CN105263744B - 电动汽车的控制装置 - Google Patents
电动汽车的控制装置 Download PDFInfo
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- CN105263744B CN105263744B CN201480028849.8A CN201480028849A CN105263744B CN 105263744 B CN105263744 B CN 105263744B CN 201480028849 A CN201480028849 A CN 201480028849A CN 105263744 B CN105263744 B CN 105263744B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Abstract
本发明的课题在于提供一种电动汽车的控制装置,其中,针对电动汽车,能以良好的精度对车轮驱动用的电动机的转矩进行控制。该电动汽车包括电动机(6)、ECU(21)以及逆变装置(22)。逆变装置(22)的电动机控制部(29)包括:存储电动机参数的参数表;开环控制部(37),该开环控制部(37)相对来自ECU(21)的转矩指令,采用存储于参数表中的参数,通过电压方程式以开环控制方式生成控制量;电流反馈控制部(38),该电流反馈控制部(38)相对来自ECU(21)的转矩指令,去除在逆变器内部所生成的指令电流值的偏差的控制;混合动力控制部(39),该混合动力控制部(39)通过由开环控制部(37)生成的控制量以及由电流反馈控制部(38)生成的控制量所生成的控制量来控制电动机(6)。
Description
相关申请
本发明要求申请日为2013年5月21日、申请号为JP特愿2013—106939的申请的优先权,通过参照其整体,将其作为构成本申请的一部分的内容而进行引用。
技术领域
本发明涉及比如具有轮毂电动机驱动装置的四轮的电动汽车的控制装置,本发明特别是涉及下述的技术,其中,在考虑电动机的参数之后,通过电动机的电压方程式,根据开环控制法和电流反馈控制法控制电动机。
背景技术
在过去,作为控制电动机的技术,人们提出有比如电流反馈控制方法、电流开环控制方法。
现有技术1(专利文献1)(电流反馈控制方法)
对应于车辆的驾驶员所做的加速踏板的操作,确定输出转矩T的控制目标转矩指令,根据在下面确定的控制目标转矩指令,利用电动机的输出转矩方程式T=p×{Ke×Iq+(Ld-Lq)×Id×Iq},另外通过实验计量等方式,预先获得d、q各轴电感,采用该d、q各轴电感的值,确定电流矢量(Id、Iq)的控制目标的电流指令矢量。根据已确定的电流指令矢量,针对该d、q各轴成分的每一个,控制电动机的一次电流Ia。作为控制方法,通过PI反馈控制,按照上述电流指令矢量,使实际的电动机的实测电流矢量(Id、Iq)的值一致。由此,人们提出下述的方法,在该方法中,将上述控制目标转矩指令作为电动机的实际输出转矩T而实现。
现有技术2(专利文献2)(电流开环控制方法)
为了削减成本,人们提出下述的方法,在该方法中,完全地去除电流传感器,按照电动机的电路方程式进行开环控制(前馈控制)。在该控制方法中,预先制作使转矩T和电路指令矢量相对应的辅助表,采用电压电路方程式计算驱动电压。d、q各轴电感作为已知的参数而对待。
现有技术文献
专利文献
专利文献1:JP特开平11—150996号公报
专利文献2:WO2009/087991号公报
发明内容
发明要解决的课题
在现有技术1中,具有因电动机的电流变化等的影响,d、q各轴电感发生不希望的变化的可能性。由此,由于在电流控制中产生超出规定值等的问题,故转矩控制的精度降低。
在现有技术2中,由于具有因电动机的电流变化的影响,d、q各轴电感发生不希望的变化的可能性,故仅仅通过开环控制,转矩控制的精度降低。
