JP2017158337A - Control device of electric vehicle, control system of electric vehicle, and control method of electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an electric vehicle, which shortens a time to convergence of slip control of drive wheels.SOLUTION: A control device of a vehicle with wheels driven by an electric motor, comprises a target motor rotation speed calculation unit calculating a target motor rotation speed of the electric motor on the basis of a target drive wheel speed, and a slip command torque calculation unit calculating a command torque for slip control, which is for driving the electric motor, on the basis of the target motor rotation speed and a motor rotation speed, when slip of a drive wheel is detected by a drive wheel slip state detection unit.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an electric vehicle control device, an electric vehicle control system, and an electric vehicle control method.

  As this type of technique, a technique described in Patent Document 1 below is disclosed. Patent Document 1 discloses one that performs traction (TCS) control when the motor rotation speed exceeds a control intervention threshold. During traction control, a torque command value for controlling the motor is calculated based on feedback control of the drive wheel average speed.

JP 2014-091388

In the technique of Patent Document 1 described above, the timing of traction control intervention is determined using the motor rotation speed, thereby suppressing delay in determination of traction control intervention. On the other hand, during the traction control intervention, control is performed using the driving wheel speed. Since the phase of the drive wheel speed is delayed with respect to the phase of the motor control, the convergence of the control is delayed, and there is a possibility that a long time is required until the slip of the drive wheel is suppressed.
The present invention pays attention to the above-mentioned problem, and an object of the present invention is to control an electric vehicle, a control system for the electric vehicle, and a control for the electric vehicle that shorten the time until the slip control of the drive wheels converges. Is to provide a method.

In order to achieve the above object, in the first invention, a control device for a vehicle that drives wheels by an electric motor includes: a target motor rotation speed calculation unit that calculates a target motor rotation speed of the electric motor based on a target drive wheel speed; The slip command torque calculation unit that calculates the slip control command torque for driving the electric motor based on the target motor rotation speed and the motor rotation speed when the drive wheel slip state detection unit detects the slip of the drive wheel And to have.
In the second invention, the control system of the electric vehicle calculates the target motor rotation speed calculation unit that calculates the target motor rotation speed of the electric motor based on the target drive wheel speed, and when the slip of the drive wheel is detected. A slip command torque calculating unit that calculates a slip control command torque for driving the electric motor based on the target motor rotation speed and the motor rotation speed.
In a third aspect of the invention, a vehicle control method for driving a wheel by an electric motor includes a target motor rotation speed calculating step for calculating a target motor rotation speed of the electric motor based on the target drive wheel speed, and a slip of the drive wheel is detected. And a slip command torque calculating step for calculating a slip control command torque for driving the electric motor based on the calculated target motor rotation speed and the motor rotation speed.

  Therefore, the time until the convergence of the slip control of the drive wheel can be shortened.

1 is a system configuration diagram of an electric vehicle to which a control device of Example 1 is applied. FIG. FIG. 3 is a control block diagram at the time of driving traveling by the electric motor according to the first embodiment. 3 is a flowchart illustrating a flow of processing performed in the vehicle control device of the first embodiment. 3 is a flowchart illustrating a flow of processing performed in a slip control determination unit according to the first embodiment. 3 is a flowchart showing a flow of processing performed in the motor control device of Embodiment 1. It is a control block diagram at the time of drive driving | running | working with the electric motor of a comparative example. It is a time chart at the time of slip control at the time of vehicle start on a low μ road of a comparative example. 2 is a time chart at the time of slip control at the time of vehicle start on a low μ road in Example 1. FIG.

Example 1
[Electric vehicle system configuration]
FIG. 1 is a system configuration diagram of an electric vehicle to which the control device of the first embodiment is applied. The electric motor 2 is connected to the rear wheels RL and RR via a drive shaft 10, a differential gear 11, and a speed reduction mechanism 12. The electric vehicle 1 travels by driving the rear wheels RL and RR with the driving torque of the electric motor 2. Further, the electric vehicle 1 travels at a reduced speed by the regenerative torque of the electric motor 2 at the time of deceleration. The electric motor 2 has a resolver 30 that detects the motor rotation speed. The drive torque or the regenerative torque is controlled by the electric power sent and received from the inverter 3 that operates based on the detected motor rotation speed Vm and the command current Ic of the motor control device 20. A high voltage battery 4 is connected to the inverter 3. The high voltage battery 4 is monitored and controlled by the battery control device 21 for its charging state, heat generation state, and the like. The high voltage battery 4 is connected to a low voltage battery 7 that can be stepped down and charged by a DC-DC converter 5.

