JP4793296B2 - Electric vehicle control device, electric vehicle, and electric vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more appropriately estimate the number of revolutions of driving wheels and more properly restrict vibration of a vehicle. <P>SOLUTION: When a slip of driving wheels is determined, an observer that estimates an estimated number of rotations nearest to the number of revolutions of driving wheels Nbt based on a signal from a wheel speed sensor among a plurality of observers is set as an execution observer OBx. In other words, an observer that employs a more appropriate frictional coefficient among a plurality of different frictional coefficients is set as an execution observer OBx (S340). Thereby, the number of revolutions of driving wheels can be estimated more appropriately. When a slip of driving wheels is not determined, the number of revolutions of driving wheels is estimated by an observer that employs the largest friction coefficient among a plurality of observers (S330). Consequently, the vibration of the vehicle can be restricted more appropriately because a torque command Tm2* of a motor is corrected by the estimated number of revolutions Nbt* of driving wheels estimated more appropriately. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a control device for an electric vehicle that can be driven using torque from an electric motor, an electric vehicle including the control device, and a method for controlling the electric vehicle.

Conventionally, as a control device for this type of electric vehicle, in an electric vehicle that can be driven using torque from an electric motor, feedback control is performed using the rotation speed of the motor and the rotation speed of the driving wheel to suppress vehicle vibration. Have been proposed (see, for example, Patent Document 1). In this device, a correction value is obtained by multiplying a rotational speed deviation between an equivalent rotational speed corresponding to the rotational speed of the drive wheel and the average rotational speed of the drive wheel by a gain considering non-vibration and responsiveness. By calculating and subtracting the correction value calculated from the torque command of the motor to control the motor, the vibration accompanying the torque fluctuation of the vehicle is suppressed by feedback control with a small amount of calculation.
JP 2002-152916 A

  In the electric vehicle control device described above, when using an observer that calculates the estimated rotational speed of the drive wheels in order to more appropriately observe the state of the drive wheels, various constants such as the maximum friction coefficient of the road surface on the premise of gripping It is conceivable to design an observer using On the other hand, when slipping occurs due to idling of the drive wheels, the estimated rotational speed of the drive wheels can be set appropriately by using an observer designed on the premise of gripping even though the apparent friction coefficient is different from that at gripping. In some cases, the operation cannot be performed. Further, if the vehicle torque command is corrected based on the estimated rotational speed, there may be a case where the vibration of the vehicle cannot be properly suppressed during a slip.

  The electric vehicle control device, the electric vehicle, and the electric vehicle control method according to the present invention are intended to more appropriately suppress vibrations of the vehicle. Another object of the control device, the electric vehicle, and the electric vehicle control method of the present invention is to more appropriately estimate the rotational speed of the drive wheels.

  The electric vehicle control device, electric vehicle, and electric vehicle control method of the present invention employ the following means in order to achieve at least a part of the above object.

The control apparatus for an electric vehicle of the present invention is:
A control device for an electric vehicle that can be driven using torque from an electric motor,
Motor rotation number detecting means for detecting a motor rotation number which is the rotation number of the motor;
Drive wheel rotation speed detection means for detecting the drive wheel rotation speed which is the rotation speed of the drive wheel;
A plurality of observers for estimating an estimated rotational speed of the plurality of driving wheels using a plurality of friction coefficients different from the detected motor rotational speed or driving wheel rotational speed;
Slip determination means for determining slip due to idling of the drive wheel based on the detected drive wheel rotational speed;
When the slip determination means does not determine slip due to idling of the drive wheel, an observer using the largest friction coefficient among the plurality of observers is set as an execution observer, and slip due to idling of the drive wheel is set by the slip determination means. An execution observer setting means for setting, as an execution observer, an observer that estimates an estimated rotation speed closest to the detected drive wheel rotation speed among the plurality of observers when determined;
Torque command correcting means for correcting the torque command of the electric motor so as to suppress the vibration of the vehicle based on the estimated rotational speed estimated by the set execution observer and the detected motor rotational speed;
It is a summary to provide.

