JP2013255342A - Drive power control device of motor mounted vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive power control device of a motor mounted vehicle for auppressing energy consumption at a level of intention by a driver or more, and improving an energy saving property.SOLUTION: A technology is applied to a drive power control device of a vehicle having a motor drive control means 13 for implementing current control of a motor 4 in accordance with a torque instruction, with the motor 4 as a travel drive source. The drive power control device is provided with a constant output control means 18 for determining the output torque of the motor 4 from a target instruction value instructed from a travel instruction means such as an acceleration pedal and a rotational speed of the motor 4 obtained from a rotational speed detector 17 in accordance with a constant output curve, and outputting the torque instruction to the motor drive control means 13.

Description

  The present invention relates to a driving force control device for a motor-equipped vehicle that performs driving force control during motor running in an electric vehicle or a hybrid vehicle.

Conventionally, in many electric vehicles, a control form in which the torque of a motor is controlled in accordance with the amount of depression of an accelerator pedal is common because of easy control (for example, Patent Document 4). By performing torque control, acceleration and deceleration are performed according to the traveling state of the vehicle, and speed control is performed. The output (amount of heat) is the product of torque and rotation speed, but the motor is controlled directly by current control, so it is easy to control torque that is proportional to this motor current. .
In an engine car, since it controls by the amount of fuel injection into a cylinder, it becomes constant output control (patent documents 1-3).

JP 2008-297903 A JP 2004-50904 A JP 2012-2193 A JP 2006-238601 A

It can be said that a conventional vehicle using an engine as a travel drive source has constant output control with a limited fuel amount. However, many electric vehicles using a motor as a driving source are easy to control and have a driver's sense (the vehicle ultimately outputs torque, and the driver requires torque, so the driver steps on the accelerator. Torque control is adopted according to the sense).
The energy consumed by running the vehicle is obtained by integrating the input energy per unit time obtained by dividing the output by the efficiency. In the constant output control, the input energy itself is limited, so that no more energy is consumed, and the output torque is determined according to a constant output curve proportional to the output and inversely proportional to the rotation speed. Therefore, when the running resistance increases and the vehicle speed decreases and the rotational speed decreases, the output torque increases. When the vehicle speed increases and the rotational speed increases, the output torque decreases (see FIG. 3).

In the torque control in the automobile, if the command torque and the output torque are equal, the speed increases until the command torque and the running resistance are balanced (see FIG. 9). Therefore, when the running resistance is low, the output increases up to the maximum output of the motor / inverter system, and the energy consumption increases. Usually, this is regarded as an acceleration feeling peculiar to an electric vehicle. When a necessary and sufficient speed is reached, unnecessary acceleration is suppressed by reducing the instruction torque.
For this reason, in torque control in an electric vehicle, the driver cannot directly adjust the output energy and may consume unnecessary energy by accelerating unnecessary power. It cannot be said that the control is optimized.

In engine vehicles, various proposals have been made for the purpose of achieving energy-saving driving (so-called “eco-run”). For example, it is proposed as a controller or means that is inserted before and after the control means for determining the fuel amount or the air intake amount, which are actual control amounts, by inputting the driver's accelerator opening or the like (Patent Document 1). , 2, 3).
These have operation patterns in the controller that use characteristic regions with good combustion efficiency of the engine and operation patterns with less waste such as vehicle speed pulsation, and input operation to bring the actual operation closer to this operation pattern. It is to be corrected / restricted. Patent documents 1 to 3 are all premised on a vehicle having an engine as a driving source. However, because of the difference between an engine and a motor, the same idea as these is applied to an electric vehicle as it is. It is difficult to do. This is because, for example, the problem that the driver is likely to cause pulsation due to input such as the accelerator opening, which is a weak point of torque control of the motor, cannot be solved.

  An object of the present invention is to provide a driving force control device for a motor-equipped automobile that can suppress energy consumption beyond the intention of the driving vehicle and can improve energy saving.

  The driving force control apparatus for a motor-equipped automobile according to the present invention is a driving force control apparatus for a motor vehicle having motor driving control means 13 for controlling the current of the motor 4 according to a torque command. 14, the output torque of the motor 4 according to the constant output curve A is obtained from the target command value commanded from 14 and the rotational speed (= rotational speed) of the motor 4 obtained from the target command value and the rotational speed detector 17. A constant output control means 18 for determining and outputting the torque command to the motor drive control means 13 is provided. In the constant output control means 18, the constant output curve A does not necessarily have to be defined as a curve, but may be any as long as it is determined by an arithmetic expression and performs control according to the constant output curve A as a result.