The hydraulic pressure control unit 6 includes a pump and an electromagnetic valve that can control the hydraulic pressure in the wheel cylinders W / C of the front wheels FR and FL and the rear wheels RL and RR. The hydraulic pressure control unit 6 controls the wheel cylinder pressure based on the command of the brake control device 22 by the electric power supplied from the low voltage battery 6. A gate-out valve, a pressure increasing valve, a pressure reducing valve, and the like are provided in the hydraulic pressure control unit 6 and between the master cylinder and the hydraulic pressure path corresponding to each wheel cylinder W / C. The hydraulic pressure control unit 6 can increase and decrease the wheel cylinder pressure regardless of the driver's brake pedal operation.
Wheel speed sensors 31a, 31b, 31c, 31d for detecting the wheel speed of each wheel are connected to the brake control device 22. The wheel speed sensor 31 detects the wheel speed of each wheel.
The accelerator pedal operation amount sensor 32 detects an accelerator pedal operation amount Pa by the driver. The brake operation amount sensor 33 detects a brake pedal operation amount Pb by the driver. The vehicle control device 23 calculates a driver's required torque Td according to Pa, Pb, vehicle speed, and the like. The vehicle control device 23 outputs Td to the motor control device 20 and the brake control device 22.
The motor control device 20, the battery control device 21, the brake control device 22, and the vehicle control device 23 are connected to each other via a CAN communication line 24 so that information can be transmitted and received between them.

[Control block]
FIG. 2 is a control block diagram when driving by the electric motor 2. In the electric vehicle of the first embodiment, during normal traveling, the output torque of the electric motor 2 is controlled according to the driver's required torque Td calculated from the accelerator pedal operation amount Pa, the brake pedal operation amount Pb, the vehicle speed, and the like. On the other hand, when it is determined that the rear wheels RL and RR (drive wheels) slip, the target wheel speed (target drive wheel speed) Vwt_drive of the drive wheels is set, and the output torque of the electric motor 2 is controlled so as to realize Vwt_drive. .
(Brake control device)
The brake control device 22 inputs the wheel speed (driven wheel speed) Vw_driven of the front wheels FL and FR and the wheel speed (drive wheel speed) Vw_drive of the rear wheels RL and RR. The brake control device 22 outputs Vw_driven and Vw_drive to the vehicle control device 23.

(Vehicle control device)
The vehicle control device 23 includes a required torque calculation unit 23a, a vehicle body acceleration calculation unit 23b, a target slip ratio calculation unit 23c, a target drive wheel speed calculation unit 23d, a slip control determination unit 23e, and a target motor rotation speed calculation unit 23f. Yes.
The required torque calculation unit 23a inputs the accelerator pedal operation amount Pa, the brake pedal operation amount Pb, and the driven wheel speed Vw_driven. The required torque calculation unit 23a calculates the driver's required torque Td from Pa, Pb, and Vw_driven.
The vehicle body acceleration calculation unit 23b inputs the driven wheel speed Vw_driven. The vehicle body acceleration calculation unit 23b calculates the vehicle body acceleration Av based on Vw_driven.
The target slip ratio calculation unit 23c inputs the vehicle body acceleration Av. The target slip ratio calculation unit 23c sets the target slip ratio Rt_slip of the drive wheel based on Av.

