Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device, a vehicle control method and a program which can control charged and discharged electricity of a battery accompanying slip caused in an electric vehicle.SOLUTION: A vehicle control device comprises: a first obtaining part that obtains a state of a first battery and a state of a second battery; a second obtaining part that obtains motor electricity that is consumed by a motor that outputs power for running; a rotation state detecting part that detects a rotation state of a driving wheel that is driven by the motor; and an output electricity control part that calculates a first output upper limit value on the basis of the state of the first battery and calculates a second output upper limit value on the basis of the state of the second battery, and controls a quantity of electricity which is supplied from the first battery and the second battery respectively to the motor, on the basis of the first output upper limit value and the second output upper limit value. The output electricity control part, when a change of the rotation state satisfies a reference condition, determines whether motor electricity corresponding to the change is complemented or the complement to the motor electricity corresponding to the change is restricted.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] In recent years, there has been progress in the development of electric vehicles that run at least by an electric motor driven by power supplied from a battery (secondary battery), such as hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs). In these electric vehicles, the drive of the electric motor is controlled based on the amount of power stored in the battery.

[0003] Incidentally, in vehicles in general, including electric vehicles, slippage may occur due to, for example, road surface conditions. When slippage occurs in an electric vehicle, the rotation speed of the electric motor increases, and a large current flows through the electric motor. This causes a large drop in the voltage of the battery mounted in the electric vehicle, and this drop in voltage becomes a factor that causes battery deterioration.

[0004] Related techniques are disclosed in, for example, Patent Document 1 and Patent Document 2. Patent Document 1 describes reducing the output torque of the electric motor depending on the slip ratio that occurs. Patent Document 2 describes changing the reduction rate of the output torque of the electric motor depending on whether the battery voltage has dropped below a predetermined value when reducing the output torque of the electric motor due to the occurrence of slip. In Patent Document 2, when the battery voltage is below a predetermined value, the reduction in the output torque of the electric motor is suppressed compared to when the battery voltage has not dropped below the predetermined value.

[0005] Furthermore, in recent electric vehicle systems, there are systems that combine two different types of batteries, such as a low-output but high-capacity battery (hereinafter referred to as a "capacity-type battery") and a low-capacity but high-output battery (hereinafter referred to as an "output-type battery"). Even in such electric vehicles, slippage can occur.

[0006] In this regard, for example, Patent Document 3 describes that in an electric vehicle equipped with two batteries, when the occurrence of slippage causes one of the batteries to charge or discharge power exceeding the input / output limit, the amount of power exceeding the input / output limit is allocated to the other battery. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] JP 2016-040968 A [Patent Document 2] JP 2018-098947 A [Patent Document 3] JP 2010-098823 A Summary of the Invention [Problem to be solved by the invention]

[0008] However, as in Patent Document 1 and Patent Document 2, if the output torque of the electric motor is reduced when slippage occurs, the fluctuation in this output torque may cause the behavior of the electric vehicle to become unstable. And while Patent Document 3 also describes the distribution of charge / discharge power of the two batteries when slippage occurs, it does not fully consider the behavior of the electric vehicle, and it is not necessarily possible to run the electric vehicle stably when slippage occurs.

[0009] The present invention has been made based on the recognition of the above problems, and one of its objects is to provide a vehicle control device, a vehicle control method, and a program that can reduce factors that cause battery degradation and stabilize the behavior of an electric vehicle when controlling the battery charge / discharge power due to slippage that occurs in an electric vehicle. [Means for solving the problem]

[0010] A vehicle control device, a vehicle control method, and a program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a first acquisition unit that acquires a state of a first battery and a state of a second battery; a second acquisition unit that acquires information on motor power consumed by a motor that outputs power for driving; a rotational state detection unit that detects a rotational state of drive wheels driven by the motor; and an output power control unit that calculates a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculates a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, and controls the amount of power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and second output upper limit value. When the change in the rotational state satisfies a standard condition, the output power control unit determines, based on the first output upper limit value, the second output upper limit value, and the motor power, whether to compensate for the amount of the motor power that changes due to the change in the rotational state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes.

[0011] (2): In the above aspect (1), the reference condition is the rate of increase of the rotation speed of the drive wheels represented by the rotation state, and the output power control unit determines that the change in the rotation state satisfies the reference condition when the rate of increase exceeds a reference value.

[0012] (3): In the above aspect (2), the output power control unit determines to compensate for the change in the motor power when the motor power is equal to or less than a maximum power value obtained by combining the first output upper limit value and the second output upper limit value, and determines to limit the compensation of the change in the motor power when the motor power exceeds the maximum power value.

[0013] (4): In the above aspect (2), the vehicle control device further includes a third acquisition unit that acquires non-driving power consumption, which is power consumed by a means other than the motor, and the output power control unit decides to compensate for the change in the motor power when the motor power is equal to or less than a value obtained by subtracting the non-driving power consumption from a maximum power value obtained by adding the first output upper limit value and the second output upper limit value, and decides to limit the compensation of the change in the motor power when the motor power exceeds a value obtained by subtracting the non-driving power consumption from the maximum power value.

[0014] (5): In the above aspect (3) or (4), when the output power control unit decides to compensate for the change in the motor power, if the motor power is equal to or less than the maximum power value and equal to or less than the first output upper limit value, the change in the motor power is compensated for with surplus power in the first battery up to the first output upper limit value, and the amount of power supplied from the second battery remains unchanged.

[0015] (6): In the above aspect (3) or (4), when the output power control unit determines to compensate for the change in the motor power, the output power control unit compensates for the change in the motor power with surplus power in the second battery up to the second output upper limit value.

[0016] (7): In any one of the above aspects (1) to (6), the first battery is a battery with a high capacity and low output, and the second battery is a battery with a lower capacity and higher output than the first battery.

[0017] (8): A vehicle control method according to one embodiment of the present invention includes a computer that acquires a state of a first battery and a state of a second battery, acquires information on motor power consumed by a motor that outputs power for driving, detects a rotational state of drive wheels driven by the motor, calculates a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculates a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, controls the amount of power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and second output upper limit value, and when a change in the rotational state satisfies a standard condition, determines based on the first output upper limit value, the second output upper limit value, and the motor power whether to compensate for the amount of the motor power that changes due to the change in the rotational state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes.