  In the control apparatus for an electric vehicle according to the present invention, when slip due to idling of the drive wheel is not determined based on the motor rotation speed or the drive wheel rotation speed, a plurality of drive wheels are used using a plurality of friction coefficients different from the drive wheel rotation speed. When the observer using the largest friction coefficient among the plurality of observers that estimate the estimated rotational speed is set as the execution observer, and slippage due to idling of the drive wheel is determined based on the motor speed or the drive wheel speed Sets the observer that estimated the estimated rotation speed closest to the drive wheel rotation speed among the plurality of observers as the execution observer, and based on the estimated rotation speed estimated by the set execution observer and the motor rotation speed, The torque command of the electric motor is corrected so as to suppress vibration. Therefore, when the slippage of the drive wheel is determined, the estimated rotation speed of the drive wheel is estimated by the observer that has estimated the estimated rotation speed closest to the drive wheel rotation speed among the plurality of observers, that is, with a plurality of different friction coefficients. Since the estimated rotational speed of the drive wheel is estimated by an observer using a more appropriate friction coefficient, the rotational speed of the drive wheel can be estimated more appropriately. Further, when the slip of the drive wheel is not determined, the estimated rotational speed of the drive wheel is estimated by the observer using the largest friction coefficient among the plurality of observers, so that the grip state of the drive wheel can be more appropriately reflected. As a result, since the torque command of the electric motor is corrected using the estimated rotation speed of the drive wheel estimated more appropriately, the vibration of the vehicle can be suppressed more appropriately. Here, the plurality of observers that estimate the estimated rotational speeds of the plurality of drive wheels include a plurality of observers having different friction coefficients.

  In the control apparatus for an electric vehicle of the present invention, the torque command correction means includes an equivalent rotational speed corresponding to the rotational speed of the driving wheel of the detected motor rotational speed and an estimated rotational speed estimated by the execution observer. It is also possible to set a correction torque obtained by multiplying the difference between them by a gain and to correct the torque command by subtracting the set correction torque from the torque command of the electric motor. Therefore, if the gain for suppressing the vibration of the vehicle is used, the vibration of the vehicle can be more appropriately suppressed.

  The electric vehicle of the present invention is connected to three shafts of an internal combustion engine, a generator capable of outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft connected to a drive wheel. Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three axes, an electric motor capable of outputting power to the drive shaft, and traveling Requested driving force setting means for setting a required driving force required, target operating point setting means for setting a target operating point at which the internal combustion engine should be operated based on the set required driving force, and the set Torque command setting means for setting the torque command of the generator and the torque command of the electric motor so that the internal combustion engine is operated at a target operation point and travels with a driving force based on the set required driving force; Electric motor The electric vehicle control device according to any one of the above-described aspects for performing the control, and the internal combustion engine is operated at the set target operation point, and the generator is driven by the set torque command. And a control means for controlling the internal combustion engine and the generator to control the electric motor so that the electric motor is driven by the corrected torque command. Here, the electric vehicle control device of the present invention according to any one of the above aspects is basically a control device for an electric vehicle that can be driven using torque from the electric motor, and is based on the rotational speed of the electric motor. The motor rotation speed detection means for detecting a certain motor rotation speed, the drive wheel rotation speed detection means for detecting the drive wheel rotation speed that is the rotation speed of the drive wheel, and the detected motor rotation speed or the drive wheel rotation speed are different. A plurality of observers for estimating an estimated rotational speed of the plurality of driving wheels using a plurality of friction coefficients; a slip determination means for determining slip due to idling of the driving wheels based on the detected driving wheel rotational speed; When the slip determination means does not determine slip due to idling of the drive wheel, an observer using the largest friction coefficient among the plurality of observers is defined as an execution observer. When the slip determination means determines that slip due to idling of the drive wheel is detected, an observer that estimates an estimated rotation speed closest to the detected drive wheel rotation speed among the plurality of observers is set as an execution observer. Based on the execution observer setting means to be set, the estimated rotational speed estimated by the set execution observer, and the detected motor rotational speed, the torque command of the motor is corrected so as to suppress vehicle vibration. Torque command correcting means.

  According to the electric vehicle of the present invention, since the electric vehicle control device of the present invention according to any one of the above-described aspects is provided, the effect exhibited by the electric vehicle control device of the present invention, for example, the rotational speed of the drive wheel is further increased. The same effects as the effect that can be properly estimated and the effect that the vibration of the vehicle can be more appropriately suppressed can be obtained.

The electric vehicle control method of the present invention includes:
Electricity that includes a plurality of observers that estimate the estimated number of rotations of the plurality of drive wheels using a plurality of friction coefficients that are different from the number of rotations of the drive wheel that is the number of rotations of the drive wheel, and that can be driven using torque from an electric motor A method for controlling an automobile,
When slippage due to idling of the drive wheels is not determined based on the motor rotation speed that is the rotation speed of the motor or the drive wheel rotation speed, an observer that uses the largest friction coefficient among the plurality of observers is set as an execution observer. When the slip due to idling of the drive wheel is determined based on the motor rotation speed or the drive wheel rotation speed, an observer that estimates the estimated rotation speed closest to the drive wheel rotation speed among the plurality of observers is executed. Set as an observer,
Correcting the torque command of the electric motor so as to suppress vibration of the vehicle based on the estimated rotational speed estimated by the set execution observer and the electric motor rotational speed;
It is characterized by that.

