JP6520105B2 - Motor control system - Google Patents

Description

  The present invention relates to a motor control system that controls the output of a motor that drives a vehicle.

  Conventionally, in a vehicle such as an electric car or a hybrid car equipped with a battery-powered motor or motor generator, control is performed to restrict motor input / output so that input / output power of the battery does not become excessive. That is, control is performed to calculate the maximum input / output of the battery based on the SOC (charge rate) of the battery and the battery temperature, and to adjust the power running torque and the regenerative torque of the motor based on the maximum input / output. reference). Thereby, overdischarge and overcharge of the battery are prevented, and the performance deterioration of the battery is suppressed.

Patent No. 3906925 Patent No. 4026013

  By the way, a recent vehicle control system is configured by combining a plurality of electronic control units specialized for each of various components mounted on the vehicle. These electronic control units are communicably connected to each other via an on-vehicle communication network, and cooperatively control the entire vehicle while sharing information and calculation results acquired by the individual electronic control units. For example, a vehicle equipped with a traveling motor is provided with a vehicle control device that calculates an output request of the entire vehicle, a motor control device that controls input / output power of the motor, a battery control device that manages the state of a battery, and the like. These mutually exchange information.

  On the other hand, communication between the electronic control units takes at least several milliseconds to several hundreds of milliseconds. Therefore, a discrepancy may occur between the output request calculated by the vehicle control device and the actual operating state of the motor controlled by the motor control device, and the input / output power of the battery may be excessive.

  For example, if the drive wheel slips while traveling on a slippery road (low μ road) affected by snow or rain, the load on the drive motor connected to the drive wheel decreases sharply, and the motor rotational speed Will rise. On the other hand, at this point in time, the vehicle control device does not know that the drive wheel has slipped, so the same output request as before the occurrence of the slip is transmitted to the motor control device. Therefore, the motor output overshoots beyond the target value, and the output power of the battery may exceed the upper limit value.

  Note that if the information is transmitted from the motor control device to the vehicle control device after the motor rotational speed has increased, the output request transmitted from the vehicle control device to the motor control device decreases, so the motor output has a target value. Will converge towards the However, the motor output converges at least after the communication delay time between the electronic control units and the control delay time have elapsed.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a motor control system capable of suppressing an overshoot of a motor output due to a communication delay. The present invention is not limited to this object, and it is an operation and effect derived from each configuration shown in the “embodiments to be described later”, and it is also possible to exert an operation and effect that can not be obtained by the prior art. It can be positioned as a goal.

(1) wherein the motor control system disclosed includes a motor to control a motor for driving the vehicle on battery power, and a vehicle control device which calculates a required torque of the motor based on the output required by the driver, the pre SL motor A control device, a battery control device that calculates the available output power of the battery, an on-vehicle accessory that operates with step-down power supplied from the battery, the battery control device, the vehicle control device, and the accessory A motor control system for a vehicle , comprising: an on-vehicle communication network communicably connected to the motor control device . The motor control device is configured based on the available output power of the battery transmitted from the battery control device via the in-vehicle communication network and the operation state of the auxiliary device transmitted via the in-vehicle communication network. A first motor-consumable power calculation unit that calculates a consumable power , and an output-able torque calculation that calculates an outputable torque of the motor based on the consumable power of the motor calculated by the first motor-consumable power calculation unit And one of the required torque transmitted from the vehicle control device via the in-vehicle communication network and the outputtable torque of the motor calculated by the outputtable torque calculating unit, using one having a smaller absolute value. And a control unit that controls an output of the motor.

  As a specific example of the vehicle control device, an electronic control device that comprehensively controls the entire electronic device mounted on the vehicle, such as EV-ECU (Electric Vehicle-ECU), HEV-ECU (Hybrid Electric Vehicle-ECU), etc. It can be mentioned. On the other hand, as a specific example of the motor control device, an electronic control device for controlling the operation state of the motor such as a MCU (Motor Control Unit), a PDU (Power Drive Unit), a power train ECU, etc. may be mentioned.

(2) pre-Symbol is the first motor consumable power calculation unit, consumable power before SL motor by subtracting the power consumed in the previous Kiho machine from the available output power of the battery transmitted from the battery control device It is preferable to calculate
As a specific example of the said battery control apparatus, BMU (Battery Management Unit) and BMS (Battery Management System) which manage the charge / discharge state and deterioration state of a battery are mentioned.

