JP2020120503A - Electric vehicle - Google Patents

Abstract

To detect entry of a drive wheel into a road surface high resistance portion at earlier timing.SOLUTION: An electric vehicle includes a motor connected to drive wheels and a control unit for controlling the motor on the basis of a torque command of the motor. The control unit determines whether or not the drive wheel enters a road surface high resistance portion, while using at last one of a rotational angular velocity of the motor, a rotational angular acceleration of the motor, a rotational angular velocity of the drive wheel and a rotational angular acceleration of the drive wheel, and the torque command. Accordingly, when the drive wheel enters the road surface high resistance portion, the entry can be detected at earlier timing.SELECTED DRAWING: Figure 2

Description

The present invention relates to an electric vehicle, and more particularly, to an electric vehicle including a motor connected to driving wheels.

Conventionally, as an electric vehicle of this type, the accelerator opening is equal to or larger than a first set value, the brake switch is off, the vehicle speed is equal to or smaller than a second set value, the motor torque is equal to or larger than a third set value, and the road surface is There is proposed a method of incrementing a counter on an uphill road and determining that the step determination is established when the counter reaches a fourth set value or more (see, for example, Patent Document 1). In this electric vehicle, when the step determination is established, the torque limit of the motor connected to the drive wheels is set to the time rated torque that is larger than the continuous rated torque, so that the step on the road surface can be easily overcome.

JP, 2005-95923, A

When the vehicle tries to resume running (overcoming) after the vehicle has stopped once when the driving wheels get over a road surface high resistance part such as a step, due to the law of inertia, rather than trying to continue running before the vehicle stops. It is necessary to output a large torque from the motor to the drive wheels. Further, if the motor is continuously driven with a large torque while the rotation of the motor is stopped, a large current continues to flow in a specific phase of the motor, which may cause the motor to overheat. For these reasons, when the drive wheel enters the road surface high resistance portion, it is required to detect the approach at an earlier timing in order to take measures.

The main purpose of the electric vehicle of the present invention is to detect the entry of the drive wheel into the road surface high resistance portion at an earlier timing.

The electric vehicle of the present invention employs the following means in order to achieve the above-mentioned main object.

The electric vehicle of the present invention is
A motor connected to the drive wheels,
A control device for controlling the motor based on the torque command of the motor;
An electric vehicle comprising:
The control device uses the torque command and at least one of a rotational angular velocity of the motor, a rotational angular acceleration of the motor, a rotational angular velocity of the driving wheel, and a rotational angular acceleration of the driving wheel, and the drive wheel. Determines whether the road has entered the high resistance part of the road surface,
That is the summary.

In the electric vehicle according to the present invention, the drive wheel is set to the road surface height using at least one of the rotational angular velocity of the motor, the rotational angular acceleration of the motor, the rotational angular velocity of the drive wheel, and the rotational angular acceleration of the drive wheel. It is determined whether or not the resistor has entered. According to experiments and analysis, the inventors have found that when the drive wheel enters the road surface high resistance portion, the rotational angular velocity and rotational angular acceleration of the motor, the rotational angular velocity and rotational angular acceleration of the drive wheel, and the vehicle body speed change in this order. Found. Therefore, by determining whether or not the drive wheel has entered the road surface high resistance portion by using the rotational angular velocity and rotational angular acceleration of the motor and the rotational angular velocity and rotational angular acceleration of the drive wheel, the vehicle wheel speed is used to determine the drive wheel. When the drive wheel enters the road surface high resistance portion, the entry can be detected at an earlier timing, compared to the case where it is determined whether or not the road surface high resistance portion has entered. Here, as the "road surface high resistance portion", for example, a step or slope of the road surface, a groove, a depression of an off-road (road surface not paved), and the like can be mentioned.

