JP2017005914A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the output of excessive power from a battery.SOLUTION: In the case of a given slippage occurring where the slippage is caused by front wheels 38a, 38b slipping with a clutch 45 released, a motor 42 is controlled so that a difference between a rotation speed of the motor 42 and that of a drive shaft 46 is limited to a threshold or smaller, and synchronous engagement control is executed so as to engage the clutch 45 when the aforementioned difference reaches the threshold or smaller. In a configuration performing such control, at the time of the given slippage, upper-limit power for a motor 32 is set by subtracting power estimated for the motor 42 consuming in executing the synchronous engagement control from an output limit of a battery 50, and the motor 32 is controlled within a range of the upper-limit power.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automobile.

  Conventionally, in this type of automobile, in a configuration including an engine, two motors, a planetary gear, and a battery, when there is no possibility of slipping due to idling of driving wheels when a temperature increase request for the battery is made, If the engine and the two motors are controlled to run with battery temperature rise control by typical battery charge and discharge, and there is a possibility of slipping due to idling of the drive wheels, battery temperature rise control is not performed. There has been proposed one that controls an engine and two motors so as to travel (see, for example, Patent Document 1). In this automobile, when there is a possibility of slipping due to idling of the drive wheels, it is possible to prevent excessive power from being discharged from the battery by not performing the temperature rise control of the battery.

JP 2009-85386 A

  A drive unit having at least one first motor connected to a first drive shaft coupled to one of the front wheels and the rear wheels, a second motor, and the other wheel of the front wheels and the rear wheels The clutch is released in an automobile including a clutch for connecting and releasing the connection between the second drive shaft coupled to the rotary shaft of the second motor and the rotation shaft of the second motor, and a battery that exchanges power with the drive unit and the second motor. When the clutch is engaged, the vehicle travels with power from the drive unit and the second motor. When a slip occurs due to idling of one of the wheels (the wheel to which the first drive shaft is connected) when the clutch is released, torque is output from the second motor to output the second motor. The clutch is engaged by setting the rotation speed close to the rotation speed of the second drive shaft. This is for outputting power to the front wheels and the rear wheels to stabilize the behavior of the vehicle. At the time of this predetermined slip, the power consumption of the drive unit tends to increase in accordance with the increase in the rotational speed of the one wheel described above. Further, at the time of a predetermined slip, electric power is consumed by the second motor in order to increase the rotation speed of the second motor from the value 0 to near the rotation speed of the second drive shaft. Therefore, excessive power may be output from the battery during a predetermined slip.

  The main purpose of the automobile of the present invention is to suppress the output of excessive power from the battery.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
A drive unit having at least one first motor connected to a first drive shaft coupled to one of the front wheels and the rear wheels;
A second motor;
A clutch for connecting and releasing a connection between the rotation shaft of the second motor and the second drive shaft connected to the other wheel of the front wheel and the rear wheel;
A battery that exchanges power with the drive unit and the second motor;
When the clutch is disengaged, the drive unit is controlled to run with power from the drive unit, and when the clutch is engaged, the drive unit runs with power from the drive unit and the second motor. Control means for controlling the drive unit and the second motor,
With
The control means has a predetermined difference between the rotation speed of the second motor and the rotation speed of the second drive shaft at a predetermined slip when slippage due to idling of the one wheel occurs when the clutch is released. An automobile that controls the second motor to be within a range and controls the clutch so that the clutch is engaged when the difference falls within the predetermined range;
The control means subtracts the necessary power required to control the second motor from the allowable output power of the battery so that the difference is within the predetermined range during the predetermined slip. An upper limit power is set, and the drive unit is controlled so that the power consumption of the drive unit is equal to or lower than the upper limit power.
This is the gist.

  In the automobile according to the present invention, when the clutch is released, the drive unit is controlled to run by the power from the drive unit, and when the clutch is engaged, the power from the drive unit and the second motor is used. The drive unit and the second motor are controlled to run. At the time of a predetermined slip in which slip occurs due to idling of one of the wheels (the wheel to which the first drive shaft is connected) when the clutch is released, the number of rotations of the second motor and the number of rotations of the second drive shaft The second motor is controlled so that the difference between the two is within a predetermined range, and the clutch is controlled so that the clutch is engaged when the difference is within the predetermined range. In such a control, at the time of a predetermined slip, the upper limit power of the drive unit is set by subtracting the necessary power required to control the second motor from the allowable output power of the battery so that the difference is within the predetermined range. Then, the drive unit is controlled such that the power consumption of the drive unit is equal to or lower than the upper limit power. Thereby, it can suppress that excessive electric power is output from a battery.

