JPH0795702A - Controller for electric motor vehicle - Google Patents

Abstract

PURPOSE:To prevent the generation of a torque hunting when a vehicle speed pulse is used instead of a number-of-revolutions pulse. CONSTITUTION:A latest torque command TN is compared with a previously calculated torque command Told thereby to calculate a torque command change DELTAT in the step 112. The calculated torque command change DELTAT is compared with a threshold value DELTATref, and a torque command T value is limited based on its result in steps 114-120. Since the change of the command T of its output is suppressed, a torque hunting is suppressed. Further, the command T is limited by using a map B having a small maximum output torque TmaxB at the time if using a vehicle speed pulse in the steps 124 and 126. Safety in a high speed range is improved. Further, a current command I or a current value is limited. An element damage is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device mounted on an electric vehicle for controlling a drive current of a motor and, consequently, an output torque thereof.

[0002]

2. Description of the Related Art An electric vehicle is a vehicle having a motor as a drive source, and a battery such as a lead battery is mounted as a power source of the motor. When an AC motor (induction motor, permanent magnet motor, etc.) is used as the motor, it is necessary to convert the DC power output from the battery into AC power suitable for driving the motor. This power conversion is usually performed by an inverter. The operation of the plurality of switching elements forming the inverter is executed as vector control of the current supplied to the motor according to the operation of the accelerator, brake, etc. by the vehicle operator.

FIG. 9 shows a system configuration of an electric vehicle according to a conventional example. The electric vehicle shown in this figure is equipped with a three-phase AC motor 10 as a drive source. The output shaft of the motor 10 is a reduction gear or a transmission 12,
It is connected to drive wheels 16 via a differential gear (differential gear) 14 and the like. Therefore, the vehicle can be driven by rotationally driving the motor 10.

The electric vehicle is also equipped with a battery 18. The battery 18 is a chargeable / dischargeable battery such as a lead battery, and its output is converted into three-phase AC power by the inverter 20. The controller 22 controls the conversion operation by the inverter 20. Controller 22
Inputs a vehicle signal indicating an accelerator operation, a brake operation, etc. by a vehicle operator, and calculates a torque command indicating a torque to be output from the motor 10 based on the vehicle signal. In this calculation, for example, an output characteristic map as shown in FIG. 10 is used. Controller 22
Calculates a current command based on the obtained torque command.
This current command has a torque current command I _q corresponding to the torque to be output from the motor 10 and an exciting current command I _d corresponding to the exciting current as components. Controller 22
The current command obtained by the rotation conversion of the coordinate system as shown in FIG. 11 to FIG.
The inverter 20 after being converted into a (pulse width modulation) signal
Is output to. Each switching element forming the inverter 20 switches according to the PWM signal supplied from the controller 22, and as a result, the current corresponding to the current command is supplied from the inverter 20 to the motor 10. In this way, the vector control of the drive current of the motor 10 and the control of the output torque thereof are performed.

Prior to the output from the controller 22 to the inverter 20, the rotation conversion of the coordinate system is performed on the current command as described above. That is, the controller 22
Executes the current command according to the dq coordinate system shown in FIG. This dq coordinate system is fixed to the rotor 24 of the motor 10. Therefore, when the stationary coordinate system is XY, the dq coordinate system has a speed corresponding to the rotational speed of the rotor 24 times the number of poles with respect to the XY coordinate system, as shown in FIG. It's spinning. When outputting the current command to the inverter 20, the controller 22 converts the current command, which is obtained in advance based on the dq coordinate system, into the XY coordinate system which is the stationary coordinate system (see FIG. 13).

In order to perform such rotational conversion of the coordinate system in the controller 22, the rotational speed of the motor 10 (rotational speed of the rotor 24) is required. Therefore, in FIG. 9, the rotation speed sensor 26 is attached to the motor 10. The rotation speed sensor 26 is, for example, a hall element, L
It is configured as an ED, a resolver, etc., and outputs a rotation speed pulse indicating the rotation speed of the motor 10. This rotation speed pulse is relatively fast, so the controller 22
The rotation processing of the coordinate system described above can be performed accurately.

