes due to displacement between an in-wheel motor drive wheel and a vehicle body.SOLUTION: When an inter-vehicle relative displacement amount L is determined to be at least a first setting value α, that is, the directional performance of traveling changes with an accelerator fully opened in S12, and when the relative displacement amount L is determined to be at least a second setting value β(>α), that is, the directional performance of traveling always changes regardless of an accelerator opening in S13, traveling cannot be assured or even if assured, the directional performance change always occurs by the relative displacement amount L, therefore, a motor power supply command P is limited to zero to stop a motor in S14. When the relative displacement amount L is determined to be within a range of α, β in S12, S13, motor supply power P is limited to be smaller than target motor power Po corresponding to required driving power in S15, S16. When the relative displacement amount L is smaller than α, that is, the directional performance of traveling does not change even if the accelerator is fully opened in S12, the limit is not applied to motor supply power.

Description

  The present invention provides a supply to an in-wheel motor drive wheel as a safety measure when an abnormal relative displacement occurs due to an external force or the like between a so-called in-wheel motor drive wheel and a vehicle body integrally including a dedicated electric motor. The present invention relates to an abnormal-time power supply control device that limits power.

Conventionally, for example, the one described in Patent Document 1 is known as a type of electric vehicle provided with the above-described in-wheel motor drive wheel suspended.
This electric vehicle is equipped with a power supply battery and an inverter on the vehicle body side, and DC power from the battery is converted into AC power for driving the motor by the inverter, and the AC power conversion amount is controlled to power corresponding to the required driving force by the inverter. Then, the motor is driven to the electric motor of the in-wheel motor drive wheel.

  Therefore, a motor power supply line and a control signal line are required between the in-wheel motor drive wheel and the inverter. Patent Document 1 discloses that the motor power supply line and the control are arranged along the suspension arm that controls suspension of the in-wheel motor drive wheel. A configuration for routing signal lines has also been proposed.

JP 2005-319904 A

  However, the above-described conventional proposed technique causes the following problems when an abnormal relative displacement occurs between the in-wheel motor drive wheel and the vehicle body due to an external force or the like during a minimal lap collision.

A large input does not act on the vehicle body at an external force such as at the time of a minimal lap collision, so there is a safety measure that shuts off the strong electrical circuit from the inverter to the in-wheel motor drive wheel in response to this large vehicle body input. Does not work.
Therefore, if an abnormal relative displacement that causes a change in the directional performance of the vehicle traveling between the in-wheel motor drive wheel and the vehicle body due to external force such as during a minimal lap collision occurs, the in-wheel motor The drive wheel can continue to be fed and the vehicle continues to travel.

  However, when the vehicle continues to travel even though the direction performance of the vehicle travels is different from the normal time, if the traveling driving force remains the required driving force according to the operation by the driver, the vehicle Due to the different directional performance, a behavior different from the driving intention of the driver is caused, and the driver is confused.

  In view of the above problems, the present invention restricts the power supplied to the in-wheel motor drive wheel when an abnormal relative displacement occurs between the in-wheel motor drive wheel and the vehicle body, and controls the driving force by the driver. Proposal is made of an in-wheel motor drive wheel power supply control device for abnormal conditions of the in-wheel motor drive wheel that does not confuse the driver by reducing the behavior change due to the change in the directional performance of the vehicle travel without leaving the required drive force according to the vehicle For the purpose.

For this purpose, the in-wheel motor drive wheel abnormal power supply control device according to the present invention is configured as follows.
First, to explain the vehicle that is the premise of the present invention,
An in-wheel motor drive wheel integrally including a dedicated electric motor is suspended and provided.

The present invention is characterized in that such a vehicle is provided with the following abnormal displacement detection means and supply power limiting means.
The former abnormal displacement detection means detects an abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body, and
The latter supply power limiting means limits the supply power to the in-wheel motor drive wheel when the former abnormal displacement detection means detects an abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body.