  In such an automobile according to the present invention, the control means sets the required power so that, when the predetermined slip occurs, when the rotation speed of the second drive shaft is large, the required power is larger than when the rotation speed of the second drive shaft is small. It may be a means for setting. In this case, at the time of the predetermined slip, the control means is larger when the rotation speed of the second drive shaft is larger than when the rotation speed of the second drive shaft is small, and cools the second motor. It may be a means for setting the necessary power so that the temperature of the cooling medium is higher when the temperature of the cooling medium is lower than when the temperature of the cooling medium is high. Further, the control means is configured such that at the predetermined slip, when the rotation speed of the second drive shaft is large, it is larger than when the rotation speed of the second drive shaft is small, and when the degree of the slip is large. The required power may be set so as to be larger than when the slip is small. In these cases, the required power can be set more appropriately.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 of an Example. It is a flowchart which shows an example of the upper limit electric power setting routine of an Example. It is explanatory drawing which shows an example of the power setting map for a synchronization. Changes in time of the rotational speed Nmf, torque Tmf, power consumption Pmf of the motor 32, the rotational speed Nmf, torque Tmr of the motor 42, and the total power Pmf of the power consumption Pmf, Pmr of the motors 32, 42 at a predetermined slip. It is explanatory drawing which shows an example of a mode. It is a flowchart which shows an example of the upper limit electric power setting routine of a modification. It is a flowchart which shows an example of the upper limit electric power setting routine of a modification. It is explanatory drawing which shows an example of the power setting map for a synchronization. It is explanatory drawing which shows an example of the power setting map for a synchronization.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of an electric vehicle 20 as an embodiment of the present invention. The electric vehicle 20 of the embodiment includes a drive unit 31 having a motor 32 and an inverter 34, a motor 42, an inverter 44, a clutch 45, a battery 50, and an electronic control unit 70.

  The motor 32 is configured as, for example, a synchronous generator motor, and the rotary shaft 33 is connected to a drive shaft 36 that is connected to the front wheels 38 a and 38 b via a differential gear 37. The motor 42 is configured as a synchronous generator motor, for example. The motors 32 and 42 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 34 and 44 by the electronic control unit 70.

  The clutch 45 connects and disconnects the rotating shaft 43 of the motor 42 and the drive shaft 46 coupled to the rear wheels 48a and 48b via the differential gear 47.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 34 and 44 via the power line 52.

Although not shown, the electronic control unit 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, and an input / output port in addition to the CPU. Signals from various sensors are input to the electronic control unit 70 via input ports. Examples of signals input to the electronic control unit 70 include the following.
The rotational positions θm1 and θm2 of the rotors of the motors 32 and 42 from the rotational position detection sensors 32a and 42a that detect the rotational positions of the rotors of the motors 32 and 42
The rotational speed Npr of the drive shaft 46 from the rotational speed sensor 49 attached to the drive shaft 46
-Wheel speeds Vfa and Vfb of the front wheels 38a and 38b from the wheel speed sensors 60a and 60b attached to the front wheels 38a and 38b.
The wheel speeds Vra and Vrb of the rear wheels 48a and 48b from the wheel speed sensors 62a and 62b attached to the rear wheels 48a and 48b.
A battery voltage Vb from a voltage sensor installed between the terminals of the battery 50
A battery current Ib from a current sensor attached to the output terminal of the battery 50
-Battery temperature Tb from the temperature sensor attached to the battery 50
-Ignition signal from the ignition switch 80-Shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81
Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83
-Brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85
・ Vehicle speed V from vehicle speed sensor 88

Various control signals are output from the electronic control unit 70 via an output port. Examples of signals output from the electronic control unit 70 include the following.
・ Switching control signals to a plurality of switching elements (not shown) of the inverters 34 and 44 ・ Control signals to the clutch 45

