TWI695790B - Electric vehicle control device, electric vehicle control method, electric vehicle control program, and electric vehicle - Google Patents

Electric vehicle control device, electric vehicle control method, electric vehicle control program, and electric vehicle Download PDF

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TWI695790B
TWI695790B TW107129765A TW107129765A TWI695790B TW I695790 B TWI695790 B TW I695790B TW 107129765 A TW107129765 A TW 107129765A TW 107129765 A TW107129765 A TW 107129765A TW I695790 B TWI695790 B TW I695790B
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signal
electric vehicle
motor
vehicle control
interval
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TW201912450A (en
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目黑一由希
井口雄大
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日商新電元工業股份有限公司
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • 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
    • H02P6/06—Arrangements for speed regulation of a single motor wherein the motor speed is measured and compared with a given physical value so as to adjust the motor speed
    • 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
    • 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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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

實施形態的電動車輛控制裝置是包含有：受理部，接收如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉的馬達之轉速；算出部，在受理部從接收到最新的訊號之後，經過了一段最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過最近訊號間隔後的超過時間，算出馬達的瞬時轉速；及，驅動部，根據算出部所算出的瞬時轉速，驅動馬達。The electric vehicle control device of the embodiment includes: a receiving unit that receives a signal at an interval corresponding to the rotation speed of a motor that rotates the wheels of the electric vehicle; and a calculating unit that receives the latest signal from the receiving unit , After a period of the most recent signal interval, when no new signal is received in between, the instantaneous speed of the motor is calculated based on the elapsed time after the most recent signal interval; and, the drive unit, based on Instantaneous speed, driving the motor.

Description

電動車輛控制裝置、電動車輛控制方法、電動車輛控制程式及電動車輛Electric vehicle control device, electric vehicle control method, electric vehicle control program, and electric vehicle 發明領域 Field of invention

本發明是有關於電動車輛控制裝置、電動車輛控制方法、電動車輛控制程式及電動車輛。 The invention relates to an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle.

背景技術 Background technique

已知有一種以馬達為動力源的電動二輪車(二輪EV)等之電動車輛(參考專利文獻1)。在習知之電動二輪車中，在馬達與車輪之間設有離合器，例如要急停時，會解除離合器，使馬達從車輪分離，因此能避免急停時所伴隨而來的很大的負擔付加在馬達上之情況。 There is known an electric vehicle such as an electric two-wheeled vehicle (two-wheeled EV) that uses a motor as a power source (refer to Patent Document 1). In the conventional electric two-wheeled vehicle, a clutch is provided between the motor and the wheel. For example, when an emergency stop is required, the clutch will be released and the motor will be disconnected from the wheel. Therefore, the large burden accompanying the emergency stop can be avoided. The situation on the motor.

另，在專利文獻2記載有一種馬達控制裝置，其目的在於電動車輛發生了打滑時，抑制馬達的過電流，並抑制轉矩的減少。 In addition, Patent Document 2 describes a motor control device whose purpose is to suppress the overcurrent of the motor and suppress the reduction of torque when the electric vehicle slips.

先行技術文獻 Advanced technical literature 專利文獻 Patent Literature

專利文獻1：日本專利公開公報”特開2013-248971號” Patent Document 1: Japanese Patent Laid-Open Publication No. 2013-248971

專利文獻2：日本專利公開公報”特開2013-059154號” Patent Document 2: Japanese Patent Laid-Open Publication "Japanese Patent Laid-Open No. 2013-059154"

發明概要 Summary of the invention

惟，在電動車輛中，在固定齒輪時，從低轉區跨到高轉區也都能得到所需要的轉矩。為此，討論著一種未設置離合器的電動車輛(以下也單純被稱為「無離合器式電動車輛」)。 However, in electric vehicles, when the gear is fixed, the required torque can also be obtained from the low-turn zone to the high-turn zone. For this reason, an electric vehicle without a clutch (hereinafter also simply referred to as "clutchless electric vehicle") is discussed.

在無離合器式電動車輛的時候，馬達在習知的電動車輛中，是直接受到來自已藉離合器而被截斷的車輪的外力。為此，使用者(駕駛人)急煞時，藉由車輪所受到的外力，馬達會急停，成為鎖定狀態。 In the case of a clutchless electric vehicle, the motor in a conventional electric vehicle directly receives an external force from a wheel that has been cut off by the clutch. For this reason, when the user (driver) makes a sudden braking, the motor will stop abruptly due to the external force received by the wheels and become locked.

設在電動車輛的ECU(Electronic Control Unit)等之控制裝置將感應器所測量的車輪的轉速之值進行資訊處理(例如平均處理)，使用藉此所得到的值，進行馬達的控制。為此，從開始測量轉速迄至使用在控制之間存在有延遲。 A control device such as an ECU (Electronic Control Unit) provided in an electric vehicle performs information processing (for example, averaging processing) on the value of the rotation speed of the wheel measured by the sensor, and uses the value thus obtained to control the motor. For this reason, there is a delay between the start of measuring the rotational speed and the use of the control.

在電動車輛急減速(包括急停。以下相同。)時，就變成無法接收來自感應器的訊號。為此，控制裝置在經過預定時間時才開始判斷車輛是處於停止狀態。因此，就算馬達(車輪)實際上是停止，也會發生控制裝置用在馬達的控制的轉速不是0的狀態。在該狀態下，控制裝置會使用與實際不同的轉速進行馬達控制，結果恐怕會發生有過電流流經馬達之情形。 When an electric vehicle decelerates rapidly (including an emergency stop. The same applies below), it becomes impossible to receive the signal from the sensor. For this reason, the control device starts to judge whether the vehicle is in a stopped state after a predetermined time has passed. Therefore, even if the motor (wheel) is actually stopped, a state in which the rotation speed used by the control device to control the motor is not zero may occur. In this state, the control device performs motor control at a rotational speed different from the actual one. As a result, there may be a situation where an overcurrent flows through the motor.

又，針對電動車輛急加速(包括從停止時狀態開始的急速發動。以下相同。)時，也會有使用者所要求的轉矩發生在馬達，因此比起目前的轉速有更大的電壓施加 在馬達，結果恐怕會發生有過電流流動之情形。 In addition, when the electric vehicle accelerates rapidly (including the rapid start from the stop state. The same applies below.), the torque required by the user will also occur in the motor, so a larger voltage is applied than the current speed. In the motor, the result may be that an overcurrent flows.

在此，本發明之目的在於提供電動車輛控制裝置、電動車輛控制方法、電動車輛控制程式及電動車輛，可防止在無離合器的電動車輛中有過電流流經馬達之情形。 Here, the object of the present invention is to provide an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle, which can prevent an overcurrent from flowing through a motor in a clutchless electric vehicle.

本發明之電動車輛控制裝置，其特徵在於包含有：受理部，接收以如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉之馬達的轉速；算出部，在前述受理部從接收到最新的第1訊號之後，經過了一段前述第1訊號與該第1訊號之前一個的第2訊號之間隔即最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過前述最近訊號間隔後的超過時間，算出前述電動車輛的馬達的瞬時轉速；及驅動部，根據前述算出部所算出的瞬時轉速，驅動前述馬達。 The electric vehicle control device of the present invention is characterized by comprising: a receiving unit that receives a signal that comes at an interval corresponding to the rotation speed of a motor that rotates the wheels of the electric vehicle; and a calculating unit that receives from the receiving unit After reaching the latest first signal, a period of time between the aforementioned first signal and the second signal preceding the first signal is the time of the most recent signal interval. If no new signal has been received in between, according to the elapsed time The elapsed time after the last signal interval calculates the instantaneous rotation speed of the motor of the electric vehicle; and the drive unit drives the motor based on the instantaneous rotation speed calculated by the calculation unit.

