JP2014042400A - Drive control device for electric vehicle - Google Patents

Abstract

Demagnetization of a permanent magnet inserted in a rotor is more appropriately suppressed.
When an estimated coil temperature value Tcoilest is equal to or higher than a temperature T3, a coil-derived output limit ratio Rcoil set based on the coil temperature Tcoil and an oil temperature-derived output limit ratio Roil set based on the oil temperature Toil The smaller value is set as the output limit ratio Rout (steps S130 to S150), and when the estimated coil temperature value Tcoilest is lower than the temperature T3, the coil-based output limit ratio Rcoil set based on the coil temperature Tcoil is set as the output limit ratio. Rout is set (steps S130 and S160). Thereby, the output of a motor can be adjusted more appropriately, the rise in the temperature of a permanent magnet can be suppressed, and the demagnetization of a permanent magnet can be suppressed.
[Selection] Figure 3

Description

  The present invention relates to a drive control device for an electric vehicle, and more specifically, an electric motor having a rotor having a permanent magnet and a stator around which a coil is wound, a cooling device for cooling at least the electric motor using cooling oil, and cooling oil And an oil temperature detecting means for detecting the temperature of the vehicle, and is mounted on an electric vehicle capable of traveling with power from the electric motor, and the driving power required for traveling of the electric vehicle with output limitation for limiting the output from the electric motor The present invention relates to a drive control device that includes drive control means for driving and controlling an electric motor so that the motive power that is limited is output from the electric motor and travels.

  Conventionally, as this type of drive control device, a device that controls a permanent magnet motor including a rotor using a permanent magnet and a stator using an inverter has been proposed (for example, see Patent Document 1). In this device, the temperature of the permanent magnet is estimated based on the temperature of the stator and the temperature of the cooling oil that cools the permanent magnet motor. When the estimated temperature of the permanent magnet exceeds a threshold value, the carrier frequency higher than usual is estimated. By controlling the inverter with the carrier signal, the ripple current from the inverter is reduced to suppress an increase in eddy current loss that occurs in the permanent magnet. Thereby, the demagnetization is suppressed by suppressing the temperature rise of the permanent magnet.

JP 2010-93982 A

  By the way, in the drive control apparatus of the type which adjusts the output of an electric motor based on the temperature of a coil, the temperature of the coil wound around the stator reflects the temperature of the permanent magnet. Accordingly, the temperature of the permanent magnet changes relatively slowly while changing transiently in a relatively short time, so that depending on the driving state of the motor, the temperature of the coil does not reflect the temperature of the permanent magnet, and the output of the motor May not be properly adjusted, and demagnetization due to temperature rise of the permanent magnet may not be suppressed.

  In the drive control device of the present invention, the main object is to suppress the demagnetization of the permanent magnet in the electric motor including the rotor having the permanent magnet.

  The drive control apparatus of the present invention employs the following means in order to achieve the main object described above.

The drive control device of the present invention includes:
An electric motor having a rotor having a permanent magnet and a stator around which a coil is wound, a cooling device that cools at least the electric motor using cooling oil, and an oil temperature detecting means that detects the temperature of the cooling oil. Power that is mounted on an electric vehicle that can travel with the power from the electric motor and that limits the driving power required for traveling of the electric vehicle by output restriction for limiting the output from the electric motor is output from the electric motor. A drive control device comprising drive control means for driving and controlling the electric motor so as to travel,
The drive control means includes a coil temperature-induced output limit set based on a coil temperature of the motor to limit the output from the motor, and the detected oil to limit the output from the motor. Of the two temperature-induced output restrictions, the oil temperature-derived output restriction set based on the temperature, the temperature-induced output restriction that restricts the output from the electric motor more greatly is set as the output restriction, and the output restriction is used for the traveling A means for driving and controlling the electric motor so that the limited power is output from the electric motor and travels.
This is the gist.