In the electric vehicle of the present invention, the control device has a condition that the absolute value of the torque command is equal to or greater than a first threshold value and a condition that the product of the rotational angular velocity of the motor and the rotational angular acceleration of the motor is negative. At least one of the condition that the product of the rotational angular velocity of the drive wheel and the rotational angular acceleration of the drive wheel is negative, and the condition that the absolute value of the rotational angular acceleration of the motor is a second threshold value or more; At least one of the condition that the absolute value of the rotational angular acceleration is equal to or greater than the third threshold value and the condition that the rotational angular velocity of the motor is equal to or less than the fourth threshold value continues for a predetermined time. Alternatively, it may be determined that the drive wheel has entered the road surface high resistance portion. With this configuration, when the drive wheels enter the road surface high resistance portion, the entry can be detected more appropriately.

In this case, the control device is configured such that the absolute value of the torque command is equal to or greater than a first threshold value, the product of the rotational angular velocity of the motor and the rotational angular acceleration of the motor is negative, and the rotation of the motor is When the condition that the absolute value of the angular acceleration is equal to or greater than the second threshold value is satisfied, it may be determined that the drive wheel has entered the road surface high resistance portion. The inventors have found from experiments and analysis that it is more preferable to use these three conditions.

In the electric vehicle of the present invention, the control device may execute the overpass control for getting over the road surface high resistance portion when it is determined that the drive wheel has entered the road surface high resistance portion. Here, as the "override control", for example, control for increasing the driving force output from the motor to the driving wheels can be mentioned.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 as one Example of this invention. 6 is a flowchart showing an example of a determination routine executed by the electronic control unit 50. It is a flowchart which shows an example of the determination routine of a modification. It is a flowchart which shows an example of the determination routine of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120 of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 220 of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 320 of a modification. It is a block diagram which shows the outline of a structure of the fuel cell vehicle 420 of a modification.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of an electric vehicle 20 as an embodiment of the present invention. As illustrated, the electric vehicle 20 of the embodiment includes a motor 32, an inverter 34, a battery 36 as a power storage device, and an electronic control unit 50.

The motor 32 is configured as, for example, a synchronous generator motor, and has a rotor connected to a drive shaft 26 that is connected to the drive wheels 22a and 22b via a differential gear 24. The inverter 34 is used to drive the motor 32 and is connected to the battery 36 via a power line. The motor 32 is rotationally driven when the electronic control unit 50 controls switching of a plurality of switching elements of the inverter 34. The battery 36 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery.

Although not shown, the electronic control unit 50 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, a communication It has a port. Signals from various sensors are input to the electronic control unit 50 via input ports. The signals input to the electronic control unit 50 include, for example, the rotational angular velocities ωwa and ωwb of the drive wheels 22a and 22b from the rotational angular velocity sensors 23a and 23b attached to the drive wheels 22a and 22b, and the rotor of the motor 32. Name the rotational position θm of the rotor of the motor 32 from the rotational position sensor 32a that detects the rotational position, and the phase currents Iu and Iv of each phase of the motor 32 from the current sensor that detects the phase current of each phase of the motor 32. You can Further, the voltage Vb of the battery 36 from the voltage sensor attached between the terminals of the battery 36, the current Ib of the battery 36 from the current sensor attached to the output terminal of the battery 36, and the temperature sensor attached to the battery 36 The temperature Tb of the battery 36 can also be mentioned. Furthermore, the ignition signal from the ignition switch 60 and the shift position SP from the shift position sensor 62 which detects the operation position of the shift lever 61 can also be mentioned. The accelerator opening Acc from the accelerator pedal position sensor 64 that detects the depression amount of the accelerator pedal 63, the brake pedal position BP from the brake pedal position sensor 66 that detects the depression amount of the brake pedal 65, and the vehicle body from the vehicle speed sensor 68. The speed V can also be mentioned.

Various control signals are output from the electronic control unit 50 via the output port. As a signal output from the electronic control unit 50, for example, a switching control signal to a plurality of switching elements of the inverter 34 can be given. The electronic control unit 50 calculates the average value of the rotation angular velocities ωwa, ωwb of the drive wheels 22a, 22b from the rotation angular velocity sensors 23a, 23b as the rotation angular velocity ωw (representative value), or based on the rotation angular velocity ωw. , 22b of rotational angular acceleration αw (representative value) is calculated. The electronic control unit 50 also calculates the electrical angle θe, the rotational angular velocity ωm, and the rotational angular acceleration αm of the motor 32 based on the rotational position θm of the rotor of the motor 32 from the rotational position sensor 32a. The rotational angular velocity ωw of the drive wheels 22a and 22b, the rotational angular velocity ωm of the motor 32, and the rotational speed Nm are positive when the vehicle travels in the traveling direction (direction corresponding to the shift position SP).