又，在前述電動車輛控制裝置中，也可構成為：前述算出部根據前述超過時間及前述最近訊號間隔，算出前述馬達的瞬時轉速。 Furthermore, in the electric vehicle control device, the calculation unit may be configured to calculate the instantaneous rotation speed of the motor based on the overtime and the latest signal interval.

又，在前述電動車輛控制裝置中，也可構成為：前述算出部藉由式(1)及式(2)算出前述瞬時轉速； n=60000/(T×Np)．．．(1) In addition, in the electric vehicle control device, the calculation unit may be configured to calculate the instantaneous rotation speed by the formula (1) and the formula (2); n=60000/(T×Np). . . (1)

T=△t+to．．．(2)在此，n為前述瞬時轉速[rpm]，T為前述馬達旋轉一次的時間[mSec]，Np為顯示在前述馬達旋轉一次之期間所輸出的脈衝數之值，△t為前述最近訊號間隔，to為前述超過時間。 T=△t+to. . . (2) Here, n is the instantaneous speed [rpm], T is the time for the motor to rotate once [mSec], Np is the value that shows the number of pulses output during the motor is rotated once, and Δt is the most recent Signal interval, to is the aforementioned overtime.

又，在前述電動車輛控制裝置中，也可構成為：前述馬達旋轉一次的時間T的指數是大於1。 In addition, in the aforementioned electric vehicle control device, the exponent of the time T for one rotation of the motor may be greater than 1.

又，在前述電動車輛控制裝置中，也可構成為：前述第1訊號是從對應前述馬達之第1相所設置的第1角度感應器所輸出的訊號，前述第2訊號是從對應前述馬達之與前述第1相不同的第2相所設置的第2角度感應器所輸出的訊號。 Moreover, in the electric vehicle control device, the first signal may be a signal output from a first angle sensor provided for the first phase of the motor, and the second signal may be a signal corresponding to the motor The signal output by the second angle sensor provided in the second phase different from the first phase described above.

又，在前述電動車輛控制裝置中，也可構成為：前述算出部在前述受理部接收到前述第1訊號之後，再接收到新的訊號時，根據前述新的訊號與前述第1訊號之間的間隔，算出前述馬達的瞬時轉速。 In addition, in the electric vehicle control device, the calculation unit may be configured such that when the receiving unit receives the first signal and then receives a new signal, the calculation unit may be based on the difference between the new signal and the first signal. Calculate the instantaneous rotational speed of the aforementioned motor.

又，在前述電動車輛控制裝置中，也可構成為：前述驅動部在前述電動車輛之由使用者所進行的加速器操作量急速上升時，在預定的保護期間之間，使用比 對應於前述急速上升的加速器操作量之第1占空比更低之第2占空比，來驅動前述馬達。 In addition, in the electric vehicle control device, the driving unit may be configured such that when the accelerator operation amount by the user of the electric vehicle rapidly increases, the use ratio between the predetermined protection periods The second duty cycle with a lower first duty cycle corresponding to the rapidly increasing accelerator operation amount drives the motor.

又，在前述電動車輛控制裝置中，也可構成為：前述保護期間是為使前述馬達的轉速達到預定之值所需要的時間。 Moreover, in the electric vehicle control device, the protection period may be a time required for the rotation speed of the motor to reach a predetermined value.

又，在前述電動車輛控制裝置中，也可構成為：前述驅動部，一經過前述保護期間，就使用從前述第2占空比往前述第1占空比慢慢地上升之占空比，來驅動前述馬達。 In addition, in the electric vehicle control device, the driving unit may be configured to use a duty ratio that gradually increases from the second duty ratio to the first duty ratio as soon as the protection period elapses, To drive the aforementioned motor.

又，在前述電動車輛控制裝置中，也可構成為：前述占空比是階段性，或者平順地上升。 In addition, in the aforementioned electric vehicle control device, the duty ratio may be stepwise or smoothly increased.

又，在前述電動車輛控制裝置中，也可構成為：前述受理部接收的前述訊號是從設於前述馬達的角度感應器所輸出的脈衝訊號的上升邊緣或者下降邊緣。 Furthermore, in the electric vehicle control device, the signal received by the receiving unit may be a rising edge or a falling edge of a pulse signal output from an angle sensor provided in the motor.

本發明之電動車輛，其特徵在於包含有本發明之電動車輛控制裝置。 The electric vehicle of the present invention is characterized by including the electric vehicle control device of the present invention.

又，在前述電動車輛中，也可構成為：前述車輪與前述馬達是不經由離合器而機械性地連接。 Furthermore, in the electric vehicle, the wheel and the motor may be mechanically connected without a clutch.

本發明之電動車輛控制方法包含有以下步 驟：接收以如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉之馬達的轉速；從接收到最新的第1訊號之後，經過了一段前述第1訊號與該第1訊號之前一個的第2訊號之間隔即最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過前述最近訊號間隔後的超過時間，算出前述電動車輛的馬達的瞬時轉速；及根據前述算出的瞬時轉速，驅動前述馬達。 The electric vehicle control method of the present invention includes the following steps Step: Receive the signal that comes at an interval that corresponds to the rotation speed of the motor that rotates the wheels of the electric vehicle; after receiving the latest first signal, after a period of the aforementioned first signal and the previous one of the first signal The second signal interval is the time of the latest signal interval. When no new signal is received between them, the instantaneous speed of the motor of the electric vehicle is calculated based on the overtime after the last signal interval; and according to the foregoing The calculated instantaneous rotation speed drives the aforementioned motor.

本發明之電動車輛控制程式，其特徵在於使電腦執行以下步驟：接收以如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉之馬達的轉速；從接收到最新的第1訊號之後，經過了一段前述第1訊號與該第1訊號之前一個的第2訊號之間隔即最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過前述最近訊號間隔後的超過時間，算出前述電動車輛的馬達的瞬時轉速；及根據前述算出的瞬時轉速，驅動前述馬達。 The electric vehicle control program of the present invention is characterized in that the computer performs the following steps: receiving a signal that comes at an interval corresponding to the rotation speed of the motor that rotates the wheels of the electric vehicle; after receiving the latest first signal , After a period of time between the aforementioned first signal and the second signal preceding the first signal is the time of the most recent signal interval, when no new signal has been received in between, according to the Time, calculate the instantaneous rotation speed of the motor of the electric vehicle; and drive the motor based on the calculated instantaneous rotation speed.

在本發明中，就算從受理部接收到最近的訊號之後，經過了一段最近訊號間隔的時間，在這之間仍未接收到新的訊號時，算出部根據經過最近訊號間隔後的超過時間，算出電動車輛的馬達之瞬時轉速。然後，驅動部 根據算出部所算出的瞬時轉速，驅動馬達。藉此，依本發明，可防止在無離合器的電動車輛中有過電流流經馬達之情形。 In the present invention, even if the most recent signal is received from the acceptance section, a period of the most recent signal interval elapses, and when no new signal is received in between, the calculation section calculates the excess time after the most recent signal interval, Calculate the instantaneous speed of the motor of the electric vehicle. Then, the drive section Based on the instantaneous rotation speed calculated by the calculation unit, the motor is driven. Thereby, according to the present invention, it is possible to prevent the overcurrent from flowing through the motor in the clutchless electric vehicle.

1:電動車輛控制裝置 1: Electric vehicle control device

2:電池 2: battery

3:馬達 3: motor

4:角度感應器 4: Angle sensor

4u:U相角度感應器 4u: U-phase angle sensor

4v:V相角度感應器 4v: V-phase angle sensor

4w:W相角度感應器 4w: W phase angle sensor

5:加速器位置感應器 5: accelerator position sensor

6:輔助開關 6: auxiliary switch

7:儀表 7: Meter

8:車輪 8: Wheel

10:控制部 10: Control Department

11:受理部 11: Reception Department

12:算出部 12: Calculation Department

13:驅動部 13: Drive 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

E1,E2,E3,E4:上升邊緣 E1, E2, E3, E4: rising edge

圖1是顯示本發明實施形態之電動車輛100的概略構成之圖。 FIG. 1 is a diagram showing a schematic configuration of an electric vehicle 100 according to an embodiment of the present invention.