(3) It is preferable that the outputtable torque calculation unit calculates the outputtable torque of the motor based on the electric power that can be consumed by the motor and the rotational speed of the motor.
(4 ) It is preferable that the battery control device further includes a second motor consumable power calculating unit that calculates the consumable power of the motor based on the available output power of the battery and the operating state of the accessory.

According to the disclosed motor control system, the motor control device calculates the available output torque of the motor based on the available output power of the battery, and uses one of the available output torque and the required torque which has a smaller absolute value (ie, By controlling the output of the motor (using the result of the minimum value removal), overshoot of the motor output due to communication delay can be suppressed. Further, the outputtable torque of the motor can be calculated by using the consumable power closer to the latest state, and the overshoot can be eliminated more reliably.

1 is a schematic view showing a vehicle to which a motor control system according to an embodiment is applied. It is a block diagram for demonstrating a motor control system. Communication of the motor control system lag is a graph for explaining a control delay, (A) is motor speed motor controller calculates N _M, (B) the motor rotational speed N _M transmitted to the vehicle control device , (C) shows the required torque T _B calculated by the vehicle control device, and (D) shows the required torque T _B transmitted to the motor control device. Moreover, (E) is a time-dependent fluctuation graph of the motor output which shows the control result of this embodiment, (F) is the comparative example. It is a block diagram for demonstrating the motor control system as a modification.

  A motor control system as an embodiment will be described with reference to the drawings. The embodiments shown below are merely illustrative, and there is no intention to exclude the application of various modifications and techniques that are not specified in the following embodiments. The configurations of the present embodiment can be variously modified and implemented without departing from the scope of the present invention, and can be selected as necessary or can be combined as appropriate.

[1. System configuration]
A vehicle 10 to which the motor control system of the present embodiment is applied is illustrated in FIG. The vehicle 10 is an electric vehicle or a hybrid vehicle equipped with a motor 11 that drives the vehicle 10 with the power of a battery 12. The battery 12 is a main power supply device of the motor 11, and is, for example, a unit type lithium ion secondary battery incorporating a plurality of cells. Further, the motor 11 is an AC motor generator (motor generator) having a function as a motor and a function as a generator. The rotation shaft of the motor 11 is coupled to the drive wheels of the vehicle 10.

An inverter 13 is interposed on the circuit connecting the battery 12 and the motor 11. The inverter 13 is a converter (DC-AC inverter) that mutually converts DC power on the battery 12 side and AC power on the motor 11 side, and incorporates, for example, an IGBT (Insulated Gate Bipolar Transistor) module.
At the time of power running of the motor 11, AC drive power is supplied from the battery 12 side to the motor 11 side via the inverter 13. On the other hand, at the time of regeneration of the motor 11, DC regenerative electric power is supplied from the motor 11 side to the battery 12 side via the inverter 13. The inverter 13 and the motor 11 are connected by a three-phase AC power line (charge / discharge circuit), and the inverter 13 and the battery 12 are connected by a DC power line.

  In the circuit connecting the battery 12 and the inverter 13, a converter 14 (DC-DC converter) for stepping down DC power on the battery 12 side and supplying it to auxiliary equipment, a compressor 15 (E-COMP) of an on-vehicle air conditioner , An electric refrigerant compressor), a heater 16 (HTR, heater), and the like. The voltage of the battery 12 is several hundred volts, and the voltage after bucking is around 12 volts. The power converted by the converter 14 is used not only for driving the converter 14 itself but also for supplying various electric components and in-vehicle electronic products, and is also used for charging a low voltage battery (for example, lead storage battery).

  A motor control unit 1, a vehicle control unit 4, and a battery control unit 5 are mounted on the vehicle 10 as an electronic control unit (ECU, Electronic Control Unit) related to control of the motor 11. These electronic control units are connected so as to be able to communicate with each other via an on-vehicle communication network 9 schematically shown in FIG. In addition to the electronic control device, all electronic products mounted on the vehicle 10 are connected to the on-vehicle communication network 9. For example, the converter 14, the compressor 15, the heater 16 and the like are connected.

