JP3826204B2 - Electric vehicle tangential force coefficient estimation device - Google Patents

Description

上記（６）〜（８）式から、
Ｔｒｑｍ−Ｔｍ１＝〔μ (Ｖｓ）・Ｗ・ｇ・ｒ〕／Ｒｇ・・・・・・（９）
が得られる。
ここで、Ｔｒｑｍ−Ｔｍ１を負荷外乱と見なせば、図１に破線で示す最小次元外乱オブザーバ１を構成し、その出力Ｆμを係数器２に入力することによって、（１０）式のように接線力係数の推定値μｅが求められる。

ここに、ｓ: ラプラス演算子、ａ: 外乱オブザーバの極であり、極ａの逆数はオブザーバの推定遅れの時定数を意味している。
である。
【００１７】
図２は、外乱オブザーバの極ａを変えた場合の接線力係数の推定シミュレーション結果の例を示す特性図であって、図４に示すような接線力係数の特性を仮定して、指令トルクをランプ関数状に増大させていったときの結果を示している。
図２において、接線力係数は真値μ（Ｖｓ）を、また接線力係数の推定誤差は接線力係数μ（Ｖｓ）と接線力係数の推定値μｅの差を表しており、図示の如く、外乱オブザーバの極が５０００の場合と１００の場合共に、接線力係数の真値μ（Ｖｓ）に接線力係数の推定値μｅが良く追従していて、その推定誤差は非常に小さく、高い精度で接線力係数が推定できていることが分かる。
【００１８】
このように外乱オブザーバによって接線力係数の推定値μｅを時々刻々演算し、このμｅに対応したトルクを指令して主電動機で発生するように制御することによって、接線力をピーク点近傍に維持する制御が可能になる。接線力がピーク点近傍にあるか、ピーク点のどちら側にあるかを判別するには図６のように接線力係数の推定値である係数器２の出力に微分器１１及び符号判別器１２とを設け、その出力が正値、負値、零値を判定すればよい。接線力係数の微分値はｄμ（Ｖｓ）／ｄＶｓで表されるが、この式は｛ｄμ（Ｖｓ）／ｄｔ｝／｛ｄＶｓ／ｄｔ｝と変形される。ただしｄｔは時間微分である。すなわち前記微分器１１は｛ｄμ（Ｖｓ）／ｄｔ｝を出力する。接線力係数の微分値の符号により現在の接線力係数の状態を正確に評価することができる。接線力係数を推定する最小次元外乱オブザーバはローパスフィルタの機能があるので、微分演算に対してはある程度ノイズを抑制したものになっている。ここで接線力係数の微分は無次元化された出力情報を基に演算せず、負荷トルク推定器または接線力推定器の出力を歯車比、車輪径、軸重を乗除せずに微分しても等価な情報が得られる。この微分値の符号により現在の接線力係数の状態を正確に評価する方法は前記軸重が変動する場合にも図６の実施方法により適用可能であることはいうまでもない。
【００１９】
【発明の効果】
以上に説明したように本発明によれば、時々刻々接線力係数を精度良く推定できるので、この推定値を用いて主電動機のトルク制御を行うことによって、接線力のピーク点近傍に発生トルクを維持することができ、良好な乗り心地を維持しつつ粘着力の有効利用が可能となり、実用上、極めて有用性の高いものである。
【図面の簡単な説明】
【図１】本発明の請求項１記載の実施例を示すブロック図である。
【図２】外乱オブザーバによる接線力係数推定のシミュレーション例を示す特性図である。
【図３】従来の空転・滑走検出時の接線力係数の推定値をもとに再粘着制御した場合の接線力の推移を示す図である。
【図４】すべり速度に対する車輪・レール間の接線力特性の例を示す図である。
【図５】本発明の請求項２記載の実施例を示すブロック図である。
【図６】本発明の請求項３記載の実施例を示すブロック図である。
【符号の説明】
１ 最小次元外乱オブザーバ
２、４，５，８ 係数器
３、７ 加算器
６ 積分器
９ 係数器（可変）
１０ 除算器
１１ 微分器
１２ 符号判別器
Ｔｒｑｍ 主電動機発生トルクの演算値あるいは計測値
ωｍｉ 主電動機回転子軸系の入力トルクに対応した主電動機の回転角速度
Ｊｍ 主電動機回転子軸に換算した回転系の全慣性モーメント
ａ 最小次元外乱オブザーバの極
ｓ ラプラス演算子
Ｔｌ 負荷トルクまたは車両加速トルク成分の推定値
Ｆμ 接線力の推定値
μ（Ｖｓ）接線力係数
μｅ 接線力係数の推定値
Ｒｇ 歯車比
Ｗ 軸重
ｇ 重力加速度
ｒ 動輪半径[0001]
[Technical field to which the invention belongs]
The present invention relates to an electric vehicle tangential force coefficient estimation device required to realize a re-adhesion control method that effectively uses adhesive force of an electric vehicle.