Further, for example, Japanese Patent Laid-Open No. 3-277101 discloses a method of coping with a failure of the rotation speed sensor 26. In this publication, when some abnormality occurs in the rotation speed sensor, the output of the vehicle speed sensor is used for controlling the motor instead of the output of the rotation speed sensor. The system configuration shown in FIG. 9 includes an outline of the configuration disclosed in this publication.

That is, the differential 14 is provided with a vehicle speed pulse generation circuit 28 for detecting a vehicle speed and outputting a vehicle speed pulse. There are two types of vehicle speed pulses output from this circuit 28: vehicle speed pulse (1) and vehicle speed pulse (2).
The former is a pulse used to drive a speedometer,
The latter is supplied to the reduction (variable) speed controller 30 and used for controlling the speed reducer or the transmission 12. When some abnormality has occurred in the rotation speed sensor 26 and the rotation speed pulse has disappeared, the controller 22 uses one of the vehicle speed pulses (1) and (2) to execute the coordinate system rotation processing described above. In this case, the controller 22 can control the motor 10 despite the abnormality of the rotation speed sensor 26. When a hall element, an LED or the like is used as the rotation speed sensor 26, the connection of the vehicle speed pulse may be dislocated due to the heat generation of the motor 10, so that the vehicle speed pulse is effectively substituted.

Reference numeral 32 in the drawing denotes a current sensor, and the current sensor 32 detects the current supplied from the inverter 22 to the motor 10. The detected motor current is supplied to the controller 22. In the controller 22, this motor current is used for feedback of the drive current of the motor 10.

[0010]

However, if an attempt is made to control the motor by using the vehicle speed pulse instead of the rotation speed pulse when the rotation speed pulse disappears, the speed of the latter is generally about 1/10 of that of the former, for example. Therefore, the vector control of the motor drive current cannot be accurately executed, and problems such as torque hunting occur.

First, as shown in FIG. 14, when the vehicle operator depresses the accelerator and the torque command increases in response to this, the current waveform of the motor 10 changes from the waveform of the solid line A at timing Δ with the increase. The waveform changes to the broken line B. That is, the cycle of the current waveform is shortened by a few Hz. Therefore, if the accelerator pedal is depressed and the torque command increases in response to the rotation conversion of the coordinate system using the vehicle speed pulse, as shown in FIG.
At the input timing Δ of the vehicle speed pulse, a phase change of the current waveform, and consequently an amplitude change ΔA thereof occurs. That is, although the current waveform shown by the broken line X is actually required, the current waveform shown by the solid line Y is actually obtained.

When such a waveform disturbance occurs, so-called torque hunting occurs. That is, FIG. 16 (a)
When the stepwise change of the torque command as shown in Fig. 16 occurs when the frequency pulse is used, the torque fluctuation as shown in Fig. 16B occurs. In addition, in such a state, a sudden current may flow due to the amplitude change ΔA at the frequency pulse input timing Δ, and the elements constituting the inverter 20, the wiring, the motor 10, and the like may be damaged. Furthermore, it is not particularly preferable that such a phenomenon occurs in a high speed region (a region where the motor is rotating at a high speed).

The present invention has been made to solve the above problems, and when the target control of the motor output is executed by using the vehicle speed pulse instead of the rotation speed pulse, the vehicle speed pulses are compared. The purpose of the present invention is to prevent the occurrence of torque hunting and the destruction of each part of the system due to the extremely low speed, and to improve the safety in the high speed range.

[0014]

In order to achieve such an object, the control device according to the first aspect of the present invention provides a torque command indicating an output torque required for a motor when a rotation speed pulse disappears. While suppressing the amount of change over time, a means for calculating, a means for calculating a current command based on the obtained torque command, and a rotation speed pulse during normal operation, and a vehicle speed pulse when the rotation speed pulse disappears, A means for performing a predetermined process on the obtained current command and controlling the drive current of the motor based on the current command after this process is provided.