本发明的目的在于提供一种电动汽车的控制装置,其中,针对电动汽车,可以良好的精度对车轮驱动用的电动机的转矩进行控制。
用于解决课题的技术方案
在下面,为了容易理解,简略地参照实施方式的标号对本发明进行说明。
权利要求书和/或说明书和/或附图中公开的至少两个结构中的任意的组合均包含在本发明中。特别是,权利要求书中的各项权利要求的两项以上的任意的组合也包含在本发明中。
附图说明
根据参照附图的下面的优选的实施形式的说明,会更清楚地理解本发明。但是,实施形式和附图用于单纯的图示和说明,不应用于限制本发明的范围。本发明的范围由权利要求书确定。在附图中,多个附图中的同一标号表示同一或相当部分。
图1为通过俯视图而表示本发明的第1实施方式的电动汽车的构思方案的方框图;
图2为表示该电动汽车的逆变装置等的关系的构思方案的方框图;
图3为该电动汽车的IPM电动机的构思方案图;
图4为该电动汽车的电动机控制部的转矩控制***的方框图;
图5为以示意方式表示该电动汽车的控制装置的电动机参数表的图;
图6为以示意方式表示该电动汽车的控制装置的控制参数表的图;
图7为该电动汽车中的电动机的N—T曲线图。
具体实施方式
根据图1~图7,对本发明的第1实施方式的电动汽车的控制装置进行说明。另外,在下面的说明中,还包括电动汽车的控制方法的说明。图1为通过俯视图而表示该实施方式的电动汽车的构思方案的方框图。像图1所示的那样,该电动汽车为四轮的汽车,其中,构成车身1的左右后轮的车轮2为驱动轮,构成左右前轮的车轮3为从动轮的操舵轮。构成驱动轮和从动轮的车轮2、3均具有轮胎,分别经由车轮用轴承4、5而支承于车身1上。
对于车轮用轴承4、5,在图1中,给出轮毂轴承的简称“H/B”。构成驱动轮的左右的车轮2、2分别通过独立的行驶用的电动机6、6而驱动。电动机6的旋转经由减速器7和车轮用轴承4而传递给车轮2。这些电动机(IWM:In-Wheel Motor,轮毂电动机)6、减速器7以及车轮用轴承4相互构成作为一个组装部件的轮毂电动机驱动装置8,轮毂电动机驱动装置8的一部分或整体设置于车轮2的内部。减速器7由比如摆线减速器构成。在各车轮2、3中分别设置有电动式的制动器9、10。另外,作为构成左右的前轮的操舵轮的车轮3、3可经由转舵机构11而转舵,通过作为方向盘等的操舵机构12而操舵。
图2为表示该电动汽车的逆变装置等的构思方案的方框图。
像图2所示的那样,该电动汽车包括ECU 21和逆变装置22,该ECU 21为进行汽车整体的控制的电子控制单元,该逆变装置22按照该ECU 21的指令,进行行驶用的电动机6的控制。ECU 21由计算机和在其内运转的程序以及各种电子电路等构成。ECU 21包括转矩分配机构21a、电动机驱动和再生控制指令部21b。
转矩分配机构21a根据加速踏板这样的加速操作机构16所输出的加速指令、制动踏板这样的制动操作机构17所输出的减速指令、以及来自操舵机构12的转向指令,将施加给左右轮的行驶用的电动机6、6的加速和减速指令作为转矩指令值而形成,将其输出给逆变装置22。另外,转矩分配机构21a具有下述的功能,即,在具有制动操作机构17所输出的减速指令时,具有以下功能,该功能为分配成将电动机6用作再生制动器的制动转矩指令值、与使上述电动式的制动器9、10动作的制动转矩指令值。对于用作再生制动器的制动转矩指令值,在转矩指令值中反映施加给上述左右轮的电动机6、6的加速和减速指令。使制动器9、10动作的制动转矩指令值输出给制动控制器23。
牵引和再生控制指令部21b将用于进行加速(牵引)减速(再生)的切换的指令标识提供给后述的电动机控制部29的电动机牵引和再生控制部33。
逆变装置22包括:相对各电动机6而设置的电源电路部28、与控制该电源电路部28的电动机控制部29。电源电路部28包括逆变器31和PWM驱动器32,该逆变器31将电池19的直流电转换为用于电动机6的牵引和再生的三相的交流电,该PWM驱动器32控制该逆变器31。电动机6由三相的同步电动机等构成。在该电动机6中,设置有旋转角度传感器36,该旋转角度传感器36检测作为该电动机的转子的电角的旋转角度。逆变器31由多个半导体开关元件构成,PWM驱动器32以脉冲幅度而调制已输入的电流指令,将开关指令提供给上述各半导体开关元件。