  In the drive control device for an electric vehicle according to the present invention, a coil temperature-induced output limit that is set based on the temperature of the coil of the motor to limit the output from the motor, and a limit that is detected to limit the output from the motor. Out of the two temperature-induced output restrictions set based on the oil temperature, the temperature-induced output restriction that restricts the output from the motor more greatly is set as the output restriction. The electric motor is driven and controlled so that the limited power is output from the electric motor and travels. Thereby, the temperature rise of the permanent magnet of a rotor can be suppressed more appropriately, and the demagnetization of a permanent magnet can be suppressed.

  In such a drive control device for an electric vehicle according to the present invention, the oil temperature-induced output restriction may be a restriction set so as to restrict the output from the electric motor to become smaller as the oil temperature becomes higher. it can. It is considered that the temperature of the permanent magnet increases as the oil temperature increases. Therefore, by setting the oil temperature-induced output limit so that the output from the motor tends to decrease as the oil temperature increases, the permanent magnet temperature can be suppressed more appropriately and demagnetization of the permanent magnet can be suppressed. Can do.

  Further, in the drive control device for an electric vehicle according to the present invention, the coil temperature-induced output restriction is a restriction set so as to restrict the output from the electric motor to be smaller as the coil temperature becomes higher. You can also It is considered that the temperature of the permanent magnet increases as the coil temperature increases. Therefore, by setting the coil temperature-induced output limit so that the output from the motor tends to decrease as the coil temperature increases, the temperature rise of the permanent magnet is more appropriately suppressed, and the demagnetization of the permanent magnet is suppressed. be able to.

  In such a drive control apparatus for an electric vehicle according to the present invention, the drive control means determines that the coil temperature-induced output limit is the output limit when an average value of the coil temperature at a predetermined time does not exceed a predetermined value. It can also be a means to do. When the average value of the coil temperature at a predetermined time does not exceed the predetermined value, it is considered that the temperature of the permanent magnet may be slightly increased because the temperature of the permanent magnet is low. Therefore, when the average value of the coil temperature at a predetermined time does not exceed the predetermined value, the output of the motor is excessively limited by controlling the motor using the coil temperature-induced output limit as the output limit. Can be suppressed.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 as an Example of this invention. FIG. 2 is a configuration diagram showing an outline of the configuration of a motor 30 and a cooling device 60. 4 is a flowchart showing an example of an output limit ratio setting routine executed by an electronic control unit 70. It is explanatory drawing which shows an example of the time change of coil temperature Tcoil, coil temperature estimated value Tcoilest, and magnet temperature Tmag. It is explanatory drawing which shows an example of the map for a coil origin output restriction | limiting ratio setting. It is explanatory drawing which shows an example of the map for oil temperature origin output restriction | limiting ratio setting.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of an electric vehicle 20 as an embodiment of the present invention. As shown in the figure, an electric vehicle 20 according to the embodiment includes, for example, a motor 30 that is configured as a synchronous generator motor and that inputs and outputs power to a drive shaft 22 that is connected to drive wheels 26a and 26b via a differential gear 24, and a motor. An inverter 56 that drives the motor 30, a battery 58 configured as, for example, a lithium ion secondary battery, a cooling device 60 that cools the motor 30 using cooling oil as a cooling liquid, and an electronic control unit 70 that controls the entire vehicle. And comprising.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the motor 30 and the cooling device 60. As illustrated, the motor 30 includes a rotor 32 connected to the drive shaft 22 and a stator 40 around which a three-phase coil 46 is wound. Here, the rotor 32 has a rotor core 34 formed by stacking a plurality of rotor members formed by punching a non-oriented electrical steel sheet, and a dysprosium content inserted into a plurality of slots of the rotor core 34. Relatively few permanent magnets 36. The stator 40 includes a stator core 42 formed by stacking a plurality of stator members formed by punching a non-oriented electrical steel sheet, and a coil 46 wound around each of the plurality of slots 44 of the stator core 42. Prepare. A temperature sensor 92 for detecting the temperature of the coil 46 is attached near the slot 44 of the stator core 42.

  As shown in FIG. 1, the cooling device 60 includes an oil pan 62 disposed below the motor 30 and a cooling oil supply port (not shown) provided in the motor 30 for cooling oil stored in the oil pan 62. And an electric pump 64 supplied to the outside of the motor 30 and a valve 66 provided at a cooling oil discharge position from the motor 30 to the outside of the motor 30. The cooling oil discharged to the outside of the motor 30 through the valve 66 returns to the oil pan 62.

