Electric motor control device and vehicle

Abstract

To obtain an electric motor control device that allows the driver to intuitively understand the vehicle's behavior. [Solution] An electric motor control device according to one embodiment of the present disclosure includes a control circuit capable of generating first and second torque command values ​​that fluctuate at a predetermined frequency, determining the torque of a first electric motor that generates the driving force of the front wheels based on the first torque command value and a third torque command value corresponding to the driver's operation, and determining the torque of a second electric motor that generates the driving force of the rear wheels based on the second torque command value and the third torque command value. The control circuit is capable of generating first and second torque command values ​​such that the phases of the first and second torque command values ​​are opposite to each other when the vehicle is in a grip state, and generating first and second torque command values ​​such that the phases of the first and second torque command values ​​are the same when the vehicle is in a stick-slip state.

Description

Technical Field

[0001] The present disclosure relates to an electric motor control device that controls the operation of an electric motor, and a vehicle equipped with such an electric motor control device.

Background Art

[0002] In vehicles such as automobiles, for example, they can slip depending on road conditions. For example, Patent Document 1 discloses a technique for monitoring the current flowing through an electric motor and detecting tire slip based on this current.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a vehicle, it is desired that the driver can intuitively grasp the behavior of the vehicle.

[0005] It is desirable to provide an electric motor control device and a vehicle that can enable the driver to intuitively grasp the behavior of the vehicle.

[0006] An electric motor control device according to one embodiment of the present disclosure includes a control circuit. The control circuit is capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, and is capable of determining the torque of a first electric motor that generates the driving force of the front wheels of a vehicle based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle driver, and is capable of determining the torque of a second electric motor that generates the driving force of the rear wheels of a vehicle based on the second torque command value and the third torque command value. The control circuit is capable of determining whether the vehicle is in a grip state or a stick-slip state based on one or both of a first parameter corresponding to the rotational speed of the first electric motor and a second parameter corresponding to the rotational speed of the second electric motor. When the vehicle is in a grip state, the control circuit is capable of generating a first torque command value and a second torque command value such that the phases of the first torque command value and the second torque command value are opposite to each other. The control circuit can generate a first torque command value and a second torque command value such that, when the vehicle is in a stick-slip state, the phases of the first torque command value and the second torque command value are the same.

[0007] A vehicle according to one embodiment of the present disclosure comprises a first electric motor, a second electric motor, a sensor, and a control circuit. The first electric motor is capable of generating driving force for the front wheels of the vehicle. The second electric motor is capable of generating driving force for the front wheels of the vehicle. The sensor is capable of detecting one or both of a first parameter corresponding to the rotational speed of the first electric motor and a second parameter corresponding to the rotational speed of the second electric motor. The control circuit is capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, and is capable of determining the torque of the first electric motor based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle driver, and is capable of determining the torque of the second electric motor based on the second torque command value and the third torque command value. The control circuit is capable of determining whether the vehicle is in a grip state or a stick-slip state based on the detection results of the sensor. The control circuit can generate a first torque command value and a second torque command value such that, when the vehicle is in a grip state, the phases of the first torque command value and the second torque command value are opposite to each other. The control circuit can generate a first torque command value and a second torque command value such that, when the vehicle is in a stick-slip state, the phases of the first torque command value and the second torque command value are the same. [Effects of the Invention]

[0008] According to one embodiment of the present disclosure, the electric motor control device and vehicle allow the driver to intuitively understand the behavior of the vehicle. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is an explanatory diagram showing an example of a vehicle according to one embodiment of the present disclosure. [Figure 2] Figure 2 is a flowchart illustrating one example of the operation of the control circuit shown in Figure 1. [Figure 3] Figure 3 is an explanatory diagram illustrating an example of the operation of the control circuit shown in Figure 1. [Figure 4]Figure 4 is another explanatory diagram illustrating an example of the operation of the control circuit shown in Figure 1. [Figure 5] Figure 5 is an explanatory diagram showing an example of a vehicle related to a modified example. [Modes for carrying out the invention]

[0010] The embodiments of this disclosure will be described in detail below with reference to the drawings.

