JP6423038B2 - External connection device for motor controller - Google Patents

Description

  The present invention relates to an external connection device for a motor control device that can be electrically connected to a motor control device for a vehicle having two or more vehicle drive motors. It relates to technology that can be corrected.

  Strict control of the output torque of the left and right motors is required for stable vehicle travel in a vehicle that has two or more vehicle drive motors typified by in-wheel motor vehicles and generates driving force independently on the left and right sides. The However, even if the same current is supplied to the same type of motor due to the magnitude of loss due to friction due to differences in machining accuracy within the tolerances of the motor bearings, etc., or due to individual differences in torque generated by the motor, the output shaft In some cases, there is a difference in torque output from the motor.

  In response to this problem, in the motor and vehicle manufacturing stages, a method for matching the characteristics that are close to those of a plurality of motors, or a control in the motor control device so that the output torque is the same for the same drive command. A method of changing the map and using the motor and the motor control device as a pair of combinations that cannot be changed is used. In a vehicle, the difference in output torque due to the individual difference of the motor is obtained by monitoring and comparing the steering input of the driver, for example, the steering wheel input, and the running state of the vehicle, for example, the difference in the rotation speed of the left and right wheels, the yaw rate, Some have been proposed that adjust the output torque command value so as to cancel out the above.

Japanese Patent Laid-Open No. 9-84215 JP 2005-198409 A JP 2005-184911 A

In the above method, the following problems can be considered.
When the motor matching or the motor and the motor control device are used as a pair of combinations that cannot be changed, if the motor or the motor control device malfunctions, the adjustment will be lost if replacement is performed. For this reason, a motor and a motor control apparatus cannot be replaced easily.
Also, in the method of monitoring while driving, it is necessary to link with various sensors necessary for monitoring, and in addition, the possibility of interference is denied when simultaneously executing control to improve driving performance. It is desirable to fundamentally solve the problem of individual differences that cannot be performed and cause a steady difference by a simple method.

(Causes of individual differences)
Motors used as vehicle driving motors such as three-phase synchronous motors and DC motors cause individual differences mainly due to two factors. The first is a difference in resistance at the output portion. Even if the motor outputs the same torque, the frictional resistance of the bearing part and the frictional resistance when the reducer is built in vary due to differences in machining accuracy within tolerances. There is a difference in torque output from the output shaft of the motor. The second is a variation in torque generated by the motor. The torque diagram of the motor varies depending on the machining accuracy of the magnet in the motor, the positional relationship between the rotor and the stator, and the machining accuracy.

Conventional solution (mechanical approach)
The fundamental solution is to manufacture motors without individual differences. However, there are other factors besides the above, and managing all of them is difficult to realize from a cost standpoint in practical terms. Therefore, this is often realized by matching. As a specific method, for motors manufactured by quality control within a realistic range, motors with actual characteristics are selected by actually driving the motor, obtaining torque diagrams, and ranking the motors. To do.
The problem with this method is that there is a fixed relationship between the matching accuracy and the parameter of the motor to be sorted. Therefore, in order to improve the matching accuracy, it is necessary to sort from a larger number of motors. From the viewpoint of cost and cost, there is a possibility that a sufficient parameter cannot be prepared. In addition, even when selected accurately, there is a possibility that the characteristics do not exactly match.

Conventional solution (control approach)
There are two main solutions for the control approach. The first is a method of adjusting the command value when the motor is driven after the motor is assembled to the vehicle (for example, Patent Documents 1, 2, and 3).

In Patent Document 1, when a difference in output torque is generated between the left and right motors, the driver detects a steering torque for the steering system for maintaining the traveling direction constant, for example, steering torque for the steering wheel, and the left and right motors are detected from the detected steering torque. The motor drive device or its higher-level vehicle control device controls the primary current to the drive motor to eliminate this torque difference, and the driver gives the steering system the torque difference. The traveling direction of the vehicle can be kept constant even without steering input for the purpose of correcting the traveling direction due to.
However, with this proposal, there are problems that the vehicle is traveling and that a certain amount of traveling section is required for sampling of the steering torque and a certain amount of traveling section is required accordingly. is there.

