JP2014192931A - Racing/slipping controlling device and vehicle comprising racing/slipping controlling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide controlling means used in a case where racing or slipping occurs in a track type vehicle in which right and left wheel axes are separated and to provide also a vehicle for it.SOLUTION: It is so constructed that a vehicle speed estimating part Vp outputs to each of racing/slipping calculating parts an electric machine angular velocity average value or a wheel axis angular velocity average value based on each of angular velocity conversion values or each of angular velocity detected values. Each of the racing/slipping calculating parts outputs to each of corresponding racing/slipping detection parts each of racing/slipping rates. Each of the racing/slipping calculating parts determines the presence or absence of racing/slipping with the racing/slipping rates and outputs to a torque instruction correcting part and the vehicle speed estimating part each of the determination results with each of racing/slipping flags. The vehicle speed estimating part outputs to each of the racing/slipping calculating parts an electric machine angular velocity average value or wheel axis angular velocity average value which is calculated from values other than that provided by a wheel axis in which racing/slipping has been detected. A torque instruction correcting part Tc outputs corrected torque instruction values T1, T2, T3, T4 in which a specially input torque instruction value T is corrected with each of the values of each of the racing/slipping flags as each of wheel axis output values.

Description

  The present invention relates to a control device that is most suitable for handling when a slipping or sliding occurs in a track system vehicle, and a vehicle equipped with the control device.

  Several proposals have been made in the idling / sliding control related to the operation of the track system vehicle. A typical example is Patent Document 1 described later. Further, Patent Document 2 is known as another idle / sliding control technique.

Japanese Patent Laid-Open No. 11-055809 Japanese Patent Laid-Open No. 11-205906

  As described above, all of the prior arts relate to a railway vehicle composed of an iron wheel and an iron rail, and presupposes a so-called “skew shaft” in which left and right wheels are integrated on an axle.

  However, in recent railway vehicles, a method has been put into practical use in which the left and right wheels are not integrated with the axles, but the wheels are individually driven through the axles and separated into the left and right.

  In such a system, since the wheel shafts are separated into left and right, there is a case where the conventional control cannot be applied during idling or sliding, which is the subject of the present invention.

  The present invention has been made in order to solve such a problem, and has a new configuration not found in the conventional control system.

  As a result, as long as the vehicle has a structure in which the axle is separated into left and right, it is not limited to iron wheels and iron rails, and can be applied to a track system vehicle having so-called rubber tire wheels.

  A first means for solving the problem is that a wheel set composed of a wheel and an axle is separately provided on the left and right sides to form one set of traveling devices driven by each motor corresponding to the four sets of wheel sets. Are provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit corresponding to each wheel, and an idling. / Slip detection unit, each angular velocity detection device outputs each motor angular speed or each wheel angular velocity to the vehicle speed estimation unit and each idling / sliding calculation unit, the vehicle speed estimation unit to each idling / sliding calculation unit, The motor angular velocity average value or wheel shaft angular velocity average value is output, and each idling / sliding calculation unit outputs each idling / sliding rate to each corresponding idling / sliding detection unit, and each idling / sliding detection unit depends on the idling / sliding rate. Judgment of idling / sliding Then, each determination result is output to the torque command correction unit with each idling / sliding flag, and the torque command correcting unit corrects the torque command value separately input according to the value of each idling / sliding flag, The idling control device is configured to output as each wheel shaft output value.

  The second means for solving the problem is that a wheel set composed of a wheel and an axle is separated into left and right bodies, and a set of a traveling device driven by each motor corresponding to the four sets of wheel sets is configured. Are provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit corresponding to each axle, and an idling. / Slip detection unit, each angular velocity detection device outputs each motor angular speed or each wheel angular velocity to the vehicle speed estimation unit and each idling / sliding calculation unit, the vehicle speed estimation unit to each idling / sliding calculation unit, The motor angular velocity average value or wheel shaft angular velocity average value is output, and each idling / sliding calculation unit outputs each idling / sliding rate to each corresponding idling / sliding detection unit, and each idling / sliding detection unit depends on the idling / sliding rate. Judgment of idling / sliding Then, each determination result is output to the torque command correction unit with each idling / sliding flag, and the torque command correcting unit corrects the torque command value separately input according to the value of each idling / sliding flag, It is assumed that the vehicle is equipped with an idling control device configured to output as each wheel shaft output value.