  In this electric vehicle control method of the present invention, when slip due to idling of the drive wheel is not determined based on the motor rotation speed or the drive wheel rotation speed, a plurality of drive wheels are used using a plurality of friction coefficients different from the drive wheel rotation speed. When the observer using the largest friction coefficient among the plurality of observers that estimate the estimated rotational speed is set as the execution observer, and slippage due to idling of the drive wheel is determined based on the motor speed or the drive wheel speed Sets the observer that estimated the estimated rotation speed closest to the drive wheel rotation speed among the plurality of observers as the execution observer, and based on the estimated rotation speed estimated by the set execution observer and the motor rotation speed, The torque command of the electric motor is corrected so as to suppress vibration. Therefore, when the slippage of the drive wheel is determined, the estimated rotation speed of the drive wheel is estimated by the observer that has estimated the estimated rotation speed closest to the drive wheel rotation speed among the plurality of observers, that is, with a plurality of different friction coefficients. Since the estimated rotational speed of the drive wheel is estimated by an observer using a more appropriate friction coefficient, the rotational speed of the drive wheel can be estimated more appropriately. Further, when the slip of the drive wheel is not determined, the estimated rotational speed of the drive wheel is estimated by the observer using the largest friction coefficient among the plurality of observers, so that the grip state of the drive wheel can be more appropriately reflected. As a result, since the torque command of the electric motor is corrected using the estimated rotation speed of the drive wheel estimated more appropriately, the vibration of the vehicle can be suppressed more appropriately. Here, the plurality of observers that estimate the estimated rotational speeds of the plurality of drive wheels include a plurality of observers having different friction coefficients.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an electric vehicle control apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire automobile.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. Note that the input / output limits Win and Wout of the battery 50 are set with a slight margin added to the rated value, and the basic values of the input / output limits Win and Wout are set based on the battery temperature Tb. The output limiting correction coefficient and the input limiting correction coefficient are set on the basis of the remaining capacity (SOC), and the basic values of the set input / output limits Win and Wout are multiplied by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the drive wheels 63a and 63b, and the driven wheels (not shown) are attached. Driving wheel speeds Vfl, Vfr, driven wheel speeds Vrl, Vrr, and the like from the wheel speed sensors 91a to 91d are input via an input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode in which torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the torque is converted by the motors MG1 and MG2 and output to the ring gear shaft 32a, and the motors MG1 and MG2 are driven and controlled. The engine 22 is operated and controlled so that the power corresponding to the sum of the required power and the power required for charging / discharging the battery 50 is output from the engine 22, and the power output from the engine 22 with charging / discharging of the battery 50 is controlled. All or a part of the power distribution integration mechanism 30, the motor MG1, and the motor A charge / discharge operation mode in which the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the required power is output to the ring gear shaft 32a with torque conversion by the MG2, and the motors MG1 and MG2 are driven and controlled. There is a motor operation mode in which the operation of the motor 22 is stopped and operation is controlled so that power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a.

