JP4780020B2 - Electric vehicle, electric vehicle control method, and computer-readable recording medium storing a program for causing a computer to execute the electric vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle which can prevent a back-EMF generated in a motor from flowing as regeneration power to cause unintended regenerative braking. <P>SOLUTION: A taget voltage setting section 32 sets a taget voltage VHR variably depending on variation in parameter such as inverter cooling water temperature T. A gate interception control section 36 controls gate interception and release of an inverter. The gate interception control section 36 sets the threshold number of revolutions of a motor for releasing gate interception and starting zero torque control based on the target voltage VHR. The gate interception control section 36 releases gate interception when the number of revolutions of motor MRN exceeds the threshold and an inverter control section 38 performs zero torque control. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to an electric vehicle equipped with an electric motor that generates a back electromotive force accompanying traveling, a control method thereof, and a computer-readable recording medium on which a program for causing a computer to execute the control method is recorded.

Japanese Patent Laying-Open No. 2005-45927 (Patent Document 1) discloses a motor drive system capable of preventing a drive circuit from being destroyed by an induced voltage generated in a motor. In this motor drive system, an upper limit value of the motor rotation number is set based on the breakdown tolerance of the motor drive circuit, and the motor rotation is controlled so as not to exceed this upper limit value. According to this motor drive system, destruction of the drive circuit due to an electrical load is prevented (see Patent Document 1).
JP 2005-45927 A JP 2006-246653 A JP-A-2005-348583 JP 2004-159401 A

  When the gate of the inverter is cut off while the vehicle is running (for example, when a neutral position is selected or when the motor is abnormal), unintended regenerative braking occurs when the back electromotive force generated by the motor flows as regenerative power. Whether or not the back electromotive force flows as regenerative power in such a situation depends on the voltage difference between the induced voltage generated in the motor and the inverter voltage.

  When the battery is directly connected to the inverter and the inverter voltage is the battery voltage, the vehicle speed limit is set so that the induced voltage generated in the motor does not exceed the battery voltage, or the induced voltage exceeds the battery voltage. The unintended regenerative power can be prevented from flowing by releasing the inverter gate cutoff and controlling the motor torque to zero.

  On the other hand, when a converter is provided between the inverter and the battery, the inverter voltage is not always a battery voltage (generally different), so in order to prevent unintended regenerative power from flowing It is necessary to consider the existence of a converter.

  The above Japanese Patent Application Laid-Open No. 2005-45927 particularly discloses a motor control method capable of preventing unintended regenerative power from flowing when a converter is provided between a motor drive circuit and a DC power supply. Not.

  Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to provide an electric motor that can prevent unintended regenerative braking from occurring due to the back electromotive force generated in the motor flowing as regenerative power. Is to provide a vehicle.

  Another object of the present invention is to execute a control method for an electric vehicle capable of preventing unintended regenerative braking from occurring due to the back electromotive force generated in the motor flowing as regenerative power, and to execute the control method in a computer. A computer-readable recording medium in which a program for causing the program to be recorded is recorded.

  According to this invention, the electric vehicle includes an electric motor, a drive circuit, a chargeable / dischargeable power storage device, a voltage regulator, a target voltage setting unit, and a control unit. The electric motor generates back electromotive force as it travels. The drive circuit is configured to be able to drive the electric motor by switching control of the switching element. The voltage regulator is provided between the power storage device and the drive circuit, and is configured to be able to adjust the voltage of the power line for exchanging power with the drive circuit to the target voltage. The target voltage setting unit variably sets the target voltage according to a change in a predetermined parameter. When a predetermined state quantity that causes a change in the back electromotive force exceeds a threshold value while the gate of the switching element is shut off, the control unit cancels the gate shut-off and controls the drive circuit to reduce the torque of the motor to substantially zero. Control. And a control part sets a threshold value based on the target voltage variably set by the target voltage setting part.

Preferably, the predetermined state quantity is the rotation speed of the electric motor.
Preferably, the predetermined state quantity is a vehicle speed.

More preferably, the control unit lowers the threshold value in accordance with a decrease in the target voltage.
Preferably, the predetermined parameter includes at least one of a temperature of a refrigerant that cools the drive circuit and an atmospheric pressure around the electric vehicle.

  Preferably, the electric vehicle further includes an operation device configured to allow a user to instruct reduction of the target voltage. The predetermined parameter includes a signal from the operating device that changes in response to a user's operation input.

  Preferably, the control unit sets a threshold based on the voltage of the power storage device when the voltage of the power line is controlled to the voltage of the power storage device by the voltage regulator.

  According to the invention, the electric vehicle includes a power output device, an electric motor, a drive circuit, a chargeable / dischargeable power storage device, a voltage regulator, a target voltage setting unit, and an upper limit speed setting unit. . The power output device is configured to be able to output driving power. The electric motor generates back electromotive force as it travels. The drive circuit is configured to be able to drive the electric motor by switching control of the switching element. The voltage regulator is provided between the power storage device and the drive circuit, and is configured to be able to adjust the voltage of the power line for exchanging power with the drive circuit to the target voltage. The target voltage setting unit variably sets the target voltage according to a change in a predetermined parameter. When the gate of the switching element is shut off during traveling using the power output from the power output device, the upper limit speed setting unit is configured to control the electric vehicle based on the target voltage variably set by the target voltage setting unit. Set the upper speed limit.

Preferably, the upper limit speed setting unit decreases the speed upper limit value in accordance with a decrease in the target voltage.
Preferably, the power output device is coupled to one of the front wheels and the rear wheels. The electric motor is coupled to the other drive shaft different from the power output device. The upper limit speed setting unit sets a speed upper limit value of the electric vehicle based on the target voltage when one of the electric motor and the drive circuit is abnormal.

  Preferably, the power output device includes an internal combustion engine capable of outputting power to either one of the front wheels and the rear wheels. The electric motor is coupled to the drive shaft. The upper limit speed setting unit sets a speed upper limit value of the electric vehicle based on the target voltage when one of the electric motor and the drive circuit is abnormal.

  Preferably, the upper limit speed setting unit sets the upper limit speed value of the electric vehicle based on the voltage of the power storage device when the voltage of the power line is controlled to the voltage of the power storage device by the voltage regulator.