An in-wheel motor-driven wheel power supply control device during abnormality according to the present invention,
In order to limit the power supplied to the in-wheel motor drive wheel when an abnormal relative displacement occurs between the in-wheel motor drive wheel and the vehicle body,
When a change in behavior due to a change in the direction performance of the vehicle travel occurs due to this abnormality, the vehicle behavior change can be mitigated by the restriction of the supplied power. You won't be confused by behavioral changes due to performance changes.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a drive system control system for an electric vehicle including a power supply control device for abnormal conditions of an in-wheel motor drive wheel according to a first embodiment of the present invention. FIG. 2 is a schematic front view of a main part showing a suspension device that is a structure for suspending an in-wheel motor drive wheel in FIG. 1 from a vehicle body. FIG. 2 is an enlarged front view relating to a connecting portion between a suspension arm and a vehicle body, showing an example configuration of an external force detection sensor in FIG. FIG. 5 is an enlarged front view relating to a connecting portion between a suspension arm and a vehicle body, showing another configuration example of the external force detection sensor in FIG. 3 is a flowchart showing an abnormal motor power supply control program executed by a controller in FIG. FIG. 6 is a characteristic diagram showing motor supply power limiting characteristics by the abnormal-time motor power supply control of FIG. 6 is a flowchart similar to FIG. 5, showing an abnormal motor power supply control program executed by the abnormal power supply control device for an in-wheel motor drive wheel according to a second embodiment of the present invention. FIG. 8 is an area explanatory view showing a motor power restriction release area by the abnormal-time motor power supply control of FIG. 10 is a flowchart showing an abnormal integrated motor power supply control program executed by an abnormal power supply control device for an in-wheel motor drive wheel according to a third embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of the first embodiment>
FIG. 1 is a schematic system diagram showing a drive system control system for an electric vehicle including an in-wheel motor drive wheel power supply control device for abnormal conditions according to a first embodiment of the present invention.
It is assumed that the electric vehicle can be driven by driving the left and right in-wheel motor drive wheels 11L and 11R.
The in-wheel motor driven wheels 11L and 11R each have a dedicated electric motor 12L and 12R concentrically built in the center as an integrated unit, and are individually driven by these electric motors 12L and 12R to enable the electric vehicle to travel. .

The left and right in-wheel motor drive wheels 11L and 11R are respectively suspended on the vehicle body 22 via a suspension device 21 as shown in FIG.
The suspension device 21 includes an upper arm 23 and a lower arm 24 as main components, and these upper and lower suspension arms 23 and 24 extend inward in the vehicle width direction from the electric motors 12L and 12R of the left and right in-wheel motor drive wheels 11L and 11R. Arrange.

The upper arm 23 is disposed so as to extend between a location above the electric motors 12L and 12R and a location relatively above the vehicle body 22.
The outer end of the upper arm 23 on the wheel side is pivotally supported by an elastic bush 25 (suspension arm connecting point) above the electric motors 12L and 12R so that it can swing in the vertical direction. Further, it is pivotally supported at a relatively upper portion of the vehicle body 22 via an elastic bush 26 (suspension arm connection point) so as to be swingable in the vertical direction.

The lower arm 24 is disposed so as to extend between a lower portion of the electric motors 12L and 12R and a relatively lower portion of the vehicle body 22.
The outer end on the wheel side of the lower arm 24 is pivotally supported by the lower portion of the electric motors 12L and 12R via an elastic bush 27 (suspension arm connection point) so as to be swingable in the vertical direction, and the inner end on the vehicle body side of the lower arm 24 is elastic. It is pivotally supported at a relatively lower position of the vehicle body 22 via a bush 28 (suspension arm connection point) so as to be swingable in the vertical direction.

  The suspension device 21 configured as described above suspends the left and right in-wheel motor-driven wheels 11L and 11R via the vertical suspension arms 23 and 24 with respect to the vehicle body 22 so that the vertical stroke (suspension stroke) is possible.

As shown in FIG. 1, the electric motors 12L and 12R use the high voltage battery 13 as a common power source (direct current), and are controlled by the controller 14 via the inverters 15L and 15R.
The controller 14 obtains a required driving force based on various input information such as an accelerator opening and a vehicle speed (not shown), and instructs the inverters 15L and 15R with a target power Po necessary to realize the required driving force.
The inverters 15L and 15R respond to the command, convert the DC power from the battery 13 into AC power for driving the motor, and supply the same power as the target power to the electric motors 12L and 12R.