[0011] <Embodiment> [Example Configuration] Figure 1 shows an example configuration of a vehicle 1 equipped with an electric motor control device (control circuit 20) according to one embodiment. The vehicle 1 is an electric vehicle and includes a battery 11, power control devices 12F, 12R, current sensors 13F, 13R, motors 14F, 14R, wheels 15F, 15R, an operating unit 16, and a control circuit 20. In this vehicle 1, two motors 14F and 14R are provided, and the front wheel 15F is driven based on the driving force generated by motor 14F, while the rear wheel 15R is driven based on the driving force generated by motor 14R.

[0012] The battery 11 is configured to store power and supply DC power to the power control devices 12F and 12R. Furthermore, the battery 11 is capable of storing power supplied by the power control devices 12F and 12R.

[0013] The power control device 12F is configured to control the power supplied to the motor 14F for the front wheels. The power control device 12F is configured, for example, to include an inverter, and based on the motor torque command value supplied from the control circuit 20, converts the DC power supplied from the battery 11 into AC power, and supplies that AC power to the motor 14F via the current sensor 13F. The power control device 12F is also capable of supplying power supplied from the motor 14F to the battery 11.

[0014] Similarly, the power control device 12R is configured to control the power supplied to the rear wheel motor 14R. The power control device 12R is configured, for example, to include an inverter, and based on the motor torque command value supplied from the control circuit 20, converts the DC power supplied from the battery 11 into AC power, and supplies that AC power to the motor 14R via the current sensor 13R. The power control device 12R is also capable of supplying power supplied from the motor 14R to the battery 11.

[0015] The current sensor 13F is configured to detect the drive current of the motor 14F. Similarly, the current sensor 13R is configured to detect the drive current of the motor 14R. Each of the current sensors 13F and 13R supplies its detection result to the control circuit 20.

[0016] The motor 14F is configured to generate a driving force, which is mechanical energy, based on the alternating current power supplied from the power control device 12F. The motor 14F then transmits this driving force to the wheel 15F via a drive mechanism such as a differential gear and a drive shaft. The motor 14F can also operate as a generator, generating electricity based on the mechanical energy supplied from the wheel 15F via the drive mechanism, and can supply the generated alternating current power to the power control device 12F.

[0017] Similarly, the motor 14R is configured to generate a driving force, which is mechanical energy, based on the AC power supplied from the power control device 12R. The motor 14R then transmits this driving force to the wheel 15R via a drive mechanism such as a differential gear and a drive shaft. The motor 14R can also operate as a generator, generating electricity based on the mechanical energy supplied from the wheel 15R via the drive mechanism, and can supply the generated AC power to the power control device 12R.

[0018] Wheel 15F is a drive wheel that is the front wheel of vehicle 1, and is configured to cause vehicle 1 to travel on a road surface by rotating about an axle based on the driving force supplied from motor 14F via a drive mechanism.

[0019] The driving operation unit 16 includes a steering wheel, an accelerator pedal, a brake pedal, various levers, etc., which are operated by a driver when driving vehicle 1.

[0020] The control circuit 20 is, for example, an ECU (Electronic Control Unit), and is configured using, for example, one or more processors, one or more memories, etc. The control circuit 20 can operate as torque command value generation units 21, 22, motor torque command value generation unit 23, and stick slip determination unit 24 by executing software.

[0021] The torque command value generation unit 21 is configured to generate a torque command value TA indicating the command values of the torques of motors 14F, 14R based on the operation of the driving operation unit 16 by the driver.