Patent Document 2 is proposed in response to the problem of Patent Document 1 described above, and is proposed for a vehicle in which a drive motor is attached to a steered wheel. Patent Document 2 recognizes that when there is a difference in driving force due to the output torque of the motor between the steered wheels, a toe direction force is generated in the steered wheels, and this appears as kickback torque in the steering system. Based on this, in a stopped state where the left and right steered wheels cannot be rotated, torque is output from the motors attached to the left and right steered wheels to generate drive force while the vehicle is stopped, and the left and right drive motors are used using the kickback torque detected at this time Has proposed a method for correcting unevenness in the output torque of the left and right motors without causing the vehicle to travel by correcting the coefficient of the torque diagram.
However, this proposal is a method that can be applied only when a driving motor is attached to a steered wheel, and there is a problem that a mechanism for detecting kickback torque and a communication mechanism for monitoring the kickback torque are necessary. .

Patent Document 3 has means for detecting a target traveling direction from a steering input and the like and means for detecting an actual traveling direction of a vehicle, and outputs command values of left and right drive motors so that the actual traveling direction follows the target traveling direction. Suggest a way to fix.
However, for this proposal, since it is necessary to cooperate with various sensors and to always perform feedback control in the vehicle traveling direction, it is necessary to incorporate a control flow to be proposed to a vehicle control device higher than the motor control device. In addition, there is a problem that it is necessary to adopt after confirming that interference does not occur when other control for improving vehicle running performance is performed simultaneously.

A second control approach is to use a motor and a motor control device as a pair of combinations that cannot be changed. Specifically, a torque diagram for each motor is obtained by experiment, and a control constant of the motor control device is output so that torque is output according to a prescribed reference torque diagram for a certain command value, for example, an accelerator input. To change. As a result, the motor controller operates to flow more current for a motor with a smaller torque output than the reference for a certain current, and for a motor with a larger torque output than the reference. In this case, the motor control device operates so as to pass a smaller current.
However, this proposal has a problem that the combination of the motor and the motor control device cannot be changed, and the adjustment is lost due to replacement repair when the motor or the motor control device is abnormal.

  An object of the present invention is to electrically correct a motor control device that can easily correct non-uniformity in output torque due to individual differences between motors and can change the combination of a motor and a motor control device. An external connection device for a motor control device is provided.

The external connection device for a motor control device according to the present invention is an external connection that can be electrically connected to the motor control device 4 that controls each motor 3 of a vehicle on which two or more vehicle driving motors 3 are mounted. A device 10 comprising:
The motor control device 4 includes an output current correction unit 6 that increases / decreases the current passed through each motor 3 using a correction coefficient determined based on the individual difference of each motor 3;
Correction coefficient storage means 8 for storing the correction coefficient,
The external connection device 10 can rewrite the correction coefficient stored in the correction coefficient storage unit 8, and the output current correction unit 6 flows the motor 3 using the rewritten correction coefficient. It is characterized by having a correction execution determination unit 11 that determines whether or not to perform correction to increase or decrease current according to a predetermined standard .

According to the motor control device having this configuration, when a torque command is given as a drive command for each motor 3, the torque command is converted into a current value and output. The conversion from the torque command to the output current is performed in accordance with a reference current / torque relationship determined according to the characteristics of the motor 3 in design. However, each motor 3 there are subtle individual body differences, be given to the motor current in accordance with said reference current and torque relationships, it may be appropriate torque corresponding to the torque command is not outputted. Therefore, as it is, an appropriate torque that should be output in the control may not be output as the torque of the left and right wheels, for example.

Therefore, in the present invention, by using a correction coefficient determined based on the number body differences of each motor 3, which increases or decreases the current supplied to each motor 3 with the output current correction unit 6. By this increase / decrease, an appropriate torque according to the drive command is output from each motor 3. For this reason, for example, even when performing sophisticated control that gives a difference in torque between the left and right wheels, the control can be performed appropriately.
The correction coefficient is determined, for example, so that a motor-specific torque diagram obtained by actual measurement matches the reference current / torque relationship including a reference torque diagram.

