JP2004023857A - Motor-driven vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a vehicle from being thrown out of control due to insufficient driving power while maintaining a travelable distance by restricting the driving power of a motor in case of generator failure. <P>SOLUTION: If an engine 1 or the generator 2 is failed and has no power generation, the output range of the motor 3 is restricted to a predetermined on-failure driving range on low-load side. At this time, it is judged whether or not a driver requests larger driving power than the on-failure driving region. If yes, the on-failure driving region is enlarged and the output of the motor 3 is restricted within the enlarged range. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
[Industrial applications]
The present invention relates to a motor-driven vehicle in which driving wheels are driven by a motor of a hybrid vehicle, a fuel cell vehicle, or the like, and the vehicle runs.
[0002]
[Prior art]
The hybrid vehicle disclosed in Japanese Patent Application Laid-Open No. 2001-145210 has a predetermined low-load-side failure drive region when a failure occurs in an engine or a generator and sufficient power cannot be supplied to a vehicle drive motor. The vehicle is driven by the motor using only the energy of the power storage device within the range.
[0003]
[Problems to be solved by the invention]
However, when the engine or generator failure occurs in a situation that is more severe than the predetermined operating condition assumed in advance, for example, when the vehicle is on a slope having a gradient equal to or higher than a predetermined value, or when a step larger than expected When it is necessary to overcome the above, there may be a case where the driving force is insufficient only in the set driving area at the time of the failure and it is not possible to escape from the situation. In other words, despite the fact that the driving force was limited in order to use the energy of the power storage device effectively, it may not be possible to move from the place itself even though there is still enough energy in the power storage device was there.
[0004]
The present invention has been made in view of such a technical problem, and it is possible to prevent a vehicle from being unable to travel due to a shortage of a driving force while limiting a driving force at the time of a failure of a power generator to secure a travelable distance. The purpose is to:
[0005]
[Means for solving the problem]
When the power generation device fails and cannot generate power, the output range of the vehicle driving motor is limited to a predetermined failure drive region on the low load side. At this time, it is determined whether the driver has requested a driving force larger than the failure drive region, and if it is determined that the driver has requested a drive force larger than the failure drive region, the failure drive region is determined. Enlarge and limit the motor output in the expanded range.
[0006]
[Action and effect]
ADVANTAGE OF THE INVENTION According to this invention, since a driving force is restricted at the time of a generator failure, the power consumption of a motor can be suppressed and the distance which can run at the time of a failure can be ensured. In addition, even when the driving force is being limited, if a large driving force is required, the driving area at the time of failure is expanded (the upper limit value of the motor is changed to a larger value), and the driving force that can be generated by the motor increases. Therefore, it is possible to prevent the vehicle from running unnecessarily due to insufficient driving force.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0008]
FIG. 1 shows a schematic configuration of a series type hybrid vehicle according to the present invention. The power train of the vehicle is directly connected to an engine 1, a crankshaft of the engine 1, a generator 2 for converting the power of the engine 1 into electric power, and electrically connected to the generator 2 and a battery 6 (power storage device). , The electric power generated by the generator 2, the electric power stored in the battery 6, and the motor 3 driven by both of them. In this vehicle, the engine 1 and the generator 2 constitute a power generator.
[0009]
The torque of the motor 3 is transmitted to the drive wheels 5 via the final gear 4. The engine controller 7 controls the throttle opening based on the engine torque command value output from the integrated controller 9 to control the engine 1 torque.
[0010]
In addition, the generator 2 controls the rotation speed of the generator 2 so that the rotation speeds of the engine 1 and the generator 2 become equal to the rotation speed command value output from the integrated controller 9. The rotation speed control determines a torque command value according to the deviation between the command value and the actual rotation speed, and performs vector control so that the torque is in accordance with the command value. At this time, the generator 2 generates power by absorbing the engine torque. The engine torque command value controls the power generation amount, and the rotation speed command value controls the operating points of the engine 1 and the generator 2.
[0011]
The battery controller 10 detects the voltage and current of the battery 6 with a voltage sensor and a current sensor, calculates the state of charge SOC of the battery 6 and the input / output available power, and sends them to the integrated controller 9. Further, the motor controller 11 performs vector control of the torque of the motor 3 based on the motor torque command value from the integrated controller 9.
[0012]
Further, a signal from an accelerator operation amount sensor 12 for detecting an operation amount APS of an accelerator pedal and a signal from a vehicle speed sensor 13 for detecting a vehicle speed are input to the integrated controller 9.