[0022] The torque command value generation unit 22 is configured to generate a torque command value TBF indicating the torque command value of motor 14F and a torque command value TBR indicating the torque command value of motor 14R, based on the determination result of the stick-slip determination unit 24. The torque command value generation unit 21 generates torque command values ​​TBF and TBR such that they fluctuate at a predetermined frequency (for example, around 10 to 30 Hz). The amplitude of the torque command values ​​TBF and TBR changes, for example, according to the torque command value TA generated by the torque command value generation unit 21. Specifically, the amplitude of the torque command values ​​TBF and TBR can be, for example, about 10% of the torque command value TA. The torque command value generation unit 21 generates torque command values ​​TBF and TBR based on the determination result of the stick-slip determination unit 24, depending on whether the vehicle 1 is in a grip state or a stick-slip state. The grip state is a state in which the wheels 15F and 15R are not slipping on the road surface, and the vehicle 1 can travel in accordance with the rotation of the wheels 15F and 15R. The stick-slip state is a state that can occur near the grip limit, in which the wheels 15F and 15R intermittently slip on the road surface. Specifically, in the stick-slip state, the grip state and the slip state occur alternately, for example, with a period of about 100 Hz. When the vehicle 1 is in the grip state, the torque command value generation unit 21 generates torque command values ​​TBF and TBR such that the phases of the torque command value TBF and the torque command value TBR are opposite to each other. Also, when the vehicle 1 is in the stick-slip state, the torque command value generation unit 21 generates torque command values ​​TBF and TBR such that the phases of the torque command value TBF and the torque command value TBR are the same.

[0023] The motor torque command value generation unit 23 is configured to generate a motor torque command value TF, which indicates the torque command value for the front wheel motor 14F, and a motor torque command value TR, which indicates the torque command value for the rear wheel motor 14R, based on the torque command value TA generated by the torque command value generation unit 21 and the torque command values ​​TBF and TBR generated by the torque command value generation unit 22. Specifically, the motor torque command value generation unit 23 generates the motor torque command value TF by adding up the torque command value TA generated by the torque command value generation unit 21 and the torque command value TBF generated by the torque command value generation unit 22. In addition, the motor torque command value generation unit 23 generates the motor torque command value TR by adding up the torque command value TA generated by the torque command value generation unit 21 and the torque command value TBR generated by the torque command value generation unit 22.

[0024] The stick-slip determination unit 24 is configured to determine whether vehicle 1 is in a grip state or a stick-slip state based on the detection results of current sensors 13F and 13R. When vehicle 1 is in a stick-slip state, for example, the mechanical load seen from motor 14F decreases, so the rotational speed of motor 14F increases rapidly. As a result, the back electromotive force in motor 14F increases, and the drive current driving motor 14F decreases. The same applies to motor 14R; when vehicle 1 is in a stick-slip state, the drive current driving motor 14R decreases. The stick-slip determination unit 24 determines whether vehicle 1 is in a stick-slip state by detecting this decrease in drive current based on the detection results of current sensors 13F and 13R.

[0025] Here, control circuit 20 corresponds to a specific example of the "control circuit" in one embodiment of the present disclosure. Motor 14F corresponds to a specific example of the "first electric motor" in one embodiment of the present disclosure. Motor 14R corresponds to a specific example of the "second electric motor" in one embodiment of the present disclosure. Wheel 15F corresponds to a specific example of the "front wheel" in one embodiment of the present disclosure. Wheel 15R corresponds to a specific example of the "rear wheel" in one embodiment of the present disclosure. Current sensors 13F and 13R correspond to specific examples of the "sensors" in one embodiment of the present disclosure. Torque command value TBF corresponds to a specific example of the "first torque command value" in one embodiment of the present disclosure. Torque command value TBR corresponds to a specific example of the "second torque command value" in one embodiment of the present disclosure. Torque command value TA corresponds to a specific example of the "third torque command value" in one embodiment of the present disclosure. The drive current of motor 14F corresponds to a specific example of the "first parameter" in one embodiment of the present disclosure. The drive current of motor 14R corresponds to a specific example of the "second parameter" in one embodiment of this disclosure.

