Electric vehicle control method and electric vehicle control device

Abstract

To achieve torque response conforming to intended behavior of an electric vehicle.SOLUTION: An electric vehicle control method allows each motor controller 31 to execute estimated torque calculation processing of calculating each estimated torque T^m on the basis of each target torque command value Tm*, and allows one motor controller 31f to execute output processing of outputting a calculated first estimated torque T^mf to other motor controller 31r, torque command value correction processing of correcting an F target torque command value Tmf* and / or the first estimated torque T^mf on the basis of the rotation state of a first driving motor 4f as a control object, and thereby determining a corrected torque command value Tmf3, and current command value calculation processing of determining a current command value of the first driving motor from the corrected torque command value. The torque command value correction processing corrects the rotation state of the first driving motor in consideration of communication delay between the motor controllers, on the basis of a second estimated torque T^mr calculated by the other motor controller 31r.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to an electric vehicle control method and an electric vehicle control device. [Background technology]

[0002] Patent Document 1 discloses an electric vehicle control method for an electric vehicle equipped with multiple magnet-type synchronous motors as drive sources, in which torque correction processing (vibration suppression control calculation) is performed to remove vibration components of the driving force transmission system from each target torque command value determined according to factors such as the amount of accelerator pedal operation by the occupant, by referring to the motor angular velocity that indicates the rotational state of each drive motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-103249 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in electric vehicles equipped with multiple drive motors, the accuracy of the torque correction process that calculates each correction torque command value from each target torque command value, such as vibration suppression control calculation, cannot be ensured due to the influence of communication delays between the motor controllers that control each drive motor, resulting in a torque response delay that may prevent the electric vehicle from achieving the intended behavior.In particular, when an electric vehicle employs an electric motor that has characteristics that result in a larger torque response delay than a permanent magnet synchronous motor, such as a wound-field synchronous motor or an induction motor, the accuracy of the torque correction process is further reduced.

[0005] Therefore, an object of the present invention is to provide an electric vehicle control method and an electric vehicle control device that can achieve a torque response that matches the intended behavior of an electric vehicle equipped with multiple drive motors. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided an electric vehicle control method for controlling multiple drive motors in an electric vehicle based on a current command value set for each drive motor. The electric vehicle control method includes causing each motor controller controlling each drive motor to perform an estimated torque calculation process that calculates an estimated torque based on a target torque command value set for each drive motor and the response characteristics of each drive motor. The method also causes the first estimated torque calculated by one motor controller to be output to another motor controller. The first motor controller then performs a torque command value correction process and a current command value calculation process using a second estimated torque calculated by the other motor controller as an input. In particular, the torque command value correction process calculates a corrected torque command value by correcting the target torque command value of the first drive motor with reference to the rotational state of the first drive motor controlled by the one motor controller, the rotational state of the second drive motor controlled by the other motor controller, and the second estimated torque. Furthermore, the current command value calculation process calculates a current command value for the first drive motor from the corrected torque command value. [Effects of the Invention]

[0007] According to the present invention, in an electric vehicle equipped with multiple drive motors, it is possible to achieve a torque response that is suited to the intended behavior of the electric vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing the main configuration of an electric vehicle in which an electric vehicle control method according to a first embodiment is executed. [Figure 2] FIG. 2 is a flowchart showing the processing by the vehicle controller. [Figure 3] FIG. 3 is a diagram showing an example of an accelerator opening-torque table. [Figure 4] FIG. 4 is a flowchart showing the processing performed by the front / rear motor controller. [Figure 5] FIG. 5 is a block diagram showing the configuration of the F motor controller according to the first embodiment. [Figure 6] FIG. 6 is a diagram showing a model of a driving force transmission system of an electric vehicle (4WD). [Figure 7] FIG. 7 is a block diagram showing the configuration of the front vibration damping control calculation unit. [Figure 8] FIG. 8 is a block diagram showing the configuration of the rear motor controller according to the first embodiment. [Figure 9] FIG. 9 is a block diagram showing the configuration of the rear estimated torque calculation unit. [Figure 10] FIG. 10 is a block diagram showing the configuration of the rear vibration damping control calculation unit. [Figure 11] FIG. 11 is a block diagram showing the main configuration of an electric vehicle in which an electric vehicle control method according to the second embodiment is executed. [Figure 12] FIG. 12 is a block diagram showing the configuration of the F motor controller according to the second embodiment. [Figure 13] FIG. 13 is a diagram showing a model of a driving force transmission system with only one driving wheel. [Figure 14] FIG. 14 is a block diagram showing the configuration of the front vibration damping control calculation unit. [Figure 15] FIG. 15 is a block diagram showing the configuration of the front F / F compensation calculation unit. [Figure 16] FIG. 16 is a block diagram showing the configuration of a vehicle model (front). [Figure 17] FIG. 17 is a block diagram showing the configuration of the right rear motor controller according to the second embodiment. [Figure 18] FIG. 18 is a block diagram showing the configuration of the right rear estimated torque calculation unit. [Figure 19] FIG. 19 is a block diagram showing the configuration of the right rear vibration damping control calculation unit. [Figure 20] FIG. 20 is a block diagram showing the configuration of the left rear motor controller according to the second embodiment. [Figure 21]FIG. 21 is a block diagram showing the main configuration of an electric vehicle in which an electric vehicle control method according to the third embodiment is executed. [Figure 22] FIG. 22 is a block diagram showing the configuration of a right F motor controller according to the third embodiment. [Figure 23] FIG. 23 is a block diagram showing the configuration of the left F motor controller according to the third embodiment. [Figure 24] FIG. 24 is a block diagram showing the configuration of the right front vibration damping control calculation unit. [Figure 25] FIG. 25 is a block diagram showing the configuration of the left front vibration damping control calculation unit. [Figure 26] FIG. 26 is a block diagram showing the configuration of a vehicle model (front left and front right). [Figure 27] FIG. 27 is a block diagram showing the configuration of the right rear motor controller according to the third embodiment. [Figure 28] FIG. 28 is a block diagram showing the configuration of the left rear motor controller according to the third embodiment. [Figure 29] FIG. 29 is a block diagram showing the configuration of the right rear vibration damping control calculation unit. [Figure 30] FIG. 30 is a block diagram showing the configuration of the left rear vibration damping control calculation unit. [Figure 31] FIG. 31 is a timing chart showing the control results of Example 1 and Comparative Example 1. [Figure 32] FIG. 32 is a timing chart showing the control results of Example 2 and Comparative Example 2. [Figure 33] FIG. 33 is a timing chart showing the control results of Example 3 and Comparative Example 3. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an electric vehicle control method according to each embodiment of the present invention will be described with reference to the drawings. In each of the following embodiments, for the sake of simplicity, the initial letters "F," "R," "FR," "FL," "RR," and "RL" are used to distinguish between the front, rear, right front, left front, right rear, and left rear elements of the vehicle, as appropriate, with respect to the configurations and control parameters of the vehicle on which the electric vehicle control method is executed.

[0010] [First embodiment] 1 is a block diagram showing the main configuration of an electric vehicle 100 in which an electric vehicle control method is executed. In this embodiment, the electric vehicle 100 refers to a vehicle such as an electric vehicle (EV) or a hybrid electric vehicle (HEV) equipped with a drive motor 4 consisting of one or more electric motors as a driving source for traveling. In particular, the electric vehicle 100 of this embodiment is equipped with a front drive system S including a drive motor 4 (F drive motor 4f) that applies driving force to front drive wheels 9fR, 9fL. f and an R drive system S including a drive motor 4 (R drive motor 4r) that applies drive force to the R drive wheels 9rR and 9rL. r It is equipped with:

[0011] In this embodiment, the F drive motor 4f is configured as an interior permanent magnet synchronous motor (IPMSM), and the R drive motor 4r is configured as an electrically excited synchronous motor (EESM).

[0012] The battery 1 is configured as an on-board secondary battery that can supply (discharge) drive power when each drive motor 4 is in power running mode and can receive (charge) regenerated power when in regenerative running mode.

[0013] The vehicle controller 30 receives the vehicle speed V and the accelerator opening APO as digital signals, and calculates the target torque command value T m * (F target torque command value T mf* and R target torque command value T mr * ) and transmits it to each motor controller 31 (F motor controller 31f and R motor controller 31r) by a predetermined in-vehicle communication protocol (such as CAN communication). m * is a torque value equivalent to the required output for each drive motor 4.

[0014] Each motor controller 31 controls a target torque command value T m * , the rotor phase α of each drive motor 4 (F rotor phase α f and R rotor phase α r ), the motor current i (F motor current i f and R motor current i r ) as digital signals, and generates PWM signals for controlling each drive motor 4 based on the received signals. It also generates drive signals for each inverter 3 (F inverter 3f and R inverter 3r) in accordance with the generated PWM signals.

[0015] The F inverter 3f is composed of two pairs of switching elements (e.g., power semiconductor elements such as IGBTs and MOS-FETs) for each phase to control the stator current. By turning the switching elements on and off in response to a drive signal, it converts the direct current supplied from the battery 1 into alternating current and inversely converts it, thereby supplying the desired current to the F drive motor 4f. In addition to the switching elements for stator current control, the R inverter 3r has two pairs of switching elements (e.g., power semiconductor elements such as IGBTs and MOS-FETs) connected to each end of the rotor winding to control the rotor current (four in total). By turning the switching elements on and off in response to a drive signal, it supplies the desired current from the battery 1 to the rotor winding of the R drive motor 4r. If the current flowing through the rotor winding is unidirectional, the two diagonally opposite switching elements of the two pairs of switching elements may be replaced with diodes.

