JP4727597B2 - Electric vehicle control device and electric vehicle control method - Google Patents

Description

  The present invention relates to an electric vehicle control device and an electric vehicle control method for individually controlling torque of each electric motor of an electric vehicle.

  Electric vehicles (powered vehicles) such as trains and electric locomotives are accelerated and decelerated by tangential force (also referred to as adhesive force) between wheels and rails. If the generated torque of the electric motor is within the tangential force range, the cohesive running is performed, but if the tangential force is exceeded, idling or sliding occurs.

In order to maintain the adhesion performance, it is necessary to obtain a tangential force. Generally, a tangential force coefficient designed with a constant axial load is used. Specifically, the axle load is a value obtained by adding the axle load movement amount ΔW to the stationary axle load W (= W + ΔW). For the axle load movement amount ΔW, for example, a value calculated by the following simplified formula is used. (It is the same as the expression (2) in Patent Document 1).

In the equation (1), positive and negative signs are selected according to the relative relationship between the traveling direction and the gear rotation direction, F ₁ is the tangential force [N] of the shaft, h is the distance between the rail surface and the traction device [m], l is the distance between the inner shafts of the carriage [m], H is the distance between the rail surface and the coupler [m], and L is the distance between the front and rear truck traction devices [m].

That is, since each item of the equation (1) is a fixed value unique to the vehicle, the axial load movement amount ΔW is also a fixed value. Therefore, the axial weight and the tangential force coefficient are also fixed values.
JP 2005-295659 A

  However, the amount of axial load movement varies according to the motor torque and tangential force of each shaft during power running / braking of the electric vehicle. In conventional motor torque control, the amount of axial load movement that changes in real time is not dynamically taken into consideration.

  As a result, shaft movement occurs during power running / braking. For example, during power running, the most forward shaft in the traveling direction of the power vehicle is likely to idle, and during braking, the rearmost traveling direction in the power vehicle. This makes it easier to slide. Since the occurrence limit of idling or gliding can be said to be the running performance limit of the electric vehicle, it is desirable to perform torque control of the electric motor without idling or gliding as much as possible.

  The present invention has been made in view of the above-described problems, and an object thereof is to realize torque control that dynamically considers the amount of axial load movement that changes in real time. By realizing this object, for example, it is possible to improve the running performance of the electric vehicle by equalizing the occurrence probability of idling or sliding on each axis regardless of power running / braking.

The first invention for solving the above-described problem is as follows.
An electric vehicle control device that individually controls the torque of each electric motor of an electric vehicle,
Based on a given tangential force coefficient for each axis and acceleration of each axis and a predetermined vehicle intrinsic constant, a predetermined axial movement compensation torque calculation for compensating the tangential force coefficient of each axis to an equivalent value is performed, A torque command calculating means for calculating a torque command for each of the motors;
The electric vehicle control device performs torque control on a corresponding electric motor in accordance with the calculated torque command.

As another invention,
An electric vehicle control method for individually controlling the torque of each electric motor of an electric vehicle,
Based on a given tangential force coefficient for each axis and acceleration of each axis and a predetermined vehicle intrinsic constant, a predetermined axial movement compensation torque calculation for compensating the tangential force coefficient of each axis to an equivalent value is performed, An electric vehicle control method may be configured in which a torque command for each of the motors is calculated and the corresponding motor is torque controlled according to the calculated torque command.

  According to the first aspect of the invention, a torque command for setting the tangential force coefficient of each axis to an equivalent value is calculated by calculating the axle load movement compensation torque, and the motor is torque controlled according to the calculated torque command. Since the torque command is made so that the tangential force coefficients of the respective axes are equal, the probability of occurrence of idling or sliding of each axis is made uniform regardless of power running / braking, and the traveling performance of the electric vehicle is improved.

  Further, as a second invention, the torque command calculating means in the first invention outputs a torque command for the axis by calculating a shaft load movement compensation torque based on an individual shaft load movement amount mathematical model for each of the axes. It is good also as comprising the electric vehicle control apparatus to calculate.

