JP2010252526A - Controller for electric motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To bring the driving sense of a vehicle with an electric motor as a driving source close to that of the one with an internal combustion engine as the driving source. <P>SOLUTION: The electric motor is connected to a manual transmission through a clutch. The electric motor is controlled so that the actual output torque of the electric motor reaches a target output torque. The target output torque is set in response to the opening of an accelerator and the number of revolutions of an output shaft for the electric motor. The target output torque of a positive value is set so as to have characteristics similar to those (torque curve) of the output torque of the internal combustion engine. When the opening of the accelerator is smaller than a predetermined value and the clutch is brought to a released state, the target output torque is set as a negative value. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an electric motor control device, and more particularly to a technique for controlling an electric motor mounted on a vehicle as a drive source and connected to a manual transmission via a clutch.

  Conventionally, an electric vehicle using an electric motor as a drive source is known. The electric motor has a characteristic that it can generate a maximum output torque when the output shaft speed is zero. Therefore, when the drive source is an electric motor, a sufficient driving force can be obtained without providing a transmission. However, a driver who prefers a conventional vehicle having an internal combustion engine and a manual transmission desires to experience the pleasure of driving by manual shifting even if the drive source is an electric motor.

  Therefore, as disclosed in Japanese Patent Laid-Open No. 7-7814 (Patent Document 1), there may be a case where an electric motor and a manual transmission are mounted on the vehicle.

Japanese Patent Laid-Open No. 7-7814

  However, the output torque characteristic of the electric motor is different from the output torque characteristic of the internal combustion engine. Therefore, the behavior of the electric motor can be different from the behavior of the internal combustion engine. Therefore, when a driver who is familiar with the operation of a conventional vehicle equipped with an internal combustion engine and a manual transmission operates an electric vehicle equipped with an electric motor and a manual transmission, the driver can enjoy the expected enjoyment. It is thought that it is not possible.

  The present invention has been made to solve the above-described problems, and its object is to make the driving feeling of a vehicle equipped with an electric motor as a driving source into the driving feeling of a vehicle equipped with an internal combustion engine as a driving source. It is providing the control apparatus of the electric motor which can be approximated.

  An electric motor control device according to a first aspect of the present invention is an electric motor control device that is mounted on a vehicle as a drive source and connected to a manual transmission via a clutch. The control device controls the setting means for setting the target output torque of the electric motor in accordance with the accelerator opening and the output shaft rotational speed of the electric motor, and controls the actual output torque of the electric motor to be the target output torque. Control means. The setting means includes means for setting the target output torque to be a negative value when the accelerator opening is smaller than a predetermined value and the clutch is in the released state.

  According to this configuration, the actual output torque of the electric motor is controlled so as to be a target output torque set according to the accelerator opening and the output shaft rotational speed of the electric motor. Thereby, the output torque characteristic of an electric motor can be defined arbitrarily. Therefore, the output torque characteristic of the electric motor can be brought close to the output torque characteristic of the internal combustion engine. Further, when the accelerator opening is smaller than a predetermined value and the clutch is in a disengaged state, the target output torque is set to a negative value. As a result, the lowering speed of the output shaft speed of the electric motor, which has a smaller inertial mass than the internal combustion engine and is difficult to lower the output shaft speed, can be made closer to the lowering speed of the output shaft speed of the internal combustion engine. Therefore, for example, during an upshift, the driving sensation when matching the input shaft rotation speed and the synchronous rotation speed of the manual transmission can be brought close to the driving sensation of a vehicle equipped with an internal combustion engine as a drive source. As a result, it is possible to provide a control device for an electric motor that can bring the driving sensation of a vehicle equipped with an electric motor as a driving source closer to the driving sensation of a vehicle equipped with an internal combustion engine as a driving source.

  In the control device for the electric motor according to the second invention, in addition to the configuration of the first invention, the setting means is configured such that when the accelerator opening is smaller than a predetermined value and the clutch is in the engaged state, the accelerator Means for setting the target output torque such that the opening is smaller than a predetermined value and smaller than the target output torque set when the clutch is in the released state is included.

  According to this configuration, after the clutch is brought into the engaged state from the released state, the negative target output torque is made smaller (the absolute value is made larger). Therefore, the braking force (engine brake) of a vehicle equipped with an electric motor as a drive source can be brought close to the engine brake of a vehicle equipped with an internal combustion engine as a drive source.

