JP5668869B2 - VEHICLE DRIVE CONTROL DEVICE AND VEHICLE DRIVE CONTROL METHOD - Google Patents

Description

  The present invention relates to a vehicle drive control device and a vehicle drive control method.

  In the prior art described in Patent Document 1, the main drive wheel is driven by the engine, and the auxiliary drive wheel can be driven by the motor. The motor field current is determined by the number of revolutions of the motor, the number of revolutions of the generator, It is determined by the motor temperature and the generator temperature.

JP 2007-230313 A

By the way, when the motor is driven by the power generated by the generator, it is not possible to generate a motor torque that exceeds the power generation capacity of the generator, but in the maximum torque output region of the motor, the motor torque is increased by increasing the field current of the motor. Output can be increased. However, if the field current of the motor is excessively increased, there is a possibility that the voltage of the in-vehicle battery is lowered and troubles other electrical equipment.
The subject of this invention is aiming at the output increase of a motor torque, without causing trouble to other electrical equipment.

  A vehicle drive control device according to an aspect of the present invention drives a main drive wheel with an engine, drives an auxiliary drive wheel with a motor, obtains engine power, and generates power with a generator. When the motor threshold is lower than the engine threshold and the engine speed is higher than the engine threshold, the power supplied to the motor generated by the generator is increased.

  According to the present invention, when the engine speed is equal to or greater than the engine threshold, it is determined that the power generation capability of the generator driven by the engine is sufficient, and the power supplied to the motor is increased. As a result, the power supplied to the motor is increased within a range where the voltage of the in-vehicle battery does not drop and interfere with other electrical equipment.

It is a schematic block diagram of this embodiment. It is a block diagram of the arithmetic processing performed with a 4WD controller. It is a block diagram of target motor torque calculation part 24A. It is a block diagram of power generation control part 24C. 4 is a block diagram of a control processing unit 43. FIG. It is a block diagram of motor control part 24D. It is a flowchart which shows an example of the field current setting process in 1st Embodiment. It is the figure explaining the relationship between the motor rotation speed Nm and the field current Im. It is a time chart which shows a comparative example. It is a time chart in the case of restrict | limiting field current Im with normal maximum value B1. It is a time chart in the case of increasing the field current Im to the conditional maximum value A1. It is a flowchart which shows another example of the field current setting process in 1st Embodiment. It is a time chart which shows the effect | action of another example. It is a flowchart which shows the field current setting process of 2nd Embodiment. It is a time chart which shows the effect | action of 2nd Embodiment. It is a flowchart which shows the field current setting process of 3rd Embodiment. It is a time chart which shows the effect | action of 3rd Embodiment. It is a flowchart which shows the field current setting process of 4th Embodiment. It is a time chart which shows the effect | action of 4th Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< First Embodiment >>
"Constitution"
Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a vehicle.
In this embodiment, the front wheels 1FL and 1FR are main drive wheels driven by the engine 2 (internal combustion engine), and the rear wheels 1RL and 1RR are auxiliary drive wheels that can be driven by the electric motor 3 (electric motor). It is a wheel drive vehicle. The electric motor 3 is a field winding type motor.

  The driving force of the engine 2 is transmitted to the front wheels 1FL and 1FR via the automatic transmission 4 having a torque converter and the differential gear 5 in order, and is also transmitted to the generator 7 (generator) via the V-belt 6. . The generator 7 generates electric power using the power transmitted via the V-belt 6, and the generated electric power is transmitted through the power cable 8 and converted from direct current to alternating current by a pulse width modulation (PWM) inverter 9. It is supplied to the electric motor 3. The driving force of the electric motor 3 is transmitted to the rear wheels 1RL and 1RR via the speed reducer 10, the electromagnetic clutch 11, and the differential gear 12 in this order.

  The V-belt 6 is, for example, a serpentine-type V-ribbed that drives a plurality of auxiliary machines with a single belt, and transmits the power of the engine 2 to the alternator 15. The alternator 15 generates power using the power transmitted via the V belt 6, and the generated power is charged in the battery 16. The battery 16 supplies electric power to various electrical equipment mounted on the vehicle. The serpentine is meandering, and is zigzag between a plurality of pulleys while ensuring a necessary winding angle. The belt tension adjustment is, for example, an adjustment bolt method or an auto tensioner method.

  The output of the engine 2 is controlled by the engine controller 20. The engine controller 20 controls the output of the engine 2 by adjusting the rotation angle of the throttle motor 23 connected to the throttle valve 22 in accordance with the accelerator opening Acc detected by the accelerator sensor 21.

  The output voltage of the generator 7 is controlled by the 4WD controller 24. The 4WD controller 24 controls the output voltage Vg of the generator 7 by adjusting the field current Ig via an IC regulator built in the generator 7. As a circuit power source of the IC regulator, a 14V battery 25 of the vehicle is used, the battery voltage Vb is used when the output voltage Vg of the generator 7 is less than the battery voltage Vb, and the output voltage Vg when the output voltage Vg is equal to or higher than the battery voltage Vb. May be used. Further, the battery voltage Vb may be always used.

  In addition, a junction box 26 provided in the middle of the power cable 8 includes a main relay that turns ON / OFF the power supply to the electric motor 3 in response to a relay control command from the 4WD controller 24, an energization current Ia, and a generator voltage. A current sensor and a voltage detection circuit for monitoring Vg and the motor induced voltage Vm by the 4WD controller 24 are incorporated.

  The output of the electric motor 3 is controlled by the 4WD controller 24. The 4WD controller 24 controls the output of the electric motor 3 by adjusting the duty ratio of the switching element built in the inverter 9 and adjusting the field current Im of the electric motor 3. The electric motor 3 is provided with a motor rotation sensor and a thermistor for monitoring the motor rotation speed Nm and the motor temperature with the 4WD controller 24.

The electromagnetic clutch 11 is controlled in power transmission from the electric motor 3 to the rear wheels 1RL and 1RR by controlling the energization of the excitation current in accordance with the clutch control command from the 4WD controller 24.
The 4WD controller 24 includes an engine rotation sensor that detects the engine speed Ne, an accelerator sensor that detects the accelerator opening Acc, and wheel speed sensors 27FL to 27RR that detect the wheel speeds Vw _{FL to} Vw _RR. A signal is also input.

FIG. 2 is a block diagram of arithmetic processing executed by the 4WD controller 24.
The 4WD controller 24 includes a target motor torque calculator 24A, a motor required power calculator 24B, a power generation controller 24C, and a motor controller 24D. Although the detailed description of the control of the main relay and the electromagnetic clutch 11 is omitted, the 4WD controller 24 outputs a relay control command to the main relay to drive the electric motor 3 when the electric motor 3 is driven and controlled. And the clutch 10 is controlled to be engaged by outputting a clutch control command to the electromagnetic clutch 11.