  In addition, the hybrid electronic control unit 70 of the embodiment is estimated by the equivalent number of revolutions Nm2t corresponding to the number of revolutions Nm2 of the motor MG2 input from the motor ECU 40 and the execution observer OBx set by the execution observer setting unit 94. Vibration suppression control is performed to correct the torque command Tm2 * of the motor MG2 so that the deviation from the estimated rotation speed Nbt * of the drive wheels 63a and 63b is canceled out. FIG. 2 shows an example of a control block for vibration suppression control. As shown in the figure, the control block of the embodiment receives the rotational speed Nm2 of the motor MG2 from the motor ECU 40 and divides it by the gear ratio id of the gear mechanism 60 and the differential gear 62 to drive wheels 63a having the rotational speed Nm2 of the motor MG2. , 63b, and an equivalent rotation speed conversion unit 92 that converts the rotation speed to an equivalent rotation speed Nm2t, and a drive that averages the drive wheel speeds Vfl, Vfr from the wheel speed sensors 91a, 91b and converts them into the drive wheel rotation speed Nbt. After the correction of the wheel rotation speed conversion unit 93, the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 calculated by the motor ECU 40, and the drive wheel rotation speed Nbt of the drive wheels 63a and 63b converted by the drive wheel rotation speed conversion section 93 The estimated rotational speeds Nbt1 * to Nbt of the drive wheels 63a and 63b by the following equations (1) and (2) using the torque command Tm2 * of The observer OB1 to OBn for estimating tn *, the execution observer setting unit 94 for selecting one of the observers OB1 to OBn and setting it as the execution observer OBx, and the drive wheel speed Nbt from the equivalent speed Nm2t A first subtraction unit 95 that subtracts and calculates the rotational speed deviation ΔN, a multiplication unit 96 that sets the correction torque Tset by multiplying the rotational speed deviation ΔN by the gain k, and subtracts the correction torque Tset from the torque command Tm2 * of the motor MG2. And a second subtracting unit 97 for correcting the torque command Tm2 * of the motor MG2. The observers OB1 to OBn are designed as n (for example, five, ten, twenty, etc.) observers having equally different friction coefficients μ (μ1 to μn), and in the embodiment, the friction used by the observer OB1. As the coefficient μ1, the assumed friction coefficient of the most slippery traveling road surface (for example, a value of 0.001) is used, and the friction coefficient μn used by the observer OBn is the maximum friction of the traveling road surface with respect to the drive wheels 63a and 63b. A predetermined value was used as the coefficient. In the equations (1) and (2), the ring gear shaft 32a includes the wheel radius r, the vehicle body mass Mw on the driving wheel side, the friction coefficient μ of the traveling road surface with respect to the driving wheels 63a and 63b, the gravitational acceleration g, and the engine 22. The inertia moment Im1 of the motor MG1 converted as above, the inertia moment Im2 of the motor MG2 converted as above on the ring gear shaft 32a, the gear ratio id of the gear mechanism 60 and the differential gear 62, and the inertia of the drive wheels 63a and 63b. A predetermined value can be used for the moment Ibt. The rotational angular velocities ωm1 and ωm2 converted as those on the ring gear shaft 32a of the motors MG1 and MG2 are obtained by the rotational speeds Nm1 and Nm2, and the rotational angular velocities ωbt of the drive wheels 63a and 63b are obtained by the rotational speed of the drive wheels Nbt. The obtained torque Tm2 from the motor MG2 can be obtained by converting a corrected torque command Tm2 * set by a drive control routine, which will be described later, on the ring gear shaft 32a. Here, the gain k of the multiplication unit 96 is set to a value determined by the following equation (3) in order to suppress vibration. In the embodiment, the value determined by the equation (4) in which the response is the fastest among the gains for suppressing the vibration is used as the gain k. In the equations (3) and (4), J1 represents the motor MG2 converted as on the ring gear shaft 32a including the moment of inertia of the engine 22 and the motor MG1 connected to the power distribution and integration mechanism 30. J2 is the sum of the equivalent inertia moment of the vehicle and the inertia moments of the drive wheels 63a and 63b, and Cs is a combination of the viscosity constant on the axle side of the gear mechanism 60 and the viscosity coefficient of the drive wheels 63a and 63b. Ks is a value obtained by combining the spring rigidity of the axle side with respect to the gear mechanism 60 and the spring rigidity of the drive wheels 63a and 63b. The reason why the vibration of the vehicle can be suppressed by the gain k obtained by the formula (3) or the formula (4) is known as the prior art (Japanese Patent Laid-Open No. 2002-152916), and therefore the explanation thereof Is omitted.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the corresponding rotational speed Nm2t corresponding to the rotational speed of the driving wheels 63a and 63b of the rotational speed Nm2 of the motor MG2, the driving wheel rotational speed Nbt of the driving wheels 63a and 63b, the driven wheel speed Vrl from the wheel speed sensors 91c and 91d, A process of inputting data necessary for control such as Vrr, input / output restrictions Win, Wout of the battery 50 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. In addition, the equivalent rotational speed Nm2t is input as converted by the equivalent rotational speed converter 92 based on the rotational speed Nm2 of the motor MG2. As the driving wheel rotation speed Nbt, the value converted by the driving wheel rotation speed converter 93 based on the driving wheel speeds Vfl and Vfr detected by the wheel speed sensors 91a and 91b is input. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S120). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the target speed Nm1 * of the motor MG1 is calculated by the following equation (5) using the target speed Ne * of the engine 22, the speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated by Expression (6) (step S130). Here, Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (5) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (6) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (6), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (5)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower torque limits even if output from the motor MG1 satisfying both the formulas (7) and (8) (step S140), and the set temporary torque Tm1tmp is expressed by the formula ( The torque command Tm1 * of the motor MG1 is set by limiting with the torque limits Tm1min and Tm1max according to 9) (step 150). Here, Expression (7) is a relationship in which the sum of the torques output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the required torque Tr *, and Expression (8) is a relationship with the motor MG1. This is a relationship in which the sum of the electric power input and output by the motor MG2 is within the range of the input and output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the drawing.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Tr * (7)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (8)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (9)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. The temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (10) (step S160), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And equation (12) (step S170), and the set temporary torque Tm2tmp is expressed by equation (13). More torque limit Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S180). Here, equation (10) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (10)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (11)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (12)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (13)

  Subsequently, a correction torque Tset for suppressing the vibration of the vehicle is set (step S190), and the torque command Tm2 * is corrected by subtracting the set correction torque from the torque command Tm2 * of the motor MG2 (step 200). The correction torque Tset is set by a correction torque setting routine illustrated in FIG. This setting will be described later. Further, the torque command Tm2 * of the motor MG2 may exceed the battery input / output limits Win, Wout by correcting the torque command Tm2 * once set to be within the range of the input / output limits Win, Wout of the battery 50. However, in the embodiment, since the input / output limits Win and Wout of the battery 50 are set with the rated value having a slight margin, the motor MG2 may be controlled by the corrected torque command Tm2 *. The battery 50 is not charged / discharged by excessive electric power.