Further, the control device according to the second configuration of the present invention calculates the current command corresponding to the output torque required for the motor while suppressing the temporal change amount when the rotation speed pulse disappears. A means for performing a predetermined process on the obtained current command by using the rotation speed pulse in the normal state and using the vehicle speed pulse when the rotation speed pulse disappears, and controlling the drive current of the motor based on the current command after this processing. And are provided.

Further, the control device according to the third aspect of the present invention uses means for calculating a current command corresponding to the output torque required for the motor, and a rotation speed pulse in the normal state,
When the rotation speed pulse disappears, the vehicle speed pulse is used to perform a predetermined process on the obtained current command, and a means for controlling the drive current of the motor based on the processed current command, and a current command or a motor when the rotation speed pulse disappears And means for limiting the drive current of.

The control device according to the fourth aspect of the present invention suppresses the torque command indicating the output torque required for the motor while suppressing the value when the vehicle speed indicated by the vehicle speed pulse is relatively high. A means for calculating, a means for calculating a current command based on the obtained torque command, and a rotation speed pulse during normal operation, and a vehicle speed pulse when the rotation speed pulse disappears, perform predetermined processing on the obtained current command. And means for controlling the drive current of the motor based on the current command that has been subjected to this processing.

[0018]

In the first and second configurations of the present invention, the amount of change over time in the torque command or the current command is suppressed when the rotation speed pulse disappears. That is, so-called smoothing processing is executed for the torque command or the current command.
After such processing is executed, if the drive current of the motor is controlled based on the torque command or the current command, the relatively low speed vehicle speed pulse is used instead of the relatively high speed rotation pulse. The change in the amplitude of the current when the vehicle speed pulse is input, and consequently the change in torque is suppressed, and torque hunting is preferably prevented or suppressed.

Further, in the third configuration of the present invention, the current command or the drive current of the motor is limited when the rotation speed pulse disappears. Therefore, although the vehicle speed pulse is used instead of the rotation speed pulse, the generation of a sudden current at the time of inputting the vehicle speed pulse is prevented, and as a result, torque hunting is preferably prevented and suppressed, and
It is possible to suitably prevent the destruction of the circuit element that constitutes the drive system of the electric vehicle.

In the fourth structure of the present invention,
The value of the torque command is suppressed when the vehicle speed is relatively high.
Therefore, although the vehicle speed pulse is used in place of the rotation speed pulse, the occurrence of torque hunting or element destruction is prevented, especially in the high speed range, and the safety at high speed is further improved.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings.

The same components as those of the conventional example shown in FIGS. 9 to 16 are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 1 shows the system configuration of an electric vehicle according to an embodiment of the present invention. In this embodiment, a gear position sensor 34 is further added to the configuration of the conventional example shown in FIG. The gear position sensor 34 is used when a transmission is used as the member 12, and detects the gear position in the transmission 12. The detected gear position is supplied to the controller 22 and is supplementarily used as information indicating a gear ratio in the transmission 12 when performing rotation conversion of the coordinate system based on the vehicle speed pulse.

2 and 3 show the flow of operation of the controller 22 in the first embodiment of the present invention.

In this embodiment, first, the torque command T _N is calculated by the controller 22 based on the information such as the accelerator opening input as the vehicle signal (10).
0). After calculating the torque command T _N , the controller 22 determines whether the vehicle speed pulse is selected (102). That is, it is determined whether the rotation speed pulse output from the rotation speed sensor 26 is used or the vehicle speed pulse (1) or (2) output from the vehicle speed pulse generation circuit 28 is used. Normally, the vehicle speed pulse is used when the rotation speed sensor 26 is abnormal.

As a result of this judgment, when it is determined that the vehicle speed pulse is not selected and the rotation speed pulse is used, the torque command T _N obtained in step 100 is substituted into the torque command T relating to the output. (104), T is substituted for T _old (105). In this case, the process with reference to the map A as shown in FIG. 4A is further executed.
That is, in step 106 following step 104, the torque command T is compared with the maximum output torque T _maxA shown in FIG. _4A, and as a result, when the former is large, the torque command T is changed to the torque command T _maxA. (108). After this, the process proceeds to step 110.