[0018] (9): A program according to one embodiment of the present invention causes a computer to acquire a state of a first battery and a state of a second battery, acquire information on motor power consumed by a motor that outputs power for driving, detect a rotation state of drive wheels driven by the motor, calculate a first output upper limit value that is an output upper limit value of the first battery based on the state of the first battery, calculate a second output upper limit value that is an output upper limit value of the second battery based on the state of the second battery, control the amount of power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and second output upper limit value, and when the change in the rotation state satisfies a standard condition, determine based on the first output upper limit value, the second output upper limit value, and the motor power whether to compensate for the amount of the motor power that changes due to the change in the rotation state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes. Effect of the Invention

[0019] According to the above-mentioned aspects (1) to (9), when controlling the charge / discharge power of the battery due to a slip occurring in an electric vehicle, it is possible to reduce factors that cause deterioration of the battery and stabilize the behavior of the electric vehicle. [Brief description of the drawings]

[0020] [Figure 1] FIG. 1 is a diagram illustrating an example of a configuration of a vehicle according to an embodiment. [Diagram 2] FIG. 4 is a diagram showing an example of a change in torque of a traction motor in a vehicle according to an embodiment. [Diagram 3] FIG. 2 is a diagram illustrating an example of a configuration of a control device provided in a vehicle according to an embodiment. [Figure 4] 5 is a diagram showing an example of a state in which electric power is output to a traction motor under the control of a control device provided in a vehicle according to an embodiment. FIG. [Diagram 5] 4 is a diagram illustrating an example of a state in which a control device provided in a vehicle according to an embodiment controls electric power to be outputted from a traction motor. FIG. [Figure 6] 5 is a flowchart showing an example of a flow of processes executed when controlling electric power output to a driving motor in a control device provided in a vehicle according to an embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

[0022] [Vehicle configuration] FIG. 1 is a diagram showing an example of the configuration of a vehicle according to an embodiment. The vehicle 1 is an electric vehicle (EV) (hereinafter, simply referred to as "vehicle") that runs by an electric motor driven by power supplied from a battery (secondary battery) for running. The vehicle 1 is an electric vehicle of a multi-battery system equipped with two different types of batteries, a capacity-type battery that is low-output but high-capacity and an output-type battery that is low-capacity but high-output, and runs by driving an electric motor with power supplied from either one of the batteries or a combination of power supplied from both batteries. The vehicle to which the present invention is applied may be, for example, not only a four-wheeled vehicle, but also a saddle-type two-wheeled vehicle, a three-wheeled vehicle (including a vehicle with one front wheel and two rear wheels as well as a vehicle with two front wheels and one rear wheel), and even an assisted bicycle, or any other vehicle that runs by an electric motor driven by power supplied from a battery for running. The vehicle 1 may be, for example, a hybrid electric vehicle (HEV) that runs by further combining power supplied by the operation of an internal combustion engine that uses fuel as an energy source, such as a diesel engine or a gasoline engine.

[0023] The vehicle 1 includes, for example, a driving motor 10, drive wheels 12, a brake device 14, a reduction gear 16, a PDU (Power Drive Unit) 20, a capacity type battery 30, a battery sensor 32, a VCU (Voltage Control Unit) 40, an output type battery 50, a battery sensor 52, a driving operator 70, a vehicle sensor 80, a wheel speed sensor 82, accessories 90, and a control device 100.

[0024] The running motor 10 is a rotating electric machine for running the vehicle 1. The running motor 10 is, for example, a three-phase AC motor. A rotor of the running motor 10 is connected to a reduction gear 16. The running motor 10 is driven (rotated) by power supplied from a capacity-type battery 30, or by power supplied from the capacity-type battery 30 plus power supplied from an output-type battery 50 via a VCU 40. The running motor 10 transmits its own rotational power to the reduction gear 16. The running motor 10 may generate power by operating as a regenerative brake using kinetic energy when the vehicle 1 decelerates. The running motor 10 is an example of a "motor" in the claims.

[0025] The brake device 14 arranged on the drive wheel 12 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. The brake device 14 may include, as a backup, a mechanism that transmits hydraulic pressure generated by the operation of a brake pedal (not shown) by a user (driver) of the vehicle 1 to the cylinder via a master cylinder. The brake device 14 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that transmits hydraulic pressure from a master cylinder to the cylinder.

[0026] The reducer 16 is, for example, a differential gear. The reducer 16 transmits the driving force of the shaft to which the traveling motor 10 is connected, that is, the rotational power of the traveling motor 10, to the axle to which the drive wheels 12 are connected. The reducer 16 may include, for example, a speed change mechanism, a so-called transmission mechanism, in which a plurality of gears and shafts are combined and the rotational speed of the traveling motor 10 is changed according to a speed change ratio (gear ratio) and transmitted to the axle. The reducer 16 may include, for example, a clutch mechanism that directly couples or separates the rotational power of the traveling motor 10 to the axle.

[0027] The PDU 20 is, for example, an AC-DC converter. The PDU 20 converts DC power supplied from the capacity battery 30, or supplied from the output type battery 50 via the VCU 40 in addition to the supply from the capacity battery 30, into AC power for driving the traveling motor 10 and outputs it to the traveling motor 10. The PDU 20 converts AC power generated by the traveling motor 10 operating as a regenerative brake into DC power and outputs it to the capacity battery 30 or the VCU 40 (i.e., the output type battery 50). The PDU 20 may step up or step down the voltage according to the output destination of the power before outputting it.

[0028] The VCU 40 is, for example, a DC-DC converter. The VCU 40 boosts the power supplied (discharged) from the output-type battery 50 to a voltage similar to the voltage at which the capacitance-type battery 30 supplies power to the PDU 20, and outputs the boosted voltage to the PDU 20. The VCU 40 reduces the voltage of the power generated by the traction motor 10 operating as a regenerative brake and outputted from the PDU 20, and outputs the power to the output-type battery 50 for storage (charging).

[0029] The capacity type battery 30 and the output type battery 50 are batteries that include a secondary battery, such as a lithium ion battery, that can be repeatedly charged and discharged, as a power storage unit. Each of the capacity type battery 30 and the output type battery 50 may be configured to be easily detachable from the vehicle 1, such as a cassette-type battery pack, or may be configured to be installed and not easily detachable from the vehicle 1. For example, the capacity type battery 30 is configured to be installed, and the output type battery 50 is configured to be detachable. The secondary battery included in each of the capacity type battery 30 and the output type battery 50 is, for example, a lithium ion battery. The secondary battery included in each of the capacity type battery 30 and the output type battery 50 may be, for example, a lead storage battery, a nickel-metal hydride battery, a sodium ion battery, a capacitor such as an electric double layer capacitor, or a composite battery that combines a secondary battery and a capacitor, but the secondary battery may have any configuration. Each of the capacity type battery 30 and the output type battery 50 stores (charges) power introduced from an external charger (not shown) of the vehicle 1, and discharges the stored power to run the vehicle 1. Each of the capacity type battery 30 and the output type battery 50 stores (charges) power supplied via the PDU 20 or the VCU 40 and generated by the traction motor 10 operating as a regenerative brake, and discharges the stored power to run (e.g., accelerate) the vehicle 1. The capacity type battery 30 is an example of a "first battery" in the claims, and the output type battery 50 is an example of a "second battery" in the claims.

[0030] A battery sensor 32 is connected to the capacity type battery 30. The battery sensor 32 detects physical quantities such as the voltage, current, and temperature of the capacity type battery 30. The battery sensor 32 includes, for example, a voltage sensor, a current sensor, and a temperature sensor. The battery sensor 32 detects the voltage of the capacity type battery 30 using a voltage sensor, detects the current of the capacity type battery 30 using a current sensor, and detects the temperature of the capacity type battery 30 using a temperature sensor. The battery sensor 32 outputs information such as the detected voltage value, current value, temperature, etc. of the capacity type battery 30 (hereinafter referred to as "capacity type battery information") to the control device 100.