The correction coefficient may be determined so that the relationship between the output torque and current in the motor 3 matches a reference current / torque relationship as a reference.
The correction coefficient may include a proportional constant α and an offset β, and T = αI + β may be used as the reference current / torque relationship.
T: Output torque, I: Current In this case, the output current correction unit 6 obtains a proportional constant α and an offset β as values inherent to the motor, and uses these α and β as correction coefficients in the motor control device as a reference current. By using the torque relationship T = αI + β, unevenness due to individual differences of the motor 3 can be easily corrected.
The motor control device 4 may include an external communication interface 9, and the external connection device 10 may rewrite the correction coefficient stored in the correction coefficient storage unit 8 via the external communication interface 9. .
The external connection device 10 may rewrite the correction coefficient with the motor control device 4 using a CAN (Control Area Network). That is, the communication format may be CAN.

  The present invention proposes to solve the problem of the method of using the motor and the motor control device as a pair of combinations that cannot be changed. Specifically, the correction coefficient format for matching the motor-specific torque diagram obtained by actual measurement with the specified reference torque diagram is unified, and this can be changed by external input to the motor controller. To do. With the proposed method, when the motor and motor control device are assembled to the vehicle, it can be handled as a drive device that outputs torque according to the reference torque diagram, and the left-right difference due to individual differences can be corrected easily. .

  Correction coefficient storage means 8 for storing the correction coefficient may be provided, and the correction coefficient stored in the correction coefficient storage means 8 may be configured to be rewritable. For example, when an abnormality occurs in a part of the motor 3 or the motor control device 4 of the vehicle and the abnormal product is replaced with a normal product, the correction coefficient stored in the correction coefficient storage unit 8 is rewritten. By rewriting the correction coefficient in this way, the output current correction unit 6 corrects the current according to the individual difference of each motor 3, and the same torque is output from the output shaft of each motor 3.

You may provide the external communication interface 9 electrically connectable with the external connection apparatus 10 which rewrites the said correction coefficient. In this case, for example, the correction coefficient can be easily rewritten through the external communication interface 9 by the external connection device 10 such as a failure diagnosis tester. For example, CAN (Control Area Network) or the like is used as a communication format with the external connection device 10.
The output current correction unit 6 includes a plurality of current correction calculation units 13a and 13b divided into ranges according to the target value and output wattage of the output current, and of these current correction calculation units 13a and 13b. It is also possible to have a calculation path changeover switch 12 that can selectively switch any one of them. In this case, the calculation path changeover switch 12 selectively switches any one of the plurality of current correction calculation units 13a and 13b according to the target value of the output current and the output wattage. Thereby, the accuracy of the reference current / torque relationship as a reference can be improved.

The output current correction unit 6, that have a correction execution decision unit 11 for determining by reference to said determined whether to make a correction to perform increase or decrease of the current flowing to each motor 3. For example, when the effect of the present invention cannot be obtained near the maximum output of the motor 3, the correction execution determination unit 11 does not execute current correction. As described above, the correction execution determination unit 11 performs correction for increasing / decreasing the current flowing through each motor 3 as necessary, so that the processing load can be reduced.

  The motor control device 4 includes a motor drive unit 7 that converts DC power of a battery mounted on the vehicle into AC power used to drive the motor 3, and the correction execution determination unit 11 includes the motor drive unit 7. Of the plurality of current correction calculation units 13a and 13b, based on the obtained motor rotation number, current command value or torque command value, and correction stop command from the control device 1 higher than the motor control device 4. It may be determined whether any one of them is selectively switched or whether correction for increasing or decreasing the current flowing through each motor 3 is performed.

An external connection device for a motor control device according to the present invention is an external connection device that can be electrically connected to a motor control device that controls each motor of a vehicle on which two or more motors for driving a vehicle are mounted. Thus, the correction coefficient determined based on the individual difference of each motor is used so that the relationship between the output torque and current in the motor matches the reference current / torque relationship as a reference. an output current correction unit that performs increase or decrease, and a correction coefficient storing means for storing the correction coefficient, the external connection device is rewritable the correction coefficients stored in the correction coefficient storing means, wherein The output current correction unit has a correction execution determination unit that determines whether or not to perform correction for increasing or decreasing the current flowing through each motor using the rewritten correction coefficient. That order, unequal output torque due to individual differences of each motor can be easily corrected, and it is possible to change the combination of the motor and a motor controller.