The target drive wheel speed calculation unit 23d receives the target slip ratio Rt_slip, the driven wheel speed Vw_driven, and the drive wheel speed Vw_drive. The target drive wheel speed calculation unit 23d calculates a target drive wheel speed Vwt_drive. The target drive wheel speed calculation unit 23d calculates Vwt_drive by the following equation (1) when Vw_driven is less than the predetermined speed Va.
Vwt_drive = Va + dV1… (1)
The target drive wheel speed calculation unit 23d calculates Vwt_drive by the following equation (2) when Vw_driven is equal to or greater than Va.
Vwt_drive = Vw_driven + dV1… (2)
In the first embodiment, the acceleration at the time of starting is emphasized, and until the vehicle speed is generated to some extent (when Vw_driven <Va), in order to allow the slip amount of the driving wheel to some extent, the target driving wheel is based on Va which is a constant value. The speed Vwt_drive is calculated. However, Va may be set variably according to the driven wheel speed Vw_driven or the drive wheel speed Vw_drive, and is not particularly limited. Or, even when Vw_driven <Va, Vwt_drive may be calculated by equation (2). In the first embodiment, dV1 is set to a constant value, but may be variably set according to Vw_driven or Vw_drive, and is not particularly limited.

The slip control determination unit 23e inputs the target drive wheel speed Vwt_drive and the motor rotation speed Vm. The slip control determination unit 23e determines the start or end of slip control that suppresses the slip of the drive wheel from the slip amount of the drive wheel. The slip control determination unit 23e sets the slip flag Fs = 1 when it is determined that the slip control is started, and sets Fs = 0 when it is determined that the slip control is ended.
The slip control determination unit 23e determines that the slip control is started when the drive wheel speed converted value of the motor rotation speed Vm is equal to or greater than the slip start threshold Th_start. The slip control determination unit 23e calculates Th_start by the following equation (3).
Th_start = Vwt_drive-dV2… (3)
In the first embodiment, dV2 is set to a constant value, but it may be variably set according to Vw_driven or Vw_drive, and is not particularly limited. The drive wheel speed converted value of Vm can be obtained by multiplying Vm by the reduction ratio of the speed reduction mechanism 12 between the electric motor 2 and the drive wheels (rear wheels RL, RR).

The slip control determination unit 23e determines that the slip control is to be ended when the drive wheel speed converted value of the motor rotation speed Vm is less than the slip end threshold Th_end. The slip control determination unit 23e calculates Th_end by the following equation (4).
Th_end = Vwt_driven + dV3… (4)
In the first embodiment, dV3 is set to a constant value, but it may be variably set according to Vw_driven or Vw_drive, and is not particularly limited.
In Expression (3), Th_start is calculated based on Vwt_drive. Since Vwt_drive is calculated based on Vw_driven as shown in Equation (2), it can be said that Th_start is calculated based on Vw_driven. In other words, the slip control determination unit 23e determines the start of slip control by comparing Vw_drive with Th_start and Th_end calculated based on Vw_driven.
Note that the slip control determination unit 23e does not use Vw_drive detected by the wheel speed sensor 31 as a comparison target with Th_start and Th_end, but uses a converted drive wheel speed value of Vm detected by the resolver 30.
The target motor rotation speed calculation unit 23f receives the slip flag Fs and the target drive wheel speed Vwt_drive. The target motor rotation speed calculation unit 23f calculates the target motor rotation speed Vmt when Fs = 1. The target motor rotation speed calculation unit 23f calculates Vmt corresponding to Vwt_drive in consideration of the reduction ratio of the speed reduction mechanism 12.

(Motor control device)
The motor control device 20 includes a slip control torque calculation unit 20a, a torque control unit 20b, and a command current calculation unit 20c.
The slip control torque calculation unit 20a receives the target motor rotation speed Vmt and the motor rotation speed Vm. The slip control torque calculation unit 20a calculates a slip control torque Tc_slip that controls the torque output from the electric motor 2 during the slip control. The slip control torque calculation unit 20a calculates Tc_slip that performs feedback control so that Vm approaches Vmt.
The torque control unit 20b receives the slip flag Fs, the required torque Td, and the slip control torque Tc_slip. The torque control unit 20b calculates the torque to be output from the electric motor 2 as the command torque Tc. The torque control unit 20b sets Tc = Tc_slip when Fs = 1. The torque control unit 20b sets Tc = Td (required torque) when Fs = 0.
The command current calculation unit 20c receives the command torque Tc. The command current calculation unit 20c calculates the current supplied to the electric motor 2 as the command current Ic based on Tc.