[0002]
[Prior art]
An electric vehicle performs acceleration / deceleration by a tangential force (also referred to as adhesive force) between wheels and rails. This tangential force generally has a characteristic as shown by a broken line in FIG. 4 with respect to a sliding speed. . The tangential force divided by the axial weight (vertical load applied to the rail per axle) is called the tangential force coefficient, and the maximum tangential force divided by the axial weight is called the adhesion coefficient. As shown in the figure, when the main motor generates torque that does not exceed the maximum value of the tangential force, idling and sliding do not occur, and the electric vehicle runs at a small sliding speed on the left side of the maximum value of the tangential force. . If a torque greater than the maximum value is generated, the slip speed increases and the tangential force decreases, so the slip speed increases and the slipping state increases.However, when the wheels and rails are dry, the torque generated by the main motor is Since the vehicle performance is set so as not to exceed the maximum value of the tangential force, idling and sliding do not occur.
[0003]
However, as shown by the solid line, when the rail surface is wet due to rain or the like, the adhesion coefficient decreases and the maximum value of the tangential force becomes smaller than the generated torque of the main motor corresponding to the set performance of the vehicle. In this case, the slip speed increases and the vehicle is idling. If left as it is, the tangential force decreases correspondingly, and the acceleration force required to accelerate the vehicle further decreases. It is necessary to detect and re-adhere the torque generated by the main motor. When re-adhesion is performed by controlling the torque in this way, it is possible to control the electric motor so that the torque generated by the main motor is as close to the maximum value of the tangential force as possible while suppressing the sliding speed to a small value. Necessary for improving deceleration performance.
[0004]
As a device for realizing such re-adhesion control, the rotational frequency (rotational speed) of the main motor is detected, and the time change rate, that is, the dynamic axis acceleration is obtained to detect idling / sliding and The adhesion coefficient is estimated by estimating the decrease from the adhesion coefficient corresponding to the main motor torque at that time from the axial acceleration, and the torque corresponding to the adhesion coefficient estimated after re-adhesion is generated in the main motor. There is an adhesion control device.
[0005]
[Problems to be solved by the invention]
However, in the case of this device, in order to reliably detect idling / sliding without erroneous detection, it is particularly necessary to suppress the fluctuation of each calculation point of the axial acceleration to be small, and the calculation interval of the axial acceleration is lengthened. Is commonly used. As a result, a large delay occurs in the calculation of the axial acceleration, and the idle / slide speed increases at the time of idle / slide detection due to the relationship with the threshold for reliably detecting idle / slide, as shown in FIG. Even if the adhesion coefficient is estimated at that time, actually, the tangential force coefficient when the sliding speed is increased is estimated instead of the adhesion coefficient, which is smaller than the adhesion coefficient.