First, calculation processing executed by the target motor torque calculation unit 24A will be described.
FIG. 3 is a block diagram of the target motor torque calculator 24A.
In slip speed calculating section 30 calculates the slip speed [Delta] V _F of the front wheels 1FL · 1FR. The slip speed [Delta] V _F, for example, as shown in the following formula (1), from an average wheel speed of the front wheels 1FL · 1FR, calculated by subtracting the average wheel speed of the rear wheels 1RL · 1RR.
ΔV _F = (Vw _FL + Vw _FR ) / 2− (Vw _RL + Vw _RR ) / 2
……… (1)

In the first motor torque calculation unit 31, with reference to the control map in FIG calculates the first motor torque Tm1 in accordance with the slip speed [Delta] V _F. Here, the control map, the slip on the horizontal axis velocity [Delta] V _F, the vertical axis and the first motor torque Tm1, the slip speed [Delta] V _F is increased, the first motor torque Tm1 is set so as to increase accordingly Yes.
On the other hand, the vehicle speed calculation unit 32 calculates the vehicle speed V according to the selected low value of the wheel speeds Vw _{FL to} Vw _RR and the total driving force F of the vehicle. Here, the total driving force F is obtained by the sum of the front wheel driving force estimated from the torque converter slip ratio and the rear wheel driving force estimated from the target motor torque Tm ^* .

  The second motor torque calculator 33 calculates the second motor torque Tm2 according to the vehicle speed V and the accelerator opening Acc with reference to the control map in the figure. Here, in the control map, the horizontal axis is the accelerator opening Acc, the vertical axis is the second motor torque Tm2, and when the accelerator opening Acc increases, the second motor torque Tm2 increases accordingly, and the vehicle speed V The second motor torque Tm2 is set to be smaller as the value is higher.

Then, the target motor torque calculation unit 34 uses the rear wheel speeds Vw _RL and Vw _RR and the vehicle speed V to select the high values of the first motor torque Tm1 and the second motor torque Tm2, and the rear wheels 1RL and 1RR. To a value that suppresses the acceleration slip (known traction control), and a final target motor torque Tm ^* is calculated.

Next, calculation processing executed by the motor required power calculation unit 24B will be described.
Here, the required motor power Pm ^* required for the electric motor 3 is calculated according to the target motor torque Tm ^* and the motor rotational speed Nm, as shown in the following equation (2).
Pm ^* = Tm ^* × Nm (2)

Next, calculation processing executed by the power generation control unit 24C will be described.
FIG. 4 is a block diagram of the power generation control unit 24C.
The target power calculation unit 40 calculates the target power Pg ^* to be output by the generator 7 according to the required motor power Pm ^* and the motor efficiency ηm as shown in the following equation (3).
Pg ^* = Pm ^* / ηm (3)

The limit value calculation unit 41 calculates limit values PL1 and PL2 for the output power.
Here, the limit value PL1 is an upper limit value that can suppress the belt slip of the V belt 6, and as shown in the following equation (4), the torque upper limit value TL that can be transmitted by the V belt 6, the generator rotational speed Ng, It is calculated according to the generator efficiency ηg.
PL1 = TL × Ng × ηg (4)

The limit value PL2 is an upper limit value that can suppress engine stall or drivability deterioration due to overload of the engine 2, and may be calculated according to the engine speed Ne or may be a predetermined value.
The final target power calculation unit 42 calculates the value selected by the target power Pg ^* and the limit values PL1 and PL2 as the final target power Pg ^* .
The control processing unit 43 controls the field current Ig of the generator 7 so that the generator 7 outputs the target power Pg ^* .

FIG. 5 is a block diagram of the control processing unit 43.
Here, the field current Ig is controlled by feedback control so that the target power Pg ^* matches the actual output power Pg.
That is, the output power calculation unit 43a calculates the actual output power Pg (= Vg × Ia) by multiplying the generator voltage Vg and the energization current Ia.
Then, the target field current calculation unit 43b calculates a target field current Ig ^* such that the deviation ΔPg between the actual output power Pg and the target power Pg ^* is zero.
Then, in the field current control unit 44c, the field current Ig flowing through the rotor coil 7a is passed through the IC regulator so that the deviation ΔIg between the actual field current Ig and the target field current Ig ^* becomes zero. Control. The actual field current Ig is detected by a current sensor.

Next, arithmetic processing executed by the motor control unit 24D will be described.
FIG. 6 is a block diagram of the motor control unit 24.
Here, known vector control is performed according to the target motor torque Tm ^* and the motor rotation speed Nm, and the duty ratio of the switching element built in the inverter 9 is adjusted so that the target motor torque Tm ^* is output. .
Further, the motor control unit 24D performs a field current setting process to adjust the field current Im of the electric motor 3.

FIG. 7 is a flowchart illustrating an example of a field current setting process in the first embodiment.
In step S101, it is determined whether there is a rear wheel drive request. For example, it is determined that there is a rear wheel drive request when the above-described target motor torque Tm ^* becomes greater than 0 due to an increase in the accelerator opening. Here, when there is a rear wheel drive request, the process proceeds to step S102 in order to flow the field current Im to the electric motor 3. On the other hand, when there is no rear wheel drive request, the process returns to the predetermined main program as it is.

  In step S102, it is determined whether or not the motor rotation speed Nm is larger than a preset motor threshold C1. Here, when the determination result is Nm> C1, it is determined that the motor rotation speed Nm exceeds the motor maximum torque region, and the process proceeds to step S103. On the other hand, when the determination result is Nm ≦ C1, it is determined that the motor rotational speed Nm is within the motor maximum torque region, and the process proceeds to step S104.

  In step S103, referring to the control map in the figure, the field current Im of the electric motor 3 is calculated according to the motor rotation speed Nm, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im maintains the normal maximum value B1 when the motor rotation speed Nm is smaller than the preset motor threshold C1. When the motor rotation speed Nm is larger than the motor threshold C1, the field current Im is set to be smaller than the normal maximum value B1, and the field current Im is set to be smaller as the motor rotation speed Nm is larger. .

