JPH06276603A - Drive force controller for electric motor vehicle - Google Patents

Abstract

PURPOSE:To prevent a vehicle from rapidly starting reversely by an erroneous operation, an and abnormal operation. CONSTITUTION:A drive force controller for an electric motor vehicle inhibits a normal reverse torque control by setting a flag F1 to '1' in a step S5 when an accelerator operating amount Ac is larger than a predetermined upper limit value Ac1 and a variable speed DELTAAc of the amount Ac is larger than a predetermined decision value DELTAAcl in case where a shift lever is operated to an R range, and zero a motor output in a step S6.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for an electric vehicle, and more particularly to a driving force control when a shift lever is selectively operated in a reverse range to move the vehicle backward.

[0002]

2. Description of the Related Art Generally, an electric vehicle has a shift lever (a) which is selectively operated in a forward range such as a D (drive) range and a reverse range such as an R (reverse) range, and
(B) An electric drive device having an electric motor to rotate the drive wheels in both forward and reverse directions; and (c) torque control of the electric motor according to the accelerator operation amount, and the shift lever moves to the forward range. When the vehicle is operated, the vehicle is moved forward, and when the vehicle is operated to the reverse range, the vehicle is provided with a forward-reverse control means for controlling the electric drive device so as to be moved backward. It is designed to move the vehicle forward and backward. This forward / backward switching is performed by reversing the rotation direction of the electric motor or by a transmission capable of forward / backward switching. Further, in an electric vehicle having a clutch for cutting off power transmission, it is proposed, for example, in Japanese Patent Laid-Open No. 60-193726 to cut off the clutch when the accelerator is not operated.

[0003]

However, in such a conventional electric vehicle, when the accelerator is depressed while the shift lever is selectively operated to the reverse range, the vehicle is driven by a driving force corresponding to the accelerator operation amount. Since the vehicle can be moved in the reverse direction, there is a risk that the vehicle may suddenly start in the reverse direction due to an erroneous operation or an abnormal operation, for example, when the accelerator pedal is misunderstood as the forward range and the accelerator pedal is greatly depressed.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent the vehicle from suddenly starting in the reverse direction due to an erroneous operation or an abnormal operation.

[0005]

In order to achieve the above object, it is sufficient to limit the normal reverse torque control when the accelerator is stepped on in an abnormally large range in the reverse range. As shown in the claim correspondence diagram of FIG. 1, (a) a reverse range detecting means for detecting that the shift lever is selectively operated to a reverse range, and (b) an accelerator operation amount detecting means for detecting an accelerator operation amount. ,
(C) an electric drive device that has an electric motor to rotate the drive wheels in both forward and reverse directions; and (d) a drive force corresponding to the accelerator operation amount when the shift lever is selectively operated in the reverse range. In a driving force control device for an electric vehicle, comprising: a reverse drive control means for controlling the electric drive device to reverse the vehicle by (e), (e) the shift lever is selectively operated in a reverse drive range, and the accelerator operation amount is When a predetermined upper limit value is exceeded, reverse drive limiting means for limiting the output of the electric drive device in preference to the reverse drive control by the reverse drive control means is provided.

[0006]

In such a driving force control device for an electric vehicle, when the reverse range detecting means detects that the shift lever is selectively operated in the reverse range, the reverse control means normally causes the accelerator operation amount detecting means. The vehicle is driven in reverse by the driving force corresponding to the accelerator operation amount detected by the vehicle.However, when the accelerator operation amount exceeds the predetermined upper limit value, the reverse control means gives priority to the reverse control by the reverse control means. Then, the output of the electric drive device is limited. The control by the reverse travel limiting means, for example, limits the torque of the electric motor to zero or a predetermined value or less regardless of the accelerator operation amount, or disengages the clutch when the power transmission is interrupted. It should be done.