[0006]
Further, even if the axial acceleration is calculated with such a large delay, the estimated value of the tangential force coefficient also varies greatly because the calculated value of the axial acceleration for each calculation time varies greatly. Since re-adhesion control is performed using this tangential force coefficient, torque control near the maximum value of the tangential force coefficient cannot be realized. Furthermore, in order to reduce slip speed after detecting idling / sliding, that is, in order to re-adhere, by reducing the torque generated in the main motor, it is controlled to return to the torque equivalent to the estimated adhesion coefficient It is considered that the ride comfort deteriorates. As described above, the conventional method for estimating the tangential force coefficient cannot realize the re-adhesion control capable of effectively using the adhesive force while maintaining a good riding comfort.
[0007]
As described above, in order to suppress the fluctuation of the axial acceleration at each calculation time point, a method of detecting idling / sliding using the axial acceleration obtained by increasing the calculation time interval and estimating the tangential force coefficient at that time Therefore, it is only possible to estimate the tangential force coefficient when the idling / sliding is large, that is, when the sliding speed is large, because only the tangential force at the time of idling / sliding detection can be estimated and the sensitivity to the idling / sliding detection in general. Therefore, even if the re-adhesion control is performed using the estimated value of the tangential force, the torque corresponding to the maximum value of the tangential force cannot be generated. In addition, since it is intermittent control that controls torque by detecting idling / sliding, there is a tendency to deteriorate the ride comfort.
The present invention was devised in view of the above points, and the object of the present invention is to solve these drawbacks and to accurately estimate the tangential force coefficient for each calculation time point of the rotational angular velocity of the main motor. Providing a tangential force coefficient estimation device for an electric vehicle capable of realizing re-adhesion control that enables effective use of adhesive force while maintaining good riding comfort by performing torque control using this estimation method There is to do.
[0008]
[Means for Solving the Problems]
In other words, the means to achieve that purpose is
The first coefficient unit 4 that multiplies the rotation angular velocity information of the main motor shaft of the electric vehicle by the total inertia of the rotating system converted to the motor rotor shaft, and the gain constant of the integrator 6 is added to the output information of the coefficient unit 4 An input adder 3 that includes a second coefficient unit 5 to be multiplied, uses the second coefficient unit output information as the first information, and adds second information that is a calculated value or a measured value of the torque generated by the main motor. And the integrator 6 having the output information of the adder 3 as input information, and the integrator output obtained by feeding back the information obtained by inverting the sign of the integrator output to the input adder 3 as third information. The main motor load torque estimator 1 is constituted by the output adder 7 for adding the third information and the information obtained by inverting the sign of the first information, and the load torque estimation information is set to the fourth information. Information, and the fourth information includes the reduction gear ratio, the inverse value of the driving wheel radius, and the inverse value of the driving wheel equivalent load. Estimating a tangential force coefficient of the electric vehicle from the third coefficient unit 2 which to multiply.
[0009]
The load torque estimator 1 is called a so-called minimum dimension disturbance observer, and when the parameters of the motor, such as the load torque or inertia and viscosity, change stepwise, these can be collectively estimated as load disturbances. .
The disturbance observer is known as a disturbance suppression policy of the servo motor control system, and its principle is disclosed in the following paper.
Literature name: Kiyoshi Oishi, Kohei Onishi, Kunio Miyachi (Keio University): “Torque control of separately excited DC machines using observers”, IEEJ rotating machine workshop data, RM-82-33, 1982-2
[0010]
Even if the mechanical parameter changes in a complicated form instead of a step form, if the change is slow, it can be estimated by a minimum dimensional disturbance observer as a stack of minute step changes. By the way, the component that contributes to the acceleration of the vehicle in the generated torque of the electric motor is the remainder obtained by subtracting the torque component that accelerates the rotating portion such as the motor rotor itself, the reduction gear, and the drive wheels from the generated torque. That is, the output of the disturbance estimator 1 is nothing but a component that accelerates the vehicle. In order to express the acceleration torque component by the driving wheel circumferential tangential force, the reduction gear ratio is multiplied and divided by the driving wheel radius. The tangential force coefficient is obtained by further dividing the wheel peripheral tangential force obtained here by the wheel axle conversion load. Alternatively, the tangential force coefficient can be estimated by installing a third coefficient unit 2 that multiplies the disturbance observer output, that is, the fourth information by a reduction gear ratio, a moving wheel radius reciprocal value, a moving wheel shaft equivalent load reciprocal value, and the like. it can.