  The electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, and an input / output port (not shown) in addition to the CPU 72. The electronic control unit 70 includes signals necessary for driving and controlling the motor 30 (for example, a signal from a rotational position detection sensor that detects the rotational position of the rotor 32 of the motor 30) and an ignition signal from the ignition switch 80. , Shift position SP from the shift position sensor 82 that detects the operation position of the shift lever, accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal, and brake pedal position that detects the depression amount of the brake pedal Brake pedal position BP from sensor 86, vehicle speed V from vehicle speed sensor 88, atmospheric pressure Pa from atmospheric pressure sensor 89 that detects atmospheric pressure, and oil temperature sensor 90 that detects the temperature of cooling oil stored in oil pan 62. Oil temperature Toil, coil 46 Such as a coil temperature Tcoil from the temperature sensor 92 for detecting the temperature are input via the input port. Further, the electronic control unit 70 outputs a switching control signal to the switching element of the inverter 56, a driving signal to the electric pump 64, a driving signal to the valve 66, and the like through the output port.

  The electric vehicle 20 according to the embodiment thus configured basically travels by drive control described below that is executed by the electronic control unit 70. The electronic control unit 70 calculates the required torque Tr * to be output to the drive shaft 22 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver, and corresponds to the required torque Tr *. The inverter 56 is subjected to switching control so that power obtained by multiplying the required power P by the output restriction ratio Rout that is the ratio of power that can be output from the motor 30 in the required power P is output to the drive shaft 22. By such control, the electric vehicle 20 travels by outputting the power obtained by limiting the required power P from the motor 30 at the output limit ratio Rout. Details of the output restriction ratio Rout will be described later.

  Further, in the electric vehicle 20 of the embodiment, the cooling oil stored in the oil pan 62 is supplied to the supply port of the motor 30 by driving the electric pump 64, flows in the motor 30, and the valve 66 is provided at the lower part of the motor 30. When it is opened, it is discharged downward through the valve 66. The motor 30 can be cooled by the flow of the cooling oil.

  Next, the operation of the electric vehicle 20 according to the embodiment configured as described above, particularly the processing for setting the output restriction ratio Rout will be described. FIG. 3 is a flowchart showing an example of an output limit ratio setting routine executed by the electronic control unit 70. This routine is repeatedly executed by the electronic control unit 70 every predetermined time (for example, every several msec).

  When the output limit ratio setting routine is executed, the electronic control unit 70 inputs the oil temperature Toil from the oil temperature sensor 90 and the coil temperature Tcoil from the temperature sensor 92 (step S100), and uses the following equation (1). Then, a process of calculating an estimated coil temperature value Tcoilest that is an average value of the coil temperature Tcoil input when this routine has been executed in the past 10 times is executed (step S110). In equation (1), Tcoil (n) is the coil temperature Tcoil input when this routine is executed in the past n-th (n is a natural number, in the embodiment, n is 1 to 10). The coil temperature estimated value Tcoilest is calculated based on the following reason. FIG. 4 is an explanatory diagram showing an example of changes over time in the coil temperature Tcoil, the coil temperature estimated value Tcoilest, and the magnet temperature Tmag, which is the temperature of the permanent magnet 36, from the temperature sensor 92. As shown in the figure, the coil temperature Tcoil from the temperature sensor 92 changes transiently in a relatively short time depending on the current flowing through the coil 46, that is, the operating state of the electric vehicle 20. Since the magnet temperature Tmag changes more slowly than the coil temperature Tcoil because the specific heat of the permanent magnet 36 is large, if the magnet temperature Tmag is estimated based on the coil temperature Tcoil, the magnet temperature Tmag can be estimated too low, May be overly high. Accordingly, when the magnet temperature Tmag is estimated using the coil temperature Tcoil and the motor 30 is driven and controlled, the motor 30 cannot be properly driven and controlled, and the temperature of the permanent magnet 36 may increase and demagnetization may occur. Since the estimated coil temperature value Tcoilest is an average value of the coil temperature Tcoil, it can be considered that the magnet temperature Tmag is generally reflected regardless of the transient driving state of the motor 30 as shown in the figure. Therefore, it is considered that the motor 30 can be driven and controlled more appropriately by calculating the coil temperature estimated value Tcoilest and setting the output limit ratio Rout as described later. For these reasons, the coil temperature estimated value Tcoilest is calculated in the process of step S110.

