JP2014162293A - Driving force control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving force control device of a vehicle capable of preferably avoiding suppression of generated electric power of a high pressure alternator 22.SOLUTION: When an output voltage of a high pressure alternator 22 is determined to exceed a target voltage, the driving power of an AC motor 26 is increased by increasing the target torque of the AC motor 26. On the other hand, when the output voltage of the high pressure alternator 22 is determined to fall below the target voltage, the driving power of the AC motor 26 is lowered by decreasing the target torque of the AC motor 26. Thus, even when the output voltage of the high pressure alternator 22 is shifted from the target voltage due to some factor, the output voltage of the high pressure alternator 22 can be quickly controlled to the target voltage.

Description

  The present invention relates to an AC motor that drives a wheel other than a wheel that is mechanically connected to an output shaft of an internal combustion engine among a plurality of wheels, and is mechanically connected to the output shaft. The present invention relates to a vehicle driving force control device applied to a vehicle including: a generator that generates electric power by rotational power; and an inverter that converts DC power output from the generator into AC power and supplies the AC power to the AC motor.

  As this type of control device, as can be seen in Patent Document 1 below, when the generated power of the generator (high voltage alternator) is increased to its target value (hereinafter referred to as target output), it is related to the output voltage of the generator. It is also known that the power generated by the generator is increased so that the maximum value (maximum generated power) of the generated power that can be output stably by the generator passes on the defined efficiency line. This efficiency line is determined based on the VP characteristic of the generator to which the output voltage of the generator and the generated power are related.

  Specifically, the generated power of the generator rises as the output voltage rises until the maximum generated power is reached. When the output voltage of the generator exceeds the output voltage corresponding to the maximum generated power, the generated power of the generator decreases as the output voltage increases. Here, in a region where the output voltage of the generator is lower than the output voltage corresponding to the maximum generated power (hereinafter referred to as an unstable region), if the generated power of the generator changes for some reason, the generated power of the generator There is a concern that it will deviate from the target output and the generated power cannot be stabilized. On the other hand, in the region where the output voltage of the generator is higher than the output voltage corresponding to the maximum generated power (hereinafter referred to as the stable region), even if the generated power of the generator changes due to some factor, The power converges to the target output. In view of these points, a line connecting the maximum generated power when the internal electromotive force of the generator is changed in various ways is determined as an efficiency line.

Japanese Patent No. 4456134

  By the way, when using a generator with low responsiveness of generated power control, if the target output is set on the efficiency line, the generated power of the generator changes due to some factor (for example, sudden change in the rotation speed of the output shaft of the internal combustion engine). As a result, the output voltage of the generator can shift to a lower voltage side than the output voltage defined by the efficiency line. At this time, the generated power of the generator becomes unstable. In order to avoid such a situation, it is conceivable to set the target output at a higher voltage than the output voltage defined by the efficiency line. However, in this case, although the power that can be generated by the generator has a margin, the generated power of the generator is suppressed. If the required power of the AC motor that is the power supply destination of the generator is high, the vehicle will be equipped with a generator with high maximum generated power to satisfy this required power, increasing the cost and physique of the generator. There are concerns.

  As described above, the above-described driving force control apparatus still leaves room for improvement.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a vehicle driving force control device that can suitably avoid suppression of power generated by a generator. is there.

  In order to solve the above problems, the invention according to claim 1 is a wheel (12) driven mechanically connected to an output shaft (16a) of an internal combustion engine (16) among a plurality of wheels (12, 14). An AC motor (26) for driving wheels (14) other than the generator, a generator (22) mechanically connected to the output shaft and generating electric power by the rotational power of the output shaft, and output from the generator An inverter (24) that converts DC power into AC power and supplies the AC motor to the AC motor, and is used for a vehicle (10). The power corresponding to the driving power of the AC motor is set as a target of the generated power of the generator. Target output setting means (B4) set as a value, and generator operation means (22e, 22e) for operating the generator to control the generated power of the generator to the target value set by the target output setting means 28) and before In order to reduce the generated power of the generator and the deviation between the target value, characterized in that it comprises an adjustment means for performing a process of adjusting the driving power of the AC motor by the operation of the inverter.