  A third means for solving the problem is that a wheel set composed of a wheel and an axle is separately provided on the left and right sides to form one set of traveling devices that are driven by each motor corresponding to the four sets of wheel sets. Are provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit corresponding to each axle, and an idling. / Sliding detection unit, each angular velocity detection device outputs each angular velocity converted value or each angular velocity detection value to the vehicle speed estimation unit and each idling / sliding calculation unit, and the vehicle speed estimation unit is each idling / sliding calculation unit The motor angular velocity average value or wheel shaft angular velocity average value is output, and each idling / sliding calculation unit outputs each idling / sliding rate to the corresponding idling / sliding detecting unit, and each idling / sliding detecting unit is idling / sliding. Judgment of idling / sliding by rate Then, each determination result is output to the torque command correction unit and the vehicle speed estimation unit with each idling / sliding flag, and the vehicle speed estimation unit calculates the motor angular velocity average value calculated excluding the wheel shaft value that detected the idling / sliding. Alternatively, the wheel shaft angular velocity average value is output to each idling / sliding calculation unit, and the torque command correction unit corrects the separately input torque command value by the value of each idling / sliding flag, and outputs the corrected torque command value to each wheel output value. It is assumed that the idling and sliding control device is configured to output as

  A fourth means for solving the problem is that a wheel set composed of a wheel and an axle is separately provided on the left and right, and a set of traveling devices driven by the respective motors corresponding to the four sets of wheel sets is configured. Are provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit corresponding to each axle, and an idling. / Sliding detection unit, each angular velocity detection device outputs each angular velocity converted value or each angular velocity detection value to the vehicle speed estimation unit and each idling / sliding calculation unit, and the vehicle speed estimation unit is each idling / sliding calculation unit The motor angular velocity average value or wheel shaft angular velocity average value is output, and each idling / sliding calculation unit outputs each idling / sliding rate to the corresponding idling / sliding detecting unit, and each idling / sliding detecting unit is idling / sliding. Judgment of idling / sliding by rate Then, each determination result is output to the torque command correction unit and the vehicle speed estimation unit with each idling / sliding flag, and the vehicle speed estimation unit calculates the motor angular velocity average value calculated excluding the wheel shaft value that detected the idling / sliding. Alternatively, the wheel shaft angular velocity average value is output to each idling / sliding calculation unit, and the torque command correction unit corrects the separately input torque command value by the value of each idling / sliding flag, and outputs the corrected torque command value to each wheel output value. As a vehicle equipped with an idling control device configured to output as

  According to the present invention, in a track system vehicle having a wheel shaft separated into left and right, an optimal control effect is exhibited in response to idling or sliding.

It is a side view of a track system vehicle to which the present invention can be applied. 1 is a plan view of a track system vehicle to which the present invention can be applied. It is a block diagram which shows the structure of the control system in Embodiment 1 of this invention. It is a block diagram which shows the torque instruction correction | amendment part in Embodiment 1 of this invention. It is a block diagram which shows the structure of the control system in Embodiment 2 of this invention. It is a graph which shows the behavior of the vehicle speed of the calculation examples 1 thru | or 3 which simulated the acceleration time by this invention. It is a graph which shows the behavior of each element of the calculation examples 1 thru | or 3 which simulated idling and re-adhesion in this invention.

  The conventional idling control device shown in Patent Document 1 is intended for a traveling device in which left and right wheels are integrated with an axle, and the angular velocity of the left wheel and the right wheel is the same, so the rotational speed of the axle is detected. It was.

The idling / sliding control device according to the present invention individually controls the left and right wheel shafts of the traveling device, and detects the angular velocity of the front, rear, left and right wheel shafts or the electric motor that drives them.
[Embodiment 1]
FIG. 1 is a side view of a track system vehicle, and FIG. 2 is a plan view of the track system bogie. 1 and 2, reference numeral 1 denotes a track system vehicle, and 2F / R denotes a front / rear travel device provided in the track system vehicle 1. Reference numerals 31 to 34 denote wheels, which respectively indicate a right front wheel / a left front wheel / a right rear wheel / a left rear wheel. M1 to M4 denote electric motors that drive the wheel shafts of the wheels 31 to 34, respectively. CF represents a front vehicle control device, and CR represents a rear vehicle control device.

