JP2006054937A - Controller of motor for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a motor for a vehicle which controls an output of a motor in good responsiveness, even when driving wheels slip or are locked. <P>SOLUTION: The controller of a motor for a vehicle includes a generator for electricity production MG1 connected to an engine, and a driving motor MG2 connected to the drive shaft of the vehicle. The DC power of a battery 110 is supplied to an inverter circuit 203 via a step-up/down converter 201. A motor controller 109 controls the inverter circuit 203 so that the torque corresponding to a torque command value Tm2* is generated with the driving motor MG2. The motor controller 109 detects the DC flowing in the step-up/down converter 201. When the detected DC varies over a predetermined variation degree and shows a value over a predetermined current value, the motor controller corrects the torque command value Tm2* in the direction for lowering the torque. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle motor control device.

  In a hybrid vehicle, a buck-boost converter is disposed between a main battery and two inverter motors, and engine starting, power generation, and driving are performed by the motor (see Patent Document 1).

JP 2003-134606 A

  However, when the drive wheel slips due to acceleration or the like on a slippery road surface, the output balance between the generator and the drive motor may be lost. When an inverter with a buck-boost converter is applied, there is a problem that the input / output of the buck-boost converter increases due to communication delay with the host controller and the like, and the current or voltage rise of the converter unit cannot be suppressed.

The vehicle electric motor control device of the present invention converts the DC power from the DC power source into AC power and supplies it to the electric motor connected to the drive shaft of the vehicle, and causes the electric motor to generate torque corresponding to the torque command. Inverter control means for controlling the inverter means, DC current detection means for detecting a DC current flowing between the DC power source and the inverter means, and a correction for correcting the torque command based on the DC current detected by the DC current detection means Means.
Another vehicle motor control device of the present invention controls inverter means for converting AC power generated by an electric motor connected to an engine into DC power and DC power corresponding to a torque command. Detected by inverter control means, DC power regeneration means for regenerating at least part of the DC power converted by the inverter means to the DC power supply, DC current detection means for detecting the DC current regenerated to the DC power supply, and DC current detection means And a correcting means for correcting the torque command based on the direct current.
Another vehicle motor control device according to the present invention includes first inverter means for converting AC power generated by a first motor connected to an engine into DC power, DC power from a DC power source, and a first inverter. Second inverter means for converting DC power from the means into AC power and supplying it to a second electric motor connected to the drive shaft of the vehicle; and so as to convert it into DC power corresponding to the first torque command. An inverter control means for controlling the first inverter means and controlling the second inverter means so as to cause the second motor to generate a torque corresponding to the second torque command; DC power supply regeneration means for supplying to the inverter means and regenerating at least part of the DC power converted by the first inverter means to the DC power supply, and DC power supply regeneration means DC current detection means for detecting the direct current, and correction means for correcting at least one of the first torque command and the second torque command based on the DC current detected by the DC current detection means. It is what.

  Since the present invention is configured as described above, the following effects can be obtained. Overcurrent due to excessive power running or excessive regeneration (excessive power generation) can be prevented with good responsiveness. As a result, destruction of the element can be prevented. Further, since the device design margin can be reduced, the size of the device can be prevented from being increased.

  FIG. 1 is a diagram showing a hybrid system of a hybrid vehicle in which a vehicle motor control device according to the present invention is used. The engine (ENG) 103 is connected to a drive motor 106 (hereinafter referred to as MG2) through a clutch (CL) 104, and is connected to a drive wheel 111 through a transmission (T / M) 107. The vehicle generates traveling driving force mainly by a combined output of the engine 103 and the driving motor MG2. A power generation motor 105 (hereinafter referred to as MG1) is connected to the engine 103, and starts the engine and generates power.

  The vehicle controller 112 performs energy management according to the required driving force of the vehicle based on the information 101 such as accelerator, brake, shift, and vehicle speed, and outputs an engine torque command (Teng *) to the engine controller (ECM) 102. The motor rotation number (Nm1, Nm2) is received from the motor controller (M / C) 109, and motor torque commands (Tm1 *, Tm2 *) are output. Furthermore, the parallel HEV mode is selected by connecting the clutch 104, and the series HEV mode is selected by releasing the clutch.