  Moreover, according to this invention, the control method of an electric vehicle is a control method of an electric vehicle provided with an electric motor, a drive circuit, a chargeable / dischargeable power storage device, and a voltage regulator. The electric motor generates back electromotive force as it travels. The drive circuit is configured to be able to drive the electric motor by switching control of the switching element. The voltage regulator is provided between the power storage device and the drive circuit, and is configured to be able to adjust the voltage of the power line for exchanging power with the drive circuit to the target voltage. The control method includes a step of variably setting the target voltage in accordance with a change in a predetermined parameter, and a threshold for a predetermined state quantity that causes a change in the back electromotive force based on the variably set target voltage. And a step of controlling the torque of the motor to substantially zero by releasing the gate cutoff and controlling the drive circuit when a predetermined state quantity exceeds a threshold value during gate cutoff of the switching element. .

Preferably, the predetermined state quantity is the rotation speed of the electric motor.
Preferably, the predetermined state quantity is a vehicle speed.

  Preferably, in the step of setting the threshold value, the threshold value is lowered according to the reduction of the target voltage.

  Preferably, the predetermined parameter includes at least one of a temperature of a refrigerant that cools the drive circuit and an atmospheric pressure around the electric vehicle.

  Preferably, the electric vehicle further includes an operation device configured to allow a user to instruct reduction of the target voltage. The predetermined parameter includes a signal from the operating device that changes in response to a user's operation input.

  Preferably, the control method further includes a step of setting a threshold based on the voltage of the power storage device when the voltage of the power line is controlled to the voltage of the power storage device by the voltage regulator.

  According to the present invention, a method for controlling an electric vehicle includes a power output device, an electric motor, a drive circuit, a chargeable / dischargeable power storage device, and a voltage regulator. The power output device is configured to be able to output driving power. The electric motor generates back electromotive force as it travels. The drive circuit is configured to be able to drive the electric motor by switching control of the switching element. The voltage regulator is provided between the power storage device and the drive circuit, and is configured to be able to adjust the voltage of the power line for exchanging power with the drive circuit to the target voltage. The control method includes a step of variably setting the target voltage according to a change in a predetermined parameter, and a variable when the gate of the switching element is cut off during traveling using the power output from the power output device. Setting a speed upper limit value of the electric vehicle based on the set target voltage.

  Preferably, in the step of setting the speed upper limit value, the speed upper limit value is decreased according to a decrease in the target voltage.

  Preferably, the power output device is coupled to one of the front wheels and the rear wheels. The electric motor is coupled to the other drive shaft different from the power output device. The control method further includes a step of setting a speed upper limit value of the electric vehicle based on the target voltage when any one of the electric motor and the drive circuit is abnormal.

  Preferably, the power output device includes an internal combustion engine capable of outputting power to either one of the front wheels and the rear wheels. The electric motor is coupled to the drive shaft. The control method further includes a step of setting a speed upper limit value of the electric vehicle based on the target voltage when any one of the electric motor and the drive circuit is abnormal.

  Preferably, the control method further includes a step of setting a speed upper limit value of the electric vehicle based on the voltage of the power storage device when the voltage of the power line is controlled to the voltage of the power storage device by the voltage regulator.

  According to the invention, the recording medium is a computer-readable recording medium, and records a program for causing the computer to execute any one of the above-described methods for controlling an electric vehicle.

  In the present invention, the voltage regulator is provided between the power storage device and the drive circuit, and the voltage of the power line for transferring power between the voltage regulator and the drive circuit is adjusted to the target voltage. When the predetermined amount of state that causes a change in the counter electromotive force generated by the motor exceeds a predetermined threshold value while the gate of the switching element is shut off, the gate shut-off is released and the motor torque is controlled to be substantially zero. The Here, the target voltage is variably set in accordance with a change in a predetermined parameter, and the predetermined threshold value is set based on the variably set target voltage. Even though the voltage of the power line is lowered, it is possible to avoid regenerative power flowing without releasing the gate cutoff.

  Therefore, according to the present invention, it is possible to prevent unintended regenerative braking from occurring due to the back electromotive force generated by the motor when the gate of the drive circuit is shut off flowing as regenerative power.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall block diagram of an electric vehicle according to an embodiment of the present invention. Referring to FIG. 1, this electric vehicle 100 includes a power storage device B, a boost converter 10, an inverter 20, a motor generator MG, wheels DW, a control device 30, an eco switch 40, and capacitors C1 and C2. And voltage sensors 52 and 54.

  The power storage device B is a chargeable / dischargeable DC power source, and is composed of, for example, a secondary battery such as nickel metal hydride or lithium ion. Power storage device B outputs a DC voltage to boost converter 10 via positive line PL1 and negative line NL. Power storage device B is charged by receiving regenerative power generated by motor generator MG through inverter 20 and boost converter 10 during regenerative braking of the vehicle. Note that a large-capacity capacitor may be used as the power storage device B.

  Boost converter 10 includes a reactor L, switching elements Q1 and Q2, and diodes D1 and D2. Switching elements Q1, Q2 are connected in series between positive electrode line PL2 and negative electrode line NL. Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively. Reactor L is connected between positive line PL1 and the connection point of switching elements Q1, Q2. For example, IGBTs (Insulated Gate Bipolar Transistors) and power MOSFETs (Metal Oxide Semiconductor Field-Effect Transistors) can be used as the switching elements Q1 and Q2.

  Boost converter 10 adjusts voltage VH between positive line PL2 and negative line NL to a target voltage equal to or higher than voltage VB of the power storage device, based on signal PWC from control device 30. Specifically, when voltage VH is lower than the target voltage, boost converter 10 boosts a DC voltage from power storage device B based on signal PWC, and causes a current to flow from positive line PL1 to positive line PL2. Boost VH. More specifically, boost converter 10 boosts the DC voltage from power storage device B by accumulating current flowing in accordance with the switching operation of switching element Q2 as magnetic field energy in reactor L, and switching element Q2 is turned off. The current is supplied to the positive line PL2 through the diode D1 in synchronization with the timing.

  When voltage VH is higher than the target voltage, boost converter 10 causes current to flow from positive line PL2 to positive line PL1 based on signal PWC to step down voltage VH. More specifically, boost converter 10 performs switching operation of switching element Q1 based on signal PWC, and causes a current to flow from positive line PL2 to positive line PL1.

  Capacitor C1 reduces a voltage fluctuation component between positive line PL1 and negative line NL. Capacitor C2 reduces a voltage fluctuation component between positive line PL2 and negative line NL.

  The inverter 20 is composed of a three-phase bridge circuit. That is, inverter 20 includes a U-phase arm 22, a V-phase arm 24, and a W-phase arm 26. U-phase arm 22, V-phase arm 24, and W-phase arm 26 are connected in parallel between positive electrode line PL2 and negative electrode line NL. U-phase arm 22 includes switching elements Q3 and Q4 connected in series and diodes D3 and D4 connected in antiparallel to switching elements Q3 and Q4, respectively. V-phase arm 24 includes switching elements Q5 and Q6 connected in series and diodes D5 and D6 connected in reverse parallel to switching elements Q5 and Q6, respectively. W-phase arm 26 includes switching elements Q7 and Q8 connected in series, and diodes D7 and D8 connected in antiparallel to switching elements Q7 and Q8, respectively.