1 is a block diagram of a control system such as a motor control device according to a first embodiment of the present invention. It is a reference torque diagram in the motor control device. It is a block diagram which shows roughly the structure of the output current correction | amendment part of the motor control apparatus. It is a figure which shows the relationship between the same reference torque diagram and the torque diagram of each motor. It is a figure which shows schematically the electric vehicle carrying the motor control apparatus.

<About the configuration of the motor control device>
A motor control apparatus according to a first embodiment of the present invention will be described with reference to FIGS. The following description includes a description of the motor control method. The vehicle includes, for example, two left and right motors that independently drive left and right wheels serving as driving wheels, a motor control device that controls each motor, and a vehicle integrated controller that is a higher-level control device than the motor control device. I have.

  FIG. 1 is a block diagram of a control system such as a motor control device according to this embodiment. The vehicle integrated controller 1 includes a computer, a program executed by the computer, various electronic circuits, and the like. The vehicle integrated controller 1 is also referred to as an ECU (electric control unit). In FIG. 1, a torque command input of one system using the accelerator pedal 2 is input to the vehicle integrated controller 1, and the vehicle integrated controller 1 determines a torque command for each of the left and right motors 3, and uses this torque command. The case where it gives to the motor control apparatus 4 is shown. However, for example, a controller that performs idling prevention control may be inserted between the vehicle integrated controller 1 and the motor control device 4. Here, for the sake of simplicity, it is assumed that the same torque command is given to the left and right motors 3 without performing additional control. At this time, when the left-right difference due to the individual difference of each motor 3 is corrected, the same torque is output from the output shafts of the two motors 3.

  The motor control device 4 includes a current conversion unit 5, an output current correction unit 6, a motor drive unit 7, a correction coefficient storage unit 8, and an external communication interface 9. The motor control device 4 is provided in an inverter device, for example. The current converter 5 converts the current into a current necessary for outputting a torque corresponding to the command value. The current converter 5 has a current-torque map 5a which is a reference current / torque relation storage means, and outputs a current corresponding to the command value with reference to the current-torque map 5a. As shown in FIG. 2, the current-torque map 5a stores a reference current / torque relationship (in this example, a reference torque diagram) that is a reference for the relationship between the output torque T and the current I in the motor.

  For a certain type of motor 3, for example, except for the vicinity of the maximum output, a proportionality constant α that forms the slope of the torque diagram in FIG. 2 and an offset β that forms a contact point with the output torque (vertical axis) in the torque diagram Is determined, and a reference torque diagram serving as a reference is uniquely determined for each type of motor 3. Specifically, this reference torque diagram is determined, for example, by testing a plurality of motors of the same type at the time of designing and developing a motor of the type determined for vehicle driving. First, after outputting a torque diagram for the plurality of motors, a motor that exhibits the characteristic of the center value of variation in the torque diagram is selected. From the proportional constant α (= α0) forming the slope of the torque diagram which is the output characteristic of the selected motor and the offset β (β = β0) forming a contact point with the output torque in the torque diagram, the reference torque line A figure is uniquely required. As will be described later, when the output characteristics of the individual motors 3 used in one vehicle do not match the reference torque diagram due to individual motor differences, the correction coefficient α for each motor is set to match the reference torque diagram. , Β is used for current correction.

  As shown in FIG. 1, the output current correction unit 6 is provided corresponding to each of the left and right motors 3. Each output current correction unit 6 corresponding to each of the left and right motors 3 is corrected to a current that takes into account individual motor differences and transmitted to the motor drive unit 7. That is, each output current correction unit 6 uses each correction coefficient determined based on the individual difference of each motor 3 so that the relationship between the output torque and current in the motor 3 matches the reference torque diagram. After the current to flow is increased or decreased, the current is transmitted to the motor drive unit 7. The correction coefficient includes a proportionality constant α that forms the slope of the reference torque line in FIG. 2 and an offset β that forms a contact point with the output torque (vertical axis) in the reference torque line in FIG.

The correction coefficient is obtained as follows.
For each motor 3 used in one vehicle, a motor-specific output characteristic, that is, a relationship between output torque and current has already been obtained. The slope of the torque diagram that is the output characteristic unique to the motor matches the proportionality constant α of the reference torque diagram, and the contact point with the output torque in the torque diagram unique to the motor is the reference torque diagram. Correction coefficients α1 and β1 that match the offset β are obtained. The motor-specific output characteristics or correction coefficients α1 and β1 are marked by a method such as sealing or engraving in association with each motor 3, for example, by a symbol or the like. When the output characteristics specific to the motor are marked, correction coefficients α1 and β1 are obtained by the external connection device 10 (described later). In the vehicle manufacturing stage, the marked symbol or the like is confirmed, or the symbol 3 or the like is confirmed and the actual output characteristics of the motor 3 are confirmed. The correction coefficients α1 and β1 are rewritten every time.