[0013]
FIG. 2 is a control block diagram of the integrated controller 9 during normal operation in which the power generators (the engine 1 and the generator 2) do not fail. Each control block performs a predetermined calculation every fixed time (for example, every 10 msec). The normal control will be described below with reference to this control block diagram.
[0014]
The block B1 calculates a target axle driving torque Tsd from the accelerator operation amount APS detected by the accelerator operation amount sensor 12 and the vehicle speed VSP detected by the vehicle speed sensor 13 with reference to a target axle driving torque map M1.
[0015]
The block B2 calculates a torque command value Tsm to the motor 3 by dividing the target axle driving torque Tsd by the gear ratio Gf of the final gear. The motor torque command value Tsm is sent to the motor controller 11, and the motor controller 11 performs vector control of the torque of the motor 3 based on the motor torque command value Tsm.
[0016]
On the other hand, in block B3, the target drive power Psd is calculated by multiplying the target axle drive torque Tsd by the axle rotation speed obtained from the vehicle speed VSP. In block B4, the loss generated in the motor 3 is estimated and added to the target drive power Psd to calculate the target drive power Pse. As a method of estimating the loss of the motor 3, a motor loss map is created by measuring the loss for each torque-rotation speed in advance, and the map is referred to from the motor torque command value Tsm and the actual rotation speed of the motor 3. And other methods.
[0017]
In block B5, based on the state of charge SOC of the battery 6 calculated by the battery controller 10 and the target drive power Pse, the target drive power Pse is included in addition to the target drive power Pse so as to increase the efficiency of the entire system. The calculated target generated power Psg is calculated with reference to the target generated power map M2. Note that the target generated power Psg may be set to the same value as the target drive power Pse without considering charging and discharging of the battery 6 in the block B5.
[0018]
In block B6, the best fuel consumption rotation speed Nsg, which is the rotation speed of the engine 1 with the highest efficiency among the operating points that output the target generated power Psg, is calculated. In order to obtain the best fuel efficiency rotation speed Nsg, for example, the fuel efficiency at all operating points of the engine 1 and the loss occurring in the generator 2 at each operating point are obtained in advance, and the most efficient engines 1 and 2 are obtained for each power generation amount. An operating point of the motor 2 is determined, and a best fuel consumption line table T1 in which the rotational speed of the engine 1 at the operating point is determined for each target generated power Psg is created. Then, a method is conceivable in which the value is obtained by referring to the table T1 based on the target generated power Psg.
[0019]
The best fuel consumption rotation speed Nsg is sent to the generator controller 8. The generator controller 8 performs vector control of the torque of the generator 2 so that the rotation speeds of the engine 1 and the generator 2 match the values.
[0020]
On the other hand, in block B7, a loss that occurs when the power is generated by the generator 2 is estimated, and the loss is added to the target generated power Psg to calculate a target engine output Pseg. As in the case of obtaining the best fuel consumption line table T1 of the block B6, a method of using the loss of the generator 2 at the operating point of the generator 2 with the highest efficiency determined for each target generated power Psg can be considered. .
[0021]
In block B8, an engine torque command value Ts is obtained by dividing the target engine output Pseg by the actual engine speed. The engine torque command value Ts is sent to the engine controller 7, and the engine controller 7 controls the throttle opening of the engine 1 based on the value to control the torque of the engine 1.
[0022]
When the vehicle is driven only by the motor 3 while the engine 1 is stopped at a low vehicle speed and a low load, the vehicle speed VSP is input to the block B5 to determine that the vehicle is at a low vehicle speed and a low load, and the best fuel consumption rotation speed Nsg is determined. The engine 1 is stopped by setting the engine torque command value Ts to zero.
[0023]
Next, a description will be given of a case where the power generation device fails in the hybrid vehicle, that is, the engine 1 or the generator 2 fails.
[0024]
FIG. 3 is a control block diagram of the integrated controller 9 when the power generator fails. Each control block performs a predetermined calculation every fixed time (for example, every 10 msec).
[0025]
In contrast to the control block diagram in the normal state shown in FIG. 2, the block B3 and subsequent blocks (indicated by a broken line in the figure) relating to the control of the engine 1 and the generator 2 are eliminated, and the best fuel consumption rotation speed command value Nsg and the engine torque command value are replaced. Blocks B10 and B11 for setting Ts to zero are provided.