In the thus configured electric vehicle 20 of the embodiment, the electronic control unit 50 basically performs the following normal control. In the normal control, the required torque Td* required for the drive shaft 26 is set based on the accelerator opening Acc and the vehicle speed V, and the motor 32 is controlled so that the required torque Td* is output from the motor 32 to the drive shaft 26. Torque command Tm* is set, and switching control of the plurality of switching elements of the inverter 34 is performed so that the motor 32 is driven by the torque command Tm*.

Here, control of the inverter 34 (drive control of the motor 32) will be described. First, the electronic control unit 50 uses the electrical angle θe of the motor 32 to coordinate-convert the U-phase and V-phase phase currents Iu and Iv into d-axis and q-axis currents Id and Iq (three-phase to two-phase conversion). ) Do. Then, the d-axis and q-axis current commands Id* and Iq* are set based on the torque command Tm* of the motor 32. When the d-axis and q-axis current commands Id* and Iq* are set in this way, the d-axis and q-axis voltage commands Vd*, Id* and Iq* and the currents Id and Iq are used. Set Vq*. Then, using the electrical angle θe of the motor 32, coordinate conversion of the d-axis and q-axis voltage commands Vd*, Vq* into phase voltage commands Vu*, Vv*, Vw* of each phase (two-phase to three-phase conversion). Then, the PWM signals of the transistors T11 to T16 are generated by comparing the phase voltage commands Vu*, Vv*, Vw* of each phase with the triangular wave (carrier wave). When the PWM signals of the transistors T11 to T16 are generated in this way, the transistors T11 to T16 are switched using the PWM signal.

Next, the operation of the thus constructed electric vehicle 20 of the embodiment, particularly the operation when determining whether or not the drive wheels 22a and 22b have entered the road surface high resistance portion will be described. Here, as the road surface high resistance portion, for example, a step or slope of the road surface, a groove, an off-road (road surface not paved) depression, and the like can be mentioned. FIG. 2 is a flowchart showing an example of a determination routine executed by the electronic control unit 50. This routine is repeatedly executed when it is not determined that the drive wheels 22a and 22b have entered the road surface high resistance portion.

When the determination routine of FIG. 2 is executed, the electronic control unit 50 first inputs data such as the torque command Tm* of the motor 32, the rotational angular velocity ωm of the motor 32, and the rotational angular acceleration αm of the motor 32 ( Step S100). Here, as the torque command Tm* of the motor 32, the value set as described above is input. As the rotational angular velocity ωm and the rotational angular acceleration αm of the motor 32, the values calculated based on the rotational position θm of the rotor of the motor 32 from the rotational position sensor 32a are input.

When the data is input in this manner, the absolute value of the torque command Tm* of the motor 32 is equal to or greater than the threshold value Tmref (step S110), and the product of the rotational angular velocity ωm and the rotational angular acceleration αm of the motor 32 is negative, that is, the rotational angular velocity ωm. And the condition that the product of the rotational angular acceleration αm is negative (step S120) and the absolute value of the rotational angular acceleration αm of the motor 32 is equal to or greater than the threshold value αmref (step S130). judge. When all of the conditions of steps S110 to S130 are satisfied, it is determined that the drive wheels 22a and 22b have entered the road surface high resistance portion (step S140), and this routine is ended. On the other hand, if at least one of the conditions in steps S110 to S130 is not satisfied, the routine ends without determining that the drive wheels 22a and 22b have entered the road surface high resistance portion. Hereinafter, each condition of steps S110 to S130 will be described.