FIG. 8 is a diagram for explaining the relationship between the motor rotation speed Nm and the field current Im.
(A) in the figure shows the relationship between the motor rotation speed Nm and the field current Im, and (b) shows the relationship between the motor rotation speed Nm and the motor torque Tm.
As shown in FIG. 8B, the electric motor 3 has a motor torque Tm that increases as the motor rotational speed Nm decreases. When the motor rotational speed Nm is in the range from 0 to C1, the motor torque Tm is maximum. Maintain the value Tm _MAX . Here, the largest value C1 in the region where the motor torque Tm maintains the maximum value Tm _MAX at the motor rotation speed Nm is set as the motor threshold C1. The relationship between the motor rotational speed Nm and the field current Im corresponds to the relationship between the motor rotational speed Nm and the motor torque Tm. That is, the lower the motor rotation speed Nm, the larger the field current Im. When the motor rotation speed Nm is in the motor maximum torque range from 0 to C1, the field current Im maintains the normal maximum value B1.

  In step S104, it is determined whether or not the engine speed Ne is smaller than a preset engine threshold A1. The engine threshold value A1 corresponds to an engine speed Ne at which the alternator 15 can generate enough power so that the voltage of the battery 16 does not decrease even when the field current Im of the electric motor 3 is increased. Here, when the determination result is Ne <A1, it is determined that the generated power of the alternator 15 is not sufficient, and the process proceeds to step S103. On the other hand, when the determination result is Ne ≧ A1, it is determined that the generated power of the alternator 15 is sufficient, and the process proceeds to step S105.

  In step S105, the control map in the figure is referred to, the field current Im of the electric motor 3 is calculated according to the engine speed Ne, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im maintains a conditional maximum value B4 larger than the normal maximum value B1 when the engine speed Ne is larger than the aforementioned engine threshold value A1.

  As shown in FIG. 8A, when the motor rotation speed Nm is equal to or less than the motor threshold C1, that is, in the motor maximum torque region, if the field current Im is increased from the normal maximum value B1, As shown in FIG. 8B, the motor torque Tm can be further increased. Thus, the acceleration performance of the vehicle can be improved by increasing the field current Im conditionally above the normal maximum value B1.

Next, an outline of four-wheel drive traveling will be described.
It is assumed that the front wheels 1FL and 1FR driven by the engine 2 have accelerated and slipped due to a large depression of the accelerator pedal or a low friction coefficient of the road surface such as a rainy road, a snowy road, and a frozen road.
At this time, the target motor torque Tm ^* is calculated with an increase in growth and the accelerator opening Acc of the front wheel slip speed [Delta] V _F, with power generation of the generator 7 is started in response to this, powering the start of the electric motor 3 Is done. Thus, by converting the rotational energy lost by the acceleration slip into electric energy, the output of the engine 2 is suppressed, and the acceleration slip of the front wheels 1FL and 1FR can be suppressed.

In addition, by supplying the electric power generated by the generator 7 to the electric motor 3 and driving the rear wheels 1RL and 1RR by the electric motor 3, that is, in a four-wheel drive state, not only energy efficiency is improved, Smooth and stable starting performance and running performance can be exhibited.
Moreover, to calculate the required power Pm required for the electric motor 3 ^*, calculates the required power Pm ^* target power generator 7 to be output from the Pg ^*, and the target power Pg ^* is the actual output power Pg Since the field current Ig of the generator 7 is controlled so as to match, the generator 7 can accurately supply the necessary electric power Pm ^* required for the electric motor 3 and accurately output the target motor torque Tm ^*. be able to.

Further, the field current Ig of the generator 7 is detected by a current sensor, and feedback control is performed so that the actual field current Ig follows the target field current Ig ^* , so that the output power Pg can be reliably set to the target power Pg ^*. Can be followed.
In the present embodiment, the case where the electric motor 3 is driven when the front wheels 1FL and 1FR are slipping at acceleration has been described. However, the present invention is not limited to this, and the front wheels 1FL and 1FR are in a grip state. Alternatively, the electric motor 3 may be driven simply according to the accelerator opening Acc of the driver.

Further, in the present embodiment, it calculates the first motor torque Tm1 in accordance with the front wheel slip rate [Delta] V _F, but is not limited thereto. In short, since the first motor torque Tm1 may be calculated according to the slip tendency of the front wheels 1FL and 1FR, for example, the first motor torque Tm1 may be calculated according to the wheel acceleration and the slip ratio of the front wheels 1FL and 1FR. .
In the present embodiment, the front wheels 1FL and 1FR are the main drive wheels that are driven by the engine 2, and the rear wheels 1RL and 1RR are auxiliary drive wheels that can be driven by the electric motor 3. However, the present invention is not limited to this. The rear wheels 1RL and 1RR may be main driving wheels, and the front wheels 1FL and 1FR may be auxiliary driving wheels.

In the present embodiment, a single-motor power train (power transmission system) that drives the rear wheels 1RL and 1RR with a single electric motor 3 is employed, but the present invention is not limited to this. For example, you may employ | adopt the 2 motor system which drives each wheel with two electric motors, and the in-wheel motor system which has arrange | positioned the motor unsprung (wheel side with respect to the vehicle body side).
In this embodiment, an AC motor is used for the electric motor 3, but a DC motor may be used.
Furthermore, in the present embodiment, the present invention is applied to a four-wheel vehicle, but may be applied to a two-wheel vehicle, a three-wheel vehicle, or a vehicle having five or more wheels.

<Action>
Next, the operation of this embodiment will be described.
As described above, when the motor rotation speed Nm is equal to or less than the motor threshold C1, that is, in the motor maximum torque region, increasing the field current Im beyond the normal maximum value B1 further increases the motor torque Tm. Can do. Therefore, if the field current Im is increased according to the acceleration request from the driver, the acceleration performance of the vehicle is improved. However, the field current Im of the electric motor 3 is not increased unconditionally.

The reason will be described based on a comparative example.
FIG. 9 is a time chart showing a comparative example.
It is assumed that the vehicle is stopped and the driver starts to depress the accelerator pedal. At the time of such a start, since the motor rotational speed Nm is in the motor maximum torque region (determination in S102 is “No”), if the field current Im of the electric motor 3 is increased, the output torque of the electric motor 3 is further increased. The vehicle start performance is increased. However, if the field current Im of the electric motor 3 is excessively increased, the voltage of the battery 16 is lowered, which may interfere with other electrical equipment. For this reason, even if the motor rotation speed Nm is equal to or less than the motor threshold C1, the field current Im of the electric motor 3 is not unconditionally increased.
Therefore, the present embodiment increases the output torque of the electric motor 3 within a range that does not interfere with other electrical equipment.