[0007]

By doing so, it is possible to prevent the vehicle from suddenly starting in the backward direction due to an erroneous operation of the shift lever or the like.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 2 is a block diagram illustrating a control system of an electric vehicle to which the present invention is applied, and FIG. 3 and FIG.
[Fig. 3] is a cross-sectional view and a skeleton diagram showing an example of the electric drive device 10 in detail. This electric drive device 10 includes an electric motor 1
2 and a speed reducer 16, and the power output from the output shaft 14 of the electric motor 12 is decelerated by the planetary gear type speed reducer 16 and then driven left and right by the planetary gear type differential device 18. Distributed to the system. One of the powers passes through the cylindrical output shaft 14 and is arranged concentrically with the output shaft 14, the intermediate shaft 28, the left first constant velocity joint 20L,
A left drive wheel 26 supported by a suspension device (not shown) via a left axle 22L and a left second constant velocity joint 24L.
And the other power is transmitted to the right first constant velocity joint 20.
It is adapted to be transmitted to the right drive wheel 26R supported by a suspension device (not shown) via the R, the right axle 22R and the right second constant velocity joint 24R. Drive wheel 26L,
26R constitutes a front wheel or a rear wheel of an electric vehicle having four wheels.

The electric motor 12 includes a cylindrical housing 30 and a first side housing 3 fitted to both ends thereof.
The output shaft 14 is housed in a housing composed of the second side housing 34 and the second side housing 34, and the output shaft 14 is arranged in a posture parallel to the left-right direction of the vehicle. A stator 36 having a coil is fixed to the inner peripheral surface of the cylindrical housing 30, and a rotor 40 is fixed to the output shaft 14 concentrically with the stator 36. Such an electric motor 12
As the motor, various motors such as a permanent magnet type AC motor, an induction motor, a synchronous motor, a DC motor, etc. can be used.

The speed reducer 16 is, as is clear from FIG.
The sun gear 4S is rotatably supported by the sun gear 42S and the carrier 42C that are connected to the shaft end of the output shaft 14.
The planetary gear device includes a first planetary gear 42P that meshes with 2S, a second planetary gear 44P that is integral with the first planetary gear 42P, and a fixed ring gear 44R that meshes with the second planetary gear 44P. 42
The rotation input to S is decelerated according to a predetermined reduction ratio, and is output from the carrier 42C to the ring gear 46R of the planetary gear type differential device 18 in the subsequent stage.

The differential device 18 is a double pinion type planetary gear device, and includes a sun gear 46S connected to the left end of the right first constant velocity joint 20R, a ring gear 46R connected to the carrier 42C, a sun gear 46S and A plurality of pairs of planet gears 46P ₁ and 46P ₂ that mesh with one and the other of the ring gear 46R and mesh with each other, and rotatably support the plurality of pairs of planet gears 46P ₁ and 46P ₂ and are connected to the right end of the intermediate shaft 28. Carrier 46
Equipped with C. As a result, the differential device 18 distributes the power input to the ring gear 46R to the carrier 46C operatively connected to the left drive wheel 26L and the sun gear 46S operatively connected to the right drive wheel 26R. Output to each.

Returning to FIG. 2, the electric motor 12 is rotationally driven in both forward and reverse directions by being supplied with drive power from a power source 50 such as a battery via a motor drive control circuit 52. The motor drive control circuit 52 is an inverter or the like, and controls the torque of the electric motor 12 by changing the frequency and current of the drive power according to a command signal ST supplied from the motor control computer 54, and at the same time, controls the electric motor 12 The regenerative braking is performed in which the electric energy generated by the forced rotation is stored in the power source 50. The motor control computer 54 includes a CPU 56,
A RAM 58, a ROM 60, a clock signal source 62 such as a crystal oscillator, an A / D converter (not shown), an input / output interface circuit, etc. The electric motor 12 is processed by outputting the command signal ST to the motor drive control circuit 52.
Output torque and regenerative braking torque are controlled.

In the motor control computer 54,
Accelerator operation amount sensor 64, Motor rotation speed sensor 6
6, a shift position sensor 70 and the like are connected, and an accelerator operation amount signal SA indicating the operation amount Ac of the accelerator pedal
c, a motor rotation speed signal SNm representing the rotation speed Nm of the electric motor 12, a shift position signal SSh representing the operation range of the shift lever 72, etc. are supplied. The rotation speed sensor 66 detects the rotation speed Nm by distinguishing whether the vehicle is forward rotating forward or reverse rotating reversely. For example, a pair of pulse signals having different phase shifts in forward and reverse rotation is accompanied by motor rotation. It is configured to output.
Further, the shift lever 72 is disposed near the driver's seat, and has a D (drive) range for moving the vehicle forward and R for moving the vehicle backward.
A (reverse) range, a P (parking) range when parking, an N (neutral) range that allows free rotation of the electric motor 12, and the like are selectively operated. In this embodiment, the R range is the reverse range.