<Motor power supply control during abnormal conditions>
In addition to the above-described normal motor power supply control, the controller 14 also performs the abnormal-time motor power supply control targeted by the present invention. Therefore, the controller 14 includes suspensions of the left and right in-wheel motor drive wheels 11L and 11R. Signals from the external force detection sensors 16L and 16R that individually detect the external force input to the device 21 are input.
Here, the term “external force” means “force” that is directly input to the in-wheel motor drive wheels 11L (11R) or indirectly through the vehicle body due to a vehicle collision.

The external force detection sensors 16L and 16R are as illustrated in FIG. 3 or FIG.
In the example of FIG. 3, a wheel side signal line 31 extending in the longitudinal direction is pasted and fixed to the suspension arm 23 and / or 24, and the vehicle body 22 extends from near the elastic bush 26 (28). The vehicle body side signal line 32 is pasted and fixed, and the wheel side signal line 31 and the vehicle body side signal line 32 are connected to each other via the connector 33 near the elastic bush 26 (28), and the external force detection sensor 16L. , 16R is configured.

  The connector 33 between the wheel side signal line 31 and the vehicle body side signal line 32 comprises a connector part 33a connected to the wheel side signal line 31 and a connector part 33b connected to the vehicle body side signal line 32, and functions as follows. It shall be.

A relative displacement exceeding the design value is generated between the vehicle body 22 and the suspension arm 23 (24), that is, between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R). (Such as straight running performance and turning performance), as the degree increases, the connector parts 33a and 33b are relatively displaced in the disconnection direction, and the resistance value of the connector 33 increases.
When the relative displacement between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R) exceeds a certain value, the resistance value of the connector 33 becomes infinite by disconnecting the connector portions 33a and 33b.

Therefore, the external force detection sensors 16L and 16R in FIG. 3 detect the external force acting between the vehicle body 22 and the suspension arm 23 (24), that is, between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R), and respond accordingly. The abnormal relative displacement amount L between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R) can be detected as the resistance value of the connector 33.
Here, the relative displacement between the vehicle body 22 and the in-wheel motor drive wheels 11L (11R) is only the relative displacement between the vehicle body 22 and the wheel tires and the relative displacement between the vehicle body 22 and the electric motors 12L and 12R. Instead, it means all of the relative displacement between the components of the in-wheel motor drive wheel 11L (11R) and the vehicle body 22.

In the example of the external force detection sensors 16L and 16R shown in FIG. 4, a strain sensor 34 for detecting the deformation of the suspension arm 23 (24) is attached and fixed to the surface of the suspension arm 23 and / or 24. The detection sensors 16L and 16R are configured.
When the suspension arm 23 (24) is deformed by an external force, the strain sensor 34 generates a signal corresponding to the deformation amount and outputs this signal to the lead wire 34.

  Therefore, the external force detection sensors 16L and 16R in FIG. 4 detect the external force acting between the vehicle body 22 and the suspension arm 23 (24), that is, between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R), and respond accordingly. An abnormal relative displacement amount L between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R) can be detected.

  As is clear from the above description, the external force detection sensors 16L and 16R that enable the configurations of FIGS. 3 and 4 constitute the displacement detection means in the present invention.

The controller 14 in FIG. 1 executes the control program in FIG. 5 based on the relative displacement L between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R) detected as described above, and the present invention aims at The motor power supply control at the time of abnormality is performed.
In step S11, the vehicle body / wheel relative displacement amount L is read. In step S12, it is checked whether the vehicle body / wheel relative displacement amount L (absolute value) is greater than or equal to the first set value α. Is checked whether the relative displacement L (absolute value) between the vehicle body and the wheels is equal to or larger than the second set value β.

The first set value α is the lower limit value of the relative displacement amount L between the vehicle body and the wheel at which the directional performance of the vehicle changes when the accelerator opening is in the maximum load state, that is, when the accelerator is fully open. The lower limit value of the relative displacement L between the vehicle body and the wheels at which the vehicle does not advance in the direction of the driver's control, and is obtained in advance by simulation or experiment.
The second set value β is a lower limit value of the relative displacement amount L between the vehicle body and the wheel in which the vehicle travel direction performance always changes regardless of the accelerator opening, that is, the vehicle body that does not always move in the direction of the driver's operation. This is the lower limit value of the inter-wheel relative displacement amount L, and is obtained in advance by simulation or experiment.
Accordingly, the first set value α is smaller than the second set value β.