圖2是顯示電力轉換部30及馬達3之概略構成之圖。 FIG. 2 is a diagram showing the schematic configuration of the power conversion unit 30 and the motor 3.

圖3是顯示設於馬達3之轉子之磁鐵及角度感應器4之圖。 FIG. 3 is a diagram showing a magnet provided in the rotor of the motor 3 and the angle sensor 4.

圖4是顯示轉子角度與角度感應器的輸出之關係的圖。 4 is a diagram showing the relationship between the rotor angle and the output of the angle sensor.

圖5是電動車輛控制裝置1之控制部10之功能方塊圖。 FIG. 5 is a functional block diagram of the control unit 10 of the electric vehicle control device 1.

圖6是一線圖，用以說明第1實施形態之轉速及旋轉周期的變化。 FIG. 6 is a one-line diagram for explaining changes in the rotation speed and the rotation period of the first embodiment.

圖7是用以說明本發明第1實施形態之電動車輛控制方法一例之流程圖。 7 is a flowchart for explaining an example of the electric vehicle control method according to the first embodiment of the present invention.

圖8是一線圖，顯示用於馬達控制之PWM訊號的占空比的時間變化。 FIG. 8 is a one-line diagram showing the time variation of the duty cycle of the PWM signal used for motor control.

圖9是用以說明本發明第2實施形態之電動車輛控制方法一例之流程圖。 9 is a flowchart for explaining an example of an electric vehicle control method according to a second embodiment of the present invention.

用以實施發明之形態 Forms for carrying out the invention

以下，一邊參考圖式，一邊說明本發明之實施形態。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

(第1實施形態) (First embodiment)

首先，參考圖1，說明實施形態之電動車輛100。 First, referring to FIG. 1, an electric vehicle 100 according to an embodiment will be described.

電動車輛100是利用從電池所提供的電力來驅動馬達，以此前進或者後退之車輛。在本實施形態中，電動車輛100是電動機車等之電動二輪車。更詳而言之，電動車輛100是無離合器之電動二輪車，馬達與車輪是不經由離合器而機械性地連接。另，本發明之電動車輛不限於此，也可為例如四輪的車輛。 The electric vehicle 100 is a vehicle that uses electric power supplied from a battery to drive a motor to move forward or backward. In this embodiment, the electric vehicle 100 is an electric two-wheeled vehicle such as an electric locomotive. More specifically, the electric vehicle 100 is a clutchless electric two-wheeled vehicle, and the motor and the wheels are mechanically connected without a clutch. In addition, the electric vehicle of the present invention is not limited to this, and may be, for example, a four-wheeled vehicle.

電動車輛100，如圖1所示，包含有電動車輛控制裝置1、電池2、馬達3、角度感應器4、加速器位置感應器5、輔助開關6、儀表7、及車輪8。 As shown in FIG. 1, the electric vehicle 100 includes an electric vehicle control device 1, a battery 2, a motor 3, an angle sensor 4, an accelerator position sensor 5, an auxiliary switch 6, a meter 7, and wheels 8.

以下，針對電動車輛100的各構成要素予以詳細說明。 Hereinafter, each component of the electric vehicle 100 will be described in detail.

電動車輛控制裝置1為控制電動車輛100的裝置，具有控制部10、記憶部20、及電力轉換部30。另，電動車輛控制裝置1也可構成為控制電動車輛100整體的ECU(Electronic Control Unit)。其次，針對電動車輛控制裝置1的各構成要素予以詳細說明。 The electric vehicle control device 1 is a device that controls the electric vehicle 100 and includes a control unit 10, a memory unit 20, and a power conversion unit 30. In addition, the electric vehicle control device 1 may be configured as an ECU (Electronic Control Unit) that controls the entire electric vehicle 100. Next, each component of the electric vehicle control device 1 will be described in detail.

控制部10是從連接於電動車輛控制裝置1之各種裝置輸入資訊。具體來說，控制部10是接收從電池2的BMU、角度感應器4、加速器位置感應器5、輔助開關6所輸出的各種訊號。控制部10是輸出顯示在儀表7的訊號。又，控制部10藉由電力轉換部30而驅動控制馬達3。針對控制部10的內容，容後詳述。 The control unit 10 inputs information from various devices connected to the electric vehicle control device 1. Specifically, the control unit 10 receives various signals output from the BMU of the battery 2, the angle sensor 4, the accelerator position sensor 5, and the auxiliary switch 6. The control unit 10 outputs a signal displayed on the meter 7. In addition, the control unit 10 drives and controls the motor 3 by the power conversion unit 30. The content of the control unit 10 will be described in detail later.

記憶部20是記憶控制部10所使用的資訊，或 者用以使控制部10作動的程式。該記憶部20，例如為非揮發性的半導體記憶體，但不限於此。 The memory section 20 is information used by the memory control section 10, or The program used to activate the control unit 10. The memory section 20 is, for example, a non-volatile semiconductor memory, but it is not limited thereto.

電力轉換部30是將電池2的直流電轉換成交流電，而供應給馬達3。該電力轉換部30，如圖2所示，是以3相的全橋式電路所構成。半導體開關Q1、Q3、Q5為高端(High-Side)開關，半導體開關Q2、Q4、Q6是低端(Low-Side)開關。半導體開關Q1至Q6之控制端子是電連接於控制部10。在電源端子30a與電源端子30b之間設有平滑電容器C。半導體開關Q1至Q6，例如為MOSFET或者IGBT等。 The power conversion unit 30 converts the DC power of the battery 2 into AC power and supplies it to the motor 3. As shown in FIG. 2, the power conversion unit 30 is composed of a three-phase full-bridge circuit. The semiconductor switches Q1, Q3, and Q5 are high-side switches, and the semiconductor switches Q2, Q4, and Q6 are low-side switches. The control terminals of the semiconductor switches Q1 to Q6 are electrically connected to the control unit 10. A smoothing capacitor C is provided between the power terminal 30a and the power terminal 30b. The semiconductor switches Q1 to Q6 are, for example, MOSFETs or IGBTs.

半導體開關Q1，如圖2所示，是連接在連接有電池2之正極的電源端子30a、與馬達3的輸入端子3a之間。同樣，半導體開關Q3是連接在電源端子30a、與馬達3的輸入端子3b之間。半導體開關Q5是連接在電源端子30a、與馬達3的輸入端子3c之間。 As shown in FIG. 2, the semiconductor switch Q1 is connected between the power terminal 30 a to which the positive electrode of the battery 2 is connected, and the input terminal 3 a of the motor 3. Similarly, the semiconductor switch Q3 is connected between the power supply terminal 30a and the input terminal 3b of the motor 3. The semiconductor switch Q5 is connected between the power supply terminal 30a and the input terminal 3c of the motor 3.

半導體開關Q2是連接在馬達3的輸入端子3a、與連接有電池2的負極之電源端子30b之間。同樣，半導體開關Q4是連接在馬達3的輸入端子3b與電源端子30b之間。半導體開關Q6是連接在馬達3的輸入端子3c與電源端子30b之間。另，輸入端子3a為U相的輸入端子，輸入端子3b為V相的輸入端子，輸入端子3c為W相的輸入端子。 The semiconductor switch Q2 is connected between the input terminal 3a of the motor 3 and the power supply terminal 30b to which the negative electrode of the battery 2 is connected. Similarly, the semiconductor switch Q4 is connected between the input terminal 3b of the motor 3 and the power supply terminal 30b. The semiconductor switch Q6 is connected between the input terminal 3c of the motor 3 and the power supply terminal 30b. The input terminal 3a is a U-phase input terminal, the input terminal 3b is a V-phase input terminal, and the input terminal 3c is a W-phase input terminal.