  When the estimated coil temperature value Tcoilest is calculated in this way, the coil-derived output limit ratio Rcoil is subsequently set using the coil temperature Tcoil and the coil-derived output limit ratio setting map (step S120). FIG. 5 is an explanatory diagram showing an example of a coil-derived output limit ratio setting map. In the coil-derived output limit ratio setting map, as shown in the figure, the coil-derived output limit ratio Rcoil is 100 from the coil temperature Tcoil to the temperature T1 (for example, 155 ° C, 160 ° C, 165 ° C, etc.). When the coil temperature Tcoil becomes equal to or higher than the temperature T1, the coil-derived output limit ratio Rcoil gradually decreases. When the coil temperature Tcoil reaches the temperature T2 (for example, 175 ° C., 170 ° C., 175 ° C., etc.), the coil-derived output limit ratio is 0%. It was supposed to be. Here, the temperature T1 is assumed to be a temperature threshold value of the coil 46 that can be determined to limit the output from the motor 30 in order to suppress the temperature rise of the permanent magnet 36 and suppress demagnetization. As shown in the figure, the coil-induced output restriction ratio Rcoil is set so as to become smaller as the coil temperature Tcoil becomes higher, that is, the output from the motor 30 is greatly restricted. The reason for this setting is that the magnet temperature Tmag tends to increase as the coil temperature Tcoil increases, and the output from the motor 30 is greatly limited to suppress the demagnetization of the permanent magnet 36 and the temperature of the motor 30 increases. This is because it is desirable to suppress this.

  Subsequently, the coil temperature estimated value Tcoilest and the temperature T3 (for example, 125 ° C., 130 ° C., 135 ° C., etc.) are compared (step S130). Here, the temperature T3 is set as a temperature at which the magnet temperature Tmag estimated using the coil temperature estimated value Tcoilest is lower than the lower limit value of the temperature at which demagnetization occurs in the permanent magnet 36 by a margin. Therefore, the process of step S130 is a process of determining whether or not it is appropriate to increase the temperature of the permanent magnet 36 because the demagnetization is caused when the temperature of the permanent magnet 36 is further increased.

  When the estimated coil temperature value Tcoilest is equal to or higher than the temperature T3, it is determined that it is not appropriate to further increase the temperature of the permanent magnet 36, and the oil temperature Toil from the oil temperature sensor 90 and the oil temperature-derived output limit ratio setting The oil temperature-induced output restriction ratio Roll is set using the business map (step S140). FIG. 6 is an explanatory diagram showing an example of an oil temperature-derived output limit ratio setting map. For reference, the coil temperature-induced output limit ratio setting map is indicated by a one-dot chain line. In the oil temperature-derived output limit ratio setting map, as shown in the figure, the oil temperature-induced output limit ratio is from 0 (° C.) to T 4 (eg, 105 ° C., 110 ° C., 115 ° C., etc.). When the Roll is 100% and the oil temperature Toil is equal to or higher than the temperature T4, the oil temperature-induced output restriction ratio Roll gradually decreases, and when the temperature reaches T5 (for example, 125 ° C, 130 ° C, 135 ° C, etc.) The limiting ratio was assumed to be 0%. Here, the temperature T4 is a threshold value of the temperature of the cooling oil that can be determined to limit the output from the motor 30 in order to suppress the demagnetization by suppressing the temperature increase of the permanent magnet 36. As shown in the figure, the oil temperature-induced output restriction ratio Roil is set so as to decrease as the oil temperature Toil increases, that is, the output from the motor 30 is largely limited. The reason for this setting is that the magnet temperature Tmag tends to increase as the oil temperature Toil increases, so that the output from the motor 30 is largely limited to suppress the demagnetization of the permanent magnet 36 and the temperature of the motor 30 increases. This is because it is desirable to suppress this.