  Further, at this time, as a third invention, the axial load movement mathematical expression model in the second invention is expressed by 1) an axle transmission component of the force transmitted between the gears by the motor torque, and 2) a force transmitted between the gears by the motor torque. Component of the bogie frame to the motor support, 3) the force acting by the rotational moment around the center of gravity of the bogie frame due to the force of 2), 4) the amount of axial movement due to the rotational moment around the center of gravity of the bogie frame due to the tangential force, and 5) You may comprise the electric vehicle control apparatus which makes each axis | shaft each independent numerical formula model showing five momentums of the axial load movement amount by the vehicle body gravity center rotation moment by the tangential force of all the axes.

  According to the third aspect of the present invention, the axial load movement compensation torque calculation is performed based on an individual axial load movement amount mathematical model representing the momentum of 1) to 5) related to the axial load movement. For this reason, various momentums related to the axle load movement are taken into consideration, and more accurate compensation torque calculation of the axle load movement amount is realized.

  When the running state is kept constant, that is, when it is in a constant speed state, the momentum of the axial load movement amount is a simple mathematical model compared to the axial load movement amount mathematical model of the third invention. Can be expressed. Therefore, as a fourth aspect of the invention, the axle weight movement amount mathematical model in the second invention is expressed as follows: a) Axle movement amount due to a rotational moment around the center of gravity of the carriage frame due to tangential force, b) Around the center of gravity of the vehicle body due to tangential force of all axes You may comprise the electric vehicle control apparatus which makes each axis | shaft each representing the momentum of the axial load movement amount by a rotational moment each numerical formula model.

As the fifth invention, as the axial load movement mathematical expression model in the second invention,
1) Axle transmission component of force transmitted between gears by electric motor torque, 2) Transmission component of force transmitted between gears by electric motor torque to motor support part of bogie frame, 3) Around center of carriage frame by force of 2) Forces acting by rotational moments, 4) Axle movement amount due to rotation moment around bogie frame center of gravity due to tangential force, 5) Each axis representing five momentums of axle load movement amount due to rotation moment around body center of gravity due to tangential force of all axes A first axial movement amount mathematical model, each comprising an individual mathematical model;
a) Axial movement amount due to a rotational moment around the center of gravity of the bogie frame due to a tangential force, b) A second numerical expression model consisting of an individual mathematical model representing the momentum of the axial weight movement amount due to a rotational moment around the center of gravity of the vehicle body due to a tangential force of all axes. Axis load travel formula model,
Prepare at least two mathematical formula models
A selection means for alternatively selecting an axial load movement amount mathematical model to be applied from among the plurality of axial load movement amount mathematical models based on a current running state;
The torque command calculation means may constitute an electric vehicle control device that calculates a torque command for each axis by calculating the axle load movement compensation torque based on the axle load movement amount mathematical model selected by the selection means.

  According to the fifth aspect of the invention, it is possible to calculate an appropriate torque command using an appropriate axial load movement amount mathematical model corresponding to the current traveling state.

  According to the present invention, a torque command for setting the tangential force coefficient of each axis to an equivalent value is calculated by calculating the axial load movement compensation torque, and the electric motor is torque-controlled according to the calculated torque command. Since the torque command is made so that the tangential force coefficients of the respective axes are equal, the probability of occurrence of idling or sliding of each axis is made uniform regardless of power running / braking, and the traveling performance of the electric vehicle is improved.

  Hereinafter, an embodiment in which the present invention is applied to an electric vehicle including two carriages with two axles will be described. However, embodiments to which the present invention can be applied are not limited thereto. The control of each electric motor is individual control (so-called 1C1M). Moreover, n of the variable and coefficient in the mathematical expression or the subscript n indicates the axis number (1 to 4), and the axis number is 1, 2,... From the traveling direction side.