  The responsiveness of the drive power control of the AC motor by the operation of the inverter is usually higher than the responsiveness of the generated power control of the generator. Focusing on this point, the present inventor adjusts the driving power of the AC motor by operating the inverter in addition to controlling the generated power by the generator operating means in a situation where the generated power of the generator deviates from the target value. Thus, it was found that the deviation between the generated power of the generator and the target value can be quickly reduced. Therefore, in the above invention, the adjusting means is provided. For this reason, even when the generated power of the generator deviates from the target value due to some factor, the generated power can be quickly controlled to the target value. As a result, it is possible to avoid setting the target value to be low in order to avoid the generated power of the generator becoming unstable, and it is possible to suitably avoid that the generated power of the generator is suppressed. .

The block diagram of the control system of a vehicle. The block diagram of a high voltage | pressure alternator, an inverter, and an alternating current motor. The block diagram regarding the electric power generation control of a high voltage | pressure alternator. The block diagram regarding the current control of an AC motor. The flowchart which shows the procedure of a torque adjustment process.

  Hereinafter, an embodiment in which a driving force control device according to the present invention is embodied will be described with reference to the drawings.

  As shown in FIG. 1, a vehicle 10 includes a front wheel 12, a rear wheel 14, an internal combustion engine (engine 16), a transmission 18, an auxiliary alternator 20, a high-voltage alternator 22 as a “generator”, an inverter 24, an AC electric motor ( An AC motor 26) and a control device 28 are provided. Specifically, the rotational power of the output shaft (crankshaft 16 a) of the engine 16 is transmitted to the front wheels 12 via the transmission 18 and the first drive shaft 30. That is, the front wheel 12 is a wheel mechanically connected to the crankshaft 16a among a plurality of wheels provided in the vehicle 10.

  The rotational power of the crankshaft 16 a is also transmitted to the auxiliary alternator 20 and the high pressure alternator 22 via the belt 32. The auxiliary machine alternator 20 generates electric power by the rotational power of the crankshaft 16a and serves as a power supply source for in-vehicle devices other than the AC motor 26 such as the control device 28 and an auxiliary machine battery (not shown). On the other hand, the high voltage alternator 22 generates power with the rotational power of the crankshaft 16 a and directly supplies the generated DC power to the inverter 24. Here, since the high voltage alternator 22 serves as a driving power source for the rear wheels 14, the maximum value of the output voltage of the high voltage alternator 22 is set higher than the maximum value of the output voltage of the auxiliary machine alternator 20.

  The inverter 24 converts the DC power output from the high voltage alternator 22 into AC power and supplies the AC power to the AC motor 26. The AC motor 26 is mechanically connected to the rear wheel 14 via the second drive shaft 34 and serves as a driving power source for the rear wheel 14. Here, in the present embodiment, an embedded magnet synchronous motor (IPMSM) is used as the AC motor 26.

  The control device 28 includes a central processing unit (CPU) (not shown) and a memory 28a (for example, a non-volatile memory), and is software processing means for executing a program stored in the memory 28a by the CPU. The control device 28 operates the engine 16, the auxiliary alternator 20, the transmission 18, the high-voltage alternator 22, and the inverter 24 in order to perform vehicle travel control. In the present embodiment, the memory 28a constitutes “storage means”.

  Next, the high voltage alternator 22 and the inverter 24 will be described with reference to FIG.

  As illustrated, the high-voltage alternator 22 includes a rotor (rotor 22a) driven by the rotational power of the crankshaft 16a, a field winding (rotor coil 22b) provided on the rotor 22a, and a stator winding (stator). A coil 22c), a rectifier circuit 22d and a field current control circuit 22e. In the present embodiment, a Y-connected three-phase winding is used as the stator coil 22c.