[0031] A battery sensor 52 is connected to the output type battery 50. The battery sensor 52 detects physical quantities such as the voltage, current, and temperature of the output type battery 50. The configuration of the battery sensor 52 is similar to that of the battery sensor 32. The battery sensor 52 outputs information on the detected voltage value, current value, temperature, and the like of the output type battery 50 (hereinafter referred to as "output type battery information") to the control device 100.

[0032] The driving operators 70 include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, an irregular steering wheel, a joystick, and other operators. The driving operators 70 are fitted with sensors that detect the presence or absence of an operation of each operator by the user (driver) of the vehicle 1, or the amount of operation. The driving operators 70 output the detection results of the sensors to the control device 100. For example, an accelerator opening sensor is fitted to the accelerator pedal, which detects the amount of operation of the accelerator pedal by the driver, and outputs the detected amount of operation to the control device 100 as the accelerator opening. For example, a brake depression sensor is fitted to the brake pedal, which detects the amount of operation of the brake pedal by the driver, and outputs the detected amount of operation to the control device 100 as the brake depression.

[0033] The vehicle sensor 80 detects the running state of the vehicle 1. The vehicle sensor 80 includes, for example, a wheel speed sensor 82 that detects the wheel speed of each driving wheel 12 of the vehicle 1, such as the rotation speed (number of rotations) of each driving wheel 12. The wheel speed sensor 82 is attached, for example, to a portion of an axle to which each driving wheel 12 is connected, and detects the wheel speed of each driving wheel 12 by detecting the number of rotations of the axle. The wheel speed sensor 82 outputs information indicating the detected wheel speed of each driving wheel 12 (hereinafter referred to as "wheel speed information") to the control device 100. The vehicle sensor 80 may include, for example, a vehicle speed sensor that detects the speed of the vehicle 1 and an acceleration sensor that detects the acceleration of the vehicle 1. The vehicle speed sensor may include, for example, a speed calculator, and may derive (detect) the speed (vehicle speed) of the vehicle 1 by integrating the wheel speeds detected by the wheel speed sensors 82 attached to each driving wheel 12 of the vehicle 1. The vehicle sensor 80 may include, for example, a yaw rate sensor that detects the angular velocity of the vehicle 1 around a vertical axis, a direction sensor that detects the orientation of the vehicle 1, etc. The vehicle sensor 80 outputs information indicating the detected driving state of the vehicle 1 (hereinafter referred to as "driving state information") to the control device 100. The driving state information may include wheel speed information. The wheel speed sensor 82 or the vehicle sensor 80 is an example of a "rotation state detection unit" in the claims, and the wheel speed is an example of a "rotation state" in the claims.

[0034] The auxiliary device 90 is an in-vehicle device provided in the vehicle 1, such as an air conditioner or an accessory socket for supplying power (a cigarette lighter socket). The auxiliary device 90 may be, for example, a Universal Serial Bus (USB) terminal or a commercial power outlet for operating household electrical appliances or a personal computer. The auxiliary device 90 is not directly related to the running of the vehicle 1, but operates by consuming power supplied from the output battery 50 via the capacity battery 30 or the VCU 40, that is, it is a device that consumes power other than the running motor 10.

[0035] The control device 100 controls the operation and behavior of the PDU 20 and the VCU 40 in response to the detection results output by the respective sensors included in the driving operation device 70, i.e., the operation of the respective operation devices by the user (driver) of the vehicle 1. For example, the control device 100 controls the operation and behavior of the PDU 20 and the VCU 40 in response to the accelerator opening detected by an accelerator opening sensor. At this time, the control device 100 controls the operation and behavior of the PDU 20 and the VCU 40 in consideration of, for example, the speed change ratio (gear ratio) of the transmission mechanism that it controls and the vehicle speed included in the driving state information output by the vehicle sensor 80. In this way, the control device 100 controls the amount of power supplied to the driving motor 10, i.e., the driving force of the driving motor 10.

[0036] The control device 100 may be configured with separate control devices, such as a motor control unit, a PDU control unit, a battery control unit, and a VCU control unit. The control device 100 may be replaced with control devices, such as a motor ECU (Electronic Control Unit), a PDU-ECU, a battery ECU, and a VCU-ECU.

[0037] The control device 100 and the motor control unit, PDU control unit, battery control unit, and VCU control unit constituting the control device 100 are each realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by cooperation between software and hardware. Some or all of the functions of these components may be realized by a dedicated LSI. The program may be stored in advance in a storage device (storage device having a non-transient storage medium) such as an HDD (Hard Disk Drive) or a flash memory provided in the vehicle 1, or may be stored in a removable storage medium (non-transient storage medium) such as a DVD or a CD-ROM, and the storage medium may be installed in the HDD or flash memory provided in the vehicle 1 by mounting the storage medium in a drive device provided in the vehicle 1.

[0038] When the vehicle 1 is traveling, the control device 100 controls discharging of power from the capacity-type battery 30 and charging of power to the capacity-type battery 30, and discharging of power from the output-type battery 50 and charging of power to the output-type battery 50. The control device 100 may control discharging of power from each battery and charging of power to the battery based on the traveling mode of the vehicle 1. In this case, the traveling mode of the vehicle 1 may be automatically switched by the control device 100 based on the accelerator opening degree and brake depression amount output by the driving operator 70 and traveling state information output by the vehicle sensor 80, or may be manually and intentionally switched by the driver using, for example, a traveling mode changeover switch (not shown) provided on the driving operator 70.

[0039] During normal running of the vehicle 1, the control device 100 causes the PDU 20 to output power from the capacity type battery 30. As a result, the vehicle 1 runs on the rotational power of the running motor 10 driven by the power supplied (discharged) from the capacity type battery 30. Furthermore, when a large driving force of the running motor 10 is required for the vehicle 1 to run, for example, when climbing a steep slope or accelerating, and when power supply exceeding the upper limit value that the capacity type battery 30 can output (hereinafter referred to as the "output upper limit value") is required, the control device 100 causes the VCU 40 to output power from the output type battery 50 to the PDU 20. In other words, the control device 100 causes the amount of power that is insufficient with the amount of power supplied from the capacity type battery 30 up to the output upper limit value to be compensated for by the amount of power output from the output type battery 50. As a result, the vehicle 1 runs on the rotational power of the running motor 10 driven by the combined power of the power supplied (discharged) from the capacity type battery 30 and the power supplied (discharged) from the output type battery 50. The output upper limit value can be calculated based on the capacitance type battery information output by the battery sensor 32. More specifically, for example, a State Of Charge (SOC) indicating the charging state of the capacitance type battery 30 can be calculated based on the voltage value and current value included in the capacitance type battery information, and the current output upper limit value of the capacitance type battery 30 can be calculated based on the calculated SOC and temperature information included in the capacitance type battery information.