  The engine controller 102 controls a throttle valve opening / closing device, a fuel injection device, and an ignition timing control device (not shown) based on an engine torque command (Teng *) to generate a driving force. The motor controller 109 controls the inverter 108 based on the motor torque commands (Tm1 *, Tm2 *), supplies the electric power of the battery 110 to the MG2, and generates a driving force. Further, the rotational energy of MG1 and MG2 is regenerated to battery 110.

  FIG. 2 is a diagram illustrating a configuration of the inverter 108. The inverter 108 includes an MG1 driving INV1 (202), an MG2 driving INV2 (203), a step-up / down converter 201 for controlling an input voltage from the battery, and three-phase alternating current sensors 211 and 212. The step-up / down converter 201 includes a DC reactor 204, a power conversion element 205, a capacitor 208, an input voltage detection voltage sensor 213, an output voltage detection voltage sensor 207, and a DC current detection current sensor 206.

  The power conversion element 205 includes switching elements (IGBT and the like) T1, T2 and diodes D1, D2. The input voltage detection voltage sensor 213 detects the input voltage Vb from the battery 110. The output voltage detection voltage sensor 207 detects the output voltage Vc from the step-up / down converter 201, that is, the voltage of the capacitor 208. The DC current detection current sensor 206 detects a DC current Ib that flows out of or flows into the battery 110.

  The motor controller 109 receives the command from the vehicle controller 112, the input voltage feedback signal Vb from the inverter 108, the output voltage feedback signal Vc, the direct current feedback signal Ib, the MG1 alternating current feedback signal I1, the MG2 alternating current feedback signal I2. Based on the rotation signals from the MG resolvers 209 and 210, drive signals are output to the MG1 driving INV1 (202), the MG2 driving INV2 (203), and the buck-boost converter power conversion element 205.

  FIG. 3 shows inverter circuit diagrams of the MG1 driving INV1 (202) and the MG2 driving INV2 (203). The MG1 driving INV1 (202) and the MG2 driving INV2 (203) are each composed of six switching elements (for example, IGBT) and six diodes. For example, when MG2 is operated as a drive motor, the MG2 drive INV2 (203) converts DC power from the step-up / down converter 201 into AC power based on a drive signal from the motor controller 109, and torques the MG2. The AC power is provided so that torque according to the command is generated.

  When MG2 functions as a generator, AC power from MG2 is converted into DC power and input to the step-up / down converter 201. In the step-up / down converter 201, the input DC power is stepped down and regenerated to the battery 110. The same applies to MG1 driving INV1 (202) and MG1. Using such MG2 driving INV2 (203) and MG1 driving INV1 (202), it is well known to perform rotation speed control, torque control, power generation control and the like of MG1 and MG2.

  Note that the step-up / down converter 201 functions as a step-down converter during regeneration. The step-up / down converter 201 supplies a DC power to the MG2 driving INV2 (203) and a regeneration for regenerating the DC power from the MG1 driving INV1 (202) or the MG2 driving INV2 (203) to the battery 110. Works as a circuit. The step-up / down converter 201 is composed of a combination of a step-up chopper and a step-down chopper.

  Next, problems that occur in the step-up / down converter 201 when the vehicle is suddenly accelerated and the drive wheel 111 slips will be described with reference to FIG. FIG. 4 is a diagram illustrating a change in electric power during slipping.

  When the vehicle suddenly accelerates and the driving wheel 111 slips at time t1, the rotational speed of the MG2 increases rapidly. Since the output of MG2 is represented by the number of revolutions × torque, the output of MG2 also increases rapidly. In the series HEV mode in which the clutch 104 is disengaged, the drive wheels 111 and the engine 103 are disengaged, so the rotational speed of the MG1 is the same as before the slip. At this time, the increase in the rotational speed of MG2 may be transmitted to the vehicle controller 112 so that the vehicle controller 112 performs an energy management calculation and decreases the torque command (Tm2 *) to the MG2.

  However, a time delay occurs until it is reflected in the torque command (Tm2 *) to MG2 due to the influence of communication delay or the like (time t1 to t2). During this time delay, the output of MG2 increases and excessive power running may occur, exceeding the input / output possible range of the buck-boost converter 201. In this case, an overcurrent in the power running direction flows in converter power conversion element 205, and the worst is element destruction.

  Next, problems that occur in the step-up / down converter 201 when the drive wheel 111 is locked by a sudden brake or the like while the vehicle is running will be described with reference to FIG. FIG. 5 is a diagram illustrating a change in electric power during sudden braking.

