TWI689427B - Driving device, driving method, driving program and electric vehicle - Google Patents
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
- G01P21/02—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
- H02P6/16—Circuit arrangements for detecting position
- H02P6/17—Circuit arrangements for detecting position and for generating speed information
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
本發明涉及的電動車輛控制裝置(1)，包括：訊號接收部(11)，接收按照與電機(3)的旋轉速度相應的間隔到來的訊號；訊號間隔變化量計算部(12)，計算出作為第一訊號間隔ΔT1與第二訊號間隔ΔT2之間的差的訊號間隔變化量；訊號間隔補正部(13)，根據訊號間隔變化量對第一訊號間隔ΔT1進行補正；旋轉速度計算部(14)，根據補正後的第一訊號間隔ΔT1計算出電機(3)的瞬時旋轉速度；以及電機控制部(15)，根據計算出的瞬時旋轉速度對電機(3)進行控制。 The electric vehicle control device (1) according to the present invention includes: a signal receiving unit (11) that receives signals arriving at intervals corresponding to the rotation speed of the motor (3); a signal interval variation calculation unit (12) that calculates The signal interval change amount as the difference between the first signal interval ΔT1 and the second signal interval ΔT2; the signal interval correction section (13) corrects the first signal interval ΔT1 according to the signal interval change amount; the rotation speed calculation section (14 ), the instantaneous rotation speed of the motor (3) is calculated based on the corrected first signal interval ΔT1; and the motor control unit (15) controls the motor (3) based on the calculated instantaneous rotation speed.
Description
本發明涉及驅動裝置、驅動方法、驅動程式以及電動車輛。 The invention relates to a driving device, a driving method, a driving program and an electric vehicle.
在電動兩輪車(兩輪EV)等電動車輛上一般包括：用於驅動車輪的電機、以及具有用於控制電機的控制部的驅動裝置。由於電動車輛在檔位(Gear)固定的情况下從低轉數域至高轉數域都能夠獲得所需要的扭矩，因此行業內近年來正在研究不設置離合器的電動車輛。對於這種無離合器(Clutchless)的電動車輛來說，其電機將直接承受在以往的電動車輛中被離合器所阻斷的來自於車輪外部的外力。 Electric vehicles such as an electric two-wheeled vehicle (two-wheeled EV) generally include a motor for driving wheels and a drive device having a control unit for controlling the motor. Since electric vehicles can obtain the required torque from the low-speed range to the high-speed range when the gear is fixed, the industry has been studying electric vehicles without clutches in recent years. For such a Clutchless electric vehicle, its motor will directly withstand the external force from the outside of the wheel blocked by the clutch in the conventional electric vehicle.
在專利文獻1中，記載了一種控制裝置，其被用於藉由將電機輸出的動力經由變速箱傳達至驅動輪來行進的車輛上。該控制裝置所具備的控制部具有提取用於表示驅動電機的振動或噪音的訊號的多個過濾器。該控制部根據車輛狀態的變化在由各個過濾器提取出的訊號之間附加權重，並基於被附加了權重的訊號對扭矩指令值進行補正。
【先行技術文獻】 【Advanced technical literature】
【專利文獻1】特許公開2016-132443號公報 [Patent Document 1] Patent Publication No. 2016-132443
在電動車輛電機的定子處，設置有用於檢測轉子的旋轉位置的旋轉位置感測器。驅動裝置的控制部從旋轉位置感測器處按照每個規定的電角度來接收上升沿訊號或下降沿訊號(以下也稱為「感測器訊號」)。控制部根據該感測器訊號來把握電機的旋轉速度，並進行電機的控制。 At the stator of the electric vehicle motor, a rotation position sensor for detecting the rotation position of the rotor is provided. The control unit of the driving device receives a rising edge signal or a falling edge signal (hereinafter also referred to as "sensor signal") for each predetermined electrical angle from the rotation position sensor. The control unit grasps the rotation speed of the motor based on the sensor signal and controls the motor.
電動車輛有時會因基於路面狀况等的擾動，導致接收到早於電動車輛的加減速而變化的高頻噪聲。特別是無離合器的電動車輛由於電機會直接承受來自路面的外力，因此高頻噪聲會對電機控制造成很大的影響。即，一旦接收高頻噪聲，就會因其影響導致接收感測器訊號的時間點發生搖擺。其結果就是，感測器訊號之間的時間間隔(以下也稱為「訊號間隔」)的精度降低，從而無法適宜地進行電機控制。 Electric vehicles may receive high-frequency noise that changes earlier than the acceleration and deceleration of electric vehicles due to disturbances based on road surface conditions and the like. Especially for electric vehicles without clutches, since the motor directly bears the external force from the road, high-frequency noise will have a great impact on the motor control. That is, once high-frequency noise is received, it will cause sway at the time when the sensor signal is received due to its influence. As a result, the accuracy of the time interval between sensor signals (hereinafter also referred to as "signal interval") is reduced, so that motor control cannot be properly performed.
為了避免高頻噪聲的影響，可以考慮將多個訊號間隔的值平均化以後再用於電機控制。但是，這樣一來又會產生出電機控制速度下降的問題。 In order to avoid the influence of high-frequency noise, you can consider averaging the values of multiple signal intervals before using them for motor control. However, in this way, there will be a problem that the motor control speed drops.
本發明的目的是提供一種驅動裝置、驅動方法、驅動程式以及電動車輛，能夠在不降低電機的控制速度的情况下，適宜地驅動負載。 An object of the present invention is to provide a driving device, a driving method, a driving program, and an electric vehicle, which can appropriately drive a load without reducing the control speed of the motor.