[0016] Each drive motor 4 generates drive force using AC current supplied from each inverter 3, and transmits the drive force to each drive wheel 9 via a drive force transmission system consisting of each reducer 5 (F reducer 5f and R reducer 5r) and each drive shaft Ds (F drive shaft Dsf and R drive shaft Dsr). Each drive motor 4 also recovers, as electrical energy, kinetic energy based on regenerative braking force received from each drive wheel 9 while the vehicle is running. In this case, each inverter 3 converts AC current generated during regenerative operation of each drive motor 4 into DC current and supplies it to the battery 1. In particular, in this embodiment, the F drive motor 4f supplies drive force to the FR drive wheels 9fR and FL drive wheels 9fL, and the R drive motor 4r supplies drive force to the RR drive wheels 9rR and RL drive wheels 9rL.

[0017] Each current sensor 20 (F current sensor 20f and R current sensor 20r) detects each motor current i (particularly, the F3-phase AC current i uf ,i vf ,i wf and R3 phase AC current i ur ,i vr ,i wr ) is detected. However, the three-phase AC current i u ,i v ,i w Since the sum of these is 0, the currents of any two phases may be detected and the current of the remaining phase may be calculated.

[0018] The rotation sensors 21 (F rotation sensor 21f and R rotation sensor 21r) are, for example, resolvers or encoders, and detect the rotor phase α of each drive motor 4.

[0019] Next, the processes executed by the vehicle controller 30 and each motor controller 31 will be described.

[0020] Fig. 2 is a flowchart illustrating the processing executed by the vehicle controller 30. The processing relating to steps S201 to S203 shown in Fig. 2 is repeatedly executed at a predetermined calculation cycle.

[0021] In the input process of step S201, the vehicle speed V and the accelerator opening APO are input as digital signals. The vehicle speed V (km / h) is acquired by communication from another controller such as a meter or a brake controller. The vehicle controller 30 also acquires the motor angular velocity ω m The vehicle speed V (km / h) may be calculated by multiplying the vehicle speed v (m / s) by the tire dynamic radius r and dividing by the gear ratio of the final gear, and then multiplying this by 3600 / 1000 to convert the units. The accelerator opening APO (%) is obtained from an accelerator opening sensor (not shown) or by communication from another controller (not shown) such as a vehicle controller.

[0022] In the target torque command value calculation process in step S202, the accelerator opening-torque table shown in FIG. 3 is referenced, and each target torque command value T mf * ,T mr * Calculate.

[0023] In the output process of step S203, each of the obtained target torque command values ​​T mf * ,T mr * are output to the respective motor controllers (F motor controller 31f and R motor controller 31r) via communication.

[0024] Fig. 4 is a flowchart illustrating the processing executed by each motor controller 31. The processing relating to steps S401 to S405 shown in Fig. 4 is repeatedly executed at a predetermined calculation cycle.

[0025] In the input process of step S401, the rotor phase α (rad) of the drive motor 4, which is the control target, and the motor rotation speed N m (rpm), motor current i (A), and DC voltage value V of battery 1 dc (V), and the target torque command value T m * is input as a digital signal.

[0026] The rotor phase α (rad) is obtained from the detected value of the rotation sensor 21. The motor rotation speed N m The rotor electrical angular velocity ω (rpm) of the drive motor 4 is obtained by performing a predetermined calculation on the rotor phase α (rad). Specifically, the rotor phase α is first differentiated to obtain the rotor electrical angular velocity ω e Then, the rotor electrical angular velocity ω e is divided by the number of pole pairs p of the drive motor 4 to obtain the motor angular velocity ω m (rad / s). Furthermore, the motor angular velocity ω m The motor rotation speed N is calculated by multiplying by the unit conversion coefficient (60 / 2π). m Calculate (rpm).

[0027] The motor current i (A) is obtained from the current sensor 20 as described above. dc (V) is detected by a voltage sensor (not shown) provided on the DC power supply line between the battery 1 and the inverter 3. The power supply voltage value obtained by a battery controller (not shown) is referred to as the DC voltage value V dc (V) may be obtained.

[0028] Target torque command value T m * is obtained from the vehicle controller 30 via communication.

[0029] In the estimated torque calculation process in step S402, the target torque command value T m * , motor angular velocity ω m , and DC voltage value V dc Based on this, the estimated torque T^ m Calculate the following.

[0030] In the vibration suppression control calculation process in step S403, the motor angular velocity ω m is input, and the target torque command value T m * or estimated torque T^ mBy performing a correction calculation to suppress the vibration of the driving force transmission system (such as the torsional vibration of the drive shaft Ds) for the third torque command value T m3 Calculate.

[0031] In the current command value calculation process in step S404, the third torque command value T m3 Based on this, the current command value i * Calculate.

[0032] The estimated torque calculation process, the vibration suppression control calculation process, and the current command value calculation process will be described in detail later.

[0033] In the current control calculation process of step S405, the F motor controller 31f calculates the F motor current i f , especially F three-phase current value (i uf ,i vf ,i wf ) with respect to F rotor phase α f The coordinate transformation is performed using the F-dq axis current value (i df ,i qf ) is calculated. The F motor controller 31f calculates the current command value i * The F-dq axis current command value (i df * ,i qf * ) and F-dq axis current value (i df ,i qf ) and the F-dq-axis voltage command value (v df ,v qf ) is calculated. Note that non-interference control may be performed as appropriate in this calculation.

[0034] Furthermore, the F motor controller 31f calculates the F-dq-axis voltage command value (v df ,v qf ) with respect to F rotor phase α f The coordinate transformation is performed using F, and the three-phase voltage command value (v uf ,v vf ,v wf ) is calculated. Then, the F motor controller 31f calculates the calculated F three-phase voltage command value (vuf ,v vf ,v wf ) and DC voltage value V dc Based on this, an F-PWM signal (t uf ,t vf ,t wf ) [%] is calculated. The F-PWM signal calculated in this way opens and closes the switching elements of the F inverter 3f, thereby driving the F drive motor 4f with a desired torque.

[0035] On the other hand, the R motor controller 31r controls the R three-phase current value (i ur ,i vr ,i wr ) with R rotor phase α r The coordinate transformation is performed using the R-dq axis current value (i dr ,i qr ) The R motor controller 31r also calculates the Rf-axis current value i fr Furthermore, the R motor controller 31r acquires the current command value i * The R-dq axis current command value (i qf * ,i qr * ) and Rf-axis current command value i fr * and the R-dq axis current value (i dr ,i qr ) and Rf axis current value i fr From the deviations of these, the R-dq-axis voltage command value (v dr ,v qr ) and Rf-axis voltage command value v fr * In this calculation, decoupling control may be performed as appropriate.

[0036] Furthermore, the R motor controller 31r calculates the R-dq-axis voltage command value (v dr ,v qr ) with R rotor phase α r coordinate transformation is performed using R, and the three-phase voltage command value (vur ,v vr ,v wr ) and the R motor controller 31r calculates the R three-phase voltage command value (v ur ,v vr ,v wr ), Rf-axis voltage command value v fr * , and DC voltage value V dc Based on this, an R-PWM signal (t ur ,t vr ,t wr ) [%] is calculated. The R-PWM signal calculated in this way opens and closes the switching elements of the R inverter 3r, thereby driving the R drive motor 4r with a desired torque.

[0037] Next, the estimated torque calculation process, vibration suppression control calculation process, and current command value calculation process in each of the F motor controller 31f and the R motor controller 31r will be described in detail.

[0038] <I.Fモータコントローラ> 5 is a block diagram showing the control configuration of the F motor controller 31f. As shown in the figure, the F motor controller 31f has an estimated torque calculation unit 501 that executes an F estimated torque calculation process, a vibration suppression control calculation unit 502 that executes an F vibration suppression control calculation process, and a current command value calculation unit 503 that executes an F current command value calculation process.

[0039] I-1.F estimated torque calculation process The estimated torque calculation unit 501 calculates the estimated torque F^ using the following equation (1): mf Calculate.

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[0040] I-2.F vibration suppression control calculation processing Vibration suppression control calculation unit 502 uses a model of the 4WD driving force transmission system of electric vehicle 100 to perform corrections to suppress vibrations in the driving force transmission system.

[0041] 6 is a diagram showing a model of the driving force transmission system of electric vehicle 100. The definitions of each parameter, including those already explained, are shown below.

[0042] J mf ,J mr : Motor inertia J wf ,J wr : Drive wheel inertia (per axle) K df ,K dr : Torsional rigidity of the drive shaft K tf ,K tr : Coefficient of friction between the tire and road surface N f ,N r :Overall gear ratio r f ,r r : Tire load radius ω mf ,ω mr :Motor angular velocity ω^ mf ,ω^ mr : Motor angular velocity estimate θ mf ,θ mr :Motor angle ω wf ,ω wr : Drive wheel angular velocity θ wf ,θ wr : Drive wheel angle T mf ,T mr :Motor torque T df ,T dr : Drive shaft torque F f ,F r : Driving force (for 2 axes) θ df ,θ dr :Twist angle of the drive shaft ω df ,ω dr: Torsional angular velocity of the drive shaft V: Vehicle speed M: Vehicle weight

[0043] According to FIG. 6, the equations of motion of the 4WD electric vehicle 100 are expressed by the following equations (2) to (12).