  A rectifier circuit 22d is connected to the stator coil 22c. The rectifier circuit 22d is a circuit that converts an alternating current output from the stator coil 22c into a direct current. The field current control circuit 22e is a circuit that adjusts the output voltage of the high-voltage alternator 22 by adjusting the current flowing through the rotor coil 22b (hereinafter, field current Ifr).

  On the other hand, the inverter 24 includes three sets of series connection bodies of switching elements S ¥ p, S ¥ n (¥ = u, v, w), and the connection point of each series connection body is the U point of the AC motor 26. , V and W phases. In the present embodiment, IGBTs are used as the switching elements S ¥ # (# = p, n). A free wheel diode (not shown) is connected in antiparallel to the switching element S ¥ #.

  The control device 28 includes a rotation angle sensor 36 (for example, a resolver) that detects the rotation angle (electrical angle θm) of the AC motor 26, a first current sensor 38a that detects the U-phase current of the AC motor 26, and a V-phase. Detection of a second current sensor 38b for detecting a current, a voltage sensor 40 for detecting an input voltage Vin of the inverter 24 (an output voltage of the high voltage alternator 22), and a detection of a crank angle sensor 42 for detecting a rotation angle θc of the crankshaft 16a. A value is entered. In addition, as the 1st current sensor 38a and the 2nd current sensor 38b, what is equipped with a current transformer and a resistor is employable, for example. The control device 28 outputs the target current Itgt to the field current control circuit 22e in order to control the field current Ifr to the target value (hereinafter, target current Itgt). Further, the control device 28 provides an operation signal g ¥ # for operating the switching element S ¥ # included in the inverter 24 in order to control the control amount (drive torque) of the AC motor 26 to the target value (target torque Tm *). Generate and output.

  Subsequently, the setting process of the target current Itgt among the processes executed by the control device 28 will be described with reference to FIG. FIG. 3 is a block diagram of the target current Itgt setting process.

  The target torque setting unit B1 sets the target torque Tm * of the AC motor 26 based on, for example, the traveling state of the vehicle. Specifically, for example, the target torque Tm * is set larger as the depression amount of the accelerator pedal operated by the user is larger. The motor rotation speed calculation unit B2 calculates the rotation speed ωm of the AC motor 26 based on the detection value θm of the rotation angle sensor 36. Further, the alternator rotation speed calculation unit B3 calculates the rotation speed ωc of the high pressure alternator 22 based on the engine rotation speed calculated from the detected value θc of the crank angle sensor 42 and the ratio of the crank pulley and the pulley of the high pressure alternator 22. To do.

  The target output setting unit B4 receives the target torque Tm * and the rotational speed ωm of the AC motor 26 as inputs, and sets the power corresponding to the driving power of the AC motor 26 to the target value of power generated by the high-voltage alternator 22 (hereinafter referred to as target output Palt *). ). More specifically, the target output Palt * is set by multiplying the product of the target torque Tm * and the rotational speed ωm of the AC motor 26 by various efficiencies (for example, the efficiency of the AC motor 26). In this embodiment, the target output setting unit B4 constitutes “target output setting means”.

  The target voltage setting unit B5 receives the target output Palt * and the rotation speed ωc of the high voltage alternator 22 as inputs, and sets the target voltage Vtgt of the high voltage alternator 22 using the efficiency line SL. Here, the efficiency line SL is stored in the memory 28a, is related to the output voltage Vo of the high-voltage alternator 22 and the rotational speed ωc of the high-voltage alternator 22, and is the maximum generated power that the high-voltage alternator 22 can stably output. This is a line in which a value (hereinafter, maximum generated power Pmax) is defined. The target voltage setting unit B5 sets the output voltage Vo corresponding to the point where the efficiency line SL and the target output Palt * intersect as the target voltage Vtgt on condition that the target output Palt * is the maximum generated power Pmax. In this embodiment, the target voltage setting unit B5 constitutes “target voltage setting means”.