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S210), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Next, the correction torque setting process will be described. When the correction torque setting routine of FIG. 8 is executed, an equivalent rotational speed Nm2t corresponding to the rotational speeds of the driving wheels 63a and 63b at the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 and the rotational speed Nm2 of the motor MG2 and the driving wheels 63a. , 63b driving wheel rotational speed Nbt, driven wheel speeds Vrl, Vrr from the wheel speed sensors 91c, 91d, and other data necessary for processing are input (step S300), and the friction coefficient μ of the traveling road surface with respect to the driving wheels 63a, 63b ( Corrections that were set when the input motor speeds MG1 and MG2 of the motors MG1 and MG2, Nm1 and Nm2, the drive wheel speed Nbt, and the previous drive control routine were executed by n observers OB1 to OBn that are equally different from each other. Using the subsequent torque command Tm2 *, the estimated number of rotations Nb of the driving wheels 63a and 63b from the above formulas (1) and (2). 1 * ~Nbtn * calculated (steps S310), and determines whether the drive wheels 63a, slip by idly 63b has occurred (step S320). Here, in the embodiment, the slip is determined by using the driving wheel speed Vw obtained from the driving wheel rotation speed Nbt and the estimated vehicle body speed Ve obtained by averaging the driven wheel speeds Vrl and Vrr using the following equation (14). This is performed depending on whether or not the slip ratio λ calculated by

  λ = (Vw-Ve) / Ve (14)

  When it is determined that no slip occurs in the drive wheels 63a and 63b, the observer OBn using the friction coefficient μn as the maximum friction coefficient of the traveling road surface for the drive wheels 63a and 63b among the n observers OB1 to OBn is executed. The number of revolutions is set as the observer OBx (step S330), and the estimated number of revolutions Nbt * calculated by the set execution observer OBx, that is, the estimated number of revolutions Nbtn * calculated by the observer OBn is subtracted from the input corresponding number of revolutions Nmt2. The deviation ΔN is calculated (step S350), the calculated rotation speed deviation ΔN is multiplied by the gain k to set the correction torque Tset (step S360), and the correction torque setting routine is terminated. Here, the gain k is a value obtained in advance using the moments of inertia J1, J2, the viscosity constant Cs, and the spring stiffness Ks based on the vehicle specifications in order to suppress the vibration by the above-described equation (4). did. The calculation of the rotational speed deviation ΔN and the setting of the correction torque Tset are performed by the first subtraction unit 95 and the multiplication unit 96, respectively.

  When it is determined that slip has occurred in the drive wheels 63a and 63b, an estimated rotation speed closest to the drive wheel rotation speed Nbt is estimated based on signals from the wheel speed sensors 91a and 91b among the n observers OB1 to OBn. The observed observer is set as an execution observer OBx (step S340), and the estimated rotational speed Nbt * calculated by the set execution observer OBx is subtracted from the input equivalent rotational speed Nmt2 to calculate the rotational speed deviation ΔN (step S350). ), The correction torque Tset is set by multiplying the calculated rotational speed deviation ΔN by the gain k (step S360), and the correction torque setting routine is terminated. Here, the execution observer OBx is set by calculating n differences between the estimated rotational speeds Nbt1 * to Nbtn * estimated by the observers OB1 to OBn and the driving wheel rotational speed Nbt and estimating the estimated rotational speed with the smallest difference. This can be done by selecting an observer whose number has been estimated. The observer whose estimated rotational speed closest to the drive wheel rotational speed Nbt is set as the execution observer OBx is that when the slip occurs, the friction coefficient of the traveling road surface is smaller than that at the grip, This is because an observer using a value smaller than the maximum friction coefficient to be used can perform more appropriate estimation. In addition, since the friction coefficient varies greatly depending on the road surface condition and the degree of slip, it is preferable to select and use a more appropriate value within the range assumed at the time of slip, and the estimated value closest to the value detected by the sensor This is because even if the observer is designed assuming gripping, it is possible to obtain a more appropriate estimated value simply by preparing a plurality of observers having different friction coefficients. Thus, since the observer that estimated the estimated rotational speed closest to the driving wheel rotational speed Nbt is set as the execution observer OBx, the rotational speed of the driving wheels 63a and 63b is more appropriately estimated even when slipping occurs. be able to. As a result, the torque command Tm2 * of the motor MG2 is corrected using the rotation number of the driving wheel that is estimated more appropriately, so that the vibration of the vehicle can be more appropriately suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the slip of the drive wheels 63a and 63b is determined, the closest to the drive wheel rotational speed Nbt based on signals from the wheel speed sensors 91a and 91b among the plurality of observers. The observer whose estimated rotational speed is estimated is set as an execution observer OBx, that is, an observer using a more appropriate friction coefficient among a plurality of different friction coefficients is set as an execution observer OBx, and the estimated rotation of the drive wheels 63a and 63b Since the number Nbt * is estimated, the number of rotations of the drive wheels 63a and 63b can be estimated more appropriately. Further, when the slip of the drive wheels 63a and 63b is not determined, the number of rotations of the drive wheels 63a and 63b is estimated by the observer using the largest friction coefficient among the plurality of observers. It can be reflected appropriately. As a result, the torque command Tm2 * of the motor MG2 is corrected using the estimated rotation speed Nbt * of the drive wheels 63a and 63b estimated more appropriately, so that the vibration of the vehicle can be more appropriately suppressed.