As described above, in torque control in an electric vehicle, the driver cannot directly adjust the output energy, and there is a possibility that unnecessary acceleration may be consumed to consume more energy than intended, which is optimized for energy saving. It cannot be said that it is a control. Therefore, by providing a motor-equipped vehicle with a function of performing constant output control, it is possible to perform control with high energy savings without causing the driver to feel uncomfortable. In constant output control, keeping the target command value low is synonymous with keeping vehicle energy consumption low, so it is easy to configure an arithmetic unit that corrects and limits the target command value for the purpose of energy saving. Can be done. In addition, the energy saving control can be easily performed because the control amount considering the energy saving property is determined before the input to the motor drive control means 13 directly related to the motor driving.
Thus, by performing constant output control based on the constant output curve A, energy consumption is directly controlled, and unnecessary acceleration is suppressed by reducing output torque as the motor rotation speed increases, thereby saving energy. Highly controllable. In addition, pulsation is suppressed by reducing torque as the motor speed increases, and the problem of pulsation in motor control is solved by constant output control that directly controls power consumption, which is an index of energy saving, as a controlled variable. be able to.

The travel command means 14 is, for example, an accelerator operation means such as an accelerator pedal that gives a command by a driver's operation. When the travel command means 14 is an accelerator operation means for giving a command by a driver's operation, useless energy consumption due to a slight delay in the driver's operation can be eliminated by the constant output control means 18.
The travel command means 14 may be an auto cruise device, an auto pilot device or the like in addition to the accelerator operation means.

  The rotational speed detector 17 is not limited to the one that directly detects the rotation of the motor 4 but may be a means for detecting the vehicle speed or the rotational speed of the tire. Since the vehicle speed and the rotation speed of the tire are proportional to the rotation speed of the motor 4 when there is no slip, the vehicle speed and the rotation speed of the tire may be used for recognition of the rotation speed of the motor 4 by the constant output control means 18. In this case, the output speed of the motor 4 may be determined from the constant output curve A by converting the vehicle speed and the rotation speed of the tire into the motor rotation speed. The constant output curve A is determined based on the vehicle speed or the rotation speed of the tire and the motor. The output torque of the motor 4 may be determined as a curve expressed as a relationship with the output torque of 4.

  In the present invention, there is provided torque control means 19 for determining an upper limit value of the output torque of the motor 4 based on the target command value commanded from the travel command means 14 and outputting the determined upper limit value as a torque command, and the constant output A control method selection means 21 for selecting a torque command output from the control means 18 and a torque command output from the torque control means 19 and inputting the torque command to the motor drive control means may be provided.

The control method selection unit 21 may automatically perform the selection according to a predetermined condition, or may perform the selection according to an operation of the selection input unit 23 by the driver.
When the selection is performed automatically, as the predetermined condition, for example, a torque command output from the torque control means 19 is selected in a low speed range that is a predetermined speed range, and the constant output control means is selected in a medium high speed range. A condition for selecting 18 torque commands to be output may be included.
When the selection is performed automatically, if the time change rate of the target command value commanded from the travel command unit 14 is smaller than a threshold as the predetermined condition, the torque command output by the constant output control unit 18 The condition for selecting may be included. The target command value commanded from the travel command means 14 is an input of an accelerator pedal, for example.
By adopting the constant output control, the output torque is limited as the motor rotation speed increases, and the followability to the input of the accelerator operating means such as an accelerator pedal may be reduced. Therefore, by using the control method selection means 21 that normally uses torque control and selects constant output control in a scene that does not require follow-up to an input such as an accelerator pedal or a scene that has a high energy saving effect by constant output control, The above problem can be solved.
A scene that does not require follow-up to input such as accelerator pedal is when the time change rate of the accelerator input is small and the accelerator input is constant or loose, or when there are few other traveling vehicles around the expressway Etc. Scenes with high energy-saving effect by constant output control include traveling scenes with little change in road gradient, cruising at a constant speed, and traveling conditions with low traveling resistance such as downhill and tailwind conditions.