[0026]
Further, the processing content in block B1 is changed, and the target axle driving torque Tsd is calculated according to the flowchart shown in FIG. The flowchart shown in FIG. 4 is executed at regular intervals (for example, 10 msec), similarly to the control block diagrams shown in FIGS.
[0027]
The calculation process of the target axle driving torque Tsd in the block B1 will be described with reference to FIG. 4. First, in step S1, the accelerator operation amount APS detected by the accelerator operation amount sensor 12 and the vehicle speed VSP detected by the vehicle speed sensor 13 are calculated. Read. In step S2, the provisional axle driving torque Tsd1 is calculated with reference to the axle driving torque map M1. The axle driving torque map M1 is the same as that used in the block B1 in FIG.
[0028]
In step S3, it is determined whether or not the power generation device has failed. If it is determined that the power generation device is normal, the process proceeds to step S4, and the control flow ends with the provisional axle drive torque Tsd1 as the target axle drive torque Tsd. On the other hand, if it is determined in step S3 that the power generator has failed, the process proceeds to step S5. Here, the failure of the power generation device means that at least one of the engine 1 and the generator 2 fails, and these failures include the failure of the engine 1 or the generator 2 mechanically and electrically. In addition to a case in which the controller does not function normally due to a failure, a case in which an abnormality occurs in the controllers 7 to 9 and signal lines or the like for controlling them and the engine 1 or the generator 2 cannot be controlled normally is also included.
[0029]
In step S5, a maximum drive torque Tlmmax in the failure drive region is calculated. Here, the failure time drive region is set to a region narrower than a region defined by the maximum drive torque of the motor 3 (a hatched region in FIG. 5). This is because the failure drive area can be set within the area defined by the maximum drive torque of the motor 3. To effectively use the energy stored in the battery 6 and extend the travel distance as much as possible. This is because it is desirable to run at a constant speed without performing acceleration as much as possible as much as possible. For that purpose, it is necessary to keep the driving torque of the motor 3 low. The failure time drive region is preferably set so that the vehicle can start at a predetermined gradient and the drive torque is limited to a minimum range necessary for traveling while maintaining a predetermined vehicle speed thereafter.
[0030]
Therefore, the method of setting the maximum drive torque Tlmmax in the failure drive region in step S5 is such that predetermined drive conditions such as running a predetermined gradient at a predetermined vehicle speed and obtaining a predetermined acceleration at the time of starting are satisfied. Is possible. However, in order to further reduce unnecessary acceleration and extend the mileage by using the energy of the battery 6 effectively, a vehicle speed capable of traveling at a constant speed on a flat road with the highest efficiency is required, and the vehicle is accelerated to the vehicle speed with a minimum required acceleration. It is preferable to set the driving torque required to perform this operation as the maximum driving torque Tlmmax in the failure-time driving area. Therefore, here, a table T2 that defines the maximum drive torque at failure Tlmmax for each vehicle speed is prepared in advance, and the maximum drive torque at failure Tlmmax is calculated by referring to the table T2 based on the vehicle speed VSP. Like that.
[0031]
After calculating the maximum value Tlmmax of the drive area at the time of failure in step S5, the process proceeds to step S6 to compare the provisional axle drive torque Tsd1 with the maximum drive torque Tlmmax of the drive area at the time of failure. When the provisional axle driving torque Tsd1 is smaller or equal to each other, the process proceeds to step S7, and the provisional axle driving torque Tsd1 is set as the target axle driving torque Tsd. In this case, the process proceeds to step S8, where the actual acceleration of the vehicle is obtained from the change amount of the vehicle speed VSP (actual acceleration detecting means), and it is determined whether the actual acceleration of the vehicle is less than the predetermined value G. The predetermined value G is the estimated acceleration of the vehicle, and is set to the minimum necessary acceleration used when setting the maximum driving torque Tlmmax in the failure driving area, but is equal to or higher than the vehicle speed at which the vehicle can travel at a constant speed most efficiently on a flat road. Is set so that the predetermined value G becomes zero (acceleration estimating means).
[0032]
If the actual acceleration of the vehicle speed is equal to or greater than the predetermined value G in step S8, it is determined that the driving torque required for traveling (moving) has already been secured, and in step 9, the provisional axle driving torque Tsd1 is set to the drive at the time of failure. The control flow ends with the target axle drive torque Tsd limited by the maximum drive torque Tlmmax in the area.