  In the hybrid vehicle 20 of the embodiment, the slip ratio λ of the drive wheels 63a and 63b is obtained using the drive wheel speed Vw obtained from the drive wheel speed Nbt and the estimated vehicle speed Ve obtained by averaging the driven wheel speeds Vrl and Vrr. However, the slip may be determined by calculating the slip ratio λ using the corresponding rotation speed Nm2t instead of the drive wheel rotation speed Nbt.

  In the hybrid vehicle 20 of the embodiment, the slip is determined based on the slip rate λ, but the slip may be determined based on the rate of change of the rotational speed Nm2 of the motor MG2 or the driving wheel rotational speed Nbt.

  In the hybrid vehicle 20 of the embodiment, the n observers having the same friction coefficient μ are provided. However, a plurality of observers that estimate the estimated rotational speeds of the drive wheels 63a and 63b using different friction coefficients μ. Any observer may be provided as long as it is provided. For example, a vehicle that frequently travels on a low μ road may include more observers that use a relatively small friction coefficient than observers that use a relatively large friction coefficient.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within the range satisfying the above-described equations (7) and (8) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the expressions (11) and (12) and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the expressions (7) and (8). The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (11) and (12) using the torque command Tm1 *. May be used to set Tm2 * There.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 120 includes an inner rotor 132 connected to the crankshaft 26 of the engine 22 and an outer rotor 134 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 130 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, power can be input / output via the reduction gear 35 to the engine 22 and the motor MG1 that output power to the ring gear shaft 32a as the drive shaft via the power distribution and integration mechanism 30 and the ring gear shaft 32a. Although described as applied to the hybrid vehicle 20 including the motor MG2, the engine includes the motor MG2 that outputs power to the drive shafts connected to the drive wheels 63a and 63b as illustrated in the electric vehicle 220 of FIG. The present invention may be applied to a vehicle that does not include the above-described method, or a control method for an electric vehicle that can be driven using torque from such an electric motor.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to an “electric motor”, and the rotational position detection sensor 44 that detects the rotational position of the rotor of the motor MG2 and the rotational speed of the motor MG2 based on the detected rotational position of the rotor of the motor MG2. The motor ECU 40 that calculates Nm2, the wheel speed sensors 91a and 91b that detect the driving wheel speeds Vfl and Vfr, and the hybrid electronic control unit 70 correspond to an “electric vehicle control device”, and the rotational position of the rotor of the motor MG2 The motor ECU 40 for calculating the rotational speed Nm2 of the motor MG2 based on the detected rotational position of the rotor of the motor MG2 corresponds to the “motor rotational speed detection means”, and the driving wheel speed Vfl. , Vfr detecting wheel speed sensors 91a, 91b and driving wheel speed Vfl from the wheel speed sensors 91a, 91b. The drive wheel rotation speed conversion unit 93 of the hybrid electronic control unit 70 that averages and converts Vfr to the drive wheel rotation speed Nbt corresponds to the “drive wheel rotation speed detection means”, and the drive wheel obtained from the drive wheel rotation speed Nbt. The slip ratio λ of the drive wheels 63a and 63b is calculated using the estimated vehicle speed Ve obtained by averaging the speed Vw and the driven wheel speeds Vrl and Vrr, and slip due to idling of the drive wheels 63a and 63b is determined. The hybrid electronic control unit 70 that executes the processing of step S320 of the correction torque setting routine corresponds to “slip determination means”, and when it is determined that no slip has occurred in the drive wheels 63a and 63b, the observer OBn is executed. Set as the observer OBx and when it is determined that slip has occurred, the estimated speed closest to the drive wheel rotational speed Nbt The hybrid electronic control unit 70 that executes the processing of steps S330 and S340 of the correction torque setting routine of FIG. 8 for setting the observer whose rotation number is estimated as the execution observer OBx corresponds to “execution observer setting means”. The execution observer OBx set by the observer setting unit 94 corresponds to the “execution observer”, and the execution observer OBx from the equivalent rotation speed Nm2t corresponding to the rotation speed of the drive wheels 63 and 63b of the rotation speed Nm2 of the motor MG2. The correction torque setting routine of FIG. 8 sets the correction torque Tset by multiplying the rotation speed deviation ΔN calculated by subtracting the estimated rotation speed Nbt * of the drive wheels 63a and 63b estimated by the above equation and a gain k for suppressing vibration. Using the processing of steps S350 and S360 and the set correction torque Tset, The hybrid electronic control unit 70 for executing the processing of step S190, S200 of the drive control routine of Fig. 3 for correcting the click command Tm2 * is equivalent to "torque command correcting means". The engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-shaft power input / output unit”, and the accelerator opening Acc and the vehicle speed V The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 3 for setting the required torque Tr * based on the above corresponds to “required drive force setting means”, and based on the required torque Tr *. The drive control routine of FIG. 3 sets the required power Pe * of the engine 22 and sets the target rotational speed Ne * and the target torque Te * as operating points at which the engine 22 should be operated based on the set required power Pe *. The hybrid electronic control unit 70 that executes the processes of steps S110 and S120 corresponds to the “target operation point setting means”, and the engine 2 The engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *, and the required torque Tr * is within the range of the input / output limits Win and Wout of the battery 50 and the ring gear shaft 32a as the drive shaft. 