If it is determined in step S12 that the relative displacement amount L (absolute value) between the vehicle body and the wheel is less than the first set value α, any acceleration operation will cause a change in the vehicle direction performance due to the relative displacement amount L. First, since the vehicle proceeds in the direction of the driver's control, the control returns to step S11 and waits while reading the relative displacement amount L between the vehicle body and the wheel again.
That is, the limit ratio K is set to 0% as shown in the L <α region of FIG.

This limit ratio K is the ratio (%) of the motor power supply limit amount to the target motor power Po described above of the electric motor 12L (12R) during normal operation, and (Po × K%) represents the motor power supply limit amount, The motor supply power P after the restriction is represented by {Po− (Po × K%)}, that is, P = Po {1−K%)}.
Therefore, the limit ratio K = 0% in the L <α region in FIG. 6 means that the motor supply power P remains as the target motor power Po, that is, no limitation is performed.

If it is determined in step S12 and step S13 that the relative displacement L (absolute value) between the vehicle body and the wheel is greater than or equal to the first set value α and greater than or equal to the second set value β, the vehicle can be guaranteed to travel. Even if it can be assured, regardless of the accelerator operation, the direction performance change of the vehicle traveling always occurs due to the relative displacement amount L, and the vehicle does not advance in the direction of the driver's operation. The motor drive stop command is issued by setting the motor supply power command P to the corresponding inverter 15L (15R) to 0, and the vehicle is stopped.
Therefore, step S14 corresponds to the supply power limiting means in the present invention.

  The motor drive stop command is obtained by calculating the above-described formula P = Po {1-K%)} by setting the limit ratio K = 100% as in the L ≧ β region of FIG. It can be obtained by setting 0 to 0.

  If it is determined in steps S12 and S13 that the relative displacement L (absolute value) between the vehicle body and the wheel is equal to or greater than the first set value α but not the second set value β, the control is performed in steps S15 and S15. Proceeding to S16, the supply power P to the electric motor 12L (12R) is limited to the target motor power Po as follows.

First, in step S15, the limit ratio K is searched from the vehicle body / wheel relative displacement amount L based on the change characteristic map of the limit ratio K shown in the α ≦ | L | <β region of FIG.
In the α ≦ | L | <β region of FIG. 6, the value when L = β increases as the relative displacement L increases from the value (0%) when the limiting ratio K is L = α (100%). %) Is set to change smoothly so as to increase gradually.
As is clear from this, when the relative displacement amount L is between the first set value α and the second set value β, the motor power supply limit amount (Po × K%) is large. The motor supply power P = Po {1-K%)} decreases from the same maximum value as the target motor supply power Po toward 0.

In the next step S16, the motor supply power P is limited to a value obtained by the calculation of P = Po {1-K%)} from the limit ratio K obtained in step S15 and the target motor supply power Po. The motor supply power P is commanded to the corresponding inverter 15L (15R) as a motor drive command value.
Therefore, step S16 corresponds to the supply power limiting means in the present invention.

<Effects of the first embodiment>
In the first embodiment described above, an abnormal relative displacement amount L exceeding the design value is generated between the in-wheel motor drive wheels 11L and 11R and the vehicle body 22, and this relative displacement amount L is determined when the vehicle travels. When the directional performance (straight running performance or turning performance) of the vehicle is changed (steps S12 and S13), the power supply P to the in-wheel motor drive wheels 11L, 11R (electric motors 12L, 12R) is limited from the target motor power Po For,
When this abnormality causes a behavior change due to a change in the vehicle direction performance, the vehicle behavior change can be mitigated by the limitation of the motor supply power. You won't be confused by behavioral changes due to directional performance changes.