[0026] [Action and function] Next, the operation and function of the vehicle 1 of this embodiment will be described.

[0027] (Overview of overall operation) First, the operation of vehicle 1 will be explained with reference to Figure 1. The battery 11 stores power and supplies DC power to power control devices 12F and 12R. Power control device 12F controls the power supplied to the motor 14F for the front wheels. Power control device 12R controls the power supplied to the motor 14R for the rear wheels. Current sensor 13F detects the drive current of motor 14F. Current sensor 13R detects the drive current of motor 14R. Motor 14F generates driving force, which is mechanical energy, based on AC power supplied from power control device 12F. Motor 14F also acts as a generator, generating power based on the mechanical energy supplied from the wheels 15F via the drive mechanism, and supplies the generated AC power to power control device 12F. The wheels 15F rotate around the axle based on the driving force supplied from motor 14F via the drive mechanism, thereby causing vehicle 1 to move on the road surface. The motor 14R generates driving force, which is mechanical energy, based on the alternating current power supplied from the power control device 12R. The motor 14R also acts as a generator, generating electricity based on the mechanical energy supplied from the wheels 15R via the drive mechanism, and supplies the generated alternating current power to the power control device 12R.

[0028] The torque command value generation unit 21 of the control circuit 20 generates a torque command value TA indicating the torque command value of motors 14F and 14R based on the driver's operation of the driving operation unit 16. The torque command value generation unit 22 generates a torque command value TBF indicating the torque command value of motor 14F and a torque command value TBR indicating the torque command value of motor 14R based on the determination result of the stick-slip determination unit 24. The motor torque command value generation unit 23 generates a motor torque command value TF indicating the torque command value of motor 14F for the front wheels and a motor torque command value TR indicating the torque command value of motor 14R for the rear wheels based on the torque command value TA generated by the torque command value generation unit 21 and the torque command values ​​TBF and TBR generated by the torque command value generation unit 22. The stick-slip determination unit 24 determines whether the vehicle 1 is in a grip state or a stick-slip state based on the detection results of current sensors 13F and 13R.

[0029] (Detailed operation) Figure 2 shows an example of the operation of the torque command value generation unit 22.

[0030] When the system of vehicle 1 is started, the torque command value generation unit 22 starts generating torque command values ​​TBF and TBR (step S101). Immediately after vehicle 1 starts moving, vehicle 1 is in a grip state.

[0031] The torque command value generation unit 22 generates torque command values ​​TBF and TBR such that the phases of torque command value TBF and torque command value TBR are opposite to each other (step S102).

[0032] Figure 3 shows the state of vehicle 1 in step S102, where (A) shows the waveform of torque command value TBF, (B) shows the waveform of torque command value TBR, and (C) shows the swaying of vehicle 1. The torque command value generation unit 22 generates torque command values ​​TBF and TBR such that the phases of torque command value TBF and torque command value TBR are opposite to each other.

[0033] For example, if the torque command value TBF is large, the torque command value TBR is small (Figure 3(A), (B)). However, the rotational speed of the motor 14F for the front wheels of vehicle 1 and the rotational speed of the motor 14R for the rear wheels of vehicle 1 are the same unless there is slip between them and the common road surface. That is, as shown by the arrows in Figure 3, the front wheel 15F of vehicle 1 tries to accelerate vehicle 1, and the rear wheel 15R tries to decelerate vehicle 1. As a result, these two forces cancel each other out (Figure 3(C)).

[0034] Similarly, when the torque command value TBF is small, the torque command value TBR is large (Figures 3(A), (B)). As a result, the front wheel 15F of vehicle 1 tries to decelerate vehicle 1, and the rear wheel 15R tries to accelerate vehicle 1. Consequently, these two forces cancel each other out (Figure 3(C)).