电动机控制部29由计算机和在其中运转的程序、与各种电子电路等构成,作为其基本的控制部,包括:电动机牵引(驱动)和再生控制部33、与控制参数调制部34。电动机牵引和再生控制部33为下述的机构,该机构按照作为上位控制机构的ECU 21所提供的转矩指令等的加速(牵引)和减速(再生)指令,转换为电流指令,将电流指令提供给电源电路部28的PWM驱动器32。加速(牵引)和减速(再生)的切换通过来自ECU 21的牵引和再生控制指令部21b的指令标识而进行。电动机牵引和再生控制部33包括牵引控制机构33a与再生控制机构33b,通过来自牵引和再生控制指令部21b的指令标识,有选择地采用牵引控制机构33a与再生控制机构33b中的任意一者。
电动机牵引和再生控制部33通过由ECU 21提供的转矩指令以及来自牵引和再生控制指令部21b的指令标识,采用于逆变器内部预先设定的转矩表,在电动机6中形成指令电流值。电动机牵引和再生控制部33伴随该指令电流值的形成,根据电动机6的特性的参数表,还形成下述的参数(R、Ld、Lq、Ke):
R:电动机电阻;
Ld:电动机的d轴电感;
Lq:电动机的q轴电感;
Ke:电动机感应电压常数实效值。
于是,通过控制增益控制部34,按照两种控制方法,以规定的比例进行电流控制。上述两种控制方法为后述的电压方程式的开环控制方法,与电流反馈控制方法。电动机控制部29可通过借助控制参数调整部34调整控制参数(在本实施方式中为αdo、αdc、γqo、γqc),由此控制开环控制的影响和电流反馈控制的影响之间的比例。另外,在上述电流反馈控制方法中,从旋转角度传感器36获得电动机6的转子的旋转角,进行矢量控制等的与旋转角相对应的控制。
牵引控制机构33a和再生控制机构33b分别包括:开环控制部37、电流反馈控制部38以及混合动力控制部39。开环控制部37相对来自ECU 21的转矩指令,采用存储于电动机6的上述参数表中的参数(R、Ld、Lq、Ke),按照上述电压方程式,通过开环控制形成控制量。电流反馈控制部38进行以下控制:相对来自ECU 21的转矩指令,消除逆变器内部生成的指令电流值的偏差。混合动力控制部39通过新的控制量来控制电动机6,该新的控制量由开环控制部37生成的控制量、以及由电流反馈控制部38生成的控制量所生成。
另外,ECU 21、逆变装置22、制动控制器23以及操舵机构12之间的四者间的信号通信通过比如控制器局域网络(CAN)通信而进行。
图3为该电动汽车的IPM(Interior Permanent Magnet(埋入永久磁铁型同步电动机))电动机的构思方案图。
像图3(a)所示的那样,在驱动车轮的电动机为IPM电动机,即,埋入永久磁铁型同步电动机的场合,由于与作为磁铁轴的d轴向相比较,与其相垂直的q轴向的磁阻较小,故形成凸极结构,与d轴电感Ld相比较,q轴电感Lq较大。
因该凸极性,在磁铁转矩Tm以外,可并用磁阻转矩Tr,还可形成高转矩和高效率。
磁铁转矩Tm指转子的永久磁铁产生的磁场和线圈产生的转子磁场吸引排斥而产生的转矩。
磁阻转矩Tr指为了使磁阻变小,转子的凸极部被生成旋转磁场的线圈的齿部所吸引而生成的转矩。
电动机所生成的总转矩T像下述那样定义:
T=p×{Ke×Iq+(Ld-Lq)×Id×Iq}
=Tm+Tr
p:磁极对
Ld:电动机的d轴电感
Lq:电动机的q轴电感
Ke:电动机感应电压常数实效值
像图3(b)所示的那样,流过IPM电动机的一次电流Ia分成转矩形成电流q轴电流Iq、与磁通形成电流d轴电流Id,可分别单独地控制的转矩控制方法是周知的。
Id=-Ia×sinβ
Iq=Ia×cosβ
β:电流进角