電池2是對將電動車輛100的車輪8旋轉的馬達3供給電力。更詳而言之，電池2對電力轉換部30供給直流電。該電池2包含電池管理單元(BMU)。電池管理單元 是將與電池2的電壓或電池2的狀態(充電率等)有關的資訊傳送到控制部10。 The battery 2 supplies electric power to the motor 3 that rotates the wheels 8 of the electric vehicle 100. More specifically, the battery 2 supplies DC power to the power conversion unit 30. The battery 2 includes a battery management unit (BMU). Battery management unit The information about the voltage of the battery 2 or the state (charging rate, etc.) of the battery 2 is transmitted to the control unit 10.

另，電池2的數量不限於一個，也可為複數個。電池2，例如為鋰離子電池，但也可為其他種類的電池。電池2也可由不同種類(例如鋰離子電池及鉛電池)的電池所構成。 In addition, the number of batteries 2 is not limited to one, but may be plural. The battery 2 is, for example, a lithium ion battery, but it may be another type of battery. The battery 2 may also be composed of batteries of different types (for example, lithium ion batteries and lead batteries).

馬達3是藉由電力轉換部30所供應的交流電而被驅動之三相交流馬達。該馬達3是機械性地連接在車輪8，往所期望的方向轉動車輪8。在本實施形態中，馬達3是不經由離合器而是機械性地連接在車輪8。另，馬達3的種類並不特別限定。 The motor 3 is a three-phase AC motor driven by AC power supplied by the power conversion unit 30. The motor 3 is mechanically connected to the wheel 8 and rotates the wheel 8 in a desired direction. In this embodiment, the motor 3 is mechanically connected to the wheel 8 without a clutch. In addition, the type of the motor 3 is not particularly limited.

角度感應器4為檢測馬達3的轉子的旋轉角度的感應器。如圖3所示，在馬達3的轉子的周面交錯地安裝N極與S極的磁鐵(感應器磁鐵)。角度感應器4，例如是藉霍爾元件所構成，檢測隨著馬達3的旋轉之磁場的變化。另，磁鐵也可設置在飛輪(未示於圖中)的內側。 The angle sensor 4 is a sensor that detects the rotation angle of the rotor of the motor 3. As shown in FIG. 3, N-pole and S-pole magnets (inductor magnets) are alternately mounted on the circumferential surface of the rotor of the motor 3. The angle sensor 4 is constituted by a Hall element, for example, and detects a change in the magnetic field with the rotation of the motor 3. Alternatively, the magnet may be provided inside the flywheel (not shown in the figure).

如圖3所示，角度感應器4具有U相角度感應器4u、V相角度感應器4v、及W相角度感應器4w。在本實施形態中，U相角度感應器4u與V相角度感應器4v是配置成相對於馬達3的轉子形成30°的角度。同樣，V相角度感應器4v與W相角度感應器4w是配置成相對於馬達3的轉子形成30°的角度。 As shown in FIG. 3, the angle sensor 4 has a U-phase angle sensor 4u, a V-phase angle sensor 4v, and a W-phase angle sensor 4w. In this embodiment, the U-phase angle sensor 4u and the V-phase angle sensor 4v are arranged to form an angle of 30° with respect to the rotor of the motor 3. Similarly, the V-phase angle sensor 4v and the W-phase angle sensor 4w are arranged to form an angle of 30° with respect to the rotor of the motor 3.

如圖4所示，U相角度感應器4u、V相角度感應器4v及W相角度感應器4w是輸出對應轉子角度(角度位 置)之相位的脈衝訊號。連續的2個脈衝訊號的上升邊緣(或者下降邊緣)間的間隔，馬達3(車輪8)的轉速愈高就愈小。 As shown in FIG. 4, the U-phase angle sensor 4u, the V-phase angle sensor 4v and the W-phase angle sensor 4w output the corresponding rotor angle (angle position Set) the phase of the pulse signal. In the interval between the rising edges (or falling edges) of two consecutive pulse signals, the higher the rotation speed of the motor 3 (wheel 8), the smaller.

又，如圖4所示，依每個預定的轉子角度，分配顯示轉子階段的號碼(轉子階段號碼)。轉子階段是顯示著馬達3的轉子的角度位置，在本實施形態中，以電角度每隔60°而分配轉子階段號碼1、2、3、4、5、6。轉子階段是藉由U相角度感應器4u、V相角度感應器4v及W相角度感應器4w的輸出訊號的位準(H位準或者L位準)的組合來定義。例如，轉子階段號碼1為(U相、V相、W相)=(H,L,H)，轉子階段號碼2為(U相、V相、W相)=(H,L,L)。 In addition, as shown in FIG. 4, a rotor stage number (rotor stage number) is assigned for each predetermined rotor angle. The rotor stage indicates the angular position of the rotor of the motor 3, and in this embodiment, the rotor stage numbers 1, 2, 3, 4, 5, 6 are assigned every 60° in electrical angle. The rotor stage is defined by the combination of the output signal level (H level or L level) of the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w. For example, the rotor stage number 1 is (U phase, V phase, W phase) = (H, L, H), and the rotor stage number 2 is (U phase, V phase, W phase) = (H, L, L).

角度位置感應器5是檢測藉由使用者的加速器操作所設定的加速器操作量，使其作為電氣訊號而發送到控制部10。使用者想要加速時，加速器操作量會變大，使用者想要減速時，加速器操作量會變小。即，加速器操作量是相當於以內燃機關為驅動源的車輛中之節流閥開啟度。 The angular position sensor 5 detects the accelerator operation amount set by the user's accelerator operation, and sends it to the control unit 10 as an electrical signal. When the user wants to accelerate, the accelerator operation amount becomes larger, and when the user wants to decelerate, the accelerator operation amount becomes smaller. That is, the accelerator operation amount is equivalent to the degree of opening of the throttle valve in the vehicle that uses the internal combustion engine as the driving source.

輔助開關6是一種在使用者要求電動車輛100的輔助時所操作之開關。輔助開關6是藉由使用者操作，就將輔助要求訊號發送到控制部10。該輔助要求訊號，在本實施形態中，使用者在按壓輔助開關6當中(即，在使用者希望輔助當中)，從輔助開關6予以輸出。 The auxiliary switch 6 is a switch that is operated when a user requests assistance of the electric vehicle 100. The auxiliary switch 6 sends an auxiliary request signal to the control unit 10 by user operation. In this embodiment, the auxiliary request signal is output from the auxiliary switch 6 while the user presses the auxiliary switch 6 (that is, during the user's desired assistance).

儀表(顯示部)7是設置於電動車輛100的顯示器(例如液晶面板)，顯示各種資訊。具體來說，電動車輛100的行走速度、電池2的剩餘量、現在時刻、行走距離 等的資訊顯示在儀表7。在本實施形態中，儀表7是設於電動二輪車的方向盤(未示於圖中)。 The meter (display unit) 7 is a display (for example, a liquid crystal panel) provided in the electric vehicle 100 and displays various kinds of information. Specifically, the running speed of the electric vehicle 100, the remaining amount of the battery 2, the current time, and the walking distance Wait for the information to be displayed on the meter 7. In this embodiment, the meter 7 is provided on the steering wheel of an electric motorcycle (not shown in the figure).

其次，詳細說明電動車輛控制裝置1的控制部10。 Next, the control unit 10 of the electric vehicle control device 1 will be described in detail.