  In each electronic control unit, for example, a processor (microprocessor) such as a central processing unit (CPU) or a micro processing unit (MPU), a read only memory (ROM), a random access memory (RAM), a non-volatile memory, etc. are mounted. Ru. The processor is an arithmetic processing unit including a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register group), and the like. The ROM, the RAM, and the non-volatile memory are memory devices in which programs and data during work are stored. The control content in each electronic control unit is recorded, for example, as an application program in the ROM, the RAM, the non-volatile memory, and the removable medium. Also, when the program is executed, the contents of the program are expanded in the memory space in the RAM and executed by the processor.

The motor control device 1 (MCU, Motor Control Unit) controls the operating state of the motor 11 by controlling the inverter 13. Here, as the torque corresponding to the output request and the motor rotational speed N _M of the vehicle 10 is generated by the motor 11, the frequency and voltage of the AC power generated by the inverter 13 is controlled.

  The battery control device 5 (BMS, Battery Management System) executes the determination of the state of charge (SOC, State of Charge) and the state of health (SOH, State of Health) of the battery 12, the failure diagnosis, etc. Manage the Here, based on the SOC and SOH of the battery 12, the upper limit value of the power that can be extracted from the battery 12 at that time (or the power that can be stored in the battery 12 at that time) is calculated. This power is referred to as the outputtable power SOP of the battery 12.

  The vehicle control device 4 (EV-ECU, Electric Vehicle-ECU) is an electronic control device that comprehensively manages a plurality of electronic control devices mounted on the vehicle 10. Here, the information of the driving operation by the driver of the vehicle 10 is collected, and the required torque of the vehicle 10, the braking torque of the brake device, the operation amount of various on-vehicle components, and the like are calculated.

[2. Control configuration]
In the present embodiment, control during powering of the motor 11 will be described in detail. Required torque T _B used to drive the motor 11 is set by the vehicle control device 4 is basically based on the output required by the driver. The driver's output request is calculated based on, for example, the depression amount of the accelerator pedal and the vehicle speed. In addition to the driver's output request, loads of various electrical components and in-vehicle electronic products may be taken into consideration. Information required torque T _B which is set here is transmitted to the motor control device 1 via the vehicle communication network 9. Then, in the motor control apparatus 1, as the motor rotational speed N _M of the time required torque T _B is obtained, the output of the motor 11 is controlled.

Here if, by controlling the motor 11 using only the required torque T _B calculated by the vehicle control device 4, the output of the motor 11 is rapidly increased in the case that the load of the motor 11 is suddenly changed, for example by slip of the drive wheels The power taken out of the battery 12 may be excessive. Therefore, in the present embodiment, the power that can be taken out from the battery 12 always calculated by the battery control device 5, calculates information of the different second torque T _A in the motor control apparatus 1 and the required torque T _B based on this Let The output of the motor 11, the required torque T _B and by combination with controlling the second torque information, suppressing the surge in output of the motor 11 as described above.

  As elements for carrying out the above control, the motor control device 1 is provided with a calculation unit 2 and a control unit 3, and the calculation unit 2 is provided with a motor rotational speed calculation unit 2A, an outputable torque calculation unit 2B, and a minimum value selection A part 2C is provided. Further, the battery control device 5 is provided with a battery-consumable power calculation unit 5A and a motor-consumable power calculation unit 5B. Each of these elements is illustrated in FIG. Each of these elements may be realized by an electronic circuit (hardware) or may be programmed as software. Alternatively, part of these functions may be provided as hardware and the other part may be software. The software may be recorded and stored in a ROM or an auxiliary storage device, or may be recorded on a recording medium readable by each electronic control device.

[2-1. Battery controller]
The battery-consumable power calculation unit 5A calculates the possible output power SOP of the battery 12. The possible output power SOP is calculated based on the SOC, SOH of the battery 12, battery temperature, charge / discharge current, charge / discharge voltage, voltage between terminals, and the like. The information of the possible output power SOP calculated here is transmitted to the motor consumable power calculation unit 5B and is also transmitted to the vehicle control device 4 via the on-vehicle communication network 9.