  The connection point of switching elements Q3 and Q4 is connected to U-phase coil U of motor generator MG, and the connection point of switching elements Q5 and Q6 is connected to V-phase coil V of motor generator MG. The connection point of switching elements Q7 and Q8 is connected to W phase coil W of motor generator MG. As switching elements Q3 to Q8, for example, an IGBT or a power MOSFET can be used.

  Inverter 20 converts a DC voltage between positive line PL2 and negative line NL into a three-phase AC voltage based on signal PWI from control device 30, and outputs the three-phase AC voltage to motor generator MG to drive motor generator MG. In addition, at the time of regenerative braking of the vehicle, inverter 20 converts the regenerative power from motor generator MG into a DC voltage based on signal PWI, and outputs the DC voltage to positive line PL2 and negative line NL. Furthermore, when inverter 20 receives signal DWN from control device 30, inverter 20 shuts off the gates of switching elements Q3-Q8.

  Motor generator MG is a three-phase AC motor, for example, a permanent magnet type synchronous motor having a rotor in which permanent magnets are embedded. Motor generator MG receives a three-phase AC voltage from inverter 20 to generate drive torque, and outputs the drive torque to the drive shaft of wheel DW connected to the rotary shaft of the rotor. In addition, motor generator MG receives rotational energy from wheel DW as it travels and generates back electromotive force. At the time of regenerative braking of the vehicle, motor generator MG generates braking torque by causing back electromotive force to flow as positive power PL2 and negative electrode line NL via inverter 20.

  Voltage sensor 52 detects voltage VB of power storage device B and outputs the detected value to control device 30. Voltage sensor 54 detects voltage VH (hereinafter also referred to as “system voltage”) between positive electrode line PL2 and negative electrode line NL, and outputs the detected value to control device 30.

  Control device 30 receives a detected value of voltage VB from voltage sensor 52 and receives a detected value of voltage VH from voltage sensor 54. Control device 30 receives torque command value TR from a vehicle ECU (not shown). Further, the control device 30 receives the detected values of the shift position SP, the vehicle speed SV, the motor rotational speed MRN, the motor current I, the motor rotational position θ, the inverter cooling water temperature T, and the atmospheric pressure PA from each sensor not shown, A signal EC is received from the switch 40.

  Based on these signals, control device 30 generates a signal PWC for driving boost converter 10 and outputs the generated signal PWC to boost converter 10. Further, control device 30 generates signal PWI for driving motor generator MG or signal DWN for blocking the gates of switching elements Q3 to Q8 of inverter 20 based on the signal, and the generated signal PWI or signal DWN is output to inverter 20. The configuration of the control device 30 will be described in detail later.

  The eco switch 40 is an input device for the user to instruct the reduction of the target voltage of the system voltage (voltage VH) for the purpose of improving fuel efficiency. When the eco switch 40 is turned on by the user, the eco switch 40 is output to the control device 30. The signal EC is activated. The eco switch 40 may be configured as a dedicated input device or may be incorporated in a navigation device.

  FIG. 2 is a functional block diagram of the control device 30 shown in FIG. Referring to FIG. 2, control device 30 includes a target voltage setting unit 32, a converter control unit 34, a gate cutoff control unit 36, and an inverter control unit 38. The target voltage setting unit 32 variably sets the target voltage VHR of the system voltage (voltage VH) according to changes in the inverter cooling water temperature T, the atmospheric pressure PA, and the signal EC from the eco switch 40.

  FIG. 3 is a detailed functional block diagram of the target voltage setting unit 32 shown in FIG. Referring to FIG. 3, the target voltage setting unit 32 includes a first setting unit 62, a second setting unit 64, a third setting unit 66, minimum value selection units 68 and 74, a rate limit processing unit 70, 72.

  The first setting unit 62 determines a target voltage based on the inverter cooling water temperature T. More specifically, when the inverter cooling water temperature T increases, the first setting unit 62 increases the target voltage in order to suppress the energization amount of the inverter 20 and suppress the temperature increase. Moreover, the 1st setting part 62 will reduce a target voltage, in order to respond | correspond to the pressure | voltage resistant fall of switching element Q3-Q8 by temperature fall, if the inverter cooling water temperature T falls.

  The second setting unit 64 determines a target voltage based on the atmospheric pressure PA. More specifically, since the interphase insulation performance of the motor generator MG decreases as the atmospheric pressure PA decreases, the second setting unit 64 decreases the target voltage according to the decrease in the atmospheric pressure PA.

  The third setting unit 66 determines a target voltage based on the signal EC from the eco switch 40. More specifically, as the system voltage (voltage VH) is lower, the loss in boost converter 10 and inverter 20 can be reduced. Therefore, in third setting unit 66, eco switch 40 is turned on and signal EC is activated. And lowering the target voltage.

  The minimum value selection unit 68 selects the lower one of the target voltage determined by the first setting unit 62 and the target voltage determined by the second setting unit 64 and outputs the selected one to the rate limit processing unit 70. The rate limit processing unit 70 limits the change rate of the target voltage received from the minimum value selection unit 68. The rate limit processing unit 72 limits the change rate of the target voltage received from the third setting unit 66.

  Minimum value selection unit 74 selects the lower one of the target voltage received from rate limit processing unit 70 and the target voltage received from rate limit processing unit 72, and uses the selected target voltage as a target of system voltage (voltage VH). Set as voltage VHR.

  Referring to FIG. 2 again, target voltage setting unit 32 outputs the set target voltage VHR to converter control unit 34 and gate cutoff control unit 36.

  Based on voltages VB and VH and target voltage VHR from target voltage setting unit 32, converter control unit 34 turns on / off switching elements Q1 and Q2 of boost converter 10 so that voltage VH matches target voltage VHR. Signal PWC to be generated, and the generated signal PWC is output to boost converter 10.

  If converter controller 34 determines that voltage sensor 54 is abnormal based on voltage VH, converter controller 34 generates signal PWC so that switching element Q1 is always on (switching element Q2 is always off). Note that system voltage (voltage VH) becomes voltage VB of power storage device B by controlling switching element Q1 to be always on.

  The gate cutoff control unit 36 determines the shift position of the shift lever based on the shift position SP. When the gate cutoff control unit 36 determines that the neutral (N) position is selected, the gate cutoff control unit 36 activates the signal CTL output to the inverter control unit 38 and generates the signal DWN, and the generated signal DWN is It outputs to the inverter 20 and the inverter control part 38.