  In the electric motor control device according to the third invention, in addition to the configuration of the first or second invention, the setting means includes a plurality of maps having the accelerator opening and the output shaft rotational speed of the electric motor as parameters. Means for setting the target output torque according to a map selected according to the driver's operation is included.

  According to this configuration, the output torque characteristic of the electric motor can be changed according to the operation of the driver.

  In the control apparatus for the electric motor according to the fourth invention, in addition to the configuration of any one of the first to third inventions, when the clutch is in a released state while the vehicle is stopped, the output shaft rotational speed of the electric motor is Rotational speed control means for controlling the target rotational speed to be larger than zero is further provided.

  According to this configuration, the output shaft rotational speed of the electric motor can be made larger than zero while the vehicle is stopped. Therefore, idling of the internal combustion engine can be reproduced in a vehicle equipped with an electric motor as a drive source.

  In the electric motor control device according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the rotational speed control means is configured to output the rotational speed of the output shaft of the electric motor when the clutch is disengaged while the vehicle is stopped Means for executing feedback control in accordance with the difference between the output shaft rotational speed of the electric motor and the target rotational speed so that becomes the target rotational speed, and the clutch is disengaged while the vehicle is stopped, and When the output shaft rotational speed of the electric motor is larger than a predetermined rotational speed larger than the target rotational speed, means for increasing the gain in the feedback control is included.

  According to this configuration, when the output shaft rotational speed of the electric motor greatly exceeds the target rotational speed due to, for example, the vehicle being stopped by sudden braking, the output shaft rotational speed is likely to decrease to the target rotational speed. can do.

  In addition to the configuration of any one of the first to fifth inventions, the electric motor control device according to the sixth invention is in the engaged state and the manual transmission is in the neutral state while the vehicle is stopped. In this case, a stop control means for controlling the output shaft rotational speed of the electric motor to be zero is further provided.

  According to this configuration, when the driver does not intend to travel, the output shaft speed of the electric motor can be made zero. Therefore, wasteful power consumption can be suppressed.

  In the electric motor control device according to the seventh invention, in addition to the configuration of the sixth invention, the stop control means is operated so that the clutch is changed from the released state to the engaged state while the vehicle is stopped. And means for controlling the output shaft speed of the electric motor to become zero after a predetermined delay time has elapsed.

  According to this configuration, when the output shaft rotational speed of the electric motor is reduced from the target rotational speed to zero, the output shaft rotational speed of the electric motor is controlled to be zero after the delay time has elapsed. As a result, when the release and engagement of the clutch are repeated, hunting of the output shaft speed can be avoided.

  In the electric motor control device according to the eighth invention, in addition to the configuration of any one of the first to seventh inventions, any one of a plurality of gears is selected in the manual transmission, and the accelerator opening is When the vehicle speed is smaller than a predetermined value, the vehicle speed is lower than a predetermined vehicle speed, and the clutch is in an engaged state, the output shaft rotational speed of the electric motor is controlled to be a predetermined rotational speed. Means are further provided.

According to this configuration, it is possible to perform creep running with a low vehicle speed.
In addition to the configuration of any one of the first to eighth inventions, the control device for an electric motor according to the ninth invention provides an output torque of the electric motor when the output shaft rotational speed of the electric motor is greater than a predetermined rotational speed. Is further provided with means for controlling so that becomes zero.

  According to this configuration, over-rotation of the electric motor can be avoided.

It is a figure which shows a power train. It is a functional block diagram of ECU. It is a figure (the 1) which shows the map which defined the target output torque. FIG. 6 is a diagram (No. 2) showing a map that defines a target output torque. FIG. 6 is a diagram (No. 3) illustrating a map that defines a target output torque. It is a figure which shows the control aspect of an electric motor.

  With reference to FIG. 1, the power train 100 in this Embodiment is demonstrated. This vehicle is an FR (Front engine Rear drive) vehicle. In addition, vehicles other than FR, such as a front engine front drive (FF) vehicle, may be used.

  Power train 100 includes an electric motor 110, a manual transmission 120, a clutch 130, a propeller shaft 140, and a differential gear 150. The electric motor 110 is controlled by an ECU (Electronic Control Unit) 200.