FIG. 10 is a time chart when the field current Im is limited to the normal maximum value B1.
When the driver starts depressing the accelerator pedal from the stop state, the motor rotation speed Nm is in the motor maximum torque region (determination in S102 is “No”). However, since the engine speed Ne is smaller than the engine threshold value A1 (determination in S104 is “No”), it is determined that the generated power of the alternator 15 is not sufficient, and the field current Im is limited to the normal maximum value B1. (S103). Thus, since it is prohibited to increase the field current Im above the normal maximum value B1, it is possible to suppress the voltage of the battery 16 from being lowered and causing trouble to other electrical equipment.

FIG. 11 is a time chart when the field current Im is increased to the conditional maximum value A1.
When the driver starts depressing the accelerator pedal from the stop state (determination in S101 is “Yes”), the motor rotation speed Nm is in the motor maximum torque region (determination in S102 is “No”). While the engine speed Ne is smaller than the engine threshold value A1 (determination in S104 is “Yes”), the field current Im is limited to the normal maximum value B1. Thereafter, when the engine speed Ne becomes larger than the engine threshold value A1 (determination in S104 is “No”), it is determined that the generated power of the alternator 15 is sufficient, and the field current Im is increased to the conditional maximum value A1. Increase (S105). In this way, by increasing the field current Im to the conditional maximum value A1 that is larger than the normal maximum value B1, the voltage of the battery 16 is lowered, and the other electric equipment is not affected, and the electric motor 3 The output torque is further increased, and the vehicle start performance is improved.
It should be noted that other processes may be substituted or processing procedures may be replaced without departing from the spirit of the present embodiment.

<< Modification 1 >>
In this embodiment, when the engine speed Ne is smaller than the engine threshold value A1, the field current Im is set to the normal maximum value B1, and when the engine speed Ne is larger than the engine threshold value A1, the field current Im is set to the conditional maximum. The value is increased to A1. That is, the field current Im is changed in two stages, but the present invention is not limited to this, and the field current Im may be changed more finely in multiple stages.

FIG. 12 is a flowchart illustrating another example of the field current setting process in the first embodiment.
Since the same processing is executed except that the processing in steps S104 and S105 described above is changed, only the changed processing will be described.
In step S104, it is determined whether the engine speed Ne is smaller than a preset engine threshold A3. The engine threshold value A3 is smaller than the engine threshold value A1 described above, and the alternator 15 has sufficient power so that the voltage of the battery 16 does not decrease even when the field current Im of the electric motor 3 is increased. Is equivalent to an engine speed Ne that can generate power. Here, when the determination result is Ne <A3, it is determined that the generated power of the alternator 15 is not sufficient, and the process proceeds to step S103. On the other hand, when the determination result is Ne ≧ A3, it is determined that the generated power of the alternator 15 is sufficient, and the process proceeds to step S105.

  In step S105, the control map in the figure is referred to, the field current Im of the electric motor 3 is calculated according to the engine speed Ne, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im increases as the engine speed Ne increases. Specifically, when the engine speed Ne is in the range of A3 to A2, the field current Im is set to maintain a conditional maximum value B2 that is larger than the normal maximum value B1. Further, when the engine speed Ne is in the range of A2 to A1, the field current Im is set to maintain a conditional maximum value B3 larger than the normal maximum value B2. Further, when the engine speed Ne is larger than A1, the field current Im is set to maintain a conditional maximum value B4 that is larger than the normal maximum value B3. Here, the magnitude relationship between the engine thresholds is A3 <A2 <A1, and the magnitude relationship between the conditional maximum values is B1 <B2 <B3 <B4.

FIG. 13 is a time chart showing the operation of another example.
Thus, the field current Im can be set finely by changing the field current Im in multiple stages according to the engine speed Ne. That is, the optimal field current Im without excess or deficiency can be supplied to the electric motor 3, and the acceleration performance of the vehicle can be further improved. Of course, the field current Im may be linearly changed steplessly according to the engine speed Ne.

<< Modification 2 >>
In the present embodiment, for convenience, the field current Im is set to B1 when the engine speed Ne is smaller than the engine threshold value A1, and the field current Im is set only when the engine speed Ne is larger than the engine threshold value A1. Is set to B4, but is not limited to this. Conversely, when the engine speed Ne is larger than the engine threshold value A1, the field current Im is set to B4 in the normal state, and the field current Im is set to B1 only when the engine speed Ne is smaller than the engine threshold value A1. May be.

《Application example》
In the present embodiment, the electric motor 3 is a field winding type motor and the field current Im for the electric motor 3 is increased. However, the present invention is not limited to this. For example, even if it is not a field winding type motor, if the hybrid vehicle is equipped with a high voltage battery capable of increasing the power supplied from the generator 7 or charging the power supplied from the generator 7, the high voltage The output of the electric motor 3 may be increased by increasing the power supplied from the battery.

  Of course, even if it is a field winding type motor, if it is a hybrid vehicle equipped with a high voltage battery capable of charging the power supplied from the generator 7, power is supplied in two systems from the generator 7 and the high voltage battery. While performing, you may increase the output of the electric motor 3 by increasing the electric power supplied to the electric motor 3 from a high voltage battery.

  From the above, the front wheels 1FL and 1FR correspond to the “main drive wheels”, the rear wheels 1RL and 1RR correspond to the “auxiliary drive wheels”, and the processes in steps S102 to S105 correspond to the “motor drive control unit”. Further, the motor threshold C1 corresponds to the “motor threshold”, the engine threshold A1 corresponds to the “engine threshold” in FIGS. 7, 10, and 11, and the engine threshold in FIGS. A3 corresponds to the “engine threshold”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) According to the vehicle drive control device of the present embodiment, the front wheels 1FL and 1FR are driven by the engine 2 and the rear wheels are driven by the electric motor 3. Then, when the motor rotation speed Nm is equal to or less than the motor threshold C1, and the engine rotation speed Ne is equal to or greater than the engine threshold A1, the power supplied to the electric motor 3 is increased.
Thus, only when the power generation capacity of the alternator 15 is sufficient, by increasing the power supplied to the electric motor 3, the voltage of the battery 16 does not decrease and does not interfere with other electrical equipment. The electric power supplied to the motor can be increased.

(2) According to the vehicle drive control device of the present embodiment, the field current Im of the electric motor 3 is increased.
Thus, by increasing the field current Im of the electric motor 3, the output torque of the electric motor 3 can be increased and the acceleration performance of the vehicle can be improved.
(3) According to the vehicle drive control device of the present embodiment, the power supplied to the electric motor 3 is increased as the engine speed Ne is higher.
Thus, by increasing the power supplied to the electric motor 3 as the engine speed Ne is higher, it is possible to supply power to the electric motor 3 without excess or deficiency and improve the acceleration performance of the vehicle.