  Here, the gate shut-off control unit 36 releases the gate shut-off of the switching elements Q3 to Q8 and sets the threshold value of the motor rotation speed at which the zero-torque control of the motor generator MG is started from the target voltage setting unit 32. Set based on voltage VHR.

  In this zero torque control, the induced voltage generated by the motor generator MG upon receiving rotational energy from the wheel DW while the gates of the switching elements Q3 to Q8 are cut off exceeds the system voltage (voltage VH), so that the inverter 20 In order to prevent the regenerative power from flowing to the positive electrode line PL2 and the negative electrode line NL via, the field generator control is performed to control the torque of the motor generator MG to zero. Thus, an increase in counter electromotive force generated by motor generator MG is prevented, and regenerative power can be prevented from flowing from motor generator MG to positive line PL2 and negative line NL via inverter 20. As a result, unintended regenerative braking can be prevented.

  Then, when the motor rotation speed MRN exceeds the set threshold value, the gate cutoff control unit 36 stops the output of the signal DWN and releases the gate cutoff of the switching elements Q3 to Q8. Even if the output of the signal DWN is stopped, the gate cutoff control unit 36 maintains the active state of the signal CTL output to the inverter control unit 38 while the N position is selected.

  Further, when the gate cutoff control unit 36 determines that the voltage sensor 54 is abnormal based on the voltage VH, the gate cutoff control unit 36 sets the threshold value of the motor rotation speed at which zero torque control is started based on the voltage VB of the power storage device B. To do. The reason for this setting is that when the voltage sensor 54 is abnormal, the switching element Q1 is always controlled to be on by the converter control unit 34, and the system voltage (voltage VH) becomes the voltage VB of the power storage device B. .

  When the signal CTL is inactivated and the signal DWN is not received, the inverter control unit 38 outputs the output torque of the motor generator MG based on the torque command value TR, the motor current I, the voltage VH, and the motor rotation position θ. , A signal PWI for turning on / off switching elements Q3 to Q82 of inverter 20 is generated, and the generated signal PWI is output to inverter 20.

  Inverter control unit 38 stops generating signal PWI when signal CTL is activated and signal DWN is received. Then, inverter control unit 38 executes the above-described zero torque control when signal CTL is activated and signal DWN is not received. Specifically, inverter control unit 38 performs field weakening control to generate signal PWI so that the output torque of motor generator MG is zero.

  FIG. 4 is a flowchart for explaining a control structure of gate cutoff / release by the control device 30 shown in FIG. The process shown in this flowchart is called from the main routine and executed at regular time intervals.

  Referring to FIG. 4, control device 30 acquires inverter cooling water temperature T, atmospheric pressure PA, and signal EC from eco switch 40 (step S10). Next, control device 30 determines whether or not switching element Q1 (upper arm) of boost converter 10 is controlled to be always on (step S20). As described above, when voltage sensor 54 is determined to be abnormal based on voltage VH, switching element Q1 is controlled to be always on (switching element Q2 is always off).

  When it is determined that switching element Q1 is not always controlled to be in the on state (NO in step S20), control device 30 sets target voltage of system voltage (voltage VH) based on each signal acquired in step S10. VHR is variably set (step S30). Specifically, as described above, the target voltage setting unit 32 variably sets the target voltage VHR according to changes in the inverter cooling water temperature T, the atmospheric pressure PA, and the signal EC. Based on the set target voltage VHR, control device 30 sets a threshold value for the motor rotational speed at which the gate cutoff of each switching element Q3 to Q8 is released and zero torque control is started (step S40). .

  On the other hand, when it is determined in step S20 that switching element Q1 (upper arm) is always controlled to be on (YES in step S20), system voltage (voltage VH) is voltage VB of power storage device B. Therefore, control device 30 sets a threshold value of the motor rotation speed at which zero torque control is started based on voltage VB of power storage device B (step S50).

  In step S40 or S50, when the motor rotation speed threshold value for starting zero torque control is set, control device 30 determines whether or not N position is selected based on shift position SP ( Step S60).

  If it is determined that the N position is selected (YES in step S60), control device 30 determines whether or not motor rotation speed MRN exceeds the threshold set in step S40 or S50 ( Step S70). When it is determined that motor rotation speed MRN is equal to or lower than the threshold value (NO in step S70), control device 30 outputs signal DWN to inverter 20 and gates of switching elements Q3 to Q8 of inverter 20. Is blocked (step S80).

  On the other hand, when it is determined in step S70 that motor rotational speed MRN is higher than the threshold value (YES in step S70), control device 30 stops outputting signal DWN to inverter 20 and switches each switching element Q3. The gate cutoff of .about.Q8 is released (step S90). Then, control device 30 controls inverter 20 to execute zero torque control of motor generator MG (step S100).

  If it is determined in step S60 that a shift position other than the N position is selected (NO in step S60), control device 30 has a case where the gates of switching elements Q3 to Q8 of inverter 20 are shut off. The gate cutoff is released (step S110).

  In the above description, when the N position is selected, the gates of the switching elements Q3 to Q8 of the inverter 20 are shut off. However, the gate cutoff condition is not limited to when the N position is selected. For example, the gate may be shut off even when the inverter 20 or the motor generator MG is abnormal. However, when such an abnormality occurs, the gate cutoff cannot be released and the zero torque control of the motor generator MG cannot be executed, so it is necessary to limit the vehicle speed as in the second embodiment described later.

  In the above, motor generator MG corresponds to “electric motor” in the present invention, and inverter 20 corresponds to “drive circuit” in the present invention. Boost converter 10 corresponds to “voltage regulator” in the present invention, and gate cutoff control unit 36 and inverter control unit 38 form “control unit” in the present invention. Further, the eco switch 40 corresponds to the “operation device” in the present invention.

  As described above, in the first embodiment, boost converter 10 is provided between power storage device B and inverter 20, and system voltage (voltage VH) is controlled to target voltage VHR. When the motor rotation speed MRN exceeds a predetermined threshold value while the inverter 20 gate is shut off, such as when the N position is selected during traveling, the gate shut-off is released and zero torque control is executed.

  On the other hand, the target voltage VHR is variably set according to changes in parameters such as the inverter cooling water temperature T, the atmospheric pressure PA, and the signal EC from the eco switch 40. Then, the predetermined threshold value is set based on the variably set target voltage VHR. Thereby, although the system voltage (voltage VH) is lowered according to the change of the parameter, the gate cutoff is not released and the motor generator MG regenerates the positive line PL2 and the negative line NL via the inverter 20. It can be avoided that power flows. Therefore, according to the first embodiment, unintended regenerative braking is prevented from occurring due to the back electromotive force generated in motor generator MG flowing as regenerative power when the switching elements Q3 to Q8 of inverter 20 are shut off. can do.