  The electronic control unit 70 calculates the rotational speeds Nmf and Nmr of the motors 32 and 42 based on the rotational positions θmf and θmr of the rotors of the motors 32 and 42 from the rotational position detection sensors 32a and 42a. Further, the electronic control unit 70 calculates the storage rate SOC based on the integrated value of the battery current Ib from the current sensor, or the input / output limit Win based on the calculated storage rate SOC and the battery temperature Tb from the temperature sensor. , Wout is calculated. Here, the storage ratio SOC is the ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50, and the input / output limits Win and Wout are the maximum allowable power that may charge and discharge the battery 50. .

  In the electric vehicle 20 of the embodiment configured in this way, the electronic control unit 70 first inputs data such as the accelerator opening Acc, the vehicle speed V, and the rotational speed Nmf of the motor 32. As the accelerator opening Acc, a value detected by the accelerator pedal position sensor 84 is input. As the vehicle speed V, a value detected by the vehicle speed sensor 88 is input. As the rotational speed Nmf of the motor 32, a value calculated based on the rotational position θmf of the rotor of the motor 32 from the rotational position detection sensor 32a is input.

  Subsequently, a required torque Td * required for traveling is set based on the accelerator opening Acc and the vehicle speed V, and it is determined whether the clutch 45 is released or engaged. When the clutch 45 is disengaged, the torque command Tmr * of the motor 42 is set to a value 0, and the required torque Td * is set to a temporary torque Tmftmp as a temporary value of the torque command Tmf * of the motor 32. On the other hand, when the clutch 45 is engaged, a value (Td * · Dr) obtained by multiplying the required torque Td * by the torque distribution ratio Dr is set as the torque command Tmr * of the motor 42 and the torque is added to the required torque Td *. A value obtained by multiplying the distribution ratio Df (Td * · Df) is set as the temporary torque Tmfttmp of the motor 32. Here, the torque distribution ratios Df and Dr are the ratios of torque output from the motors 32 and 42 to the required torque Td *, respectively, and the sum of the torque distribution ratio Df and the torque distribution ratio Dr is 1. The torque distribution ratios Df and Dr can be determined according to the traveling state of the vehicle, the accelerator operation of the driver, and the like.

  Then, the upper limit power (upper limit power) Pmfmax of the motor 32 is set, the set upper limit power Pmfmax is divided by the rotation speed Nmf of the motor 32, the torque limit Tmfmax of the motor 32 is set, and the temporary torque Tmftmp of the motor 32 is set as the torque. The torque command Tmf * of the motor 32 is set by limiting (upper limit guard) with the limit Tmfmax. A method for setting the upper limit power Pmfmax will be described later. When the torque commands Tmf * and Tmr * for the motors 32 and 42 are thus set, a plurality of switching elements (not shown) of the inverters 34 and 44 are controlled so that the motors 32 and 42 are driven by the torque commands Tmf * and Tmr *.

  Further, in the electric vehicle 20 of the embodiment, when slip occurs due to idling of the front wheels 38a and 38b when the clutch 45 is released, the difference ΔN between the rotational speed Nmr of the motor 42 and the rotational speed Npr of the drive shaft 46 is achieved. The motor 42 is controlled by setting the torque command Tmr * of the motor 42 so that (the absolute value of the value obtained by subtracting the rotation speed Nmr from the rotation speed Npr) is equal to or less than a threshold value ΔNref (for example, several tens of rpm). 44), the clutch 45 is controlled so that the clutch 45 is engaged when the difference ΔN becomes equal to or smaller than the threshold value ΔNref. Hereinafter, this control is referred to as synchronous engagement control. By executing this synchronous engagement control, the vehicle behavior can be stabilized from the state in which power can be output only to the front wheels 38a, 38b to the state in which power can be output to the front wheels 38a, 38b and the rear wheels 48a, 48b. it can. In the embodiment, when the synchronous engagement control is executed, the motor 42 is controlled so that the difference ΔN becomes equal to or less than the threshold value ΔNref within a predetermined time tref (for example, several hundred msec).