(4) According to the vehicle drive control method of the present embodiment, the front wheels 1FL and 1FR are driven by the engine 2 and the rear wheels are driven by the electric motor 3. Then, when the motor rotation speed Nm is equal to or less than the motor threshold C1, and the engine rotation speed Ne is equal to or greater than the engine threshold A1, the power supplied to the electric motor 3 is increased.
Thus, only when the power generation capacity of the alternator 15 is sufficient, by increasing the power supplied to the electric motor 3, the voltage of the battery 16 does not decrease and does not interfere with other electrical equipment. The electric power supplied to the motor can be increased.

<< Second Embodiment >>
"Constitution"
In the present embodiment, the field current Im to the electric motor 3 is increased when the wheel speed difference between the front wheels and the rear wheels is equal to or greater than a preset rotation difference threshold D1.
FIG. 14 is a flowchart showing a field current setting process according to the second embodiment.
In step S201, it is determined whether there is a rear wheel drive request. For example, it is determined that there is a rear wheel drive request when the above-described target motor torque Tm ^* becomes greater than 0 due to an increase in the accelerator opening. Here, when there is a rear wheel drive request, the process proceeds to step S202 in order to flow the field current Im to the electric motor 3. On the other hand, when there is no rear wheel drive request, the process returns to the predetermined main program as it is.

  In step S202, it is determined whether or not the rotational speed difference ΔVw between the front wheels 1FL and 1FR as the main driving wheels and the rear wheels 1RL and 1RR as the auxiliary driving wheels is larger than a preset rotational speed difference threshold D1. . The rotation difference threshold value D1 corresponds to a rotation speed difference for determining whether or not driving of the rear wheels 1RL and 1RR (four-wheel drive traveling) is executed by the electric motor 3. Here, when the determination result is ΔVw ≦ D1, it is determined that the rear wheel drive by the electric motor 3 is not executed, and the process proceeds to step S204. On the other hand, when the determination result is ΔVw> D1, it is determined that the rear wheel drive by the electric motor 3 is executed, and the process proceeds to step S203.

  In step S203, it is determined whether or not the motor rotation speed Nm is larger than a preset motor threshold C1. Here, when the determination result is Nm> C1, it is determined that the motor rotation speed Nm exceeds the motor maximum torque region, and the process proceeds to step S204. On the other hand, when the determination result is Nm ≦ C1, it is determined that the motor rotational speed Nm is within the motor maximum torque region, and the process proceeds to step S205.

  In step S204, the field map Im of the electric motor 3 is calculated according to the motor rotation speed Nm with reference to the control map in the figure, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im maintains the normal maximum value B1 when the motor rotation speed Nm is smaller than the preset motor threshold C1. When the motor rotation speed Nm is larger than the motor threshold C1, the field current Im is set to be smaller than the normal maximum value B1, and the field current Im is set to be smaller as the motor rotation speed Nm is larger. .

  In step S205, it is determined whether or not the engine speed Ne is smaller than a preset engine threshold A1. The engine threshold value A1 corresponds to an engine speed Ne at which the alternator 15 can generate enough power so that the voltage of the battery 16 does not decrease even when the field current Im of the electric motor 3 is increased. Here, when the determination result is Ne <A1, it is determined that the generated power of the alternator 15 is not sufficient, and the process proceeds to step S204. On the other hand, when the determination result is Ne ≧ A1, it is determined that the generated power of the alternator 15 is sufficient, and the process proceeds to step S206.

  In step S206, the field map Im of the electric motor 3 is calculated according to the engine speed Ne with reference to the control map in the figure, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im maintains a conditional maximum value B4 larger than the normal maximum value B1 when the engine speed Ne is larger than the aforementioned engine threshold value A1.

<Action>
FIG. 15 is a time chart showing the operation of the second embodiment.
When the driver starts depressing the accelerator pedal from the stop state (determination in S201 is “Yes”), the motor rotation speed Nm is in the motor maximum torque region (determination in S203 is “No”). While the engine speed Ne is smaller than the engine threshold value A1 (the determination in S205 is “Yes”), the field current Im is limited to the normal maximum value B1.

  At this time, the wheel speeds of the front wheels 1FL and 1F increase with an increase in the engine speed Ne, but the wheel speeds of the rear wheels 1RL and 1RR are still maintained at 0. And the rotational speed difference ΔVw from 1RR increases. Even if the engine speed Ne becomes larger than the engine threshold value A1, the rear wheel drive by the electric motor 3 is performed while the speed difference ΔVw is smaller than the rotation difference threshold value D1 (determination in S202 is “No”). Is not executed, the field current Im is normally limited to the maximum value B1.

Thereafter, when the rotational speed difference ΔVw becomes larger than the rotational difference threshold value D1 (determination in S202 is “Yes”), if the engine rotational speed Ne is larger than the engine threshold value A1 (determination in S205 is “No”). Since the rear wheel drive by the electric motor 3 is executed, the field current Im is increased to the conditional maximum value A1 (S206). In this way, by increasing the field current Im to the conditional maximum value A1 that is larger than the normal maximum value B1, the voltage of the battery 16 is lowered, and the other electric equipment is not affected, and the electric motor 3 The output torque is further increased, and the vehicle start performance is improved. Further, while the motor drive by the electric motor 3 is not executed, the field current Im is normally limited by the maximum value B1, so that wasteful power consumption of the battery 16 can be suppressed and deterioration of the battery 16 can be suppressed. it can.
Other functions and effects are the same as those of the first embodiment described above.
In addition, other processing or a processing procedure may be replaced without departing from the spirit of the present embodiment.

  From the above, the processing of steps S201 to S206 corresponds to “motor drive control unit”, the motor threshold C1 corresponds to “motor threshold”, the engine threshold A1 corresponds to “engine threshold”, and the rotation difference The threshold D1 for use corresponds to the “threshold for rotation difference”.

"effect"
Next, the effect of the main part in 2nd Embodiment is described.
(1) According to the vehicle drive control device of the present embodiment, the rotational speed difference ΔVw between the front wheels 1FL and 1FR and the rear wheels 1RL and 1RR is equal to or greater than the rotational difference threshold D1, and the motor rotational speed Nm is the motor threshold C1. Hereinafter, the field current Im to the electric motor 3 is increased when the engine speed Ne is equal to or greater than the engine threshold value A1.
Thus, while the rotation speed difference ΔVw is smaller than the rotation difference threshold D1, that is, while the motor drive by the electric motor 3 is not being executed, the field current Im is normally limited to the maximum value B1, so that the battery 16 unnecessary power consumption can be suppressed, and deterioration of the battery 16 can be suppressed.