图4为该电动汽车的电动机控制部29的转矩控制***的方框图。参照图2进行说明。
电动机控制部29为控制电动机驱动电流的机构,包括电流指令部40。该电流指令部40根据下述检测值和转矩指令值,采用于逆变器内部预先设定的转矩表(在图中未示出),生成驱动电动机6的相应的指令电流值,该检测值指通过旋转传感器36而检测外加于电动机6上的驱动电流而得到的值,该转矩指令值指在ECU 21的转矩分配机构21a中生成,且带有表示加速、减速的朝向,即上述指令电流值的朝向的符号的加速和减速指令的值。电流指令部40伴随上述指令电流值的生成,根据电动机6的参数表,生成上述参数(R、Ld、Lq、Ke)。
混合动力控制部39相对指令电流值,通过从控制参数调整部34而获得的上述控制参数(αdo、αdc、γqo、γqc),采用开环控制和电流反馈控制这两种控制方法,在本实施方式中,通过上述控制参数的比例进行比如加权平均等的处理,进行电流控制。控制参数调整部34调整上述控制参数(αdo、αdc、γqo、γqc),并且还调整PI控制的增益参数。
关于上述转矩表,对应于加速信号和电动机6的转速,根据最大转矩控制表,计算相应的转矩指令值。电流指令部40根据已计算的上述转矩指令值,生成电动机6的一次电流(Ia)与电流相位角(β)的指令值。电流指令部40根据该一次电流(Ia)与电流相位角(β)的值,生成d轴电流(励磁成分)O—Id和q轴电流(转矩成分)O—Iq这两个指令电流。
于是,混合动力控制部39相对d轴电流O—Id和q轴电流O—Iq这两个指令电流,采用作为开环控制方法的控制方法1所获得的控制量与作为电流反馈控制方法的控制方法2所获得的控制量,以上述比例,控制电动机6的实际电流Id、Iq。
控制方法1:开环控制的控制方法
开环控制部37采用存储于电动机6的参数表中的参数(R、Ld、Lq、Ke),通过下述的电压方程式,生成控制量Vdo和Vqo。
Vdo=R×O_Id-ω×Lq×O_Iq
Vqo=R×O_Iq+ω×Lq×O_Id+Ke×ω
R:电动机电阻
ω:电动机角速度(rad/s)
电动机6的参数表根据台上试验和实际车辆试验的结果而制作。参数(R、Ld、Lq、Ke)为实测值,为考虑到了温度变化、电流变化、电动机转速变化等的信息的测定值。将参数表记录于比如作为存储机构的ROM 46中,该存储机构设置于逆变装置22中。已记录的参数表由多个表构成,开环控制部37在根据上述参数表获得参数时,对应于车辆的状况,根据各表分别获得参数,计算而使用这些参数的平均值。
上述“车辆的状况”指是否为比如车辆紧急加速、紧急减速的状态、电动机牵引或再生控制时、爬坡路的行驶时等情况。
开环控制部37对应于时刻变化的车辆的状况,通过比如内插控制等处理,计算分别根据各表获得的参数的平均值。由此,可确保表的存储区域,并且谋求运算处理负荷的减轻。
控制方法2:电流反馈控制的控制方法
电流PI控制部(电流反馈控制部)38,在输入了后述的两相电流Id、Iq和电动机6的转子角度θ的控制参数调整部34中的PI控制增益的调整下,根据从电流指令部40输出的d轴电流O_Id、q轴电流O_Iq的值、与由电动机电流和转子角度而通过三相向两相转换部42所计算出的两相电流Id、Iq,计算PI控制产生的基于电压值的控制量Vd、Vq(反馈控制)。在三相向两相转换部42中,根据通过电流传感器43所检测出的电动机6的u相电流(Iu)和w相电流(Iw)的检测值,计算通过下述式Iv=-(Iu+Iw)而求出的v相电流(Iv),从Iu、Iv、Iw的三相电流转换为Id、Iq的两相电流。用于该转换的电动机6的转子角度从旋转传感器36获得。通过电流反馈控制,由电流PI控制部38形成的控制量为Vdc和Vqc。
发明方法:以上述的比例而将通过控制方法1、2而生成的控制量合成,生成新的控制量Vd、Vq。通过由混合动力控制部39生成的新的控制量Vd、Vq控制电动机6。由上述混合动力控制部39生成的控制量Vd、Vq通过下述方程式表示:
Vd=αdo×Vdo+αdc×Vdc
Vq=γqo×Vqo+γqc×Vqc
(其中,αdx、γqx表示系数,x表示o或c,αdo+αdc=1,γqo+γqc=1)
控制参数调整部34调整控制参数(αdo、αdc、γqo、γqc)和PI控制增益(比例增益和积分增益)。比如,由于具有电流变化等的干扰的影响,电动机6的d、q各轴电感、电动机感应电压常数实效值Ke发生变化的可能性,故在开环控制方法的场合,如果采用来自预定的表的参数,则具有转矩控制的精度降低的可能性。电流反馈控制部38通过PI反馈控制,对其控制精度降低的部分进行补偿。
根据台上试验和实际车辆试验的结果,制作控制参数(αdo、αdc、γqo、γqc)表和PI控制增益调整用表。
作为控制参数调整部34的表的调整方法,对于比如电动机参数表的电动机参数(R、Ld、Lq、Ke),相对在高速或高转矩区域,变化大的情况下,控制参数表的控制参数中的αdo、γqo的值以小于αdc、γqc的值的程度设定。与此相反,在电动机参数为低速和低转矩区域的场合,将控制参数的αdo、γqo的值以大于αdc、γqc的值的程度设定。
两相向三相转换部44采用通过旋转角度传感器36而获得的电动机6的转子角度θ,将由混合动力控制部39生成而已输入的两相的控制量Vd、Vq,转换为三相的脉冲宽度调制值(PWM duty)Vu、Vv、Vw。电力转换部45相当于图2的电源电路部28,按照脉冲宽度调制值Vu、Vv、Vw,对逆变器31进行PWM控制,驱动电动机6。
图5为以示意方式表示该电动汽车的控制装置的电动机参数表Ma的图。像该图所示的那样,对应于电动机的转速N和转矩T,根据电动机参数表Ma获得电动机的参数驱动电动机。而在图5中,
Rot_0,Rot_1,……,Rot_m:相应的转速
Trq0,Trq1,……,Trqn:相应的转矩
(对于图6,也是相同的)。
图6为以示意方式表示该电动汽车的控制装置的控制参数表Mb的图。像该图所示的那样,对应于电动机的转速N和转矩T,根据控制参数表Mb获得控制参数,驱动电动机。
图7为该电动汽车中的电动机的N—T(转速—转矩)曲线图。
在该图中,示出电动机的N—T曲线图的第1象限和第4象限。上述第1象限为牵引控制的实施区域,产生正转矩。上述第4象限为再生控制的实施区域,产生负转矩。
对作用效果进行说明
电动机控制部29在电动机驱动和再生控制时,根据由ECU 21提供的转矩指令等的加速和减速指令,控制电源电路部28,通过转矩控制实施电动机6的输出。牵引控制机构33a或再生控制机构33b中的各开环控制部37相对来自ECU 21的转矩指令,采用存储于参数表Ma中的参数,通过电压方程式,以开环控制生成控制量。另外,各电流反馈控制部38相对来自ECU 21的转矩指令,进行消除于逆变器内部生成的指令电流值的偏差的控制。
混合动力控制部39根据下述新的控制量控制电动机6,该新的控制量通过开环控制部37所生成的控制量与电流反馈控制部38所生成的控制量而形成。由于比如电流变化等的干扰的影响,电动机6的d、q各轴电感、电动机感应电压常数实效值Ke有发生变化的可能性,故在开环控制方法的场合,如果采用来自预定的表的参数,则具有转矩控制的精度降低的可能性。电流反馈控制部38可通过反馈控制,对该控制精度降低的部分进行补偿。可像这样,谋求电动机6的转矩控制的精度的提高。
控制参数调整部34对应于比如时刻变化的电动机转速和转矩,适当地调整控制参数。混合动力控制部39可通过上述已调整的控制参数,适当地控制开环控制与电流反馈控制的比例。
混合动力控制部39在牵引控制时或再生控制时,可通过新的控制量控制电动机6,该新的控制量通过开环控制部37所生成的控制量与电流反馈部38所生成的控制量生成。但是,在电动机6的牵引控制时、再生控制时中的任意者时,混合动力控制部39不产生超出规定值等的问题,谋求转矩控制的精度的提高。
作为另一实施方式,表也可存储于比如设置在ECU中的记录机构中。