本發明涉及的驅動裝置的特徵在於，包括：訊號接收部，接收按照與驅動負載的電機的旋轉速度相應的間隔到來的訊號；訊號間隔變化量計算部，計算出作為第一訊號間隔與第二訊號間隔之間的差的訊號間隔變化量，第一訊號間隔是由訊號接收部剛接收到的第一訊號的接收時間點與早於該第一訊號而接收到的第二訊號的接收時間點之間的訊號間隔，第二訊號間隔是第二訊號的接收時間點與早於該第二訊號而接收到的第三訊號的接收時間點之間的訊號間隔；訊號間隔補正部，根據訊號間隔變化量對第一訊號間隔進行補正；旋轉速度計算部，根據補正後的第一訊號間隔計算出電機的瞬時旋轉速度；以及 電機控制部，根據計算出的瞬時旋轉速度對電機進行控制。 The driving device according to the present invention is characterized by comprising: a signal receiving section that receives signals arriving at intervals corresponding to the rotation speed of the motor driving the load; and a signal interval variation calculation section that calculates the first signal interval and the second The difference between the signal intervals. The amount of change in the signal interval. The first signal interval is the reception time of the first signal just received by the signal receiving unit and the reception time of the second signal received earlier than the first signal. The signal interval between, the second signal interval is the signal interval between the reception time point of the second signal and the reception time point of the third signal received earlier than the second signal; the signal interval correction part, according to the signal interval The amount of change corrects the first signal interval; the rotation speed calculation unit calculates the instantaneous rotation speed of the motor based on the corrected first signal interval; and The motor control unit controls the motor based on the calculated instantaneous rotation speed.
在驅動裝置中，訊號間隔補正部藉由：求得與訊號間隔變化量相應的權重係數，並將該權重係數與訊號間隔變化量相乘，並將與權重係數相乘後的訊號間隔變化量與第二訊號間隔相加，來對第一訊號間隔進行補正。 In the driving device, the signal interval correction unit obtains the weight coefficient corresponding to the change of the signal interval, multiplies the weight coefficient with the change of the signal interval, and multiplies the weight coefficient by the change of the signal interval Add to the second signal interval to correct the first signal interval.
在驅動裝置中，權重係數隨訊號間隔變化量的絕對值變大而變小。 In the driving device, the weighting coefficient becomes smaller as the absolute value of the change amount of the signal interval becomes larger.
在驅動裝置中，權重係數的減少量隨訊號間隔變化量的絕對值變大而變小。 In the driving device, the decrease in the weighting factor becomes smaller as the absolute value of the change in the signal interval becomes larger.
在驅動裝置中，訊號間隔變化量為0時的權重係數的值為1。 In the driving device, the weighting coefficient value is 1 when the change amount of the signal interval is 0.
在驅動裝置中，當訊號間隔變化量的絕對值處於規定範圍內時，權重係數為1，當訊號間隔變化量的絕對值處於規定範圍外時，權重係數隨絕對值變大而變小。 In the driving device, when the absolute value of the signal interval change amount is within the specified range, the weight coefficient is 1, and when the absolute value of the signal interval change amount is outside the specified range, the weight coefficient becomes smaller as the absolute value increases.
在驅動裝置中，在第二訊號是在第一訊號之前接收到的那一個訊號並且第三訊號是在第二訊號之前接收到的那一個訊號的情况下，旋轉速度計算部藉由以下公式來計算瞬時旋轉速度：n=60000/(ΔTa×Np) In the driving device, in the case where the second signal is the signal received before the first signal and the third signal is the signal received before the second signal, the rotation speed calculation unit uses the following formula Calculate the instantaneous rotation speed: n=60000/(ΔTa×Np)
上述公式中，n表示瞬時旋轉速度(rpm)，ΔTa表示補正後的第一訊號間隔(mSec】，Np表示電機在以電角度旋轉一周的期間內訊號接收部接收到的訊號的數量。 In the above formula, n represents the instantaneous rotation speed (rpm), ΔTa represents the corrected first signal interval (mSec), and Np represents the number of signals received by the signal receiving unit during one revolution of the motor in electrical angle.
在驅動裝置中，在訊號接收部接收到第一訊號的情况下，訊號間隔變化量計算部將：在第一訊號與第二訊號之間按照監視時間間隔進行計數後的第一計數數量與在第二訊號與第三訊號之間按照監視時間間隔進行計數後的第二計數數量之間的計數數量差作為訊號間隔變化量來計算出，訊號間隔補正部藉由：求得與計數數量差相應的權重係數，並將該權重係數與計數數量差相 乘，並將與權重係數相乘後的計數數量差與第二計數數量相加，來對第一計數數量進行補正。 In the driving device, when the signal receiving part receives the first signal, the signal interval change amount calculation part will: the first count quantity after counting between the first signal and the second signal according to the monitoring time interval and the The difference between the number of counts between the second signal and the third signal after the second interval counted according to the monitoring time interval is calculated as the amount of change in the signal interval. The signal interval correction unit obtains the difference corresponding to the number of counts Coefficient of the weight and the difference between the weight coefficient and the number of counts Multiply, and add the difference in the number of counts multiplied by the weighting factor to the second number of counts to correct the first number of counts.
在驅動裝置中，監視時間間隔比電機的旋轉速度處於最大時訊號接收部所接收的訊號的時間間隔更短。 In the driving device, the monitoring time interval is shorter than the time interval of the signal received by the signal receiving section when the rotation speed of the motor is at the maximum.
在驅動裝置中，訊號間隔變化量計算部在計算出計數數量差後，重置第一計數數量。 In the driving device, the signal interval change amount calculation unit resets the first count amount after calculating the difference in the count amount.
在驅動裝置中，訊號接收部接收的訊號是從設置在電機處的旋轉位置感測器所輸出的脈衝訊號的上升沿訊號或下降沿訊號。 In the driving device, the signal received by the signal receiving section is the rising edge signal or the falling edge signal of the pulse signal output from the rotation position sensor provided at the motor.
本發明涉及的電動車輛的特徵在於，包括：申請專利範圍第1項中所記載的，並且負載為電動車輛的車輪的驅動裝置。
The electric vehicle according to the present invention is characterized by including the drive device described in
在電動車輛中，車輪與電機在不經由離合器的情况下機械連接。 In electric vehicles, the wheels and the motor are mechanically connected without going through a clutch.
