JP2018068007A - vehicle - Google Patents

Abstract

In a vehicle including two motors that respectively drive left and right drive wheels and two inverters that respectively drive the two motors, when the two motors are locked, the two motors and 2 The temperature rise of the two inverters is suppressed and the drive wheels are prevented from slipping at that time. When two motors are in a locked state in which current concentrates and flows in specific phases in the two motors, the two motors are rotated so that the phases in which current flows in the two motors are switched. Perform lock protection control. If the steering angle is not 0 when the two motors are locked, as the lock protection control, the absolute value of the rotation amount of the driving wheel on the turning inner side of the left and right driving wheels is the value of the driving wheel on the outer turning side. The two motors are rotated so as to be smaller than the absolute value of the rotation amount. [Selection] Figure 2

Description

  The present invention relates to a vehicle.

  Conventionally, this type of vehicle includes a traveling motor and an inverter that drives an electric motor. When it is determined that the electric motor is locked (stall state), the temperature of the inverter becomes equal to or higher than a threshold value. Then, what restrict | limits the torque of a motor as protection control of an inverter is proposed (for example, refer patent document 1). In this vehicle, by limiting the torque of the motor, the current supplied from the battery to the inverter is suppressed to a small level, and the temperature rise of the switching element of the inverter is suppressed.

Patent No. 5919012

  In a vehicle including two motors that respectively drive left and right drive wheels and two inverters that respectively drive the two motors, the two motors are locked (current flows in a specific phase) ), In order to suppress the temperature rise of the two motors and the two inverters, it is conceivable to rotate the two motors (drive wheels) and switch the phases in which the currents in the two motors are concentrated. . In this case, if the two motors are rotated in the reverse direction equally and the vehicle is receded straight, the receding distance (movement distance to the rear) may be relatively long.

  The vehicle according to the present invention includes two motors that respectively drive the left and right drive wheels and two inverters that respectively drive the two motors. When the two motors are locked, The main purpose is to suppress the temperature rise of the motor and the two inverters and to prevent the drive wheels from slipping at that time.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle of the present invention
Two motors for driving the left and right drive wheels respectively;
Two inverters respectively driving the two motors;
A power storage device that exchanges power with the two motors via the two inverters;
When the two motors are in a locked state in which current concentrates and flows in a specific phase in the two motors, the two motors are rotated so that the phases in which the current flows in the two motors are switched. A control device for performing lock protection control;
A vehicle comprising:
When the steering angle is not 0 when the two motors are in the locked state, the control device uses the absolute value of the rotation amount of the driving wheel inside the turning of the left and right driving wheels as the lock protection control. Rotating the two motors so that is smaller than the absolute value of the rotation amount of the driving wheel outside the turning,
This is the gist.

  In the vehicle according to the present invention, when the two motors are in a locked state in which currents concentrate and flow in specific phases of the two motors, the two motors are switched so that the phases in which the currents of the two motors concentrate and flow are switched. Execute lock protection control to rotate. If the steering angle is not 0 when the two motors are locked, as the lock protection control, the absolute value of the rotation amount of the driving wheel on the turning inner side of the left and right driving wheels is the value of the driving wheel on the outer turning side. The two motors are rotated so as to be smaller than the absolute value of the rotation amount. Thereby, it is possible to suppress the temperature increase of the two motors and the two inverters by switching the phases in which the currents in the two motors are concentrated, and to suppress slipping of the driving wheels inside the turning at that time. be able to.

  In such a vehicle according to the present invention, when the steering angle is not 0 when the two motors are in the locked state, the control device performs the left and right drive based on the steering angle as the lock protection control. A turning trajectory radius of the wheel may be set, and the two motors may be rotated in the same direction by an amount of rotation corresponding to the ratio of the turning trajectory radius of the left and right drive wheels in the same direction. In this way, the vehicle can be turned along the turning trajectory radius of the left and right drive wheels according to the steering angle.