1. Principle First, before describing the principle of the present embodiment, the amount of axial load movement and the tangential force coefficient in the case of conventional control will be briefly described.

  FIG. 1 shows the values of the tensile force of each shaft, the amount of axial load movement, the ratio of the amount of axial load movement relative to the stationary shaft weight, and the value of the tangential force coefficient ( Both are examples of approximate values), and an example in which the tensile force of each axis is 55,000 [N] is shown. The stationary shaft weight of each axis is about 165,000 [N].

  As shown in the figure, the amount of axial load movement during power running is about ± 13% with respect to the stationary shaft weight, and the difference in the tangential force coefficient of each axis is 0.09 at the maximum. As a result, in the conventional motor torque control, it can be seen that the occurrence probability of slipping or sliding of each axis greatly changes due to the axial movement.

  The principle of this embodiment is to keep the tangential force coefficient of each axis constant by appropriately allocating the tensile force of each axis in consideration of the amount of axial load movement. Hereinafter, the principle of this embodiment will be described in detail.

  FIG. 2 is a diagram for explaining the moment acting on the vehicle, and the right direction in the figure is the traveling direction. The carriage and each axis are referred to as the first to second carriages and the first to fourth axes from the front in the traveling direction (right side in the figure).

Moreover, the direction of various movements during powering (acceleration) is indicated by arrows. Each the first to fourth axes, and worked tangential force F _l1 to F _l4 between wheels and rails, work is a vehicle body around the center of gravity of the rotational moment VMR to the entire vehicle, first, the second carriage, respectively The rotational moments BMR1 and BMR2 around the center of gravity of the carriage frame due to the tangential force are working. Since FIG. 2 is during power running, the amount of axial load movement is such that the first axis and the second axis are upward, the third axis and the fourth axis are downward, and the amount of axial load movement of the first axis from the second axis. And the amount of axial load movement of the fourth axis is larger than that of the third axis. Note that the direction is reversed during braking.

  In FIG. 2, focusing on each axis, the following five momentums are considered to be acting. That is, 1) the axle transmission component of the force transmitted between the gears by the motor torque, 2) the transmission component of the force transmitted between the gears by the motor torque to the motor support portion of the carriage frame, and 3) the cart frame by the force of 2) The force acting by the rotational moment around the center of gravity, 4) the amount of axial load movement due to the rotational moment around the center of gravity of the carriage frame due to the tangential force, and 5) the amount of axial load movement due to the rotational moment around the center of gravity of the vehicle body due to the tangential force of all axes. .

Hereinafter, the five momentums will be described, and specific amounts will be described by taking the amounts in the case of a hanging cart as an example.
1) Axle transmission component of force transmitted between gears by electric motor torque First, the force that the small gear presses the large gear by the rotational force (torque) of the electric motor is directly transmitted to the axle and the electric motor is supported. It works separately from the components transmitted to the motor support. The former force is the force of 1) and the latter force is the force of 2). Specifically, when (the n 1 to 4) the n-th axis to force the small gear pushes the large gear and F _en in a predetermined ratio of the force based on the large gear radius R and the journal box nose distance a is, It becomes the force of 1) of each axis, and corresponds to the first term of equations (2-1) to (2-4).

2) Transmission component of the force transmitted between the gears due to the motor torque to the motor support portion of the bogie frame As described above, of the force that the small gear presses the large gear by the rotational force (torque) of the motor, it is transmitted to the motor support portion. The component to be used is the force of 2). For example, in the case of a hanging cart, the motor support is a nose receiving portion of the cart frame. Therefore, of the difference between the force F _en the small gear before and after the shaft pushes the large gear in each truck, the force of a predetermined ratio based on the gear wheel radius R and the inter-axle box nose distance a, 2 of each axis) This corresponds to the second term of the equations (2-1) to (2-4).