[0011]
Further, when estimating the tangential force coefficient of the electric vehicle, the third coefficient unit 2 uses the axial weight as a constant. However, the axle load of an electric vehicle fluctuates when the number of passengers changes. Therefore, if the following configuration is adopted, the correct tangential force coefficient can be obtained even if the axle load of the electric vehicle fluctuates, that is, the calculated or measured value of the rotational angular velocity of the main motor and the generated torque of the main motor is obtained. In a method for estimating a tangential force coefficient of an electric vehicle as input information, a first coefficient unit 4 that multiplies the rotational angular velocity information of the main motor shaft by a rotation system inertia converted to the motor rotor shaft, and the coefficient unit 4 The second coefficient unit 5 that multiplies the output information by the gain constant of the integrator 6, and the second coefficient unit output information is the first information, and is a measured value or a calculated value of the torque generated by the main motor. An input adder 3 for adding the second information, an integrator 6 using the output information of the adder 3 as input information, and information obtained by inverting the sign of the integrator output is fed back to the input adder 3 The obtained integrator output is the third information, The output adder 7 adds the third information and the information obtained by inverting the sign of the first information, and the output adder output information is the fourth information. The fourth information includes the reduction gear ratio and the inverse value of the driving wheel radius. And a fourth coefficient unit 8 for multiplying the electric wheel driving wheel circumferential tangential force estimator and the driving wheel circumferential tangential force estimator output information as fifth information, and the fifth information includes the driving wheel shaft load. By constructing a device comprising a fifth coefficient unit 9 that multiplies the reciprocal number, the tangential force coefficient of the electric vehicle can be estimated.
[0012]
Further, when the tangential force coefficient reaches the maximum value, the differential value of the tangential force coefficient becomes zero, so this can be known by providing a means for differentiating the estimated tangential force coefficient. That is, in a method for estimating a tangential force coefficient of an electric vehicle by using, as input information, a rotational angular velocity of a main motor shaft of the electric vehicle and a calculated value or a measured value of torque generated by the main motor, the motor is included in the rotational angular velocity information of the main motor shaft. A first coefficient unit 4 that multiplies the rotation system inertia converted to the rotor shaft; and a second coefficient unit 5 that multiplies the output information of the coefficient unit 4 by a gain constant of an integrator 6. The input adder 3 adds the second information which is the measured or calculated value of the torque generated by the main motor, and the integrator which uses the output information of the adder 3 as input information. 6, the integrator output obtained by feeding back the information obtained by inverting the sign of the integrator output to the input adder 3 is the third information, and the information obtained by inverting the sign of the third information and the first information. And an output adder 7 for adding A load torque estimator; and a third coefficient unit 2 that uses the load torque estimation information as fourth information, and multiplies the fourth information by a reduction gear ratio, a moving wheel radius reciprocal value, and a driving wheel equivalent load reciprocal value. If the apparatus comprising the differentiator 11 for differentiating the output of the third coefficient unit 2 and the sign of the differentiator output and the zero discrimination means 12 is configured, the tangential force coefficient estimation of the electric vehicle and the tangential force coefficient are maximized. The point in time when the value is reached can be estimated. Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a block line showing a basic configuration of tangential force coefficient estimation using a minimum dimensional disturbance observer, and corresponds to the first embodiment of the first aspect. FIG. 2 is a diagram showing a simulation result of tangential force coefficient estimation based on the principle of FIG. 1, and FIG. 3 is a graph of tangential force in the case of performing re-adhesion control based on the estimated value of the tangential force coefficient at the time of conventional idling / sliding detection. FIG. 4 is a diagram showing a transition, and FIG. 4 is a diagram showing an example of a tangential force characteristic between a wheel and a rail with respect to a sliding speed. FIGS. 5 and 6 are block diagrams showing another embodiment according to claims 2 and 3 of the present invention.