本發明涉及的驅動方法的特徵在於，包括：訊號接收部接收按照與驅動負載的電機的旋轉速度相應的間隔到來的訊號的步驟；訊號間隔變化量計算部計算出作為第一訊號間隔與第二訊號間隔之間的差的訊號間隔變化量的步驟，第一訊號間隔是由訊號接收部剛接收到的第一訊號的接收時間點與早於該第一訊號而接收到的第二訊號的接收時間點之間的訊號間隔，第二訊號間隔是第二訊號的接收時間點與早於該第二訊號而接收到的第三訊號的接收時間點之間的訊號間隔；訊號間隔補正部根據所述訊號間隔變化量對第一訊號間隔進行補正的步驟；旋轉速度計算部根據補正後的第一訊號間隔計算出電機的瞬時旋轉速度的步驟；以及電機控制部根據計算出的瞬時旋轉速度對電機進行控制的步驟。 The driving method according to the present invention is characterized in that it includes the steps of a signal receiving section receiving a signal that arrives at an interval corresponding to the rotation speed of the motor driving the load; a signal interval change amount calculation section calculates the first signal interval and the second The step of the difference in signal interval between the signal intervals. The first signal interval is the reception time of the first signal just received by the signal receiving section and the reception of the second signal received earlier than the first signal The signal interval between time points, the second signal interval is the signal interval between the reception time point of the second signal and the reception time point of the third signal received earlier than the second signal; The step of correcting the first signal interval by the amount of change in the signal interval; the step of calculating the instantaneous rotational speed of the motor based on the corrected first signal interval; and the motor control unit based on the calculated instantaneous rotational speed Steps to control.
本發明涉及的驅動程式的特徵在於：使計算機執行：訊號接收部接收按照與驅動負載的電機的旋轉速度相應的間隔到來的訊號的步驟；訊號間隔變化量計算部計算出作為第一訊號 間隔與第二訊號間隔之間的差的訊號間隔變化量的步驟，第一訊號間隔是由訊號接收部剛接收到的第一訊號的接收時間點與早於該第一訊號而接收到的第二訊號的接收時間點之間的訊號間隔，第二訊號間隔是第二訊號的接收時間點與早於該第二訊號而接收到的第三訊號的接收時間點之間的訊號間隔；訊號間隔補正部根據訊號間隔變化量對第一訊號間隔進行補正的步驟；旋轉速度計算部根據補正後的第一訊號間隔計算出電機的瞬時旋轉速度的步驟；以及電機控制部根據計算出的瞬時旋轉速度對電機進行控制的步驟。 The driver program according to the present invention is characterized in that the computer executes the steps of: the signal receiving unit receives a signal arriving at an interval corresponding to the rotation speed of the motor driving the load; and the signal interval change amount calculation unit calculates as the first signal The step of changing the signal interval by the difference between the interval and the second signal interval. The first signal interval is the receiving time point of the first signal just received by the signal receiving unit and the first signal received earlier than the first signal. The signal interval between the reception time points of the two signals. The second signal interval is the signal interval between the reception time point of the second signal and the reception time point of the third signal received earlier than the second signal; the signal interval The step of the correction section correcting the first signal interval according to the amount of change in the signal interval; the step of calculating the instantaneous rotational speed of the motor based on the corrected first signal interval; and the motor control section based on the calculated instantaneous rotational speed Steps to control the motor.
在本發明中，訊號間隔補正部根據作為第一訊號間隔與第二訊號間隔之間的差的訊號間隔變化量對第一訊號間隔進行補正，旋轉速度計算部根據補正後的第一訊號間隔計算出電機的瞬時旋轉速度，電機控制部根據計算出的瞬時旋轉速度對電機進行控制。藉由這樣，就能夠在不降低電機的控制速度的情况下，適宜地驅動負載。 In the present invention, the signal interval correction section corrects the first signal interval based on the signal interval change amount which is the difference between the first signal interval and the second signal interval, and the rotation speed calculation section calculates based on the corrected first signal interval The instantaneous rotation speed of the motor is output, and the motor control unit controls the motor according to the calculated instantaneous rotation speed. In this way, the load can be properly driven without reducing the control speed of the motor.
1:電動車輛控制裝置 1: Electric vehicle control device
2:電池 2: battery
3:電機 3: Motor
3r:轉子 3r: rotor
4:角度感測器 4: Angle sensor
4u:U相角度感測器 4u: U-phase angle sensor
4v:V相角度感測器 4v: V-phase angle sensor
4w:W相角度感測器 4w: W phase angle sensor
5:油門位置感測器 5: Throttle position sensor
6:輔助開關 6: auxiliary switch
7:儀器 7: Instrument
8:車輪 8: Wheel
9:充電器 9: Charger
10:控制部 10: Control Department
11:訊號接收部 11: Signal receiving department
12:訊號間隔變化量計算部 12: Signal interval change calculation unit
13:訊號間隔補正部 13: Signal interval correction section
14:旋轉速度計算部 14: Rotation speed calculation unit
15:電機控制部 15: Motor Control Department
20:記憶部 20: Memory Department
30:電力轉換部 30: Power Conversion Department
100:電動車輛 100: electric vehicle
M1:扭矩示意圖 M1: torque diagram
M2:占空比示意圖 M2: duty cycle diagram
M3:輸出角度示意圖 M3: Schematic diagram of output angle
Q1、Q2、Q3、Q4、Q5、Q6:半導體開關 Q1, Q2, Q3, Q4, Q5, Q6: semiconductor switches
S1、S2、S3:感測器訊號 S1, S2, S3: sensor signal
第1圖是本發明的實施方式涉及的電動車輛的概略構成圖。 FIG. 1 is a schematic configuration diagram of an electric vehicle according to an embodiment of the present invention.
第2圖是電力轉換部以及電機的概略構成圖。 Fig. 2 is a schematic configuration diagram of a power conversion unit and a motor.
第3圖是設置在電機的轉子上的磁鐵與角度感測器的示意圖。 Fig. 3 is a schematic diagram of a magnet and an angle sensor provided on a rotor of a motor.
第4圖是轉子角度與角度感測器的輸出之間的關係示意圖。 Figure 4 is a schematic diagram of the relationship between the rotor angle and the output of the angle sensor.
第5圖是用於說明實施方式涉及的PWM控制的時序圖。 Fig. 5 is a timing chart for explaining the PWM control according to the embodiment.
第6圖是電動車輛控制裝置的控制部的功能的方塊圖。 FIG. 6 is a block diagram of functions of the control unit of the electric vehicle control device.
第7圖是用於說明感測器訊號與計數數量之間的關係等的說明圖。 FIG. 7 is an explanatory diagram for explaining the relationship between the sensor signal and the number of counts.
第8圖是用於求得實施方式涉及的權重係數的圖表。 FIG. 8 is a graph for obtaining weight coefficients according to the embodiment.
第9圖是用於說明PWM訊號的占空比和輸出角度的計算處理的示意圖。 FIG. 9 is a schematic diagram for explaining the calculation process of the duty ratio and output angle of the PWM signal.