  Electric motor 110 is, for example, a three-phase AC rotating electric machine. Electric power is supplied from the battery 114 to the electric motor 110 via the inverter 112. Electric energy regenerated by the electric motor 110 when the vehicle is decelerated or the like is supplied to the battery 114. That is, regenerative charging of the battery 114 is performed. Note that a capacitor may be used instead of the battery 114.

  When the output torque of the electric motor 110 is a positive value, the torque of the electric motor 110 acts in the direction in which the vehicle travels forward. Conversely, when the output torque of the electric motor 110 is a negative value, the torque of the electric motor 110 acts in the direction in which the vehicle travels backward. Moreover, when the output torque of the electric motor 110 is a negative value, the electric motor 110 performs regenerative power generation.

  The input shaft of manual transmission 120 is connected to the output shaft of electric motor 110 via clutch 130. The driver can select a gear from a plurality of gears by the manual transmission 120.

  Torque output from the manual transmission 120 is transmitted to the left and right rear wheels 160 via the propeller shaft 140 and the differential gear 150.

  The ECU 200 includes a position switch 202, an accelerator opening sensor 204, a brake switch 206, a clutch pedal switch 208, a motor rotational speed sensor 210, an input shaft rotational speed sensor 212, and an output shaft rotational speed sensor 214. It is connected via a harness.

  The position switch 202 detects the position of the shift lever 220. ECU 200 detects the gear selected by the driver based on the position of shift lever 220.

  The accelerator opening sensor 204 detects the opening of the accelerator pedal 222. The brake switch 206 detects the operation state of the brake pedal 224. When the brake pedal 224 is depressed by the driver, the brake switch 206 is turned on. When the driver removes his / her foot from the brake pedal 224, the brake switch 206 is turned off.

  The clutch pedal switch 208 detects the operation state of the clutch pedal 226. When the clutch pedal 226 is stepped on by the driver, the clutch pedal switch 208 is turned on. When the driver removes his / her foot from the clutch pedal 226, the clutch pedal switch 208 is turned off.

  Based on the state of clutch pedal 226, ECU 200 determines whether clutch 130 is in an engaged state or a released state. For example, when clutch pedal switch 208 is on, it is determined that clutch 130 is in a released state. When clutch pedal switch 208 is off, it is determined that clutch 130 is in an engaged state. The method for determining the state of the clutch 130 is not limited to this.

  The motor rotation speed sensor 210 detects the output shaft rotation speed of the electric motor 110. The input shaft speed sensor 212 detects the input shaft speed (output speed of the clutch 130) NI of the manual transmission 120. The output shaft speed sensor 214 detects the output shaft speed NO of the manual transmission 120. ECU 200 calculates the vehicle speed based on output shaft rotational speed NO of manual transmission 120. Note that the output shaft rotational speed NO of the manual transmission 120 may be used instead of the vehicle speed.

  ECU 200 receives signals sent from position switch 202, accelerator opening sensor 204, brake switch 206, clutch pedal switch 208, motor speed sensor 210, input shaft speed sensor 212, output shaft speed sensor 214, etc. The electric motor 110 is controlled based on a map and a program stored in a ROM (Read Only Memory).

  The ECU 200 will be further described with reference to FIG. Note that the functions of the ECU 200 described below may be realized by software, or may be realized by hardware.

  ECU 200 includes a torque control unit 300, a setting unit 302, a rotation speed control unit 304, a stop control unit 306, a start control unit 308, and a limiting unit 310.

  The torque control unit 300 performs control so that the actual output torque of the electric motor 110 becomes the target output torque. For example, the electric motor 110 is controlled by controlling the inverter 112. The target output torque is set by the setting unit 302.

  The setting unit 302 sets a target output torque of the electric motor 110 according to the accelerator opening and the output shaft rotational speed of the electric motor 110.

  The setting unit 302 sets a target output torque according to a map having the accelerator opening and the output shaft rotational speed of the electric motor 110 as parameters. Thereby, the output torque characteristic of the electric motor 110 can be determined arbitrarily. For example, when the accelerator opening is larger than a predetermined value (zero), a positive target output torque is set as shown in FIG.

  The positive target output torque is set to have characteristics similar to the output torque characteristics (torque curve) of the internal combustion engine. Therefore, the output torque characteristic of the electric motor 110 can be brought close to the output torque characteristic of the internal combustion engine.