[0035] Thus, in vehicle 1, the phases of the torque command value TBF and the torque command value TBR are opposite to each other. Therefore, the force exerted by the front wheel 15F to move vehicle 1 and the force exerted by the rear wheel 15R to move vehicle 1 cancel each other out. As a result, the swaying of vehicle 1 can be suppressed.

[0036] Next, the torque command value generation unit 22 checks whether the vehicle 1 is in a stick-slip state (step S103). Specifically, the stick-slip determination unit 24 determines whether the vehicle 1 is in a grip state or a stick-slip state based on the detection results of the current sensors 13F and 13R. The torque command value generation unit 22 then checks whether the vehicle 1 is in a stick-slip state based on the determination result of the stick-slip determination unit 24.

[0037] If vehicle 1 is in a grip state ("N" in step S103), the process returns to step S102. This process of step S102 continues until vehicle 1 is in a stick-slip state.

[0038] If vehicle 1 is in a stick-slip state (indicated as "Y" in step S103), the torque command value generation unit 22 generates torque command values ​​TBF and TBR such that the phases of torque command value TBF and torque command value TBR are the same (step S104).

[0039] Figure 4 shows the state of vehicle 1 in step S104. The torque command value generation unit 22 generates torque command values ​​TBF and TBR such that the phases of torque command value TBF and torque command value TBR are the same.

[0040] For example, if the torque command value TBF is large, the torque command value TBR is also large (Figures 4(A), (B)). As a result, the rotational speed of both the motor 14F for the front wheels and the motor 14R for the rear wheels of vehicle 1 increases. Therefore, as indicated by the arrows in Figure 4, both the front wheel 15F and the rear wheel 15R of vehicle 1 attempt to accelerate vehicle 1. As a result, vehicle 1 accelerates (Figure 4(C)).

[0041] Similarly, for example, if the torque command value TBF is small, then the torque command value TBR is also small (Figures 4(A), (B)). As a result, both the front wheel 15F and the rear wheel 15R of vehicle 1 attempt to decelerate vehicle 1. Consequently, vehicle 1 decelerates (Figure 4(C)).

[0042] Thus, in vehicle 1, since the phases of the torque command value TBF and the torque command value TBR are the same, vehicle 1 sways as it repeatedly accelerates and decelerates. Based on this swaying, the driver can intuitively understand that vehicle 1 is in a stick-slip state.

[0043] Then, the process returns to step S103. In this way, the process in step S104 continues until vehicle 1 is in a gripping state.

[0044] Thus, the vehicle 1 is equipped with a control circuit 20 that can generate a first torque command value (torque command value TBF) and a second torque command value (torque command value TBR) that fluctuate at a predetermined frequency, and can determine the torque of the first electric motor (motor 14F) that generates the driving force of the front wheels (wheels 15F) of the vehicle 1 based on the first torque command value (torque command value TBF) and a third torque command value (torque command value TA) corresponding to the driving operation of the driver of the vehicle 1, and can determine the torque of the second electric motor (motor 14R) that generates the driving force of the rear wheels (wheels 15R) of the vehicle 1 based on the second torque command value (torque command value TBR) and the third torque command value (torque command value TA). The control circuit 20 is capable of determining whether vehicle 1 is in a grip state or a stick-slip state based on one or both of the following: a first parameter (drive current of motor 14F) corresponding to the rotational speed of the first motor (motor 14F) and a second parameter (drive current of motor 14R) corresponding to the rotational speed of the second motor (motor 14R). When vehicle 1 is in a grip state, the control circuit 20 is capable of generating the first torque command value (torque command value TBF) and the second torque command value (torque command value TBR) such that their phases are opposite to each other. The control circuit 20 is configured to generate the first torque command value (torque command value TBF) and the second torque command value (torque command value TBR) such that their phases are the same when the vehicle 1 is in a stick-slip state. This allows the driver of the vehicle 1 to intuitively understand the vehicle's behavior.