As shown in FIG. 1, the motor drive unit 7 is a part that performs calculations represented by vector calculation in a three-phase AC motor, motor angle detection and control thereof, and the like. Apply current. Strictly speaking, there is a difference between a current value transmitted as a target and a current value actually flowed due to a current detection error, a control delay, etc., but in this embodiment, the current value transmitted as a target and the current value actually flowed. The current values shall match without delay. In FIG. 1, one motor drive unit 7 is connected to two motors 3, but the number of motors 3 and motor drive units 7 per vehicle is not limited. For example, two motor driving units 7 may be connected to two vehicle driving motors 3 per vehicle. In addition, the configuration may be such that four vehicle driving motors 3 for driving four wheels are provided per vehicle.
A current is passed through the motor 3 by the motor drive unit 7, torque is generated in the motor 3, and the vehicle is driven via the output shaft of the motor 3.

The correction coefficient storage unit 8 stores a correction coefficient. As the correction coefficient storage means 8, for example, a memory such as RAM or EEPROM is applied, and the correction coefficient can be rewritten.
The external communication interface 9 can be electrically connected to an external connection device 10 that rewrites the correction coefficient. As the external connection device 10, for example, a failure diagnosis tester or the like can be applied. The correction coefficient stored in the correction coefficient storage means 8 can be easily rewritten via the external communication interface 9 by the external connection device 10 such as a failure diagnosis tester. For example, CAN (Control Area Network) or the like is used as a communication format with the external connection device 10.

<Specific correction calculation method>
When the same torque command value is input to the left and right motors 3, assuming that T _TGTR = T _TGTL = (1/2) * T _TGT , in an ideal state in which the left / right difference is corrected, T _TGTR = T _TGTL = T _OR = T _OL . At this time, when a reference torque diagram is obtained for the motor 3 and the output torque is (1/2) * T _TGT , the following relationship holds.
However, during the design and development of the motor 3, a test for examining the output characteristics of the motor 3 serving as a reference indicating the characteristic of the center value of the variation in the torque diagram has been conducted, and the current-torque map 5a.
, And when the target output torque is determined according to this map 5a, the reference currents I _R and I _L are automatically determined.

(1/2) * T _TGTR = A * I _R + B
(1/2) * T _TGTL = A * I _L + B
However, in the vicinity of the maximum output of the motor 3, such a simple proportional relationship does not hold. Therefore, A and B are arbitrarily determined so as not to fail in a wide range. The above relationship holds only for the reference motor 3, and there are actually individual differences between the motors 3. The relationship between the torque output from the output shaft of the motor 3 with respect to a constant current is as follows: Become one.

T _OR = α _R * I ′ _R + β _R
T _OL = α _L * I ′ _L + β _L
At this time, in order to satisfy the ideal state, the following relationship is established.
T _TGTR = T _TGTL = (1/2) * T _TGT = T _OR = α _R * I ′ _R + β _R = A * I _R + B
T _TGTR = T _TGTL = (1/2) * T _TGT = T _OL = α _L * I ′ _L + β _L = A * I _L + B

As described above, when the target output torque is determined, the reference currents I _R and I _L are automatically determined according to the map 5a. By substituting the currents I _R and I _L into an equation including the correction coefficient considering the individual differences, I ′ _R and I which are currents necessary for the output torque of each motor 3 to satisfy the target. ' _L is obtained. The motor drive unit 7 in the motor control device
By flowing a current that satisfies these conditions, the left-right difference due to the individual difference of the motor 3 can be corrected, and the matched torque of the left and right motors 3 can be output. As described above, the proportionality constant α and the offset β are acquired for each motor 3 as values unique to the motor, and these α and β are used as correction coefficients in the motor control device, so that the left and right differences due to individual differences of the motor 3 are obtained. Can be corrected.