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[0044] By Laplace transforming the above equations (2) to (12), the motor torque T mf From F motor angular velocity ω mf The transfer characteristic up to is expressed by the following equation (13).

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number

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[0045] Furthermore, by examining the poles and zeros of the transfer function of equation (13), the following equation (18) is obtained.

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[0046] In equation (18), α and α', β and β', ζpr and ζpr', and ωpr and ωpr' are very close to each other. Therefore, by performing pole-zero cancellation (approximating α=α', β=β', ζpr=ζpr', and ωpr=ωpr'), the (second-order) / (third-order) transfer characteristic G p (s) constitute

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[0047] As a result, using a 4WD vehicle model, the F motor torque T mf From F motor angular velocity ω mf When examining the transfer characteristics up to G p (s) can be approximated by a quadratic or cubic equation. Here, the reference response that suppresses the front torsional vibration caused by the drive force transmission system is given by the following equation (20).

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[0048] Then, the feedforward compensation calculation unit (F / F compensation calculation unit) that suppresses the torsional vibration of the front is expressed by the following equation (21).

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[0049] Using the same calculation logic as above, the R motor torque T mr From R motor angular velocity ω mr The transfer characteristic up to is expressed by the following equation (22).

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[0050] Here, the reference response for suppressing rear torsional vibration caused by the driving force transmission system is given by the following equation (23).

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[0051] Then, the feedforward compensation calculation unit (F / F compensation calculation unit) that suppresses rear torsional vibration is expressed by the following equation (24).

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[0052] Next, R motor torque T mr From F motor angular velocity ω mf The transfer characteristics of the motor torque T mr From F motor angular velocity ω mf The transfer characteristic up to can be expressed by the following equation (25).

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[0053] Furthermore, by examining the poles and zeros of the transfer function of equation (25), the following equation (26) is obtained.

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[0054] In equation (26), the poles α and β are both far from the origin and the dominant pole, so G prf (s) has little effect on the transfer characteristics. Therefore, the transfer function G prf (s) can be approximately expressed by the following equation (27).

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[0055] In addition, vehicle model G prf When the rear vibration suppression control algorithm is taken into account in (s), the transfer function of the following equation (28) is obtained.

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[0056] Next, the estimated F motor angular velocity ω^ mf In order to suppress the torsional vibration of the front from the reference response, the transfer function of the following equation (29) is determined.

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[0057] Similarly, F motor torque T mf From R motor angular velocity ω^ mr When the transfer characteristic is calculated up to

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[0058] In equation (30), the poles α and β are both far from the origin and the dominant pole, so G pfr (s) has little effect on the transfer characteristics. Therefore, the transfer function G pfr (s) can be approximately expressed by the following equation (31).

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[0059] Furthermore, the estimated F motor angular velocity ω^ mf In order to suppress the torsional vibration of the front from the reference response of the vehicle model G, the transfer function of the above equation (29) is determined. pfr When the front vibration suppression control algorithm is taken into account in (s), the transfer function of the following equation (32) is obtained.

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[0060] Next, the estimated angular velocity of the R motor ω^ mr In order to suppress the rear torsional vibration from the reference response, the transfer function of the following equation (33) is determined.

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[0061] 7 is a block diagram showing the configuration of vibration suppression control calculation unit 502. As shown in the figure, vibration suppression control calculation unit 502 has an F / F compensation calculation unit 701, a first delay correction unit 702, a pre-correction motor angular velocity estimator 703, a corrected motor angular velocity estimator 704, a second delay correction unit 705, and an F / B compensation calculation unit 706.

[0062] The F / F compensation calculation unit 701 calculates the F target torque command value T mf * is input, the F / F compensation process expressed by the above equation (21) is executed, and the first torque command value T mf1 Calculate.

[0063] The first delay correction unit 702 corrects the R estimated torque T^ resulting from communication between the vehicle controller 30, the F motor controller 31f, and the R motor controller 31r. mr In order to consider the influence of the communication delay T1 [s], the target torque command value T mf * The processing defined by the following equation (34) is performed on the target torque command value delay correction value T' mf Calculate the following.

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[0064] The pre-correction motor angular velocity estimation unit 703 calculates the target torque command value delay correction value T' mf is used as input, and the transfer characteristic G rr (s) is used to calculate the pre-correction F motor angular velocity estimate.

[0065] The corrected motor angular velocity estimation unit 704 calculates the estimated torque T^ mr is input, and the transfer characteristic G rrf (s) is used to calculate the corrected F motor angular velocity estimate.

[0066] The second delay correction unit 705 calculates the estimated torque T^ mr In order to consider the influence of the communication delay T1 [s], the F motor angular velocity detection value ω mf The process defined by the following equation (35) is performed on the F motor angular velocity delay correction value ω' mf Calculate the following.

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[0067] The F / B compensation calculation unit 706 calculates the F motor angular velocity estimated value ω^ mf F motor angular velocity delay correction value ω´ mf is subtracted and the value is filtered by the bandpass filter H f (s) and the transfer characteristic G shown in the above equation (19) p By applying the inverse system of (s), the second torque command value T mf2 Calculate.

[0068] In addition, the bandpass filter H f (s) is set so that the attenuation characteristics of the low-pass side and the high-pass side are approximately the same and the torsional resonance frequency of the drive system is near the center of the pass band on a logarithmic axis (log scale). f When (s) is composed of a first-order high-pass filter and a first-order low-pass filter, the band-pass filter H f (s) is constructed as shown in the following equation (36).

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[0069] Then, the vibration suppression control calculation unit 502 calculates the first torque command value T mf1 and F the second torque command value T mf2 The third torque command value T mf2 and outputs it to the current command value calculation unit 503 shown in FIG.

[0070] I-3.F current command value calculation processing The current command value calculation unit 503 shown in FIG. 5 calculates the third torque command value T mf3 , F motor angular velocity detection value ω mf , and DC voltage value V dc Based on this, the F-dq-axis current command value (i df * ,i qf * ) is calculated.

[0071] <II.Rモータコントローラ> 8 is a block diagram showing the control configuration of the R motor controller 31r. As shown in the figure, the R motor controller 31r has a first current command value calculation unit 801 that executes R first current command value calculation processing, an estimated torque calculation unit 802 that executes R estimated torque calculation processing, a vibration suppression control calculation unit 803 that executes R vibration suppression control calculation processing, and a second current command value calculation unit 804 that executes R second current command value calculation processing.

[0072] II-1.R First current command value calculation process The first current command value calculation unit 801 calculates the target torque command value T mr * , R motor angular velocity detection value ω mr , and DC voltage value V dc is input, and the R-th dq-axis current command value (i dr1 * ,i qr1 * ) and R first f-axis current command value i fr1 * Calculate.

[0073] II-2.R Estimated Torque Calculation Processing 9 is a block diagram showing the configuration of the estimated torque calculation unit 802. As shown in the figure, the estimated torque calculation unit 802 has a reluctance torque equivalent magnetic flux estimation unit 901, a field magnetic flux estimation unit 902, and a torque calculation unit 903.

[0074] The reluctance torque equivalent magnetic flux estimation unit 901 estimates the R-th d-axis current command value i dr1 * Using the input, the reluctance torque equivalent magnetic flux estimate φ^ is calculated using the following equation (37). r Calculate the following.

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[0075] The field flux estimation unit 902 estimates the R-th f-axis current command value i fr1 * is input, and the field flux estimate φ^ is calculated using the following equation (38). f Calculate the following.

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[0076] And the reluctance torque equivalent flux estimate φ^ r and the estimated field flux value φ^ f The magnetic flux estimated value φ̂ is calculated by the sum of the above and input to the torque calculation unit 903.

[0077] The torque calculation unit 903 calculates the R-th q-axis current command value i qr1 * and the magnetic flux estimated value φ^ are input, and the estimated torque T^ is calculated using the following equation (39). mr Calculate the following.

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[0078] II-3.R Vibration suppression control calculation processing 10 is a block diagram showing the configuration of vibration suppression control calculation unit 803. As shown in the figure, vibration suppression control calculation unit 803 has an F / F compensation calculation unit 1001, a first delay correction unit 1002, a pre-correction motor angular velocity estimator 1003, a corrected motor angular velocity estimator 1004, a second delay correction unit 1005, and an F / B compensation calculation unit 1006.

[0079] The F / F compensation calculation unit 1001 calculates the estimated torque T^ mr is input, the F / F compensation process expressed by the above equation (24) is executed, and the first torque command value T mr1 Calculate.

[0080] The first delay correction unit 1002 corrects the F estimated torque T^ caused by communication between the vehicle controller 30, the F motor controller 31f, and the R motor controller 31r. mf In order to consider the influence of the communication delay T1 [s], the estimated torque T^ mr The process defined by the following equation (40) is performed on the estimated torque delay correction value T^´ mf Calculate the following.

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[0081] The pre-correction motor angular velocity estimator 1003 calculates the estimated torque delay correction value T^´ mf is used as input, and the transfer characteristic G rr (s) is used to calculate the R motor angular velocity estimate before correction.

[0082] The corrected motor angular velocity estimation unit 1004 estimates the estimated torque T^ mr is input, and the transfer characteristic G rfr (s) is used to calculate the corrected R motor angular velocity estimate.

[0083] Then, the R motor angular velocity estimate ω^ is calculated by adding the uncorrected R motor angular velocity estimate and the corrected R motor angular velocity estimate. mr Ask for.

[0084] The second delay correction unit 1005 calculates the estimated torque T^ caused by the communication. mf In order to consider the influence of the communication delay T1 [s], the R motor angular velocity detection value ω mr The process defined by the following equation (41) is performed on the R motor angular velocity delay correction value ω' mr Calculate the following.