  For example, the electric motor 110 can output the maximum torque when the output shaft rotational speed is zero, but if the output shaft rotational speed is not greater than a predetermined rotational speed greater than zero, a positive target output Torque is not set. That is, when the output shaft speed is zero, the target output torque is set to zero.

  By the way, the output shaft of the electric motor 110 rotates more smoothly than the crankshaft of the internal combustion engine. Therefore, it is less necessary to provide the electric motor 110 with a heavy flywheel for smoothing the rotation speed. The electric motor 110 has no pumping loss and mechanical loss due to the reciprocating motion of the piston. Therefore, the electric motor 110 has a smaller inertial mass than the internal combustion engine. Therefore, even when the power supply to the electric motor 110 is interrupted, the output speed of the electric motor 110 is less likely to be lower than that of the internal combustion engine.

  As a result, for example, when upshifting, the time required for the output shaft rotational speed of the electric motor 110 to fall to the synchronous rotational speed can be relatively long. Therefore, the driving sensation when upshifting can be unpleasant for the driver.

  Accordingly, the setting unit 302 determines that the target output torque when the accelerator opening is smaller than a predetermined value (for example, smaller than a threshold at which the accelerator opening can be determined to be zero) and the clutch 130 is in the released state. Is set to a negative value. More preferably, when the vehicle speed is equal to or higher than a predetermined speed A (“A” is a positive value), the accelerator opening is smaller than a predetermined value, and the clutch 130 is in the released state, the target output torque is Set to a negative value. The negative output torque is set to be smaller (the absolute value is larger) as the output shaft rotational speed is higher.

  As a result, the lowering speed of the output shaft speed of the electric motor, which has a smaller inertial mass than the internal combustion engine and is difficult to lower the output shaft speed, can be made closer to the lowering speed of the output shaft speed of the internal combustion engine. Therefore, for example, during an upshift, the driving sensation when matching the input shaft rotation speed and the synchronous rotation speed of the manual transmission 120 can be brought close to the driving sensation of a vehicle equipped with an internal combustion engine as a drive source.

  However, the absolute value of the torque necessary for reducing the output shaft rotational speed of the electric motor 110 is small. Therefore, the absolute value of the negative target output torque set when the accelerator opening is smaller than a predetermined value and the clutch 130 is in the released state is the friction torque of the internal combustion engine when the fuel cut is performed. It is determined to be smaller than the absolute value of.

  However, if the absolute value of the negative target output torque set when the accelerator opening is zero, the braking force by so-called engine braking can be reduced.

  Therefore, when the accelerator opening is smaller than a predetermined value (for example, smaller than a threshold value at which the accelerator opening can be determined to be zero) and the clutch 130 is in the engaged state, the setting unit 302 determines that FIG. As shown, the target output torque is set so that the accelerator opening is smaller than a predetermined value and smaller than the target output torque set when the clutch 130 is in the released state.

  Thus, after the clutch pedal 226 is operated so that the clutch 130 is engaged, the braking force (engine brake) of the vehicle on which the electric motor 110 is mounted as a driving source and the internal combustion engine is mounted as the driving source. It can be close to the engine brake of the vehicle.

  The target output torque of the electric motor 110 is set within a range in which the electric energy regenerated by the electric motor 110 can be charged in the battery 114. Even if the target output torque is set within a range in which the electric energy regenerated by the electric motor 110 can be charged in the battery 114, the braking force to be realized cannot be obtained, a mechanical brake (not shown) is used. The braking force is compensated.

  The setting unit 302 sets the target output torque according to a map selected according to the driver's operation among a plurality of maps having the accelerator opening and the output shaft rotational speed of the electric motor 110 as parameters. Thereby, the output torque characteristic of the electric motor 110 can be changed according to a driver | operator's operation.

  For example, when the driver turns on a power switch or the like, as shown in FIG. 5, a map in which a larger positive target output torque is set than when the power switch is off is used. Further, in the map shown in FIG. 5, a negative target output torque smaller than that when the power switch is off is set. That is, when the power switch is on, the absolute value of the target output torque is increased compared to when the power switch is off.