<Additional control for the purpose of improving the accuracy of correction of left-right difference>
As described above, in the vicinity of the maximum output of the motor 3, a simple proportional relationship does not hold. Therefore, A and B in the relational expression are arbitrarily determined so as not to fail in a wide range. Therefore, in order to improve the accuracy of this relational expression, ranges may be divided according to output torque (current) and output (wattage), and the coefficients of A and B may be determined for each range.
Further, when the effect of the present invention cannot be obtained in the vicinity of the maximum output of the motor 3, it may be determined to stop the current correction control.

  Specifically, as shown in FIG. 3, each output current correction unit 6 includes a correction execution determination unit 11, a calculation path changeover switch 12, and a plurality of (in this example, 2 on the low output side and the high output side). Current correction calculation units 13a and 13b. Among these, the correction execution determination unit 11 determines whether or not to perform correction for increasing or decreasing the current flowing through each motor 3 (FIG. 1). Further, the correction execution determination unit 11 determines which one of the plurality of current correction calculation units 13a and 13b is used or correction stop by acquiring the motor rotation number and the current command value or the torque command value. In this example, the correction execution determination unit 11 determines whether to stop the correction or to permit, but is not limited to this example. For example, the vehicle integrated controller 1 may make a correction stop determination and transmit this stop command to the correction execution determination unit 11 in order to check the operation of the motor or limit the function to perform a minimum travel in the event of an abnormality.

  The calculation path changeover switch 12 selects any one of the low output side current correction calculation unit 13a, the high output side current correction calculation unit 13b, and the path 14 that is not corrected by the current correction calculation units 13a and 13b. Can be switched automatically. In FIG. 3, the current correction calculation units 13a and (13b) that are not used always output zero, and the addition point in the output current correction unit is the motor drive unit 7 only for the calculation result in the selected path. Has the role of handing over.

<Effects of correcting individual differences in all four wheels>
If the aim is to improve the straight running stability of the vehicle, the difference in torque between the left and right wheels can be made zero. For example, in a four-wheel independent in-wheel motor vehicle where all four wheels are independent drive wheels, There was no torque difference between the two wheels, there was no torque difference between the two rear wheels, and there could be a torque difference before and after.
However, when performing advanced vehicle motion control by four-wheel independent drive, simulation and control are often performed simultaneously using a vehicle motion model, and the torque output by the motor and the actual motor output in the simulation. There is a high possibility that a torque difference due to individual motor differences occurs between the torque and the torque. This torque difference causes a discrepancy between the vehicle motion on the simulation and the actual vehicle motion. In many cases, since feedback control is performed, such individual differences are absorbed over time, but in advanced control that requires fine adjustment of the output torque in a high frequency band, the control effect is diminished. It is expected that.

  Here, by using the technique according to the present embodiment, an actual motor can be handled as a motor that outputs torque in accordance with the same standard reference torque diagram as that of the simulation. As a result, not only the torque output characteristics of the four wheels are matched, but also the simulation motor can be matched, so that a result closer to the theoretical value can be expected in stricter and more precise control.

For the same reason, the effect of the technology according to this embodiment can be expected in a vehicle having one motor that drives the front two wheels and another motor that drives the rear two wheels.
Even in a vehicle having either a motor for driving the front two wheels or a motor for driving the rear two wheels, the technique according to this embodiment is used for the purpose of matching the simulation result with the actual motor. May be.

<Effects of changes over time>
In the conventional method of using a combination of a motor and a motor control device that cannot be changed by matching or changing a control constant, the above adjustment may be lost due to changes over time, and an output torque difference between the left and right motors may occur. . Even in the technology according to the present embodiment, there is a possibility that a difference in output torque between the left and right motors may occur due to changes over time, but by acquiring and rewriting the correction coefficient again, the output between the left and right motors caused by the change over time. It is easy to eliminate the torque difference and regain good controllability.

  According to the motor control device described above, the output current correction unit 6 uses the correction coefficient for each motor 3 so that the relationship between the output torque and the current in the motor 3 matches the specified reference torque diagram. The current flowing through each motor 3 is increased or decreased. For example, the output current correction unit 6 increases the current for a motor 3 having a smaller torque output than the output torque in the reference torque diagram for a certain current (see the dashed line in FIG. 4). Works to flow. The output current correction unit 6 allows a smaller amount of current to flow to the motor 3 whose torque output is larger than the output torque in the reference torque diagram for a certain current (see the two-dot chain line in FIG. 4). To work.