[Variation 1 of Embodiment 1]
In the first embodiment, based on target voltage VHR or voltage VB of power storage device B that is variably set in accordance with changes in parameters such as inverter cooling water temperature T, the motor rotation speed for starting zero torque control of motor generator MG is determined. Although the threshold value is set, the vehicle speed may be used instead of the motor speed.

  FIG. 5 is a flowchart for illustrating a control structure for gate cutoff / release by control device 30 in the modification of the first embodiment. Referring to FIG. 5, this flowchart includes steps S45, S55, and S75 in place of steps S40, S50, and S70 in the flowchart shown in FIG. That is, when target voltage VHR is set in step S30, control device 30 releases the gate cutoff of each switching element Q3-Q8 of inverter 20 and starts zero torque control based on the set target voltage VHR. A vehicle speed threshold value is set (step S45).

  When it is determined in step S20 that switching element Q1 (upper arm) is always controlled to be on (YES in step S20), control device 30 determines zero torque based on voltage VB of power storage device B. A vehicle speed threshold value for starting control is set (step S55).

  If it is determined in step S60 that the N position is selected (YES in step S60), control device 30 determines whether vehicle speed SV exceeds the threshold value set in step S45 or S55. Is determined (step S75). When it is determined that vehicle speed SV is equal to or lower than the threshold value (NO in step S75), the process proceeds to step S80, and when it is determined that vehicle speed SV is higher than the threshold value (step S75). In step S90, the process proceeds to step S90.

  As described above, the same effect as in the first embodiment can also be obtained by the first modification of the first embodiment.

[Modification 2 of Embodiment 1]
In Embodiment 1 and Modification 1 thereof, the case of a single motor system has been described. However, the present invention is also applicable to an electric vehicle equipped with a plurality of motor generators.

  FIG. 6 is a diagram showing a power train configuration of a hybrid vehicle shown as an example of an electric vehicle according to the second modification of the first embodiment. Referring to FIG. 6, this hybrid vehicle 100A includes inverters 20-1, 20-2, 20-3 in place of inverter 20 in the power train configuration of electrically powered vehicle 100 shown in FIG. Instead of motor generators MG1, MG2, and MGR, engine 80 and power split device 85 are further provided.

  The engine 80 converts the thermal energy resulting from the combustion of fuel into the kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split device 85. Power split device 85 is coupled to engine 80 and motor generators MG1 and MG2 to distribute power between them. For example, as power split device 85, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 80 and motor generators MG1, MG2, respectively. For example, engine 80 and motor generators MG1 and MG2 can be mechanically connected to power split device 85 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 80 through its center.

  The drive shaft of front wheel FW is directly connected to the rotor shaft of motor generator MG2. Kinetic energy generated by engine 80 is distributed by power split device 85 to the drive shaft of front wheel FW and motor generator MG1. That is, engine 80 is incorporated in hybrid vehicle 100A as a power source that drives front wheel FW and motor generator MG1. Motor generator MG1 operates as a generator driven by engine 80 and is incorporated in hybrid vehicle 100A as an electric motor that can start engine 80, and motor generator MG2 drives front wheel FW. It is incorporated in the hybrid vehicle 100A as a motive power source.

  Each of motor generators MG1, MG2, and MGR is a three-phase AC motor, and includes, for example, a permanent magnet type synchronous motor having a rotor in which permanent magnets are embedded. Motor generator MG1 generates electric power using kinetic energy from engine 80 received through power split device 85.

  Motor generator MG2 receives the three-phase AC voltage from inverter 20-2, generates drive torque, and outputs the drive torque to the drive shaft of front wheel FW connected to the rotation shaft of the rotor. In addition, motor generator MG2 receives rotational energy from front wheels FW as it travels, and generates counter electromotive force. During regenerative braking of the vehicle, motor generator MG2 outputs the generated back electromotive force to inverter 20-2 and generates braking torque.

  Motor generator MGR receives a three-phase AC voltage from inverter 20-3, generates drive torque, and outputs the drive torque to the drive shaft of rear wheel RW connected to the rotary shaft of the rotor. The motor generator MGR generates back electromotive force by receiving rotational energy from the rear wheel RW as it travels. During regenerative braking of the vehicle, motor generator MGR outputs the generated back electromotive force to inverter 20-3 and generates braking torque.

  Inverters 20-1, 20-2, 20-3 are connected in parallel to positive line PL2 and negative line NL. Each of inverters 20-1, 20-2, and 20-3 is formed of a three-phase bridge circuit, similarly to inverter 20 shown in FIG. Inverters 20-1, 20-2, and 20-3 drive motor generators MG1, MG2, and MGR, respectively.

  In such a hybrid vehicle 100A, the gate blocking described in the first embodiment is performed for each of inverter 20-1 and motor generator MG1, inverter 20-2 and motor generator MG2, and inverter 20-3 and motor generator MGR. / Release control is applied.

  That is, the target voltage of the system voltage (voltage between the positive line PL2 and the negative line NL) is variably set in accordance with changes in the cooling water temperature of the inverter, atmospheric pressure, and a signal from the eco switch (not shown). Then, for each of inverter 20-1 and motor generator MG1, inverter 20-2 and motor generator MG2, and inverter 20-3 and motor generator MGR, gate cutoff is released based on the set target voltage. Then, a threshold value of the motor rotation speed or the vehicle speed at which zero torque control is started is set, and gate cutoff / release and zero torque control are executed using the set threshold value.

  In the above description, each of motor generators MG1, MG2, and MGR corresponds to “motor” in the present invention, and each of inverters 20-1, 20-2, and 20-3 corresponds to “drive circuit” in the present invention. Correspond.

  As described above, the same effect as in the first embodiment can also be obtained by the second modification of the first embodiment.

[Embodiment 2]
In the first embodiment, when the motor rotation speed exceeds a predetermined threshold value while the inverter gate is cut off, the gate cut is released and the zero-torque control of the motor generator is executed. However, some abnormality has occurred in the motor generator, and the gate cutoff may not be released. In that case, unintended regenerative braking can occur due to unintended regenerative power flowing.

  Therefore, in the second embodiment, in order to prevent unintended regenerative power from flowing, the upper limit speed of the vehicle is set based on the target voltage of the system voltage. As in the first embodiment, the target voltage of the system voltage is variably set in accordance with changes in parameters such as the inverter cooling water temperature, atmospheric pressure, and eco switch operation status.