  Next, FIG. 3 shows the configuration of the idling / sliding control apparatus according to the first embodiment.

  In FIG. 3, the angular velocity of each wheel shaft is detected by angular velocity detectors Sd1 to Sd4 provided on each motor shaft, and ωm1 to ωm4 are output as the motor angular velocities. Each angular velocity detection device Sd includes a resolver, an encoder, and the like, and inputs each motor angular velocity ωm to the vehicle speed estimation unit Vp of the torque control device TCD.

  The vehicle speed estimation unit Vp takes into consideration the gear ratio R of a driving device (not shown) between the wheel shaft and the motor, and converts the motor angular speeds ωm1 to ωm4 into the wheel shaft angular speeds (angular speed converted values) ωw1 to the following equation (1). Convert to ωw4.

  In the torque control device TCD, each wheel shaft angular velocity ωw1 to ωw4 is used to determine whether or not each wheel is idling or sliding, and the idling / sliding flags Fss1 to Fs4 are output, and the torque command correction unit Tc corrects the torque command value T. The corrected torque command values T1 to T4 corresponding to the respective wheel shafts are output.

  The torque control device TCD includes a vehicle speed estimation unit Vp that estimates a wheel speed angular average value ωwave as a vehicle speed from each wheelwheel angular speed ωw1 to ωw4, and a wheel slip / sliding rate from the wheelwheel angular speed average value ωwave and each wheelwheel angular speed ωw1 to ωw4. The idling / sliding rate calculating units Css1 to Css4 for calculating ωss1 to ωs4 and the idling / sliding rates ωss1 to ωs4 to detect idling / sliding and outputting the idling / sliding flags Fss1 to Fss4. To Dss4.

  With the above configuration, the idling / sliding flags Fss1 to Fss4 of each wheel are output. To do.

  Further, the vehicle speed estimation unit Vp calculates from the input wheel shaft angular velocity detection values ωw1 to ωw4 by the following equation (2) to calculate the wheel shaft angular velocity average value ωwave.

  The average value ωwave of the wheel shaft angular velocities ωw1 to ωw4 is defined as the vehicle speed equivalent value of the traveling device section, that is, the translational speed of the traveling device.

  In the present invention, since it is desired to obtain the translation speed of the traveling device, the conventional method of setting the minimum angular speed during power running and the maximum angular speed during braking is inappropriate. Therefore, the wheel angular speed average value ωwave is determined to be equivalent to the vehicle speed.

  Next, the idling / sliding calculation units Css1 to Css4 will be described.

  The wheel-shaft angular velocity average value ωwave and the wheel-shaft angular velocities ωw1 to ωw4 output from the vehicle speed estimator Vp are input to the idling / sliding computing units Css1 to Css4, and the idling / sliding rate ωss1 is calculated by the following equation (3). .

  Note that when the average wheel angular velocity ωwave is zero, that is, in the stop state, the idling / sliding ratios ωss1 to ωss4 cannot be calculated. Therefore, the average wheel angular velocity ωwave is a predetermined speed (for example, 1 km / h). When it exceeds, or after a lapse of a certain time (for example, 2 seconds) from the output of the torque command.

  The previous formula (3) shows only the calculation method of the idling / sliding rate ωss1, but the other idling / sliding rates ωss2 to ωss4 are also calculated by the same method.

  As described above, in the first embodiment, the idling / sliding calculation units Css1 to Css4 calculate and output the idling / sliding ratios ωss1 to ωss4 instead of the idling / sliding angular velocity. This is because the threshold of the sliding detection units Dss1 to Dss4 is determined as an allowable idling / sliding rate that does not depend on the vehicle speed.

  The details of the idling / sliding detection unit Dss1 are also shown in FIG.

  The idling / sliding detection unit Dss1 includes an idling / sliding rate determination unit ωth1 and a duration determination unit Tth1.

  In the idling / sliding rate determination unit ωth1, the idling / sliding rate ωss1 is input, and compared with a determination threshold value that is an allowable idling / sliding rate, an idling / sliding signal Sss1 as a determination result is output.

  Here, the determination threshold value is obtained by experiment, simulation calculation, or the like, and is set in advance. The idling / sliding signal Sss1 is “1” when it exceeds the threshold value, and is “0” when it is equal to or less than the determination threshold value.