3 for setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel, the hybrid electronic control unit 70 executing the processing of steps S130 to S180 of the drive control routine of FIG. 3 is executed, and the processing of step S210 of the drive control routine of FIG. 3 for transmitting the set target engine speed Ne *, target torque Te *, and torque commands Tm1, Tm2 * of the motors MG1, MG2 is executed. Based on the hybrid electronic control unit 70 and the target rotational speed Ne * and target torque Te *. There engine ECU24 the torque command for controlling the engine 22 Tm1 *, the motor ECU40 for controlling the motor MG1, MG2 corresponds to a "control unit" based on Tm2 *. Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can output power to the drive shaft, such as an induction motor. I do not care. The “electric vehicle control device” is not limited to one configured by each sensor and a plurality of electronic control units, and is configured by each sensor and a single electronic control unit. It doesn't matter. The “motor rotation speed detection means” is limited to a combination of a sensor that detects the rotation position of the rotor of the motor and an electronic control unit that calculates the rotation speed of the motor based on the detected rotation position. However, it may be configured by a sensor that directly detects the rotation speed of the electric motor. The “drive wheel speed detection means” is not limited to a combination of a wheel speed sensor and an electronic control unit that averages the values from the wheel speed sensor, but detects the speed of the drive wheel. It does not matter as long as it does. The “slip determination means” is limited to one that determines the slip using the drive wheel speed Vw obtained from the drive wheel speed Nbt and the estimated vehicle speed Ve obtained by averaging the driven wheel speeds Vrl and Vrr. Instead of slippage due to idling of the drive wheel based on the detected motor speed or drive wheel speed, such as determining slip based on the rate of change of the rotation speed Nm2 or drive wheel speed Nbt of the motor MG2. Anything can be used as long as it is determined. The “execution observer setting means” sets the observer OBn as the execution observer OBx when the slip of the drive wheels 63a and 63b is not determined, and sets the estimated rotation speed closest to the drive wheel rotation speed Nbt when the slip is determined. The estimated observer is not limited to being set as the execution observer OBx, and when the slip due to idling of the drive wheels is not determined, the observer using the largest friction coefficient among the plurality of observers is set as the execution observer. When slippage due to idling of the drive wheels is determined, any observer can be used as long as the observer that estimates the estimated rotation speed closest to the detected drive wheel rotation speed is set as the execution observer. . As the “torque command correction means”, the correction torque Tset is set and set by multiplying the rotation speed deviation ΔN calculated by subtracting the estimated rotation speed Nbt * from the equivalent rotation speed Nm2t and a gain k for suppressing vibration. The present invention is not limited to correcting the torque command Tm2 * using the correction torque Tset, and suppresses vehicle vibration based on the estimated rotational speed estimated by the execution observer and the detected motor rotational speed. Any device that corrects the torque command of the electric motor may be used. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three axes of the output shaft of the internal combustion engine, the rotating shaft of the generator, and the drive shaft connected to the drive wheel, such as those connected to the motor and those having a differential action different from the planetary gear such as a differential gear Any power source may be used as long as power is input / output to / from the remaining shafts based on power input / output to / from any two of the three shafts. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “target operation point setting means” sets the required power Pe * of the engine 22 based on the required torque Tr * and the target rotational speed as an operating point at which the engine 22 should be operated based on the set required power Pe *. The present invention is not limited to setting Ne * and target torque Te *, and may be anything as long as it sets a target operating point at which the internal combustion engine should be operated based on the set required driving force. Absent. As the “torque command setting means”, the engine 22 is operated at the operation point indicated by the target rotational speed Ne * and the target torque Te * of the engine 22 and is requested within the range of the input / output limits Win and Wout of the battery 50. The torque Tr * is not limited to setting torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel by being output to a ring gear shaft 32a as a drive shaft, and the internal combustion is performed at a set target operating point. As long as the engine is operated and the torque command of the generator and the torque command of the motor are set so as to run with a driving force based on the set required driving force, any method may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “control means” transmits the target rotational speed Ne * and target torque Te * of the engine 22, torque commands Tm1 and Tm2 * of the motors MG1 and MG2, and controls the engine 22 and the motors MG1 and MG2. Without being limited, the internal combustion engine is operated at the set target operation point, and the electric motor is controlled with the corrected torque command while controlling the internal combustion engine and the generator so that the generator is driven with the set torque command. As long as the motor is controlled so as to be driven, it may be anything. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the automobile manufacturing industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the control apparatus of the electric vehicle which is one Example of this invention. It is explanatory drawing which shows an example of the control block of the control apparatus of the electric vehicle of an Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is a flowchart which shows an example of the correction | amendment torque setting routine performed by the hybrid electronic control unit 70 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 differential gear, 63a, 63b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 Ft position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 91a to 91d wheel speed sensor, 92 equivalent rotation speed conversion section, 93 drive wheel rotation speed conversion section, 94 execution observer setting unit, 95 first subtraction unit, 96 multiplication unit, 97 second subtraction unit, 130 pair rotor motor, 132 inner rotor 134 outer rotor, 220 electric vehicle, MG1, MG2 motor, OB1 to OBn observer, OBx Execution observer.