<< Third Embodiment >>
"Constitution"
In the present embodiment, before the field current Im to the electric motor 3 is increased, the initial voltage V0 of the battery 16 is acquired, and when the initial voltage V0 is equal to or less than a preset battery threshold E1, the electric motor The increase of the field current Im to 3 is limited.
FIG. 16 is a flowchart showing the field current setting process of the third embodiment.
In step S301, it is determined whether there is a rear wheel drive request. For example, it is determined that there is a rear wheel drive request when the above-described target motor torque Tm ^* becomes greater than 0 due to an increase in the accelerator opening. Here, when there is a rear wheel drive request, the process proceeds to step S302 in order to cause the field current Im to flow through the electric motor 3. On the other hand, when there is no rear wheel drive request, the process returns to the predetermined main program as it is.

In step S302, the initial voltage V0 of the battery 16 before supplying the field current Im to the electric motor 3 is acquired.
In step S303, it is determined whether or not the rotational speed difference ΔVw between the front wheels 1FL and 1FR that are the main driving wheels and the rear wheels 1RL and 1RR that are the auxiliary driving wheels is greater than a preset rotational speed difference threshold D1. . The rotation difference threshold value D1 corresponds to a rotation speed difference for determining whether or not driving of the rear wheels 1RL and 1RR (four-wheel drive traveling) is executed by the electric motor 3. Here, when the determination result is ΔVw ≦ D1, it is determined that the rear wheel drive by the electric motor 3 is not executed, and the process proceeds to step S305. On the other hand, when the determination result is ΔVw> D1, it is determined that the rear wheel drive by the electric motor 3 is executed, and the process proceeds to step S304.

  In a succeeding step S304, it is determined whether or not the initial voltage V0 is smaller than a preset battery threshold E1. The battery threshold E1 corresponds to a sufficiently charged state in which the electric current of the electric motor 3 is not increased so that other electric devices are not hindered. Here, when the determination result is V0 <E1, it is determined that increasing the field current Im of the electric motor 3 may interfere with other electrical equipment, and the process proceeds to step S305. On the other hand, when the determination result is V0 ≧ E1, it is determined that there is no possibility of causing trouble to other electrical equipment even if the field current Im of the electric motor 3 is increased, and the process proceeds to step S306.

  In step S305, referring to the control map in the figure, the field current Im of the electric motor 3 is calculated according to the motor rotation speed Nm, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im maintains the normal maximum value B1 when the motor rotation speed Nm is smaller than the preset motor threshold C1. When the motor rotation speed Nm is larger than the motor threshold C1, the field current Im is set to be smaller than the normal maximum value B1, and the field current Im is set to be smaller as the motor rotation speed Nm is larger. .

  In step S306, it is determined whether or not the motor rotation speed Nm is greater than a preset motor threshold C1. Here, when the determination result is Nm> C1, it is determined that the motor rotation speed Nm exceeds the motor maximum torque region, and the process proceeds to step S305. On the other hand, when the determination result is Nm ≦ C1, it is determined that the motor rotational speed Nm is within the motor maximum torque region, and the process proceeds to step S307.

  In step S307, it is determined whether or not the engine speed Ne is smaller than a preset engine threshold A1. The engine threshold value A1 corresponds to an engine speed Ne at which the alternator 15 can generate enough power so that the voltage of the battery 16 does not decrease even when the field current Im of the electric motor 3 is increased. Here, when the determination result is Ne <A1, it is determined that the generated power of the alternator 15 is not sufficient, and the process proceeds to step S305. On the other hand, when the determination result is Ne ≧ A1, it is determined that the generated power of the alternator 15 is sufficient, and the process proceeds to step S308.

  In step S308, referring to the control map in the figure, the field current Im of the electric motor 3 is calculated according to the engine speed Ne, and the calculated field current Im is supplied to the field winding of the electric motor 3. After that, the program returns to a predetermined main program. This control map is set so that the field current Im maintains a conditional maximum value B4 larger than the normal maximum value B1 when the engine speed Ne is larger than the aforementioned engine threshold value A1.

<Action>
FIG. 17 is a time chart showing the operation of the third embodiment.
When the driver starts depressing the accelerator pedal from the stop state (determination in S301 is “Yes”), the motor rotation speed Nm is in the motor maximum torque region (determination in S306 is “No”). At this time, if the battery 16 is deteriorated, even a small amount of current may cause the battery voltage V to decrease, and the battery voltage V may not increase even if the engine speed Ne increases.

  Therefore, the initial voltage V0 of the battery 16 before supplying the field current Im to the electric motor 3 is acquired (S302). When the initial voltage V0 is smaller than the battery threshold value E1 (determination in S304 is “Yes”), An increase in the field current Im to the electric motor 3 is prohibited. That is, the field current Im is prohibited from becoming larger than the normal maximum value B1. Therefore, even if the engine speed Ne is equal to or greater than the engine threshold value A1 and the engine speed difference ΔVw is equal to or greater than the speed difference threshold value D1, the field current Im is set to the normal maximum value B1 (S305). Thereby, it can suppress that the voltage of the battery 16 falls and it interferes with other electrical equipment.

On the other hand, if the initial voltage V0 of the battery 16 is greater than the battery threshold E1 (determination in S304 is “No”), the rotation speed difference ΔVw is greater than the rotation difference threshold D1 (determination in S303 is “Yes”), and the engine When the rotational speed Ne is equal to or greater than the engine threshold A1 (determination in S307 is “No”), the field current Im is increased to the conditional maximum value A1 (S308). In this way, by increasing the field current Im to the conditional maximum value A1 that is larger than the normal maximum value B1, the voltage of the battery 16 is lowered, and the other electric equipment is not affected, and the electric motor 3 The output torque is further increased, and the vehicle start performance is improved.
Other functions and effects are the same as those of the first embodiment described above.
In addition, other processing or a processing procedure may be replaced without departing from the spirit of the present embodiment.

  From the above, the processing in steps S301 to S308 corresponds to “motor drive control unit”, the motor threshold C1 corresponds to “motor threshold”, the engine threshold A1 corresponds to “engine threshold”, and the rotation difference The threshold D1 for use corresponds to the “threshold for rotation difference”. The alternator 15 corresponds to “generator”, the battery 16 corresponds to “battery”, and the battery threshold E1 corresponds to “battery threshold”.