  When the oil temperature-derived output restriction ratio Roil is set in this way, the smaller one of the coil-induced output restriction ratio Rcoil and the oil temperature-derived output restriction ratio Roil is set as the output restriction ratio Rout (step S150), and this routine is executed. finish. Thus, when the estimated coil temperature value Tcoilest is equal to or higher than the temperature T3, the coil-derived output limit ratio Rcoil set based on the coil temperature Tcoil and the oil temperature-derived output limit ratio Roil set based on the oil temperature Toil The smaller value is set as the output limit ratio Rout. When the output limit ratio Rcoil is set using only the coil temperature Tcoil, the magnet temperature Tmag is sometimes estimated to be lower than the actual value, and the output limit ratio Rout is increased. This is because the limit of the output from the motor 30 is insufficient and the temperature of the permanent magnet 36 rises and demagnetization may occur. As described above, when the estimated coil temperature value Tcoilest is equal to or higher than the temperature T3, the smaller value of the coil-derived output limit ratio Rcoil and the oil temperature-derived output limit ratio Roil is set as the output limit ratio Rout, The output limit ratio Rout can be set more appropriately as compared with the case where the output limit ratio Rout is set based only on the temperature Tcoil. Thereby, the output of the motor 30 can be adjusted more appropriately, the temperature rise of the permanent magnet 36 can be suppressed, and the demagnetization of the permanent magnet 36 can be suppressed. In the electric vehicle 20 of the embodiment, since the permanent magnet 36 having a relatively low dysprosium content is used, it is considered that the temperature at which demagnetization starts is relatively low, but even if such a permanent magnet 36 is used. The temperature rise of the permanent magnet 36 can be appropriately suppressed, and the demagnetization of the permanent magnet 36 can be suppressed.

  When the estimated coil temperature value Tcoilest is lower than the temperature T3, it is determined that the permanent magnet 36 is not demagnetized even if the temperature of the permanent magnet 36 rises slightly because the temperature of the permanent magnet 36 is low. The output restriction ratio Rcoil is set to the output restriction ratio Rout (step S160), and this routine is finished. Here, the output limit ratio Rout is set based only on the coil temperature Tcoil when the output limit ratio Rout is set based on the coil temperature Tcoil and the oil temperature Toil as in the process of step S150. This is because the output restriction ratio Rout is set to be small on the basis of the oil temperature Toil, although the increase in the amount is allowed, the output from the motor 30 may be excessively restricted. As described above, when the estimated coil temperature value Tcoilest is lower than the temperature T3, the output of the motor 30 is excessively limited by setting the coil-derived output limit ratio Rcoil set based on the coil temperature Tcoil to the output limit ratio Rout. It can be suppressed.

  In the electric vehicle 20 of the embodiment described above, when the estimated coil temperature value Tcoilest is equal to or higher than the temperature T3, the oil temperature set based on the coil-derived output limit ratio Rcoil set based on the coil temperature Tcoil and the oil temperature Toil. By setting the smaller value of the resulting output limit ratio Roil as the output limit ratio Rout, the output limit ratio Rout is more appropriately compared with the case where the output limit ratio Rout is set based only on the coil temperature Tcoil. Can be set, and the output of the motor 30 can be more appropriately adjusted to suppress demagnetization of the permanent magnet 36. When the estimated coil temperature value Tcoilest is lower than the temperature T3, the output of the motor 30 is excessively limited by setting the coil-derived output limit ratio Rcoil set based on the coil temperature Tcoil to the output limit ratio Rout. This can be suppressed.

  In the electric vehicle 20 of the embodiment, in the coil-derived output limit ratio setting map used in the process of step S120, the coil-derived output limit ratio Rcoil is 100% from the temperature 0 (° C.) to the temperature T1. When the coil temperature Tcoil becomes equal to or higher than the temperature T1, the coil-derived output restriction ratio Rcoil gradually decreases. When the coil temperature Tcoil reaches the temperature T2, the coil-derived output restriction ratio Tcoil becomes 0%. Since it is only necessary to set a tendency to decrease as Tcoil increases, the coil-induced output restriction ratio Tcoil changes stepwise with respect to the coil temperature Tcoil, and as coil temperature Tcoil increases, the coil-derived output restriction ratio decreases. The ratio Toil is higher than the coil temperature Tcoil. As it may be or shall be monotonically decreasing.