第10a圖展示扭矩示意圖的構成，第10b圖展示占空比示意圖的構成，第10c圖展示輸出角度示意圖的構成。 Figure 10a shows the structure of the torque diagram, Figure 10b shows the structure of the duty ratio diagram, and Figure 10c shows the structure of the output angle diagram.
第11圖是用於求得第一變形例涉及的權重係數的圖表。 FIG. 11 is a graph for obtaining weight coefficients according to the first modification.
第12圖是用於求得第二變形例涉及的權重係數的圖表。 FIG. 12 is a graph for obtaining weight coefficients according to the second modification.
第13圖是用於求得第三變形例涉及的權重係數的圖表。 FIG. 13 is a graph for obtaining weight coefficients according to the third modification.
第14圖是用於說明實施方式涉及的電動車輛控制方法的一例流程圖。 FIG. 14 is a flowchart for explaining an example of the electric vehicle control method according to the embodiment.
下面，將參照圖式對本發明的實施方式進行說明。在以下的實施方式中，作為本發明涉及的驅動裝置的一種實施方式，對驅動控制電動車輛的電動車輛控制裝置進行說明。其中，本發明涉及的驅動裝置也可以對電動車輛的車輪以外的負載進行驅動。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, as an embodiment of the drive device according to the present invention, an electric vehicle control device that drives and controls an electric vehicle will be described. Among them, the drive device according to the present invention may drive loads other than the wheels of the electric vehicle.
首先，參照第1圖對實施方式涉及的電動車輛100進行說明。
First, the
電動車輛100藉由使用從電池提供的電力對電機進行驅動，從而進行行進。在本實施方式中，電動車輛100是電動摩托車等電動兩輪車，具體來說，就是如第1圖所示的電機3與車輪8在不經由離合器的情况下直接機械連接後的電動兩輪車。其中，本發明涉及的電動車輛也可以是電機3與車輪8在經由離合器的情况下連接後的車輛。此外，不僅限於兩輪車，也可以是例如三輪或四輪的電動車輛。
The
電動車輛100如第1圖所示，包括：電動車輛控制裝置1、電池2、電機3、角度感測器(旋轉位置感測器)4、油門位置感測器5、輔助開關6、儀器(顯示部)7、車輪8、以及充電器9。
As shown in FIG. 1, the
下面，對電動車輛100的各構成要素進行詳細說明。
Hereinafter, each component of the
電動車輛控制裝置1是控制電動車輛100的裝置，並且具有：控制部10、記憶部20以及電力轉換部(驅動)30。其中，電動車輛控制裝置1也可以是作為控制整個電動車輛100的ECU(Electronic Control Unit)來構成。
The electric
下面，對電動車輛控制裝置1的各構成要素進行詳細說明。
Next, each component of the electric
控制部10輸入來自連接於電動車輛控制裝置1的各種裝置處的訊息。具體來說，就是控制部10接收：從電池2、角度感測器(旋轉位置感測器)4、油門位置感測器5、輔助開關6、以及充電器9輸出的各種訊號。控制部10輸出顯示在儀器7中的訊號。此外，控制部10藉由電力轉換部30來控制電機3。對於控制部10的詳細訊息會進行後述。
The
記憶部20記憶：控制部10所使用的訊息(後述的各種地圖等)以及控制部10用於運作的程式。該記憶部20可以是例如非易失性半導體儲存器，也可以不限於此。其中，記憶部20也可以作為控制部10的一部分來裝入。
The
電力轉換部30將從電池2輸出的直流電力轉換為交流電力後提供至電機3。在本實施方式中，電力轉換部30如第2圖所示，具有藉由三相全橋電路所構成的逆變器。半導體開關Q1、Q3、Q5是高端開關，半導體開關Q2、Q4、Q6是低端開關。半導體開關Q1~Q6的控制端子與控制部10電連接。半導體開關Q1~Q6是例如MOSFET或IGBT等。
The
如第2圖所示，電源端子30a與電源端子30b之間設置有平滑電容器C。
As shown in FIG. 2, a smoothing capacitor C is provided between the
輸入端子3a是電機3的U相輸入端子，輸入端子3b是電機3的V相輸入端子，輸入端子3c是電機3的W相輸入端子。
The input terminal 3a is a U-phase input terminal of the
半導體開關Q1如第2圖所示，連接在電池2的正極所連接的電源端子30a與電機3的輸入端子3a之間。同樣地，半導體開關Q3連接在電源端子30a與電機3的輸入端子3b之間。半導體開關Q5連接在電源端子30a與電機3的輸入端子3c之間。
As shown in FIG. 2, the semiconductor switch Q1 is connected between the
半導體開關Q2連接在電機3的輸入端子3a與電池2的負極所連接的電源端子30b之間。同樣地，半導體開關Q4連接在電機3的輸入端子3b與電源端子30b之間。半導體開關Q6連接在電機3的輸入端子3c與電源端子30b之間。
The semiconductor switch Q2 is connected between the input terminal 3a of the
電池2向用於使電動車輛100的車輪8轉動的電機3提供電力。該電池2向電力轉換部30提供直流電力。電池2例如可以是鋰離子電池，也可以是其他種類的電池。其中，電池2的數量不限於一個，也可以是多個。即，電動車輛100中也可以設置有互相並聯或串聯後的多個電池2。此外，電池2中也可以包含有用於向控制部10提供運作電壓的鉛電池。
The
電池2包含電池管理單元(BMU)。電池管理單元將與電池2的電壓和狀態(充電率等)相關的電池訊息發送至控制部10。
The
電機3藉由從電力轉換部30處提供的交流電力，對車輪8等負載進行驅動。在本實施方式中，電機3與車輪8機械連接，從而使車輪8向所需方向轉動。電機3是具有U相、V相以及W相的三相交流電機。如所述般，電機3與車輪8在不經由離合器的情况下直接機械連接。其中，雖然在本實施方式中是使用三相無刷電機來作為三相交流電機，但是電機3的種類不限於此。
The
角度感測器4用於檢測電機3的轉子3r的旋轉位置。如第3圖所示，轉子3r的外周面上交替安裝有N極與S極的磁鐵(感測器磁鐵)。角度感測器4例如藉由霍爾元件來構成，並且檢測伴隨電機3的轉動的磁場變化。其中，
第3圖所示的磁鐵數量只是一例示例，並不限於此。此外，磁鐵也可以設置在飛輪(fly wheel)(無圖示)的內側。