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[0085] The F / B compensation calculation unit 1006 calculates the R motor angular velocity estimated value ω^ mr R motor angular velocity delay correction value ω´ mr is subtracted and the value is filtered by the bandpass filter H r (s) and the transfer characteristic G shown in the above equation (22) pr By applying the inverse system of (s), the second torque command value T mr2 Calculate.

[0086] In addition, the bandpass filter H r (s) is set so that the attenuation characteristics of the low-pass side and the high-pass side are approximately the same and the torsional resonance frequency of the drive system is near the center of the pass band on a logarithmic axis (log scale). r When (s) is composed of a first-order high-pass filter and a first-order low-pass filter, the band-pass filter H r (s) is constructed as shown in the following equation (42).

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[0087] Then, the vibration suppression control calculation unit 803 calculates the first torque command value T mr1 and R, the second torque command value T mr2 The third torque command value T mr3 and outputs it to the second current command value calculation unit 804 shown in FIG.

[0088] II-4.R Second current command value calculation process The second current command value calculation unit 804 calculates the third torque command value T mr3 and the magnetic flux estimation value φ^ are input, and the R second q-axis current command value i qr2 * Calculate.

number

[0089] [Second embodiment] The second embodiment will be described below, with the same elements as those in the first embodiment being given the same reference numerals and their description omitted.

[0090] In this embodiment, control executed in an electric vehicle 200 having one F drive motor 4f at the front and independent RR drive motors 4rr and RL drive motors 4rl on the left and right rear sides will be described. In particular, in this embodiment, the F drive motor 4f is configured as a wound field type synchronous motor, and the RR drive motor 4rr and RL drive motor 4rl are both configured as induction motors (IM).

[0091] 11 is a block diagram showing the main configuration of an electric vehicle 200 according to this embodiment. As shown in the figure, the electric vehicle 200 includes a RR drive system S that applies driving force to the RR drive wheels 9rR at the rear. rr and RL drive system S which applies driving force to RL drive wheels 9rL. rl The electric vehicle 100 of the first embodiment differs from the electric vehicle 100 of the first embodiment in that it is provided with:

[0092] The basic flow of processing by the vehicle controller 30 shown in Fig. 2 and the basic flow of processing by each motor controller 31 shown in Fig. 4 can be similarly applied to the description of the first embodiment, except for the increase in the number of various control parameters resulting from the provision of two rear R drive motors 4rr, 4rl. Therefore, the following description will focus on processing that differs from the first embodiment.

[0093] First, in this embodiment, the F drive motor 4f is configured as a wound field type synchronous motor, and the R drive motors 4rr, 4rl are configured as induction motors, so the current command value calculation process (step S404 in FIG. 4) and the current control calculation process (step S405) are different from those in the first embodiment.

[0094] Specifically, in the current command value calculation process in step S404, the R motor controller 31r (31rr, 31rl) calculates the third torque command value T mrr3 ,T mrl3 Based on this, the current command value i * γδ-axis current command value (i γrr * ,i δrr * ),(iγrl * ,i δrl * ) is calculated.

[0095] Then, in the current control calculation process of step S405, the F motor controller 31f calculates the F three-phase voltage command value (v uf ,v vf ,v wf ), Ff-axis voltage command value v ff * , and DC voltage value V dc Based on this, an F-PWM signal (t uf ,t vf ,t wf ) is found.

[0096] On the other hand, the R motor controllers 31rr and 31rl control the R three-phase current value (i urr ,i vrr ,i wrr ),(i url ,i vrl ,i wrl ) from a three-phase AC coordinate system (uvw axes) to a two-axis DC coordinate system (γδ axes). The two-axis DC coordinate system is a coordinate system that rotates at a power supply angular velocity ω, which will be described later. In particular, the R motor controllers 31rr and 31rl calculate the γ-axis current (excitation current) i based on the R three-phase current value and the power supply angle θ obtained by integrating the power supply angular velocity ω. γ and δ-axis current (torque current) i δ Calculate.

[0097] In addition, each R motor controller 31r controls each γ-axis current i γ and δ-axis current i δ is input, and the slip angular velocity ω is calculated from the following equations (44) and (45): se Calculate.

number

[0098] By executing the above slip frequency control, the γ-axis current (excitation current) i γ , δ-axis current (torque current) i δ It is possible to define an induction motor torque that is proportional to the product of

[0099] Next, each R motor controller 31r calculates the γδ-axis current command value (i γrr * ,i δrr * ),(i γrl * ,i δrl * ) and γδ axis current (i γ ,i δ ) and the deviation of γrr * ,v δrr * ),(v γrl * ,v δrl * ) is calculated. Note that non-interference control may be performed as appropriate in this calculation.

[0100] Then, each R motor controller 31r calculates the γδ-axis voltage command value (v γrr * ,v δrr * ),(v γrl * ,v δrl * ) and the power supply angle θ, the R three-phase voltage command value (v urr ,v vrr ,v wrr ),(v url ,v vrl ,v wrl) is calculated. Furthermore, the R motor controller 31r calculates the R three-phase voltage command value (v urr ,v vrr ,v wrr ),(v url ,v vrl ,v wrl ) and DC voltage value V dc Based on this, an R-PWM signal (t urr ,t vrr ,t wrr ),(t url ,t vrl ,t wrl The R-PWM signal thus obtained opens and closes the switching elements of the RR inverters 3rr and 3rl, thereby driving the RR drive motor 4rrRL and the drive motor 4rl with the desired torque.

[0101] Next, the estimated torque calculation process, vibration suppression control calculation process, and current command value calculation process in each of the F motor controller 31f and the R motor controller 31r will be described in detail.

[0102] <I.Fモータコントローラ> 12 is a block diagram showing the control configuration of the F motor controller 31f. As shown in the figure, the F motor controller 31f has a first current command value calculation unit 1201 that executes an F first current command value calculation process, an estimated torque calculation unit 1202 that executes an F estimated torque calculation process, a vibration suppression control calculation unit 1203 that executes an F vibration suppression control calculation process, and a second current command value calculation unit 1204 that executes an F second current command value calculation process.

[0103] I-1.F First current command value calculation process The first current command value calculation unit 1201 calculates the target torque command value T mf * , F motor angular velocity detection value ω mf , and DC voltage value V dc is input, and a table stored in advance in a predetermined storage area is referenced to determine the F first dq axis current command value (i df1 * ,iqf1 * ) and F first f-axis current command value i ff1 * Calculate.

[0104] I-2.F estimated torque calculation process The estimated torque calculation unit 1202 calculates the estimated torque T^ by the same processing as that in the estimated torque calculation unit 802 shown in FIG. mf and the magnetic flux estimate φ̂ is calculated.

[0105] I-3.F vibration suppression control calculation processing The vibration suppression control calculation unit 1203 uses a model of the driving force transmission system for one wheel of the electric vehicle 200 to perform correction to suppress vibration in the driving force transmission system.

[0106] 13 is a diagram showing a model of the driving force transmission system of electric vehicle 200. The definitions of each parameter, including those already explained, are shown below.

[0107] J m : Motor inertia J wf : Drive wheel inertia (per axle) K d : Torsional rigidity of the drive shaft K t : Coefficient of friction between the tire and road surface N: Overall gear ratio r: tire load radius ω m :Motor angular velocity θ m :Motor angle ω w : Drive wheel angular velocity θ w : Drive wheel angle T m :Motor torque T d : Drive shaft torque F: Driving force (per axis) θ d :Twist angle of the drive shaft ω d : Torsional angular velocity of the drive shaft V: Vehicle speed M: Vehicle weight

[0108] According to FIG. 13, the equations of motion of the electric vehicle 200 are expressed by the following equations (46) to (51).

number

[0109] By Laplace transforming the above equations (46) to (51), the motor torque T m from the motor angular velocity ω m The transfer characteristic up to is expressed by the following equation (52).

number

number

[0110] In addition, the motor torque T m to drive shaft torque T d The transfer characteristic up to is expressed by the following equation (54).

number

[0111] On the other hand, from equations (47), (49), (50), and (51), the motor angular velocity ω m from the driving wheel speed ω w When the transfer characteristic is calculated up to

number

[0112] Then, by equations (52) and (55), the motor torque T m from the driving wheel speed ω w When the transfer characteristic is calculated up to

number

[0113] Furthermore, by using equations (54) and (56), the drive shaft torque T d from the driving wheel speed ω w When the transfer characteristic is calculated up to

number

[0114] Here, the following equation (58) is obtained from the above equations (53) to (57).

number

[0115] From equations (57) and (58), the drive shaft torsional angular velocity ω d is expressed by the following equation (59).

number

[0116] However, the coefficients "v1", "v0", "w1", and "w0" in equation (59) and the function H w (s) is determined by the following equation (60).

number

[0117] Moreover, by modifying the above equation (54), the following equation (61) is obtained.

number

[0118] Furthermore, since the pole α and the zero c0 / c1 in equation (61) can be considered to be approximately equal, the following equation (62) can be obtained by performing pole-zero cancellation.

number

[0119] Here, the torque command value T after vibration suppression control (especially after F / F compensation) mff is expressed as the following equation (63).

number

[0120] Then, equation (63) can be rewritten as the following equation (64).

number

[0121] T m =T mff Then, by substituting equation (64) into equation (62), the following equation (65) is obtained.