As described above, the commands of the constant output control means 18 and the torque control means 19 are selected and input to the motor 4 drive control means, so that a smooth start / acceleration feeling according to the driving situation and energy saving performance during cruising. And both.
More specifically, the conventional engine vehicle includes a clutch and a torque converter including a slipping element, and realizes a smooth start by slipping, so that constant output control is established. However, when a simple constant output control is introduced into an electric vehicle, the output torque of the electric vehicle that does not slip due to the mechanism is constant according to the constant output curve A when the motor speed is close to 0 with a minute output command. The maximum torque of the motor 4 is generated, and a jerky feeling is generated when starting.
Therefore, a control method for restricting both torque control and output control with respect to driver instruction input (accelerator pedal depression, etc.) is realized by switching between the torque control means 19 and the constant output control means 18. . When this control method is used, control can be performed so that torque control is dominant in the low speed range and output control is dominant in the medium and high speed range. Therefore, it is possible to achieve both a smooth start / acceleration feeling equivalent to conventional torque control and energy saving performance during cruising.

In the present invention, there may be provided a target command value correcting / limiting means 24 for correcting the target command value commanded from the travel command means 14 according to a predetermined condition and giving the target command value to the constant output control means 18 as a target command value. . For example, the target command value correction / limitation unit 24 suppresses sudden acceleration with respect to the target command value commanded from the accelerator operation unit such as an accelerator pedal so that the energy saving operation is performed in accordance with a predetermined condition. Or control which suppresses driving speed is performed.
In the constant output control, keeping the target command value low is synonymous with keeping the vehicle energy consumption low, and therefore means for correcting and limiting the target command value for the purpose of energy saving is provided in the constant output control means 18. By providing the upper layer, energy saving can be obtained more easily and effectively.

  The driving force control apparatus for a motor vehicle-equipped automobile according to the present invention is a motor driving force control apparatus having motor driving control means for controlling a current of the motor in accordance with a torque command using a driving power source as a motor. A constant output control means is provided for determining the output torque of the motor according to a constant output curve from the target command value and the motor rotation speed obtained from the rotation speed detector and outputting it as a torque command. For this reason, in motor-equipped vehicles, it is possible to suppress energy consumption beyond the intention of the driving vehicle and improve energy saving.

1 is a block diagram showing a conceptual configuration of a driving force control device for a motor-equipped automobile according to a first embodiment of the present invention. It is the block diagram which extracted the element relevant to the constant output control. It is a graph which shows a constant output curve. It is a flowchart which shows constant output control. It is a block diagram which shows the conceptual structure of the driving force control apparatus of the motor mounted vehicle which concerns on other embodiment of this invention. It is explanatory drawing which shows the combination of the torque control and constant output control. It is the block diagram which extracted the element relevant to the torque control. It is a flowchart of the control which the torque control means in the same embodiment performs. It is explanatory drawing of torque control. It is a block diagram which shows the conceptual structure of the driving force control apparatus of the motor mounted vehicle which concerns on other embodiment of this invention.

  A first embodiment of the present invention will be described with reference to FIGS. In this motor-equipped vehicle driving force control device, the left and right wheels 1 and 1 as rear wheels are driven by an electric motor 4, and the left and right wheels 2 and 2 as front wheels are driven wheels as steered wheels. An example applied to an automobile will be shown. The motor 4 is installed in the vehicle body 3 and transmits rotation to the wheels 1 and 1 through a transmission 5 and a drive shaft 6 incorporating a reduction gear and a differential.

  The control system includes an ECU (electric control unit) 7 that performs integrated control and cooperative control of the entire vehicle, and an inverter device 8 that drives the motor 5 in accordance with a drive command output from the ECU 7. The motor 4 is an AC motor such as an IPM motor.

  The inverter device 8 includes a power circuit unit 9 and a motor control unit 10 that controls the power circuit unit 9. The power circuit unit 9 opens and closes an inverter 11 that converts a direct current of a battery (not shown) into a three-phase alternating current of wiring connected to the motor 4 and a drive element (not shown) of the inverter 11. The PWM driver 12 performs current control by PWM control (pulse width modulation control).

  The motor control unit 10 includes motor drive control means 13 that gives a current command to the power circuit unit 9 by torque control such as vector control in accordance with the given torque command. The motor control unit 10 as a whole may constitute the motor drive control means 13 or may have means (not shown) for performing control different from the motor drive control means 13. good.