In FIG. 1, the main motor generated torque Trqm and the rotational angular velocity ωmi are input to estimate the vehicle acceleration torque Tl by the minimum dimension disturbance observer 1, and the result is the coefficient Rg / (W · g · r) of the third coefficient unit 2. A device that multiplies and estimates the tangential force coefficient μe of the electric vehicle. In FIG. 1, the main information obtained by multiplying the main motor rotational angular velocity input ωmi by the coefficient Jm of the first coefficient unit 4 and the coefficient a of the second coefficient unit 5 is used as the first information, and this first information is input to the adder 3. To do. Further, an input of the calculated value or measured value Trqm of the main motor generated torque is input to the adder 3 as second information, and a signal obtained by inverting the sign of the output of the integrator 6 is fed back and input to the adder 3. The output of the integrator 6 is input to the next adder 7 as third information, and the sign of the first information is inverted and input to the adder 7. Thus, the load torque or the vehicle acceleration torque component Tl is obtained. This vehicle acceleration torque component Tl is set as fourth information. The fourth information is multiplied by the coefficient Rg / (W · g · r) by the third coefficient unit 2 to obtain an estimated value μe of the tangential force coefficient.
[0014]
FIG. 5 shows a means for taking into account the fact that the axle load W changes depending on the load of the vehicle and reflecting this in the estimated value μe of the tangential force coefficient as a third input. That is, the coefficient of the coefficient unit 2 is divided into a constant term Rg / r and a variable 1 / (W · g), and the tangential force Fμ obtained by multiplying the vehicle acceleration torque component Tl by the constant term Rg / r is used as the fifth information. By dividing the fifth information Fμ by W · g or multiplying by the inverse 1 / (W · g), the estimated value μe of the tangential force coefficient in consideration of the change in the loaded load is obtained. FIG. 5 shows an example of means for multiplying the reciprocal 1 / (W · g) of the variable axle load, but this can also be realized by means for dividing W · g.
FIG. 6 shows a means based on the torque disturbance observer 1, but if the motor-generated torque Trqm input and the rotational angular velocity ωmi input are previously multiplied by a constant term Rg / r, the estimator itself becomes a driving wheel circumferential tangential force observer. Needless to say, such a device is equivalent to the method using the torque disturbance observer 1 of FIG.
[0015]
Next, the operation of this embodiment will be described.
When the entire vehicle is represented by a single-axis model, the following relational expressions (1) to (7) are obtained.
M · dVt / dt = μ (Vs) · W · g-Rv (1)
J · dωd / dt = T−μ (Vs) · W · g · r (2)
Vs = Vd−Vt (3)
Trqm = Jm · dωmi / dt (4)
Tm1 = Jm1 · dωm1 / dt (5)
Trqm · Rg = T (6)
Tm1 ・ Rg = T1 (7)
here,
Vt: Vehicle traveling speed, Vd: Driving wheel peripheral speed, Vs: Sliding speed (difference between driving wheel peripheral speed and vehicle speed), Rv: Train running resistance, M: Weight of entire train converted to one driving wheel axis, μ (Vs): Tangential force coefficient, W: Shaft weight, g: Gravity acceleration, r: Driving wheel radius, Rg: Gear ratio, T: Dynamic shaft input torque, T1: Dynamic shaft output torque, Trqm: Input around the main motor shaft Torque, Tm1: Output torque around the main motor shaft, J: Moment of inertia around the wheel shaft, Jm: Moment of inertia around the rotating shaft converted to the motor shaft (corresponding to the input torque), Jm1: Around the main motor shaft Moment of inertia (corresponding to input torque), ωd: Driving wheel shaft angular velocity generated by dynamic shaft output torque, ωmi: Rotational angular velocity of main motor corresponding to input torque around main motor shaft, ωm1: Output around main motor shaft Which is a rotation angular velocity of the main motor corresponding to the torque.