[0033]
If the actual acceleration obtained from the vehicle speed VSP is less than the predetermined value G in step S8, it is determined that the driving force required for traveling (moving) cannot be secured, and the process proceeds to step S10. The case where the process proceeds to step S10 corresponds to a case where there is a possibility that the vehicle itself cannot be moved from the place due to insufficient driving force in a situation where the driving condition is more severe than a predetermined driving condition such as a slope having a gradient greater than a predetermined value or a large step. I do. It should be noted that the processing of steps S5 to S9 corresponds to a failure driving force limiting means in claims, and the processing of steps S5, S6, and S8 corresponds to a failure emergency driving force request determination means.
[0034]
As a method of determining the emergency driving force request at the time of failure, an emergency button is provided on the vehicle, and the driver presses the emergency button to determine the emergency driving force request at the time of failure, or the driver sets the shift lever to the L range (or 1 position). (Speed range) may be used for the determination, and the emergency driving force request at the time of failure may be determined by these methods.
[0035]
Here, the predetermined value G is used as the estimated acceleration. However, a method of estimating the acceleration by solving the equation of motion of the vehicle from the torque command value or the estimated torque value of the motor 3 or the acceleration is defined in advance for each vehicle speed VSP. If the acceleration of the vehicle is estimated by a method referring to the table data, the acceleration of the vehicle can be estimated with higher accuracy.
[0036]
Next, in step S10, an enlarged drive torque Tpls, which is an enlargement amount when the failure drive area is enlarged, is calculated. The method of calculating the enlarged drive torque Tpls is a method of determining a value proportional to a value obtained by integrating the deviation between the predetermined value G (estimated acceleration) and the actual acceleration obtained from the vehicle speed VSP (k in step S10 in the figure is a proportional constant). Yes, the larger the deviation between the actual acceleration and the estimated acceleration, the larger the amount of expansion of the failure-time drive region. Note that a method of increasing the enlargement amount according to the time when the actual acceleration obtained from the vehicle speed VSP is equal to or less than the predetermined value G may be used.
[0037]
Next, the process proceeds to step S11, where the maximum driving torque Tmax in the emergency driving area at the time of failure is calculated. As a method of setting the maximum drive torque Tmax in the emergency emergency drive region, a method of setting the maximum drive torque of the motor 3, a method of setting the output power of the battery 6, or both of them are considered. A method can be considered. In either case, it is desirable to set the maximum drive torque that can be actually output by the motor 3.
[0038]
In step S12, the provisional axle drive torque Tsd1 is limited by the sum of the maximum drive torque Tlmmax and the expanded drive torque Tpls in the failure drive area, and the target axle drive torque is further limited by the maximum drive torque Tmax in the failure emergency drive area. The control flow ends as Tsd. The processing of steps S10 to S12 corresponds to a failure emergency driving force limiting means described in the claims.
[0039]
After the target axle drive torque Tsd is calculated through the above processing, the process proceeds to block B2 in FIG. 3, where the target axle drive torque Tsd is divided by the gear ratio Gf of the final gear to calculate the motor torque command value Tsm.
[0040]
Next, an operation at the time of failure of the power generation device by performing the above control will be described.
[0041]
The hybrid vehicle drives the motor 3 by using the electric power generated by the generator 2 or the electric power stored in the battery 6 to run the vehicle. If the power cannot be generated, the output range of the motor 3 is limited to a predetermined failure drive region on the low load side to continue running (see FIG. 5).
[0042]
However, if the output range of the motor 3 is limited only to the failure drive region, the driving force may be insufficient when it is necessary to get over a hill or a step. Therefore, when the driving force is limited, the integrated controller 9 determines whether the driver temporarily requests a driving force larger than the failure driving region, and the driver requests a driving force larger than the failure driving region. If it is determined that there is a failure, the failure drive area is expanded, and the output of the motor 3 is limited within the expanded range.
[0043]
This makes it possible to extend unnecessary mileage by restricting unnecessary acceleration under a driving condition assumed in advance, and to respond to the emergency driving force request determination at the time of failure even if the vehicle falls into a state where it cannot escape in the failure drive region. By expanding the drive area at the time of failure, it is possible to obtain the driving force necessary to escape from the situation.
[0044]
In addition, since the actual acceleration of the vehicle is detected and the vehicle acceleration is estimated, and the emergency driving force request determination is performed based on the actual acceleration and the estimated acceleration of the vehicle. The determination can be made accurately and accurately, and the driving force can be limited and expanded more accurately. In the present embodiment, the actual acceleration of the vehicle is obtained from the amount of change in the vehicle speed. However, an actual acceleration of the vehicle may be directly detected by providing an acceleration sensor.