[0040] In this way, the control device 100 controls the operation and behavior of the PDU 20 and the VCU 40 in response to the driver's operation of the driving operation device 70, and causes the capacity type battery 30 and the output type battery 50 to output power to drive the driving motor 10. The control device 100 is an example of a "vehicle control device" in the claims.

[0041] [Control of power supply to the driving motor] Incidentally, when the vehicle 1 is traveling, it is assumed that the driving wheels 12 may spin freely, that is, slip, due to the influence of road surface conditions, such as snow on the road surface or rain. When slip occurs, the rotation speed of the traveling motor 10 increases, and an unexpectedly large current may flow to the traveling motor 10. Then, there is a concern that the voltage of the capacity type battery 30 (which may also include the output type battery 50) that supplies power during normal traveling will drop significantly, and the deterioration of the capacity type battery 30 will be accelerated. For this reason, when the wheel speed sensor 82 detects that the rotation speed of the driving wheels 12 has increased, the control device 100 controls the operation and operation of the PDU 20 and the VCU 40 so that the voltage of the capacity type battery 30 and the output type battery 50 will not drop significantly. In other words, the control device 100 controls the power output to the traveling motor 10 in order to protect the capacity type battery 30 and the output type battery 50.

[0042] 2 is a diagram showing an example of a change in torque of the driving motor 10 in the vehicle 1 according to the embodiment. As described above, the control device 100 controls the driving force (torque) of the driving motor 10 based on the accelerator opening, the speed change ratio (gear ratio), the vehicle speed, etc., but in the following description, it is assumed that the accelerator opening, the speed change ratio (gear ratio), etc. do not change during the control.

[0043] 2 shows an example of a change in torque [Nm] of the driving motor 10 relative to the wheel speed of the vehicle 1. The wheel speed is a value equivalent to the rotation speed [rpm] of the driving wheels 12 detected by a wheel speed sensor 82 attached to the driving wheels 12. In a state where no slip occurs, the wheel speed is a value proportional to the vehicle speed of the vehicle 1. The torque [Nm] of the driving motor 10 can be changed by the control device 100 controlling the amount of power supplied from the PDU 20 to the driving motor 10. The relationship between the wheel speed and torque shown in FIG. 2 is determined, for example, by the capacity of the capacitance type battery 30 to supply power.

[0044] In order to accelerate the vehicle 1 from a low vehicle speed (low wheel speed), the traction motor 10 requires more torque. For this reason, the control device 100 causes the PDU 20 to supply more power (discharge power in FIG. 2) to the traction motor 10, as shown in FIG. 2. Thereafter, as the vehicle speed of the vehicle 1 increases (wheel speed increases), the torque required by the traction motor 10 for acceleration decreases. For this reason, the control device 100 reduces the power supplied from the PDU 20 to the traction motor 10 as the vehicle speed increases, as shown in FIG. 2.

[0045] Here, consider a case where, when accelerating the vehicle 1, for example, the wheel speed increases due to slippage that occurs when the relationship between the wheel speed and torque is in state A, causing the relationship between the wheel speed and torque to change to state B. In other words, consider a case where the traveling motor 10 is in a state requiring more electric power.

[0046] When the relationship between wheel speed and torque becomes B, the conventional technology controls the relationship between wheel speed and torque to be on the line shown in Fig. 2 by limiting the torque of the driving motor 10, that is, by reducing the power supplied to the driving motor 10. Then, in the conventional technology, when the slip caused by the torque limit converges and the wheel speed returns to the speed just before the slip occurred, the torque limit is released and the relationship between wheel speed and torque is controlled to return to state A. With this type of control, the conventional technology prevents a large current from flowing through the driving motor 10 due to the generated slip, which would otherwise cause a large drop in the voltage of the capacity battery 30.

[0047] However, if the torque of the traveling motor 10 is limited and reduced when a slip occurs, the behavior of the vehicle 1 may become unstable due to torque fluctuations. For this reason, the control device 100 does not immediately limit the torque of the traveling motor 10 when a slip occurs as in the conventional technology, but first controls the discharge from the capacity type battery 30 or the output type battery 50 so as to compensate for the power required with an increase in the rotation speed of the drive wheels 12 (the rotation speed of the traveling motor 10). At this time, the control device 100 may control the discharge from the output type battery 50 regardless of whether the compensated power exceeds the output upper limit value of the capacity type battery 30, or may control the discharge from the output type battery 50 when the compensated power exceeds the output upper limit value of the capacity type battery 30. In other words, the control device 100 may control the discharge from the capacity type battery 30 when the compensated power does not exceed the output upper limit value of the capacity type battery 30. As a result, the vehicle 1 reduces the amount of power supplied more than necessary from the capacitance type battery 30 to the driving motor 10 as the rotation speed of the drive wheels 12 increases, i.e., reduces the drop in voltage of the capacitance type battery 30, and can continue stable driving without fluctuating the torque of the driving motor 10.

[0048] In this way, the control device 100 does not immediately limit the torque of the driving motor 10 when a slip occurs, but temporarily absorbs the amount of electric power that changes due to the slip by discharging or charging the capacity type battery 30 or the output type battery 50. Then, the control device 100 performs torque limitation when the amount of electric power that changes due to the slip occurs reaches a state where it cannot be absorbed.

[0049] [Control device configuration] Fig. 3 is a diagram showing an example of the configuration of the control device 100 provided in the vehicle 1 according to the embodiment. The control device 100 includes, for example, a battery state acquisition unit 120, a driving motor power acquisition unit 140, an auxiliary power acquisition unit 160, and an output power control unit 180. Fig. 3 shows components of the control device 100 related to the control of the driving force (torque) of the driving motor 10.

[0050] The battery state acquiring unit 120 acquires each of the capacitance type battery information output by the battery sensor 32 and the output type battery information output by the battery sensor 52. The battery state acquiring unit 120 outputs each of the acquired capacitance type battery information and output type battery information to the output power control unit 180. The battery state acquiring unit 120 is an example of a "first acquiring unit" in the claims.

[0051] The running motor power acquisition unit 140 acquires the power consumed by the running motor 10 (hereinafter referred to as "motor power"). For example, the running motor power acquisition unit 140 acquires, as the motor power, a power value converted by the PDU 20 for driving the running motor 10. For example, the running motor power acquisition unit 140 may acquire, as the motor power, a power calculated based on a measurement value of a power meter, a voltmeter, an ammeter, etc. (not shown) attached to the power wiring between the running motor 10 and the PDU 20. The running motor power acquisition unit 140 outputs information on the acquired motor power (hereinafter referred to as "motor power information") to the output power control unit 180. The running motor power acquisition unit 140 is an example of a "second acquisition unit" in the claims.