Claims (5)

A control device for an electric vehicle that can be driven using torque from an electric motor,
Motor rotation number detecting means for detecting a motor rotation number which is the rotation number of the motor;
Drive wheel rotation speed detection means for detecting the drive wheel rotation speed which is the rotation speed of the drive wheel;
A plurality of observers for estimating an estimated rotational speed of the plurality of driving wheels using a plurality of friction coefficients different from the detected driving wheel rotational speed;
Slip determination means for determining slip due to idling of the drive wheel based on the detected motor rotation speed or drive wheel rotation speed;
When the slip determination means does not determine slip due to idling of the drive wheel, an observer using the largest friction coefficient among the plurality of observers is set as an execution observer, and slip due to idling of the drive wheel is set by the slip determination means. An execution observer setting means for setting, as an execution observer, an observer that estimates an estimated rotation speed closest to the detected drive wheel rotation speed among the plurality of observers when determined;
Torque command correcting means for correcting the torque command of the electric motor so as to suppress the vibration of the vehicle based on the estimated rotational speed estimated by the set execution observer and the detected motor rotational speed;
An electric vehicle control device comprising:   The control device for an electric vehicle according to claim 1, wherein the plurality of observers are a plurality of observers having different friction coefficients.   The torque command correcting means is a correction obtained by multiplying the difference between the detected rotational speed of the motor corresponding to the rotational speed of the drive wheel and the estimated rotational speed estimated by the execution observer by a gain. 3. The electric vehicle control device according to claim 1, wherein the control device is a means for correcting the torque command by setting the torque and subtracting the set correction torque from the torque command of the electric motor. An internal combustion engine;
A generator capable of outputting power;
It is connected to three shafts of an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft connected to a drive wheel, and the remainder is based on power input / output to any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from the shaft,
An electric motor capable of outputting power to the drive shaft;
Required driving force setting means for setting required driving force required for traveling;
Target operation point setting means for setting a target operation point for operating the internal combustion engine based on the set required driving force;
Torque command setting for setting the torque command of the generator and the torque command of the electric motor so that the internal combustion engine is operated at the set target operation point and travels with a driving force based on the set required driving force. Means,
The control apparatus for an electric vehicle according to any one of claims 1 to 3, for controlling the electric motor;
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the generator are controlled so that the generator is driven by the set torque command, and the electric motor is controlled by the corrected torque command. Control means for controlling the electric motor to drive
Electric car with Electricity that includes a plurality of observers that estimate the estimated number of rotations of the plurality of drive wheels using a plurality of friction coefficients that are different from the number of rotations of the drive wheel that is the number of rotations of the drive wheel, and that can be driven using torque from an electric motor A method for controlling an automobile,
When slippage due to idling of the drive wheels is not determined based on the motor rotation speed that is the rotation speed of the motor or the drive wheel rotation speed, an observer that uses the largest friction coefficient among the plurality of observers is set as an execution observer. When the slip due to idling of the drive wheel is determined based on the motor rotation speed or the drive wheel rotation speed, an observer that estimates the estimated rotation speed closest to the drive wheel rotation speed among the plurality of observers is executed. Set as an observer,
Correcting the torque command of the electric motor so as to suppress vibration of the vehicle based on the estimated rotational speed estimated by the set execution observer and the electric motor rotational speed;
A control method for an electric vehicle.

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