  In the electric vehicle 20 according to the embodiment, in the oil-induced output limit ratio setting map used in the process of step S140, the oil output Toil is 100% from the temperature 0 (° C.) to the temperature T4. When the oil temperature Toil becomes equal to or higher than the temperature T4, the oil-induced output restriction ratio Roil gradually decreases. When the oil temperature Toil reaches the temperature T5, the oil-derived output restriction ratio Toil becomes 0%. The oil-induced output limit ratio Toil should be changed stepwise with respect to the oil temperature Toil, and the oil-induced output limit ratio may be decreased as the oil temperature Toil increases. The Toil monotonously decreases as the oil temperature Toil increases. It may be interest.

  In the electric vehicle 20 of the embodiment, the oil temperature sensor 90 detects the temperature of the cooling oil stored in the oil pan 62, but at a position where the temperature of the cooling oil can be detected, for example, at the entrance of the valve 66 or the like. It may be installed.

  In the electric vehicle 20 of the embodiment, it is determined whether or not the coil temperature estimated value Tcoilest is equal to or higher than the temperature T3 by the process of step S130, but the coil-derived output is not performed without performing the processes of steps S130 and S160. The smaller value of the limit ratio Rcoil and the oil temperature-derived output limit ratio Roil may be set as the output limit ratio Rout.

  In the embodiment, the drive control device of the present invention is applied to an electric vehicle, but may be applied to an electric vehicle other than an electric vehicle, for example, a construction machine or a train.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor 30 corresponds to a “motor”, the cooling device 60 corresponds to a “cooling device”, and the electronic control unit 70 corresponds to a “drive control unit”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to the drive control device manufacturing industry and the like.

  20 electric vehicle, 22 drive shaft, 24 differential gear, 26a, 26b drive wheel, 30 motor, 32 rotor, 34 rotor core, 36 permanent magnet, 40 stator, 42 stator core, 44 slot, 46 coil, 56 inverter, 58 battery, 60 Cooling device, 62 oil pan, 64 electric pump, 66 valve, 70 electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 82 shift position sensor, 84 accelerator pedal position sensor, 86 brake pedal position sensor, 88 Vehicle speed sensor, 89 atmospheric pressure sensor, 90 oil temperature sensor, 92 temperature sensor.

Claims (4)

An electric motor having a rotor having a permanent magnet and a stator around which a coil is wound, a cooling device that cools at least the electric motor using cooling oil, and an oil temperature detecting means that detects the temperature of the cooling oil. Power that is mounted on an electric vehicle that can travel with the power from the electric motor and that limits the driving power required for traveling of the electric vehicle by output restriction for limiting the output from the electric motor is output from the electric motor. A drive control device comprising drive control means for driving and controlling the electric motor so as to travel,
The drive control means includes a coil temperature-induced output limit set based on a coil temperature of the motor to limit an output from the motor and the detected oil temperature to limit an output from the motor. Of the two temperature-induced output restrictions, the oil temperature-derived output restriction set based on the engine temperature, the temperature-induced output restriction that restricts the output from the electric motor more greatly is the output restriction. Means for driving and controlling the electric motor so that the limited power is output from the electric motor and travels.
Drive control device for an electric vehicle. A drive control device for an electric vehicle according to claim 1,
The oil temperature-induced output limit is a limit set so as to limit the output from the electric motor to be smaller as the oil temperature becomes higher. A drive control device for an electric vehicle according to claim 1 or 2,
The coil temperature-induced output limitation is a limitation set so as to limit the output from the electric motor to be smaller as the temperature of the coil becomes higher. A drive control device for an electric vehicle according to any one of claims 1 to 3,
The drive control device is a drive control device for an electric vehicle, wherein the coil temperature-induced output limit is set as the output limit when an average value of the coil temperature at a predetermined time does not exceed a predetermined value.

Images