  At time t3, when the driving wheel 111 is locked by sudden braking or the like while the vehicle is traveling, the rotation speed of the MG2 is rapidly lowered to near zero. Since the output of MG2 decreases rapidly, the power required for driving MG2 also decreases rapidly. Similarly at this time, the vehicle controller 112 performs energy management calculation by transmitting a decrease in the rotational speed of MG2 to the vehicle controller 112, and suppresses the output of the generator MG1.

  However, due to the influence of communication delay or the like, a time delay occurs until it is reflected in the torque command (Tm1 *) to MG1 (time t3 to t4). During this time delay, excessive power generation may occur and the input / output range of the buck-boost converter 201 may be exceeded. In this case, an overcurrent in the regeneration direction flows in converter power conversion element 205, or the voltage of capacitor 208 rises due to a delay in regeneration response to battery 110 of converter 201. As a result, the worst is element destruction.

  For example, if MG2 is driving a vehicle with power of 100 KW via driving wheel 111, 70 kW is supplied to MG2 by power generation of MG1, and 30 KW is supplied from battery 110 via buck-boost converter 201. To do. At this time, if the driving wheel 111 of the vehicle is locked, the power consumption in MG2 becomes zero. Then, 70 kW of electric power generated by the power generation in MG1 is regenerated to the battery 110 via the buck-boost converter 201. If the resistance of the buck-boost converter 201 is designed to about 50 KW, there is a possibility that the elements constituting the buck-boost converter 201 are destroyed.

  In order to solve these problems, it is only necessary to increase the input / output capacity of the buck-boost converter by using an element having a large current capacity or withstand voltage as a circuit element such as the reactor 204 or the power conversion element 205. An increase in the size of the element results in an increase in the size of the device, which is not efficient. Therefore, in this embodiment, the control described below is performed.

  FIG. 6 is a diagram showing a configuration of a control system by the motor controller 109. The rotational speed detection unit 1 (301) detects the MG1 rotational speed Nm1 by the MG resolver 209. The rotational speed detection unit 2 (302) detects the MG2 rotational speed Nm2 by the MG resolver 210. The current command calculation unit 1 (303) obtains, in advance, a current command that maximizes the MG1 efficiency with respect to the operating torque / rotation speed of the MG1, and maps the current command in advance so that the final MG torque command Tref1 and the rotation speed Nm1 Based on the above, the current command I1 * is determined. The current command calculation unit 2 (304) obtains, in advance, a current command that maximizes the MG2 efficiency with respect to the operating torque / rotation speed of the MG2, and maps the current command in advance. To determine the current command I2 *.

  Current controller 1 (305) performs current control based on current command I1 * and MG1 actual current I1, and outputs a PWM drive signal to MG1 drive INV1 (202). The current control unit 2 (306) performs current control based on the current command I2 * and the MG2 actual current I2, and outputs a PWM drive signal for the MG2 drive INV2 (203). The Vc voltage command unit (307) obtains and maps a capacitor voltage command Vc * that maximizes the efficiency of the inverter motor system in advance according to the operating torque and rotation speed of MG1 and MG2, and maps the final value. The voltage command Vc * is determined from the torque command / rotational speed Tref1, Tref2, Nm1, and Nm2.

The voltage control unit 308 outputs a PWM drive signal to the transistor T2 of the buck-boost converter 201 so that the following relationship is established from the battery-side voltage Vb and the capacitor voltage command Vc *.
Vc * = Vb · (Ton2 + Toff2) / Toff2
[Toff2 ≠ 0, Vc * ≧ Vb]
Note that Ton2 is the ON time of the transistor T2 of the power conversion element 205 of FIG. 2, and Toff2 is the OFF time of the transistor T2 of the power conversion element 205 of FIG. The transistor T1 is provided with a dead time, and is controlled to be OFF during Ton2 and ON during Toff2.

  The torque command correction unit 309 normally outputs the torque commands Tm1 * and Tm2 * from the vehicle controller 112 as Tref1 = Tm1 * and Tref2 = Tm2 *. However, in the above-described situation such as slip and sudden braking, the torque commands Tm1 * and Tm2 * from the vehicle controller 112 are corrected and output as final torque commands Tref1 and Tref2, as described below.

  FIG. 7 is a diagram illustrating a flowchart of processing of the torque command correction unit 309. First, conditions such as slip and sudden braking are determined. Although it is possible to make a determination based on the degree of change in the rotational speed of MG2, in general, the rotational speed detection time is slower than the voltage / current detection time, and correction may not be in time. To do.