The motor control computer 54 basically controls the torque of the electric motor 12 according to the flowchart shown in FIG. This flowchart is repeatedly executed, for example, with a cycle time of about several tens of msec. First, in step SS1, it is determined whether or not the flag F1 is "0", and if F1 = 0, step S
The steps S2 and below are executed. The flag F1 corresponds to the shift lever 72
Is the R range and steps S3 and S in FIG.
When the condition of 4 is satisfied, it is set to "1" in step S5, and is usually "0". In step SS2,
Based on the shift position signal SSh, the shift lever 7
It is determined whether or not the selected range of 2 is the D range. If the selected range is the D range, the forward torque control is performed in step SS3.
In this forward torque control, the electric motor 12 is rotationally driven in the forward rotation direction in which the vehicle moves forward, and the accelerator operation amount Ac is performed in accordance with a data map as shown in FIG. 6, for example.
And the torque control value Ta based on the motor rotation speed Nm
Is calculated, and the torque control value Ta is used as the target torque To to output the command signal ST.
The torque is controlled so as to match the target torque To, that is, the torque control value Ta. When a predetermined braking condition is satisfied, such as when the brake pedal is operated at a speed equal to or higher than a predetermined vehicle speed, a command signal ST for generating a regenerative braking torque is output, and the engine brake in the automobile of the internal combustion engine is output. A braking torque similar to that is generated and its magnitude is controlled, and electric power corresponding to the braking torque is stored in the power source 50.

If the determination in step SS2 is NO,
That is, if the selected range is not the D range, it is determined in step SS4 whether it is the R range, and if it is the R range, reverse torque control is performed in step SS5. In the reverse torque control, the electric motor 12 is rotationally driven in the backward direction of the vehicle, that is, in the reverse rotation direction, and the torque control value is calculated based on the accelerator operation amount Ac and the motor rotation speed Nm according to the same data map as in FIG. By calculating Tb and outputting the command signal ST using the torque control value Tb as the target torque To, the reverse rotation torque of the electric motor 12 is controlled so as to match the target torque To, that is, the torque control value Tb. The torque control value Tb is a positive value, and the reverse rotation torque of the electric motor 12 is increased as the value is increased. When the determination in step SS4 is NO, that is, when the selected range is neither the D range nor the R range, the target torque To is determined in step SS6.
= 0 and the motor output is set to 0 so that the electric motor 12 can rotate freely.

The motor control computer 54 also controls the torque of the electric motor 12 according to the flowchart of FIG. 7 in addition to the basic torque control. In step S1, it is determined whether or not the shift lever 72 is selectively operated to the R range based on the shift position signal SSh. If it is the R range, steps S2 and thereafter are executed, but if it is not the R range, the step is executed. Flag F in S9
Both 1 and F2 are set to "0". By setting F1 = 0, the basic torque control of FIG. 5 is effective, and the torque control of the electric motor 12 is performed according to the basic torque control. In step S2, it is determined whether or not the flag F2 is "1". Since the flag F2 is set to "0" in step S9, "0" is set at the first execution after step S2.
Then, step S3 is executed.

In step S3, the accelerator operation amount signal S
It is determined whether or not the accelerator operation amount Ac represented by Ac is larger than a predetermined upper limit value Ac1, and if Ac ≦ Ac1, step S9 is executed, but if Ac1 <Ac, step S4 is executed. The upper limit value Ac1 is for determining whether or not the accelerator operation amount Ac during reverse travel is abnormally large. In step S4, the change rate ΔAc of the accelerator operation amount Ac is the predetermined determination value ΔAc.
It is determined whether or not it is greater than 1, and if ΔAc ≦ ΔAc1, step S9 is executed, but if ΔAc1 <ΔAc, steps S5 and below are executed. The rate of change ΔAc is
For example, the difference between the accelerator operation amount in the previous cycle and the accelerator operation amount in the current cycle is used. The determination value ΔAc1 is used to determine whether or not the rate of change ΔAc of the accelerator operation amount during reverse travel is abnormally large, and is determined in consideration of cycle time and the like.