[0122]

number

[0123] Furthermore, the motor torque T m to drive shaft torque T d The reference response up to is expressed by the following equation (66).

number

[0124] As a condition for the above equations (65) and (66) to coincide, the following equation (67) is obtained.

number

[0125] Next, if the backlash characteristics from the motor 4 to the drive shaft Ds are modeled as a dead zone, the drive shaft torque T d is expressed by the following equation (68).

number

[0126] 14 is a block diagram showing the configuration of vibration suppression control calculation unit 1203. As shown in the figure, vibration suppression control calculation unit 1203 has an F / F compensation calculation unit 1401, a first delay correction unit 1402, a vehicle model 1403, a second delay correction unit 1404, and an F / B compensation calculation unit 1405.

[0127] 15 is a block diagram showing the configuration of the F / F compensation calculation unit 1401. As shown in the figure, the F / F compensation calculation unit 1401 calculates the F estimated torque T^ mf is used as input, and the torsional angular velocity estimate ω^ is calculated based on the vehicle transmission characteristics configured with a dead zone model that simulates gear backlash. df Furthermore, the estimated torque T^ is calculated. mf From the torsional angular velocity estimate ω^ df The first torque command value T mf1 Calculate.

[0128] The first delay correction unit 1402 calculates the RR estimated torque T^ caused by communication between the vehicle controller 30 and each motor controller 31. mrr and RL estimated torque T^ mrl In order to consider the influence of the communication delay T1 [s], the estimated torque T^ mf The process defined by the following equation (69) is performed on F to obtain the estimated torque delay correction value T^´ mf Calculate the following.

number

[0129] The vehicle model 1403 calculates the estimated torque delay correction value T^´ mf , RR estimated torque T^ mrr , and RL estimated torque T^ mrl is used as input, and the estimated F motor angular velocity value ω^ mf Calculate.

[0130] The configuration of the vehicle model 1403 is shown in Fig. 15. As shown in the figure, the vehicle model 1403 includes the respective drive train S f ,S rr ,S rl The torsional angular velocity estimate ω^ of each drivetrain is calculated by simulating the vehicle parameters and gear backlash. df ,ω^ drr ,ω^ drl Each gain k determined by equation (67) f ,k rr ,k rl The motor angular velocity estimate ω^ is calculated by subtracting the value obtained by multiplying by from each estimated torque after correction. mf ,ω^ mrr ,ω^ mrl can be calculated.

[0131] Returning to FIG. 14, the second delay correction unit 1404 calculates the RR estimated torque T^ mrr and RL estimated torque T^ mrl In order to consider the influence of the communication delay T1 [s], the F motor angular velocity detection value ω mf The process defined by the following equation (70) is performed on the F motor angular velocity delay correction value ω' mf Calculate the following.

number

[0132] The F / B compensation calculation unit 1405 calculates the F motor angular velocity estimated value ω^ mf F motor angular velocity delay correction value ω´ mf is subtracted, and the band-pass filter H f(s) and the transfer characteristic G shown in the above equation (19) p By applying the inverse system of (s), the second torque command value T mf2 Calculate.

[0133] Then, the vibration suppression control calculation unit 1203 calculates the first torque command value T mf1 and F the second torque command value T mf2 The third torque command value T mf3 and outputs it to the second current command value calculation unit 1204 shown in FIG.

[0134] I-4.F Second current command value calculation process The second current command value calculation unit 1204 shown in FIG. 12 calculates the third torque command value T mf3 , F motor angular velocity detection value ω mf and the magnetic flux estimation value φ^ are input, and the second q-axis current command value i qf2 * Calculate.

number

[0135] <II.RRモータコントローラ> 17 is a block diagram showing the control configuration of the RR motor controller 31rr. As shown in the figure, the RR motor controller 31rr has a first current command value calculation unit 1701 that executes RR first current command value calculation processing, an estimated torque calculation unit 1702 that executes RR estimated torque calculation processing, a vibration suppression control calculation unit 1703 that executes RR vibration suppression control calculation processing, and a second current command value calculation unit 1704 that executes RR second current command value calculation processing.

[0136] II-1. RR 1st current command value calculation process The first current command value calculation unit 1701 calculates the RR target torque command value T mrr * , RR motor angular velocity detection value ω mrr , and DC voltage value V dc is input, and a table stored in advance in a predetermined storage area is referenced to determine the RR first γδ-axis current command value (iγrr1 * ,i δrr1 * ) is calculated.

[0137] II-2.RR estimated torque calculation process 18 is a block diagram showing the configuration of the estimated torque calculation unit 1702. As shown in the figure, it has a magnetic flux estimation unit 1801 and a torque calculation unit 1802.

[0138] The magnetic flux estimation unit 1801 calculates the RR first γ-axis current command value i γrr1 * is input, and the magnetic flux estimate φ^ is calculated using the following equation (72). γ Calculate the following.

number

[0139] The torque calculation unit 1802 calculates the RR first δ-axis current command value i δrr1 * and the estimated magnetic flux value φ^ γ is input, and the RR estimated torque T^ is calculated using the following equation (73). mrr Calculate the following.

number

[0140] II-3. RR vibration suppression control calculation processing 19 is a block diagram showing the configuration of vibration suppression control calculation unit 1703. As shown in the figure, vibration suppression control calculation unit 803 has an F / F compensation calculation unit 1901, a first delay correction unit 1902, a vehicle model 1903, a second delay correction unit 1904, and an F / B compensation calculation unit 1905.

[0141] The vibration suppression control calculation unit 1703 calculates the RR third torque command value T mrr2 and outputs it to the second current command value calculation unit 1704 shown in FIG.

[0142] II-4. RR second current command value calculation process The second current command value calculation unit 1704 calculates the RR third torque command value T mrr2 , and the flux estimate φ̂ γ is input, and the RR second δ-axis current command value i δrr2 * Calculate.

number

[0143] <III.RLモータコントローラ> 20 is a block diagram showing the control configuration of RL motor controller 31rl. As shown in the figure, RL motor controller 31rl has a first current command value calculation unit 2001 that executes an RL first current command value calculation process, an estimated torque calculation unit 2002 that executes an RL estimated torque calculation process, a vibration suppression control calculation unit 2003 that executes an RL vibration suppression control calculation process, and a second current command value calculation unit 2004 that executes an RL second current command value calculation process.

[0144] Each part of the RL motor controller 31rl executes the same processing as the RR motor controller 31rr shown in FIG. 17 to calculate the RL estimated torque T^ mrl , RL first γ-axis current command value i γrl1 * , and the RL second δ-axis current command value i δrl2 * Calculate.

[0145] [Third embodiment] The third embodiment will be described below, with the same elements as those in the first to third embodiments being given the same reference numerals and their description being omitted.

[0146] In this embodiment, control executed in an electric vehicle 300 having independent FR drive motors 4fr and FL drive motors 4fl on the front left and right, and independent RL drive motors 4rl and RR drive motors 4rr on the rear left and right will be described.

[0147] In particular, in this embodiment, both the FR drive motor 4fr and the FL drive motor 4fl are configured as interior permanent magnet synchronous motors, and both the RL drive motor 4rl and the RR drive motor 4rr are configured as induction motors.

[0148] 21 is a block diagram showing the main configuration of an electric vehicle 200 according to this embodiment. As shown in the figure, the electric vehicle 300 includes a FR drive system S that applies driving force to the FR drive wheels 9fR at the front. fr and FL drive system S, which provides driving force to FL drive wheels 9fL. fl The rear RR drive system S provides driving force to the rear RR drive wheels 9rR. rr and RL drive system S which applies driving force to RL drive wheels 9rL. rl The electric vehicle 100 of the first embodiment differs from the electric vehicle 100 of the first embodiment in that it is provided with:

[0149] 2 and 4, the explanation for the first embodiment can be applied in the same way, except for the increase in the number of various control parameters resulting from the provision of two F drive motors 4fr and 4fl. The explanation for the rear shown in Fig. 2 and 4 is the same as that for the second embodiment. Therefore, for the sake of simplicity, the following explanation will focus on the details of the estimated torque calculation process, vibration damping control calculation process, and current command value calculation process.

[0150] <I.FR,FLモータコントローラ> Fig. 22 is a block diagram showing the configuration of the FR motor controller 31fr, and Fig. 23 is a block diagram showing the configuration of the FL motor controller 31fl.

[0151] As shown in the figure, the FR motor controller 31fr has an estimated torque calculation unit 2201, a vibration suppression control calculation unit 2202, and a current command value calculation unit 2203. The FL motor controller 31fl has an FL estimated torque calculation unit 2301, a vibration suppression control calculation unit 2302, and a current command value calculation unit 2303. In the following, for simplicity of explanation, the reference symbols of the FR and FL components will be used together as appropriate to provide a comprehensive explanation. For example, the estimated torque calculation unit 2201 and the FL estimated torque calculation unit 2301 will be collectively referred to as the "estimated torque calculation units 2201, 2301."

[0152] I-1.FR,FL estimated torque calculation process The estimated torque calculation units 2201 and 2301 calculate the FR estimated torque T^ by the same processing as that by the estimated torque calculation unit 501 described in FIG. mfr and FL estimated torque T^ mfl Calculate.

[0153] I-2.FR,FL vibration suppression control calculation processing Fig. 24 is a block diagram showing the configuration of vibration suppression control calculation unit 2202. Fig. 25 is a block diagram showing the configuration of vibration suppression control calculation unit 2302. As shown in the figure, vibration suppression control calculation unit 2202 has an F / F compensation calculation unit 2401, a first delay correction unit 2402, a vehicle model 2403, a second delay correction unit 2404, and an F / B compensation calculation unit 2405. In addition, vibration suppression control calculation unit 2302 has an F / F compensation calculation unit 2501, a first delay correction unit 2502, a vehicle model 2503, a second delay correction unit 2504, and an F / B compensation calculation unit 2505.