"effect"
Next, the effect of the main part in 3rd Embodiment is described.
(1) According to the vehicle drive control device of the present embodiment, when the initial voltage V0 of the battery 16 is equal to or lower than the preset battery threshold E1 before the field current Im to the electric motor 3 is increased. The increase of the field current Im to the electric motor 3 is limited.
As described above, by prohibiting the field current Im from being larger than the normal maximum value B1, it is possible to suppress the voltage of the battery 16 from being lowered and causing trouble to other electrical equipment.

<< 4th Embodiment >>
"Constitution"
In the present embodiment, the voltage drop state of the battery 16 after the field current Im is supplied to the electric motor 3 is acquired, and the increase in the field current Im to the electric motor 3 is limited according to the acquired voltage drop state. To do.
FIG. 18 is a flowchart showing a field current setting process according to the fourth embodiment.
In step S401, it is determined whether there is a rear wheel drive request. For example, it is determined that there is a rear wheel drive request when the above-described target motor torque Tm ^* becomes greater than 0 due to an increase in the accelerator opening. Here, when there is a rear wheel drive request, the process proceeds to step S402 in order to flow the field current Im to the electric motor 3. On the other hand, when there is no rear wheel drive request, the process returns to the predetermined main program as it is.

In step S402, the initial voltage V0 of the battery 16 before supplying the field current Im to the electric motor 3 is acquired.
In step S403, it is determined whether or not the rotational speed difference ΔVw between the front wheels 1FL and 1FR that are the main driving wheels and the rear wheels 1RL and 1RR that are the auxiliary driving wheels is greater than a preset rotational speed difference threshold D1. . The rotation difference threshold value D1 corresponds to a rotation speed difference for determining whether or not driving of the rear wheels 1RL and 1RR (four-wheel drive traveling) is executed by the electric motor 3. Here, when the determination result is ΔVw ≦ D1, it is determined that the rear wheel drive by the electric motor 3 is not executed, and the process proceeds to step S405. On the other hand, when the determination result is ΔVw> D1, it is determined that the rear wheel drive by the electric motor 3 is executed, and the process proceeds to step S404.

  In step S404, it is determined whether or not the initial voltage V0 of the battery 16 is smaller than a preset battery threshold E1. The battery threshold E1 corresponds to a sufficiently charged state in which the electric current of the electric motor 3 is not increased so that other electric devices are not hindered. Here, when the determination result is V0 <E1, it is determined that increasing the field current Im of the electric motor 3 may interfere with other electrical equipment, and the process proceeds to step S405. On the other hand, when the determination result is V0 ≧ E1, it is determined that there is no possibility of causing trouble to other electrical equipment even if the field current Im of the electric motor 3 is increased, and the process proceeds to step S407.

  In step S405, the field map Im of the electric motor 3 is calculated according to the motor rotation speed Nm with reference to the control map in the figure, and the calculated field current Im is supplied to the field winding of the electric motor 3. To do. This control map is set so that the field current Im maintains the normal maximum value B1 when the motor rotation speed Nm is smaller than the preset motor threshold C1. When the motor rotation speed Nm is larger than the motor threshold C1, the field current Im is set to be smaller than the normal maximum value B1, and the field current Im is set to be smaller as the motor rotation speed Nm is larger. .

In the subsequent step S406, the control flag is set to f = 1, and then the process returns to the predetermined main program.
In step S407, it is determined whether or not the motor rotation speed Nm is larger than a preset motor threshold C1. Here, when the determination result is Nm> C1, it is determined that the motor rotation speed Nm exceeds the motor maximum torque region, and the process proceeds to step S405. On the other hand, when the determination result is Nm ≦ C1, it is determined that the motor rotation speed Nm is within the motor maximum torque region, and the process proceeds to step S408.

  In step S408, it is determined whether the engine speed Ne is smaller than a preset engine threshold A1. The engine threshold value A1 corresponds to an engine speed Ne at which the alternator 15 can generate enough power so that the voltage of the battery 16 does not decrease even when the field current Im of the electric motor 3 is increased. Here, when the determination result is Ne <A1, it is determined that the generated power of the alternator 15 is not sufficient, and the process proceeds to step S405. On the other hand, when the determination result is Ne ≧ A1, it is determined that the generated power of the alternator 15 is sufficient, and the process proceeds to step S409.

  In step S409, it is determined whether or not the control flag has been reset to f = 0. This control flag f is a flag indicating whether or not the restriction process corresponding to the voltage drop state of the battery 16 is being executed for the field current Im, and the initial value is reset to f = 0. Here, when the determination result is f = 0, the process proceeds to step S410. On the other hand, when the determination result is f = 1, the process proceeds to step S412.

  In step S410, referring to the control map in the figure, the field current Im of the electric motor 3 is calculated according to the engine speed Ne, and the calculated field current Im is supplied to the field winding of the electric motor 3. To do. This control map is set so that the field current Im maintains a conditional maximum value B4 larger than the normal maximum value B1 when the engine speed Ne is larger than the aforementioned engine threshold value A1.

In the following step S411, the control flag is set to f = 1, and then the process returns to the predetermined main program.
In step S412, it is determined whether or not the current voltage V of the battery 16 is smaller than a preset battery threshold E1. Here, when the determination result is V ≧ E1, it is determined that no voltage drop has occurred in the battery 16 even after the field current Im is supplied to the electric motor 3, and the process proceeds to step S410. On the other hand, when the determination result is V <E1, it is determined that a voltage drop has occurred in the battery 16 after the field current Im is supplied to the electric motor 3, and the process proceeds to step S413.

In step S413, the minimum value (peak value) V _MIN of the battery voltage is acquired.
In the subsequent step S414, the field map Im is set according to the minimum value V _MIN with reference to the control map in the figure, and the set field current Im is supplied to the field winding of the electric motor 3. Return to the predetermined main program. This control map is set so that the field current Im increases as the minimum value V _MIN of the battery voltage increases. Specifically, the field current Im is set so as to maintain the normal maximum value B1 when the minimum value V _MIN of the battery voltage is equal to or less than the preset E3. Further, when the minimum value V _MIN of the battery voltage is in the range of E3 to E2, the field current Im is set to B2, which is larger than the normal maximum value B1. Further, when the minimum value V _MIN of the battery voltage is in the range from E2 to E1, the field current Im is set to B3 larger than B2. Here, the magnitude relationship of the minimum value _VMIN is E3 <E2 <E1, and the magnitude relationship of the field current Im is B1 <B2 <B3 <B4.