The condition of step S110 will be described. The absolute value of the torque command Tm* of the motor 32 is equal to or larger than the threshold value Tmref means that the driver has stepped on the accelerator pedal 63 relatively large, and the motor 32 is required to output a relatively large torque. Means As the threshold value Tmref, for example, a value of 60%, 70%, 80% or the like of the rated torque of the motor 32 is used.

The condition of step S120 will be described. The fact that the product of the rotational angular velocity ωm of the motor 32 and the rotational angular acceleration αm is negative (the rotational angular velocity ωm is positive and the rotational angular acceleration αm is negative) means that the vehicle is decelerating.

The condition of step S130 will be described. When a relatively large torque output is required of the motor 32 and the vehicle is decelerating, the absolute value of the rotational angular acceleration αm of the motor 32 is equal to or greater than the threshold value αmref (the rotational angular acceleration αm is large on the negative side). That is, it is considered that sudden deceleration occurred due to the large road surface resistance. As the threshold value αmref, 700 rad/s ² , 800 rad/s ² , 1000 rad/s ² or the like is used.

Based on the above, in the embodiment, it is determined that the drive wheels 22a and 22b have entered the road surface high resistance portion when all the conditions of steps S110 to S130 are satisfied. The inventors conducted experiments and analyzes to find that when the drive wheels 22a and 22b enter the road surface high resistance portion, the rotational angular velocity ωm and the rotational angular velocity αm of the motor 32, the rotational angular velocity ωw and the rotational angular acceleration of the drive wheels 22a and 22b, and the like. When the vehicle speed V changes after αw changes, that is, when the drive wheels 22a and 22b enter the road surface high resistance portion and the vehicle speed V becomes sufficiently small, the motor 32 and the drive wheels 22a and 22b are driven. It has been found that the vehicle body speed V becomes sufficiently small after the rotational angular velocities ωm and ωw become sufficiently small. Therefore, by determining whether or not the drive wheels 22a and 22b have entered the road surface high resistance portion by the method of the embodiment, it can be determined whether or not the drive wheels 22a and 22b have entered the road surface high resistance portion using the vehicle body speed V. When the drive wheels 22a and 22b enter the road surface high resistance portion, it is possible to detect the entry at an earlier timing, as compared with the case where the determination is made. The inventors also confirmed this by experiments and analysis.

When it is detected that the drive wheels 22a and 22b have entered the road surface high resistance portion in this way, the electronic control unit 50 executes the boarding control for getting over the road surface high resistance portion. In the crossover control, for example, the torque command Tm* of the motor 32 is set so that the torque (Td*+ΔTd) obtained by adding the predetermined torque ΔTd to the required torque Td* is output to the drive shaft 26. Switching control of a plurality of switching elements of the inverter 34 is performed so that the inverter 34 is driven by the torque command Tm*. It should be noted that the predetermined torque ΔTd is appropriately set as a torque required for overriding the road surface high resistance portion. Then, when the boarding of the road surface high resistance portion is completed, the boarding control is ended and the normal control is performed. At this time, the determination that the drive wheels 22a and 22b have entered the road surface high resistance portion (see step S140 in FIG. 2) is canceled, and the execution of the determination routine in FIG. 2 is restarted.

When the driving wheels 22a and 22b cross over a high resistance portion of the road surface, if the vehicle once stops and then tries to resume running (overcoming), the law of inertia causes the vehicle to continue running before the vehicle stops. It is necessary to output a large torque from the motor 32 to the drive wheels 22a and 22b. Further, if the motor 32 is continuously driven with a large torque while the rotation of the motor 32 is stopped, a large current may continue to flow in a specific phase of the motor 32 and the motor 32 may be overheated. In the embodiment, as described above, when the drive wheels 22a, 22b enter the road surface high resistance portion, the entry can be detected at an earlier timing, so that the overpass control is executed before the vehicle stops. It is possible to start, and it is possible to easily get over the high road surface resistance portion.