  FIG. 7 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the second embodiment. Referring to FIG. 7, hybrid vehicle 100B includes inverters 20-1, 20-2, and 20-3 in place of inverter 20 in the configuration of electrically powered vehicle 100 according to the first embodiment shown in FIG. Motor generators MG1, MG2, and MGR are provided instead of motor generator MG, and a control device 30A is provided instead of control device 30. Hybrid vehicle 100B further includes an engine 80, a power split device 85, a front wheel FW, and a rear wheel RW.

  Based on signal PWI1 from control device 30A, inverter 20-1 receives the kinetic energy from engine 80 and converts the three-phase AC voltage generated by motor generator MG1 into a DC voltage, and the converted DC voltage is positive. Output to line PL2 and negative line NL. Inverter 20-1 drives motor generator MG1 based on signal PWI1 to start engine 80 when engine 80 is started.

  Inverter 20-2 converts a DC voltage between positive line PL2 and negative line NL into a three-phase AC voltage based on signal PWI2 from control device 30A, and outputs the three-phase AC voltage to motor generator MG2 to drive motor generator MG2. . Inverter 20-2 converts the regenerative power from motor generator MG2 into a DC voltage based on signal PWI2 and outputs it to positive line PL2 and negative line NL during regenerative braking of the vehicle.

  Inverter 20-3 converts a DC voltage between positive line PL2 and negative line NL into a three-phase AC voltage based on signal PWI3 from control device 30A, and outputs the three-phase AC voltage to motor generator MGR to drive motor generator MGR. . In addition, inverter 20-3 converts the regenerative power from motor generator MGR into a DC voltage based on signal PWI3 and outputs it to positive line PL2 and negative line NL during regenerative braking of the vehicle.

  Inverters 20-1, 20-2, and 20-3 receive the signals DWN1, DWN2, and DWN3 from control device 30A, respectively, and block the gates of the switching elements.

  Control device 30A receives the detected value of voltage VB from voltage sensor 52, and receives the detected value of voltage VH from voltage sensor 54. Control device 30A receives torque command values TR1 to TR3 of motor generators MG1, MG2, and MGR from a vehicle ECU (not shown). Further, control device 30A includes vehicle speed SV, motor currents I1 to I3 of motor generators MG1, MG2, and MGR, motor rotation positions θ1 to θ3, abnormality detection signals MGFLT1 to MGFLT3, inverter cooling water temperature T, and atmospheric pressure PA. A detection value is received from each sensor (not shown), and a signal EC is received from the eco switch 40. Abnormality detection signals MGFLT1 to MGFLT3 are activated, for example, when the temperature of the corresponding motor generator exceeds the upper limit temperature or a decrease in insulation is detected.

  Controller 30A generates signal PWC for driving boost converter 10 based on these signals, and outputs the generated signal PWC to boost converter 10. Based on the signal, control device 30A generates signal PWI1 for driving motor generator MG1 or signal DWN1 for blocking the gate of each switching element of inverter 20-1, and generates generated signal PWI1. Alternatively, the signal DWN1 is output to the inverter 20-1. Further, control device 30A generates signal PWI2 for driving motor generator MG2 or signal DWN2 for blocking the gate of each switching element of inverter 20-2 based on the above signal, and the generated signal PWI2 Alternatively, signal DWN2 is output to inverter 20-2. Furthermore, control device 30A generates signal PWI3 for driving motor generator MGR or signal DWN3 for blocking the gates of the switching elements of inverter 20-3 based on the signal, and generates the signal DWN3. Signal PWI3 or signal DWN3 is output to inverter 20-3.

  Other configurations of hybrid vehicle 100B are as described in FIGS. 1 and 6.

  FIG. 8 is a functional block diagram of the control device 30A shown in FIG. Referring to FIG. 8, control device 30A includes a target voltage setting unit 32, a converter control unit 34, a gate cutoff control unit 36A, an inverter control unit 38A, and an upper limit speed setting unit 39.

  When gate cutoff control unit 36A determines that an abnormality has occurred in motor generator MG1 based on abnormality detection signal MGFLT1, signal DWN1 is output to inverter 20-1 and inverter control unit 38A. When gate shutoff control unit 36A determines that an abnormality has occurred in motor generator MG2 based on abnormality detection signal MGFLT2, signal DWN2 is output to inverter 20-2, inverter control unit 38A, and upper limit speed setting unit 39. To do. When gate shutoff control unit 36A determines that an abnormality has occurred in motor generator MGR based on abnormality detection signal MGFLT3, signal DWN3 is output to inverter 20-3, inverter control unit 38A, and upper limit speed setting unit 39. To do.

  When not receiving signal DWN1, inverter control unit 38A generates signal PWI1 based on torque command value TR1, motor current I1, voltage VH, and motor rotational position θ1, and sends the generated signal PWI1 to inverter 20-1. Output. On the other hand, inverter control unit 38A stops generating signal PWI1 when receiving signal DWN1. Further, when the inverter control unit 38A does not receive the signal DWN2, the inverter control unit 38A generates the signal PWI2 based on the torque command value TR2, the motor current I2, the voltage VH, and the motor rotational position θ2, and the generated signal PWI2 is used as the inverter 20 Output to 2. On the other hand, inverter control unit 38A stops generating signal PWI2 when receiving signal DWN2. Further, when not receiving signal DWN3, inverter control unit 38A generates signal PWI3 based on torque command value TR3, motor current I3, voltage VH, and motor rotation position θ3, and uses the generated signal PWI3 as inverter 20- Output to 3. On the other hand, inverter control unit 38A stops generating signal PWI3 when receiving signal DWN3.

  Upper limit speed setting unit 39 receives target voltage from target voltage setting unit 32 when signal DWN2 is received from gate cutoff control unit 36A, that is, when inverter 20-2 corresponding to motor generator MG2 is gated off. A vehicle speed upper limit value SVLMT is set based on VHR. Upper limit speed setting unit 39 receives vehicle signal based on target voltage VHR when receiving signal DWN3 from gate cutoff control unit 36A, that is, when inverter 20-3 corresponding to motor generator MGR is gated. Is set to a speed upper limit value SVLMT.

  When receiving both signals DWN2 and DWN3, upper limit speed setting unit 39 sets the smaller one of speed upper limit value corresponding to signal DWN2 and speed upper limit value corresponding to signal DWN3 as speed upper limit value SVLMT. To do.