如圖5所示，控制部10具有：接收因應馬達3的轉速之訊號之受理部11、算出馬達3的瞬時轉速的算出部12、驅動馬達3之驅動部13、及判定是否已經過預定時間(最近訊號間隔)之判定部14。另，控制部10之各部中的處理可藉軟體(程式)予以實現。 As shown in FIG. 5, the control unit 10 includes a reception unit 11 that receives a signal corresponding to the rotation speed of the motor 3, a calculation unit 12 that calculates the instantaneous rotation speed of the motor 3, a drive unit 13 that drives the motor 3, and whether or not a predetermined time has passed (Recent signal interval) The judgment part 14. In addition, the processing in each part of the control part 10 can be implemented by software (program).

受理部11接收以因應馬達3的轉速的間隔到來的訊號。更詳而言之，受理部11接收從U相角度感應器4u、V相角度感應器4v及W相角度感應器4w之中至少其中一個以上的感應器所輸出的訊號。在本實施形態中，受理部11接收從U相角度感應器4u所輸出的脈衝訊號的上升邊緣。另，受理部11也可接收脈衝訊號的下降邊緣。 The receiving unit 11 receives signals that come at intervals corresponding to the rotation speed of the motor 3. More specifically, the receiving unit 11 receives a signal output from at least one sensor among the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w. In this embodiment, the receiving unit 11 receives the rising edge of the pulse signal output from the U-phase angle sensor 4u. In addition, the receiving unit 11 may receive the falling edge of the pulse signal.

判定部14判定從接收到最新的訊號(第1訊號)之後，是否已經過最近訊號間隔。在此，「最近訊號間隔」係指最近接收的第1訊號、與該第1訊號之前已接收的第2訊號之間的間隔。若以圖6的例子來說，已接收上升邊緣E3(相當於第2訊號)之時刻t3、與上升邊緣E4(相當於第1訊號。)之時刻t4之間的間隔△t為最近訊號間隔。另，上升邊緣E2為在上升邊緣E3之前一個所接收的訊號，上升邊緣E1為在上升邊緣E2之前一個所接收的訊號。 The determination unit 14 determines whether the latest signal interval has passed since the latest signal (first signal) was received. Here, the "recent signal interval" refers to the interval between the most recently received first signal and the second signal that has been received before the first signal. In the example of FIG. 6, the interval Δt between the time t3 at which the rising edge E3 (equivalent to the second signal) has been received and the time t4 at the rising edge E4 (equivalent to the first signal.) is the most recent signal interval . In addition, the rising edge E2 is a received signal before the rising edge E3, and the rising edge E1 is a received signal before the rising edge E2.

判定部14是只根據從單一的角度感應器來 到的訊號，判定是否已經過最近訊號間隔的時間。例如，判定部14只監視從U相角度感應器4u所輸出的脈衝訊號(上升邊緣或者下降邊緣)。此時，最近訊號間隔相當於馬達3在電角度旋轉一次的時間。 The determination unit 14 is based on a single angle sensor The received signal determines whether the time of the most recent signal interval has passed. For example, the determination unit 14 monitors only the pulse signal (rising edge or falling edge) output from the U-phase angle sensor 4u. At this time, the latest signal interval corresponds to the time when the motor 3 rotates once in electrical angle.

另，判定部14也可根據從複數個角度感應器來到的訊號，判定是否已經過了最近訊號間隔的時間。例如，判定部14監視U相角度感應器4u及V相角度感應器4v所輸出之脈衝訊號(上升邊緣或者下降邊緣)。此時，第1訊號是從對應馬達3的第1相而設置的V相角度感應器4v(第1角度感應器)所輸出的訊號，第2訊號是從對應馬達3之與第1相不同的第2相而設置的U相角度感應器4u(第2角度感應器)所輸出的訊號。在第1相為V相，第2相為U相時，第1訊號與第2訊號之間隔是相當於馬達3旋轉了1/3圈(旋轉120°)之時間。為此，以後述的式(2)的△t值，例如是使用將該間隔放大3倍的值。 In addition, the determination unit 14 may determine whether the time of the latest signal interval has elapsed based on the signals from the plurality of angle sensors. For example, the determination unit 14 monitors the pulse signal (rising edge or falling edge) output by the U-phase angle sensor 4u and the V-phase angle sensor 4v. At this time, the first signal is a signal output from the V-phase angle sensor 4v (first angle sensor) provided for the first phase of the motor 3, and the second signal is different from the first phase corresponding to the motor 3 The signal output by the U-phase angle sensor 4u (the second angle sensor) provided for the second phase of the second phase. When the first phase is the V phase and the second phase is the U phase, the interval between the first signal and the second signal is equivalent to the time that the motor 3 rotates by 1/3 turn (120° rotation). For this reason, the value of Δt in Equation (2) described later is, for example, a value that magnifies the interval by three times.

在圖6中，時刻t5是從時刻t4經過最近訊號間隔的時刻(即，t5=t4+△t)。又，時刻ts是電動車輛100急停的時刻。另，時刻ts也可為電動車輛100開始急減速的時刻。 In FIG. 6, the time t5 is the time when the most recent signal interval passes from the time t4 (that is, t5=t4+Δt). In addition, the time ts is the time when the electric vehicle 100 is in an emergency stop. In addition, the time ts may be the time when the electric vehicle 100 starts to decelerate rapidly.

算出部12是根據判定部14的判定結果，算出馬達3的瞬時轉速。更詳而言之，算出部12就算從接收到最新的訊號之後，經過最近訊號間隔，受理部11仍未新的訊號時，根據經過最近訊號間隔之後的超過時間，算出馬達3的瞬時轉速。超過時間是在圖6中以時間to所示的時 間。算出部12是算出隨著超過時間變得變大而變小的瞬時轉速。 The calculation unit 12 calculates the instantaneous rotation speed of the motor 3 based on the determination result of the determination unit 14. More specifically, the calculation unit 12 calculates the instantaneous rotational speed of the motor 3 based on the elapsed time after the latest signal interval has elapsed since the latest signal interval and the reception unit 11 has not yet received a new signal. The overtime is shown as time to in Figure 6 between. The calculation unit 12 calculates the instantaneous rotation speed that becomes smaller as the over time becomes larger.

在本實施形態中，算出部12是根據超過時間to及最近訊號間隔△t，算出馬達3之瞬時轉速。例如，算出部12也可藉式(1)及式(2)，算出前述瞬時轉速。 In the present embodiment, the calculation unit 12 calculates the instantaneous rotation speed of the motor 3 based on the elapsed time to and the latest signal interval Δt. For example, the calculation unit 12 may calculate the aforementioned instantaneous rotation speed by using equations (1) and (2).

n=60000/(T×Np)．．．(1) n=60000/(T×Np). . . (1)

T=△t+to．．．(2)在此，n為瞬時轉速[rpm]，T為馬達3在電角度旋轉一次的時間[mSec]，Np是顯示在馬達3在機械角旋轉一次之間所輸出的脈衝數之值，△t為最近訊號間隔，to為超過時間。Np為關聯於馬達3之極數之值。 T=△t+to. . . (2) Here, n is the instantaneous rotation speed [rpm], T is the time for the motor 3 to rotate once in the electrical angle [mSec], and Np is the value showing the number of pulses output between the motor 3 and the mechanical angle for one rotation, △t is the latest signal interval, and to is the overtime. Np is a value related to the number of poles of the motor 3.

從式(1)及式(2)可知，藉算出部12所算出的瞬時轉速是隨著超過時間愈大而愈小。即，因為電動車輛100的急停等狀況，使受理部11不會接收到新的訊號，經過最近訊號間隔，如圖6所示，瞬時轉速與超過時間成反比，就會急速地減少。 As can be seen from equations (1) and (2), the instantaneous rotation speed calculated by the calculation unit 12 decreases as the time exceeds. That is, due to a situation such as an emergency stop of the electric vehicle 100, the reception unit 11 does not receive a new signal. After the latest signal interval, as shown in FIG. 6, the instantaneous rotation speed is inversely proportional to the overtime, and it will rapidly decrease.