The
如第3圖所示，角度感測器4具有：與電機3的U相對應安裝的U相角度感測器4u、與電機3的V相對應安裝的V相角度感測器4v、以及與電機3的W相對應安裝的W相角度感測器4w。各相的角度感測器4u、4v、以及4w被設置在電機3上。在本實施方式中，U相角度感測器4u與V相角度感測器4v相對於轉子3r是配置為構成30°的角度。同樣地，V相角度感測器4v與W相角度感測器4w相對於電機3的轉子3r是配置為構成30°的角度。
As shown in FIG. 3, the
如第4圖所示，U相角度感測器4u、V相角度感測器4v以及W相角度感測器4w，輸出對應於轉子3r的旋轉位置的位相脈衝訊號。該脈衝訊號的寬度(或感測器訊號的時間間隔)隨電機3(即，車輪8)的旋轉速度變高而變窄。
As shown in FIG. 4, the
如第4圖所示，按照每個規定的旋轉位置來分配表示電機級(motor stage)的編號(電機級編號)。電機級表示轉子3r的旋轉位置，在本實施方式中，按照每60°的電角度來分配電機級編號1、2、3、4、5、6。
As shown in FIG. 4, a number (motor stage number) indicating a motor stage (motor stage number) is assigned for each predetermined rotation position. The motor stage represents the rotational position of the
輸出級也被稱為通電級，其是：由角度感測器4檢測出的電機級加上基於輸出角度的時間。輸出角度如後述般根據電機3的旋轉速度與目標扭矩而變化。
The output stage is also called the energization stage, which is: the motor stage detected by the
控制部10使用PWM訊號來對電力轉換部30的半導體開關Q1~Q6進行ON/OFF控制。藉由這樣，從電池2提供的直流電力被轉換為交流電力。
在本實施方式中，如第5圖所示，U相低端開關(半導體開關Q2)在輸出級6、1、2、3中被PWM控制。V相低端開關(半導體開關Q4)在輸出級2、3、4、5中被PWM控制，W相低端開關(半導體開關Q6)在輸出級4、5、6、1中被PWM控制。其中，進行PWM控制的級是藉由通電方式等來决定的，並不限於此例。
The
如上述般，藉由對低端開關而不是高端開關進行ON/OFF控制，從而就能夠避免因電機3的再生運作從而產生的電流流入電池2。其中，在被允許對電池2流入再生電流的情况下，則也可以對高端開關進行ON/OFF控制。
As described above, by performing ON/OFF control of the low-end switch instead of the high-end switch, it is possible to prevent the current generated by the regenerative operation of the
如第5圖所示，高端開關也有成為ON的時間點。例如，作為U相高端開關的半導體開關Q1在輸出級1、2中被按照規定的時間間隔來ON控制。藉由這樣對高端開關進行ON控制，就能夠抑制電力轉換部30的發熱。其中，為了防止電流短路，當高端開關被控制為ON時，對應的(即，相同臂(arm)的)低端開關則被控制為OFF。
As shown in Figure 5, the high-end switch also turns on. For example, the semiconductor switch Q1, which is a U-phase high-side switch, is ON-controlled at predetermined time intervals in the output stages 1 and 2. By performing ON control of the high-end switch in this way, it is possible to suppress the heat generation of the
油門位置感測器5，用於檢測相對於電動車輛100的油門的操作量(以下稱為「油門操作量」)，並且將其作為電訊號發送至控制部10。油門操作量相當於發動機汽車的節氣門開度。用戶在想要加速時油門操作量會增大，用戶在想要減速時油門操作量會減小。
The
輔助開關6是用戶在請求輔助電動車輛100時操作的開關。輔助開關6在被通過用戶操作時，會將輔助請求訊號發送至控制部10。並且，控制部10控制電機3產生輔助扭矩。
The
儀器(顯示部)7是設置在電動車輛100上的顯示器(例如液晶面板)，並顯示各種訊息。儀器7設置在例如電動車輛100的方向盤上(無圖示)。
儀器7中顯示有：電動車輛100的行駛速度、電池2的剩餘量、當前時間、行駛總距離、以及剩餘行駛距離等訊息。剩餘行駛距離表示電動車輛100之後還能行駛多少距離。
The instrument (display unit) 7 is a display (for example, a liquid crystal panel) provided on the
充電器9具有：電源插頭(無圖示)、以及將藉由該電源插頭提供的交流電源轉換為直流電源的轉換器電路(無圖示)。電池2藉由轉換器電路轉換後的直流電力來進行充電。充電器9例如藉由電動車輛100內的通訊網絡(CAN等)與電動車輛控制裝置1可通訊連接。
The charger 9 has a power plug (not shown) and a converter circuit (not shown) that converts the AC power supplied by the power plug into a DC power. The
之後，將對電動車輛控制裝置1的控制部10進行詳細說明。
Hereinafter, the
如第6圖所示，控制部10具有：訊號接收部11、訊號間隔變化量計算部12、訊號間隔補正部13、旋轉速度計算部14、以及電機控制部15。其中，控制部10的各部分中的處理，能夠藉由軟體(程式)來實現。
As shown in FIG. 6, the
訊號接收部11，接收按照與電機3的旋轉速度相應的間隔到來的訊號。訊號在電機3旋轉一周的期間內從角度感測器4被輸出多個。具體來說，就是訊號接收部11接收：從U相角度感測器4u、V相角度感測器4v、以及W相角度感測器4w輸出的感測器訊號(即，脈衝訊號的上升沿訊號或下降沿訊號)。
在本實施方式中，訊號接收部11在電機3的轉子3r以電角度每旋轉60°時接收感測器訊號。感測器訊號所到來的時間間隔隨電機3的旋轉速度變高而變短。
The
如第7圖所示，訊號接收部11按照每個監視時間間隔Δtm來確認是否從角度感測器4接收到感測器訊號。監視時間間隔Δtm是例如電機3的控制時間間隔。其中，感測器訊號的接收也可以藉由來自角度感測器4的中斷處理來進行。
As shown in FIG. 7, the
當電動車輛100以最高速度行駛時，監視時間間隔Δtm比訊號接收部11所接收的感測器訊號的時間間隔更短，例如50微秒。一般來說，當電機3的旋轉速度為最大時，監視時間間隔Δtm比訊號接收部11所接收的感測器訊號的時間間隔更短。
When the
訊號間隔變化量計算部12，計算出作為訊號間隔(也被稱為感測器之間的時間)變化量的訊號間隔變化量。該訊號間隔變化量如第7圖所示，是第一訊號間隔ΔT1與第二訊號間隔ΔT2之間的差(ΔT2-ΔT1)。此處，第一訊號間隔ΔT1是感測器訊號S1(第一訊號)的接收時間點與感測器訊號S2(第二訊號)的接收時間點之間的時間間隔。感測器訊號S1是訊號接收部11剛接收到的感測器訊號。「剛接收到」中的時間點是指最接近當前時間點的意思。感測