In the above restriction, the relative displacement L (absolute value) is not less than the second set value β and the vehicle traveling is not guaranteed, or the traveling direction is always guaranteed regardless of the accelerator operation even if the traveling is guaranteed. If a change in performance (straight running performance or turning performance) occurs (step S13),
In order to stop the vehicle (step S14) by limiting the supply power P to the in-wheel motor drive wheels 11L and 11R (electric motors 12L and 12R) to 100% from the target motor power Po and zero (step S14). The safety of the vehicle when L | ≧ β can be improved.

In the case of the above restriction, the relative displacement L (absolute value) is a magnitude between the first set value α and the second set value β, and the change in the directional performance (straight running performance and turning performance) of the vehicle travels is accelerated. If it occurs according to the operation (step S12 and step S13),
Depending on the relative displacement amount L, the power supply P to the in-wheel motor drive wheels 11L, 11R (electric motors 12L, 12R) is limited according to the relative displacement amount L with the limiting ratio K% having the change characteristics as shown in FIG. In order to limit a larger amount as the larger (step S15 and step S16),
Appropriate motor supply power limit according to the relative displacement amount L will minimize the driving force reduction of the in-wheel motor drive wheels 11L, 11R, while allowing the driver to change the directional performance of the vehicle (behavior change). The above-described effect of preventing the user from being confused can be realized with certainty.

As shown in FIG. 3, the external force detection sensors 16L and 16R have a vehicle body 22 corresponding to an external force acting between the vehicle body 22 and the suspension arm 23 (24), that is, between the vehicle body 22 and the in-wheel motor drive wheels 11L (11R). When the relative displacement amount L between the in-wheel motor drive wheel 11L (11R) is detected as the resistance value of the connector 33 from the relative swing amount between the vehicle body 22 and the suspension arm 23 (24),
The relative displacement amount L between the vehicle body 22 and the in-wheel motor drive wheel 11L (11R) is detected from the above swing amount that is greatly and sensitively involved in the change in the directional performance (straight running performance and turning performance) of the vehicle traveling, The above effects can be made more remarkable.

Further, as shown in FIG. 4, the external force detection sensors 16L and 16R detect the deformation of the suspension arm 23 (24) with the strain sensor 34 attached to the surface of the suspension arm 23 (24). Even when the relative displacement amount L between the wheel motor drive wheels 11L (11R) is obtained,
Relative displacement L between the vehicle body 22 and the in-wheel motor drive wheels 11L (11R) from the deformation amount of the suspension arm 23 (24), which is greatly and sensitively involved in changes in the directional performance (straight running performance and turning performance) of the vehicle traveling The above-described effects can be made more remarkable.

<Second embodiment>
FIG. 7 is a flowchart of an abnormal-time motor power supply control program similar to FIG. 5, showing an abnormal-time power supply control device for an in-wheel motor drive wheel according to the second embodiment of the present invention.
This embodiment is the same as the first embodiment described above with reference to FIGS. 1 to 6 except for the control program of FIG.

  The abnormal-time motor power supply control program of FIG. 7 in this embodiment is obtained by adding step S21 to the abnormal-time motor power supply control program of FIG. 5, and other steps S11 to S16 have the same reference numerals in FIG. It is the same as the step shown by.

  In the abnormal-time motor power supply control program of FIG. 7, when it is determined in steps S12 and S13 that the relative displacement L (absolute value) between the vehicle body and the wheel is a value between the first set value α and the second set value β. In addition, whether the control is unconditionally advanced to step S15 and step S16 and the supply power P to the electric motor 12L (12R) is not limited to the target motor power Po, but is limited according to the vehicle speed VSP. Try to decide whether or not.

The reason will be described below with reference to FIG.
For each relative displacement amount L between the vehicle body 22 and the in-wheel motor drive wheels 11L (11R), the directional performance (straight running performance and turning performance) of the vehicle travel is not changed by this relative displacement amount L, so step S15 and step S16 There is a low vehicle speed area (motor power restriction release area) where motor power restriction is not required, and Fig. 8 shows the boundary line between the low vehicle speed area (motor power restriction release area) and the motor power restriction necessity area (hatching area). Show.