<Action>
FIG. 19 is a time chart showing the operation of the fourth embodiment.
When the driver starts depressing the accelerator pedal from the stop state (determination in S401 is “Yes”), the motor rotation speed Nm is in the motor maximum torque region (determination in S408 is “No”). At this time, even if the initial voltage V0 of the battery 16 is equal to or greater than the battery threshold E1 (determination in S404 is “No”) and the engine speed Ne is equal to or greater than the engine threshold A1 (determination in S408 is “No”) When the rotation speed difference ΔVw is smaller than the rotation difference threshold D1 (determination in S403 is “No”), the field current Im is set to the normal maximum value B1 (S405).
Thus, when the field current Im is supplied to the electric motor 3, a voltage drop may occur depending on the degree of deterioration of the battery 16. Therefore, the voltage drop state of the battery 16 after the field current Im is supplied to the electric motor 3 is detected, and the increase in the field current Im is limited according to the detected voltage drop state.

Specifically, if the battery voltage V falls below the battery threshold E1 after the field current Im is applied to the electric motor 3 (the determination in S412 is “Yes”), the minimum value V _MIN of the battery voltage is detected ( S413), sets the field current Im in accordance with the minimum value _{V MIN} (S414). At this time, the field current Im is decreased as the minimum value V _MIN of the battery voltage is smaller, that is, as the amount of voltage decrease from the battery threshold E1 is larger. Thereby, while suppressing the voltage drop of the battery 16, the maximum motor torque permitted according to the voltage drop state of the battery 16 is output, and the acceleration performance of the vehicle can be improved.
Other functions and effects are the same as those of the second embodiment described above.
In addition, other processing or a processing procedure may be replaced without departing from the spirit of the present embodiment.

From the above, the processing of steps S401 to S414 corresponds to the “motor drive control unit”, the motor threshold C1 corresponds to the “motor threshold”, the engine threshold A1 corresponds to the “engine threshold”, and the rotation difference The threshold D1 for use corresponds to the “threshold for rotation difference”. The alternator 15 corresponds to “generator”, the battery 16 corresponds to “battery”, the battery threshold E1 corresponds to “battery threshold”, and the minimum value V _MIN of the battery voltage is “voltage drop state”. Corresponding to

"effect"
Next, the effect of the principal part in 4th Embodiment is described.
(1) According to the vehicle drive control device of the present embodiment, the voltage drop state of the battery 16 after the field current Im is supplied to the electric motor 3 is acquired, and the electric motor according to the acquired voltage drop state Limit the increase in field current Im to 3.
In this way, by limiting the increase in the field current Im to the electric motor 3 according to the voltage drop state of the battery 16, the voltage drop of the battery 16 is suppressed and allowed according to the voltage drop state of the battery 16. The maximum motor torque that is output can be output, and the acceleration performance of the vehicle can be improved.

As described above, the entire contents of Japanese Patent Application P2011-259128 (filed on Nov. 28, 2011) from which the present application claims priority are included herein as reference examples.
Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of each embodiment based on the above disclosure will be obvious to those skilled in the art.

1FL ・ 1FR Front wheel (Main drive wheel)
1RL, 1RR Rear wheel (auxiliary drive wheel)
2 Engine (Internal combustion engine)
3 Electric motor (electric motor)
4 Automatic Transmission 5 Differential Gear 6 V Belt 7 Generator 8 Power Cable 9 Inverter 10 Reducer 10
DESCRIPTION OF SYMBOLS 11 Electromagnetic clutch 12 Differential gear 15 Alternator 16 Battery 20 Engine controller 21 Acceleration sensor 22 Throttle valve 23 Throttle motor 24 4WD controller 25 14V battery 26 Junction box 24A Target motor torque calculation part 24B Motor required power calculation part 24C Electric power generation control part 24D Motor control Part

Claims (7)

An engine that drives the main drive wheels;
A motor that drives the auxiliary drive wheels;
A generator for generating power by using the power of the engine;
A battery for charging the electric power generated by the generator;
Among the rotation speeds of the motor, the largest value of the region where the maximum torque can be obtained is preset as a motor threshold value, and even if the power supplied to the motor is increased among the rotation speeds of the engine, A value capable of generating electric power with the generator is set in advance as an engine threshold value so that a battery voltage drop does not occur, the rotational speed of the motor is less than or equal to the threshold value for the motor, and the rotational speed of the engine is When the rotational speed of the motor is larger than the motor threshold or when the engine rotational speed is smaller than the engine threshold, the electric power supplied from the generator to the motor is greater than or equal to the engine threshold. And a motor drive control unit for increasing the vehicle drive control device. A battery for charging the power generated by the generator;
The motor drive controller is
The vehicle drive control device according to claim 1, wherein the electric power supplied to the motor is increased by increasing a field current supplied from the battery to the motor. The motor drive controller is
The vehicle drive control apparatus according to claim 1, wherein the power supplied to the motor is increased as the rotational speed of the engine is higher. The motor drive controller is
Of the rotational speed difference between the main drive wheel and the auxiliary drive wheel, a value for determining whether to drive the auxiliary drive wheel by the motor is set in advance as a rotation difference threshold, The rotational speed difference between the main drive wheel and the auxiliary drive wheel is equal to or greater than the rotational difference threshold, the motor rotational speed is equal to or less than the motor threshold, and the engine rotational speed is equal to or greater than the engine threshold. 2. The vehicle drive control device according to claim 1, wherein power supplied to the motor is increased at a certain time. The motor drive controller is
Among the voltages of the battery, even if the power supplied to the motor is increased, a value that does not hinder other electrical equipment that supplies power from the battery is set in advance as a battery threshold, and the motor The vehicle according to claim 2, wherein an increase in power supply to the motor is limited when an initial voltage, which is a voltage of the battery before increasing the power supplied to the battery, is equal to or lower than the battery threshold value. Drive control device. The motor drive controller is
When the voltage of the battery after the supply of preset normal supply power to the motor is less than or equal to the battery threshold, the larger the amount of voltage drop from the battery threshold, the greater the voltage drop to the motor. The vehicle drive control device according to claim 2, wherein an increase in power supply is limited to be small.   The main drive wheel is driven by the engine, the auxiliary drive wheel is driven by a motor, the electric power generated by the generator is charged by a battery, and the largest region of the motor rotation speed where the maximum torque can be obtained. A value is set in advance as a motor threshold, and even if the power supplied to the motor is increased among the engine speeds, the generator can generate power so that the battery voltage does not drop. A value is set in advance as an engine threshold value, and when the rotational speed of the motor is equal to or less than the threshold value for the motor and the rotational speed of the engine is equal to or greater than the threshold value for the engine, the rotational speed of the motor is The power supplied to the motor is increased when the engine speed is larger than the threshold value or when the engine speed is smaller than the engine threshold value. Dual drive control method.

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