器訊號S2是感測器訊號S1之前接收到的那一個感測器訊號。第二訊號間隔ΔT2是感測器訊號S2的接收時間點與感測器訊號S3(第三訊號)的接收時間點之間的時間間隔。感測器訊號S3是感測器訊號S2之前接收到的那一個感測器訊號。
其中，訊號間隔不限於連續的訊號間的時間間隔，也可以是每隔一個或每隔大於等於兩個的兩個訊號間的時間間隔。
The signal interval change
在本實施方式中，訊號間隔變化量計算部12計算出計數數量的差分值來作為訊號間隔變化量。即，在訊號接收部11沒有接收到感測器訊號的情况下，訊號接收部11或訊號間隔變化量計算部12將增加計數數量。該計數數量表示從接收到剛剛的感測器訊號後經過的時間。計數數量的初始值為0。另一方面，在訊號接收部11接收到感測器訊號的情况下，訊號間隔變化量計算部12將：在感測器訊號S1與感測器訊號S2之間按照監視時間間隔Δtm進行計數後的第一計數數量N1與在感測器訊號S2與感測器訊號S3之間按照監視時間間隔Δtm進行計數後的第二計數數量N2之間的計數數量差ΔN(=N1-N2)作為訊號間隔變化量來計算出。
In the present embodiment, the signal interval change
訊號間隔變化量計算部12在計算出計數數量差後，重置第一計數數量N1(即，返回初始值)。
The signal interval change
訊號間隔補正部13，根據訊號間隔變化量計算部12所計算出的訊號間隔變化量對第一訊號間隔ΔT1進行補正。第一訊號間隔ΔT1如後述般，被補正為使早於電動車輛100的加速或減速而變化的高頻噪聲的影響受到抑制。
The signal
對本實施方式涉及的第一訊號間隔ΔT1的補正進行詳細說明。 The correction of the first signal interval ΔT1 according to this embodiment will be described in detail.
首先，訊號間隔補正部13求得對應訊號間隔變化量的權重係數C。該權重係數C是藉由參照訊號間隔變化量與權重係數C之間的關係圖而求得的。在本實施方式中，權重係數C如第8圖所示，是藉由參照計數數量差ΔN與權重係數C之間的關係圖而求得的。該關係圖以表格或公式的形式預先記憶在記憶
部20中。當關係圖是表格的形式時，藉由線性插值等來求得權重係數C。如第8圖所示，權重係數C被設定為隨訊號間隔變化量(計數數量差ΔN)的絕對值變大而變小。此外，在訊號間隔變化量為0時(ΔN=0時)，權重係數C為1。
First, the signal
在如上述般求得權重係數C之後，訊號間隔補正部13將權重係數C乘以訊號間隔變化量。即，計算C×(ΔT1-ΔT2)。按照本實施方式的情况來說的話，是計算C×ΔN。並且，將與權重係數C相乘後的訊號間隔變化量與第二訊號間隔ΔT2相加。藉由這樣，得到補正後的第一訊號間隔ΔTa。即，補正後的第一訊號間隔ΔTa是通過公式(1)來得到的。
After obtaining the weight coefficient C as described above, the signal
ΔTa=C×(ΔT1-ΔT2)+ΔT2…(1) ΔTa=C×(ΔT1-ΔT2)+ΔT2…(1)
在使用計數數量來作為訊號間隔時，作為補正後的第一計數數量N1的計數數量Na是通過公式(2)來得到的。 When the count number is used as the signal interval, the count number Na as the corrected first count number N1 is obtained by formula (2).
Na=CΔN+N2…(2) Na=CΔN+N2…(2)
旋轉速度計算部14根據被訊號間隔補正部13補正後的第一訊號間隔ΔTa來計算出電機3的瞬時旋轉速度。具體來說，就是旋轉速度計算部14通過公式(3)來計算出電機3的瞬時旋轉速度。
The rotation
n=60000/(ΔTa×Np)…(3) n=60000/(ΔTa×Np)…(3)
此處，n是電機3的瞬時旋轉速度【rpm】，ΔTa是補正後的第一訊號間隔【mSec】，Np是電機3以電角度旋轉一周的期間內訊號接收部11所接收的感測器訊號的數量。
Here, n is the instantaneous rotation speed of the motor 3 [rpm], ΔTa is the corrected first signal interval [mSec], and Np is the sensor received by the
在使用計數數量時，旋轉速度計算部14藉由公式(4)計算出電機3的瞬時旋轉速度。
When the counted number is used, the rotation
n=60000/(NaΔtm×Np)…(4) n=60000/(NaΔtm×Np)…(4)
此處，n是電機3的瞬時旋轉速度【rpm】，Na是補正後的計數數量，Δtm是監視時間間隔【mSec】，Np是電機3以電角度旋轉一周的期間內訊號接收部11所接收的感測器訊號的數量。
Here, n is the instantaneous rotation speed of the motor 3 [rpm], Na is the number of counts after correction, Δtm is the monitoring time interval [mSec], and Np is the period during which the
電機控制部15根據旋轉速度計算部14所計算出的瞬時旋轉速度來控制電機3。電機控制部15向電力轉換部30的半導體開關Q1~Q6發送控制訊號。詳細來說，就是電機控制部15產生PWM訊號，PWM訊號具有：根據電機3的目標扭矩以及瞬時旋轉速度而計算出的占空比，並以根據電機3的目標扭矩以及瞬時旋轉速度而計算出的輸出角度對電力轉換部30進行輸出。藉由這樣，控制電機3以產生目標扭矩。其中，在按照監視時間間隔或每次接收到感測器訊號時，進行PWM訊號的產生。
The
參照第9圖以及第10(a)圖至第10(c)圖，對占空比以及輸出角度的算出進行詳細說明。電機控制部15，藉由：使用從油門位置感測器5接收到的油門操作量、以及經由旋轉速度計算部14所計算出的瞬時旋轉速度對扭矩示意圖M1進行檢索，從而獲取目標扭矩。此處，扭矩示意圖M1如第10a圖所示，示意：油門操作量、電機3的旋轉速度、以及電機3的目標扭矩之間的關係。
The calculation of the duty ratio and output angle will be described in detail with reference to FIGS. 9 and 10(a) to 10(c). The
接著，電機控制部15，藉由：使用從扭矩示意圖M1獲取的目標扭矩、以及經由旋轉速度計算部14所計算出的瞬時旋轉速度對占空比示意圖M2進行檢索，從而獲取占空比。此處，占空比示意圖M2如第10b圖所示，示意：電機3的目標扭矩、電機3的旋轉速度、以及PWM訊號的占空比之間的關係。
Next, the
電機控制部15進一步藉由：使用從扭矩示意圖M1獲取的目標扭矩、以及經由旋轉速度計算部14所計算出的瞬時旋轉速度對輸出角度示意圖M3進行檢索，從而獲取輸出角度。此處，輸出角度示意圖M3如第10c圖所示，示意：電機3的目標扭矩、電機3的旋轉速度、以及PWM訊號的輸出角度之間的關係。
The