  The ECU 7 controls the motor 4 in response to commands from an accelerator operating means such as an accelerator pedal, a brake operating means 15 such as a brake pedal, and a steering operating means 16 such as a steering wheel, which are travel command means 14 operated by the driver. A function for generating a torque command for driving is provided as a basic function. The motor control unit 10 of the ECU 7 and the inverter device 8 includes a micro computer, a control program thereof, an electronic circuit, and the like. The ECU 7 and the inverter device 8 exchange signals with each other. Note that the ECU 7 and the inverter device 8 may be provided independently of each other, or may be provided on the same casing, the same circuit board, or the like. The travel command means 14 such as an accelerator pedal outputs a target command value, for example, as a ratio with respect to a maximum output such as an accelerator opening.

  In this embodiment, in the driving force control apparatus having the above basic configuration, the target command value commanded from the travel command means 14 is calculated based on the target command value and the rotation speed of the motor 4 obtained from the rotation speed detector 17. The output torque of the motor 4 is determined according to a constant output curve A (FIG. 3), and a constant output control means 18 is provided for outputting to the motor drive control means 13 as a torque command. The target command value is an accelerator input such as an accelerator opening, for example. Although the constant output control means 18 is provided in the ECU 7 in the illustrated example, the constant output control means 18 may be provided in the motor control unit 10 in the inverter device 8 as the upper control means of the motor drive control means 13. FIG. 2 is a block diagram showing extracted means that function when performing constant output control.

  The output of the motor 4 is the product of the rotational speed of the motor 4 and the torque. As shown in FIG. 3, the constant output curve A is a curve in which the maximum torque increases as the rotational speed decreases, and the maximum output torque decreases as the rotational speed increases. The constant output control means 18 in FIGS. 1 and 2 determines a constant output curve A according to a target command value such as an accelerator opening degree commanded from the travel command means 14, and detects the rotational speed on the constant output curve A. Torque corresponding to the current motor speed obtained from the device 17 is determined as output torque, and the determined output torque is given to the motor drive control means 13 as a torque command.

In this example, the travel command means 14 is an accelerator operation means such as an accelerator pedal operated by the driver. However, when the travel command means 14 is provided with an auto-cruise device or an auto-pilot device, good.
The rotational speed detector 17 is a resolver or the like that detects the rotation of the rotor (not shown) of the motor 4 in this embodiment, but may be any means that can detect the rotational speed of the motor 4 as a result. Or a means for detecting the rotational speed of the wheel 1 may be used.

FIG. 4 is a flowchart showing a specific control example performed by the constant output control means 18. The constant output control means 18 reads the accelerator opening commanded from the accelerator operating means which is the travel command means 14 (step S1), and converts this accelerator opening into a target output by a predetermined arithmetic expression (S2). . The motor rotational speed is read from the rotational speed detector 17 (S3), and the target corresponding to the read motor rotational speed is obtained from the following equation: (target torque) = (target output) ÷ (motor rotational speed). Torque is calculated (S4). The calculated target torque is output to the motor drive control means 13 with or without being subjected to processing such as filter processing (S5). This filter process is intended to suppress detection variations of the travel command means 14 and the rotation speed detector 17, and as a typical example, numerical processing is performed for the purpose of removing a moving average filter and outliers.
The motor drive control means 13 determines a current for driving the motor 4 by torque control in accordance with the torque command thus given.

According to the driving force control apparatus for a motor-equipped vehicle having the above-described configuration, the constant output control based on the constant output curve A is performed as described above. Therefore, the energy consumption is directly controlled, and the output torque associated with the increase in the motor rotational speed is controlled. By performing the reduction, unnecessary acceleration can be suppressed and control with high energy saving can be performed.
In other words, as described above, in torque control in an electric vehicle, the driver cannot directly adjust the output energy, and may consume unnecessary energy by unnecessarily accelerating. It cannot be said that it is a unified control. Therefore, by providing the electric vehicle with a function of performing constant output control, it is possible to perform control with high energy savings without causing the driver to feel uncomfortable. In addition, pulsation is suppressed by reducing torque as the motor speed increases, and the problem of pulsation in motor control is solved by constant output control that directly controls power consumption, which is an index of energy saving, as a controlled variable. be able to.
In constant output control, keeping the target command value low is synonymous with keeping vehicle energy consumption low, so an arithmetic unit that corrects and limits the target command value for the purpose of energy saving can be easily configured. can do.