On the other hand, if it is determined in step 102 that the vehicle speed pulse (1) or (2) is being selected, step 112 is executed. That is, the controller 2
2 is obtained by subtracting the torque command T _old calculated last time from the torque command T _N obtained in step 100,
Torque command change amount ΔT in one cycle of torque command calculation
To calculate. The torque command change amount ΔT thus obtained is compared with a predetermined value ΔT _ref in the following step 114. As a result of this comparison, the torque command change ΔT
Is larger than -ΔT _ref and smaller than ΔT _ref , that is, when the change ΔT is relatively small, the latest torque command T _N is added to the torque command T related to the output.
Is substituted (116). In contrast, when it is the torque command change amount [Delta] T is the threshold [Delta] T _ref above, the threshold value [Delta] T to the torque command T _{ol d} previously calculated
_The value obtained by adding _ref is substituted into the torque command T (11
8). If the torque command change ΔT is −ΔT _ref or less, the previously calculated torque command T _old is calculated.
A value obtained by subtracting the threshold value ΔT _ref from is substituted into the torque command T (120). After any of these steps 116 to 120 is executed, T is substituted for T _old for the next processing (122).

After execution of step 122, steps 124 and 126 are subsequently executed. In step 124, the torque command T obtained in any of steps 116 to ₁₂₀ is compared with the maximum output torque T _maxB in the map B shown in FIG. 4 (b). As a result of this comparison,
If the former is large, the value of the torque command T is limited to the value of the maximum output torque T _maxB (126). After execution of step 126, the process moves to step 110.

In step 110, the torque command T
Based on the value of, the current command composed of the current amplitude I, the current phase I _θ , and the slip frequency f _sc is calculated. After the current command is calculated, it is determined again whether the vehicle speed pulse is being selected (128). As a result, when it is determined that the vehicle speed pulse is not being selected, the process proceeds to step 130. On the contrary, when it is determined that the vehicle speed pulse is being selected, the current amplitude I obtained in step 110 is compared with I _max / x (132). Here, I _max is a maximum current value that does not cause an operational problem in each element of the inverter 20, the wiring, the motor 10, and the like, and x is a coefficient having a value of 2, for example. If the former is said to be greater than the latter in step 132, the value of the current amplitude I is limited to I ≦ I _max / x (134). When I _max / x is set in step 132 and after step 134 is executed, step 130 is executed. In step 130, the current command calculated in step 110 and limited in step 134 if necessary is converted into a PWM signal after the coordinate system rotation process using the rotation speed pulse or the vehicle speed pulse is performed. It is output to the inverter 20. As a result, vector control of the drive current supplied to the motor 10 and eventually target control of the output of the motor 10 is achieved. After executing step 130, the process returns to step 100.
In step 130, the reduction gear or the transmission 1
A gear ratio or gear ratio of 2 is used supplementarily to convert the vehicle speed into the rotation speed of the motor 10.

Of these operations, the processing executed in steps 112 to 122 during the selection of the vehicle speed pulse corresponds to the processing for blunting the torque command T. That is, when the vehicle operator depresses the accelerator when the vehicle speed pulse is used and as a result, the latest torque command T _N significantly increases with respect to the previously calculated torque command T _old , the torque command T Since the change amount is limited to the maximum ΔT _ref , the change in the torque command T is smoothed as shown in FIG. Then, this torque command T
The actual torque output from the motor 10 as a result of the control based on is the torque in which the torque hunting is suppressed, as shown in FIG. 5B. As a result, the drivability of the vehicle is improved.

Further, the processing executed by steps 106 and 108 and 124 and 126 has an effect of limiting the value of the torque command T when the vehicle speed pulse is used. That is, the map A used in steps 106 and 108 has the same contents as in FIG. 10 as shown in FIG.
Map B used in 24 and 126 is shown in FIG.
As shown in (b), it is a map in which the maximum output torque in the high speed range is suppressed as compared with map A. Therefore, by using the map B when the vehicle speed pulse is selected, the torque command T is suppressed. this is,
This will improve safety in the high speed range.