  In the vehicle of the present invention, the control device may cause the vehicle to move backward while turning as the lock protection control when the steering angle is not 0 when the two motors are in the locked state. After rotating the two motors, the two motors may be rotated so that the vehicle moves forward while turning. In this way, it is possible to suppress the vehicle position from being greatly displaced between the start and end of the lock protection control.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 as one Example of this invention. It is a flowchart which shows an example of the control routine at the time of forward climbing performed by the electronic control unit 60 of an Example. It is explanatory drawing which shows an example of the mode of a vehicle when the motors 32a and 32b for right front wheels and left front wheels are in a locked state. It is explanatory drawing which shows an example of the mode of a vehicle when the motors 32a and 32b for right front wheels and left front wheels are in a locked state. It is explanatory drawing which shows an example of the reverse force Fga, Fgb, Fgc which acts on the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c at the time of forward climbing. It is explanatory drawing which shows the mode at the time of setting turning track | orbit radius Ra, Rb of the right front wheel 22a and the left front wheel 22b when steering angle (theta) st is a positive value (right turn). It is explanatory drawing which shows an example of a mode that a vehicle turns by the 1st turning process. It is a block diagram which shows the outline of a structure of the electric vehicle 20B of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of an electric vehicle 20 as an embodiment of the present invention. As shown in the drawing, the electric vehicle 20 of the embodiment is configured as a three-wheeled vehicle including a right front wheel 22a and a left front wheel 22b that are disposed to face each other and a rear wheel 22c as one steering wheel. Motors 32a and 32b for front wheels, inverters 34a and 34b, a battery 36 as a power storage device, a steering device 40, and an electronic control unit 60 are provided.

  The motors 32a and 32b for the right front wheel and the left front wheel respectively have a rotor disposed in the right front wheel 22a and the left front wheel 22b and embedded with a permanent magnet, and a stator wound with a three-phase coil. It is comprised as a synchronous generator motor (what is called an in-wheel motor), and outputs a driving force to the right front wheel 22a and the left front wheel 22b. In the embodiment, the same motor is used for the motors 32a and 32b for the right front wheel and the left front wheel. The inverters 34a and 34b are used to drive the right front wheel motor and the left front wheel motor 32a and 32b, respectively. The motors 32a and 32b for the right front wheel and the left front wheel are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 34a and 34b by the electronic control unit 60.

  The battery 36 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and exchanges electric power with the motors 32a and 32b for the right front wheel and the left front wheel via the inverters 34a and 34b.

  The steering device 40 is configured by mechanically connecting a steering wheel 48 and a rear wheel 22c via a steering shaft, and steers the rear wheel 22c based on the operation of the steering wheel 48 by the driver (the rear wheel 22c of the rear wheel 22c). Adjust the cutting angle). Note that the steering device 40 may be configured as a so-called steering-by-wire in which the steering 48 and the rear wheel 22c are not mechanically connected.

  Although not shown, the electronic control unit 60 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores processing programs, a RAM that temporarily stores data, an input / output port, and a communication port. Is provided. Signals from various sensors are input to the electronic control unit 60 via input ports. As the signal input to the electronic control unit 60, for example, for the right front wheel and the left front wheel from the rotational position detection sensors 33a and 33b for detecting the rotational position of the rotor of the right front wheel and left front wheel motors 32a and 32b. Examples include the rotational positions θma and θmb of the rotors of the motors 32a and 32b, and the steering angle θst (a right turn is positive) from a steering angle sensor 42 that is attached to the steering device 40 and detects the steering angle of the steering 48. be able to. Further, an ignition signal from the ignition switch 70 and a shift position SP from the shift position sensor 72 that detects the operation position of the shift lever 71 can also be cited. Further, the accelerator opening Acc from the accelerator pedal position sensor 74 that detects the depression amount of the accelerator pedal 73, the brake pedal position BP from the brake pedal position sensor 76 that detects the depression amount of the brake pedal 75, and the vehicle speed from the vehicle speed sensor 78. V, road surface gradient θrd from the gradient sensor 79 can also be mentioned. As the shift position SP, a parking position (P position), a reverse position (R position), a neutral position (N position), a drive position (D position), and the like are prepared. Various control signals are output from the electronic control unit 60 through an output port. Examples of signals output from the electronic control unit 60 include switching control signals to a plurality of switching elements of the inverters 34a and 34b. The electronic control unit 60 controls the right front wheel and left front wheel motors 32a and 32b based on the rotational positions θma and θmb of the rotors of the right front wheel and left front wheel motors 32a and 32b from the rotational position detection sensors 33a and 33b. The electrical angles θea, θeb and the rotational speeds Nma, Nmb are calculated.