其中，控制部10在使用多個通電方式(例如，120°通電方式與180°通電方式)對電力轉換部30進行控制時，使用與各通電方式對應的占空比示意圖M2與輸出角度示意圖M3。即，在使用120°通電方式時，使用120°通電方式用的占空比示意圖與輸出角度示意圖來獲取占空比與輸出角度，在使用180°通電方式時，使用180°通電方式用的占空比示意圖與輸出角度示意圖來獲取占空比與輸出角度。
The
具有上述般獲取後的占空比的PWM訊號按照上述般獲取後的輸出角度輸出於電力轉換部30，並且半導體開關Q1~Q6被ON/OFF控制。通過這樣，控制電機3以產生所需的扭矩。
The PWM signal having the duty ratio obtained as described above is output to the
如上所述，在本實施方式涉及的電動車輛控制裝置1中，訊號間隔補正部13根據訊號間隔變化量(ΔT1-ΔT2)對第一訊號間隔ΔT1進行補正，旋轉速度計算部14通過補正後的第一訊號間隔ΔTa來計算出電機3的瞬時旋轉速度。並且，電機控制部15根據計算出的瞬時旋轉速度對電機3進行控制。藉由這樣，就能夠對電動車輛100的車輪8進行適當地驅動。
As described above, in the electric
在本實施方式中，根據訊號間隔變化量(ΔT1-ΔT2)、以及隨訊號間隔變化量的絕對值變大而變小的權重係數C，對第一訊號間隔ΔT1進行補正，並且根據補正後的第一訊號間隔ΔT1來計算出電機3的瞬時旋轉速度。藉由這樣，就能夠鈍化用於電機控制的瞬時旋轉速度對於高頻噪聲的靈敏度。因此，即使當第一訊號間隔ΔT1在因高頻噪聲從而導致發生較大波動時，由於第一訊號間隔被補正為正確的值，所以就能夠進行適當的電機控制，並對作為負載的車輪8進行驅動。
In this embodiment, the first signal interval ΔT1 is corrected according to the signal interval change amount (ΔT1-ΔT2) and the weighting coefficient C that becomes smaller as the absolute value of the signal interval change amount becomes larger, and according to the corrected The instantaneous rotation speed of the
此外，根據本實施方式，由於能夠如上述般在不求得訊號間隔平均值的情况下抑制高頻噪聲的影響，因此就不會使電機3的控制速度下降。
In addition, according to the present embodiment, since the influence of high-frequency noise can be suppressed without obtaining the average value of the signal interval as described above, the control speed of the
所以，根據本實施方式，能夠在不使電機3的控制速度下降的情况下，對負載進行適當的驅動。
Therefore, according to the present embodiment, the load can be appropriately driven without reducing the control speed of the
其中，求得權重係數C的圖表不限於第8圖所示的示圖。以下對幾個變形例進行說明。 However, the graph for obtaining the weight coefficient C is not limited to the graph shown in FIG. 8. Several modifications are described below.
第11圖展示第一變形例涉及的權重係數C的圖表。在本變形例中，在計數數量差ΔN處於大於等於-α小於等於+α的範圍內的權重係數C為1，並且權重係數隨偏離該範圍而變小。即，在訊號間隔變化量的絕對值處於規定範圍內(0±α)的情况下權重係數C為1，在規定範圍外的情况下隨訊號間隔變化量的絕對值變大而變小。藉由使用這樣的權重係數C，在訊號間隔變化量為較小的情况下，原樣使用第一訊號間隔ΔT1來計算出電機3的瞬時旋轉速度。這樣一來，就能夠將不是由高頻噪聲所引起的訊號間隔的變化原樣反映在電機3的控制中。
FIG. 11 shows a graph of the weight coefficient C according to the first modification. In this modification, the weight coefficient C in the range where the difference in the number of counts ΔN is greater than or equal to -α and less than or equal to +α is 1, and the weight coefficient becomes smaller as it deviates from this range. That is, the weight coefficient C is 1 when the absolute value of the change in signal interval is within a predetermined range (0±α), and decreases as the absolute value of the change in signal interval increases outside the predetermined range. By using such a weighting factor C, when the amount of change in the signal interval is small, the instantaneous rotational speed of the
第12圖展示第二變形例涉及的權重係數C的圖表。在本變形例中，權重係數C的減少量隨訊號間隔變化量的絕對值變大而變小。換句話說，就是權重係數C的曲線具有向下凸起的形狀。藉由使用這種權重係數C，即使是在向負載施加激烈外力的情况下，也能夠充分抑制訊號間隔變化量。 FIG. 12 shows a graph of the weight coefficient C according to the second modification. In this modification, the decrease amount of the weight coefficient C becomes smaller as the absolute value of the change amount of the signal interval becomes larger. In other words, the curve of the weight coefficient C has a downward convex shape. By using such a weighting factor C, even when an intense external force is applied to the load, the amount of change in the signal interval can be sufficiently suppressed.