  Next, the duration determination unit Tth1 compares the output of the idling / sliding signal Sss1 with a time threshold value.

  Here, when the time during which the output of the idling / sliding signal Sss1 maintains “1” exceeds the time threshold, that is, when the idling / sliding occurs, the output of the idling / sliding flag Fss1 is set to “1”, and if below the time threshold The operation that is not idling / sliding is repeated periodically.

  In any case, the reason why the detection of idling or sliding is “1” output is that braking is performed even if “0” meaning no signal is lost in the sliding detection at the time of braking, which should be particularly noted for safety. The idea is to maintain and guarantee a reliable stop.

  Here, only the idling / sliding detection unit Dss1 has been described in detail, but the same calculation is performed for the idling / sliding detection units Dss2 to Dss4.

  The configuration of the torque command correction unit Tc is shown in FIG. The torque command correction unit Tc inputs the torque command value T from the cab to the torque command value distribution unit Ew. The torque command value distribution unit Ew distributes the torque command value T as the torque distribution value Tw of each wheel. The torque distribution value Tw of each wheel is input to the idling torque restricting portions Ft1 to Ft4. The torque throttling unit Ft determines whether or not the torque is reduced or not with the idling / sliding flag Fss. If the idling / sliding flag Fss is in an adhesive state of “0”, each wheel torque command value Tn is the torque distribution of each wheel. When the value Tw is output and the idling / sliding flag Fss is “1”, the wheel torque command value Tn is obtained by multiplying the torque distribution value Tw of each wheel by a predetermined torque restriction. Output the value.

  As described above, according to the first embodiment, the motor angular speeds ωm1 to ωm4 are input to the vehicle speed estimation unit Vp of the torque control device TCD, converted into the wheel angular speeds ωw1 to ωw4, and the wheel angular speed average is calculated therefrom. By calculating the value ωwave and setting the value corresponding to the vehicle speed, and determining each idling / sliding rate ωss1 to ωss4, it is possible to detect idling / sliding of each of the four wheels.

  This type of traveling device is said to be difficult to control the angular velocity of each wheel. However, as described above, the vehicle angular velocity is used as the wheel angular velocity average value ωwave to solve the problem caused by the actual angular velocity change. Can do. As a result, the detection accuracy of idling / sliding is improved and proper control thereof is possible.

  Further, since the idling / sliding calculation units Css1 to Css4 calculate with the idling / sliding rate, idling / sliding control independent of the vehicle speed is possible.

[Embodiment 2]
FIG. 5 shows the configuration of the idling / sliding control apparatus according to the second embodiment.

The idling / sliding control device of this embodiment is different from FIG. 3 of the first embodiment in the following two points.
[1] Change each speed detection device sd from motor mounting to wheel shaft mounting.
[2] The idling / sliding flags Fss1 to Fss4 are fed back to the vehicle speed estimation unit Vp.

  In the present embodiment, the motor rotation speed ωm is not detected, but the wheel rotation speed is directly detected. Further, the idling / sliding flag is described in Fs1 as in the above, but the same is true for the idling / sliding flags Fs2 to Fss4.

  In the second embodiment, whether or not the wheel angular velocity ωw1 is acquired in the idling / sliding state is determined. When the value of the idling / sliding flag Fss1 is “0”, it means that the wheel is in an adhesive state, the wheel angular velocity equivalent value ωw1 ′ is set to the wheel angular velocity ωw1, and the idling / sliding flag Fss1 is “1”. The time means that the wheel is idling or sliding, and the following equation (4) is used in which the wheel shaft angular velocity equivalent value ωw1 ′ is zero.

  The vehicle speed estimator Vp calculates the wheel angular velocity average value ωwave of the wheels by the following equation (5).

  That is, the previous equation (5) uses only the sticky wheel shaft for the calculation of the wheel angular velocity average value ω wave, and excludes the idle / sliding wheel shaft from the calculation of the wheel shaft angular velocity average value ω wave.

  As described above, since the wheel shaft angular velocity in the idling / sliding state is not used for calculating the average value of the vehicle speed estimating unit Vp, the difference between the actual vehicle speed resulting from idling / sliding and the value Vω of the vehicle speed estimating unit is reduced. Thus, more reliable idling / sliding detection can be performed.