  In the electric vehicle 20 of the embodiment thus configured, the electronic control unit 60 basically performs the following traveling control. In the travel control, first, the required driving force Fd * required for the vehicle is set based on the accelerator opening Acc and the vehicle speed V. Subsequently, the driving force distribution ratios Da and Db (Da + Db = 1) of the motors 32a and 32b for the right front wheel and the left front wheel are set based on the steering angle θst. Here, in the embodiment, the driving force distribution ratios Da and Db of the right front wheel and left front wheel motors 32a and 32b are both based on the steering angle θst and when traveling straight (when the steering angle θst is 0). A value of 0.5 was set, and when turning (when the steering angle θst was not 0), the inner wheel side driving force was decreased and the outer wheel side driving force was increased. When the driving force distribution ratios Da and Db of the right front wheel and left front wheel motors 32a and 32b are set in this way, the driving force distribution ratios Da and Db of the right front wheel and left front wheel motors 32a and 32b are set to the required driving force Fd *. The driving force commands Fma * and Fmb * for the right front wheel and left front wheel motors 32a and 32b are set. Then, switching control of a plurality of switching elements of the inverters 34a and 34b is performed so that the motors 32a and 32b for the right front wheel and the left front wheel are driven by the driving force commands Fma * and Fmb *.

  Next, the operation of the electric vehicle 20 of the embodiment configured as described above, and the operation during forward climbing (when the shift position SP is the drive position and the uphill road) will be described. FIG. 2 is a flowchart illustrating an example of a forward climbing control routine executed by the electronic control unit 60 of the embodiment. This routine is repeatedly executed during forward climbing.

  When the forward climbing control routine is executed, the electronic control unit 60 first determines whether or not the right front wheel and left front wheel motors 32a and 32b are locked (step S100). When it is determined that the left front wheel motors 32a and 32b are not in the locked state, this routine ends. In this case, the above-described travel control is performed.

  Here, in the “locked state”, the motors 32a and 32b for the right front wheel and the left front wheel substantially stop rotating even though the driving force is output from the motors 32a and 32b for the right front wheel and the left front wheel. In other words, the current is concentrated in a specific phase in the right front wheel and left front wheel motors 32a and 32b. In this state, the temperatures of the right front wheel and left front wheel motors 32a and 32b and the inverters 34a and 34b are likely to rise. In the embodiment, the absolute values of the driving force commands Fma * and Fmb * of the motors 32a and 32b for the right front wheel and the left front wheel set in the same manner as the above-described traveling control are both larger than the threshold value Fmref (for example, several Nm). When the absolute values of the rotational speeds Nma and Nmb of the right front wheel and left front wheel motors 32a and 32b are both equal to or less than a threshold value Nmref (for example, several tens of rpm), the right front wheel and left front wheel motors 32a and 32b It was determined to be in a locked state.

  3 and 4 are explanatory views showing an example of the state of the vehicle when the right front wheel and left front wheel motors 32a and 32b are in a locked state (before starting lock protection control described later). These are explanatory drawings showing examples of reverse-side forces (hereinafter referred to as “reverse forces”) Fga, Fgb, and Fgc caused by the vehicle weight M acting on the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c during forward climbing. is there. In FIG. 4, “A1” indicates a straight line passing through the center of the right front wheel 22a and the center of the left front wheel 22b in the left-right direction (width direction) of the vehicle, and “A2” is the center of the vehicle in the left-right direction (width direction). Is a straight line that passes through the vehicle in the front-rear direction (passing through the center of the rear wheel 22c), and "P1" indicates the position of the intersection of the straight line A1 and the straight line A2. Hereinafter, each force (refer to the thick straight arrows in FIGS. 3 to 5) will be described assuming that the forward direction of the vehicle is positive. When the right front wheel and left front wheel motors 32a and 32b are in a locked state during forward climbing, the vehicle forward driving force Fm is the sum of the driving forces Fma and Fmb of the right front wheel and left front wheel motors 32a and 32b. And the absolute value of the reverse force Fg acting on the vehicle as the sum of the reverse forces Fga, Fgb, Fgc acting on the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c are the same. Here, the reverse forces Fga, Fgb, and Fgc acting on the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c are the vehicle weight M, the gravitational acceleration g, and the load distribution of the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c. Using the ratios Ga, Gb, Gc, the road surface gradient θrd, and the angles φa, φb, φc formed by the inclination direction of the uphill road and the directions of the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c, (3). Expressions (1) to (3) can be easily derived using FIGS. Accordingly, the forces Fwa and Fwb acting on the right front wheel 22a and the left front wheel 22b are the driving forces Fma and Fmb of the right front wheel and left front wheel motors 32a and 32b, the reverse force Fga acting on the right front wheel 22a and the left front wheel 22b, Using Fgb, it can be obtained by equations (4) and (5). Since the right front wheel 22a and the left front wheel 22b are opposed to each other (the directions are parallel), the angles φa and φb are the same. The force Fwc acting on the rear wheel 22c becomes the backward force Fgc acting on the rear wheel 22c.