[0016]
further,

From the above formulas (6) to (8),
Trqm−Tm1 = [μ (Vs) · W · g · r] / Rg (9)
Is obtained.
Here, if Trqm−Tm1 is regarded as a load disturbance, the minimum dimension disturbance observer 1 indicated by a broken line in FIG. 1 is configured, and its output Fμ is input to the coefficient unit 2 to obtain a tangent line as shown in equation (10). An estimated value μe of the force coefficient is obtained.

Here, s: Laplace operator, a: pole of disturbance observer, and the reciprocal of pole a means the time constant of the estimated delay of the observer.
It is.
[0017]
FIG. 2 is a characteristic diagram showing an example of a simulation result of estimation of the tangential force coefficient when the pole a of the disturbance observer is changed. Assuming the characteristic of the tangential force coefficient as shown in FIG. The result is shown when the ramp function is increased.
In FIG. 2, the tangential force coefficient represents the true value μ (Vs), and the tangential force coefficient estimation error represents the difference between the tangential force coefficient μ (Vs) and the estimated value of the tangential force coefficient μe. In both cases where the disturbance observer pole is 5000 and 100, the estimated value μe of the tangential force coefficient closely follows the true value μ (Vs) of the tangential force coefficient, and the estimation error is very small and highly accurate. It can be seen that the tangential force coefficient can be estimated.
[0018]
In this manner, the estimated value μe of the tangential force coefficient is calculated momentarily by the disturbance observer, and the tangential force is maintained near the peak point by controlling the torque corresponding to this μe to be generated by the main motor. Control becomes possible. In order to determine whether the tangential force is in the vicinity of the peak point or on which side of the peak point, the differentiator 11 and the sign discriminator 12 are added to the output of the coefficient unit 2 which is an estimated value of the tangential force coefficient as shown in FIG. And the output is determined to be a positive value, a negative value, or a zero value. The differential value of the tangential force coefficient is expressed by dμ (Vs) / dVs, but this expression is modified as {dμ (Vs) / dt} / {dVs / dt}. Where dt is a time derivative. That is, the differentiator 11 outputs {dμ (Vs) / dt}. The state of the current tangential force coefficient can be accurately evaluated by the sign of the differential value of the tangential force coefficient. Since the minimum-dimensional disturbance observer that estimates the tangential force coefficient has a function of a low-pass filter, noise is suppressed to some extent for the differential operation. Here, differentiation of the tangential force coefficient is not calculated based on the non-dimensional output information, and the output of the load torque estimator or tangential force estimator is differentiated without dividing the gear ratio, wheel diameter, and axle load. Equivalent information can be obtained. It goes without saying that the method of accurately evaluating the current state of the tangential force coefficient by the sign of the differential value can be applied by the implementation method of FIG. 6 even when the axial load varies.
[0019]
【The invention's effect】
As described above, according to the present invention, the tangential force coefficient can be accurately estimated from moment to moment. Therefore, by using this estimated value to control the torque of the main motor, the generated torque is increased near the peak point of the tangential force. It can be maintained, and the adhesive force can be effectively used while maintaining a good riding comfort, which is extremely useful in practice.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an embodiment according to claim 1 of the present invention;
FIG. 2 is a characteristic diagram showing a simulation example of tangential force coefficient estimation by a disturbance observer.
FIG. 3 is a diagram showing a transition of tangential force when re-adhesion control is performed based on an estimated value of a tangential force coefficient at the time of conventional idling / sliding detection.
FIG. 4 is a diagram illustrating an example of a tangential force characteristic between a wheel and a rail with respect to a sliding speed.
FIG. 5 is a block diagram showing an embodiment according to claim 2 of the present invention;
FIG. 6 is a block diagram showing an embodiment of the third aspect of the present invention.