  In step S0, the degree of change ΔIb = Ib (t) −Ib (t−1) of the direct current Ib is calculated, and the process proceeds to step S1. t is a sampling time.

  In step S1, it is determined whether ΔIb> α and Ib> Ibmax. If it is established as described on the left, it is determined that there is excessive power running and the process proceeds to step S2. Here, α is a threshold value, and α = Tm2 * · ΔNm2_max / Vb. ΔNm2_max is a maximum value of the absolute value of the change in MG2 rotation speed that can be taken in the sampling time during normal traveling, that is, when slipping or sudden braking is not performed, and is obtained in advance.

  Further, Ibmax = Pcmax / Vb, which is the current maximum value of the buck-boost converter 201 obtained by dividing the maximum power value Pcmax of the buck-boost converter 201 that can be taken during normal traveling by the current battery voltage Vb. As described above, in step S1, by detecting the direct current Ib, it is possible to detect whether or not the drive wheel 111 slips due to the rapid acceleration described in FIG.

  In step S2, the final torque command is reduced as Tref2 = Tm2 * · (Ibmax / Ib) with respect to the MG2 torque command Tm2 * from the vehicle controller 112, and the process proceeds to step S4. That is, the torque command Tm2 * is corrected so as to decrease the torque generated in MG2. Thereby, excessive power running can be suppressed and power running overcurrent can be prevented. In step S3, assuming that there is no excessive power running of MG2, the process proceeds to step S4 with Tref2 = Tm2 *.

  In step S4, it is determined whether or not the degree of change ΔIb of the direct current Ib is smaller than the threshold value −α and Ib <−Ibmax. If the left is established, it is determined that the power generation is excessive, and the process proceeds to step S5. If not, the process proceeds to step S6. As described above, in step S4, it is possible to detect whether or not the driving wheel 111 is locked by the sudden braking described with reference to FIG. 5 by detecting the direct current Ib.

  If the current supplied to the inverter has a positive sign, the regenerative DC current Ib is a current having a negative sign. Therefore, in step S4, it is determined whether or not the degree of change ΔIb is smaller than the threshold value −α and Ib <−Ibmax. If it is clear that the regenerative current is determined, it may be determined whether or not the absolute value of the degree of change ΔIb is greater than α, and whether or not the absolute value of Ib is | Ib |> Ibmax. Good.

  In step S5, the torque command coefficient K1 of the electric motor MG1 is set to K1 = (− Ibmax / Ib), and the process proceeds to step S7. That is, K1 is set to a value smaller than 1 (K1 <1). Thereby, the regenerative overcurrent by excessive power generation can be prevented. In step S6, since there is no excessive power generation due to current detection, the torque command coefficient K1 of the generator motor MG1 is set to K1 = 1, and the process proceeds to step S7.

  In step S7, it is determined whether or not the output side voltage of the buck-boost converter 201, that is, the voltage Vc of the capacitor 208 is Vc> (Vcmax + β). Vcmax is the maximum value that the voltage command unit 307 can take. β is a voltage control overshoot amount, and is obtained in advance through experiments or the like. If the above is established, the process proceeds to step S8 due to excessive power generation, and if not, the process proceeds to step S9.

  In step S7, it is detected whether or not a voltage increase of the capacitor 208 is caused by a delay in the regenerative response to the battery 110 of the buck-boost converter 201 in the case of excessive power generation. Thus, by detecting the output voltage Vc of the step-up / down converter 201, it is possible to detect whether or not the driving wheel 111 is locked by the sudden braking described in FIG.

  In step S8, the torque command coefficient K2 of the generator motor MG1 is set to K2 = (Vcmax / Vc), and the process proceeds to step S10. Thereby, the overvoltage by excessive power generation can be prevented. In step S9, since there is no excessive power generation due to voltage detection, the torque command coefficient K2 of the generator motor MG1 is set to K2 = 1, and the process proceeds to step S10.

  In step S10, the final torque command Tref2 to MG2 is output. The MG1 torque command Tm1 * from the vehicle controller 112 is selected and multiplied by the smaller one of the coefficients K1 and K2 obtained above, and the final torque command Tref1 = Tm1 * · (min (K1, K2) ). When the coefficients K1 and K2 are smaller than 1, the MG1 torque command Tm1 * is corrected so as to suppress the conversion (power generation) into DC power in the MG1 driving INV1 (202).