  As described above, in the idling / sliding control device of the second embodiment, in addition to the effects of the first embodiment, the wheel shaft angular velocity in the idling / sliding state is excluded from the calculation of the vehicle speed Vω of the estimation unit Vp. The estimation of the vehicle speed Vω close to the actual value is realized, and the accuracy of idling / sliding detection is further improved.

[Embodiment 3]
The configuration of the idling / sliding control apparatus according to the third embodiment is the same as that in FIGS. 3 and 5.

  A time average value of past stored data is used for estimating the vehicle speed equivalent value, that is, the wheel shaft angular speed average value ωwave.

  Note that, in the configuration of the torque control device TCD in the third embodiment, the same operation as in the second embodiment is performed except for the vehicle speed estimation unit Vp.

  In the operation of the vehicle speed estimator Vp of the third embodiment, the average value ωwn of the wheel shaft angular velocity values at several points based on the average value (2) or the equation (5) of each wheel shaft angular velocity is taken as X points, and this is averaged. The equivalent wheel shaft angular velocity ωweq is calculated.

  This wheel shaft angular velocity equivalent value ωweq is calculated by the following equation (6) and used as the vehicle speed Vω.

  As described above, in the third embodiment, in addition to the effects of the first and second embodiments, the vehicle speed estimated based on the past vehicle speed estimation value is used. Even in this case, the estimated value of the vehicle speed can be referred to from the past data value, and the idling / sliding detection can be performed.

In the present embodiment, the calculation of the equivalent wheel shaft angular velocity ωweq is averaging in the past fixed time range. In addition, if the method uses past acquired data such as a low-pass filter, the wheel shaft angular velocity equivalent value may be obtained. it can.
[Effect of each embodiment]
FIG. 6 is a graph showing the result of simulation of the actual vehicle speed and the vehicle speed estimated in the first to third embodiments.

  FIG. 7 is a graph showing each value of the track system vehicle when the re-adhesion control is performed when the adhesion coefficient of the right rail of the left and right rails is lowered slightly before time 7 [s] as a condition. . In FIG. 7, (a) is the adhesion coefficient of the left and right rails, (b) is the left and right wheel shaft angular velocity, (c) is the left and right wheel torque, (d) is the vehicle speed and the vehicle speed calculation corresponding to each of the first to third embodiments. For example, (e) shows the slip ratio of the right wheel calculated from the vehicle speed calculation examples corresponding to the first to third embodiments and the slip ratio of the right wheel calculated from the vehicle speed.

  In FIGS. 6 and 7, the actual vehicle speed and the vehicle speed Vω estimated by the vehicle speed estimation unit Vp of the first to third embodiments are not so different except for a part.

  In the first embodiment, since the detected value of the wheel angular velocity at which idling / sliding occurs is also used for the average value calculation, there is a difference between the vehicle speed and the estimated value of the vehicle speed when idling / sliding occurs. However, the vehicle can be estimated in the adhesive state.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2, 2F, 2R ... Traveling device 31, 32, 33, 34 ... Wheel shaft M, M1 thru | or M4 ... Electric motor Sd, Sd1 thru | or Sd4 ... Angular velocity detection device C, CF, CR ... Vehicle control device TCD, TCDF, TCDR ... Torque control device Css, Css1 to Css4 ... Idling / sliding calculation part Dss, Dss1 to Dss4 ... Slipping / sliding detection part ωm, ωm1 to ωm4 ... motor angular velocity ωmave ... motor angular velocity average value ωw, ωw1 to ωw4 ... wheel shaft angular velocity ωwave ... wheel shaft angular velocity average value ωweq ... wheel shaft angular velocity equivalent value ωss, ωss1 to ωss4 Idling / sliding signal Fss, Fss1 to Fss4 ... idling / sliding Grayed T ... torque command value Tc ... torque command correcting unit Tct ... torque command correction tables T1 to T4 ... corrected torque command value Vp ... vehicle speed estimating unit Vomega ... vehicle speed

Claims (4)