3) Force exerted by the rotational moment around the center of gravity of the bogie frame due to the force of 2) Since the rotational moment around the center of gravity of the bogie frame is generated by the force in the direction around the center of gravity of the bogie frame of 2), the force acting by this rotational moment can be considered. Of the sum of the force F _en the small gear pushes the large gear of the longitudinal axis of each truck, the large gear radius R, between the axle box nose distance a, the force of a predetermined ratio based on the inter-axle distance l in the truck The force of 3) of each axis is equivalent to the third term of equations (2-1) to (2-4).

4) Axial load movement amount due to rotation moment around the center of gravity of the bogie frame due to tangential force Since the rotation moment around the center of gravity of the bogie frame acts on each bogie due to the tangential force of the front and rear shafts, movement of the axial load due to this rotation moment can be considered. Of the sum of the tangential forces _Fln of the front and rear shafts in each carriage, the force at a predetermined ratio based on the wheel diameter D, the height distance h from the rail top surface to the traction device, and the interaxle distance l in the carriage is 4) force (shaft load movement amount), which corresponds to the fourth term of equations (2-1) to (2-4).

5) Axle weight movement due to rotation moment around the center of gravity of the vehicle body due to the tangential force of all axes Since the rotation moment of the entire vehicle around the center of gravity of the vehicle body due to the sum of the tangential forces _Fln of all axes acts, Conceivable. Of the sum of the tangential forces _Fln of the respective axes, a predetermined ratio of force based on the height distance H from the rail top surface to the coupler, the height distance h from the rail top surface to the traction device, and the center distance L of the carriage is , 5) of each axis (shaft load movement amount), which corresponds to the fifth term of the formulas (2-1) to (2-4).

Based on the above five terms, the following equations (2-1) to (2-4) can be obtained by describing a mathematical model of the axial movement amount of each axis in consideration of positive and negative directions.

Here, k ₁ is a coefficient based on the large gear radius R and the shaft box / nose distance a, k ₂ is a coefficient based on the large gear radius R and the shaft box / nose distance a, k ₃ is a large gear radius R, shaft between box nose distance a, and the coefficient based on the inter-axle distance l in cart, k ₄ is based on the inter-axle distance l wheel diameter D, the height distance h from the rail head surface to the traction device, and the carriage coefficient , k ₅ is the height distance H, the height distance h, and the coefficient based on the bogie center distance L from the rail head surface to the traction device from the rail head surface to the coupler, both are vehicle-specific constants .

Further, specific examples of the coefficients k _{1 to} k ₅ are as follows: k ₁ = R / a, k ₂ = R / 2a, k ₃ = ((l / 2) −a) R / (l · a ), K ₄ = ((D / 2) −h) / 1, k ₅ = (H−h) / 2L, and the values are, for example, k ₁ = 0.43617, k ₂ = 0.21809, k ₃ = 0.05409, k ₄ = 0.024, k ₅ = 0.05156.

ここで、Ｆ_ｌｎは第ｎ軸の接線力、Ｆ_ｍｎは第ｎ軸の引張力、ｍは回転系等価慣性質量、αｎは第ｎ軸の車輪周加速度である。 Further, the tangential force F _ln of the nth axis is expressed by the following equation (3).

Here, F _ln is the tangential force of the n-th axis, F _mn is the tensile force of the n-th axis, m is the rotary system equivalent inertial mass, and αn is the wheel circumferential acceleration of the n-th axis.

ここで、ｒは小歯車半径、Ｇは大歯車と小歯車の歯車比である。 In the n-th axis, the relationship between the force F _en that the small gear pushes the large gear and the tensile force F _mn is expressed by the following equation (4).

Here, r is the radius of the small gear, and G is the gear ratio between the large gear and the small gear.

The force F _en and the tangential force F _ln in which the small gear in the equations (2-1) to (2-4) pushes the large gear are terms of the tensile force F _mn by substituting the equations (3) and (4). It is possible to replace

ここで、Ｗ_ｎは第ｎ軸の静止軸重、ΔＷ_ｎは第ｎ軸の軸重移動量である。 On the other hand, the tangential force coefficient μ _n of each axis is expressed by the following equation (5).