[Control flow]
FIG. 3 is a flowchart showing a flow of processing performed in the vehicle control device 23.
In step S1, the vehicle body acceleration Av is calculated in the vehicle body acceleration calculating unit 23b, and the process proceeds to step S2.
In step S2, the target slip ratio calculation unit 23c calculates the target slip ratio Rt_slip, and the process proceeds to step S3.
In step S3, the target drive wheel speed calculation unit 23d calculates the target drive wheel speed Vwt_drive, and the process proceeds to step S4.
In step S4, the slip control determination unit 23e sets the slip flag Fs, and the process proceeds to step S5.
In step S5, the target motor rotation speed calculation unit 23f determines whether or not Fs = 1. When Fs = 1, the process proceeds to step S6, and when Fs = 0, the process ends.
In step S6, the target motor rotation speed calculation unit 23f calculates the target motor rotation speed Vmt, and the process ends.

FIG. 4 is a flowchart showing the flow of the slip flag Fs setting process performed in the slip control determination unit 23e.
In step S11, it is determined whether or not the drive wheel speed Vw_drive is equal to or higher than the slip start threshold Th_start. When Vw_drive is greater than or equal to Th_start, the process proceeds to step S12. When Vw_drive is less than Th_start, the process proceeds to step S14.
In step S12, Fs = 1 is set, and the process proceeds to step S3.
In step S13, it is determined whether or not the drive wheel speed Vw_drive is equal to or higher than the slip end threshold Th_end. When Vw_drive is equal to or greater than Th_end, the process proceeds to step S12. When Vw_drive is less than Th_end, the process proceeds to step S14.
In step S14, Fs = 0 is set, and the process ends.

FIG. 5 is a flowchart showing a flow of processing performed in the motor control device 20.
In step S21, it is determined whether or not the slip flag Fs = 1 and the accelerator pedal on flag Fa = 1. When Fs = 1 and Fa = 1, the process proceeds to step S12. When Fs = 1 and Fa = 1 are not satisfied, the process proceeds to step S14. When the accelerator pedal on flag Fa = 1, it indicates that the driver is operating the accelerator pedal. When Fa = 0, it indicates that the driver has released the accelerator pedal. Even when Fs = 1, the slip control is not started when the accelerator pedal is not operated by the driver.
In step S22, the slip control torque calculator 20a calculates the slip control torque Tc_slip.
In step S23, the torque control unit 20b sets the command torque Tc = Tc_slip.
In step S24, the torque control unit 20b sets Tc = Td (required torque).
In step S25, the command current calculation unit 20c calculates the current supplied to the electric motor 2 based on Tc as the command current Ic.

[Action]
FIG. 6 is a control block diagram at the time of driving by the electric motor 2 of the comparative example. A control block diagram of the comparative example will be described, but the same components as those in the first embodiment (FIG. 2) are denoted by the same reference numerals and description thereof is omitted.
The vehicle control device 23 includes a slip control torque calculation unit 23g. The slip control torque calculation unit 23g receives the slip flag Fs and the target drive wheel speed Vwt_drive. The slip control torque calculator 23g calculates the slip control torque Tc_slip when Fs = 1. The slip control torque calculation unit 23g calculates Tc_slip that performs feedback control so that Vw_drive approaches Vwt_drive.
In the comparative example, the slip control torque calculation unit 23g of the vehicle control device 23 performs feedback control using Vw_drive. However, since the phase of Vw_drive detected by the wheel speed sensor 31 is delayed with respect to the phase of control of the electric motor 2, the convergence of the control may be delayed.