  Returning to FIG. 2, when the clutch 130 is in a released state while the vehicle is stopped, the rotation speed control unit 304 controls the output shaft rotation speed of the electric motor 110 to be a target rotation speed larger than zero. . For example, by executing feedback control according to the difference between the output shaft rotational speed of the electric motor 110 and the target rotational speed, the output shaft rotational speed of the electric motor 110 is controlled to become the target rotational speed. Further, when the vehicle speed is equal to or lower than a predetermined vehicle speed and the clutch 130 is in the released state, feedback control for setting the output shaft rotational speed of the electric motor 110 to the target rotational speed is executed.

  For example, the target rotational speed is determined to be approximately the same as the idle rotational speed of the internal combustion engine. Thus, when the driver steps on the clutch pedal 226 while the vehicle is stopped, idling of the internal combustion engine can be reproduced in a vehicle equipped with the electric motor 110 as a drive source.

  By the way, when the vehicle stops with the accelerator opening being zero and the clutch 130 being released due to sudden braking or the like, the output shaft rotational speed of the electric motor 110 may greatly exceed the target rotational speed. obtain.

  Therefore, in order to quickly converge the output shaft rotational speed of the electric motor 110 to the target rotational speed, the rotational speed control unit 304 is in a state where the clutch is disengaged and the output shaft rotational speed of the electric motor 110 is stopped while the vehicle is stopped. Is larger than a predetermined rotational speed greater than the target rotational speed, the gain in the feedback control is increased.

  For example, when the output shaft rotational speed of the electric motor 110 is higher than the target rotational speed by a value X (X is a positive value), the gain of the proportional term in the feedback control is increased.

  When the output shaft rotational speed of the electric motor 110 decreases to a rotational speed that is larger than the target rotational speed by a value Y (Y is a positive value smaller than X), the gain of the proportional term in the feedback control is restored.

  Thereby, when the output shaft rotational speed of the electric motor 110 is significantly higher than the target rotational speed, the output shaft rotational speed can be easily reduced to the target rotational speed. Therefore, it is possible to improve the convergence of the output shaft rotational speed.

  The stop control unit 306 controls the output shaft speed of the electric motor 110 to be zero when the clutch 130 is in an engaged state and the manual transmission 120 is in a neutral state while the vehicle is stopped. That is, power supply to the electric motor 110 is interrupted. Thereby, when the driver does not intend to travel, the output shaft rotational speed of the electric motor 110 can be made zero by cutting off the power supply to the electric motor 110. Therefore, wasteful power consumption can be suppressed.

  When the remaining capacity of the battery 114 has a margin, that is, when the battery 114 can be charged, the electric motor 110 is executed by executing feedback control until the output shaft rotational speed of the electric motor 110 becomes zero. Regenerative power generation is performed.

  When the battery 114 can be charged, the output shaft rotational speed of the electric motor 110 is naturally reduced to zero by cutting off the power supply to the electric motor 110.

  As described above, when the clutch 130 is released from the engaged state while the vehicle is stopped, the feedback control is executed so that the output shaft rotational speed of the electric motor 110 becomes the target rotational speed. Therefore, when the clutch 130 is further engaged from the disengaged state, the power supply to the electric motor 110 is interrupted again, so that the output shaft rotational speed can be hunted.

  Therefore, when the clutch is operated so that the clutch is changed from the disengaged state to the engaged state while the vehicle is stopped, the output shaft rotational speed of the electric motor becomes zero after a predetermined delay time elapses. Control to become. Thereby, when the release and engagement of the clutch 130 are repeated, hunting of the output shaft speed can be avoided.

  The start control unit 308 is a threshold at which one of a plurality of gears is selected in the manual transmission 120 and the accelerator opening is smaller than a predetermined value (for example, the accelerator opening is zero). When the vehicle speed is smaller than a predetermined vehicle speed A and the clutch is engaged, the output shaft rotational speed of the electric motor 110 is set to a predetermined rotational speed (for example, the target rotational speed described above). Control to be.

  That is, when the clutch 130 is gradually engaged by the driver's operation from the state where the output shaft rotational speed of the electric motor 110 is controlled to the target rotational speed by feedback control, the accelerator opening is zero. As long as the vehicle speed reaches a predetermined vehicle speed A, the output torque of the electric motor 110 is increased so as to maintain the output shaft rotational speed of the electric motor 110 at the target rotational speed. Thereby, creep running can be performed in a state where the vehicle speed is low.