As shown in FIG. 8, the motor power restriction release region naturally becomes narrower as the relative displacement amount L becomes larger, and becomes wider as the relative displacement amount L becomes smaller.
When the relative displacement L is a certain value, the motor power limit necessity boundary vehicle speed VSPs between the motor power limit release area and the motor power limit required area is obtained as illustrated in FIG.
When the relative displacement amount L is a certain value, if the vehicle speed VSP is less than the motor power limit necessity boundary vehicle speed VSPs, the vehicle travel direction performance (straight running performance and turning performance) is also changed by the relative displacement amount L. Therefore, if the motor power limit in step S15 and step S16 is not necessary and the vehicle speed VSP is equal to or higher than the motor power limit necessity boundary vehicle speed VSPs, the relative displacement amount L will cause the vehicle travel direction performance (straight running performance and turning performance). ) Changes, which means that the motor power limit in steps S15 and S16 is necessary.

  In this embodiment, when it is determined based on this logic that the relative displacement L is a value between the first set value α and the second set value β in steps S12 and S13 in FIG. 7, the vehicle speed VSP is determined in step S21. Is less than the motor power limit necessity boundary vehicle speed VSPs.

  When it is determined in step S21 that the vehicle speed range is VSP <VSPs, the directional performance (straight running performance and turning performance) of the vehicle traveling does not change even with the current relative displacement amount L, so step S15 and step S16 are skipped. By ending the control as it is, power limitation to the electric motors 12L and 12R is not performed.

  When it is determined in step S21 that the vehicle speed range is VSP ≧ VSPs, the vehicle travel direction performance (straight running performance and turning performance) varies depending on the relative displacement amount L. Therefore, by proceeding to step S15 and step S16, The electric power is limited to the electric motors 12L and 12R as described above.

<Effect of the second embodiment>
In the second embodiment, the following effects can be obtained in addition to the effects of the first embodiment.
In other words, as described above, the electric power is not limited to the electric motors 12L and 12R in the low vehicle speed range of VSP <VSPs.
Even if the direction performance (straight running performance and turning performance) does not change in the low vehicle speed range, it is possible to avoid the power limitation to the electric motors 12L, 12R, and the driving power is insufficient due to the wasteful motor power limitation. It can eliminate the negative effects that lead to

<Third embodiment>
FIG. 9 is a flowchart of an abnormal-time integrated motor power supply control program showing an abnormal-time power supply control device for an in-wheel motor drive wheel according to a third embodiment of the present invention.
In the present embodiment, the power supply control during abnormality of each in-wheel motor drive wheel 11L, 11R is performed by the control program of FIG. 5 or FIG. 7, and the integrated control of the entire vehicle is also performed by the control program of FIG. To do.

In this embodiment, in step S31 of FIG. 9, it is checked whether or not there is an uncontrolled in-wheel motor drive wheel (electric motor) in which the abnormal power supply control is not executed.
If there is no uncontrolled in-wheel motor drive wheel (electric motor), that is, the electric motor of all the wheels has a power supply P smaller than the target motor power Po by the power supply control in abnormal state of FIG. 5 or FIG. If it is limited to, the standby state is repeated while repeating the determination in step S31, and the current all-wheel motor power limit control state is continued as it is.

If it is determined in step S31 that there is an uncontrolled in-wheel motor drive wheel (electric motor) 11L or 11R (12L or 12R), the control proceeds to step S32.
In this step S32, the in-wheel motor drive wheel (electric motor) 11R or 11L (12R) while the motor power is being limited with respect to the uncontrolled in-wheel motor drive wheel (electric motor) 11L or 11R (12L or 12R). Or, the same motor supply power P = Po {1-K%)} as in 12L) is commanded to limit the supply power P to the electric motor 12R or 12L with respect to the target motor power Po.
Therefore, step S32 corresponds to the supply power limiting means in the present invention.

<Effect of the third embodiment>
According to the abnormal power supply control device of the in-wheel motor drive wheel according to the present embodiment, in addition to the effects of the first embodiment and the second embodiment can be obtained,
The uncontrolled in-wheel motor drive wheel (electric motor) 11L or 11R (12L or 12R) is driven with the same torque as the in-wheel motor drive wheel (electric motor) 11R or 11L (12R or 12L) during motor power limitation By doing so, instability of the behavior of the vehicle can be avoided.