[0052] The auxiliary power acquisition unit 160 acquires the power consumed by the auxiliary 90. For example, the auxiliary power acquisition unit 160 calculates the power consumed by the auxiliary 90 based on the measured values ​​of a power meter, a voltmeter, an ammeter, etc. (not shown) attached to the power wiring that supplies power to the auxiliary 90. For example, the auxiliary power acquisition unit 160 may calculate the power consumed by the auxiliary 90 based on information such as whether the auxiliary 90 is in an on state or an off state, information indicating the current usage status of the auxiliary 90, and information on the rated value of the auxiliary 90. The auxiliary power acquisition unit 160 outputs the acquired information on the power consumed by the auxiliary 90 to the output power control unit 180. As described above, the auxiliary 90 is not a device directly related to the traveling of the vehicle 1. For this reason, in the following description, the power consumed by the auxiliary 90 is referred to as "power consumption when not traveling", and information on the power consumption when not traveling is referred to as "power consumption information when not traveling". The auxiliary power acquisition unit 160 is an example of a "third acquisition unit" in the claims.

[0053] The output power control unit 180 controls the power output (supplied) from the PDU 20 to the driving motor 10 based on information on the gear ratio of the transmission mechanism, information on the accelerator opening, information on the vehicle speed, etc. At this time, the output power control unit 180 calculates the current SOC of each battery based on the capacity type battery information and the output type battery information output by the battery state acquisition unit 120, and further calculates the output upper limit value of each battery. More specifically, the output power control unit 180 calculates the current SOC (capacity type battery SOC) of the capacity type battery 30 based on the voltage value and current value included in the capacity type battery information, and calculates the output upper limit value of the capacity type battery 30 (hereinafter referred to as "capacity type output upper limit value") based on the calculated capacity type battery SOC and temperature information included in the capacity type battery information. Furthermore, the output power control unit 180 calculates the current SOC (output type battery SOC) of the output type battery 50 based on the voltage value and current value included in the output type battery information, and calculates the output upper limit value of the output type battery 50 (hereinafter referred to as the "output type output upper limit value") based on the calculated output type battery SOC and the temperature information included in the output type battery information. The output power control unit 180 may further calculate the capacitance type output upper limit value and the output type output upper limit value using the internal resistance value of the corresponding battery included in each battery information. The capacitance type battery SOC and the output type battery SOC may be calculated by the battery state acquisition unit 120 and output to the output power control unit 180 by including them in the capacitance type battery information and the output type battery information. After that, the output power control unit 180 determines the amount of power to be output (supplied) to the driving motor 10 from each of the capacitance type battery 30 and the output type battery 50 via the PDU 20 based on the calculated capacitance type output upper limit value and the output type output upper limit value. Then, the output power control unit 180 generates a power control signal for causing the driving motor 10 to output the determined amount of power, and outputs the generated power control signal to the PDU 20 and the VCU 40. As a result, the PDU 20 and the VCU 40 cause the capacity type battery 30 and the output type battery 50 to output power according to the power control signal.Then, the PDU 20 outputs to the driving motor 10 the power output from the capacity type battery 30, or the power output from the capacity type battery 30 plus the power output from the output type battery 50 via the VCU 40. As a result, the driving motor 10 is driven with a driving force (torque) according to the power output from the PDU 20. In this way, during normal driving of the vehicle 1, the vehicle runs using the rotational power of the driving motor 10 driven with the power determined by the output power control unit 180. The capacity type output upper limit value is an example of a "first output upper limit value" in the claims, and the output type output upper limit value is an example of a "second output upper limit value" in the claims.

[0054] The output power control unit 180 judges whether or not slippage has occurred in the vehicle 1 depending on whether or not the wheel speed (revolutions) of the drive wheels 12 when the vehicle 1 is traveling satisfies a reference condition (reference condition). The reference condition is the rate of increase of the wheel speed (revolutions) of the drive wheels 12. The output power control unit 180 sets a reference value for the rate of increase based on the rotation speed of the drive wheels 12 that is assumed to increase by driving the driving motor 10 according to the determined power. The reference value is the value of the rate of increase at which it is judged that slippage has occurred in the vehicle 1. The output power control unit 180 judges whether or not slippage has occurred in the vehicle 1 depending on whether or not the current rate of increase of the rotation speed of the drive wheels 12 exceeds the set reference value (whether or not the reference condition is satisfied). The output power control unit 180 judges that slippage has not occurred in the vehicle 1 when the rate of increase of the wheel speed (revolutions) of the drive wheels 12 currently represented by the wheel speed information output by the wheel speed sensor 82 corresponds to the reference value (does not satisfy the reference condition). The rate of increase corresponding to the reference value may include the rate of increase of the current rotation speed of the drive wheels 12 being within a predetermined range centered on the reference value. On the other hand, when the rate of increase of the current rotation speed of the drive wheels 12 exceeds the reference value (satisfies the reference condition), the output power control unit 180 determines that slippage has occurred in the vehicle 1. The output power control unit 180 may determine whether or not slippage has occurred in the vehicle 1 depending on whether or not the rate of increase of the current wheel speed (rotation speed) of the drive wheels 12, represented by the wheel speed information included in the driving state information output by the vehicle sensor 80, satisfies the reference condition.

[0055] When it is determined that a slip has occurred in the vehicle 1, the output power control unit 180 calculates the amount of power (hereinafter referred to as "excess power") that has become excessive due to the slip based on the motor power information output by the driving motor power acquisition unit 140 and the non-driving power consumption information output by the auxiliary power acquisition unit 160. More specifically, the output power control unit 180 calculates the excess power by subtracting the amount of power determined to be output (supplied) to the driving motor 10 and the non-driving power consumption represented by the non-driving power consumption information from the motor power represented by the motor power information. The excess power is the amount of power to be compensated for by discharging the surplus power of the capacity type battery 30 or the output type battery 50. The surplus power is the amount of power obtained by subtracting the amount of power currently output by each battery from the output upper limit value of the respective battery. The output power control unit 180 determines whether to compensate for the calculated overpower by discharging the surplus power of the capacity type battery 30 or the output type battery 50, or to limit the compensation of the overpower, based on the calculated capacity type output upper limit value and output type output upper limit value and the motor power. The limit on the compensation of the overpower is, for example, to limit the torque of the traveling motor 10. In the following description, limiting the compensation of the overpower is referred to as "torque limit". At this time, the output power control unit 180 may reduce the amount of power to be output (supplied) to the traveling motor 10 by an amount equivalent to the torque limit from a state in which the surplus power of either one or both of the capacity type battery 30 and the output type battery 50 is discharged to the output upper limit value, or may reduce the amount of power to be output to the traveling motor 10 by an amount equivalent to the torque limit without discharging (compensating) the surplus power of the capacity type battery 30 and the output type battery 50. The output power control unit 180 decides to compensate for the excess power when the motor power is equal to or less than the maximum amount of electric power (maximum power value) in the vehicle 1, which is the sum of the capacitance-type output upper limit value and the output-type output upper limit value, and decides to impose a torque limit on the driving motor 10 when the motor power exceeds the maximum power value.The output power control unit 180 may decide to compensate for the excess power when the motor power is equal to or less than the amount of power (supplyable power value) obtained by subtracting the power consumption when not driving from the maximum power value, and may decide to limit the torque of the driving motor 10 when the motor power exceeds the supplyable power value.