Further, in the comparative example, Vw_drive detected by the wheel speed sensor 31 is input to the vehicle control device 23, Tc_slip is calculated in the vehicle control device 23, and the command current Ic that controls the electric motor 2 according to Tc_slip in the motor control device 20 Is calculated. That is, since the control loop is constituted by the wheel speed sensor 31, the brake control device 22, the vehicle control device 23, and the motor control device 20, there is a possibility that the convergence of the control is delayed due to a time loss in information communication.
Therefore, in the first embodiment, as shown in FIG. 2, the motor control device 20 is provided with a slip control torque calculation unit 20a that performs feedback control. Further, the slip control torque calculation unit 20a performs feedback control based on the motor rotation speed.
FIG. 7 is a time chart at the time of slip control at the time of vehicle start on the low μ road of the comparative example. FIG. 7 (a) shows a time chart of the slip flag Fs. FIG. 7 (b) shows a time chart of the driver's required torque Td and command torque Tc. FIG. 7C is a time chart of the driving wheel speed Vw_drive, the driven wheel speed Vw_driven, the slip start threshold Th_start, and the slip end threshold Th_end.

In the time chart of the comparative example, the driver starts operating the accelerator pedal at time t1, and the required torque Td increases. Since the command torque Tc = Td is set, Tc increases with Td. As Tc increases, the drive wheel speed Vw_drive increases. When the vehicle starts, Vw_drive is generated first, and the driven wheel speed Vw_driven is generated with a delay.
At time t2, the drive wheel speed Vw_drive becomes equal to or higher than the slip start threshold Th_start, and is set to command torque Tc = Tc_slip (slip control torque). In the comparative example, Tc_slip performs feedback control in the slip control torque calculation unit 23g of the vehicle control device 23 so that Vw_drive becomes the target drive wheel speed Vwt_drive.
At time t3, Vw_drive converges to Vwt_drive.
At time t4, Vw_drive drops rapidly when entering the high μ road and approaches Vw_driven.
When Vw_drive becomes less than the slip end threshold Th_end at time t5, Tc = Td is set.

FIG. 8 is a time chart at the time of slip control when the vehicle starts on the low μ road of the first embodiment. FIG. 8A shows a time chart of the slip flag Fs. FIG. 8B shows a time chart of the driver's required torque Td and command torque Tc. FIG. 8C is a time chart of the drive wheel speed Vw_drive, the driven wheel speed Vw_driven, the slip start threshold Th_start, and the slip end threshold Th_end.
In the time chart of the first embodiment, the driver starts operating the accelerator pedal at time t11, and the required torque Td increases. Since the command torque Tc = Td is set, Tc increases with Td. As Tc increases, the drive wheel speed Vw_drive increases. When the vehicle starts, Vw_drive is generated first, and Vw_driven is generated with a delay.
At time t12, Vw_drive becomes equal to or greater than Th_start, and the command torque Tc = Tc_slip (slip control torque) is set. In the first embodiment, Tc_slip performs feedback control in the slip control torque calculation unit 20a of the motor control device 20 so that the motor rotation speed Vm becomes the target motor rotation speed Vmt.
At time t13, Vw_drive converges to the target drive wheel speed Vwt_drive.
At time t14, when entering the high μ road, Vw_drive decreases rapidly and approaches Vw_driven.
When Vw_drive becomes less than the slip end threshold Th_end at time t15, Tc = Td is set.

  Comparing the comparative example (FIG. 7) and the first embodiment (FIG. 8), the driving wheel speed Vw_drive in the first embodiment converges to the target driving wheel speed faster than the first comparative example. This is because in the first embodiment, the slip control torque calculation unit 20a performs feedback control at a motor rotation speed whose phase is earlier than the drive wheel speed Vw_drive. Further, since the slip control torque calculation unit 20a is provided in the motor control device 20, the control loop is configured by the motor control device 20, the electric motor 2, and the resolver 30. This is because time loss in information communication can be shortened.