  Next, the operation of the electric vehicle 20 of the embodiment configured as described above, particularly the operation when setting the torque limit Tmfmax of the motor 32 will be described. FIG. 2 is a flowchart illustrating an example of an upper limit power setting routine executed by the electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the upper limit power setting routine is executed, the electronic control unit 70 first inputs data such as the rotational speed Npr of the drive shaft 46, the output limit Wout of the battery 50, the power consumption Pmr of the motor 42, and the flag Fs (step). S100). Here, the value detected by the rotation speed sensor 49 is input as the rotation speed Npr of the drive shaft 46. As the output limit Wout of the battery 50, a value calculated based on the storage ratio SOC of the battery 50 based on the integrated value of the battery current Ib from the current sensor and the battery temperature Tb from the temperature sensor is input. . As the power consumption Pmr of the motor 42, a value calculated as the product of the torque command Tmr * of the motor 42 and the rotation speed Nmr is input. Note that the torque command Tmr * of the motor 42 uses the value set by the drive control described above, and the rotational speed Nmr of the motor 42 is set to the rotational position θmr of the rotor of the motor 42 from the rotational position detection sensor 42a. The value calculated based on this was input. As the flag Fs, a value set by a flag setting routine (not shown) is input. The flag Fs has a value of 1 when a predetermined slip occurs when slippage due to idling of the front wheels 38a and 38b occurs when the clutch 45 is released (when the above-described synchronous engagement control is executed). When it is set and not at the predetermined slip, the value 0 is set. It is determined whether or not the vehicle is in a predetermined slip from the average value Vf of the wheel speeds Vfa and Vfb of the front wheels 38a and 38b from the wheel speed sensors 60a and 60b, and the wheel speed Vra of the rear wheels 48a and 48b from the wheel speed sensors 62a and 62b. , Vrb obtained by subtracting the average value Vr (Vf−Vr) from the threshold value ΔVref for slip determination. When the value (Vf−Vr) is less than the threshold value ΔVref, it is determined that the predetermined slip is not occurred, and the value (Vf− When Vr) is equal to or larger than the threshold value ΔVref, it can be determined by determining that a predetermined slip has occurred.

  When data is thus input, the value of the flag Fs is checked (step S110). When the flag Fs is 0, it is determined that the predetermined slip is not occurring, and a value obtained by subtracting the power consumption Pmr of the motor 42 from the output limit Wout of the battery 50 (Wout−Pmr) is set as the upper limit power Pmfmax of the motor 32. (Step S120), and this routine is finished.

  When the flag Fs is 1 in step S110, it is determined that a predetermined slip is occurring (when the above-described synchronous engagement control is executed), and the synchronous engagement control is performed based on the rotational speed Npr of the drive shaft 46. The synchronization power Psy is set as the power (maximum value) that is assumed to be consumed by the motor 42 at the time of execution (step S130). Here, in the embodiment, the synchronization power Psy is stored in a ROM (not shown) as a synchronization power setting map by predetermining the relationship between the rotational speed Npr of the drive shaft 46 and the synchronization power Psy. Given a rotation speed Npr of 46, the corresponding synchronization power Psy was derived from this map and set. An example of the synchronization power setting map is shown in FIG. As shown in the drawing, the synchronization power Psy is larger as the rotational speed Npr of the drive shaft 46 is larger than when the rotational speed Npr is smaller, specifically, as the rotational speed Npr of the drive shaft 46 is larger. A tendency to increase is set. This is due to the following reason. In the embodiment, as described above, when the synchronous engagement control is executed, the rotational speed Nmr of the motor 42, the rotational speed Npr of the drive shaft 46, and the difference ΔN become equal to or less than the threshold value ΔNref within the predetermined time tref. The motor 42 is controlled by setting a torque command Tmr * for the motor 42. Therefore, when executing the synchronous engagement control, when the rotational speed Npr of the drive shaft 46 is large, the amount of change (increase) per unit time of the rotational speed Nmr of the motor 42 is smaller than when the rotational speed Npr is small. The torque command Tmr * of the motor 42 needs to be increased. For this reason, it is considered that when the rotational speed Npr of the drive shaft 46 is large, the synchronization power Psy is larger than when the rotational speed Npr is small. For these reasons, as shown in FIG. 3, the relationship between the rotational speed Npr of the drive shaft 46 and the synchronization power Psy is determined.