[0045]
Furthermore, since the amount of expansion of the drive area at the time of failure is determined according to the deviation between the actual acceleration and the estimated acceleration of the vehicle, the amount of expansion at the time of expanding the drive area at the time of failure can be suppressed to the minimum necessary. The energy of the battery 6 can be used effectively even when the power is expanded.
[0046]
In this embodiment, the output is limited by limiting the torque, but the method of limiting the output of the motor 3 may be another method.
[0047]
Next, a second embodiment of the present invention will be described.
[0048]
The present invention can be similarly applied to a fuel cell vehicle, that is, a fuel cell vehicle in which a motor is driven by electric power generated by the fuel cell. As shown in FIG. 6, the configuration of the fuel cell vehicle is different from that of the first embodiment in that the engine 1 and the generator 2 are connected to the fuel cell 15, the engine controller 7 and the generator controller 8 are connected to the fuel cell controller 16. Will be replaced with In this embodiment, the fuel cell 15 constitutes a power generator.
[0049]
At this time, a signal sent from the integrated controller 9 to the fuel cell controller 16 becomes a power generation amount command value. When the fuel cell 15 fails and cannot generate power, the vehicle travels with the output range of the motor 3 restricted. In this case, the control block diagram and the flowchart are substantially the same as those shown in FIGS.
[0050]
Therefore, in the second embodiment, when the fuel cell as the power generation device fails and cannot generate power, the output range of the motor is limited to the predetermined failure drive region on the low load side. When it is determined that a large driving force is required, the failure-time driving area is expanded, and the output of the motor is limited within the expanded range.
[0051]
As a result, even in a fuel cell vehicle, it is possible to extend unnecessary mileage by limiting unnecessary acceleration under a driving condition assumed in advance, and to perform emergency driving in the event of a failure even if the vehicle cannot escape in a failure driving region. By expanding the failure-time driving area in accordance with the force request determination, it is possible to obtain a driving force required to escape from the situation.
[0052]
Next, a third embodiment of the present invention will be described.
[0053]
FIG. 7 shows a schematic configuration of a parallel-type hybrid vehicle according to the present invention. The present invention can be similarly applied to such a parallel type hybrid vehicle.
[0054]
The power train of the vehicle includes an engine 21, a starter 22 which is directly connected to the crankshaft of the engine 21, functions as a starter motor and is also used to convert the power of the engine 21 into electric power, and an electric power supplied to the starter 22 when the engine is started. And a battery 23 for storing power generated by the starter 22 and driving the vehicle with the power of the battery 23, or regenerating kinetic energy of the vehicle during deceleration and storing power in the battery 23. And a clutch 25 that is provided between the engine 21 and the motor 24 and that can transmit the output of the engine 21 to the drive system or cut off the drive system from the drive system. ) And a belt-type continuously variable transmission (CVT) 26.
[0055]
The torque of the engine 21 and the motor 24 is input to the input side (primary) of the CVT 26, and transmitted from the output side (secondary) to the driving wheels 28 via the final gear 27.
[0056]
The engine controller 30 controls the throttle opening based on the engine torque command value output from the integrated controller 29 to control the torque of the engine 21. The CVT controller 31 controls the gear ratio by adjusting the primary pressure and the secondary pressure with the hydraulic actuator so that the rotation speed on the input side becomes equal to the target input rotation speed command value output from the integrated controller 29.
[0057]
The CVT controller 31 calculates the actual speed ratio from the rotation speed on the input side and the rotation speed on the output side of the CVT 26 and sends it to the integrated controller 29. The starter controller 22 and the motor controller 33 control the torque of the starter 22 and the motor 24 based on each torque command value output from the integrated controller 29.
[0058]
The clutch 25 engages and disengages based on a clutch engagement command output from the integrated controller 29 by the clutch controller 34. The battery controller 35 detects the voltage and current of the battery 23 with a voltage sensor and a current sensor, calculates the state of charge SOC of the battery 23 and the available output power, and sends them to the integrated controller 29.
[0059]
Further, signals of an accelerator operation amount sensor 36 for detecting an operation amount APS of an accelerator pedal and a vehicle speed sensor 37 for detecting a vehicle speed VSP are input to the integrated controller 29. Note that a configuration in which the motor 24 is on the output side of the CVT 26 is also conceivable. In this case, the clutch 25 is provided between the motor 24 and the CVT 26.