Then, in step S5, the flags F1 and F
2 are both set to "1", and the target torque To is set in step S6.
= 0 and the motor output is 0. By setting the flag F1 = 1 in step S5, the torque control of step S6 is performed in preference to the basic torque control of FIG. 5, and the motor output is set to 0 regardless of the accelerator operation. Further, by setting the flag F2 = 1, step S7 is executed subsequent to step S2 in the subsequent cycles. In step S7, it is determined whether or not the accelerator operation amount Ac is larger than a predetermined determination value Ac2. If Ac2 <Ac, step S5 and the following steps are executed to maintain the motor output at 0. In the case of Ac2, the torque return control of step S8 is performed. Whether or not the judgment value Ac2 is not abnormal as the accelerator operation amount Ac during reverse travel, in other words, according to the accelerator operation amount Ac, the step SS of FIG.
This is for determining whether or not there is no problem in running the vehicle even if the reverse torque control of 5 is performed, and a value smaller than the upper limit value Ac1 is set. Note that the above steps S5 and S
At the time of execution of 6, the abnormal display may be performed or a warning buzzer may be sounded to notify the driver of the abnormal operation.

The torque return control of step S8 is performed, for example, according to the flowchart of FIG. 8. In step Q1, the accelerator operation amount Ac and the motor rotation speed Nm are changed from the data map similar to that of FIG. 6 previously stored in the ROM 60 or the like. Based on this, the torque control value Tb is calculated. In the next step Q2, the torque control value Tb is a value obtained by adding a predetermined constant value α to the current target torque To (To
+ Α) or more, and if (To + α) ≦ Tb, in step Q3 a constant value α is added to the target torque To to obtain a new target torque To, and the target torque To is determined.
By outputting the command signal ST that represents the reverse rotation torque of the electric motor 12, that is, the torque in the backward direction of the vehicle is increased by a constant value α. When Tb <(To + α), the torque control value Tb is set as the target torque To in step Q4, and the reverse rotation torque of the electric motor 12 is set to the target torque by outputting the command signal ST representing the target torque To. The torque control value Tb is controlled to To, that is, the torque control value Tb, and both flags F1 and F2 are set to "0" in step Q5. The constant value α is a torque increase width of the electric motor 12 that can be changed while preventing a shock, and by performing such torque return control,
Even if the torque control value Tb calculated in step Q1 according to the accelerator operation amount Ac is large, the torque of the electric motor 12 is smoothly increased and gradually approaches the torque control value Tb. Further, in step Q5, the flag F1 =
By setting it to 0, the basic torque control of FIG. 5 is made effective, and thereafter, the electric motor 1 is operated according to the basic torque control.
The reverse rotation torque of 2 is controlled. Without performing such torque recovery control, if the determination in step S7 is NO, the flag F1 = 0 is immediately set to control the reverse rotation torque according to the basic torque control of FIG. Is also good.

As described above, in this embodiment, the shift lever 7
When the accelerator operation amount Ac and its changing speed ΔAc satisfy the conditions of steps S3 and S4 when 2 is selectively operated to the R range, the motor output is set to 0 in step S6 in preference to the basic torque control of FIG. Therefore, the vehicle is prevented from suddenly starting in the backward direction due to an erroneous operation of the shift lever 72 or the like. Further, when returning to the normal reverse torque control, the torque of the electric motor 12 is increased by a constant value α, so that a shock due to a rapid torque change is prevented.

In this embodiment, of the series of signal processing by the motor control computer 54, step SS in FIG.
4 and SS5 corresponds to the reverse control means, and the part that executes steps S1 to S7 of FIG. 7 corresponds to the reverse restriction means. Further, the part that executes steps SS4 and S1 constitutes a reverse range detecting means together with the shift position sensor 70, and the accelerator operation amount sensor 64
Corresponds to accelerator operation amount detection means.

Next, another embodiment of the present invention will be described. FIG. 9 is a skeleton diagram showing a drive system of an electric vehicle. A motor shaft 112 of an electric motor 110 is adapted to be connected to a small gear 116 via a clutch 114, and the small gear 116 has an intermediate shaft 118. Gear wheel 12 installed in
It is meshed with 0. On the intermediate shaft 118, the large gear 1
20 is provided with a small gear 122 separately from the output shaft 1
It meshes with a large gear 126 provided at 24.
Due to the meshing of these gears 116, 120, 122, 126, the rotation of the electric motor 110 is decelerated at a predetermined constant reduction ratio, transmitted to the output shaft 124, and further passed through a differential device or the like not shown. It is transmitted to the pair of drive wheels.
A speed reducer 128 is configured to include the gears 116, 120, 122, 126, and the speed reducer 128 and the electric motor 1
And an electric drive device 129 is configured.
As the electric motor 110, various motors such as a permanent magnet type AC motor, an induction motor, and a DC motor can be used as in the above embodiment.