  5 to 9 show other embodiments of the present invention. This embodiment is the same as the first embodiment shown in FIGS. 1 to 4 except for matters to be specifically described. In this embodiment, torque control means 19 is provided in the first embodiment, and the motor drive is selected by selecting a torque command output from the constant output control means 18 and a torque command output from the torque control means 19. Control method selection means 21 for inputting to the control means 13 is provided. The torque control means 19 and the control method selection means 21 are provided in the ECU 7, for example. The control method selection unit 21 selects a command to be input to the motor drive control unit 13 by switching a switch 22 interposed between the constant output control unit 18 and the torque control unit 19 and the motor drive control unit 13. To do. The switch 22 includes a semiconductor switch or a branch on software.

The torque control means 19 is a means for determining an upper limit value of the output torque of the motor based on the target command value commanded from the travel command means and outputting the determined upper limit value as a torque command.
FIG. 8 is a flowchart showing a specific control example performed by the torque control means 19. The accelerator opening that is the target command value commanded from the accelerator operating means that is the travel command means 14 is read (step R1), and this accelerator opening is determined as the upper limit value of the output torque of the motor 4 by a predetermined arithmetic expression. (R2). The converted target torque is subjected to processing such as filter processing (R3), and the target torque after this processing is given to the motor drive control means 13. This filter processing is intended to suppress detection variation of the travel command means 14, and as a representative example, numerical processing for the purpose of removing a moving average filter and outliers is performed.
The motor drive control means 13 determines a current for driving the motor 4 under torque control in accordance with the torque command thus given.

The control method selection unit 21 may perform the selection according to a predetermined condition C, or may perform the selection according to an operation of a selection input unit 23 operated by a driver. Moreover, you may enable it to select by both of them.
The predetermined condition C is, for example, that a torque command output from the torque control means 19 is selected in a low speed range that is a predetermined speed range, and a torque command output from the constant output control means 18 in a medium / high speed range. Is a condition for selecting. The speed that becomes the boundary between the low speed area and the medium-high speed area may be set arbitrarily, and, for example, is about 40 km / h.
In addition, the determined condition C may include a case where the time change rate of the target command value commanded from the travel command means 14 is determined and smaller than a threshold value.
The target command value commanded from the travel command means 14 is an input of an accelerator pedal, for example. Normally, torque control is used, and the above-mentioned follow-up is achieved by using a controller selection device that selects constant output control in scenes that do not require follow-up to the input of an accelerator pedal, etc. Can solve the problem of deterioration. A situation that does not require follow-up to the input of the accelerator pedal, etc. is when the time change rate of the accelerator input is small and the accelerator input is constant or loose, or when there are few other traveling vehicles around the expressway Etc. Scenes with high energy-saving effect by constant output control include traveling scenes with little change in road gradient, cruising at a constant speed, and traveling conditions with low traveling resistance such as downhill and tailwind conditions.

FIG. 6 shows an example of a combination of torque control and constant output control. In this example, the torque corresponding to the target command value commanded from the travel command means 14 (representing 20%, 60%, and 100% examples in the graph of the figure) is less than the predetermined rotational speed. Torque control is performed at a value corresponding to the target command value, and constant output control is performed when the rotational speed exceeds a predetermined value.
As described above in paragraph [0014], in the output control, when the motor rotation speed is close to 0, the output torque becomes the maximum torque of the motor 4 even if it is a minute output command, and a jerky feeling is generated at the time of start. . Therefore, by comparing the output of the torque control means 19 and the output of the constant output control means 18 with respect to the target command value from the travel command means 14, for example, by selecting low, the torque control becomes dominant in the low speed range. By making the output control dominant in the high speed range, it is possible to start smoothly without a jerky feeling.

  The operation in this embodiment will be described. When the constant output control as described in the first embodiment is adopted, the energy saving performance is excellent, but the output torque is limited as the motor rotation speed increases, so the followability to the input of the accelerator pedal or the like is reduced. There is a case. Therefore, normally, torque control is used, and control method selection is used to select constant output control when there is no need to follow the input for a specified condition, such as accelerator pedal, or when the energy saving effect of constant output control is high. By using the means 21, the above problem can be solved.