[0060]
If the engine 21 fails and cannot run with the engine output, the clutch 25 is released to stop the direct drive of the drive wheels 28 by the engine 21 and run with only the motor 24. The control block diagram and flowchart in this case are also substantially the same as those of the first embodiment shown in FIGS.
[0061]
Therefore, also in the third embodiment, when the power generation device (the engine 21 and the starter 22) fails and cannot generate power, the output range of the motor 21 is limited to a predetermined failure drive region on the low load side. It is determined that the driver is requesting a driving force larger than the failure drive region, and if it is determined that the driver is requesting a drive force larger than the failure drive region, the failure drive region is expanded, The output of the motor 24 is limited in the enlarged range.
[0062]
As a result, even in a parallel-type hybrid vehicle, it is possible to extend unnecessary driving speed by extending unnecessary mileage under a driving condition assumed in advance, and even if the vehicle cannot escape in a failure driving region, By expanding the failure-time drive area in accordance with the emergency drive force request determination, it is possible to obtain the drive force required to escape from the situation.
[0063]
As described above, the present invention can be widely applied to motor-driven vehicles that drive driving wheels with motors, such as series-type hybrid vehicles, fuel cell vehicles, and parallel-type hybrid vehicles. If the minimum required driving force can be achieved with the driving force in the range of the failure drive area, the drive force is limited to the failure drive area to prevent unnecessary acceleration and waste of battery energy. can do.
[0064]
Then, even if the driving force is output up to the maximum driving torque in the failure-time driving area, the vehicle may not be able to move from the place in a more severe condition than the predetermined driving condition only when the predetermined acceleration is not obtained. When it is determined that there is a certain emergency, the driving force can be increased to the emergency driving area at the time of failure, and the situation can be escaped.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a series type hybrid vehicle according to the present invention.
FIG. 2 is a control block diagram when the power generator is not out of order.
FIG. 3 is a control block diagram when the power generation device is out of order.
FIG. 4 is a flowchart showing the contents of a target axle driving force calculation process.
FIG. 5 is a diagram illustrating a failure drive region.
FIG. 6 is a schematic configuration diagram of a fuel cell vehicle according to the present invention (second embodiment).
FIG. 7 is a schematic configuration diagram of a parallel-type hybrid vehicle according to the present invention (third embodiment).
[Explanation of symbols]
Reference Signs List 1 engine 2 generator 3 motor 5 drive wheel 6 battery (power storage device)
15 Fuel cell 21 Engine 24 Motor 25 Clutch (driving force transmission means)
26 continuously variable transmission (CVT)
28 drive wheels

Claims (6)

A generator set,
A motor that is electrically connected to the power generation device and drives driving wheels of a vehicle;
A power storage device that stores power generated by the power generation device and supplies power to the motor,
When the power generator fails and cannot generate power, a failure driving force limiting unit that limits the output range of the motor to a predetermined failure driving region on a low load side,
A failure emergency driving force request determination unit that determines that the driver is requesting a driving force larger than the failure driving region,
If it is determined that the driver is requesting a larger driving force than the failure drive region, the failure drive region is expanded, failure emergency drive force limiting means for limiting the output of the motor in the expanded range,
A motor-driven vehicle comprising: The power generator,
Engine and
A generator driven by the engine;
The motor-driven vehicle according to claim 1, wherein: A driving force transmitting unit that enables direct driving of the driving wheels by the engine;
The motor-driven vehicle according to claim 2, wherein, when the engine fails and cannot run with the engine output, direct driving of the drive wheels by the engine is stopped and the vehicle runs only with the motor. The motor-driven vehicle according to claim 1, wherein the power generation device is a fuel cell. Actual acceleration detection means for detecting the actual acceleration of the vehicle,
Acceleration estimation means for estimating the acceleration of the vehicle;
The motor according to any one of claims 1 to 4, further comprising: a failure emergency driving force request determination unit that determines a failure emergency driving force request from the actual acceleration and the estimated acceleration of the vehicle. Driving vehicle. Actual acceleration detection means for detecting the actual acceleration of the vehicle,
Acceleration estimation means for estimating the acceleration of the vehicle;
The emergency driving force limiting means at the time of failure determines the amount of expansion of the drive area at the time of failure according to the deviation between the actual acceleration and the estimated acceleration of the vehicle. Motor-driven vehicle.

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