Here, W _n is a stationary axle load of the n axis, the [Delta] W _n is the axle load movement amount of the n-axis.

When the equation (5) is transformed, the n-th axis tensile force F _mn is expressed by the following equation (6).

Here, the force F _en and the tangential force F _ln in which the small gears in the equations (2-1) to (2-4) push the large gears into the equations of the tensile force F _{mn in} the equations (3) and (4). By substituting the replaced and replaced expressions in the term of the axial load movement amount of each axis in the expression (6), 4 expressions using the tensile force F _{mn of} each of the first to fourth axes 4 The former simultaneous equations hold. All the coefficients other than the tensile force F _mn are vehicle-specific constants. Since four simultaneous equations are established for the four variables, the value of each variable, that is, the tensile force F _{mn of} each of the first to fourth axes is obtained. That is, this quaternary simultaneous equation is an arithmetic expression for calculating the axial load movement compensation torque for calculating the motor torque (tensile force) that compensates the axial load movement amount of each axis.

The torque command value τ _en ^* can be obtained from the tensile force F _{mn by the} following equation, for example.

As described above, the axle weight movement amount mathematical formula model for each axis defined by equations (2-1) to (2-4) dynamically considers the axle load movement amount that changes in real time regardless of power running / braking. It is a formula. According to the torque control in accordance with the tensile force F _mn and the torque command value τ _en ^* derived from this mathematical model, changes in the amount of axial load movement of each axis are taken into account, and the tangential force coefficient of each axis is set to an equivalent value. Torque control is realized. As a result of setting the tangential force coefficient of each axis to an equivalent value, the probability of occurrence of slipping or sliding on each axis is made uniform regardless of power running / braking.

2. Example FIG. 3 is a block diagram showing an outline of a main circuit configuration of the electric vehicle according to the present embodiment. The main circuit includes an electric motor 10, an inverter 20, a current sensor 30, a speed sensor 40, and a vector control arithmetic unit 150 for each of the first to fourth axes (in the figure, the suffix -n is -n). Axis number), a differential calculator 160, a tangential force coefficient generator 170, and a torque command calculator 180.

  Among these, the vector control calculation unit 150, the torque command calculation unit 180, the differential calculation unit 160, and the tangential force coefficient generator 170 are realized as a motor control device 100 by a computer or the like including a CPU, ROM, RAM, and the like. The The electric motor control device 100 is mounted as a part of various control devices, for example, as a control board, or is integrally configured as an inverter device including the inverter 20.

  The electric motor 10 is a main electric motor that rotates an electric motor shaft by being supplied with electric power from an inverter 20 and rotationally drives an axle shaft via a small gear and a large gear, and is realized by, for example, a three-phase induction motor.

The inverter 20 is supplied with overhead power via a pantograph and a converter. The inverter 20 adjusts the output voltage based on the U-phase, V-phase, and W-phase voltage command values V _u ^* , V _v ^* , and V _w ^* input from the vector control calculation unit 150, and Apply.

  The current sensor 30 is provided at the input end of the electric motor 10 and detects U-phase and V-phase current values Iu and Iv flowing into the electric motor 10. The speed sensor 40 is provided, for example, at the shaft end of the axle, detects the rotational speed of the axle, and outputs a speed signal to the differential calculator 160.

The vector control calculation unit 150 of the electric motor control device 100 has the same configuration as a conventionally known vector control calculation unit. The vector control calculation unit 150 calculates an excitation current component and a torque current component Iq from the current values Iu and Iv detected by the current sensor 30, and a torque command τ _en ^* input from the torque command calculation unit and a current (not shown) Based on the magnetic flux component command input from the command calculation device, the voltage command values V _u ^* , V _v ^* , and V _w ^* are calculated and output to the inverter 20.