The processing executed in steps 128 to 134 has the effect of limiting the current command output to the inverter 20, particularly the current amplitude I thereof. Therefore, in this embodiment, when a vehicle speed pulse is used, a rapid current is prevented from being generated when the vehicle speed pulse is input, and each rotary element constituting the drive system of the electric vehicle is suitably protected.

6 and 7 show the flow of operation of the controller 22 in the second embodiment of the present invention.

In this embodiment, first, the torque command T is calculated by the controller 22 based on the accelerator opening and the like input as a vehicle signal (136). When the torque command T is calculated, the controller 22 determines whether or not the vehicle speed pulse is being selected (102), and moves to either of steps 106 and 124 based on the result of the determination. Therefore, also in this embodiment, the effect of suppressing the torque in the high speed range can be obtained.

After the torque suppression processing in the high speed range is performed, in the present embodiment, a current command composed of the current amplitude I _N , the current phase I _θ and the slip frequency f _scN is calculated based on the torque command T. (138). Subsequently, it is determined whether the vehicle speed pulse is being selected (128), and step 140 or 142 is executed by the controller 22 depending on the result of the determination.

First, when it is determined in step 128 that the vehicle speed pulse is not being selected, the controller 22
Is a I _N a current amplitude I of the output, the f _SCN slip frequency f _sc of the output, the values are (140). The controller 22 then substitutes I _old into I _old and f _sc into f _scold (141). The calculated current amplitude I and slip frequency f _sc together with the current phase I _θ
In step 130, it is used as an output to the inverter 20. At that time, the rotation processing of the coordinate system using the rotation speed pulse is executed.

In step 142, the change amount ΔI of the current amplitude I _N with respect to the previously calculated current amplitude I _old and the change amount Δf _{sc of} the slip frequency f _{scN with} respect to the previously calculated slip frequency f _fcold are calculated. When these changes ΔI and Δf _sc are calculated, subsequently, the determination relating to step 144 is executed. In step 144, the changes ΔI and Δf _sc calculated in step 142 are calculated.
_Are compared with a predetermined value ΔI _ref or Δf _scref , respectively. As a result of this comparison, the changes ΔI and Δf _sc are larger than −Δf _ref or −Δf _scref and Δf _ref , respectively.
Or if it is determined that less than Delta] f _Scref is step 146 is executed, the I _N is I, f _scref is f _sc
Are respectively assigned to. On the other hand, ΔI ≧ ΔI _ref
Or, when it is determined that Δf _sc ≧ Δf _scref ,
Step 148 is executed and I is I _old + ΔI
f _ref and f _scold + Δf _scref are respectively substituted into f _sc . In addition, ΔI ≦ ΔI _ref or Δf _sc ≦ Δf
_If it is determined to be _scref , in step 150, I is I _old −ΔI _ref and f _sc is f _scold −Δ.
f _{scre f} is respectively substituted. Steps 146-1
After any of the 50 has been executed, in step 152, I to I _old is, f _sc is substituted respectively f _sc to f _old. After execution of step 152, the process proceeds to step 132.

As described above, in the present embodiment, unlike the above-described first embodiment, the current amplitude I, not the torque command T is used.
The amount of change in the slip frequency f _sc is limited. Such a restriction produces the same effect as the restriction of the torque command T in the first embodiment. Therefore,
Also in this embodiment, torque hunting can be preferably prevented.

Also in this embodiment, step 132
And 134 are executed, the effect of preventing element destruction due to the limitation of the current amplitude I can be obtained.

FIG. 8 shows the construction of the essential parts of an apparatus according to the third embodiment of the present invention. In particular, this figure shows the circuit configuration of the controller 22 in more detail.