In the electric vehicle 20 of the embodiment described above, the absolute value of the torque command Tm* of the motor 32 is equal to or greater than the threshold value Tmref, the product of the rotational angular velocity ωm and the rotational angular acceleration αm of the motor 32 is negative, the motor When all the conditions that the absolute value of the rotational angular acceleration αm of 32 is equal to or greater than the threshold value αmref are satisfied, it is determined that the drive wheels 22a and 22b have entered the road surface high resistance portion. Accordingly, when the drive wheels 22a and 22b enter the road surface high resistance portion, the entry can be detected at an earlier timing.

In the electric vehicle 20 of the embodiment, the electronic control unit 50 executes the judgment routine of FIG. 2, but instead of this, it may execute the judgment routine of FIG. When the determination routine of FIG. 3 is executed, the electronic control unit 50 firstly determines the torque command Tm* of the motor 32, the rotational angular velocity ωm of the motor 32, the rotational angular velocity ωw of the drive wheels 22a and 22b, the drive wheel 22a, Data such as the rotational angular acceleration αw of 22b is input (step S200).

Here, the torque command Tm* and the rotational angular velocity ωm of the motor 32 are input as in the process of step S100. The rotational angular velocity ωw and the rotational angular acceleration αw of the drive wheels 22a and 22b are input as values calculated based on the rotational angular velocities ωwa and ωwb of the drive wheels 22a and 22b from the rotational angular velocity sensors 23a and 23b.

When the data is input in this way, the product of the rotational angular velocity ωw and the rotational angular acceleration αw of the drive wheels 22a and 22b is negative, provided that the absolute value of the torque command Tm* of the motor 32 is equal to or greater than the threshold value Tmref described above (step S210). It is determined whether or not all of a certain condition (step S220) and a condition that the rotational angular velocity ωm of the motor 32 is equal to or less than the threshold value ωmref for a predetermined time T1 (step S230) are satisfied. Then, when all the conditions of steps S210 to S230 are satisfied, it is determined that the drive wheels 22a and 22b have entered the road surface high resistance portion (step S240), and this routine is ended. On the other hand, when at least one of the conditions in steps S210 to 230 is not satisfied, the routine is terminated without determining that the drive wheels 22a and 22b have entered the road surface high resistance portion. The condition of step S210 is the same as the condition of step S110. Hereinafter, each condition of steps S220 and S230 will be described.

The condition of step S220 will be described. The fact that the product of the rotational angular velocity ωw and the rotational angular acceleration αw of the drive wheels 22a and 22b is negative (the rotational angular velocity ωw is positive and the rotational angular acceleration αw is negative) means that the condition is the same as in step S120. It means that the vehicle is slowing down.

The condition of step S230 will be described. When a relatively large torque output is required for the motor 32 and the vehicle is decelerating, the fact that the rotational angular velocity ωm of the motor 32 is equal to or less than the threshold value ωmref has passed for a predetermined time T1. It is considered that the rotational angular velocity ωm of the motor 32 is very small because the road surface resistance is large. As the threshold value ωmref, 8 rad/s, 10 rad/s, 12 rad/s, or the like is used. As the predetermined time T1, a time slightly shorter than the time required for the vehicle speed V to reach the value 0 after the rotational angular velocity ωm of the motor 32 becomes extremely small, for example, 100 ms, 200 ms, 300 ms or the like is used.

As described above, when the drive wheels 22a and 22b enter the road surface high resistance portion, the inventors have determined that the rotational angular velocity ωm and the rotational angular velocity αm of the motor 32, the rotational angular velocity ωw and the rotational angular acceleration of the drive wheels 22a and 22b, and the like. When the vehicle speed V changes after αw changes, that is, when the drive wheels 22a and 22b enter the road surface high resistance portion and the vehicle speed V becomes sufficiently small, the rotational angular velocity ωm of the motor 32 and the drive wheels are reduced. It has been found that the vehicle body speed V becomes sufficiently small after the rotational angular velocity ωw of 22a, 22b becomes sufficiently small. Therefore, even when determining whether or not the drive wheels 22a and 22b have entered the road surface high resistance portion by the method of this modification, whether the drive wheels 22a and 22b have entered the road surface high resistance portion using the vehicle speed V When the drive wheels 22a and 22b enter the road surface high resistance portion, it is possible to detect the entry at an earlier timing, as compared with the case where it is determined whether or not it is determined. The inventors also confirmed this by experiments and analysis.