  The motor-consumable power calculation unit 5 </ b> B (third calculation unit) calculates the power that can be consumed by the motor 11 among the possible output powers SOP of the battery 12. This power is referred to as the consumable power MSOP of the motor 11. The consumable power MSOP is a value obtained by subtracting the power consumed by the accessories of the vehicle 10 from the available power SOP. The target accessories can be set arbitrarily, for example, the power consumed by all the accessories may be calculated, or only the power consumed by the main accessories may be calculated. May be

In the present embodiment, the consumable power MSOP of the motor 11 is calculated in consideration of the operating states of the converter 14, the compressor 15, and the heater 16. Power consumption of the converter 14 (converter output) and P _A, the power consumption of the compressor 15 (the compressor output) and P _B, if the power consumption of the heater 16 (heater output) and P _C, consumable power MSOP is It is calculated by the equation _{"MSOP = SOP-P A -P B} -P C ". The information of the consumable power MSOP calculated here is transmitted to the motor control device 1 via the in-vehicle communication network 9.

[2-2. Vehicle control device]
Vehicle control device 4 calculates the required torque T _B of the motor 11 based on an output request and the motor rotation speed N _M of the driver. When calculating the required torque T _B, output power SOP transmitted from the battery control device 5, SOC of the battery 12, SOH, the battery temperature may be considered such as power being consumed by the auxiliary machines. Information required torque T _B calculated here is transmitted to the motor control device 1 via the vehicle communication network 9.

[2-3. Motor controller]
The motor rotation number calculation unit 2A calculates an actual motor rotation number N _M (motor rotation speed, rotation number per unit time). Here, for example, on the basis of the detected value of the rotational speed sensor is attached to the motor 11 itself, the motor rotational speed N _M is calculated. Also, if the wheel speed sensors on the driving wheels are attached may calculate the motor rotational speed N _M based on the detection value. Information of the motor rotational speed N _M calculated here, while being transmitted to the possible output torque calculating section 2B and the control unit 3, is also transmitted to the vehicle control device 4 via the vehicle communication network 9.

The outputtable torque calculation unit 2B calculates the maximum torque that can be generated by the motor 11 based on the consumable power MSOP of the motor 11 transmitted from the battery control device 5. This torque is a "second torque" above, hereinafter referred to as possible output torque T _A. Possible output torque T _A is proportional consumable power MSOP to a value obtained by dividing the motor rotational speed N _{M. Assuming that} the unit of the consumable power MSOP is [W] ([J / s]) and the unit of the motor rotational speed NM is [rpm], the possible output torque T _A [Nm] has the formula “T _A = MSOP / (2πN _M / 60) ”. Information of possible output torque T _A calculated here is transmitted to the minimum value selection section 2C.

The minimum value selection section 2C, among the possible output torque T _A calculated by the required torque T _B and the output enable torque-calculating section 2B which is calculated by the vehicle control device 4, the command torque of the motor 11 either absolute value is smaller It is selected as T _C. Here, if the required torque T _B can torque T _A less output, the required torque T _B becomes command torque T _C of the motor 11 as it is. On the other hand, for example, when, as the slippage of the driving wheels is required torque T _B exceeds the possible output torque T _A, the output torque can be T _A is instructed torque T _C of the motor 11. This makes it possible to limit the command torque T _C of the motor 11 is clipped overshoot of the output of the motor 11 is suppressed. The information of the command torque T _C calculated here is transmitted to the control unit 3.

The control unit 3 controls the inverter 13 so that the command torque T _C selected by the minimum value selection unit 2 _C is generated by the motor 11. Here, the target output of the motor 11 based on the motor rotational speed N _M and command torque T _C is calculated, so that the actual output of the motor 11 matches the target output, the AC power of the inverter 13 the frequency, The voltage is controlled.

[3. Action]
FIGS. 3A to 3F are graphs showing temporal changes of the motor rotational speed N _M , the required torque T _B , and the motor output before and after the slip of the drive wheel. First, when the slip time t ₀ has occurred, the load of the motor 11 is rapidly reduced, the motor rotational speed N _M is increased. At this time, the motor control apparatus 1 motor revolution number calculating section 2A, the change of the motor rotational speed N _M, such as shown in FIG. 3 (A) is grasped.

Information of the motor rotational speed N _M is transmitted to the vehicle control device 4 via the vehicle communication network 9. On the other hand, the timing at which the motor control device 1 transmits information and the timing at which the vehicle control device 4 receives information are limited to timings conforming to the communication standard of the in-vehicle communication network 9. Therefore, the information of the motor rotational speed N _M is transmitted to the vehicle control device 4, as shown in FIG. 3 (B), the time t ₁ after the predetermined communication delay time from at least the time t ₀ has elapsed .