[effect]
The effects of Example 1 are listed below.
(1) A vehicle control device that drives wheels by the electric motor 2, and calculates target drive wheel speed Vwt_drive of the drive wheels (rear wheels RL, RR) of the vehicle based on the driven wheel speed Vw_driven of the vehicle A wheel speed calculation unit 23d, a slip control determination unit 23e (drive wheel slip state detection unit) that detects the slip state of the drive wheel based on the difference between the motor rotation speeds Vm and Vw_driven of the electric motor 2, and the calculated Vwt_drive The target motor rotation speed calculation unit 23f that calculates the target motor rotation speed Vmt of the electric motor 2 based on the calculated target motor rotation speeds Vmt and Vm when the slip of the driving wheel is detected by the slip control determination unit 23e. And a slip control torque calculation unit 20a (slip command torque calculation unit) that calculates a slip control torque Tc_slip (slip control command torque) that drives the electric motor 2 based on the above.
Since the slip control torque calculation unit 20a calculates the slip control torque Tc_slip based on the target motor rotation speed Vmt and the motor rotation speed Vm having an early phase, the slip of the drive wheel can be suppressed at an early stage.
(2) The slip control torque calculation unit 20a is provided in the motor control device 20 (motor control unit) that controls the electric motor 2.
Since the control loop is configured by the motor control device 20, the electric motor 2, and the resolver 30, it is possible to shorten time loss in information communication and to suppress drive wheel slip early.

(3) Resolver 30 (motor rotation speed detection unit) that detects the motor rotation speed Vm of the electric motor 2 that generates torque for driving the driving wheels (rear wheels RL, RR) of the vehicle, and the driven wheel speed Vw_driven of the vehicle Based on the detected wheel speed sensors 31a, 31b (driven wheel speed detecting section), the wheel speed sensors 31c, 31d (driving wheel speed detecting section) for detecting the driving wheel speed Vw_drive of the vehicle, and the detected Vw_driven and Vw_drive The target drive wheel speed calculation unit 23d that calculates the target drive wheel speed Vwt_drive and the slip control that detects the slip state of the drive wheel based on the difference between the detected motor rotation speed Vmt and the detected driven wheel speed Vw_driven A slip of the drive wheel is detected by the determination unit 23e (drive wheel slip state detection unit), the target motor rotation speed calculation unit 23f that calculates the target motor rotation speed Vmt based on the calculated Vwt_drive, and the slip control determination unit 23e. When A slip control torque calculation unit 20a (slip command torque calculation unit) that calculates a slip control torque Tc_slip (slip control command torque) that drives the electric motor 2 based on the calculated Vmt and the detected Vm; Equipped with.
Since the slip control torque calculation unit 20a calculates the slip control torque Tc_slip based on the target motor rotation speed Vmt and the motor rotation speed Vm having an early phase, the slip of the drive wheel can be suppressed at an early stage.
(4) The slip control torque calculation unit 20a is provided in the motor control device 20 that controls the electric motor 2, and the target drive wheel speed calculation unit 23d, the slip control determination unit 23e, and the target motor rotation speed calculation unit 23f It is provided in a vehicle control device 23 connected to the control device 20 via a vehicle communication line.
Since the control loop is configured by the motor control device 20, the electric motor 2, and the resolver 30, it is possible to shorten time loss in information communication and to suppress drive wheel slip early.

(5) A method for controlling a vehicle in which wheels are driven by the electric motor 2, and a target driving wheel speed calculating step for calculating a target driving wheel speed Vwt_drive of the driving wheel of the vehicle based on the driven wheel speed Vw_driven of the vehicle (step S3 ), A drive wheel slip state detection step (step S4) for detecting a slip state of the drive wheel based on the difference between the motor rotation speed Vm of the electric motor 2 and the driven wheel speed Vm_driven, and electric drive based on the calculated Vwt_drive When the drive wheel slip is detected in the target motor rotation speed calculation step (step S6) for calculating the target motor rotation speed Vmt of the motor 2 and the drive wheel slip state detection step, the calculated Vmt is detected. Slip command torque calculation step for calculating slip control torque Tc_slip (slip control command torque) for driving the electric motor 2 based on Vm (step S22) And provided.
Since the slip control torque calculation unit 20a calculates the slip control torque Tc_slip based on the target motor rotation speed Vmt and the motor rotation speed Vm having an early phase, the slip of the drive wheel can be suppressed at an early stage.
(6) The slip command torque calculation step (step S22) is performed by the motor control device 20 that controls the control of the electric motor 2.
Since the control loop is configured by the motor control device 20, the electric motor 2, and the resolver 30, it is possible to shorten time loss in information communication and to suppress drive wheel slip early.