  Incidentally, when the target output Palt * set by the target output setting unit B4 exceeds the maximum generated power Plimit corresponding to the upper limit voltage Vlimit of the output voltage Vo of the high voltage alternator 22, the target output Palt * is limited by the maximum generated power Plimit. Is done. For the method of setting the efficiency line SL, see Patent Document 1 above.

  The feedforward manipulated variable calculator B6 receives the target voltage Vtgt and inputs a field current required for feedforward control of the output voltage of the high voltage alternator 22 to the target voltage Vtgt (hereinafter, feedforward field current Iff). calculate. That is, the feedforward field current Iff is an operation amount for performing feedforward control of the power generated by the high voltage alternator 22 to the target output Palt *. The feedforward field current Iff may be calculated using, for example, a map that associates the target voltage Vtgt and the feedforward field current Iff.

  The deviation calculating unit B7 calculates a voltage deviation ΔV that is a value obtained by subtracting the input voltage Vin detected by the voltage sensor 40 from the target voltage Vtgt.

  The feedback manipulated variable calculation unit B8 receives the voltage deviation ΔV and calculates a field current (hereinafter referred to as feedback field current Ifb) required for feedback control of the output voltage of the high voltage alternator 22 to the target voltage Vtgt. That is, the feedback field current Ifb is an operation amount for performing feedback control of the generated power of the high voltage alternator 22 to the target output Palt *. In the present embodiment, the feedback field current Ifb is calculated by proportional-integral control based on the voltage deviation ΔV.

  The field current addition unit B9 sets the addition value of the feedforward field current Iff and the feedback field current Ifb to the target current Itgt, and outputs the set target current Itgt to the field current control circuit 22e. As a result, the field current Ifr is controlled to the target current Itgt, and the output voltage of the high voltage alternator 22 is controlled to the target voltage Vtgt. That is, the power generated by the high voltage alternator 22 is controlled to the target output Palt *. In the present embodiment, the field current control circuit 22e and the control device 28 constitute “generator operating means”.

  Subsequently, the current control of the AC motor 26 executed by the control device 28 will be described with reference to FIG. In the present embodiment, the switching element S ¥ # is operated so that the command current for realizing the target torque Tm * matches the current flowing in the AC motor 26. That is, in the present embodiment, the drive torque of the AC motor 26 becomes the final control amount. In order to control the drive torque, the current flowing through the AC motor 26 is used as a direct control amount, which is used as the command current. To control. In particular, in the present embodiment, current vector control is performed in order to control the current flowing through the AC motor 26 to a command current.

  Specifically, the two-phase conversion unit B10 determines the U-phase currents iu, V based on the detection value iu of the first current sensor 38a, the detection value iv of the second current sensor 38b, and the detection value θm of the rotation angle sensor 36. The phase current iv and the W-phase current iw are converted into a d-axis current idr and a q-axis current iqr, which are currents in the rotating coordinate system. The W-phase current iw may be calculated based on the detection value iu of the first current sensor 38a and the detection value iv of the second current sensor 38b based on Kirchhoff's law.

  The command current calculation unit B11 calculates a d-axis command current id * and a q-axis command current iq *, which are current command values of the rotating coordinate system, based on the target torque Tm *.

  The command voltage calculation unit B12 uses d and q-axis command voltages vd *, d as operation amounts for feedback control of the d-axis current idr and the q-axis current iqr to the d-axis command current id * and the q-axis command current iq *. vq * is calculated. Specifically, the command voltage vd * on the d-axis is calculated by proportional-integral control based on the deviation Δid between the d-axis current idr and the d-axis command current id *, and the q-axis current iqr and the q-axis command current iq * are calculated. The command voltage vq * on the q-axis is calculated by proportional-integral control based on the deviation Δiq.

  The three-phase conversion unit B13 converts the command voltages vd * and vq * on the d and q axes based on the detected value θm of the rotation angle sensor 36 into the three-phase command voltage v ¥ * (¥ = U, v, w). These command voltages v ¥ * are operation amounts for performing feedback control of the d and q axis currents idr and iqr to the command currents id * and iq *.