[0154] The F / F compensation calculation units 2401 and 2501 calculate the FR first torque command value T mfr1 and FL first torque command value T mfl1 Calculate.

[0155] The first delay correction units 2402 and 2502 calculate the FR estimated torque T^ mfr and FL estimated torque T^ mfl 14, a correction is performed on each of the delays taking into account the communication delay, to obtain the FR estimated torque delay correction value T̂'. mfr and FL estimated torque delay correction value T^´ mfl Calculate.

[0156] The vehicle model 2403 of the vibration suppression control calculation unit 2202 calculates the FR estimated torque delay correction value T^´ mfr , FL estimated torque T^ mfl , RR estimated torque T^ mrr , and RL estimated torque T^ mrl is used as input, and the FR motor angular velocity estimate ω^ mfr Calculate.

[0157] The vehicle model 2503 of the vibration suppression control calculation unit 2302 calculates the FL estimated torque delay correction value T^´ mfl , FR estimated torque T^ mfr , RR estimated torque T^ mrr , and RL estimated torque T^ mrl is used as input, and the FL motor angular velocity estimate ω^ mfl Calculate.

[0158] 26 shows the configuration of the vehicle models 2403 and 2503. As shown in the figure, the vehicle models 2403 and 2503 are fr ,S fl ,S rr ,S rl The torsional angular velocity estimate ω^ of each drivetrain is calculated by simulating the vehicle parameters and gear backlash. dfr ,ω^ dfl ,ω^ drr ,ω^ drl Each gain k determined by equation (67) fr ,k fl ,k rr ,k rlThe motor angular velocity estimate ω^ is calculated by subtracting the value obtained by multiplying by from each estimated torque after correction. mfr ,ω^ mfl ,ω^ mrr ,ω^ mrl can be calculated.

[0159] The second delay correctors 2404 and 2504 calculate the FR motor angular velocity delay correction value ω′ by the same processing as that by the second delay corrector 1404 described with reference to FIG. mfr and FL motor angular velocity delay correction value ω´ mfl Calculate.

[0160] The F / B compensation calculation units 2405, 2405 calculate the FR second torque command value T mfr2 and FL second torque command value T mfl2 Calculate.

[0161] Then, the vibration suppression control calculation units 2202 and 2302 calculate the first torque command value T mfr1 ,T mfl1 and F the second torque command value T mfr2 ,T mfl2 The third torque command value T mfr3 ,T mfl3 and outputs it to the current command value calculation units 2203 and 2303.

[0162] I-3. FR, FL current command value calculation processing The current command value calculation units 2203 and 2303 calculate the FR-dq-axis current command value (i dfr * ,i qfr * ) and FL-dq axis current command value (i dfl * ,i qfl * ) is calculated.

[0163] <II.RR,RLモータコントローラ> Fig. 27 is a block diagram showing the configuration of the RR motor controller 31rr, and Fig. 28 is a block diagram showing the configuration of the RL motor controller 31rl.

[0164] As shown in the figure, the RR motor controller 31rr has a first current command value calculation unit 2701, an estimated torque calculation unit 2702, a vibration suppression control calculation unit 2703, and a second current command value calculation unit 2704. The RL motor controller 31rl has a first current command value calculation unit 2801, an estimated torque calculation unit 2802, a vibration suppression control calculation unit 2803, and a second current command value calculation unit 2804. In the following, for simplicity of explanation, the reference symbols of the components of FR and FL will be used together as appropriate to comprehensively explain the components. For example, the first current command value calculation unit 2701 and the first current command value calculation unit 2801 will be collectively referred to as the "first current command value calculation units 2701, 2801," etc.

[0165] II-1. RR, RL first current command value calculation process The first current command value calculation units 2701 and 2801 calculate the RR first γδ-axis current command value (i γrr1 * ,i δrr1 * ) and the RL first γδ-axis current command value (i γrl1 * ,i δrl1 * ) is calculated.

[0166] II-2.RR,RL estimated torque calculation process The estimated torque calculation units 2702 and 2802 calculate the RR estimated torque T^ by the same processing as that by the estimated torque calculation unit 1702 and the estimated torque calculation unit 1702 described in FIG. 18, respectively. mrr and RL estimated torque T^ mrl Calculate.

[0167] II-3. RR, RL vibration suppression control calculation processing Fig. 29 is a block diagram showing the configuration of vibration suppression control calculator 2703. As shown in the figure, vibration suppression control calculator 2703 has an F / F compensation calculator 2901, a first delay corrector 2902, a vehicle model 2903, a second delay corrector 2904, and an F / B compensation calculator 2905. Fig. 30 is a block diagram showing the configuration of vibration suppression control calculator 2803. As shown in the figure, vibration suppression control calculator 2803 has an F / F compensation calculator 3001, a first delay corrector 3002, a vehicle model 3003, an RL second delay corrector 3004, and an F / B compensation calculator 3005.

[0168] Vibration suppression control calculation unit 2703 and vibration suppression control calculation unit 2803 respectively calculate third torque command value T mrr3 ,T mrl3 and outputs the calculated result to the second current command value calculation units 2704 and 2804.

[0169] II-4. RR, RL second current command value calculation process The second current command value calculation units 2704 and 2804 calculate the RR second δ-axis current command value i by the same processing as that performed by the second current command value calculation unit 1704 described in FIG. 17 and the second current command value calculation unit 2004 described in FIG. 20. δrr2 * and RL second δ-axis current command value i δrl2 * Calculate.

[0170] [Control results] Below, the control results according to each embodiment will be explained while comparing them with the control results according to the reference example.

[0171] Example 1 As Example 1, the electric vehicle control method of the first embodiment is assumed, that is, a method for controlling an electric vehicle in an electric vehicle 100 in which the F drive motor 4f is an interior permanent magnet synchronous motor and the R drive motor 4r is a wound-field synchronous motor. On the other hand, the control of Comparative Example 1 is assumed to be the same as Example 1, except that communication delays between the controllers 31 are not taken into consideration, that is, correction processes by the delay correction units 702, 705, 1002, and 1005 are not executed.

[0172] 31 is a timing chart illustrating the control results of Example 1 and Comparative Example 1. In particular, in FIG. 31, at time t1, the F target torque command value T mf * and R target torque command value T mr * The graph shows the behavior of the F output torque, R output torque, and longitudinal acceleration when is changed in steps.

[0173] As shown in the figure, in Comparative Example 1, a negative torque correction that prevents the vehicle from accelerating works from time t1 to t3. As a result, neither the F output torque nor the R output torque reaches the intended value, and it can be seen that the longitudinal acceleration is particularly limited around time t2 compared to time t3. In other words, in the control of Comparative Example 1, the vehicle acceleration is prevented, and acceleration / deceleration behavior according to the accelerator pedal / brake pedal operation amount (driver's intention) is not achieved, which may cause the driver to feel uncomfortable.

[0174] In contrast to this, in Example 1, both the F output torque and the R output torque behave in line with the driver's intention over the period from time t1 to t3. This is thought to be because correction is made in consideration of communication delays between the controllers 31 in the vibration suppression control, thereby suppressing unnecessary vibration suppression compensation (correction on the negative torque side) due to each F / B compensation calculation.

[0175] Although the first embodiment has been described focusing on the acceleration of the electric vehicle 100 (when the drive motors 4f, 4r are in power running mode), the same effect can be obtained when decelerating (when the drive motors 4f, 4r are in regenerative mode). That is, during regenerative mode, unnecessary vibration suppression compensation (correction on the positive torque side) by each F / B compensation calculation is similarly suppressed, so that the deceleration behavior intended by the driver can be achieved.

[0176] Example 2 As the control of Example 2, the electric vehicle control method of the second embodiment is assumed, that is, the electric vehicle control method for the electric vehicle 200 in which the F drive motor 4f is a wound-field synchronous motor and the RL drive motor 4rl and the RR drive motor 4rr are induction motors. On the other hand, the control of Comparative Example 2 is assumed to be the same as that of Example 2, except that communication delays between the controllers are not taken into consideration, that is, correction processes by the delay correction units 1402, 1404, 1902, and 1904 are not executed.

[0177] 32 is a timing chart illustrating the control results of Example 2 and Comparative Example 2. In particular, in FIG. 32, at time t1, the F target torque command value T mf * , RR target torque command value T mrr * , and the RL target torque command value T mrl * The graph shows the behavior of the F output torque, RR output torque, RL output torque, and longitudinal acceleration when is changed in steps.

[0178] As shown in the figure, in Comparative Example 2 as well, a negative torque correction that prevents the vehicle from accelerating works from time t1 to t3. As a result, none of the F output torque, RR output torque, and RL output torque reach their intended values, and it can be seen that the longitudinal acceleration is particularly limited around time t2 compared to time t3. In other words, in Comparative Example 2 as well, the vehicle acceleration is prevented, and the acceleration / deceleration behavior according to the driver's intention is not realized, which may cause the driver to feel uncomfortable.

[0179] In contrast to this, in Example 2, the F output torque, RR output torque, and RL output torque all behave in line with the driver's intention over the period from time t1 to t3. This is thought to be because correction was performed in vibration suppression control taking into account communication delays between controllers, thereby suppressing unnecessary vibration suppression compensation (correction on the negative torque side) due to each F / B compensation calculation.