Further, the vehicle control device 4, the required torque T _B based on the output of the driver's demand and the motor rotation speed N _M is calculated. Here, a predetermined calculation delay depending on the calculation ability of the vehicle control device 4 occurs. Therefore, the increase in the motor rotational speed N _M begins to be reflected in the required torque T _B, as shown in FIG. 3 (C), the time t ₂ after the predetermined operation delay time of at least the time t ₁ has elapsed .

Information required torque T _B calculated by the vehicle control device 4 is transmitted to the motor control device 1 via the vehicle communication network 9. Again, as well as between time t ₀ ~t ₁ is predetermined communication delay time will occur. Therefore, the motor control apparatus 1 receives the information of the requested torque T _B, as shown in FIG. 3 (D), from the time t ₂ is the predetermined communication delay time becomes the time t ₃ after elapse.

As described above, the required torque T _B time begins to decrease t ₃ is the communication delay and calculation delays, delays largely from time t ₀ to the motor rotational speed N _M is suddenly changed. When the motor control apparatus 1 controls the operation state of the motor 11 based on only the required torque T _B, as shown in FIG. 3 (F), also increased motor output As the motor rotation speed N _M increases, There is a possibility that the output power of the battery 12 exceeds the upper limit value.

However, in the above motor control system, based on the available output power SOP of the battery 12 is calculated consumable power MSOP motor 11, which a possible output torque of the motor 11 based on the motor rotational speed N _M of the time T _A is calculated. Further, while a small absolute value of the possible output torque T _A and the required torque T _B is set to the instruction torque T _C, the inverter 13 is controlled.

Output power SOP of the battery 12 is a parameter representing the state of the battery 12, the time t ₀ unchanged in a short time of about to time t _3, and a right and left are not the values in the slip state of the drive wheels. Similarly, the consumable power MSOP of the motor 11 is also a value calculated according to the available output power SOP and the operating state of the auxiliaries, and the fluctuation speed is relatively small. Therefore, the possible output torque T _A of the motor 11 calculated based on the possible output power SOP can function as an upper limit value of the torque generated by the motor 11 regardless of the presence or absence of the slip. As a result, the output of the motor 11 is suppressed so as not to exceed the output shown by the broken line in FIG.

[4. effect]
(1) In the above motor control system, possible output torque T _A of the motor 11 in the motor control apparatus 1 on the basis of the available output power SOP of the battery 12 is calculated, with the possible output torque T _A and the required torque T _B One of the smaller absolute values is selected as the command torque T _C of the motor 11. The value of the possible output torque T _A is to gradually change depending on the state of the battery 12, the changing speed is relatively small and does not depend on the rotation state of the drive wheels. Therefore, regardless of the presence or absence of the slip, the upper limit value of the torque generated by the motor 11 can be limited, and the overshoot of the output of the motor 11 due to the communication delay of the in-vehicle communication network 9 can be suppressed. Deterioration can be suppressed.

  (2) In the motor control system described above, the power consumed by the auxiliary equipment of the vehicle 10 is reduced from the outputtable power SOP of the battery 12 calculated by the battery control device 5. It becomes MSOP. Thereby, the upper limit value of the power that can be consumed by the motor 11 can be accurately grasped, and the power of the battery 12 can be utilized to the maximum within the range where the overshoot of the output of the motor 11 does not occur.

(3) In the above motor control system, based on the consumable power MSOP and the motor rotational speed N _M of the motor, the output torque can be T _A is calculated. Thus, by referring to the motor rotational speed N _M, it is possible to generate a driving torque corresponding to the rotation state of the actual motor 11, it is possible to improve the controllability of the output of the motor 11.
(4) In the motor control system described above, the consumable power MSOP of the motor 11 is calculated by the motor consumable power calculation unit 5 B of the battery control device 5. Thereby, the configuration of the motor control device 1 can be simplified.

[5. Modified example]
Regardless of the embodiment described above, various modifications can be made without departing from the scope of the invention. The configurations of the present embodiment can be selected as needed, or may be combined as appropriate.