  When the synchronization power Psy is set in this manner, a value (Wout−Psy) obtained by subtracting the set synchronization power Psy from the output limit Wout of the battery 50 is set as the upper limit power Pmfmax of the motor 32 (step S140), and this routine is executed. finish. At a predetermined slip, the rotational speed Nmf of the motor 32 rapidly increases due to the rapid increase of the wheel speeds Vfa and Vfb of the front wheels 38a and 38b, so that the power consumption of the motor 32 tends to increase. Further, at the time of a predetermined slip, since the rotational speed Nmr of the motor 42 is rapidly increased from the value 0 to the vicinity of the rotational speed Npr of the drive shaft 46 by executing the synchronous engagement control, relatively large electric power is consumed by the motor 42. Therefore, the upper limit power Pmfmax of the motor 32 is set by subtracting the synchronization power Psy (the power (maximum value) that is assumed to be consumed by the motor 42 when executing the synchronization engagement control) from the output limit Wout of the battery 50. Then, the upper limit power Pmfmax is divided by the rotation speed Nmf of the motor 32 to set the torque limit Tmfmax, and the motor 32 is controlled within the range of the torque limit Tmfmax, so that excessive power is output from the battery 50. Can be suppressed.

  FIG. 4 shows the rotational speed Nmf, torque Tmf, and power consumption Pmf of the motor 32 at the time of a predetermined slip, the rotational speed Nmf, torque Tmr of the motor 42, and the sum Pm of the power consumptions Pmf, Pmr of the motors 32, 42, It is explanatory drawing which shows an example of the mode of a time change. As shown in the figure, when slip occurs due to idling of the front wheels 38a and 38b at time t11, synchronous engagement control is started and the rotational speed Nmr of the motor 42 is increased. At time t12, when the rotation speed Nmr of the motor 42 increases to near the rotation speed Npr of the drive shaft 46 (the difference ΔN becomes equal to or less than the threshold value ΔNref), the clutch 45 is switched from disengagement to engagement. When executing this synchronous engagement control, a value obtained by subtracting the synchronization power Psy from the output limit Wout of the battery 50 is set as the upper limit power Pmfmax of the motor 32, and the motor 32 is controlled within the range of the upper limit power Pmfmax. Thus, it is possible to suppress the sum Pm of the power consumption Pmf and Pmr of the motors 32 and 42 from increasing. As a result, it is possible to suppress output of excessive power from the battery 50.

  In the electric vehicle 20 according to the embodiment described above, the synchronous engagement control is executed at a predetermined slip, and it is assumed that the synchronous power Psy (consumed by the motor 42 when executing the synchronous engagement control) at the predetermined slip. The upper limit power Pmfmax of the motor 32 is set by subtracting the output power (maximum value) from the output limit Wout of the battery 50, and the motor 32 is controlled within the range of the upper limit power Pmfmax. Thereby, it can suppress that excessive electric power is output from the battery 50. FIG.

  In the electric vehicle 20 of the embodiment, the upper limit power Pmfmax of the motor 32 is set by the upper limit power setting routine of FIG. 2, but the upper limit power Pmfmax of the motor 32 is set by the upper limit power setting routine of FIG. 5 or FIG. It may be a thing. Here, the routine of FIG. 5 is the same as the routine of FIG. 3 except that the processes of steps S100b and S130b are executed instead of steps S100 and S130 of the routine of FIG. 3, and the routine of FIG. 3 is the same as the routine of FIG. 3 except that the processes of steps S100c and S130c are executed instead of steps S100 and S130 of routine 3. Therefore, in the routines of FIGS. 5 and 6, the same processes as those in the routine of FIG. 3 are denoted by the same step numbers, and detailed description thereof is omitted. Hereinafter, the routine in FIG. 5 and the routine in FIG. 6 will be described in this order.