[0180] Although the second embodiment has been described focusing on the acceleration of the electric vehicle 200 (when the drive motors 4f, 4rr, and 4rl are in power running mode), the same effect can be obtained when decelerating (when the drive motors 4f, 4rr, and 4rl are in regenerative mode). That is, during regenerative mode, unnecessary vibration suppression compensation (correction on the positive torque side) by each F / B compensation calculation is similarly suppressed, so that the deceleration behavior intended by the driver can be achieved.

[0181] Example 3 As the control of Example 3, the electric vehicle control method of the third embodiment is assumed, that is, the electric vehicle control method for an electric vehicle 300 in which the FR drive motor 4fr and the FL drive motor 4fl are interior permanent magnet synchronous motors and the RL drive motor 4rl and the RR drive motor 4rr are induction motors. On the other hand, the control of Comparative Example 3 is assumed to be the same as Example 3, except that communication delays between the controllers are not taken into consideration, that is, delay correction processing by the delay correction units 2402, 2404, 2502, and 2504 is not executed.

[0182] 33 is a timing chart illustrating the control results of Example 3 and Comparative Example 3. In particular, in FIG. 33, the FR target torque command value T mfr * , FL target torque command value T mfl * , RR target torque command value T mrr * , and the RL target torque command value T mrl * 10 shows the behavior of the FR output torque, FL output torque, RR output torque, RL output torque, and longitudinal acceleration when is changed in steps.

[0183] As shown in the figure, in Comparative Example 3 as well, a negative torque correction that prevents vehicle acceleration is performed from time t1 to time t3. As a result, none of the FR output torque, FL output torque, RR output torque, and RL output torque reach the intended values, and it can be seen that the longitudinal acceleration is particularly limited around time t2 compared to time t3. In other words, in Comparative Example 2 as well, vehicle acceleration is prevented, and acceleration / deceleration behavior according to the driver's intention is not achieved, which may cause the driver to feel uncomfortable.

[0184] In contrast to this, in Example 3, the FR output torque, FL output torque, RR output torque, and RL output torque all behave in line with the driver's intention over the period from time t1 to t3. This is thought to be because correction was made in consideration of communication delays between controllers in vibration suppression control, thereby suppressing unnecessary vibration suppression compensation (correction on the negative torque side) due to each F / B compensation calculation.

[0185] Although the second embodiment has been described focusing on the acceleration of the electric vehicle 300 (when the drive motors 4fr, 4fl, 4rr, and 4rl are in power running mode), the same effect can be obtained when decelerating (when the drive motors 4fr, 4fl, 4rr, and 4rl are in regenerative mode). That is, during regenerative mode, unnecessary vibration suppression compensation (correction on the positive torque side) by each F / B compensation calculation unit is similarly suppressed, so that the deceleration behavior intended by the driver can be achieved.

[0186] [Action and effect] The configurations and the resulting effects of the above-described embodiments will now be described together.

[0187] In the following description, "one motor controller" refers to either the F motor controller 31f or the R motor controller 31r in the first embodiment, any one of the F motor controller 31f, the RR motor controller 31rr, and the RL motor controller 31rl in the second embodiment, and any one of the FR motor controller 31fr, the FL motor controller 31fl, the RR motor controller 31rr, and the RL motor controller 31rl in the third embodiment. Also, "other motor controllers" refers to one or more of the motor controllers 31 other than "one motor controller."

[0188] According to each embodiment, in an electric vehicle 100 equipped with a plurality of drive motors 4 (for example, the F drive motor 4f and the R drive motor 4r in the first embodiment), the current command value i * (F-dq axis current command value (i df * ,i qf * ) and R the second q-axis current command value i qr2 * The present invention provides an electric vehicle control method for controlling each of the drive motors 4f, 4r based on the above-mentioned.

[0189] In this electric vehicle control method, the motor controllers 31 (F motor controller 31f and R motor controller 31r) that control the drive motors 4f and 4r are configured to generate target torque command values ​​T m * (F target torque command value T mf * and R target torque command value T mr * ) based on the estimated torque T^(F estimated torque T^ mf and R estimated torque T^ mr 4. The estimated torque calculation process (step S402 in FIG. 4) is executed to calculate the estimated torque.

[0190] In addition, the calculated first estimated torque (F estimated torque T^) is transmitted to one motor controller (here, F motor controller 31f). mf ) to another motor controller (R motor controller 31r), and the rotation state (F motor angular velocity ω mf ) based on the target torque command value T mf * or F estimated torque T^ mf By correcting the torque command value after correction (F, the third torque command value T mf3 ) (step S403), and F the third torque command value T mf3 The current command value (F-dq axis current command value (i df * ,i qf * )) and a current command value calculation process (step S404).

[0191] In particular, in the torque command value correction process, the second estimated torque (R estimated torque T^) calculated by the R motor controller 31r is mr ) based on the motor angular velocity detection value ω mf is corrected taking into account the communication delay between the motor controllers (second delay corrector 705).

[0192] As a result, in the electric vehicle 100 equipped with a plurality of drive motors 4, the target torque command value T m * In the control calculation for correcting the rotational state, the rotational state can be referenced, taking into account the communication delay between the motor controllers. This reduces the delay in torque response caused by the communication delay, and realizes a torque response that corresponds to the intended behavior of the electric vehicle.

[0193] In addition, in each of the F motor controllers 31f and R motor controllers 31r, the F estimated torque T^ mfand R estimated torque T^ mr By adopting a configuration that calculates the above, it is possible to prevent the concentration of the calculation load on a specific controller.

[0194] According to each embodiment, the torque command value correction process is performed by correcting the F target torque command value T mf * or F estimated torque T^ mf By performing a feedforward calculation to suppress vibrations in the driving force transmission system of the electric vehicle 100, the FF compensated torque command value (F mf1 ) is calculated by the FF compensation process (F / F compensation calculation unit 701 in FIG. 7), and the F first torque command value T mf1 The detected value of the rotation state of the F drive motor 4f (F motor angular velocity detected value ω mf ) to perform feedback calculations to suppress vibration in the driving force transmission system, the corrected torque command value is the FB compensated torque command value (F the third torque command value T mf3 7. The FB compensation process (702 to 706 in FIG. 7) calculates the FB.

[0195] In particular, in the FB compensation process, the target torque command value T mf * or F estimated torque T^ mf By performing the first delay correction process (first delay correction unit 702) taking the communication delay into consideration, the estimated torque delay correction value (F) is obtained. mf ) is calculated (Equation (34)). In addition, in the FB compensation process, the target torque command value delay correction value T' mf and R estimated torque T^ mr Based on this, the vehicle model (G r (s), G rr (s) and G rrf (s)), the estimated value of the rotation state of the F drive motor 4f (F motor angular velocity estimated value ω^ mf Furthermore, in the FB compensation process, the detected value of the rotation state of the F drive motor 4f (F motor angular velocity detected value ω mf) is subjected to a second delay correction process (second delay correction unit 705) that takes the communication delay into consideration, thereby obtaining a detected rotation state delay correction value (F motor angular velocity delay correction value ω' mf ) is calculated (Equation (35)). Then, F the first torque command value T mf1 , F motor angular velocity delay correction value ω´ mf , and F motor angular velocity estimate ω^ mf Based on this, the third torque command value T mf3 Calculate.

[0196] As a result, when vibration suppression control calculation is adopted to suppress vibration in the driving force transmission system as the torque command value correction process, the input torque command value (F) is calculated taking into account the communication delay between each motor controller. mf * or F estimated torque T^ mf ) and motor angular velocity estimate ω^ m Therefore, the motor angular velocity estimate ω^ calculated from the vehicle model of the electric vehicle 100 can be determined. m and the motor angular velocity detection value ω m This reduces the deviation, improves the accuracy of vibration suppression control calculations (especially FB compensation processing), and prevents the occurrence of unnecessary vibration suppression compensation.

[0197] In the estimated torque calculation process of the first or third embodiment, the target torque command value T is calculated by referring to the current response model of the first drive motor (the F drive motor 4f of the first embodiment, or the FR drive motor 4fr or FL drive motor 4fl of the third embodiment). m * From the estimated torque T^ m An electric vehicle control method is provided that calculates (Equation (1)).

[0198] As a result, in the vibration damping control calculation of the electric vehicle 100, 300 in which the interior permanent magnet synchronous motor is used as the first drive motor, a more preferable estimated torque T^ m The following calculation logic is realized.

[0199] Furthermore, in the estimated torque calculation process of the second or third embodiment, the target torque command value Tm * to the γ-axis current command value i γ * and δ-axis current command value i δ * is calculated, and the γ-axis current command value i γ * and δ-axis current command value i δ * The estimated torque T^ is calculated by referring to the magnetic flux response model and the current response model of the first drive motor (RR drive motor 4rr or RL drive motor 4rl in the second or third embodiment). m is calculated (Equations (72) and (73)).

[0200] As a result, in the vibration damping control calculation of the electric vehicle 200, 300 in which the induction motor is used as the first drive motor, a more preferable estimated torque T^ m The following calculation logic is realized.

[0201] In the estimated torque calculation process of the first or second embodiment, the target torque command value T m * to the d-axis current command value i d * , q-axis current command value i q * , and the f-axis current command value i f * and calculates the d-axis current command value i by referring to the current response models of the rotor and the stator of the first drive motor (the R drive motor 4r in the first embodiment or the F drive motor 4f in the second embodiment). d * , q-axis current command value i q * , and the f-axis current command value i f * From the estimated torque T^ m is calculated (Equations (37) to (39)).