[0056] When the output power control unit 180 determines that the over-power is to be compensated for by the surplus power, it determines a battery that outputs (discharges) the surplus power. For this purpose, the output power control unit 180 calculates the surplus power of each battery based on the output upper limit value of each battery and the amount of power currently being output. Then, based on the calculated surplus power and the over-power of each battery, the output power control unit 180 determines a battery that outputs the surplus power to compensate for the over-power. For example, when the surplus power of the output type battery 50 (hereinafter referred to as "output type surplus power") is equal to or greater than the over-power, the output power control unit 180 determines the output type battery 50 as a battery that outputs the surplus power to compensate for the over-power. For example, when the surplus power of the capacity type battery 30 (hereinafter referred to as "capacity type surplus power") is equal to or greater than the over-power, the output power control unit 180 may determine the capacity type battery 30 as a battery that outputs the surplus power to compensate for the over-power. For example, when the output type surplus power is equal to or less than the overpower and the capacity type surplus power is equal to or less than the overpower, but the total surplus power (hereinafter referred to as the "total surplus power") of the combined surplus powers is equal to or more than the overpower, the output power control unit 180 may determine each of the output type battery 50 and the capacity type battery 30 as batteries that will output surplus power to compensate for the overpower. After determining the battery that will output the surplus power, the output power control unit 180 generates a power control signal for causing the determined battery to output surplus power equivalent to the overpower to the traveling motor 10, and outputs the generated power control signal to the PDU 20 and the VCU 40. As a result, the PDU 20 and the VCU 40 cause the capacity type battery 30 and the output type battery 50 to output surplus power according to the power control signal. As a result, the traveling motor 10 is driven with a driving force (torque) according to the power output from the PDU 20 that compensates for the overpower. As a result, in the vehicle 1, the supply of more power than necessary from the capacitance type battery 30 to the driving motor 10 due to an increase in the rotation speed of the drive wheels 12 caused by the occurrence of slippage is suppressed (a drop in the voltage of the capacitance type battery 30 is suppressed), and stable driving can be continued without fluctuating the torque of the driving motor 10.

[0057] On the other hand, when the output power control unit 180 determines to limit the torque of the traveling motor 10, it calculates the amount of power to be reduced (hereinafter referred to as "reduced power") in order to reduce the power supplied to the traveling motor 10. More specifically, the output power control unit 180 calculates the reduced power by subtracting the total surplus power from the overpower. The output power control unit 180 generates a power control signal for reducing the calculated reduced power from the power outputted to the traveling motor 10, and outputs the generated power control signal to the PDU 20 and the VCU 40. As a result, the PDU 20 and the VCU 40 output the reduced power according to the power control signal from the capacity type battery 30 and the output type battery 50. As a result, the traveling motor 10 is driven by a driving force (torque) according to the reduced power outputted from the PDU 20, and the torque is limited. Then, the vehicle 1 causes the generated slip to converge due to the torque limit on the traveling motor 10. The torque limited in the traveling motor 10 is expressed, for example, by the following formula (1).

[0058] Tr=Pr÷(N×2π / 60 / 1000) ···(1)

[0059] In the above formula (1), Tr represents the torque to be limited [Nm], Pr represents the reduced power [kW], and N represents the rotation speed [rpm] of the drive wheels 12 detected by the wheel speed sensor 82.

[0060] [An example of controlling the power supply to the driving motor] Here, an example of control of the power output to the driving motor 10 will be described. Fig. 4 is a diagram showing an example of a state in which power is output to the driving motor 10 under the control of the control device 100 provided in the vehicle 1 according to the embodiment. Fig. 5 is a diagram showing a schematic example of a state in which the control device 100 provided in the vehicle 1 according to the embodiment controls the power output to the driving motor 10.

[0061] FIG. 4 shows an example in which the capacity-type battery 30 mounted on the vehicle 1 has a capacity-type output upper limit of 200 [kW], and the output-type battery 50 has an output-type output upper limit of 60 [kW]. FIG. 4 shows an example in which no slip occurs in the vehicle 1. In the control device 100, as described above, the output power control unit 180 controls the power output (supplied) from the PDU 20 to the driving motor 10 based on information on the gear ratio of the transmission mechanism, information on the accelerator opening, information on the vehicle speed, and the like. Furthermore, the output power control unit 180 causes the auxiliary device 90 to output (supply) power when the driver starts the auxiliary device 90. FIG. 4 shows a state in which 200 [kW] of power is supplied from the capacity-type battery 30 and 35 [kW] of power is supplied from the output-type battery 50, that is, a total of 235 [kW] of power is supplied from the capacity-type battery 30 and the output-type battery 50. In Fig. 4, of the 235 [kW] of power, 230 [kW] is output to the driving motor 10, and 5 [kW] is output to the auxiliary equipment 90. In this case, the capacity-type surplus power of the capacity-type battery 30 is 0 [kW], and the output-type surplus power of the output-type battery 50 is 25 [kW]. If the vehicle 1 slips in this state, the control device 100 (more specifically, the output power control unit 180) can compensate for the excess power by discharging the output-type surplus power of the output-type battery 50 up to 25 [kW].

[0062] FIG. 5 shows several examples of cases in which the control device 100 causes the driving motor 10 to output (supply) electric power. In FIG. 5, for ease of explanation, the electric power output (supplied) to the auxiliary device 90 is omitted. FIG. 5 shows the motor electric power and the electric power output from each battery side by side in each of the cases in which the vehicle 1 is not slipping and in which the vehicle 1 is slipping. Case 1 shown in FIG. 5 is an example of a case in which the electric power output by the control device 100 to the driving motor 10 is only the electric power stored in the capacity type battery 30, and Case 2 is an example of a case in which the electric power output by the control device 100 to the driving motor 10 is the electric power stored in each of the capacity type battery 30 and the output type battery 50, as in the example shown in FIG. 4.

[0063] In case 1, when no slip occurs, the motor power and the power output by the control device 100 (more specifically, the output power control unit 180) from the capacity type battery 30 are the same amount of power. If a slip occurs in the vehicle 1 in this state, the amount of power of the motor power increases by the amount of the over power. In this case, if the control device 100 decides to compensate for the over power with surplus power, the increased over power is compensated for by the surplus power of one or both of the batteries. Case 1 shown in FIG. 5 shows a state in which the output type battery 50 is made to output (add) output type surplus power to compensate for the over power. As described above, the control device 100 may make the capacity type battery 30 output capacitive surplus power to compensate for the over power. In case 1, even if the capacity type battery 30 is made to output capacitive surplus power to compensate for the over power, the capacitive output upper limit value Max-E of the capacity type battery 30 is not exceeded. Therefore, the control device 100 does not need to control the capacitive battery 30 to output capacitive surplus power. In other words, in case 1, the control device 100 may allow the motor power to increase without performing any control for the excessive power caused by the occurring slip.