Fga = -M ・ g ・ Ga ・ sin (θrd) ・ cos (φa) (1)
Fgb = -M ・ g ・ Gb ・ sin (θrd) ・ cos (φb) (2)
Fgc = -M ・ g ・ Gc ・ sin (θrd) ・ cos (φc) (3)
Fwa = Fma-Fga (4)
Fwb = Fmb-Fgb (5)

  When it is determined in step S100 that the right front wheel and left front wheel motors 32a and 32b are in the locked state, lock protection control is executed (steps S110 to S180), and this routine is terminated. Here, the “lock protection control” is control for rotating the right front wheel and left front wheel motors 32a and 32b so that the phases in which the current flows in the right front wheel and left front wheel motors 32a and 32b concentrate and switch. . In the embodiment, when it is determined that the right front wheel and left front wheel motors 32a and 32b are in the locked state (before starting the lock protection control), the inclination direction of the uphill road and the right front wheel 22a and the left front wheel 22b When the direction coincides and the steering angle θst is a positive value (right turn), that is, in the above formulas (1) to (3), the angles φa and φb are 0 and the angle φc is the steering angle θst. When the angle is equal to

  As the lock protection control, first, the steering angle θst from the steering angle sensor 42 is input (step S110), and the right front wheel 22a and the left front wheel 22b when the vehicle is turned by the lock protection control based on the input steering angle θst. The turning trajectory radii Ra and Rb are set (step S120). FIG. 6 is an explanatory diagram showing a state in which the turning trajectory radii Ra and Rb of the right front wheel 22a and the left front wheel 22b are set when the steering angle θst is a positive value (right turning). The turning trajectory radii Ra and Rb of the right front wheel 22a and the left front wheel 22b are the distance (hereinafter referred to as “wheel base”) L between the center of the right front wheel 22a and the left front wheel 22b and the center of the rear wheel 22c, and the right front wheel. The distance between the centers of the left front wheel 22b and the left front wheel 22b (hereinafter referred to as “tread”) W and the steering angle θst are used to calculate according to equations (6) and (7). Equations (6) and (7) can be easily derived from FIG. In FIG. 6, “A3” indicates a straight line in a direction orthogonal to the direction of the rear wheel 22c, and “P2” indicates the turning trajectory radii Ra, Rb from the center of the right front wheel 22a and the left front wheel 22b in the straight line A1. The position of the intersection of the straight line A1 and the straight line A3 is shown at a position separated by a distance. As can be seen from FIG. 6, the position P2 approaches the vehicle as the steering angle θst increases. In the embodiment, even when the steering angle θst is the maximum steering angle θstmax, the position P2 is on the right side of the vehicle (on the right side of the right front wheel 22a in FIG. 5).

Ra = L ・ tan (90 ° -θst) -W / 2 (6)
Rb = L ・ tan (90 ° -θst) + W / 2 (7)

  Next, regarding the change amounts dθea and dθeb per unit time of the electrical angles θea and θeb of the motors 32a and 32b for the right front wheel and the left front wheel, “dθea <0, dθeb <0, Ra: Rb (Ra <Rb) = The first turning process is executed to reduce the driving forces Fma and Fmb of the right front wheel and left front wheel motors 32a and 32b so as to satisfy | dθea |: | dθeb | (step S130). In the first turning process, “| dθea | <| dθeb | = dθe1 *” is satisfied. Here, the value dθe1 * is preferably a value that does not give the driver a sense of incongruity.