[0202] As a result, in the vibration suppression control calculation of the electric vehicle 100, 200 in which the wound-field synchronous motor is used as the first drive motor, a more preferable estimated torque T^ m The following calculation logic is realized.

[0203] Furthermore, according to the FF compensation process of the second or third embodiment, the estimated value of the torsional angular velocity (estimated torsional angular velocity ω^) as the rotational state of the first drive motor is calculated based on the dynamic characteristics of the electric vehicle 200, 300. d ) and calculate the torsional angular velocity estimate ω^ d The value obtained by multiplying this by a predetermined gain k is the estimated torque (especially the estimated torque delay correction value T^´ m ) to obtain the torque command value after FF compensation (first torque command value T m1 ) is calculated (Equation (67) and FIG. 15).

[0204] This realizes a more specific calculation logic for determining the post-FF compensation torque command value by referring to the torsion angular velocity, which is a specific parameter that indicates the rotation state of the first drive motor, in the FF compensation process.

[0205] In the FF compensation process (701 in FIG. 7 or 1001 in FIG. 10) of the first embodiment, a linear filter (Equation (21) or Equation (24)) that reduces the natural vibration frequency component of the driving force transmission system of the first drive motor is applied to the target torque command value T m * By applying this, the torque command value after FF compensation (first torque command value T m1 In particular, the linear filter is determined based on the dynamic characteristics of the electric vehicle 100.

[0206] As a result, the first torque command value T m1 can be calculated.

[0207] Furthermore, in the current command value calculation process (S404) of the first or third embodiment, the corrected torque command value (third torque command value T m3 ), the rotation state of the first drive motor (particularly, the motor angular velocity detection value ω m ), and power supply voltage (DC voltage value V dc ) based on the current command value i * (d-axis current command value i d * and q-axis current command value i q* ) is calculated.

[0208] As a result, in the electric vehicles 100 and 300 that use an interior permanent magnet synchronous motor as the first drive motor, the third torque command value T m3 to the current command value i * A preferred mode of calculation for determining is realized.

[0209] In the current command value calculation process of the second or third embodiment, the target torque command value T m * , the rotor flux response model of the first drive motor, and the third torque command value T m3 , motor angular velocity detection value ω m , and DC voltage value V dc Based on this, the current command value i * (δ-axis current command value i δ * ) is calculated.

[0210] As a result, in the electric vehicles 200 and 300 using the induction motor as the first drive motor, the third torque command value T m3 to the current command value i * A preferred mode of calculation for determining is realized.

[0211] Furthermore, in the current command value calculation process of the first or second embodiment, the target torque command value T m * , the current response models of the rotor and the stator of the first drive motor, and the third torque command value T m3 , motor angular velocity detection value ω m , and DC voltage value V dc Based on this, the current command value i * (q-axis current command value i q * ) is calculated.

[0212] As a result, in the electric vehicles 100 and 200 that use a wound-field synchronous motor as the first drive motor, the third torque command value T m3 to the current command value i *A preferred mode of calculation for determining is realized.

[0213] Furthermore, according to each embodiment, there is provided a motor controller 31 that functions as an electric vehicle control device suitable for the electric vehicle control method. In particular, each motor controller 31 functions as an estimated torque calculation processing unit that executes the estimated torque calculation process, an estimated torque output unit that executes the estimated torque output process, a torque command value correction unit that executes the torque command value correction process, and a current command value calculation unit that executes the current command value calculation process.

[0214] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments.

[0215] For example, the combination of types of drive motors 4 in each of the above embodiments is just an example, and the electric vehicle control method of the present invention can be similarly applied to vehicles in which all of the drive motors 4 are the same type, or to vehicles that have a combination of types of drive motors 4 different from those in the above embodiments. [Explanation of symbols]

[0216] 100, 200, 300 electric vehicles 501,802,1202,1702,2002,2201,2301,2702,2802 Estimated torque calculation section 502,803,1203,1703,2202,2302,2703,2803, Vibration suppression control calculation section 503, 801, 804, 1201, 1204, 1701, 1704, 2001, 2004, 2203, 2303, 2701, 2704, 2801, 2804 Current command value calculation section

Claims

1. 1. An electric vehicle control method for controlling a plurality of drive motors mounted on an electric vehicle, the method comprising the steps of: controlling each of the drive motors based on a current command value determined for each of the drive motors; Each motor controller for controlling each of the drive motors includes: executing an estimated torque calculation process for calculating each estimated torque based on each target torque command value according to the response characteristic and required output of each drive motor; One motor controller, an estimated torque output process for outputting the calculated first estimated torque to the other motor controller; a torque command value correction process for correcting a target torque command value or the first estimated torque of a first drive motor based on a rotational state of the first drive motor to be controlled, to obtain a corrected torque command value; a current command value calculation process for calculating the current command value of the first drive motor from the corrected torque command value; In the torque command value correction process, a correction is performed on the rotation state of the first drive motor based on a second estimated torque calculated by the other motor controller, taking into account a communication delay between the motor controllers. Electric vehicle control method.

2. The electric vehicle control method according to claim 1, The torque command value correction process includes: an FF compensation process for calculating an FF-compensated torque command value by performing a feedforward calculation for suppressing vibrations in a driving force transmission system of the electric vehicle with respect to the target torque command value or the first estimated torque of the first drive motor; an FB compensation process for calculating an FB compensated torque command value, which is the corrected torque command value, by performing a feedback calculation for suppressing vibration in the driving force transmission system using a detected value of the rotational state of the first drive motor with respect to the FF compensated torque command value, In the FB compensation process, calculating an estimated torque delay correction value by performing a first delay correction process on the target torque command value or the first estimated torque in consideration of the communication delay; calculating an estimated value of a rotation state of the first drive motor based on the estimated torque delay correction value and the second estimated torque and with reference to a vehicle model of the electric vehicle; calculating a detected rotational state delay correction value by performing a second delay correction process that takes the communication delay into consideration on the detected rotational state value of the first drive motor; calculating the FB compensated torque command value based on the FF compensated torque command value, the detected rotational state delay correction value, and an estimated value of the rotational state of the first drive motor; Electric vehicle control method.

3. 3. The electric vehicle control method according to claim 2, In the estimated torque calculation process, calculating the first estimated torque from the target torque command value by referring to a current response model of the first drive motor; Electric vehicle control method.

4. 3. The electric vehicle control method according to claim 2, In the estimated torque calculation process, calculating a γ-axis current command value and a δ-axis current command value from the target torque command value; calculating the first estimated torque from the specified γ-axis current value and the specified δ-axis current value by referring to a magnetic flux response model and a current response model of the first drive motor; Electric vehicle control method.

5. 3. The electric vehicle control method according to claim 2, In the estimated torque calculation process, calculating a d-axis current command value, a q-axis current command value, and an f-axis current command value from the target torque command value; calculating the first estimated torque from the d-axis current command value, the q-axis current command value, and the f-axis current command value with reference to current response models of a rotor and a stator of the first drive motor, respectively; Electric vehicle control method.

6. The electric vehicle control method according to any one of claims 2 to 5, In the FF compensation process, calculating a torsional angular velocity estimate of a drive shaft of the first drive motor based on dynamic characteristics of the electric vehicle, and calculating the FF-compensated torque command value by multiplying the torsional angular velocity estimate by a predetermined gain and subtracting the result from the first estimated torque; Electric vehicle control method.

7. The electric vehicle control method according to any one of claims 2 to 5, In the FF compensation process, calculating the FF-compensated torque command value by applying a linear filter to the target torque command value, the linear filter reducing a natural vibration frequency component of a driving force transmission system of the first drive motor; The linear filter is determined based on dynamic characteristics of the electric vehicle. Electric vehicle control method.

8. The electric vehicle control method according to any one of claims 2 to 7, In the current command value calculation process, calculating the current command value based on the feedback compensated torque command value, a rotation state of the first drive motor, and a power supply voltage; Electric vehicle control method.

9. The electric vehicle control method according to any one of claims 2 to 7, In the current command value calculation process, calculating the current command value based on the target torque command value, a magnetic flux response model of the rotor of the first drive motor, the feedback compensated torque command value, a rotation state of the first drive motor, and a power supply voltage; Electric vehicle control method.

10. The electric vehicle control method according to any one of claims 2 to 7, In the current command value calculation process, calculating the current command value based on the target torque command value, current response models of the rotor and the stator of the first drive motor, the feedback compensated torque command value, a rotation state of the first drive motor, and a power supply voltage; Electric vehicle control method.

11. An electric vehicle control device that controls each drive motor based on a current command value that is respectively determined for each drive motor in an electric vehicle equipped with the plurality of drive motors, Each motor controller for controlling each of the drive motors includes: an estimated torque calculation processing unit that calculates each estimated torque based on each target torque command value according to the response characteristic and required output of each of the drive motors; One motor controller, an estimated torque output unit that outputs the calculated first estimated torque to the other motor controller; a torque command value correcting unit that calculates a corrected torque command value by correcting a target torque command value or the first estimated torque of a first drive motor based on a rotational state of the first drive motor that is a control target; a current command value calculation unit that calculates the current command value of the first drive motor from the corrected torque command value, The torque command value correction unit correcting the rotation state of the first drive motor based on the second estimated torque calculated by the other motor controller, taking into account a communication delay between the motor controllers; Electric vehicle control device.

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