[0064] In case 2, when no slip occurs, the motor power and the power that the control device 100 causes the capacity type battery 30 and the output type battery 50 to output are the same amount of power. If a slip occurs in the vehicle 1 in this state, the amount of power of the motor power increases by the amount of overpower. In this case, if the control device 100 decides to compensate for the overpower with surplus power, the increased overpower is compensated for by the output type surplus power of the output type battery 50. Case 2 shown in FIG. 5 shows a state in which the output type battery 50 is made to output (add) the output type surplus power to compensate for the overpower. In this case, the output type surplus power that the output type battery 50 is made to output is the amount of power up to the output type output upper limit value Max-P of the output type battery 50. Here, when the overpower caused by the slip that occurs in the vehicle 1 exceeds the output type output upper limit value Max-P, that is, when it exceeds the maximum power value in the vehicle 1 that is the sum of the capacity type output upper limit value Max-E and the output type output upper limit value Max-P, the control device 100 performs torque restriction. Case 2 shown in FIG. 5 illustrates a state in which the reduced power equivalent to the excess power that exceeds the maximum power value is reduced from the output type surplus power output by the output type battery 50.

[0065] [Control device processing] Fig. 6 is a flowchart showing an example of the flow of processing executed when the control device 100 included in the vehicle 1 according to the embodiment controls the power output to the driving motor 10. Fig. 6 shows processing executed when the control device 100 determines the amount of power for normal driving of the vehicle 1 and outputs a power control signal, and then determines that slippage has occurred in the vehicle 1. The processing of this flowchart is executed repeatedly while the vehicle 1 is driving.

[0066] The running motor power acquisition unit 140 acquires motor power (step S100). The running motor power acquisition unit 140 outputs to the output power control unit 180 motor power information indicating the acquired motor power.

[0067] The auxiliary power acquisition unit 160 acquires the non-driving power consumption (step S102). The auxiliary power acquisition unit 160 outputs to the output power control unit 180, non-driving power consumption information indicating the acquired non-driving power consumption.

[0068] Output power control unit 180 calculates the over-power based on the motor power output by driving motor power acquisition unit 140 and the non-driving power consumption output by auxiliary power acquisition unit 160 (step S104).

[0069] The output power control unit 180 calculates the surplus power of each battery (capacitive type surplus power and output type surplus power) based on the capacitive type output upper limit value of the capacitive battery 30 and the output type output upper limit value of the output type battery 50 calculated when determining the amount of power for normal driving of the vehicle 1 and the amount of power currently output from each battery (step S106). The output power control unit 180 calculates the total surplus power by combining the calculated capacitive type surplus power and output type surplus power (step S108).

[0070] The output power control unit 180 determines whether the motor power exceeds the maximum power value obtained by combining the capacitive output upper limit value and the output type output upper limit value (step S110). If it is determined in step S110 that the motor power does not exceed the maximum power value (is equal to or less than the maximum power value), the output power control unit 180 decides to compensate for the overpower with surplus power of the capacitive battery 30 or the output type battery 50, and determines whether the motor power exceeds the capacitive output upper limit value (step S112). If it is determined in step S112 that the motor power does not exceed the capacitive output upper limit value (is equal to or less than the capacitive output upper limit value), the output power control unit 180 determines whether the overpower exceeds the capacitive surplus power (step S114).

[0071] If it is determined in step S114 that the overpower does not exceed the capacitive surplus power (is equal to or less than the capacitive output upper limit), the output power control unit 180 causes the capacitive battery 30 to output the capacitive surplus power (step S116). That is, the output power control unit 180 generates a power control signal for causing the capacitive battery 30 to output the capacitive surplus power equivalent to the overpower, and outputs the power control signal to the PDU 20. Then, the output power control unit 180 returns the process. In this case, as described above, the output power control unit 180 does not need to perform any control.

[0072] On the other hand, if it is determined in step S114 that the over-power exceeds the capacitive surplus power, the output power control unit 180 causes the output-type battery 50 to output the output-type surplus power (step S118). That is, the output power control unit 180 generates a power control signal for causing the output-type battery 50 to output the output-type surplus power equivalent to the over-power, and outputs the power control signal to the VCU 40. Then, the output power control unit 180 returns the process.

[0073] On the other hand, if it is determined in step S112 that the motor power exceeds the capacitance-type output upper limit, the output power control unit 180 determines whether the over-power exceeds the output-type surplus power (step S120). If it is determined in step S120 that the over-power does not exceed the output-type surplus power (is equal to or less than the output-type output upper limit), the output power control unit 180 advances the process to step S118, and causes the output-type battery 50 to output the output-type surplus power.

[0074] On the other hand, if it is determined in step S120 that the over-power exceeds the output type surplus power, the output power control unit 180 causes the capacity type battery 30 to output the capacitive surplus power and the output type battery 50 to output the output type surplus power (step S122). That is, the output power control unit 180 generates a power control signal for causing the capacity type battery 30 to output the capacitive surplus power that is a part of the over-power and the output type battery 50 to output the output type surplus power that is the remaining part of the over-power, and outputs the power control signal to the PDU 20 and the VCU 40. Then, the output power control unit 180 returns the process.

[0075] On the other hand, if it is determined in step S110 that the motor power exceeds the maximum power value, the output power control unit 180 Run The output power control unit 180 then determines to limit the torque of the driving motor 10 and calculates the power to be reduced (step S124). Then, the output power control unit 180 generates a power control signal for reducing the power output by the driving motor 10 by the calculated amount of reduced power, and outputs the power control signal to the PDU 20 and the VCU 40. Then, the output power control unit 180 returns to the process.

[0076] With this process flow, when slippage occurs in the vehicle 1, the control device 100 does not immediately limit the torque, but instead compensates for the excess power of the driving motor 10 caused by the slippage (overpower) with surplus power from either or both of the capacity type battery 30 and the output type battery 50, allowing the driving motor 10 to continue operating. Even when slippage occurs in a vehicle 1 equipped with the control device 100, the torque of the driving motor 10 does not immediately fluctuate, allowing the vehicle 1 to continue driving more stably.

[0077] As described above, in the vehicle 1 of the embodiment, when a slip occurs, the control device 100 compensates for the change in the amount of power of the driving motor 10 caused by the slip with the surplus power of the capacity type battery 30 or the output type battery 50, thereby temporarily absorbing the change in the amount of power. At this time, the control device 100 absorbs the changed amount of power with the surplus power up to the output upper limit value of the capacity type battery 30 or the output type battery 50, so that it is possible to reduce factors that accelerate the deterioration of each battery, such as a drop in voltage. Furthermore, in the vehicle 1 of the embodiment, the control device 100 absorbs the changed amount of power, thereby suppressing abrupt changes in the torque of the driving motor 10 and stabilizing the behavior of the vehicle 1. Then, in the vehicle 1 of the embodiment, when the control device 100 reaches a state where it cannot absorb the amount of power that changes due to the slip, it performs torque limitation of the driving motor 10. In this manner, in the vehicle 1 of the embodiment, when a slip occurs, the control device 100 controls the discharging and charging of the capacity-type battery 30 and the output-type battery 50 from the standpoint of both protecting the battery and stabilizing the behavior of the vehicle 1.