  The operation unit B14 generates the operation signal g ¥ # for setting the three-phase output voltage of the inverter 24 to a voltage simulating the command voltage v ¥ *. In the present embodiment, the operation signal g ¥ # is generated by sine wave PWM processing based on the magnitude comparison between the standardized command voltage v ¥ * with the input voltage Vin of the inverter 24 and a carrier (for example, a triangular wave signal). . The operation unit B14 outputs the generated operation signal g ¥ # to the inverter 24. As a result, sinusoidal voltages that are 120 degrees out of phase with each other at the electrical angle of the AC motor 26 are applied to the U, V, and W phases of the AC motor 26, and the phases are 120 degrees out of phase with each other at the electrical angle. A sinusoidal phase current flows.

  Incidentally, in the present embodiment, the target output Palt * is set on the efficiency line SL as described above. When such a setting is made, for example, when the output power of the high voltage alternator 22 changes due to a sudden change in the rotational speed of the crankshaft 16a and the output voltage of the high voltage alternator 22 shifts to a lower voltage side than the target voltage Vtgt, the high voltage alternator 22 is changed. The generated power can be unstable. In order to avoid such a situation, even when the output voltage of the high voltage alternator 22 is shifted to the low voltage side, it is required to quickly increase the output voltage to the target voltage Vtgt. However, in this embodiment, since the winding field type generator with low output voltage control response is used as the high voltage alternator 22, the output voltage is set to the target voltage only by controlling the output voltage of the high voltage alternator 22. There is a concern that Vtgt cannot be controlled quickly.

  Here, the inventor has focused on the fact that the responsiveness of the torque control of the AC motor 26 by the operation of the inverter 24 is usually higher than the responsiveness of the output voltage control of the high voltage alternator 22. The present inventor then adjusts the torque of the AC motor 26 by operating the inverter 24 in addition to the control of the output voltage in a situation where the output voltage of the high voltage alternator 22 deviates from the target voltage Vtgt. It was found that the deviation between the output voltage of 22 and the target voltage Vtgt can be quickly reduced.

  Therefore, in the present embodiment, the torque adjustment unit B15 that adds the torque adjustment amount ΔT to the target torque Tm * is provided on the input side of the command current calculation unit B11. Then, by calculating the torque adjustment amount ΔT by the torque adjustment process described below, the output voltage of the high voltage alternator 22 is quickly controlled to the target voltage Vtgt.

  FIG. 5 shows the procedure of torque adjustment processing. This process is repeatedly executed by the control device 28 at a predetermined cycle, for example. In the present embodiment, the process shown in FIG. 5 constitutes an “adjustment unit”.

  In this series of processing, first, in step S10, the input voltage Vin of the inverter 24 (the output voltage of the high-voltage alternator 22) is acquired. In the following step S12, the target voltage Vtgt is set by the method described in FIG. 3, and in step S14, the voltage deviation ΔV is calculated.

  In a succeeding step S16, it is determined whether or not the voltage deviation ΔV is less than a first specified value Vα smaller than “0”. This process is a process for determining whether or not the output voltage of the high-voltage alternator 22 exceeds the target voltage Vtgt.

  If an affirmative determination is made in step S16, the process proceeds to step S18, and the torque adjustment amount ΔT is calculated as a value obtained by multiplying the voltage deviation ΔV by a predetermined coefficient K (> 0).

  In the subsequent step S20, it is determined whether or not the torque adjustment amount ΔT has exceeded its upper limit value TH (> 0). If a positive determination is made in step S20, the process proceeds to step S22, and the torque adjustment amount ΔT is set to the upper limit value TH. As a result, when the target torque Tm * is subsequently increased, it is possible to avoid a decrease in drivability.

  When the process of step S22 is completed or when a negative determination is made in step S20, the process proceeds to step S24. In step S24, the final target torque Tm * is set by adding the torque adjustment amount ΔT to the target torque Tm *. Thus, at least one of the d-axis command current and the q-axis command current is adjusted by increasing the target torque Tm *, and the driving power of the AC motor 26 is increased.