In the above-mentioned embodiment, although the control at the time of power running of motor 11 was explained in full detail, it is possible not only at the time of discharge of battery 12 but to carry out control similarly at the time of charge. That is, the torque generated by the regenerative power generation of the motor 11 is expressed as a negative value, and the possible output power SOP, the possible output torque T _A , the required torque T _{B and the} like of the battery 12 are also negative values. Moreover, the possible output torque calculating section 2B, as with the power running time, possible output torque T _A, one small absolute value of the required torque T _B is assumed to be selected as the command torque T _C. As a result, the upper limit of the amount of power generation can be clipped within the range not exceeding the chargeable power of the battery 12. Therefore, overshoot of the output of the motor 11 in the negative direction can be suppressed.

  In the above-described embodiment, the battery control device 5 calculates the outputtable power SOP of the battery 12 and the consumption power MSOP of the motor 11 by way of example. Control such that these values are calculated in the motor control device 1 It is good also as composition. For example, it is conceivable to incorporate the motor consumable power calculation unit 5B in the above embodiment into the motor control device 1.

In this case, as shown in FIG. 4, the motor consumption power calculation unit 2D (second calculation unit) is provided in the calculation unit 2, and the consumption possible power SOP of the battery 12 calculated by the battery control device 5 and accessories The information on the power to be generated is input to the motor The motor consumable power calculation unit 2D calculates the consumable power MSOP of the motor 11 based on these pieces of information, and transmits this information to the possible torque calculation unit 2B. Such a control configuration can simplify the configuration of the battery control device 5. Further, as compared with the embodiment described above, by using a consumable power MSOP closer to date can be calculated possible output torque T _A, it is possible to eliminate the overshoot more securely.

  A control configuration in which the motor control device 1 shown in FIG. 4 and the battery control device 5 shown in FIG. 2 are combined to calculate the consumable power MSOP of the motor 11 by both the motor control device 1 and the battery control device 5 It may be In this case, even if the communication between the motor control device 1 and any one of the high voltage accessories is interrupted, if the communication with the battery control device 5 is secured, then the consumable power MSOP calculated in the battery control device 5 Can be used to control the output of the motor 11, and the same effect as that of the above-described embodiment can be obtained. Further, since the consumable power MSOP is separately calculated at the two locations of the motor consumable power calculation units 2D and 5B, the verification and calculation of the calculation results become possible, and the control reliability can be improved.

1 Motor Control Device 2 Calculation Unit 2D Motor Consumable Power Calculation Unit (Second Calculation Unit)
3 Control Unit 4 Vehicle Control Device 5 Battery Control Device 5B Motor Consumable Power Calculation Unit (Third Calculation Unit)
9 in-vehicle communication network 11 motor 12 battery
Output power of SOP battery 12
Power consumption of MSOP motor 11
N _M motor speed
T _A Output Possible Torque
T _B required torque
T _C command torque

Claims (4)

A motor that drives the vehicle with battery power;
A vehicle control device that calculates a required torque of the motor based on a driver's output request;
A motor controller for controlling the pre SL motor,
A battery control device that calculates the outputtable power of the battery;
An on-vehicle auxiliary device operated by the step-down power supplied from the battery;
In a motor control system of a vehicle, comprising: an on-vehicle communication network in which the battery control device, the vehicle control device, and the auxiliary device are communicably connected to the motor control device .
The motor controller
The consumable power of the motor is calculated based on the available output power of the battery transmitted from the battery control device through the in- vehicle communication network and the operating state of the auxiliary device transmitted through the in-vehicle communication network. A first motor consumable power calculation unit;
An outputable torque calculation unit that calculates an outputable torque of the motor based on the electric power that can be consumed by the motor calculated by the first motor-consumable power calculation unit ;
An output of the motor is output using one of a smaller absolute value among the required torque transmitted from the vehicle control device via the in-vehicle communication network and the available output torque of the motor calculated by the available output torque calculation unit. Control unit to control
A motor control system comprising: First motor consumable power calculator before Symbol calculates consumable power before SL motor by subtracting the power consumed in the previous Kiho machine from the available output power of the battery transmitted from the battery control device The motor control system according to claim 1, characterized in that: The motor control system according to claim 1 or 2, wherein the outputtable torque calculation unit calculates the outputtable torque of the motor based on the power consumption of the motor and the rotational speed of the motor. The battery control device, characterized in that it comprises a second motor consumable power calculation unit that calculates a consumption electric power of the motor based on the operating state of the output power and the auxiliary of the battery, according to claim 1 The motor control system in any one of -3 .

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