[Other Examples]
As described above, the present invention has been described based on the first embodiment. However, the specific configuration of each invention is not limited to the first embodiment, and even if there is a design change or the like without departing from the gist of the present invention. Are included in the present invention.
In the first embodiment, only the electric motor 2 is used as a drive source of the vehicle, but the present invention may be applied to a hybrid vehicle that also uses an engine. In the first embodiment, the rear wheels RL and RR are applied to a rear wheel drive vehicle in which driving wheels are used. However, the present invention may be applied to a vehicle in which the front wheels FL and FR are driven wheels.

The technical idea that can be grasped from the embodiment described above will be described below.
A vehicle control device for driving wheels by an electric motor,
A target drive wheel speed calculation unit for calculating a target wheel speed of the drive wheel of the vehicle based on a wheel speed of a driven wheel of the vehicle;
A drive wheel slip state detection unit that detects a slip state of the drive wheel based on a difference between a rotation speed of the electric motor and a wheel speed of the driven wheel;
A target motor rotation speed calculation unit that calculates a target motor rotation speed of the electric motor based on the calculated target drive wheel speed;
A slip control command torque for driving the electric motor based on the calculated target motor rotation speed and the rotation speed of the electric motor when the slippage of the driving wheel is detected by the driving wheel slip state detection unit. A slip command torque calculating section to calculate,
Equipped with.
Since the slip command torque calculation unit calculates the slip control command torque based on the target motor rotation speed and the rotation speed of the electric motor with a fast phase, slip of the drive wheels can be suppressed at an early stage.

In a more preferred embodiment, in the above embodiment,
The slip command torque calculation unit is provided in a motor control unit that controls the electric motor.
Since the control loop includes a motor control device and an electric motor, time loss in information communication can be shortened, and slipping of the drive wheels can be suppressed at an early stage.

From another point of view, an electric vehicle control system is
A motor rotation speed detector that detects the rotation speed of an electric motor that generates torque for driving the drive wheels of the vehicle;
A driven wheel speed detector for detecting a wheel speed of the driven wheel of the vehicle;
A driving wheel speed detection unit for detecting a wheel speed of the driving wheel of the vehicle;
A target drive wheel speed calculation unit that calculates a target drive wheel speed of the drive wheel based on the detected wheel speed of the driven wheel and the wheel speed of the drive wheel;
A drive wheel slip state detector that detects a slip state of the drive wheel based on a difference between the detected rotation speed of the electric motor and the detected wheel speed of the driven wheel;
A target motor rotation speed calculation unit that calculates a target motor rotation speed of the electric motor based on the calculated target drive wheel speed;
Slip control that drives the electric motor based on the calculated target motor rotation speed and the detected rotation speed of the electric motor when the driving wheel slip state detection unit detects slipping of the driving wheel. A command torque calculation unit for slip for calculating a command torque for use;
Equipped with.
Since the slip command torque calculation unit calculates the slip control command torque based on the target motor rotation speed and the rotation speed of the electric motor with a fast phase, slip of the drive wheels can be suppressed at an early stage.

In a more preferred embodiment, in the above embodiment,
The slip command torque calculation unit is provided in a motor control device that controls the electric motor,
The target drive wheel speed calculation unit, the drive wheel slip state detection unit, and the target motor rotation speed calculation unit are provided in a vehicle control device connected to the motor control device through a communication line of the vehicle.
Since the control loop includes a motor control device, a motor rotation speed detection unit, and an electric motor, time loss in information communication can be shortened, and slipping of drive wheels can be suppressed early.

From another point of view, a vehicle control method for driving wheels by an electric motor,
A target driving wheel speed calculating step for calculating a target driving wheel speed of the driving wheel of the vehicle based on a wheel speed of a driven wheel of the vehicle;
A drive wheel slip state detection step for detecting a slip state of the drive wheel based on a difference between a rotation speed of the electric motor and a wheel speed of the driven wheel;
A target motor rotation speed calculating step for calculating a target motor rotation speed of the electric motor based on the calculated target drive wheel speed;
For slip control that drives the electric motor based on the calculated target motor rotation speed and the detected rotation speed of the electric motor 2 when slippage of the drive wheel is detected in the driving wheel slip state detection step. A slip command torque calculating step for calculating a command torque;
Equipped with.
In the slip command torque calculation step, the slip control command torque is calculated based on the target motor rotation speed and the rotation speed of the electric motor with a fast phase, so that slip of the drive wheels can be suppressed at an early stage.