另，為了提高瞬時轉速的減少速度，也可使式(1)的時間T的指數大於1。此時，式(1)就變成式(3)。 In addition, in order to increase the reduction speed of the instantaneous rotation speed, the index of the time T in the equation (1) may be greater than 1. At this time, equation (1) becomes equation (3).

n=60000/(Tα×Np)．．．(3)在此，α是大於1的數字。 n=60000/(T α ×Np). . . (3) Here, α is a number greater than 1.

又，在式(2)中，也可使用預定的基準時間，來代替最近訊號間隔△t。此時，式(2)就會變成式(4)。 In addition, in equation (2), a predetermined reference time may be used instead of the latest signal interval Δt. At this time, equation (2) becomes equation (4).

T=Tc+to．．．(4)在此，Tc為基準時間。 T=Tc+to. . . (4) Here, Tc is the reference time.

以基準時間來說，例如，也可使用訊號間隔的平均值。取平均的時間的數目是從最近訊號間隔之後的預定數。若以圖6的例子來說，在預定數為3時，以時間(t2-t1)、時間(t3-t2)及時間(t4-t3：最近訊號間隔)的平均時間作為基準時間。 In terms of the reference time, for example, the average value of the signal interval can also be used. The number of averaging times is a predetermined number from the most recent signal interval. Taking the example of FIG. 6, when the predetermined number is 3, the average time of time (t2-t1), time (t3-t2), and time (t4-t3: nearest signal interval) is used as the reference time.

又，算出部12是在受理部11接收到第1訊號之後，再接收到新的訊號時，根據該新的訊號與第1訊號之間的間隔，算出馬達3的瞬時轉速。例如，在圖6的形態中，受理部11於時刻t5接收到上升邊緣時，算出部12在式(1)中，令T作為(t5-t4)，算出瞬時轉速。 The calculation unit 12 calculates the instantaneous rotational speed of the motor 3 based on the interval between the new signal and the first signal when the reception unit 11 receives the first signal and then receives a new signal. For example, in the form of FIG. 6, when the receiving unit 11 receives the rising edge at time t5, the calculation unit 12 calculates the instantaneous rotation speed by letting T be (t5-t4) in equation (1).

驅動部13是將控制訊號發送到電力轉換部30的半導體開關Q1至Q6。更詳而言之，驅動部13產生具有已根據目標轉矩所算出的通電時序及占空比之PWM訊號，並輸出至半導體開關Q1至Q6。藉此，馬達3被驅動而產生目標轉矩。該驅動部13是根據算出部12所算出的瞬時轉速，驅動馬達3。例如，驅動部13在所算出的瞬時轉速低的時候，控制電力轉換部30，使從電力轉換部30供應到馬達3之電流變小。 The drive unit 13 is a semiconductor switch Q1 to Q6 that transmits a control signal to the power conversion unit 30. More specifically, the drive unit 13 generates a PWM signal having a power-on sequence and a duty ratio that has been calculated based on the target torque, and outputs it to the semiconductor switches Q1 to Q6. With this, the motor 3 is driven to generate the target torque. The drive unit 13 drives the motor 3 based on the instantaneous rotation speed calculated by the calculation unit 12. For example, when the calculated instantaneous rotation speed is low, the drive unit 13 controls the power conversion unit 30 to reduce the current supplied from the power conversion unit 30 to the motor 3.

如上述，在第1實施形態之電動車輛控制裝置1中，算出部12在接收到最新的訊號之後，經過最近訊號間隔之時間，在這之間也沒接收到新的訊號時，根據經過最近訊號間隔之後的超過時間，算出馬達3的瞬時轉速。然後，驅動部13根據算出部12所算出的瞬時轉速，驅動馬達3。以如此構成，令用在馬達3的控制之轉速及馬達 3的實際的轉速在短時間內變成一致，可防止有過電流流經馬達3之情形。 As described above, in the electric vehicle control device 1 of the first embodiment, after the latest signal is received, the calculation unit 12 passes the time of the most recent signal interval, and when no new signal is received in between, according to the most recent Over time after the signal interval, the instantaneous speed of the motor 3 is calculated. Then, the drive unit 13 drives the motor 3 based on the instantaneous rotation speed calculated by the calculation unit 12. With such a configuration, the rotational speed and motor used in the control of the motor 3 The actual rotation speed of 3 becomes consistent within a short time, which can prevent an overcurrent from flowing through the motor 3.

<電動車輛控制方法> <Electric vehicle control method>

其次，參考圖7的流程圖，說明本實施形態之電動車輛控制方法一例。 Next, an example of the electric vehicle control method of this embodiment will be described with reference to the flowchart of FIG. 7.

首先，受理部11判定是否已接收以因應馬達3的轉速之間隔而來到的訊號(步驟S11)。在本實施形態中，受理部11接收從角度感應器4所輸出的脈衝訊號的上升邊緣。 First, the receiving unit 11 determines whether a signal that has arrived at an interval corresponding to the rotation speed of the motor 3 has been received (step S11). In this embodiment, the receiving unit 11 receives the rising edge of the pulse signal output from the angle sensor 4.

在接收到訊號時(S11：是)，算出部12根據在步驟S11中所接收的訊號、與在這前一個所接收的訊號之間之間隔，算出瞬時旋轉數(步驟S12)。具體來說，算出部12，在式(1)中，令T為△t(換言之，在式(2)中，令to為0)，算出瞬時轉速。接著，驅動部13根據算出部12所算出的瞬時轉速，驅動馬達3(步驟S13)。 When a signal is received (S11: YES), the calculation unit 12 calculates the instantaneous rotation number based on the interval between the signal received in step S11 and the previous received signal (step S12). Specifically, the calculation unit 12 sets T to Δt in formula (1) (in other words, sets to to 0 in formula (2)), and calculates the instantaneous rotation speed. Next, the drive unit 13 drives the motor 3 based on the instantaneous rotation speed calculated by the calculation unit 12 (step S13).

另一方面，在未接收到訊號時(S11：否)，判定部14判定在接收到最新的訊號之後，是否已經過最近訊號間隔(步驟S14)。在已被判定為已經過最近訊號間隔時(S14：是)，算出部12是根據超過時間及最近訊號間隔，算出瞬時旋轉數(步驟S15)。例如，算出部12是藉前述的式(1)及式(2)，算出瞬時轉速。其後，驅動部13根據算出部12所算出的瞬時轉速，驅動馬達3(步驟S13)。另，在已被判定為未經過最近訊號間隔時(S14：否)，回到步驟S11。 On the other hand, when the signal is not received (S11: NO), the determination unit 14 determines whether the latest signal interval has passed after receiving the latest signal (step S14). When it is determined that the latest signal interval has passed (S14: YES), the calculation unit 12 calculates the instantaneous rotation number based on the overtime and the latest signal interval (step S15). For example, the calculation unit 12 calculates the instantaneous rotation speed using the aforementioned equations (1) and (2). Thereafter, the drive unit 13 drives the motor 3 based on the instantaneous rotation speed calculated by the calculation unit 12 (step S13). In addition, when it has been determined that the latest signal interval has not passed (S14: NO), it returns to step S11.

依上述之第1實施形態之電動車輛控制方 法，在電動車輛100急減速時(包括急停之情形。)中，令用在馬達3的控制之轉速及馬達3的實際的轉速在短時間內變成一致，可防止有過電流流經馬達3之情形。 The electric vehicle controller according to the first embodiment described above When the electric vehicle 100 is decelerating rapidly (including the case of an emergency stop), the rotation speed used for the control of the motor 3 and the actual rotation speed of the motor 3 become the same within a short period of time, which prevents overcurrent from flowing through the motor 3. The situation.