在前述实施方式中,对适用于后轮通过轮毂电动机装置驱动的电动汽车的场合进行了说明,但是,作为通过各自的电动机而驱动车轮2的形式,本发明并不限于轮毂电动机形式,也可适用于通过车载式等的车轮以外的电动机而驱动的电动汽车。另外,还适用于四个轮均通过各自的电动机而驱动的电动汽车、通过一个电动机使多个车轮行驶而驱动的电动汽车。
如上面所述,在参照附图的同时对优选的实施形式进行了说明,但是,如果是本领域的技术人员,在阅读本说明书后,会在显然的范围内容易地想到各种变更和修正方式。于是,这样的变更和修正方式应被解释为属于根据权利要求书确定的本发明的范围内。
标号的说明:
标号2表示车轮;
标号4表示车轮用轴承;
标号6表示电动机;
标号7表示减速器;
标号8表示轮毂电动机驱动装置;
标号21表示ECU;
标号28表示电源电路部;
标号29表示电动机控制部;
标号31表示逆变器;
标号34表示控制参数调整部;
标号37表示开环控制部;
标号38表示电流反馈控制部(电流PI控制部);
标号39表示混合动力控制部。
Claims (6)
1.一种电动汽车的控制装置,该电动汽车包括:驱动车轮的电动机;ECU,该ECU为控制车辆整体的电子控制单元;逆变装置,该逆变装置具有电源电路部和电动机控制部,该电源电路部具有将直流电转换为用于上述电动机的驱动的交流电的逆变器,该电动机控制部按照上述ECU的控制,至少控制上述电源电路部,其特征在于,
上述电动机控制部包括:
参数表,该参数表存储上述电动机的特性的参数;
开环控制部,该开环控制部相对来自上述ECU的转矩指令,采用存储于上述参数表中的参数,通过电压方程式,以开环控制方式生成控制量;
电流反馈控制部,该电流反馈控制部进行以下控制:相对来自上述ECU的转矩指令,去除上述逆变器内部所生成的指令电流值的偏差;
混合动力控制部,该混合动力控制部通过由上述开环控制部生成的控制量以及由上述电流反馈控制部生成的控制量所生成的控制量来控制上述电动机,
其中,在上述开环控制部生成的电压值的控制量中,作为磁铁轴的d轴向的控制量设为Vdo,与上述d轴向相垂直的q轴向的控制量设为Vqo,
在上述电流反馈控制部生成的电压值的控制量中,上述d轴向的控制量设为Vdc,上述q轴向的控制量设为Vqc,此时,
由上述混合动力控制部生成的控制量Vd、Vq通过下述方程式表示:
Vd=αdo×Vdo+αdc×Vdc
Vq=γqo×Vqo+γqc×Vqc
其中,αdx、γqx表示系数,x表示o或c,αdo+αdc=1,γqo+γqc=1。
2.根据权利要求1所述的电动汽车的控制装置,其中,设置有调整作为控制参数的αdo、αdc、γqo、γqc的控制参数调整部。
3.根据权利要求2所述的电动汽车的控制装置,其中,在上述电动机的特性的参数已被确定的高速或高转矩区域,上述控制参数中的αdo、γqo的值按照小于αdc、γqc的值的方式设定;在上述电动机的特性的参数已被确定的低速或低转矩区域,上述控制参数中的αdo、γqo的值按照大于αdc、γqc的值的方式设定。
4.根据权利要求1~3中的任意一项所述的电动汽车的控制装置,其中,上述电动机的上述参数表由多个表形成,上述开环控制部在根据上述参数表获得参数时,对应于车辆的状况,从各表分别获得参数,计算并使用这些参数的平均值。
5.根据权利要求1~3中的任意一项所述的电动汽车的控制装置,其中,上述混合动力控制部在牵引控制或再生控制时,通过由上述开环控制部生成的控制量以及由上述电流反馈部生成的控制量所生成的控制量来控制上述电动机。
6.根据权利要求1~3中的任意一项所述的电动汽车的控制装置,其中,上述电动机构成轮毂电动机驱动装置,该轮毂电动机驱动装置的一部分或整体设置于车轮内部,该轮毂电动机驱动装置具有上述电动机、车轮用轴承以及减速器。
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