[0045] In other words, when vehicle 1 is in a grip state, the phases of the torque command value TBF and the torque command value TBR are opposite to each other. Therefore, the force exerted by the front wheels 15F to move vehicle 1 and the force exerted by the rear wheels 15R to move vehicle 1 cancel each other out, thus suppressing the swaying of vehicle 1. When vehicle 1 is in a stick-slip state, the phases of the torque command value TBF and the torque command value TBR are the same. Therefore, vehicle 1 sways as it repeatedly accelerates and decelerates. Based on this swaying, the driver can intuitively understand that vehicle 1 is in a stick-slip state.

[0046] Furthermore, the control circuit 20 generates torque command values ​​TBF and TBR that fluctuate at a predetermined frequency even in a grip state, making it easier to induce a stick-slip state near the grip limit. In other words, a stick-slip state can occur in a narrow range near the grip limit. In vehicle 1, since the torque command values ​​TBF and TBR fluctuate at a predetermined frequency, the state of vehicle 1 oscillates back and forth across the grip limit. Therefore, in vehicle 1, a stick-slip state can be easily induced near the grip limit, and the length of time that vehicle 1 is in a stick-slip state can be increased. As a result, the period during which vehicle 1 shakes can be increased, allowing the driver to intuitively understand that vehicle 1 is in a stick-slip state based on this shaking.

[0047] Furthermore, in vehicle 1, the rotational speed of the first motor (motor 14F) when vehicle 1 is in a stick-slip state is faster than the rotational speed of the first motor (motor 14F) when vehicle 1 is in a grip state, and the rotational speed of the second motor (motor 14R) when vehicle 1 is in a stick-slip state is faster than the rotational speed of the second motor (motor 14R) when vehicle 1 is in a grip state. Accordingly, when vehicle 1 is in a stick-slip state, the back electromotive force increases in motors 14F and 14R, so the drive current of motors 14F and 14R decreases. The stick-slip determination unit 24 of the control circuit 20 can determine whether vehicle 1 is in a stick-slip state by detecting the decrease in these drive currents based on the detection results of current sensors 13F and 13R.

[0048] [effect] As described above, this embodiment includes a control circuit capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, determining the torque of a first electric motor that generates the driving force of the front wheels of vehicle 1 based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle 1 driver, and determining the torque of a second electric motor that generates the driving force of the rear wheels of vehicle 1 based on the second torque command value and the third torque command value. The control circuit is capable of determining whether the vehicle is in a grip state or a stick-slip state based on one or both of a first parameter corresponding to the rotational speed of the first electric motor and a second parameter corresponding to the rotational speed of the second electric motor. When vehicle 1 is in a grip state, the control circuit is capable of generating the first torque command value and the second torque command value such that the phases of the first torque command value and the second torque command value are opposite to each other. The control circuit is configured to generate the first and second torque command values ​​such that, when vehicle 1 is in a stick-slip state, the phases of the first and second torque command values ​​are the same. This allows the driver of vehicle 1 to intuitively understand the vehicle's behavior.

[0049] In this embodiment, the rotational speed of the first motor when vehicle 1 is in a stick-slip state is faster than the rotational speed of the first motor when vehicle 1 is in a grip state, and the rotational speed of the second motor when vehicle 1 is in a stick-slip state is faster than the rotational speed of the second motor when vehicle 1 is in a grip state. As a result, vehicle 1 can determine whether or not it is in a stick-slip state.

[0050] [Differentiation] In the above embodiment, the stick-slip determination unit 24 determines whether the vehicle 1 is in a grip state or a stick-slip state based on the drive current of the motors 14F and 14R, but it is not limited to this. Alternatively, for example, the determination of whether the vehicle 1 is in a grip state or a stick-slip state may be made based on the rotational speed of the motors 14F and 14R. The vehicle 1A according to this modified example will be described in detail below.