As shown in this figure, the current sensor 32
Are provided in U, V, and W phases of the motor 10 (3
2U, 32V, 32W). These current sensors 32U,
The current value detected by 32V, 32W is input to the corresponding subtractor 36U, 36V, 36W. Subtractor 3
At 6U, 36V, and 36W, the detected current value of each phase is subtracted from the current command of each phase generated by the controller 22. The result of this subtraction is supplied to the corresponding multipliers 38U, 38V, 38W. This multiplier 3
8U, 38V, and 38W are, for example, the coefficient k related to PI control.
Are multiplied by the outputs of the corresponding subtractors 36U, 36V, 36W. The outputs of the multipliers 38U, 38V, and 38W are directly supplied to the PWM modulator 40 when the rotation speed pulse is used. In the PWM modulator, the carrier wave output from the reference oscillator 42 is PWM-modulated by the outputs of the multipliers 38U, 38V, 38W, and the PWM signal obtained as a result is supplied to each phase switching element forming the inverter 20. .

The feature of this embodiment is that switches 44U and 44 are provided at the subsequent stage of the multipliers 38U, 38V and 38W.
V, 44W is provided and multiplier 3 is used when the vehicle speed pulse is used.
The limiter 46U, 46V, 46W is inserted between the 8U, 38V, 38W and the PWM modulator 40. That is, the controller 22 uses the switches 44U, 44V, 44 when the rotation speed pulse is used.
W is connected so as to bypass the limiters 46U, 46V, 46W. On the contrary, when the vehicle speed pulse is selected, the limiter command is given to the switches 44U, 44V, 44W, and the switches 44U, 44V, 44W are changed to the limiters 46U, 4 corresponding to the multipliers 38U, 38V, 38W.
It operates so as to be connected to 6V and 46W. Therefore, when the vehicle speed pulse is selected, the multipliers 38U, 3
8V, 38W output limiter 46U, 46V, 46W
Will be limited, and as a result, the current supplied to the motor 10 will be limited. Therefore, also in this embodiment, it is possible to obtain the effect of preventing the destruction of the elements constituting the inverter 20, the motor 10, etc., as in the above-described embodiments.

[0043]

As described above, according to the present invention,
Since the torque command is suppressed over time, the current command is suppressed over time, the current command or drive current is restricted, and the torque command is restricted in the high-speed range, the vehicle speed is replaced by the rotation speed pulse. It is possible to preferably prevent or suppress the occurrence of torque hunting when the control is performed using the pulse. Further, when the current command or the drive current of the motor is limited, it is possible to preferably prevent the destruction of each circuit element forming the drive system of the electric vehicle, and when the vehicle speed is relatively high. When the output torque value is suppressed, the safety can be improved especially in the high speed range.

[Brief description of drawings]

FIG. 1 is a block diagram showing a system configuration of an electric vehicle according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a flow of operations of a controller in the first exemplary embodiment of the present invention.

FIG. 3 is a flowchart showing a continuation of the operation flow shown in FIG.

4A and 4B are views for explaining a function of limiting the maximum output torque according to vehicle speed. FIG. 4A is a map A used when a rotation speed pulse is used, and FIG. 4B is used when a vehicle speed pulse is used. It is a figure which respectively shows the made map B.

5A and 5B are views for explaining a smoothing process of a torque command, and FIG. 5A shows the smoothed torque command as shown in FIG.
(B) is a figure which respectively shows the actual torque produced by this torque command.

FIG. 6 is a flowchart showing a flow of operations of a controller in the second exemplary embodiment of the present invention.

FIG. 7 is a flowchart showing a continuation of the flow of FIG.

FIG. 8 is a block diagram showing a main configuration of an apparatus according to a third embodiment of the present invention.

FIG. 9 is a block diagram showing a system configuration of an electric vehicle according to a conventional example.

FIG. 10 is a diagram showing an output characteristic map of a motor used in this embodiment.

FIG. 11 is a diagram showing a dq coordinate system fixed to a motor.

FIG. 12 is a diagram showing rotation of the dq coordinate system with respect to the stationary coordinate system XY.