  When upper limit speed setting unit 39 determines that voltage sensor 54 is abnormal based on voltage VH, upper limit speed setting unit 39 sets speed upper limit value SVLMT based on voltage VB of power storage device B. This is because when the voltage sensor 54 is abnormal, the converter control unit 34 controls the switching element Q1 to be always on, and the system voltage (voltage VH) is the voltage VB of the power storage device B.

  The target voltage setting unit 32 and the converter control unit 34 are as described in FIG.

  FIG. 9 is a flowchart for illustrating a control structure for setting an upper limit speed by control device 30A shown in FIG. The process shown in this flowchart is also called and executed from the main routine at regular intervals.

  Referring to FIG. 9, control device 30A obtains inverter cooling water temperature T, atmospheric pressure PA, and signal EC from eco switch 40 (step S210). Next, control device 30A determines whether or not switching element Q1 (upper arm) of boost converter 10 is controlled to be always on (step S220). As described above, when voltage sensor 54 is determined to be abnormal based on voltage VH, switching element Q1 is controlled to be always on (switching element Q2 is always off).

  If it is determined that switching element Q1 is not always controlled to be on (NO in step S220), control device 30A determines the target voltage of the system voltage (voltage VH) based on each signal acquired in step S210. VHR is variably set (step S230). Specifically, as described above, the target voltage setting unit 32 variably sets the target voltage VHR according to changes in the inverter cooling water temperature T, the atmospheric pressure PA, and the signal EC from the eco switch 40. On the other hand, if it is determined in step S220 that switching element Q1 (upper arm) is always controlled to be on (YES in step S220), the process proceeds to step S240.

  Next, control device 30A determines whether or not an abnormality has occurred in motor generators MG2 and MGR based on abnormality detection signals MGFLT2 and MGFLT3. When it is determined that an abnormality has occurred in at least one of motor generators MG2 and MGR (YES in step S240), control device 30A provides signal DWN corresponding to the inverter corresponding to the motor generator determined to be abnormal. And the gate of each switching element of the inverter is shut off (step S250).

  Next, control device 30A determines again whether switching element Q1 (upper arm) of boost converter 10 is controlled to be always on (step S260). Then, when it is determined that switching element Q1 is not always controlled to be on (NO in step S260), control device 30A determines vehicle speed upper limit value SVLMT based on target voltage VHR set in step S230. Setting is made (step S270).

  On the other hand, when it is determined in step S260 that switching element Q1 (upper arm) is always controlled to be on (YES in step S260), system voltage (voltage VH) is voltage VB of power storage device B. Thus, control device 30A sets speed upper limit value SVLMT based on voltage VB of power storage device B (step S280).

  If it is determined in step S240 that both motor generators MG2 and MGR are normal (NO in step S240), control device 30A shifts the process to step S290.

  In the second embodiment, when an abnormality occurs in motor generator MGR that outputs driving force to rear wheel RW, the gates of the switching elements of inverter 20-3 that drives motor generator MGR are cut off. On the other hand, even if inverter 20-3 is gate-cut off, hybrid vehicle 100B can travel using engine 80 and motor generator MG2 (FF traveling). When the vehicle speed increases, the counter electromotive force generated in motor generator MGR flows as regenerative power to positive line PL2 and negative line NL, and an unintended braking torque is generated. In the second embodiment, this is prevented. Therefore, the upper limit speed of the vehicle is set.

  Similarly, when an abnormality occurs in motor generator MG2 that outputs driving force to front wheel FW, the gates of the switching elements of inverter 20-2 that drives motor generator MG2 are cut off. On the other hand, even if inverter 20-2 is gate-cut off, hybrid vehicle 100B can travel using engine 80 (engine direct travel). Also in this case, when the vehicle speed increases, the counter electromotive force generated in the motor generator MG2 flows as regenerative power to the positive line PL2 and the negative line NL, and an unintended braking torque is generated. In order to prevent this, The upper speed limit of the vehicle is set.

  On the other hand, whether or not regenerative power flows from motor generator MGR and / or MG2 while the gates of inverters 20-3 and / or 20-2 are shut off occurs in system voltage (voltage VH) and motor generators MGR and / or MG2. It depends on the relationship with the induced voltage. That is, when the induced voltage generated in motor generator MGR and / or MG2 increases as the vehicle speed increases and exceeds the system voltage (voltage VH), regeneration from motor generator MGR and / or MG2 to positive line PL2 and negative line NL is performed. Electric power flows.

  Here, in the second embodiment, the target voltage VHR of the system voltage (voltage VH) is variably set in accordance with changes in parameters such as the inverter cooling water temperature T, the atmospheric pressure PA, and the operating state of the eco switch 40. In the second embodiment, the vehicle speed upper limit value SVLMT is set based on the variably set target voltage VHR.

  In the above, when at least one of motor generators MG2 and MGR is abnormal, the gate of the inverter corresponding to the abnormal motor generator is shut off, and the vehicle speed upper limit is set based on target voltage VHR or voltage VB of power storage device B. The value is set, but even when an abnormality occurs in at least one of the inverters 20-2 and 20-3 and the gate is shut off in the abnormal inverter, the target voltage VHR or the voltage of the power storage device B is also set. The vehicle speed upper limit may be set based on VB.

  In the above, engine 80 and motor generator MG2 form a “power output device” in the present invention, and motor generator MGR corresponds to “electric motor” in the present invention. In this case, inverter 20-3 corresponds to the “drive circuit” in the present invention.

  Motor generator MG2 may also correspond to the “motor” in the present invention. At this time, engine 80 corresponds to the “power output device” in the present invention, and inverter 20-2 corresponds to the “drive circuit” in the present invention.

  As described above, in the second embodiment, when an abnormality occurs in at least one of motor generators MG2 and MGR or at least one of inverters 20-2 and 20-3, an inverter corresponding to the abnormal motor generator or an abnormality The inverter gate is shut off. Then, a vehicle speed upper limit value SVLMT is set so that regenerative power does not flow from the motor generator corresponding to the inverter whose gate is cut off.

  On the other hand, the target voltage VHR is variably set according to changes in parameters such as the inverter cooling water temperature T, the atmospheric pressure PA, and the signal EC from the eco switch 40. Then, the speed upper limit value SVLMT is set based on the variably set target voltage VHR. Thereby, it is possible to avoid regenerative power from flowing from the motor generator to the positive line PL2 and the negative line NL via the inverter because the system voltage (voltage VH) is lowered in accordance with the change of the parameter. Therefore, according to the second embodiment, it is possible to prevent unintended regenerative braking from occurring due to the back electromotive force generated by the motor generator flowing as regenerative power while the gates of the switching elements of the inverter are shut off. .