In a more preferred embodiment, in the above embodiment,
The slip command torque calculation step is performed by a motor control device that controls the electric motor.
Since the control loop includes a motor control device and an electric motor, time loss in information communication can be shortened, and slipping of the drive wheels can be suppressed at an early stage.

2 Electric motor
20 Motor controller (motor controller)
20a Slip control torque calculator (Slip command torque calculator)
23d Target drive wheel speed calculator
23e Slip control determination unit (drive wheel slip state detection unit)
23f Target motor speed calculator
30 Resolver (Motor rotation speed detector)
31a, 31b Wheel speed sensor (driven wheel speed detector)
31c, 31d Wheel speed sensor (Drive wheel speed detector)
FL, FR driven wheel (front wheel)
RL, RR drive wheel (rear wheel)

Claims (6)

A vehicle control device for driving wheels by an electric motor,
A target drive wheel speed calculation unit for calculating a target drive wheel speed of the drive wheel of the vehicle based on the driven wheel speed of the vehicle;
A drive wheel slip state detection unit that detects a slip state of the drive wheel based on a difference between a motor rotation speed of the electric motor and the driven wheel speed;
A target motor rotation speed calculation unit that calculates a target motor rotation speed of the electric motor based on the calculated target drive wheel speed;
When a slip of the drive wheel is detected by the drive wheel slip state detection unit, a slip control command torque for driving the electric motor is calculated based on the calculated target motor rotation speed and the motor rotation speed. A slip command torque calculation unit;
An electric vehicle control apparatus comprising: In the control apparatus of the electric vehicle according to claim 1,
The control apparatus for an electric vehicle, wherein the slip command torque calculation unit is provided in a motor control unit that controls the electric motor. A motor rotation speed detector that detects a motor rotation speed of an electric motor that generates torque for driving the drive wheels of the vehicle;
A driven wheel speed detector for detecting a driven wheel speed of the vehicle;
A drive wheel speed detector for detecting a drive wheel speed of the vehicle;
A target driving wheel speed calculating unit that calculates a target driving wheel speed of the driving wheel based on the detected driven wheel speed and the driving wheel speed;
A drive wheel slip state detection unit that detects a slip state of the drive wheel based on a difference between the detected motor rotation speed and the detected driven wheel speed;
A target motor rotation speed calculation unit that calculates a target motor rotation speed of the electric motor based on the calculated target drive wheel speed;
A slip control command for driving the electric motor based on the calculated target motor rotation speed and the detected motor rotation speed when slippage of the drive wheel is detected by the drive wheel slip state detection unit. A slip command torque calculator for calculating torque;
An electric vehicle control system comprising: In the control system of the electric vehicle according to claim 3,
The slip command torque calculation unit is provided in a motor control device that controls the electric motor,
The target drive wheel speed calculation unit, the drive wheel slip state detection unit, and the target motor rotation speed calculation unit are provided in a vehicle control device connected to the motor control device through a communication line of the vehicle. An electric vehicle control system. A vehicle control method for driving wheels by an electric motor,
A target driving wheel speed calculating step for calculating a target driving wheel speed of the driving wheel of the vehicle based on the driven wheel speed of the vehicle;
A drive wheel slip state detection step for detecting a slip state of the drive wheel based on a difference between a motor rotation speed of the electric motor and the driven wheel speed;
A target motor rotation speed calculating step for calculating a target motor rotation speed of the electric motor based on the calculated target drive wheel speed;
When slip of the drive wheel is detected in the drive wheel slip state detection step, a slip control command torque for driving the electric motor is calculated based on the calculated target motor rotation speed and the detected motor rotation speed. A slip command torque calculating step to calculate,
An electric vehicle control method comprising: In the control apparatus of the electric vehicle according to claim 5,
The method of controlling an electric vehicle, wherein the slip command torque calculating step is performed by a motor control device that controls the electric motor.

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