As shown in detail in FIG. 10, the clutch 114 is a clutch hub 130 fitted to the motor shaft 112 by a spline, and the clutch hub 13 thereof.
Sleeve 132 that is spline-fitted to the outer periphery of
And a plurality of shifting keys 134 that are fitted into a plurality of grooves formed on the outer peripheral portion of the clutch hub 130 and are pressed against the inner peripheral surface of the sleeve 132 by a spring, and a relative rotation with respect to the shifting keys 134. The clutch gear 136 includes a synchronizer ring 140 that is disengageably engaged and that is relatively rotatably fitted to an outer peripheral portion of a tapered portion 138 that is integrally provided with the clutch gear 136. Is spline-fitted to the small gear 116 that is rotatably disposed via a bearing 142. When the sleeve 132 engages only with the clutch hub 130 as shown in the figure, the motor shaft 112 and the small gear 11 are not engaged.
6, the power transmission between the sleeve 6 and the sleeve 6 is blocked.
Is moved to the left in the figure, and in a connected state in which the clutch hub 130 and the clutch gear 136 are engaged with each other, the power transmission between the motor shaft 112 and the small gear 116 is allowed. When switching from the disconnected state to the connected state, the synchronizer ring 140 and the taper portion 138 are used.
Friction between the clutch gear 136 and the motor shaft 11
2 is rotated in synchronization with each other, so that even if there is a rotation difference between the motor shaft 112 and the pinion 116, the sleeve 13
The second clutch gear 136 is relatively smoothly meshed.

An annular groove 1 is formed on the outer peripheral surface of the sleeve 132.
44 is provided, and the shift fork 146 is engaged so as to be relatively rotatable. The shift fork 146 is fixed to a shift rod 148 arranged parallel to the motor shaft 112 and movable in the axial direction.
By moving 48 in the axial direction, the sleeve 1
32 is moved in the left-right direction in the drawing to connect and disconnect the clutch 114. The shift rod 148 is supported by the housing 150 so as to be movable in the axial direction, and is always urged by the spring 152 in the left direction in the drawing, that is, in the direction approaching the parking lock rod 154. The parking lock rod 154 is arranged so as to be movable in the vertical direction in the figure, and is connected to the lever 156 at the upper end portion. Lever 15
6 is connected to the shift lever 72 via a cable 158, and the shift lever 72 has “P”, “R”,
The parking lock rod 154 is moved in the vertical direction in the figure by the selection operation of each range of “N” and “D”.

A shift cam 162 is provided at an intermediate portion of the parking lock rod 154, and the shift lever 7
2 is operated to the N range, the shift rod 14
8 is engaged with a cam roller 164 provided at the left end of the shift roller 8 and the shift rod 148 thereof is moved to the right in the figure against the biasing force of the spring 152. As a result, the sleeve 132 is also moved to the right, the engagement with the clutch gear 136 is released, and the clutch 114 is brought into the disengaged state. FIG. 10 shows a case where the shift lever 72 is thus selectively operated to the N range and the clutch 114 is in the disengaged state. On the other hand, when the shift lever 72 is selectively operated to a position other than the N range, the shift cam 162 is operated.
Is disengaged from the cam roller 164, the shift rod 148 is moved to the left in the drawing according to the urging force of the spring 152, and the clutch 114 is brought into the engaged state. When the shift lever 72 is operated to select the P range,
The parking lock rod 154 is moved upwards,
A parking lock pole (not shown) is engaged with the parking lock gear 174 to mechanically prevent the rotation of the motor shaft 112.

The shift rod 148 can also be moved to the right in the figure against the urging force of the spring 152 by an electric actuator 172 such as an electric cylinder, and the clutch 114 is moved by the electric actuator 172. Is also cut off. The electric actuator 172 includes an engaging member 174 that can engage with the shift rod 148. When the engaging member 174 is projected to the projecting position, the shift rod 148 is moved to the right and the clutch 114 is disengaged. However, when the engaging member 174 is held at the retracted position shown in the figure, the shift rod 148 is allowed to move in the left-right direction as the parking lock rod 154 moves.