  The system of the vector control calculation unit 150, the inverter 20, the current sensor 30, the speed sensor 40, and the electric motor 10 is configured for four axes.

Next, the differential calculator 160 calculates the accelerations α _{1 to} α ₄ by differentiating the rotational speed of each axis by the speed sensor 40 of each axis, and outputs the acceleration α _{1 to} α ₄ to the torque command calculation unit 180. The tangential force coefficient generator 170 has the same configuration as a conventionally known tangential force coefficient generator, stores the correspondence between the notch command and the tangential force coefficient, and corresponds to the input notch command. The force coefficient is output.

The torque command calculator 180 is based on the accelerations α _{1 to} α ₄ of each axis input from the differential calculator 160 and the tangential force coefficients μ _{1 to} μ _{4 of} each axis input from the tangential force coefficient generator 170. Thus, a torque command value τ _en ^* for controlling the motor of each axis is calculated and output to the vector control calculation unit 150 for each axis.

The calculation of the torque command value τ _en ^* by the torque command calculation unit 180 first solves the above-described quaternary simultaneous equations relating to the tensile force F _{mn of} each of the first to fourth axes (performs a double load compensation torque calculation). Thus, the tensile force that should be generated in each axis is calculated. Since the quaternary simultaneous equations can be obtained by a known convergence calculation process that can be executed by a computer, a detailed description thereof is omitted here. Then, the torque command value τ _en ^* of each axis is calculated by substituting the obtained tensile force into the equation (7).

That is, the torque command calculation unit 180 considers the current amount of axial load movement, and compensates the tangential force coefficients μ _{1 to} μ ₄ generated by the tangential force coefficient generator 170 to equivalent values. It can be said that the shaft tensile force F _mn (or torque command value τ _en ^* ) is calculated.

3. Modifications Although one embodiment to which the present invention is applied has been described above, embodiments to which the present invention can be applied are not limited to the above-described embodiments.

(1) 1) axle load movement amount of the simple type model pinion omitted momentum to 3) is the force F _en pushing the large gear, when the traveling state is kept constant, i.e., constant-speed state In this case, simple formulas such as the following formulas (8-1) to (8-4) in which the momentum of 1) to 3) is omitted may be applied. A specific example of k ₄ ′ in this case is k ₄ ′ = h / l.

(2) Axial load movement mathematical formula model switching control Axial load movement mathematical formula model (hereinafter referred to as “first”) according to formulas (2-1) to (2-4) using the momentum of 1) to 5) described above. "Axial load movement amount mathematical model") and an axial load movement amount mathematical model (hereinafter referred to as "second axial weight movement amount mathematical model") according to equations (8-1) to (8-4). It is good also as switching according to the running state of an electric vehicle. Specifically, the torque command calculation unit uses the second axle load movement amount mathematical model when the electric vehicle is in a constant speed state, and when it is in an accelerated or decelerated state, A torque command for each axis is calculated using a single axial load movement mathematical formula model.
Not only the two axle load movement formula models but also three or more axle load movement formula models corresponding to the running state are prepared, and the axle load movement formula model according to the current running state is alternatively selected. It is good also as selecting and calculating the torque command of each axis | shaft.

(3) Others For example, in the above-described embodiment, the description has been given by taking the example of the electric vehicle including two carriages with two driving wheels, but the present invention may of course be applied to a three-wheeled electric vehicle having an intermediate carriage. Is possible. Moreover, although it demonstrated using various quantities of a hanging type trolley | bogie, of course, it is also possible to apply this invention to mounting type trolley | bogies, such as a cardan type. Specifically, the above-described equations of momentum 1) to 5) may be changed in design for a six-axis or mounted carriage, which is within the obvious range for those skilled in the art.

  Further, the main circuit configuration in FIG. 3 has been described in which the rotational speed of the axle is directly detected by the speed sensor, but the estimation method used in so-called speed sensorless vector control (based on the armature voltage and armature current of the induction motor). Of course, it is possible to obtain the speed by a method of estimating the rotation speed, and the speed sensor may be unnecessary. Other similar design changes can be appropriately made by those skilled in the art.