[Explanation of symbols]
1 Minimum dimension disturbance observer 2, 4, 5, 8 Coefficient unit 3, 7 Adder 6 Integrator 9 Coefficient unit (variable)
10 Divider 11 Differentiator 12 Sign discriminator Trqm Calculated or measured value of main motor generated torque ωmi Rotational angular velocity of main motor corresponding to input torque of main motor rotor shaft system Jm Rotating system converted to main motor rotor shaft Total moment of inertia a P of minimum dimension disturbance observer Laplace operator Tl Estimated value of load torque or vehicle acceleration torque component Fμ Estimated tangential force μ (Vs) Tangential force coefficient μe Estimated tangential force coefficient Rg Gear ratio W Axle weight g Gravity acceleration r Driving wheel radius

Claims (3)

An apparatus for estimating a tangential force coefficient of an electric vehicle by using, as input information, a rotational angular velocity of a main motor shaft of the electric vehicle and a calculated value or a measured value of a generated torque of the main motor. A first coefficient unit 4 that multiplies the rotation system inertia converted into an axis; and a second coefficient unit 5 that multiplies the output information of the coefficient unit 4 by the same gain constant of the integrator 6. The coefficient adder output information is the first information, the input adder 3 for adding the second information which is the calculated value or the measured value of the torque generated by the main motor, and the output information of the adder 3 is the input information. The output of the integrator 6 and the integrator 6 obtained by feeding back the information obtained by inverting the output code of the integrator 6 to the input adder 3 is used as the third information, and the third information and the first information And an output adder 7 for adding the information with the sign inverted. Motor load torque estimator 1 and a third coefficient unit that uses the load torque estimation information as fourth information and multiplies the fourth information by a reduction gear ratio, a moving wheel radius reciprocal value, and a driving wheel shaft converted load reciprocal value. A tangential force coefficient estimation device for an electric vehicle comprising two. An apparatus for estimating a tangential force coefficient of an electric vehicle by using, as input information, a rotational angular velocity of a main motor shaft of the electric vehicle and a calculated value or a measured value of a generated torque of the main motor. A first coefficient unit 4 that multiplies the rotation system inertia converted into an axis, and a second coefficient unit 5 that multiplies the output information of the coefficient unit 4 by a gain constant of an integrator 6, and the second coefficient unit An input adder 3 for adding output information as first information and adding second information, which is a measured value or a calculated value of torque generated by the main motor, and an integrator having output information from the adder 3 as input information 6 and the output of the integrator 6 obtained by feeding back the information obtained by inverting the sign of the output of the integrator 6 to the input adder 3 as the third information, and the sign of the third information and the first information Output adder 7 for adding the inverted information and the output adder output A fourth coefficient unit 8 that multiplies the fourth information by a reduction gear ratio and a reciprocal value of the moving wheel radius, and A tangential force coefficient estimation device for an electric vehicle comprising a fifth coefficient unit 9 that uses the tangential force estimator output information as fifth information and multiplies the fifth information by the reciprocal of the driving wheel axle load. An apparatus for estimating a tangential force coefficient of an electric vehicle by using, as input information, a rotational angular velocity of a main motor shaft of the electric vehicle and a calculated value or a measured value of a generated torque of the main motor. A first coefficient unit 4 that multiplies the rotation system inertia converted into an axis, and a second coefficient unit 5 that multiplies the output information of the coefficient unit 4 by a gain constant of an integrator 6, and the second coefficient unit An input adder 3 that adds output information as first information, adds second information that is a measured value or a calculated value of torque generated by the main motor, and an integrator that uses the output information of the adder 3 as input information 6 and the output of the integrator 6 obtained by feeding back the information obtained by inverting the sign of the output of the integrator 6 to the input adder 3 as third information, and the sign of the third information and the first information And an output adder 7 for adding information obtained by inverting The machine load torque estimator 1 and a third coefficient unit that uses the load torque estimation information as fourth information and multiplies the fourth information by a reduction gear ratio, a moving wheel radius reciprocal value, and a driving wheel shaft converted load reciprocal value. 2, an electric vehicle tangential force coefficient estimation device comprising a differentiator 11 for differentiating the output of the third coefficient unit 2, a sign of the output of the differentiator, and a zero discrimination means 12.

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