  When the first turning process is executed in this way, it is determined whether or not the phase in which the current flows in the right front wheel motor 32a is switched by the execution of the first turning process (step S140). In this determination, for example, it is determined whether or not the absolute value of the total change amount Sθea1 of the electric angle θea of the right front wheel motor 32a from the start of the first turning process has reached or exceeded a threshold value Sθeref (for example, 120 °). This can be done. In the first turning process, “| dθea | <| dθeb |” is satisfied. Therefore, the absolute value of the total change amount Sθea1 of the electric angle θea of the right front wheel motor 32a from the start of the first turning process is the threshold value Sθeref. When the above is reached, the absolute value of the total change amount Sθeb1 of the electrical angle θeb of the left front wheel motor 32b from the start of the first turning process naturally also exceeds the threshold value Sθeref. When it is determined that the current flowing in the right front wheel and left front wheel motors 32a and 32b is concentrated, the process returns to step S130. In this way, the processes of steps S130 and S140 are repeatedly executed until it is determined in step S140 that the phases in which the currents in the right front wheel and left front wheel motors 32a and 32b concentrate and flow are switched (first turning). Continue processing).

  FIG. 7 is an explanatory diagram illustrating an example of a state in which the vehicle turns by executing the first turning process. In FIG. 7, a broken line shows a state before the vehicle turns, and a solid line shows a state when the vehicle turns. The “bold curve arrow” indicates the turning direction of the vehicle. By executing the first turning process, the electrical angles θea and θeb of the right front wheel and left front wheel motors 32a and 32b are set to the negative side (reverse side), and an absolute value according to the ratio of the turning track radius Ra and the turning track radius Rb Therefore, the right front wheel 22a and the left front wheel 22b rotate to the negative side (reverse side) by an absolute rotation amount corresponding to the ratio of the turning trajectory radius Ra and the turning trajectory radius Rb. As a result, the vehicle turns counterclockwise about the position P2 as shown in FIG. Therefore, it is possible to suppress the temperature rise of the motors 32a and 32b for the right front wheel and the left front wheel and the inverters 34a and 34b by switching the phase in which the current flows in the right front wheel and left front wheel motors 32a and 32b. Also, the right front wheel 22a (turning) is compared to the motor for rotating the right front wheel and left front wheel 32a, 32b and the right front wheel 22a and the left front wheel 22b by the same amount of rotation (rotation direction and absolute value). It is possible to suppress slipping of the inner driving wheel).

  When it is determined in step S140 that the current flowing in the right front wheel and left front wheel motors 32a and 32b is switched, the right front wheel and the left front wheel motors 32a and 32b stop rotating. The third rotation stop process is executed to increase the driving forces Fma and Fmb of the left and right front wheel motors 32a and 32b (step S150).

  Subsequently, regarding the change amounts dθea and dθeb per unit time of the electric angles θea and θeb of the motors 32a and 32b for the right front wheel and the left front wheel, “dθea> 0, dθeb> 0, Ra: Rb (Ra <Rb) = The second turning process is executed to increase the driving forces Fma and Fmb of the right front wheel and left front wheel motors 32a and 32b so as to satisfy | dθea |: | dθeb | (step S160). In this modification, in the second turning process, as in the first turning process, “| dθea | <| dθeb | = dθe1 *” is satisfied.

  When the second turning process is executed in this way, it is determined whether or not the phase in which the current in the right front wheel motor 32a is concentrated is switched by the execution of the second turning process (step S170). This determination is performed, for example, by determining whether or not the absolute value of the total change amount Sθea2 of the electrical angle θea of the right front wheel motor 32a from the start of the second turning process has reached or exceeded the above-described threshold value Sθeref. Can do. In the second turning process, “| dθea | <| dθeb |” is satisfied. Therefore, the absolute value of the total change amount Sθea2 of the electrical angle θea of the right front wheel motor 32a from the start of the second turning process is the threshold value Sθeref. When reaching the above, the absolute value of the total change amount Sθeb1 of the electrical angle θeb of the left front wheel motor 32b from the start of the second turning process naturally also exceeds the threshold value Sθeref. When it is determined that the phases in which the current flows in the right front wheel and left front wheel motors 32a and 32b are concentrated are not switched, the process returns to step S160. In this way, the processes of steps S160 and S170 are repeatedly executed until it is determined in step S170 that the phases in which current flows in the right front wheel and left front wheel motors 32a and 32b are concentrated (second turning process). Continue).