  The limiter 310 controls the output torque of the electric motor 110 to be zero when the output shaft rotational speed of the electric motor 110 is greater than a predetermined limit value. For example, the output torque of the electric motor 100 is controlled to be zero by cutting off the power supply to the electric motor 110. Thereby, over-rotation of the electric motor 110 can be avoided.

  When the output shaft rotational speed of the electric motor 110 decreases to a predetermined rotational speed lower than the limit value, the power supply to the electric motor 110 is resumed.

  FIG. 6 shows a control mode of the electric motor 110. “N” in FIG. 6 means “neutral state”. “Non-N” means “a state where any one of a plurality of gears is selected”. “A” is a positive value.

  In the present embodiment, by controlling electric motor 110 in the above-described manner, the driving sensation of a vehicle equipped with electric motor 110 as a driving source is brought closer to the driving sensation of a vehicle equipped with an internal combustion engine as a driving source. Can do.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 power train, 110 electric motor, 112 inverter, 114 battery, 120 manual transmission, 130 clutch, 140 propeller shaft, 150 differential gear, 160 rear wheel, 200 ECU, 202 position switch, 204 accelerator opening sensor, 206 brake switch 208 clutch pedal switch, 210 motor speed sensor, 212 input shaft speed sensor, 214 output shaft speed sensor, 220 shift lever, 222 accelerator pedal, 224 brake pedal, 226 clutch pedal, 300 torque control section, 302 setting section , 304 Rotational speed control unit, 306 Stop control unit, 308 Start control unit, 310 Limiting unit.

Claims (9)

A control device for an electric motor mounted as a drive source in a vehicle and connected to a manual transmission via a clutch,
Setting means for setting the target output torque of the electric motor according to the accelerator opening and the output shaft rotational speed of the electric motor;
Control means for controlling the actual output torque of the electric motor to be the target output torque,
The setting means includes a means for setting the target output torque to be a negative value when the accelerator opening is smaller than a predetermined value and the clutch is in a released state. apparatus.   When the accelerator opening is smaller than the predetermined value and the clutch is engaged, the setting means has an accelerator opening smaller than the predetermined value and the clutch is in a disengaged state. The control apparatus for an electric motor according to claim 1, further comprising means for setting the target output torque so as to be smaller than the target output torque set in the case.   The setting means is means for setting the target output torque according to a map selected in accordance with a driver's operation among a plurality of maps having the accelerator opening and the output shaft rotational speed of the electric motor as parameters. The control apparatus of the electric motor of Claim 1 or 2 containing this.   A rotation speed control means for controlling the output shaft rotation speed of the electric motor to be a target rotation speed larger than zero when the clutch is in a released state while the vehicle is stopped. The control apparatus of the electric motor in any one of 1-3. The rotation speed control means includes
The difference between the output shaft rotational speed of the electric motor and the target rotational speed so that the output shaft rotational speed of the electric motor becomes the target rotational speed when the clutch is in a released state while the vehicle is stopped. Means for executing feedback control according to
When the vehicle is stopped, when the clutch is in a disengaged state and the output shaft rotational speed of the electric motor is larger than a predetermined rotational speed larger than the target rotational speed, the gain in the feedback control is increased. The electric motor control device according to claim 4, comprising means for enlarging.   Stop control means for controlling the output shaft rotational speed of the electric motor to be zero when the clutch is in an engaged state and the manual transmission is in a neutral state while the vehicle is stopped. Furthermore, the control apparatus of the electric motor in any one of Claims 1-5 provided.   When the clutch is operated so that the clutch changes from the disengaged state to the engaged state while the vehicle is stopped, the output shaft rotational speed of the electric motor is set after a predetermined delay time has elapsed. The control device for an electric motor according to claim 6, comprising means for controlling to become zero.   One of a plurality of gears is selected in the manual transmission, the accelerator opening is smaller than a predetermined value, the vehicle speed is smaller than a predetermined vehicle speed, and the clutch is in an engaged state. In this case, the electric motor control device according to any one of claims 1 to 7, further comprising means for controlling the output shaft rotational speed of the electric motor to be a predetermined rotational speed.   The apparatus according to any one of claims 1 to 8, further comprising means for controlling the output torque of the electric motor to be zero when the output shaft rotational speed of the electric motor is larger than a predetermined rotational speed. Electric motor control device.

Images