In this modified example, the electronic control unit 50 executes the determination routine of FIG. 3, but instead of this, it may execute the determination routine of FIG. 4. The determination routine of FIG. 4 is the same as the determination routine of FIG. 3 except that the processes of steps S200b and S230b are executed instead of the processes of steps S200 and S230. Therefore, of the determination routine of FIG. 4, the same processes as those of the determination routine of FIG. 3 are designated by the same reference numerals, and detailed description thereof will be omitted.

In the determination routine of FIG. 4, the electronic control unit 50 first inputs data such as the torque command Tm* of the motor 32, the rotational angular velocity ωw of the driving wheels 22a and 22b, and the rotational angular acceleration αw of the driving wheels 22a and 22b. (Step S200b). This process is the same as the process of step S200, except that the rotational angular velocity ωm of the motor 32 is not input.

When the data is input in this way, the product of the rotational angular velocity ωw and the rotational angular acceleration αw of the drive wheels 22a and 22b is negative, provided that the absolute value of the torque command Tm* of the motor 32 is equal to or greater than the threshold value Tmref described above (step S210). It is determined whether or not all of a certain condition (step S220) and the condition that the absolute value of the rotational angular acceleration αw of the drive wheels 22a and 22b is equal to or greater than the threshold value αwref (step S230b) are satisfied. Then, when all the conditions of steps S210 to S230b are satisfied, it is determined that the drive wheels 22a and 22b have entered the road surface high resistance portion (step S240), and this routine is ended. On the other hand, when at least one of the conditions in steps S210 to 230b is not satisfied, this routine is terminated without determining that the drive wheels 22a and 22b have entered the road surface high resistance portion. The process of step S230b can be considered similar to the process of step S130 of the determination routine of FIG. A value corresponding to the threshold value αmref of the process of step S130 is used as the threshold value αwref of step S230.

In the electric vehicle 20 of the embodiment or the modified example, the electronic control unit 50 is assumed to execute any one of the determination routines of FIGS. In the determination routine of FIG. 2, the absolute value of the torque command Tm* of the motor 32 is a threshold value Tmref or more (step S110), and the product of the rotational angular velocity ωm and the rotational angular acceleration αm of the motor 32 is negative (step S110). S120), the condition that the absolute value of the rotational angular acceleration αm of the motor 32 is equal to or greater than the threshold value αmref (step S130) is used to determine whether or not the drive wheels 22a and 22b have entered the road surface high resistance portion. .. In the determination routine of FIG. 3, the condition that the absolute value of the torque command Tm* of the motor 32 is the threshold value Tmref or more (step S210) and the product of the rotational angular velocity ωw of the drive wheels 22a and 22b and the rotational angular acceleration αw is negative. The drive wheels 22a and 22b enter the road surface high resistance portion under the condition (step S220) and the condition that the rotational angular velocity ωm of the motor 32 is equal to or less than the threshold value ωmref for a predetermined time T1 (step S230). Whether or not to decide. In the determination routine of FIG. 4, the product of the rotational angular velocity ωw and the rotational angular acceleration αw of the drive wheels 22a and 22b is negative when the absolute value of the torque command Tm* of the motor 32 is equal to or greater than the threshold value Tmref described above (step S210). Whether the drive wheels 22a and 22b have entered the road surface high resistance portion under the condition that the absolute value of the rotational angular acceleration αw of the drive wheels 22a and 22b is equal to or greater than the threshold value αwref (step S230b). It was decided to decide whether or not. However, the drive wheels 22a and 22b are set to the road surface height by using the condition of step S110 (S210), at least one of the conditions of steps S120 and S220, and at least one of the conditions of steps S130, S230, and S230b. Any method may be used as long as it determines whether or not the resistance portion has entered. For example, the conditions of steps S110, S220, S130 are used, the conditions of steps S110, S120, S230 are used, the conditions of steps S110, S120, S230b are used, and the steps S110, S120, S220, S130, S230, S230b are used. The conditions of can be used.