[0051] Figure 5 shows an example configuration of vehicle 1A. Vehicle 1A includes a battery 11, power control devices 12F and 12R, motors 14FA and 14RA, wheels 15F and 15R, an operating unit 16, and a control circuit 20A.

[0052] Motor 14FA has a rotation speed sensor 19F. The rotation speed sensor 19F is configured to detect the rotation speed of motor 14FA. Motor 14RA has a rotation speed sensor 19R. The rotation speed sensor 19R is configured to detect the rotation speed of motor 14RA. Each of the rotation speed sensors 19F and 19R supplies its detection result to the control circuit 20A.

[0053] The control circuit 20 can operate as a torque command value generation unit 21, 22, a motor torque command value generation unit 23, and a stick-slip determination unit 24A by executing software.

[0054] The stick-slip determination unit 24A is configured to determine whether vehicle 1 is in a grip state or a stick-slip state based on the detection results of the rotation speed sensors 19F and 19R. When vehicle 1 is in a stick-slip state, for example, the mechanical load seen from motor 14F decreases, so the rotation speed of motor 14F increases rapidly. The same applies to motor 14R; when vehicle 1 is in a stick-slip state, the rotation speed of motor 14R increases rapidly. The stick-slip determination unit 24A determines whether vehicle 1 is in a stick-slip state by detecting the increase in these rotation speeds based on the detection results of the rotation speed sensors 19F and 19R.

[0055] Here, the rotation speed sensors 19F and 19R correspond to a specific example of the "sensor" in one embodiment of the present disclosure. The rotation speed of motor 14F corresponds to a specific example of the "first parameter" in one embodiment of the present disclosure. The rotation speed of motor 14R corresponds to a specific example of the "second parameter" in one embodiment of the present disclosure.

[0056] Although the present technology has been described above with reference to embodiments, the present technology is not limited to these embodiments and various modifications are possible.

[0057] For example, in the above embodiment, the stick-slip determination unit 24 determines whether the vehicle 1 is in a grip state or a stick-slip state based on the detection results of the current sensors 13F and 13R, but it is not limited to this. Alternatively, the stick-slip determination unit 24 may determine whether the vehicle 1 is in a grip state or a stick-slip state based on the detection result of the current sensor 13F, or it may determine whether the vehicle 1 is in a grip state or a stick-slip state based on the detection result of the current sensor 13R.

[0058] Furthermore, the effects described herein are merely illustrative and not limiting, and other effects may also occur.

[0059] Furthermore, this disclosure may take the following forms:

[0060] (1) The control circuit is capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, and is capable of determining the torque of a first electric motor that generates the driving force of the front wheels of the vehicle based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle driver, and is capable of determining the torque of a second electric motor that generates the driving force of the rear wheels of the vehicle based on the second torque command value and the third torque command value. The aforementioned control circuit is Based on one or both of the first parameter corresponding to the rotational speed of the first electric motor and the second parameter corresponding to the rotational speed of the second electric motor, it is possible to determine whether the vehicle is in a grip state or a stick-slip state. When the vehicle is in the gripping state, the first torque command value and the second torque command value can be generated such that the phases of the first torque command value and the second torque command value are opposite to each other. When the vehicle is in the stick-slip state, the first torque command value and the second torque command value can be generated such that the phases of the first torque command value and the second torque command value are the same. Electric motor control device. (2) When the vehicle is in the stick-slip state, the rotational speed of the first electric motor is faster than when the vehicle is in the grip state. The rotational speed of the second electric motor when the vehicle is in the stick-slip state is faster than the rotational speed of the second electric motor when the vehicle is in the grip state. The electric motor control device described in (1) above. (3) The first parameter is the drive current of the first motor, The second parameter is the drive current of the second electric motor. The electric motor control device described in (1) or (2) above. (4) The first parameter is the rotational speed of the first electric motor, The second parameter is the rotational speed of the second electric motor. The electric motor control device described in (1) or (2) above. (5) A first electric motor capable of generating driving force for the front wheels of a vehicle, A second electric motor capable of generating driving force for the rear wheels of the vehicle, A sensor capable of detecting one or both of the first parameter corresponding to the rotational speed of the first motor and the second parameter corresponding to the rotational speed of the second motor, A control circuit capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, capable of determining the torque of the first electric motor based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle driver, and capable of determining the torque of the second electric motor based on the second torque command value and the third torque command value. Equipped with, The aforementioned control circuit is Based on the detection results of the aforementioned sensor, it is possible to determine whether the vehicle is in a grip state or a stick-slip state. When the vehicle is in the gripping state, the first torque command value and the second torque command value can be generated such that the phases of the first torque command value and the second torque command value are opposite to each other. When the vehicle is in the stick-slip state, the first torque command value and the second torque command value can be generated such that the phases of the first torque command value and the second torque command value are the same. vehicle. [Explanation of Symbols]