  On the other hand, if a negative determination is made in step S <b> 16, the process proceeds to step S <b> 26, and it is determined whether or not the voltage deviation ΔV exceeds a second specified value Vβ that is larger than “0”. This process is a process for determining whether or not the output voltage of the high-voltage alternator 22 has fallen below the target voltage Vtgt.

  If an affirmative determination is made in step S26, the process proceeds to step S28, where the torque adjustment amount ΔT is calculated as a value obtained by multiplying the voltage deviation ΔV by a predetermined coefficient K.

  In the subsequent step S30, it is determined whether or not the torque adjustment amount ΔT is less than the lower limit value TL (<0). If a positive determination is made in step S30, the process proceeds to step S32, and the torque adjustment amount ΔT is set to the lower limit value TL. Thereby, when the target torque Tm * is subsequently reduced, it is possible to avoid a decrease in drivability.

  When the process of step S32 is completed or when a negative determination is made in step S30, the process proceeds to step S24. As a result, at least one of the d-axis command current and the q-axis command current is adjusted by the decrease in the target torque Tm *, and the driving power of the AC motor 26 is decreased.

  Incidentally, if a negative determination is made in step S26, it is determined that the difference between the output voltage of the high voltage alternator 22 and the target voltage Vtgt is small, and the process proceeds to step S34. In step S34, the torque adjustment amount ΔT is set to “0”, and then the process proceeds to step S24.

  In addition, when the process of step S24 is completed, this series of processes is once complete | finished.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) When it is determined that the output voltage of the high voltage alternator 22 exceeds the target voltage Vtgt, the driving power of the AC motor 26 is increased by increasing the target torque Tm *. On the other hand, when it is determined that the output voltage of the high-voltage alternator 22 is lower than the target voltage Vtgt, the driving power of the AC motor 26 is decreased by decreasing the target torque Tm *. Thereby, even if the output voltage of the high voltage alternator 22 deviates from the target voltage Vtgt due to some factor, the output voltage can be quickly controlled to the target voltage Vtgt. Therefore, it is possible to avoid setting the target output Palt * to be low in order to avoid the generated power of the high-voltage alternator 22 from becoming unstable, and preferably to prevent the generated power of the high-voltage alternator 22 from being suppressed. be able to. That is, the power generation capacity of the high-pressure alternator 22 can be utilized to the maximum.

  (2) The torque adjustment amount ΔT is limited by the upper limit value TH or the lower limit value TL. When the absolute value of the torque adjustment amount ΔT increases, the amount of change in the driving power of the AC motor 26 increases, so that drivability may decrease due to a change in the traction of the rear wheel 14. For this reason, according to the process which limits torque adjustment amount (DELTA) T, the fall of drivability can be avoided suitably.

  (3) The target current Itgt was set by feedforward control in addition to feedback control. For this reason, the responsiveness of the output voltage control of the high voltage alternator 22 can be improved. Thereby, even if the output voltage of the high voltage alternator 22 changes, it is possible to suppress the output voltage and the target voltage Vtgt from greatly deviating.

  (4) The output voltage corresponding to the point where the efficiency line SL and the target output Palt * intersect is set as the target voltage Vtgt. When the target output Palt * is set on the efficiency line SL in order to fully utilize the power generation capacity of the high voltage alternator 22, the output voltage of the high voltage alternator 22 is lower than the efficiency line SL due to the change in the output voltage of the high voltage alternator 22. The output voltage tends to become unstable when shifted to the side. For this reason, in this embodiment in which the target output Palt * is set on the efficiency line SL, the merit of performing the torque adjustment processing is great.

(Other embodiments)
The above embodiment may be modified as follows.

  The method for calculating the torque adjustment amount ΔT is not limited to the calculation based on the proportional control based on the voltage deviation ΔV, and for example, the calculation may be performed based on the proportional integration control based on the voltage deviation ΔV.

  The method for calculating the target current Itgt is not limited to the one calculated by both feedforward control and feedback control for controlling the generated power of the high voltage alternator 22 to the target output. For example, it may be calculated only by feedback control. Even in this case, the responsiveness of the generated power control can be improved by providing the adjusting means.