FIG. 13 is a diagram showing a rotation conversion process of a coordinate system executed when outputting a current command.

FIG. 14 is a diagram showing a reduction in current cycle with an increase in torque command.

FIG. 15 is a diagram showing the disturbance of the current waveform that occurs when the torque command increases when the rotation processing of the coordinate system is performed using the vehicle speed pulse.

16A and 16B are views for explaining the occurrence of torque hunting when a vehicle speed pulse is used. FIG. 16A shows a torque command that increases stepwise, and FIG. 16B shows an actual torque generated by this torque command. FIG.

[Explanation of symbols]

10 Motor 20 Inverter 22 Controller 26 Rotation Speed Sensor 28 Vehicle Speed Pulse Generation Circuit 44U, 44V, 44V Switch 46U, 46V, 46w Limiter T Torque Command ΔT Torque Command Change ΔT _ref Torque Command Change Threshold T _{maxA in} Map A Maximum output torque T _maxB Maximum output torque in map B I Current amplitude I _θ Current phase f _sc Slip frequency x Current limit coefficient ΔI Current amplitude change Δf _sc Slip frequency change ΔI _ref Current amplitude change threshold Δf _scref Slip frequency change threshold

Claims (4)

[Claims] 1. A motor as a drive source of a vehicle, a means for detecting a rotation speed of the motor and generating a relatively high speed rotation speed pulse indicating the rotation speed, and a relatively low speed for detecting the vehicle speed and indicating the vehicle speed. It is installed in an electric vehicle that has a means for generating a pulse, and a torque command indicating the output torque required for a motor is controlled while suppressing the temporal change amount when the rotation speed pulse disappears.
A means for calculating, a means for calculating a current command based on the obtained torque command, and a rotation speed pulse during normal operation, and a vehicle speed pulse when the rotation speed pulse disappears, perform predetermined processing on the obtained current command. And a means for controlling the drive current of the motor based on the current command that has been subjected to this processing. 2. A motor as a drive source of a vehicle, a means for detecting a rotation speed of the motor and generating a relatively high speed rotation speed pulse indicating the rotation speed, and a relatively low speed for detecting the vehicle speed and indicating the vehicle speed. It is installed in an electric vehicle that has a means for generating pulses, and outputs a current command corresponding to the output torque required for the motor.
When the rotation speed pulse disappears, the amount of change with time is suppressed, and the calculation means is used, and normally, the rotation speed pulse is used, and when the rotation speed pulse disappears, the vehicle speed pulse is used to perform a predetermined process on the obtained current command. And a means for controlling the drive current of the motor based on the current command that has been subjected to this processing. 3. A motor as a drive source of a vehicle, a means for detecting a rotation speed of the motor and generating a relatively high-speed rotation speed pulse indicating the rotation speed, and a relatively low-speed vehicle speed for detecting the vehicle speed and indicating the vehicle speed. It is installed in an electric vehicle that has a means for generating pulses, means for calculating a current command corresponding to the output torque required for the motor, and the rotation speed pulse during normal operation, and the vehicle speed pulse when the rotation speed pulse disappears. A means for performing a predetermined process on the obtained current command and controlling the drive current of the motor based on the current command after this process, and a means for limiting the current command or the drive current of the motor at least when the rotation speed pulse disappears. A control device comprising: 4. A motor as a drive source for a vehicle, a means for detecting a rotation speed of the motor and generating a relatively high-speed rotation speed pulse indicating the rotation speed, and a relatively low-speed vehicle speed for detecting the vehicle speed and indicating the vehicle speed. Mounted on an electric vehicle having a means for generating a pulse, means for calculating a torque command indicating an output torque required for a motor while suppressing the value when the vehicle speed indicated by the vehicle speed pulse is relatively high, A means for calculating a current command based on the obtained torque command and a rotation speed pulse during normal operation and a vehicle speed pulse when the rotation speed pulse disappears are used to perform a predetermined process on the obtained current command and perform this processing. A control device comprising: means for controlling a drive current of the motor based on the passed current command.