The electric vehicle of this embodiment equipped with such an electric drive device 129 is also equipped with a control circuit similar to that of FIG. 2, and the accelerator operation amount Ac, the motor rotation speed Nm,
Torque control of the electric motor 110 is performed based on the selection range of the shift lever 72 and the like. That is, also in this embodiment, the torque control of the electric motor 110 is performed according to the basic torque control of FIG. 5, and in that case, the engagement member 174 of the electric actuator 172 is held at the retracted position. However, when the torque control shown in FIG.
As shown in FIG. 1, the clutch 114 is provided after step S6.
Step S10 for disconnecting the clutch is provided, and step S1 for connecting the clutch 114 before step S8
1 is provided. In step S10, the electric actuator 172 is controlled to cause the engaging member 174 to project to the protruding position, while in step S11, the engaging member 174 may be returned to the retracted position.

Also in this embodiment, similarly to the first embodiment, it is possible to prevent the vehicle from suddenly starting in the reverse direction due to an erroneous operation of the shift lever 72 or the like. In this embodiment, the reverse travel restricting unit is configured to include the part that executes step S10. If the clutch 114 is disengaged in this way,
Although it is not always necessary to set the motor output to 0, in order to prevent damage or shock to the clutch 114 when returning to the normal reverse torque control, the motor output is set to 0 or the rotation speed of the small gear 116 and the motor rotation. It is desirable to synchronously control the electric motor 110 so that the speed Nm becomes substantially the same.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be embodied in other modes.

For example, in the above embodiment, the shift lever 72
When the selection range of R is the R range and the accelerator operation amount Ac and the changing speed ΔAc thereof satisfy the conditions of steps S3 and S4, the motor output is set to 0, but the condition regarding the changing speed ΔAc is not necessarily required. With
It is also possible to add other requirements such as vehicle speed. The upper limit value Ac1 of the accelerator operation amount Ac can also be changed as appropriate.

Further, in the above-described embodiment, the normal reverse torque control is restored when the condition of step S7 is satisfied, but it is possible to add another condition such as the presence or absence of the brake operation.

In the above embodiment, the electric motors 12, 1
Although the case where the vehicle is moved forward and backward by the forward and reverse rotations of 10 has been described, the present invention can be similarly applied to an electric vehicle equipped with a transmission that can switch forward and backward movements. The forward / reverse switching of the transmission does not necessarily have to be automatic, and the forward / backward switching may be mechanically switched by operating the shift lever 72.

Although not illustrated one by one, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a complaint.

FIG. 2 is a block diagram illustrating a control system of an electric vehicle including a driving force control device that is an embodiment of the present invention.

FIG. 3 is a cross-sectional view showing an electric drive system of the electric vehicle of FIG.

FIG. 4 is a skeleton view illustrating a power transmission path of the electric drive device of FIG.

5 is a flowchart illustrating an operation of normal driving force control of the electric vehicle of FIG.

6 is an example of a data map used when performing forward torque control in step SS3 of FIG.

7 is a flowchart illustrating an operation of the electric vehicle of FIG. 2 when the normal reverse torque control is limited.

8 is a flowchart for specifically explaining the content of the torque return control in step S8 in FIG.

FIG. 9 is a view for explaining another embodiment of the present invention, and is a skeleton view showing an electric drive device.

FIG. 10 is a sectional view showing a clutch portion of FIG.

FIG. 11 is a flowchart illustrating an operation in the case of limiting the normal reverse torque control in the embodiment of FIG.

[Explanation of symbols]

10, 129: Electric drive device 12, 110: Electric motor 54: Motor control computer 64: Accelerator operation amount sensor (accelerator operation amount detecting means) 70: Shift position sensor (reverse range detecting means) 72: Shift lever Step SS4 SS5: Reverse control means Steps S1 to S7: Reverse control means Steps S1 to S7, S10: Reverse control means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Eiji Ichioka, 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (72) Inventor, Koujiro Kuramochi, 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (1)

[Claims] 1. A reverse range detecting means for detecting that the shift lever is selectively operated in the reverse range, an accelerator operation amount detecting means for detecting an accelerator operation amount, and an electric motor for driving wheels in both forward and reverse directions. An electric drive device that is driven to rotate, and a reverse control unit that controls the electric drive device so as to move the vehicle backward by a driving force corresponding to an accelerator operation amount when the shift lever is selectively operated in a reverse range. In the driving force control device for an electric vehicle, the shift lever is selectively operated in a reverse range, and when the accelerator operation amount exceeds a predetermined upper limit value, reverse control by the reverse control means is performed. A driving force control device for an electric vehicle, which is provided with a reverse travel limiting means for preferentially limiting the output of the electric drive device.