  In the upper limit power setting routine of FIG. 5, the electronic control unit 70, like the processing of step 100 of the routine of FIG. 3, the rotational speed Npr of the drive shaft 46, the output limit Wout of the battery 50, the power consumption Pmr of the motor 42, In addition to inputting the flag Fs and the like, an oil temperature Toil, which is the temperature of the lubricating oil for lubricating and cooling the motors 32 and 42, is input (step S100b). Here, as the oil temperature Toil, a value detected by a temperature sensor (not shown) arranged in a storage part for storing lubricating oil is used. When the flag Fs is 1 in step S110, the synchronization power Psy is set based on the rotational speed Npr of the drive shaft 46 and the oil temperature Toil (step S130b), and the set synchronization power Psy is stored in the battery 50. The value (Wout−Psy) subtracted from the output limit Wout is set as the upper limit power Pmfmax of the motor 32 (step S140), and this routine is finished. In this modified example, the synchronization power Psy is stored in a ROM (not shown) as a synchronization power setting map by predetermining the relationship among the rotational speed Npr of the drive shaft 46, the oil temperature Toil, and the synchronization power Psy, When the rotation speed Npr of the drive shaft 46 and the oil temperature Toil are given, the corresponding synchronization power Psy is derived and set from this map. An example of the synchronization power setting map of this modification is shown in FIG. The relationship between the rotational speed Npr of the drive shaft 46 and the synchronization power Psy has been described above. Further, as shown in the figure, the synchronization power Psy is set to be larger when the oil temperature Toil is lower than when the oil temperature Toil is higher, specifically, as the oil temperature Toil is lower. The This is because when the oil temperature Toil is low, the viscosity of the lubricating oil becomes higher than when the oil temperature Toil is high, and thus it is necessary to increase the torque for increasing the rotational speed Nmr of the motor 42. . As a result, the synchronization power Psy can be set more appropriately. As a result, excessive power output from the battery 50 can be further suppressed.

  In the upper limit power setting routine of FIG. 6, the electronic control unit 70, like the processing of step 100 of the routine of FIG. 3, the rotational speed Npr of the drive shaft 46, the output limit Wout of the battery 50, the power consumption Pmr of the motor 42, In addition to inputting the flag Fs and the like, the slip speed Vs is input (step S100c). Here, the above-mentioned value (Vf−Vr) or the like can be used as the slip speed Vs. When the flag Fs is 1 in step S110, the synchronization power Psy is set based on the rotational speed Npr of the drive shaft 46 and the slip speed Vs (step S130c), and the set synchronization power Psy is stored in the battery 50. The value (Wout−Psy) subtracted from the output limit Wout is set as the upper limit power Pmfmax of the motor 32 (step S140), and this routine is finished. In this modification, the synchronization power Psy is stored in a ROM (not shown) as a synchronization power setting map by previously determining the relationship among the rotational speed Npr of the drive shaft 46, the slip speed Vs, and the synchronization power Psy. Given the rotational speed Npr of the drive shaft 46 and the slip speed Vs, the corresponding synchronization power Psy is derived from this map and set. An example of the synchronization power setting map of this modification is shown in FIG. The relationship between the rotational speed Npr of the drive shaft 46 and the synchronization power Psy has been described above. Further, as shown in the figure, the synchronization power Psy is set to be larger when the slip speed Vs is larger than when the slip speed Vs is small, specifically, as the slip speed Vs is larger. The This is due to the following reason. When the slip speed Vs is large, it is required to stabilize the posture of the vehicle more quickly than when the slip speed Vs is small. For this reason, when the slip speed Vs is high, in order to make the rotation speed Nmr of the motor 42 near the rotation speed Npr of the drive shaft 46 more quickly in the synchronous engagement control than when the slip speed Vs is low. It is necessary to increase the amount of increase in the rotation speed Nmr per unit time, and it is necessary to increase the torque of the motor 42. In this modification, in consideration of this, the synchronization power Psy is set to be larger when the slip speed Vs is larger than when the slip speed Vs is small. As a result, the synchronization power Psy can be set more appropriately. As a result, excessive power output from the battery 50 can be further suppressed.

  In this modification, the synchronization power Psy is set based on the slip speed Vs. However, instead of the slip speed Vs, the average value Vf of the wheel speeds Vfa and Vfb of the front wheels 38a and 38b is used, and the vehicle speed V is used as the wheel speed. The synchronization power Psy may be set on the basis of the slip ratio obtained by dividing by the value converted into the speed.