(第2實施形態) (Second embodiment)

其次，說明本發明的第2實施形態。第2實施形態是用以於電動車輛急加速時(包括急速發動的情形。)防止有過電流流經馬達之實施形態。以下以與第1實施形態之不同點為中心，說明第2實施形態。 Next, the second embodiment of the present invention will be described. The second embodiment is an embodiment for preventing an overcurrent from flowing through the motor when the electric vehicle accelerates rapidly (including the case of rapid start.). The second embodiment will be described below focusing on the differences from the first embodiment.

電動車輛100及電動車輛控制裝置1之概略構成是與第1實施形態同樣，因此針對不同點之構成要素予以說明。 The schematic configuration of the electric vehicle 100 and the electric vehicle control device 1 is the same as that of the first embodiment, and therefore, the different components will be described.

受理部11接收從加速器位置感應器5所輸出之訊號。該訊號是顯示經由使用者所設定的加速器操作量。 The receiving unit 11 receives the signal output from the accelerator position sensor 5. This signal shows the accelerator operation amount set by the user.

判定部14是根據受理部11從加速器位置感應器5所接收的訊號，判定加速器操作量是否已急速上升。更詳而言之，判定部14在加速器操作量在預定時間之間比判定閾值更大大地上升時，判定加速器操作量已急速上升。 The determination unit 14 determines whether the accelerator operation amount has rapidly increased based on the signal received by the reception unit 11 from the accelerator position sensor 5. More specifically, the determination unit 14 determines that the accelerator operation amount has rapidly increased when the accelerator operation amount has increased more than the determination threshold value between predetermined times.

驅動部13在加速器操作量急速上升時，在預定的保護期間之間，使用比對應於急速上升之加速器操作量之第1占空比更低的第2占空比，驅動馬達3。藉此，在電動車輛100急加速時，可防止有過電流流經馬達3之情形。另，保護期間，例如為馬達3的轉速達到預定值所需的時間。 The drive unit 13 drives the motor 3 using a second duty cycle that is lower than the first duty cycle corresponding to the rapidly increasing accelerator operation amount during a predetermined guard period when the accelerator operation amount rapidly increases. Thereby, when the electric vehicle 100 accelerates rapidly, it is possible to prevent an overcurrent from flowing through the motor 3. In addition, the protection period is, for example, the time required for the rotation speed of the motor 3 to reach a predetermined value.

驅動部13一經過保護期間，就使用從被抑制的第2占空比而朝對應於加速器操作量的第1占空比慢慢上升的占空比，驅動馬達3。例如，占空比，如圖8所示，階段性地變化。在圖8中，Dc表示第1占空比，Ds表示第2占空比。另，占空比也可平順地變化。 The drive unit 13 drives the motor 3 using a duty ratio that gradually rises from the suppressed second duty ratio to the first duty ratio corresponding to the accelerator operation amount as soon as the protection period passes. For example, the duty cycle, as shown in FIG. 8, changes in stages. In FIG. 8, Dc represents the first duty ratio, and Ds represents the second duty ratio. In addition, the duty cycle can also change smoothly.

如上述，在第2實施形態之電動車輛控制裝置1中，驅動部13在加速器操作量急速上升時，在預定的保護期間之間，使用已被抑制的第2占空比，驅動馬達3，一經過保護期間，朝對應於加速器操作量之第1占空比而慢慢上升的占空比，驅動馬達3。藉此，依第2實施形態，在電動車輛100急加速時，可防止過電流流經馬達3之情形。進而，在無離合器之電動車輛中，可從停止狀態進行平順的發動。 As described above, in the electric vehicle control device 1 of the second embodiment, the drive unit 13 drives the motor 3 using the suppressed second duty ratio during the predetermined protection period when the accelerator operation amount is rapidly increased, Once the protection period has elapsed, the motor 3 is driven toward the duty ratio that gradually increases according to the first duty ratio of the accelerator operation amount. Thus, according to the second embodiment, when the electric vehicle 100 accelerates rapidly, it is possible to prevent an overcurrent from flowing through the motor 3. Furthermore, in an electric vehicle without a clutch, it can be smoothly started from a stopped state.

<電動車輛控制方法> <Electric vehicle control method>

其次，參考圖9的流程圖，說明第2實施形態之電動車輛控制方法一例。 Next, an example of the electric vehicle control method of the second embodiment will be described with reference to the flowchart of FIG. 9.

首先，判定部14判定加速器操作量是否已急速上升(步驟S21)。接著，在被判定為加速器操作量已急速上升時(S21：是)，驅動部13判定是否在保護期間內(步驟S22)。在被判定為處於保護期間內時(S22：是)，驅動部13使用比對應於急速上升的加速器操作量之第1占空比更低之第2占空比，來驅動馬達(步驟S23)。另一方面，在被判定為已經過保護期間時(S22：否)，驅動部13使用從第2占空比朝第1占空比慢慢上升的占空比，控制馬達(步 驟S24)。 First, the determination unit 14 determines whether the accelerator operation amount has rapidly increased (step S21). Next, when it is determined that the accelerator operation amount has rapidly increased (S21: YES), the drive unit 13 determines whether it is within the protection period (step S22). When it is determined that it is within the protection period (S22: YES), the driving unit 13 drives the motor using the second duty ratio lower than the first duty ratio corresponding to the rapidly increasing accelerator operation amount (step S23) . On the other hand, when it is determined that the protection period has passed (S22: NO), the drive unit 13 controls the motor using the duty ratio that gradually rises from the second duty ratio toward the first duty ratio (step Step S24).

依上述第2實施形態之電動車輛控制方法，在電動車輛100急加速時，可防止有過電流流經馬達3之情形。進而，在無離合器之電動車輛中，可從停止狀態進行平順的發動。 According to the electric vehicle control method according to the second embodiment described above, when the electric vehicle 100 is rapidly accelerated, it is possible to prevent an overcurrent from flowing through the motor 3. Furthermore, in an electric vehicle without a clutch, it can be smoothly started from a stopped state.

在上述的實施形態中所說明的電動車輛控制裝置1(控制部10)之至少一部分也可以硬體構成，也可以軟體構成。在以軟體構成時，也可將實現控制部10之至少一部分的功能之程式儲存在軟碟或CD-ROM等的記錄媒體，寫到電腦來予以執行。記憶媒體並不限定於磁碟或光碟等的可裝卸之物品，也可為硬碟裝置或記憶體等之固定型記錄媒體。 At least a part of the electric vehicle control device 1 (control unit 10) described in the above embodiments 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 control unit 10 may be stored in a recording medium such as a floppy disk or CD-ROM, and written to a computer for execution. The memory medium is not limited to removable items such as magnetic disks or optical discs, but may also be fixed recording media such as hard disk devices or memory.

又，也可透過網際網路等的通訊線路(亦包括無線通訊)，發佈實現控制部10之至少一部分的功能的程式。進而，也可將該程式加密、或施以調變而予以壓縮之狀態，透過網際網路等之有線線路或無線電路，或者儲存在記錄媒體中來發佈。 In addition, a program that realizes at least a part of the function of the control unit 10 may be distributed through a communication line (including wireless communication) such as the Internet. Furthermore, the program may be encrypted, or subjected to modulation and compression, and may be distributed via a wired line or wireless circuit such as the Internet or stored in a recording medium.

根據上述的記載，若是熟知此項技藝之人士，或許可想到本發明追加的效果或者各種變形，但本發明的態樣不是限定於上述之每個實施形態者。也可適當地組合在不同實施形態當中的構成要素。不脫離申請專利範圍所規定的內容及其均等物所導出之本發明概念性思想及旨趣的範圍內，可進行各種追加、變更及一部分的刪除。 According to the above description, anyone who is familiar with this technique may think of additional effects or various modifications of the present invention, but the aspect of the present invention is not limited to each of the above-mentioned embodiments. The constituent elements in different embodiments may be combined as appropriate. Various additions, changes, and deletions can be made without departing from the scope of the conceptual idea and purpose of the present invention derived from the content specified in the scope of application for patents and their equivalents.