[0061] 1,1A...Vehicle, 11...Battery, 12F,12R...Power control device, 13F,13R...Current sensor, 14F,14FA,14R,14RA...Motor, 15F,15R...Wheel, 16...Operation control unit, 19F,19R...Rotation speed sensor, 20,20A...Control circuit, 21...Torque command value generation unit, 22...Torque command value generation unit, 23...Motor torque command value generation unit, 24,24A...Stick-slip determination unit, TA,TBF,TBR...Torque command value, TF,TR...Motor torque command value.

Claims

1. The control circuit is capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, and is capable of determining the torque of a first electric motor that generates the driving force of the front wheels of the vehicle based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle driver, and is capable of determining the torque of a second electric motor that generates the driving force of the rear wheels of the vehicle based on the second torque command value and the third torque command value. The aforementioned control circuit is Based on one or both of the first parameter corresponding to the rotational speed of the first electric motor and the second parameter corresponding to the rotational speed of the second electric motor, it is possible to determine whether the vehicle is in a grip state or a stick-slip state. When the vehicle is in the gripping state, the first torque command value and the second torque command value can be generated such that the phases of the first torque command value and the second torque command value are opposite to each other. When the vehicle is in the stick-slip state, the first torque command value and the second torque command value can be generated such that their phases are the same. Electric motor control device.

2. When the vehicle is in the stick-slip state, the rotational speed of the first electric motor is faster than when the vehicle is in the grip state. The rotational speed of the second electric motor when the vehicle is in the stick-slip state is faster than the rotational speed of the second electric motor when the vehicle is in the grip state. The electric motor control device according to claim 1.

3. The first parameter is the drive current of the first electric motor, The second parameter is the drive current of the second electric motor. The electric motor control device according to claim 1.

4. The first parameter is the rotational speed of the first electric motor, The second parameter is the rotational speed of the second electric motor. The electric motor control device according to claim 1.

5. A first electric motor capable of generating driving force for the front wheels of a vehicle, A second electric motor capable of generating driving force for the rear wheels of the vehicle, A sensor capable of detecting one or both of the first parameter corresponding to the rotational speed of the first electric motor and the second parameter corresponding to the rotational speed of the second electric motor, A control circuit capable of generating a first torque command value and a second torque command value that fluctuate at a predetermined frequency, capable of determining the torque of the first electric motor based on the first torque command value and a third torque command value corresponding to the driving operation of the vehicle driver, and capable of determining the torque of the second electric motor based on the second torque command value and the third torque command value. Equipped with, The aforementioned control circuit is Based on the detection results of the aforementioned sensor, it is possible to determine whether the vehicle is in a grip state or a stick-slip state. When the vehicle is in the gripping state, the first torque command value and the second torque command value can be generated such that the phases of the first torque command value and the second torque command value are opposite to each other. When the vehicle is in the stick-slip state, the first torque command value and the second torque command value can be generated such that their phases are the same. vehicle.

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