  As a result, the same torque is output from the output shaft of each motor 3. Therefore, the nonuniformity of the output torque due to the individual difference of each motor 3 can be easily corrected without rewriting the map. In addition, even when either or both of them are replaced due to an abnormality in the motor 3 or the motor control device 4, the output current correction unit 6 corrects the current according to the individual difference of each motor 3, so that the same as described above. The same torque is output from the output shaft of each motor 3. Thus, the output torque non-uniformity due to individual differences among the motors 3 can be easily corrected, and the combination of the motor 3 and the motor control device 4 can be changed.

  Since the correction coefficient stored in the correction coefficient storage means 8 is configured to be rewritable, for example, when an abnormality occurs in a part of the motor 3 or the motor control device 4 of the vehicle and the abnormal product is replaced with a normal product. Then, the correction coefficient stored in the correction coefficient storage means 8 is rewritten. By rewriting the correction coefficient in this way, the output current correction unit 6 corrects the current according to the individual difference of each motor 3, and the same torque is output from the output shaft of each motor 3.

FIG. 5 is a diagram schematically showing an electric vehicle equipped with a motor control device.
This electric vehicle is a four-wheeled vehicle in which the wheels 56 that are the left and right rear wheels of the vehicle body are drive wheels, and the wheels 57 that are the left and right front wheels are driven wheels. The front wheel 57 is a steering wheel. The electric vehicle of this example includes drive units that drive the left and right wheels 56 serving as drive wheels by independent motors 3 respectively. The rotation of the motor 3 is transmitted to the wheel 56 via the speed reducer 15 and the wheel bearing 16. In the drive unit, a part or the whole of the motor 3 is disposed in the wheel 56 to constitute an in-wheel motor drive device including the motor 3, the speed reducer 15, and the wheel bearing 16.

  By applying the motor control device according to the present embodiment to the motor control device 4 that controls each motor 3 of the electric vehicle, the unevenness of the output torque due to the individual difference between the left and right motors 3 is corrected, and straight running is stabilized. Can improve the performance. Even when either or both are replaced due to an abnormality in the motor 3 or the motor control device 4, the same torque is applied from the output shafts of the left and right motors 3 by correcting the currents according to individual differences of the motors 3. Is output.

1 ... Vehicle integrated controller (superior control device)
DESCRIPTION OF SYMBOLS 3 ... Motor 4 ... Motor control apparatus 6 ... Output current correction | amendment part 7 ... Motor drive part 8 ... Correction coefficient memory | storage means 9 ... External communication interface 10 ... External connection apparatus 11 ... Correction execution judgment part 12 ... Calculation path switch 13a, 13b ... Current correction calculator

Claims (5)

And two or more external connection apparatus capable electrically connected to the motor controller for controlling the respective motors of the vehicles in which the motor for driving a vehicle is mounted,
The motor control device, using a correction coefficient determined based on the individual difference of each motor, an output current correction unit that increases or decreases the current flowing to each motor;
Correction coefficient storage means for storing the correction coefficient,
The external connection device is capable of rewriting the correction coefficient stored in the correction coefficient storage means, and the output current correction unit uses the rewritten correction coefficient to increase / decrease the current flowing to each motor. An external connection device for a motor control device, comprising: a correction execution determination unit that determines whether or not to perform correction based on a predetermined standard .   2. The motor control device external connection device according to claim 1, wherein the correction coefficient is determined so that a relationship between an output torque and a current in the motor matches a reference current / torque relationship as a reference. External connection device for equipment.   3. The external connection device for a motor control device according to claim 2, wherein the correction coefficient includes a proportionality constant α and an offset β, and uses T = αI + β as the reference current / torque relationship. The external connection device for a motor control device according to any one of claims 1 to 3, wherein the motor control device includes an external communication interface.
The external connection device is a motor control device external connection device that rewrites the correction coefficient stored in the correction coefficient storage means via the external communication interface.   5. The external connection device for a motor control device according to claim 1, wherein the external connection device is connected to the motor control device by using a control area network (CAN). External connection device for motor controller that rewrites coefficient.

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