10‧‧‧控制部 10‧‧‧Control Department

11‧‧‧受理部 11‧‧‧ Acceptance Department

12‧‧‧算出部 12‧‧‧Calculation Department

13‧‧‧驅動部 13‧‧‧Drive Department

14‧‧‧判定部 14‧‧‧Judgment Department

Claims (15)

一種電動車輛控制裝置，其特徵在於包含有： 受理部，接收以如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉之馬達的轉速； 算出部，前述受理部從接收到最新的第1訊號之後，經過了一段前述第1訊號與該第1訊號之前一個的第2訊號之間隔即最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過前述最近訊號間隔後的超過時間，算出前述電動車輛的馬達的瞬時轉速；及 驅動部，根據前述算出部所算出的瞬時轉速，驅動前述馬達。An electric vehicle control device, characterized by comprising: a receiving section that receives a signal coming at an interval corresponding to the rotation speed of a motor that rotates the wheels of the electric vehicle; a calculating section, the receiving section receives the latest After the first signal, a period of time between the aforementioned first signal and the second signal preceding the first signal is the time of the most recent signal interval. If no new signal has been received in between, according to the passage of the aforementioned most recent signal After the interval, the instantaneous rotation speed of the motor of the electric vehicle is calculated; and the drive unit drives the motor based on the instantaneous rotation speed calculated by the calculation unit. 如請求項1之電動車輛控制裝置，其中前述算出部根據前述超過時間及前述最近訊號間隔，算出前述馬達的瞬時轉速。The electric vehicle control device according to claim 1, wherein the calculation unit calculates the instantaneous rotation speed of the motor based on the overtime and the latest signal interval. 如請求項2之電動車輛控制裝置，其中前述算出部藉由式(1)及式(2)算出前述瞬時轉速： n = 60000/(T×Np)..... (1) T = Δt + to.............. (2) 在此，n為前述瞬時轉速[rpm]，T為前述馬達旋轉一次的時間[mSec]，Np為顯示在前述馬達旋轉一次之期間所輸出的脈衝數之值，Δt為前述最近訊號間隔，to為前述超過時間。The electric vehicle control device according to claim 2, wherein the calculation unit calculates the instantaneous rotation speed by using equations (1) and (2): n = 60000/(T×Np)... (1) T = Δt + to............. (2) Here, n is the aforementioned instantaneous speed [rpm], T is the time for the motor to rotate once [mSec], and Np is displayed on the motor rotation The value of the number of pulses output during one time, Δt is the aforementioned latest signal interval, and to is the aforementioned overtime. 如請求項3之電動車輛控制裝置，其中前述馬達旋轉一次的時間T的指數是大於1。The electric vehicle control device according to claim 3, wherein the index of the time T of the aforementioned motor rotation is greater than 1. 如請求項1之電動車輛控制裝置，其中前述第1訊號是從對應前述馬達之第1相所設置的第1角度感應器所輸出的訊號，前述第2訊號是從對應前述馬達之與前述第1相不同的第2相所設置的第2角度感應器所輸出的訊號。The electric vehicle control device according to claim 1, wherein the first signal is a signal output from a first angle sensor provided for the first phase of the motor, and the second signal is a signal corresponding to the motor and the first The signal output by the second angle sensor set for the second phase with a different phase. 如請求項1之電動車輛控制裝置，其中前述算出部在前述受理部接收到前述第1訊號之後，接收到新的訊號時，根據前述新的訊號與前述第1訊號之間的間隔，算出前述馬達的瞬時轉速。The electric vehicle control device according to claim 1, wherein the calculation unit calculates the foregoing based on the interval between the new signal and the first signal when a new signal is received after the receiving unit receives the first signal The instantaneous speed of the motor. 如請求項1之電動車輛控制裝置，其中前述驅動部在前述電動車輛之由使用者所進行的加速器操作量急速上升時，在預定的保護期間之間，使用比對應於前述急速上升的加速器操作量之第1占空比更低之第2占空比，來驅動前述馬達。The electric vehicle control device according to claim 1, wherein the driving unit uses the accelerator operation ratio that corresponds to the rapid increase during the predetermined protection period when the accelerator operation amount by the user of the electric vehicle increases rapidly. The second duty ratio with the lower first duty ratio is driven to drive the motor. 如請求項7之電動車輛控制裝置，其中前述保護期間是為使前述馬達的轉速達到預定之值所需要的時間。The electric vehicle control device according to claim 7, wherein the protection period is a time required for the rotation speed of the motor to reach a predetermined value. 如請求項7之電動車輛控制裝置，其中前述驅動部，一經過前述保護期間，就使用從前述第2占空比往前述第1占空比慢慢地上升之占空比，來驅動前述馬達。The electric vehicle control device according to claim 7, wherein the drive unit uses a duty ratio that gradually rises from the second duty ratio to the first duty ratio to drive the motor as soon as the protection period elapses . 如請求項9之電動車輛控制裝置，其中前述占空比是階段性，或者平順地上升。The electric vehicle control device according to claim 9, wherein the aforementioned duty ratio is stepwise, or rises smoothly. 如請求項1之電動車輛控制裝置，其中前述受理部接收的前述訊號是從設於前述馬達的角度感應器所輸出的脈衝訊號的上升邊緣或者下降邊緣。The electric vehicle control device according to claim 1, wherein the signal received by the receiving unit is a rising edge or a falling edge of a pulse signal output from an angle sensor provided in the motor. 一種電動車輛，其特徵在於包含有如請求項1之電動車輛控制裝置。An electric vehicle is characterized by including the electric vehicle control device as in claim 1. 如請求項12之電動車輛，其中前述車輪與前述馬達是不經由離合器，而機械性地連接。The electric vehicle according to claim 12, wherein the wheel and the motor are mechanically connected without a clutch. 一種電動車輛控制方法，包含有以下步驟： 接收以如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉之馬達的轉速； 從接收到最新的第1訊號之後，經過了一段前述第1訊號與該第1訊號之前一個的第2訊號之間隔即最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過前述最近訊號間隔後的超過時間，算出前述電動車輛的馬達的瞬時轉速；及 根據前述算出的瞬時轉速，驅動前述馬達。An electric vehicle control method includes the following steps: receiving a signal that comes at an interval corresponding to the rotation speed of the motor that rotates the wheels of the electric vehicle; after receiving the latest first signal, a period of time The interval between the 1st signal and the second signal before the 1st signal is the time of the most recent signal interval. When no new signal has been received in between, the aforementioned electric vehicle is calculated based on the overtime after the aforementioned most recent signal interval The instantaneous speed of the motor; and driving the motor based on the instantaneous speed calculated above. 一種電動車輛控制程式，其特徵在於使電腦執行以下步驟： 接收以如下之間隔來到的訊號，該間隔因應使電動車輛的車輪旋轉之馬達的轉速； 從接收到最新的第1訊號之後，經過了一段前述第1訊號與該第1訊號之前一個的第2訊號之間隔即最近訊號間隔的時間，在這之間仍未接收到新的訊號時，根據經過前述最近訊號間隔後的超過時間，算出前述電動車輛的馬達的瞬時轉速；及 根據前述算出的瞬時轉速，驅動前述馬達。An electric vehicle control program, which is characterized in that the computer executes the following steps: receiving a signal that comes at an interval corresponding to the rotation speed of the motor that rotates the wheels of the electric vehicle; after receiving the latest first signal, it passes The interval between the aforementioned first signal and the second signal preceding the first signal is the time of the most recent signal interval. When no new signal has been received in between, according to the elapsed time after the aforementioned most recent signal interval, Calculating the instantaneous rotation speed of the motor of the electric vehicle; and driving the motor based on the calculated instantaneous rotation speed.
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