In the third embodiment, since there are only two in-wheel motor drive wheels 11L and 11R, there is no problem. However, when all the wheels (four wheels) are in-wheel motor drive wheels, the motor power is being limited. There may be a plurality of wheel motor driving wheels (electric motors), and the motor supply power P = Po {1-K%)} may be different.
In this case, in step S32 of FIG. 9, the motor supply power to all in-wheel motor drive wheels (electric motor) is set to the motor supply power P = Po { 1-K%)}, the largest electric power P is supplied to all in-wheel motor drive wheels (electric motors), thereby achieving the effect of avoiding unstable behavior of the vehicle.

11L, 11R in-wheel motor drive wheel
12L, 12R electric motor
13 High voltage battery
14 Controller
15L, 15R inverter
16L, 16R external force detection sensor
21 Suspension device
22 body
23 Upper arm
24 Lower arm
25,26,27,28 Elastic bush (Suspension arm connection point)

Claims (9)

In a vehicle having an in-wheel motor drive wheel that integrally includes a dedicated electric motor,
An abnormal displacement detecting means for detecting an abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body;
Supply power limiting means for limiting power supplied to the in-wheel motor drive wheel when an abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body is detected by the means. Wheel power supply control device for wheel motor drive wheels. In the in-wheel motor drive wheel abnormal power supply control device according to claim 1,
The abnormal displacement detection means detects an external force acting between the in-wheel motor drive wheel and the vehicle body, and estimates the abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body from the external force. An in-wheel motor drive wheel power supply control device at the time of abnormality. In the in-wheel motor drive wheel abnormal power supply control device according to claim 1 or 2,
The abnormal displacement detecting means detects the relative displacement between the in-wheel motor drive wheel and the vehicle body that can guarantee the traveling of the vehicle but changes the direction performance of the traveling as the abnormal relative displacement. An in-wheel motor-driven wheel abnormal power supply control device as a feature. In the abnormal power supply control device of the in-wheel motor drive wheel described in any one of claims 1 to 3,
The supply power limiting means reduces the supply power to the in-wheel motor drive wheel as the abnormal relative displacement amount between the in-wheel motor drive wheel and the vehicle body detected by the abnormal displacement detection means increases. An in-wheel motor-driven wheel abnormality power supply control device characterized by the above. In the abnormality power supply control device of the in-wheel motor drive wheel described in any one of claims 1 to 4,
The supply power limiting means limits the supply power to the in-wheel motor drive wheel in a low vehicle speed range where the directional performance of the vehicle travel does not change due to the abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body. An in-wheel motor drive wheel power supply control device during abnormality is characterized by not being performed. In the in-wheel motor drive wheel abnormality power supply control device according to any one of claims 1 to 5,
The supply power limiting means has a large amount of abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body detected by the abnormal displacement detection means, and can not guarantee whether or not the vehicle is running. An abnormal power supply control device for an in-wheel motor-driven wheel, characterized in that, when changing the direction performance of travel, the power supply to the in-wheel motor-driven wheel is unconditionally stopped. In the in-wheel motor drive wheel abnormal power supply control device according to any one of claims 1 to 6,
The abnormal displacement detection means detects an abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body from a swing amount at a connection point of a suspension member that controls suspension of the in-wheel motor drive wheel. An in-wheel motor drive wheel power supply control device at the time of abnormality. In the in-wheel motor drive wheel abnormal power supply control device according to any one of claims 1 to 6,
The abnormal displacement detection means detects an abnormal relative displacement between the in-wheel motor drive wheel and the vehicle body from a deformation amount of a suspension member that controls suspension of the in-wheel motor drive wheel. Wheel power supply control device for wheel motor drive wheels. 9. When an abnormality occurs in an in-wheel motor drive wheel according to any one of claims 1 to 8, wherein the vehicle is configured to individually perform the abnormality power supply control for a plurality of in-wheel motor drive wheels. In the power supply control device,
When there is an in-wheel motor drive wheel that is not subjected to the abnormal power supply control for the in-wheel motor drive wheel, the in-wheel is configured to perform the same abnormal power supply control for the wheel. Power supply control device for abnormal motor drive wheels.

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