The hybrid system for a hybrid vehicle using the vehicle electric motor control device of the present invention configured as described above has the following effects.
(1) Since the torque command value of the electric motor is corrected based on the direct current flowing through the step-up / down converter 201, the drive wheel 111 slips during sudden acceleration, or the drive wheel 111 locks during sudden braking. However, the torque command value is set to an appropriate value with good responsiveness. Thereby, the output of the electric motor is appropriately controlled with high responsiveness, and overcurrent due to excessive power running or excessive regeneration (excessive power generation) in the buck-boost converter 201 can be prevented. As a result, destruction of the element can be prevented. Further, since the device design margin can be reduced, the size of the device can be prevented from being increased.
(2) Since the output side DC voltage of the step-up / down converter 201, that is, the voltage of the capacitor 208 is also detected and the torque command value of the motor is corrected based on the detected capacitor voltage, the responsiveness is good and the torque command value is appropriate. Set to the correct value. In particular, even when the voltage of the capacitor 208 rises due to a delay in the regenerative response to the battery 110 of the buck-boost converter 201, it is possible to appropriately cope with it. Thereby, the overvoltage to the power conversion element 205 of the step-up / down converter 201 can be prevented, and the destruction of the element can be prevented. Further, since the device design margin can be reduced, the size of the device can be prevented from being increased.
(3) As described above, detecting and correcting the current and voltage is much more responsive than detecting and correcting the rotational speed of the motor.
(4) Since the torque command value is corrected when the degree of change in DC current changes by more than a predetermined value, it is possible to cope with sudden current changes and voltage changes such as when slipping or locking. It can be effectively prevented. In addition, since the condition is that the absolute value of the direct current value is not less than a predetermined value, correction is not performed if the current does not cause destruction of the element even if the degree of change is abrupt. . Thereby, unnecessary correction can be prevented.
(5) Since the correction amount is calculated according to the detected DC current value and DC voltage, more appropriate correction is performed.
(6) When correcting the torque command value in response to excessive regeneration, the correction coefficient K1 calculated by detecting the current and the correction coefficient K2 calculated by detecting the voltage are those having the smaller correction coefficient, that is, DC A correction coefficient that more largely suppresses conversion to electric power (power generation) is adopted. Therefore, destruction of the element and the like are prevented more appropriately.

  In the said embodiment, although demonstrated with the example provided with two electric motors MG1 and MG2, it is not necessarily limited to this content. The present invention can also be applied to one electric motor. Moreover, the case where the 3 or more several electric motor is provided may be sufficient.

  In the above embodiment, the example in which the buck-boost converter 201 is provided between the battery 110 and the MG1 driving INV1 (202) or the MG2 driving INV2 (203) has been described, but the present invention is not necessarily limited to this content. The battery 110 may directly supply DC power to the MG1 driving INV1 (202) and the MG2 driving INV2 (203).

  In the above embodiment, MG1 is described as an example of a generator motor, and MG2 is described as an example of a drive motor. However, the present invention is not necessarily limited to this. The case where MG2 works as a generator when applying a brake may be used. In addition, the driving force of the engine and the driving force of the electric motor may be provided in parallel to the driving shaft of the vehicle. That is, the parallel HEV mode or the series HEV mode may be used.

  In the above embodiment, an example of a hybrid vehicle has been described. However, the present invention is not necessarily limited to this content. The present invention may be applied to all vehicles driven by using an electric motor.

  Although various embodiments and modifications have been described above, the present invention is not limited to these contents. Other embodiments conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention.

It is a figure which shows the hybrid system of the hybrid vehicle by which the motor control apparatus for vehicles by this invention is used. It is a figure which shows the structure of an inverter. It is a figure which shows an inverter circuit diagram. It is a figure which shows the electric power change at the time of a slip, etc. It is a figure which shows the electric power change at the time of sudden braking, etc. It is a figure which shows the structure of the control system by a motor controller. It is a figure which shows the flowchart of a process of a torque instruction correction part.