  As the “generator”, the functions of the high-voltage alternator and the auxiliary alternator may be integrated. Examples of such a generator include a configuration in which two sets of three-phase windings are provided, and the maximum number of generated power is switched by changing the number of windings to be used.

  Further, the “generator” is not limited to the wound field type generator. In short, any other generator may be used as long as the responsiveness of the control of the generated power to the target output is lower than the responsiveness of the control of the output torque to the command torque.

  The “AC motor” is not limited to the embedded magnet synchronous motor, but may be a surface magnet synchronous motor (SPMSM). The “AC motor” is not limited to a permanent magnet synchronous motor, and may be another AC motor such as a wound field synchronous motor.

  The switching element included in the “inverter” is not limited to the IGBT but may be a MOSFET, for example.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 12 ... Front wheel, 14 ... Rear wheel, 16 ... Engine, 16a ... Crankshaft, 22 ... High voltage alternator, 22e ... Field current control circuit, 24 ... Inverter, 26 ... AC motor, 28 ... Control device, B4 ... Target output setting unit.

Claims (6)

An AC motor (26) for driving a wheel (14) other than the wheel (12) mechanically connected to the output shaft (16a) of the internal combustion engine (16) among the plurality of wheels (12, 14); ,
A generator (22) mechanically connected to the output shaft and generating electric power by the rotational power of the output shaft;
An inverter (24) that converts DC power output from the generator into AC power and supplies the AC power to the AC motor;
Applied to a vehicle (10) comprising
Target output setting means (B4) for setting the power corresponding to the driving power of the AC motor as a target value of the generated power of the generator;
Generator operating means (22e, 28) for operating the generator to control the generated power of the generator to the target value set by the target output setting means;
Adjusting means for performing a process of adjusting the driving power of the AC motor by operating the inverter in order to reduce a deviation between the generated power of the generator and the target value;
A driving force control apparatus for a vehicle, comprising:   The adjusting means performs, as the adjusting process, a process of increasing the driving power of the AC motor by operating the inverter on the condition that the generated power of the generator exceeds the target value. The vehicle driving force control device according to claim 1.   The adjusting means performs, as the adjusting process, a process of reducing the driving power of the AC motor by operating the inverter on the condition that the generated power of the generator has fallen below the target value. The vehicle driving force control device according to claim 1 or 2.   The generator includes a rotor (22a) provided with a field winding (22b), and a winding field generator in which generated power is adjusted by adjusting a current flowing through the field winding. The driving force control device for a vehicle according to any one of claims 1 to 3, wherein The generator operating means is
A feedforward manipulated variable calculator (B6) for calculating a current flowing in the field winding required for feedforward control of the generated power of the generator to the target value;
A feedback manipulated variable calculator (B8) for calculating a current flowing in the field winding required for feedback control of the generated power of the generator to the target value;
With
By controlling the current flowing through the field winding to the added value of the current calculated by the feedforward manipulated variable calculator and the current calculated by the feedback manipulated variable calculator, the generated power of the generator is 5. The vehicle driving force control apparatus according to claim 4, wherein the control is performed to a target value. A storage means (28a) in which an efficiency line associated with the output voltage of the generator and the rotation speed of the generator and in which the maximum value of the generated power that can be stably output by the generator is defined is stored. When,
Using the target value set by the target output setting means and the rotation speed of the generator as inputs, the output voltage corresponding to the point where the efficiency line and the target value stored in the storage means intersect with the target voltage. Target voltage setting means (B5) to be set as
Further comprising
The feedforward manipulated variable calculator calculates the current flowing through the field winding required for the feedforward control, using the target voltage set by the target voltage setting means as an input,
The feedback manipulated variable calculation unit receives a deviation between the target voltage set by the target voltage setting means and the input voltage of the inverter as an input, and a current flowing in the field winding required for the feedback control The vehicle driving force control apparatus according to claim 5, wherein:

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