  In the electric vehicle 20 of the embodiment, the synchronization power Psy is set based on the rotational speed Nmr of the motor 42. In a modified example, based on the rotational speed Npr of the drive shaft 46 and the oil temperature Toil or the drive shaft 46 The synchronization power Psy is set based on the rotation speed Npr and the slip speed Vs. However, regardless of these, a uniform value may be used as the synchronization power Psy.

  In the electric vehicle 20 of the embodiment, the motor 32 is connected to the drive shaft 36 connected to the front wheels 38a and 38b, and the motor 42 is connected to the drive shaft 46 connected to the rear wheels 46a and 46b via the clutch 45. It was. However, the motor 32 may be connected to the drive shaft 36 via a clutch and the motor 42 may be connected to the drive shaft 46 without a clutch.

  In the embodiment, the motor vehicle 32 is connected to the drive shaft 36 connected to the front wheels 38a and 38b, and the motor 42 is connected to the drive shaft 46 connected to the rear wheels 46a and 46b via the clutch 45. It was. However, in addition to this hardware configuration, a hybrid vehicle including at least a traveling engine may be used. In the case of a hybrid vehicle configuration in which an engine and a generator are connected to the drive shaft 36 via a planetary gear in addition to the hardware configuration of the electric vehicle 20, the upper limit power Pmfmax of the motor 32 can be set as follows. When the predetermined slip is not occurring, a value obtained by subtracting the power consumption of the motor 42 and the power consumption of the generator from the output limit Wout of the battery 50 is set as the upper limit power Pmfmax of the motor 32. On the other hand, at the time of a predetermined slip, a value obtained by subtracting the synchronization power Psy and the power consumption of the generator from the output limit Wout of the battery 50 is set as the upper limit power Pmfmax of the motor 32. In this way, the generator and motor 32 are driven so that the total power consumption of the generator and motor 32 is equal to or less than the value obtained by subtracting the synchronization power Psy from the output limit Wout of the battery 50. Therefore, as in the embodiment, it is possible to suppress the output of excessive power from the battery 50.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor 32 corresponds to a “first motor”, the drive unit 31 corresponds to a “drive unit”, the motor 42 corresponds to a “second motor”, the clutch 45 corresponds to a “clutch”, The battery 50 corresponds to a “battery”, and the electronic control unit 70 corresponds to a “control unit”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. The present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments and does not depart from the gist of the present invention. Of course, various forms can be implemented within the scope.

  The present invention can be used in the automobile manufacturing industry.

  20 electric vehicle, 31 drive unit, 32, 42 motor, 32a, 42a rotation position detection sensor, 33, 43 rotation shaft, 34, 44 inverter, 36, 46 drive shaft, 37, 47 differential gear, 38a, 38b front wheel, 45 Clutch, 48a, 48b Rear wheel, 49 Speed sensor, 50 Battery, 52 Power line, 60a, 60b, 62a, 62b Wheel speed sensor, 70 Electronic control unit, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor.

Claims (1)

A drive unit having at least one first motor connected to a first drive shaft coupled to one of the front wheels and the rear wheels;
A second motor;
A clutch for connecting and releasing a connection between the rotation shaft of the second motor and the second drive shaft connected to the other wheel of the front wheel and the rear wheel;
A battery that exchanges power with the drive unit and the second motor;
When the clutch is disengaged, the drive unit is controlled to run with power from the drive unit, and when the clutch is engaged, the drive unit runs with power from the drive unit and the second motor. Control means for controlling the drive unit and the second motor,
With
The control means has a predetermined difference between the rotation speed of the second motor and the rotation speed of the second drive shaft at a predetermined slip when slippage due to idling of the one wheel occurs when the clutch is released. An automobile that controls the second motor to be within a range and controls the clutch so that the clutch is engaged when the difference falls within the predetermined range;
The control means subtracts the necessary power required to control the second motor from the allowable output power of the battery so that the difference is within the predetermined range during the predetermined slip. An upper limit power is set, and the drive unit is controlled so that the power consumption of the drive unit is equal to or lower than the upper limit power.
Automobile.

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