The figure which shows an example of values, such as axial load movement amount at the time of carrying out torque control of the electric vehicle by conventional control. The figure for demonstrating the moment which acts on a vehicle. The figure which shows the outline of the main circuit structure of an electric vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Electric motor 20 Inverter 100 Electric motor control apparatus 150 Vector control calculating part 160 Differential calculating element 170 Tangential force coefficient generator 180 Torque command calculating part

Claims (6)

An electric vehicle control device that individually controls the torque of each electric motor of an electric vehicle,
Based on a given tangential force coefficient for each axis and acceleration of each axis and a predetermined vehicle intrinsic constant, a predetermined axial movement compensation torque calculation for compensating the tangential force coefficient of each axis to an equivalent value is performed, A torque command calculating means for calculating a torque command for each of the motors;
An electric vehicle control device that performs torque control of a corresponding electric motor in accordance with the calculated torque command.   2. The electric vehicle control device according to claim 1, wherein the torque command calculation means calculates a torque command of the shaft by a shaft load movement compensation torque calculation based on an individual shaft load movement amount mathematical model for each of the axes. . The electric vehicle control device according to claim 2, wherein the axle load movement amount mathematical model is an individual mathematical model for each of the axes representing the momentum of 1) to 5) below.
1) Axle transmission component of force transmitted between gears due to motor torque 2) Transmission component of force transmitted between gears due to motor torque to motor support portion of carriage frame 3) Rotational moment around center of gravity of cart frame due to force of 2) 4) Axle movement amount due to rotation moment around the center of gravity of the carriage frame due to tangential force 5) Axle movement amount due to rotation moment around the center of gravity of the vehicle body due to tangential force of all axes The electric vehicle control device according to claim 2, wherein the axle load movement amount mathematical model is an individual mathematical model for each of the axes representing the momentum of the following a) to b).
a) Axle load movement amount due to rotation moment around the center of gravity of the bogie frame due to tangential force b) Axle load movement amount due to rotation moment around the center of gravity of the vehicle body due to tangential force of all axes As the above-mentioned mathematical formula model for the amount of axial movement, 1) the axle transmission component of the force transmitted between the gears by the motor torque, 2) the transmission component of the force transmitted between the gears by the motor torque to the motor support part of the carriage frame, 3) 2) Force acting due to the rotational moment around the center of gravity of the carriage frame due to the force of 4) 4) Axle movement amount due to the rotational moment around the center of gravity of the carriage frame due to the tangential force 5) Axial movement due to the rotational moment around the center of gravity of the vehicle body due to the tangential force of all axes A first axial load movement mathematical formula model consisting of individual mathematical models for each axis representing five momentums of quantity, a) axial load movement amount due to rotational moment around the center of gravity of the carriage frame due to tangential force, b) tangent of all axes At least two axes of a second axle load movement formula model that is an individual formula model for each axis representing the amount of movement of the axle load movement due to the rotational moment around the center of gravity of the vehicle body due to force There is a movement amount of a mathematical model,
A selection means for alternatively selecting an axial load movement amount mathematical model to be applied from among the plurality of axial load movement amount mathematical models based on a current running state;
The electric vehicle control device according to claim 2, wherein the torque command calculation means calculates a torque command for each axis by calculating a axle load movement compensation torque based on the axle load movement amount mathematical model selected by the selection means. An electric vehicle control method for individually controlling the torque of each electric motor of an electric vehicle,
Based on a given tangential force coefficient for each axis and acceleration of each axis and a predetermined vehicle intrinsic constant, a predetermined axial movement compensation torque calculation for compensating the tangential force coefficient of each axis to an equivalent value is performed, An electric vehicle control method for calculating a torque command for each of the motors and controlling the torque of the corresponding motor according to the calculated torque command.

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