Explanation of symbols

FIG. 1 is a diagram showing a hybrid system of a hybrid vehicle in which a vehicle motor control device according to the present invention is used.
101 Information 102 Engine controller 103 Engine 104 Clutch 105 Electric motor (MG1)
106 Drive motor (MG2)
107 Transmission 108 Inverter 109 Motor controller 110 Battery 111 Drive wheel 112 Vehicle controller

Claims (11)

An electric motor control device for a vehicle,
Inverter means for converting DC power from a DC power source into AC power and supplying it to an electric motor connected to the drive shaft of the vehicle;
Inverter control means for controlling the inverter means so as to cause the electric motor to generate torque corresponding to a torque command;
DC current detection means for detecting a DC current flowing between the DC power supply and the inverter means,
A vehicle motor control device comprising: a correcting unit that corrects the torque command based on the DC current detected by the DC current detecting unit. In the vehicle electric motor control device according to claim 1,
The vehicle motor control apparatus according to claim 1, wherein the correction means corrects the torque command in a direction to decrease the torque of the electric motor when the degree of change in the direct current is equal to or greater than a predetermined value. In the vehicle electric motor control device according to claim 1,
The vehicle motor controller according to claim 1, wherein the correction means corrects the torque command in a direction to decrease the torque of the motor when the absolute value of the direct current is equal to or greater than a predetermined value. In the vehicle electric motor control device according to claim 1,
The correcting means corrects the torque command in a direction to decrease the torque of the electric motor when the degree of change of the direct current and the absolute value of the direct current are each equal to or greater than a predetermined value. Control device. An electric motor control device for a vehicle,
Inverter means for converting AC power generated by an electric motor connected to the engine into DC power;
Inverter control means for controlling the inverter means so as to convert the direct current power corresponding to the torque command;
DC power regeneration means for regenerating at least part of the DC power converted by the inverter means to a DC power source;
DC current detecting means for detecting a DC current regenerated to the DC power source,
A vehicle motor control device comprising: a correcting unit that corrects the torque command based on the DC current detected by the DC current detecting unit. An electric motor control device for a vehicle,
First inverter means for converting AC power generated by a first motor connected to the engine into DC power;
Second inverter means for converting direct current power from a direct current power source and direct current power from the first inverter means into alternating current power and supplying the second electric motor connected to the drive shaft of the vehicle;
The second inverter is configured to control the first inverter means so as to convert it into DC power corresponding to the first torque command, and to generate torque corresponding to the second torque command in the second electric motor. Inverter control means for controlling the means;
DC power supply regeneration means for supplying DC power from the DC power supply to the second inverter means, and regenerating at least part of the DC power converted by the first inverter means to the DC power supply;
DC current detection means for detecting a direct current flowing through the DC power supply regeneration means;
A vehicle motor control apparatus comprising: a correction unit that corrects at least one of the first torque command and the second torque command based on the DC current detected by the DC current detection unit. In the vehicle electric motor control device according to claim 6,
The correction means is configured to reduce the torque generated by the second electric motor when the degree of change in which the direct current detected by the direct current detection means increases in the direction of flowing out of the direct current power supply is a predetermined value or more. A motor control apparatus for a vehicle, wherein the torque command of 2 is corrected. In the vehicle electric motor control device according to any one of claims 6 to 7,
The correction means is generated in the first electric motor in the first inverter means when the degree of change in which the direct current detected by the direct current detection means increases in the direction of flowing into the direct current power supply is a predetermined value or more. The vehicle motor control device corrects the first torque command in a direction to suppress the conversion of alternating current power to direct current power. In the vehicle electric motor control device according to any one of claims 7 to 8,
When the correction means corrects the first torque command or the second torque command, the correction means is further provided that the absolute value of the direct current detected by the direct current detection means is greater than or equal to a predetermined value. A motor control apparatus for a vehicle characterized by the above. In the vehicle electric motor control device according to any one of claims 6 to 9,
The DC power supply regeneration means can step up the voltage of the DC power from the DC power supply and supply it to the second inverter means, and step down the voltage of the DC power converted by the first inverter means. And a buck-boost converter capable of regenerating to the DC power source,
DC voltage detection means for detecting a DC voltage on the first inverter means side of the DC power supply regeneration means,
The correction means suppresses conversion of AC power generated by the first motor to DC power in the first inverter means when the DC voltage detected by the DC voltage detection means is equal to or greater than a predetermined value. A vehicular motor control device that corrects the first torque command in a direction. In the vehicle electric motor control device according to claim 10,
The correction means calculates a correction amount according to the direct current detected by the direct current detection means and a correction amount according to the direct current voltage detected by the direct current voltage detection means when correcting the first torque command. And the first torque command is corrected with a correction amount having a larger degree of suppressing the conversion to the DC power among the two calculated correction amounts.

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