第13圖展示第三變形例涉及的權重係數C的圖表。本變形例將第一變形例與第二變形例進行組合。即，在計數數量差ΔN處於大於等於-α小於等於+α的範圍內的權重係數C為1，並且權重係數C的減少量隨偏離該範圍變小而變小。藉由使用這種權重係數C，能夠在將不是由高頻噪聲所引起的訊號間隔的變化原樣反映在電機3的控制中的同時，即使是在向負載施加激烈外力的情况下，也能夠充分抑制訊號間隔變化量。
FIG. 13 shows a graph of the weight coefficient C according to the third modification. This modification combines the first modification with the second modification. That is, the weight coefficient C in the range where the count number difference ΔN is within the range of greater than or equal to -α and less than or equal to +α is 1, and the decrease amount of the weight coefficient C becomes smaller as the deviation from the range becomes smaller. By using such a weighting factor C, it is possible to reflect the change of the signal interval not caused by high-frequency noise as it is in the control of the
<電動車輛控制方法> <Electric vehicle control method>
下面，將參照第14圖的流程圖對本實施方式涉及的電動車輛控制方法的一例來進行說明。其中，計數數量被預先初始化。 Next, an example of the electric vehicle control method according to this embodiment will be described with reference to the flowchart in FIG. 14. Among them, the count number is initialized in advance.
訊號接收部11對是否經過監視時間間隔Δtm進行判定(步驟S11)。在經過監視時間間隔Δtm的情况下(S11：Yes)，判定是否從角度感測器4接收到感測器訊號(步驟S12)。在沒有接收到感測器訊號的情况下(S12：No)，增加一個計數數量(步驟S13)，並返回步驟S11。
The
另一方面，在接收到感測器訊號的情况下(S12：Yes)，訊號間隔變化量計算部12計算出本次的計數數量N1與前一次的計數數量N2之間的計數數量差ΔN(步驟S14)。此處，本次的計數數量N1是在感測器訊號S1與感測器訊號S2之間計數後的計數數量，前一次的計數數量N2是在感測器訊號S2與感測器訊號S3之間計數後的計數數量。
On the other hand, when the sensor signal is received (S12: Yes), the signal interval change
在計算出計數數量差ΔN之後，訊號間隔變化量計算部12將計數數量N1重置為初始值(步驟S15)。其中，計數數量N1的重置也可以在步驟S16~S19的任一時間點中進行。
After calculating the count number difference ΔN, the signal interval change
隨後，訊號間隔補正部13求得與藉由步驟S14計算出的計數數量差ΔN相應的權重係數C(步驟S16)。並且，訊號間隔補正部13對本次的計數數量N1進行補正(步驟S17)。具體來說，就是使用所述公式(2)，計算出補正後的第一計數數量N1(即，計數數量Na)。
Subsequently, the signal
接著，旋轉速度計算部14根據通過步驟S17計算出的計數數量Na來計算出電機3的瞬時旋轉速度(步驟S18)。具體來說，就是使用所述公式(4)來計算出電機3的瞬時旋轉速度。並且，電機控制部15根據藉由步驟S18計算出的瞬時旋轉速度對電機3進行控制(步驟S19)。具體來說，就是如參照第9圖以及第10(a)圖至第10(c)圖進行的說明般，產生用於獲取規定扭矩的PWM訊號，並輸出於電力轉換部30。
Next, the rotation
其中，在上述的處理流程中雖然是使用了計數數量，但是也可以使用感測器訊號的接收時間點來計算出訊號間隔變化量。此外，在沒有接收到感測器訊號的情况下(S12：No)，也可以使用剛剛的油門的操作量與前一次計算出的瞬時旋轉速度，從占空比示意圖M2處獲取占空比，從而更新向電力轉換部30發送的PWM訊號。
In the above processing flow, although the number of counts is used, the amount of change in the signal interval can also be calculated using the time point at which the sensor signal is received. In addition, when the sensor signal is not received (S12: No), it is also possible to obtain the duty cycle from the duty cycle diagram M2 using the operation amount of the throttle and the instantaneous rotation speed calculated last time, As a result, the PWM signal sent to the
在上述實施方式中說明過的電動車輛控制裝置1(控制部10)的至少一部分，既可以以硬體來構成，也可以以軟體來構成。在以軟體來構成時，也可以將實現控制部10的至少一部分功能的程式收納在軟盤與CD-ROM等的儲存介質中，並使計算機進行讀取後來運行。儲存介質不限於可裝卸的磁盤與光盤等，也可以是硬盤裝置與儲存器等的固定型儲存介質。
At least a part of the electric vehicle control device 1 (control unit 10) described in the above embodiment may be configured by hardware or software. When it is constituted by software, a program that realizes at least a part of the function of the
此外，也可以將實現控制部10的至少一部分功能的程式通過網際網路等通訊線路(包含無線通訊)來進行分發。也可以進一步將程式在加密、調製、壓縮後的狀態下，通過網際網路等有限線路與無線線路、或收納在儲存介質中來進行分發。
In addition, a program that realizes at least a part of the function of the
基於上述記載，如果是本領域具有通常知識者雖然可能想到本發明的追加效果與各種變形，但是本發明方式不限於上述的各種實施方式。也可以將不同實施方式所涉及的構成要素進行適當組合。在不脫離申請專利範圍中指定的內容以及從其均等物體導出的本發明的概念思想與主旨的範圍內，能夠進行各種追加、變更以及部分刪除。 Based on the above description, if a person having ordinary knowledge in the art may think of additional effects and various modifications of the present invention, the mode of the present invention is not limited to the above-mentioned various embodiments. The constituent elements according to different embodiments may be combined as appropriate. Various additions, changes, and partial deletions can be made without departing from the content specified in the scope of the patent application and the conceptual idea and gist of the present invention derived from its equivalent objects.
1:電動車輛控制裝置 1: Electric vehicle control device
2:電池 2: battery
3:電機 3: Motor
4:角度感測器 4: Angle sensor
5:油門位置感測器 5: Throttle position sensor
6:輔助開關 6: auxiliary switch
7:儀器 7: Instrument
8:車輪 8: Wheel
9:充電器 9: Charger
10:控制部 10: Control Department
20:記憶部 20: Memory Department
30:電力轉換部 30: Power Conversion Department
100:電動車輛 100: electric vehicle
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| CN111954977A (en) | 2020-11-17 |
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