  By executing the second turning process, the electrical angles θea and θeb of the right front wheel and left front wheel motors 32a and 32b are set to the positive side (forward side) and the ratio between the turning track radius Ra and the turning track radius Rb is set. Since the rotation amount is an absolute value, the right front wheel 22a and the left front wheel 22b are rotated to the positive side (forward side) by an absolute rotation amount corresponding to the ratio of the turning trajectory radius Ra and the turning trajectory radius Rb. As a result, the vehicle turns in the clockwise direction in FIG. 7 with the position P2 as a turning center. Therefore, it is possible to suppress the temperature rise of the motors 32a and 32b for the right front wheel and the left front wheel and the inverters 34a and 34b by switching the phase in which the current flows in the right front wheel and left front wheel motors 32a and 32b. Also, the right front wheel 22a (turning) is compared to the motor for rotating the right front wheel and left front wheel 32a, 32b and the right front wheel 22a and the left front wheel 22b by the same amount of rotation (rotation direction and absolute value). It is possible to suppress slipping of the inner driving wheel).

  When it is determined in step S170 that the current flowing in the right front wheel and left front wheel motors 32a and 32b is switched, the right front wheel and the left front wheel motors 32a and 32b stop rotating. The fourth rotation stop process is executed to decrease the driving forces Fma and Fmb of the left and right front wheel motors 32a and 32b (step S180), the lock protection control is terminated, and this routine is terminated. As described above, by executing the second turning process and the second rotation stopping process after the first turning process and the first rotation stopping process, the position of the vehicle is greatly shifted between the start and the end of the lock protection control. Can be suppressed.

  In the electric vehicle 20 according to the embodiment described above, when it is determined that the right front wheel and left front wheel motors 32a and 32b are in the locked state, the lock protection is provided when the steering angle θst is a positive value (right turn). As a control, the motors 32a and 32b for the right front wheel and the left front wheel are rotated so that the absolute value of the rotation amount of the right front wheel 22a is smaller than the absolute value of the rotation amount of the left front wheel 22b. Thereby, it is possible to suppress the temperature rise of the motors 32a and 32b for the right front wheel and the left front wheel and the inverters 34a and 34b by switching the phases in which the current flows in the motors 32a and 32b for the right front wheel and the left front wheel. At the same time, the right front wheel 22a (the driving wheel on the inside of the turn) can be prevented from slipping.

  In the electric vehicle 20 of the embodiment, when it is determined that the right front wheel motor and the left front wheel motors 32a and 32b are in the locked state, when the steering angle θst is a positive value (right turn), the lock protection control is performed. The right front wheel motors 32a and 32b are rotated so that the vehicle turns around the right side position P2 of the vehicle. However, as the lock protection control, the right front wheel motors 32a and 32b are rotated so that the absolute value of the rotation amount of the right front wheel 22a is smaller than the absolute value of the rotation amount of the left front wheel 22b. Therefore, the right front wheel and left front wheel motors 32a and 32b may be rotated so that the vehicle turns around a position other than the position P2 on the right side of the vehicle. In this case, the turning trajectory radii Ra and Rb of the right front wheel 22a and the left front wheel 22b may be set regardless of the steering angle θst.

  In the electric vehicle 20 according to the embodiment, as the lock protection control, the right front wheel motor and the left front wheel motors 32a and 32b are rotated so that the vehicle moves backward while turning (the first turning process is executed). The right front wheel and left front wheel motors 32a and 32b are rotated so as to move forward while turning (execute the second turning process). However, as the lock protection control, the motors for the right front wheel and the left front wheel 32a and 32b are rotated so that the vehicle moves backward while turning, but the right front wheel and the left front wheel so that the vehicle moves forward while turning. The motors 32a and 32b may not be rotated.

  In the electric vehicle 20 of the embodiment, as described with reference to the forward climbing control routine of FIG. 2, when it is determined that the right front wheel motors 32a and 32b are in the locked state, the steering angle θst Is assumed to be a positive value (right turn), but when the steering angle θst is a negative value (left turn), the vehicle center is changed to the vehicle left position P2 instead of the vehicle right position P2. Except for the point of P3, the same can be considered.