  In the second modification and the second embodiment of the first embodiment described above, a series / parallel type hybrid vehicle in which the power of the engine 80 can be divided and transmitted to the axle and the motor generator MG1 by the power split device 85. In the present invention, the engine 80 is used only to drive the motor generator MG1, and the so-called series type hybrid vehicle that generates the driving force of the vehicle only by the motor generator MG2 or the engine as a main power is required. The present invention can also be applied to a motor-assisted hybrid vehicle in which a motor assists according to the above.

  Further, the scope of application of the present invention is not limited to the hybrid vehicle as described above, but an electric vehicle not equipped with an engine, or a fuel equipped with a fuel cell (Fuel Cell) that generates electric energy using fuel. It can also be applied to electric vehicles such as battery cars.

  In the above description, the control in the control devices 30 and 30A is actually performed by a CPU (Central Processing Unit), and the CPU stores a program including each step of the flowcharts shown in FIGS. Read Only Memory) is executed, the read program is executed, and processing is executed according to the flowcharts shown in FIGS. Therefore, the ROM corresponds to a computer (CPU) readable recording medium in which a program having the steps of the flowcharts shown in FIGS.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is an overall block diagram of an electric vehicle according to an embodiment of the present invention. It is a functional block diagram of the control apparatus shown in FIG. FIG. 3 is a detailed functional block diagram of a target voltage setting unit shown in FIG. 2. 3 is a flowchart for explaining a control structure of gate cutoff / release by the control device shown in FIG. 1. 7 is a flowchart for illustrating a control structure for gate cutoff / release by a control device according to a modification of the first embodiment. FIG. 10 is a diagram showing a power train configuration of a hybrid vehicle shown as an example of an electric vehicle according to a second modification of the first embodiment. FIG. 6 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to a second embodiment. It is a functional block diagram of the control apparatus shown in FIG. It is a flowchart for demonstrating the control structure of the upper limit speed setting by the control apparatus shown in FIG.

Explanation of symbols

  10 boost converter, 20, 20-1, 20-2, 20-3 inverter, 22 U-phase arm, 24 V-phase arm, 26 W-phase arm, 30, 30A control device, 32 target voltage setting unit, 34 converter control unit 36, 36A Gate cutoff control unit, 38, 38A inverter control unit, 39 upper limit speed setting unit, 40 eco switch, 52, 54 voltage sensor, 62 first setting unit, 64 second setting unit, 66 third setting unit, 68, 74 Minimum value selection unit, 70, 72 Rate limit processing unit, 80 engine, 85 power split device, 100 electric vehicle, 100A, 100B hybrid vehicle, B power storage device, C1, C2 capacitor, MG, MG1, MG2, MGR Motor generator, DW wheel, FW front wheel, RW rear wheel, PL1, PL2 positive line, NL negative Line, L reactor, Q1 to Q8 switching element, D1 to D8 diode.

Claims (11)

An electric vehicle,
A power output device configured to output power for traveling; and
An electric motor that generates a back electromotive force accompanying traveling;
A drive circuit configured to be able to drive the electric motor by switching control of a switching element;
A chargeable / dischargeable power storage device;
A voltage regulator provided between the power storage device and the drive circuit and configured to be able to adjust a voltage of a power line for transferring power to and from the drive circuit to a target voltage;
A target voltage setting unit that variably sets the target voltage according to a change in a predetermined parameter;
The target that is variably set by the target voltage setting unit when the gate of the switching element is cut off by detecting an abnormality of the electric motor during traveling using the power output from the power output device. An electric vehicle comprising: an upper limit speed setting unit that sets a speed upper limit value of the electric vehicle based on the voltage. The electric vehicle according to claim 1 , wherein the upper limit speed setting unit decreases the speed upper limit value in accordance with a decrease in the target voltage. The power output device is connected to a drive shaft of one of the front wheels and the rear wheels,
The electric motor is connected to the other drive shaft different from the power output device,
The electric vehicle according to claim 1 , wherein the upper limit speed setting unit sets a speed upper limit value of the electric vehicle based on the target voltage when one of the electric motor and the drive circuit is abnormal. The power output device includes an internal combustion engine capable of outputting power to the drive shaft of either one of the front wheels and the rear wheels,
The electric motor is coupled to the drive shaft;
The electric vehicle according to claim 1 , wherein the upper limit speed setting unit sets a speed upper limit value of the electric vehicle based on the target voltage when one of the electric motor and the drive circuit is abnormal. The upper speed limit setting unit, when the voltage of the power line by the voltage regulator is controlled to the voltage of the electric storage device, to set the speed upper limit of the electric vehicle based on the voltage of the electric storage device, according to claim The electric vehicle according to 1 . An electric vehicle control method comprising:
The electric vehicle is
A power output device configured to output power for traveling; and
An electric motor that generates a back electromotive force accompanying traveling;
A drive circuit configured to be able to drive the electric motor by switching control of a switching element;
A chargeable / dischargeable power storage device;
A voltage regulator provided between the power storage device and the drive circuit, and configured to be able to adjust a voltage of a power line for transferring power to and from the drive circuit to a target voltage;
The control method is:
Variably setting the target voltage according to a change in a predetermined parameter;
When the gate of the switching element is interrupted by the motor abnormality is detected during running of using the power output from the power output device, the based on the target voltage to be variable set A method for controlling the electric vehicle, comprising: setting a speed upper limit value of the electric vehicle. The method for controlling an electric vehicle according to claim 6 , wherein, in the step of setting the speed upper limit value, the speed upper limit value is decreased in accordance with a decrease in the target voltage. The power output device is connected to a drive shaft of one of the front wheels and the rear wheels,
The electric motor is connected to the other drive shaft different from the power output device,
The said control method further includes the step which sets the speed upper limit of the said electric vehicle based on the said target voltage at the time of abnormality of either the said electric motor or the said drive circuit, The control of the electric vehicle of Claim 6 Method. The power output device includes an internal combustion engine capable of outputting power to the drive shaft of either one of the front wheels and the rear wheels,
The electric motor is coupled to the drive shaft;
The said control method further includes the step which sets the speed upper limit of the said electric vehicle based on the said target voltage at the time of abnormality of either the said electric motor or the said drive circuit, The control of the electric vehicle of Claim 6 Method. The control method further includes a step of setting a speed upper limit value of the electric vehicle based on the voltage of the power storage device when the voltage of the power line is controlled to the voltage of the power storage device by the voltage regulator. The method for controlling an electric vehicle according to claim 6 . The computer-readable recording medium which recorded the program for making a computer perform the control method of the electric vehicle of any one of Claim 6 to 10 .

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