[0078] According to the vehicle 1 of the embodiment described above, there are provided a battery state acquisition unit 120 that acquires the state of the capacity-type battery 30 and the state of the output-type battery 50, a driving motor power acquisition unit 140 that acquires information on the motor power consumed by the driving motor 10 that outputs power for driving, a wheel speed sensor 82 (or a vehicle sensor 80) that detects the rotation state of the drive wheels 12 driven by the driving motor 10, and a driving motor control unit 140 that calculates a capacity-type output upper limit value that is an output upper limit value of the capacity-type battery 30 based on the state of the capacity-type battery 30, calculates an output type output upper limit value that is an output upper limit value of the output type battery 50 based on the state of the output type battery 50, and calculates a capacity-type output upper limit value that is an output upper limit value of the output type battery 50 based on the calculated capacity-type output upper limit value and output type output upper limit value. and a control device 100 for controlling the amount of power supplied to the motor 10 from each of the capacity type battery 30 and the output type battery 50. When the change in the rotation state satisfies a reference condition, the control device 100 determines whether to compensate for the motor power (overpower) that changes due to the change in the rotation state with the power of the capacity type battery 30 and the output type battery 50, or to limit the compensation of the motor power (overpower) that changes, based on the capacity type output upper limit value, the output type output upper limit value, and the motor power, thereby reducing factors that deteriorate the battery and stabilizing the behavior of the vehicle 1 when controlling the charge / discharge power of the battery due to slippage that occurs in the vehicle 1. As a result, the vehicle 1 of the embodiment can improve its marketability and driving safety.

[0079] The above-described embodiment can be expressed as follows. A hardware processor; A storage device storing a program, The hardware processor reads and executes the program stored in the storage device, Obtaining a state of a first battery and a state of a second battery; Acquire information on motor power consumed by a motor that outputs power for driving, Detecting a rotation state of a drive wheel driven by the motor; calculating a first output upper limit value that is an output upper limit value of the first battery based on a state of the first battery, calculating a second output upper limit value that is an output upper limit value of the second battery based on a state of the second battery, and controlling the amount of electric power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and second output upper limit value; when the change in the rotation state satisfies a reference condition, based on the first output upper limit value, the second output upper limit value, and the motor power, determine whether to compensate for the amount of the motor power that changes due to the change in the rotation state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes; The vehicle control device is configured as follows.

[0080] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0081] 1. Vehicle 10. Driving motor 12 Drive wheel 14 Brake device 16...Reducer 20···PDU 30... Capacity Battery 32 Battery sensor 40···VCU 50··· output battery 52 Battery sensor 70 Driving controls 80 Vehicle sensor 82...Wheel speed sensor 90...Auxiliary equipment 100... Control device 120 Battery status acquisition unit 140: Drive motor power acquisition section 160 Auxiliary power acquisition section 180 Output power control section

Claims

1. a first acquisition unit that acquires a state of the first battery and a state of the second battery; A second acquisition unit that acquires information about motor power consumed by a motor that outputs power for traveling; a rotation state detection unit that detects a rotation state of a drive wheel driven by the motor; an output power control unit that calculates a first output upper limit value that is an output upper limit value of the first battery based on a state of the first battery, calculates a second output upper limit value that is an output upper limit value of the second battery based on a state of the second battery, and controls the amount of power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and second output upper limit value; Equipped with the output power control unit determines, when the change in the rotation state satisfies a reference condition, whether to compensate for the amount of the motor power that changes due to the change in the rotation state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes, based on the first output upper limit value, the second output upper limit value, and the motor power; The output power control unit limits the driving force of the motor by limiting the compensation of the motor power. Vehicle control device.

2. the reference condition is a rate of increase in the rotation speed of the drive wheels represented by the rotation state, the output power control unit determines that the change in the rotation state satisfies the reference condition when the increase rate exceeds a reference value. The vehicle control device according to claim 1.

3. The output power control unit is determining that the motor power is to be compensated for by an amount corresponding to a change in the motor power when the motor power is equal to or less than a maximum power value obtained by combining the first output upper limit value and the second output upper limit value; determining, when the motor power exceeds the power maximum value, to limit compensation for the change in the motor power; The vehicle control device according to claim 2.

4. A third acquisition unit that acquires non-driving power consumption, which is power consumed other than by the motor, The output power control unit is When the motor power is equal to or less than a value obtained by subtracting the non-driving power consumption from a maximum power value obtained by adding up the first output upper limit value and the second output upper limit value, the motor power is determined to be compensated for by the change; When the motor power exceeds a value obtained by subtracting the non-driving power consumption from the maximum power value, it is determined that compensation for the change in the motor power is to be limited. The vehicle control device according to claim 2.

5. When the output power control unit determines to compensate for the change in the motor power, if the motor power is equal to or less than the maximum power value and equal to or less than the first output upper limit value, the output power control unit compensates for the change in the motor power with surplus power in the first battery up to the first output upper limit value, and keeps the amount of power supplied from the second battery unchanged. The vehicle control device according to claim 3 or 4.

6. When the output power control unit determines to compensate for the change in the motor power, the output power control unit compensates for the change in the motor power with surplus power in the second battery up to the second output upper limit value. The vehicle control device according to claim 3 or 4.

7. the first battery is a high-capacity, low-output battery; The second battery is a battery having a lower capacity and a higher output than the first battery. The vehicle control device according to any one of claims 1 to 6.

8. The computer Obtaining a state of a first battery and a state of a second battery; Acquire information on motor power consumed by a motor that outputs power for driving, Detecting a rotation state of a drive wheel driven by the motor; calculating a first output upper limit value that is an output upper limit value of the first battery based on a state of the first battery, calculating a second output upper limit value that is an output upper limit value of the second battery based on a state of the second battery, and controlling the amount of electric power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and second output upper limit value; when the change in the rotation state satisfies a reference condition, determining, based on the first output upper limit value, the second output upper limit value, and the motor power, whether to compensate for the amount of the motor power that changes due to the change in the rotation state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes; limiting the drive force of the motor by limiting the compensation of the motor power; A vehicle control method.

9. On the computer, acquiring a state of a first battery and a state of a second battery; Acquire information on motor power consumed by a motor that outputs power for driving; Detecting a rotation state of a drive wheel driven by the motor; calculating a first output upper limit value that is an output upper limit value of the first battery based on a state of the first battery, calculating a second output upper limit value that is an output upper limit value of the second battery based on a state of the second battery, and controlling the amount of electric power supplied to the motor from each of the first battery and the second battery based on the calculated first output upper limit value and the calculated second output upper limit value; when the change in the rotation state satisfies a reference condition, determining, based on the first output upper limit value, the second output upper limit value, and the motor power, whether to compensate for the amount of the motor power that changes due to the change in the rotation state with power from the first battery and the second battery, or to limit the compensation of the amount of the motor power that changes; limiting the compensation of the motor power to thereby limit the driving force of the motor; program.

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