  In the electric vehicle 20 of the embodiment or the modified example, as described using the forward climbing control routine of FIG. 2, the forward climbing is assumed, but it is assumed that the vehicle climbs over a step such as a curb in advance. It may be a thing.

  The electric vehicle 20 according to the embodiment includes the right front wheel motors 32a and 32b, the inverters 34a and 34b, the battery 36, and the steering device 40. As shown in the automobile 20B, in addition to the configuration of the electric vehicle 20, a lean device 50 may be further provided. Here, the lean device 50 is attached to the vehicle body, the right front wheel 22a, and the left front wheel 22b, and lifts one of the right front wheel 22a and the left front wheel 22b with respect to the vehicle body and pushes down the other to lower the vehicle body. The lean mechanism 52 which inclines in the left-right direction (width direction) and the lean actuator 54 which drives the lean mechanism 52 are provided. The lean angle θL from the lean angle sensor 56 that detects the lean angle as the lean angle of the vehicle body by the lean device 50 is input to the electronic control unit 60 via the input port. A control signal to 54 is output via the output port. When performing the above-described travel control, the electronic control unit 60 includes the lean device 50 so that the vehicle body tilts toward the inner wheel during turning based on the steering angle θst in addition to the control of the inverters 34a and 34b. The lean actuator 54 is controlled. When such a lean device 50 is provided, the tread W varies depending on the lean angle θL. Therefore, when setting the turning trajectory radii Ra and Rb of the right front wheel 22a and the left front wheel 22b in the lock protection control, the lean angle θL is set. It is preferable to use a corresponding tread W.

  In the hybrid vehicle 20 of the embodiment, the battery 36 is used as the power storage device, but a capacitor may be used.

  In the electric vehicle 20 of the embodiment, a configuration of a three-wheeled vehicle including a right front wheel 22a and a left front wheel 22b driven by right front wheel and left front wheel motors 32a and 32b, respectively, and a rear wheel 22c as one steering wheel. It was. However, a configuration of a three-wheeled vehicle including a front wheel as one steered wheel and left and right rear wheels driven by two motors may be employed. Further, a configuration of a three-wheeled vehicle that is driven by two motors and that includes left and right front wheels as two steering wheels and a rear wheel as one driven wheel may be employed. Furthermore, it is good also as a structure of a three-wheeled motor vehicle provided with the front wheel as one driven wheel, and the left and right rear wheels as two steered wheels, respectively driven by two motors.

  The electric vehicle 20 of the embodiment is configured as a three-wheeled vehicle including the right front wheel 22a, the left front wheel 22b, and the rear wheel 22c, but may be configured as a four-wheeled vehicle including left and right front wheels and left and right rear wheels.

  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 motors 32a and 32b for the right front wheel and the left front wheel correspond to “two motors”, the inverters 34a and 34b correspond to “two inverters”, the battery 36 corresponds to “the power storage device”, The electronic control unit 60 corresponds to a “control device”.

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

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

  20, 20B Electric vehicle, 22a Right front wheel, 22b Left front wheel, 22c Rear wheel, 32a Motor for right front wheel, 32b Motor for left front wheel, 33a, 33b Rotation position detection sensor, 34a, 34b Inverter, 36 battery, 40 Steering device, 42 steering angle sensor, 48 steering, 50 lean device, 52 lean mechanism, 54 lean actuator, 56 lean angle sensor, 60 electronic control unit, 70 ignition switch, 71 shift lever, 72 shift position sensor, 73 accelerator pedal, 74 accelerator pedal Position sensor, 75 brake pedal, 76 brake pedal position sensor, 78 vehicle speed sensor, 79 gradient sensor.

Claims (1)

Two motors for driving the left and right drive wheels respectively;
Two inverters respectively driving the two motors;
A power storage device that exchanges power with the two motors via the two inverters;
When the two motors are in a locked state in which current concentrates and flows in a specific phase in the two motors, the two motors are rotated so that the phases in which the current flows in the two motors are switched. A control device for performing lock protection control;
A vehicle comprising:
When the steering angle is not 0 when the two motors are in the locked state, the control device uses the absolute value of the rotation amount of the driving wheel inside the turning of the left and right driving wheels as the lock protection control. Rotating the two motors so that is smaller than the absolute value of the rotation amount of the driving wheel outside the turning,
vehicle.

Images