  The wheel shaft comprising the wheel and the axle is divided into left and right bodies, and one set of traveling device driven by each motor corresponding to the four sets of wheel shafts is configured, and each angular velocity detecting device provided on each motor or each wheel shaft, A corresponding torque control device, and the torque control device is provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit and an idling / sliding detecting unit corresponding to each wheel shaft, and each angular velocity detecting device Outputs the motor angular speed or each wheel angular speed to the vehicle speed estimation unit and each idling / sliding calculation unit, and the vehicle speed estimation unit outputs the motor angular speed average value or wheel angular speed average value to each idling / sliding calculation unit. Each idling / sliding operation unit outputs each idling / sliding rate to each corresponding idling / sliding detection unit, and each idling / sliding detection unit determines whether there is idling / sliding according to idling / sliding rate. The result of each idling / sliding hula Is output to the torque command correction unit, and the torque command correction unit outputs a corrected torque command value obtained by correcting the separately input torque command value by the value of each idle / sliding flag as each wheel output value. Sliding control device.   The wheel shaft composed of the wheel and the axle is separated into left and right bodies, and one set of traveling device driven by each motor corresponding to the four sets of wheel shafts is configured, each angular velocity detecting device provided on each motor or each wheel shaft, and the traveling device A corresponding torque control device, the torque control device is provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit and an idling / sliding detection unit corresponding to each wheel axis, and each angular velocity detecting device Outputs the motor angular speed or each wheel angular speed to the vehicle speed estimation unit and each idling / sliding calculation unit, and the vehicle speed estimation unit outputs the motor angular speed average value or wheel angular speed average value to each idling / sliding calculation unit. Each idling / sliding calculation unit outputs each idling / sliding rate to each corresponding idling / sliding detection unit, and each idling / sliding detection unit determines whether there is idling / sliding according to idling / sliding rate. The result of each idling / sliding hula Is output to the torque command correction unit, and the torque command correction unit outputs a corrected torque command value obtained by correcting the separately input torque command value by the value of each idle / sliding flag as each wheel output value. A vehicle equipped with a sliding control device.   The wheel shaft composed of the wheel and the axle is separated into left and right bodies, and one set of traveling device driven by each motor corresponding to the four sets of wheel shafts is configured, each angular velocity detecting device provided on each motor or each wheel shaft, and the traveling device A corresponding torque control device, the torque control device is provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit and an idling / sliding detection unit corresponding to each wheel axis, and each angular velocity detecting device Outputs each angular velocity converted value or each angular velocity detection value to the vehicle speed estimation unit and each idling / sliding calculation unit, and the vehicle speed estimation unit outputs the motor angular velocity average value or the wheel angular velocity average value to each idling / sliding calculation unit. Each idling / sliding calculation unit outputs each idling / sliding rate to the corresponding idling / sliding detection unit, and each idling / sliding detection unit determines whether or not idling / sliding by the idling / sliding rate, Each judgment result is shown in each idle / slide Output to the torque command correction unit and the vehicle speed estimation unit. The vehicle speed estimation unit calculates the motor angular velocity average value or the wheel angular velocity average value calculated excluding the wheel shaft value where idling / sliding is detected. An idling sliding control device configured to output a corrected torque command value obtained by correcting a separately input torque command value by a value of each idling / sliding flag as an output value of each wheel. To do.   The wheel shaft composed of the wheel and the axle is separated into left and right bodies, and one set of traveling device driven by each motor corresponding to the four sets of wheel shafts is configured, each angular velocity detecting device provided on each motor or each wheel shaft, and the traveling device A corresponding torque control device, the torque control device is provided with a vehicle speed estimation unit, a torque command correction unit, an idling / sliding calculation unit and an idling / sliding detection unit corresponding to each wheel axis, and each angular velocity detecting device Outputs each angular velocity converted value or each angular velocity detection value to the vehicle speed estimation unit and each idling / sliding calculation unit, and the vehicle speed estimation unit outputs the motor angular velocity average value or the wheel angular velocity average value to each idling / sliding calculation unit. Each idling / sliding calculation unit outputs each idling / sliding rate to the corresponding idling / sliding detection unit, and each idling / sliding detection unit determines whether or not idling / sliding by the idling / sliding rate, Each judgment result is shown in each idle / slide Output to the torque command correction unit and the vehicle speed estimation unit. The vehicle speed estimation unit calculates the motor angular velocity average value or the wheel angular velocity average value calculated excluding the wheel shaft value where idling / sliding is detected. An idle running control device configured to output a corrected torque command value obtained by correcting a separately input torque command value by a value of each idle / slide flag as each wheel output value. Installed vehicle.

Images