In the electric vehicle 20 of the embodiment, the battery 36 is used as the power storage device, but a capacitor may be used.

In the embodiment, the electric vehicle 20 includes the motor 32 and the battery 36 connected to the drive wheels 22a and 22b. However, the hybrid vehicle may be configured to include an engine in addition to the motor and the battery, or the fuel cell vehicle may be configured to include a fuel cell in addition to the motor and the battery.

As a configuration of a hybrid vehicle, for example, as shown in a hybrid vehicle 120 of a modified example of FIG. 5, a motor 32 is connected to a drive shaft 26 connected to drive wheels 22a and 22b, and a planetary gear 130 is connected to the drive shaft 26. The engine 122 and the motor 124 are connected to each other, and the battery 36 is connected to the motors 32 and 124 via the inverters 34 and 126. Further, as shown in a hybrid vehicle 220 of a modified example of FIG. 6, a motor 32 is connected to a drive shaft 26 connected to the drive wheels 22a and 22b via a transmission 230 and an engine is connected to the motor 32 via a clutch 229. A configuration in which 222 is connected and a battery 36 is connected to the motor 32 via the inverter 34 can also be mentioned. Further, as shown in a hybrid vehicle 320 of a modified example of FIG. 7, the motor 32 is connected to the drive shaft 26 connected to the drive wheels 22a and 22b, and the generator 324 is connected to the engine 322. A configuration in which a battery 36 is connected to 324 via inverters 34 and 326 can also be mentioned.

As a configuration of the fuel cell vehicle, for example, as shown in a fuel cell vehicle 420 of a modified example of FIG. 8, a motor 32 is connected to a drive shaft 26 connected to drive wheels 22a and 22b, and an inverter 34 is connected to the motor 32. A configuration in which the battery 36 and the fuel cell 422 are connected via the above can be given.

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 will be described. In the embodiment, the motor 32 corresponds to a “motor” and the electronic control unit 50 corresponds to a “control device”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of means for solving the problem is the same as the embodiment described in the section of the means for solving the problem. Since this is an example for specifically explaining the mode for carrying out the invention, it does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

The embodiments for carrying out the present invention have been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the electric vehicle manufacturing industry and the like.

20 electric vehicle, 22a, 22b drive wheels, 23a, 23b rotational angular velocity sensor, 24 differential gear, 26 drive shaft, 32, 124 motor, 32a rotational position sensor, 34, 126, 326 inverter, 36 battery, 50 electronic control unit, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 68 vehicle speed sensor, 120, 220, 320 hybrid vehicle, 122, 222, 322 engine, 130 planetary gears, 229 clutch, 230 transmission, 324 generator, 420 fuel cell vehicle, 422 fuel cell.

Claims (2)

A motor connected to the drive wheels,
A control device for controlling the motor based on the torque command of the motor;
An electric vehicle comprising:
The control device uses the torque command and at least one of a rotational angular velocity of the motor, a rotational angular acceleration of the motor, a rotational angular velocity of the driving wheel, and a rotational angular acceleration of the driving wheel, and the drive wheel. Determines whether the road has entered the high resistance part of the road surface,
Electric vehicle. The electric vehicle according to claim 1,
The control device is
A condition that the absolute value of the torque command is greater than or equal to a first threshold,
At least one of the condition that the product of the rotational angular velocity of the motor and the rotational angular acceleration of the motor is negative, and the condition that the product of the rotational angular velocity of the drive wheel and the rotational angular acceleration of the drive wheel is negative,
The condition that the absolute value of the rotational angular acceleration of the motor is a second threshold or more, the condition that the absolute value of the rotational angular acceleration of the drive wheels is a third threshold or more, and the state that the rotational angular velocity of the motor is the fourth threshold or less is At least one of the conditions continued for a predetermined time,
When, the drive wheels are determined to have entered the road surface high resistance portion,
Electric vehicle.

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