FIG. 10 shows still another embodiment of the present invention. This embodiment is the same as the first embodiment shown in FIGS. 1 to 4 except for matters to be specifically described. In this embodiment, in the first embodiment, a target command value correction / limitation unit 24 is provided in the preceding stage of the constant output control unit 18. The target command value correcting / limiting means 24 is a means for correcting the target command value commanded from the travel command means 14 such as the accelerator in accordance with a predetermined condition and giving it to the constant output control means 18 as a target command value. The target command value correcting / limiting means 24 is provided in the ECU 7, for example. The target command value correction / limitation unit 24 suppresses pulsation of output torque with respect to a target command value commanded from an accelerator operating unit such as an accelerator pedal so that energy-saving operation is performed according to a predetermined condition. Or control to suppress sudden acceleration.
In constant output control, keeping the target command value low is synonymous with keeping vehicle energy consumption low, and therefore means for correcting and limiting the target command value for the purpose of energy saving is superior to the constant output control means. By providing in, energy saving property can be obtained more easily and effectively.

In the embodiment shown in FIG. 5, the target command value correcting / limiting means 24 in the embodiment of FIG. 10 may be provided. In this case, the target command value correction / limitation unit 24 is provided between the control method selection unit 21 and the constant output control unit 18, for example.
By adopting the constant output control 18, the output torque is limited as the motor speed increases, so that the followability to the input of the accelerator pedal or the like may be reduced, but the target command value correction / limit calculation device In the case of 24, followability may be further deteriorated.
Therefore, when the target command value correction / limit calculation device 24 is provided, it is even more preferable that the torque control means 19 and the control method selection means 21 are provided so that torque control can be selected.

1, 2 ... Wheel 4 ... Motor 7 ... ECU
DESCRIPTION OF SYMBOLS 8 ... Inverter apparatus 13 ... Motor drive control means 14 ... Travel command means 15 ... Brake operation means 16 ... Steering operation means 17 ... Speed detector 18 ... Constant output control means 19 ... Torque control means 21 ... Control method selection means 24 ... Target command value correction / limitation means A ... Constant output curve

Claims (9)

In an automobile driving force control device having a motor as a traveling drive source and having motor drive control means for controlling current of the motor according to a torque command,
With respect to the target command value commanded from the travel command means, the output torque of the motor is determined according to a constant output curve from the target command value and the motor rotation speed obtained from the rotation speed detector, and the motor is used as a torque command. A driving force control device for a motor vehicle-equipped automobile, characterized by comprising constant output control means for outputting to the drive control means.   2. The driving force control apparatus for a motor-equipped automobile according to claim 1, wherein the travel command means is an accelerator operation means for giving a command by a driver's operation.   3. The driving force control device for a motor-equipped automobile according to claim 1, wherein the rotation speed detector is a means for detecting a vehicle speed or a rotation speed of a tire.   4. The torque control according to claim 1, wherein an upper limit value of the output torque of the motor is determined based on a target command value commanded from the travel command means, and the determined upper limit value is output as a torque command. Driving force of motor-equipped automobile provided with control method selection means for selecting and inputting the torque command output from the constant output control means and the torque command output from the torque control means to the motor drive control means Control device.   5. The driving force control apparatus for a motor vehicle-equipped automobile according to claim 4, wherein the control method selection means performs the selection according to a predetermined condition.   6. The torque command output from the torque control means is selected in the low speed range, which is a predetermined speed range, and the torque command output from the constant output control means is selected in the medium / high speed range as the predetermined condition. A driving force control device for a motor-equipped automobile including conditions for selection.   In Claim 5 or Claim 6, when the time change rate of the target command value commanded from the travel command unit is smaller than a threshold value, the torque command output from the constant output control unit is set as the predetermined condition. A driving force control device for a motor-equipped automobile including conditions for selection.   5. The driving force control apparatus for a motor-equipped automobile according to claim 4, wherein the control method selection means performs the selection in accordance with an operation of the selection input means by a driver.   9. The target command value correction method according to claim 1, wherein the target command value commanded from the travel command unit is corrected according to a predetermined condition and is given to the constant output control unit as a target command value. A driving force control device for a motor-equipped automobile provided with limiting means.

Images