JP2006151289A - Control device for electric two-wheel vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an electric two-wheel vehicle applied to the electric two-wheel vehicle traveled using an electric motor and capable of enhancing traveling stability during cornering. <P>SOLUTION: The control device for the electric two-wheel vehicle is provided with a motor control variable operation part for operating a motor control variable for controlling driving force generated by rotation of the electric motor based on a driving force control signal according to opening of a throttle of the electric two-wheel vehicle traveled using the electric motor; a vehicle speed detection part for detecting a vehicle speed of the electric two-wheel vehicle; a yaw rate detection part for detecting a yaw rate; a roll rate detection part for detecting a roll rate; and a correction amount production part for producing a correction amount used for correction of the motor control variable based on the detected vehicle speed, yaw rate and roll rate. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for an electric motorcycle that controls a driving force generated by the rotation of the electric motor based on a driving force control signal corresponding to the opening of a throttle of the electric motorcycle that travels using the electric motor.

  Conventionally, regarding the control of the driving force (traction) of a motorcycle, the bank angle of the motorcycle is calculated using the vehicle speed and the turning angle of the steering wheel, and the driving force is controlled based on the calculated bank angle. A technique for adjusting the ignition timing of a spark plug mounted on an engine is disclosed (for example, Patent Document 1).

In recent years, “electric motorcycles” have been developed that travel using an electric motor (hereinafter, appropriately abbreviated as a motor) instead of an engine (mainly 50 cc to 125 cc class).
JP-A-5-637 (pages 17-18, FIGS. 48-49)

  However, the conventional driving force control method described above has the following problems. In other words, the method of controlling the driving force based on the bank angle calculated using the vehicle speed and the steering angle of the steering wheel accurately estimates the running state (posture) of the motorcycle where the steering angle of the steering wheel does not become too large even during cornering. There was a limit to doing it.

  Further, it is known that the motor used in the above-mentioned “electric motorcycle” generally has a very smooth torque output characteristic as compared with the engine.

  FIG. 1 is an explanatory diagram for explaining torque output characteristics of a motor and an engine. As shown in the figure, when the effective torque values of the motor and the engine are the same, the difference between the maximum value and the minimum value of the torque output by the motor, that is, the torque fluctuation (ΔMO in the figure) is the engine torque. It is smaller than the fluctuation (ΔENG in the figure).

  Generally, in a motor, torque is intermittently generated at a smaller interval than that of an engine (for example, a single cylinder) due to the shape of magnetic poles (stator and rotor). The output characteristics are smoother.

  However, such a torque output characteristic of the motor greatly affects the traction performance (the performance of kicking the road surface without the wheels slipping). Specifically, when the torque effective values are the same, it has been found that the traction performance increases as the difference (ΔMO, ΔENG) between the maximum value and the minimum value of the torque described above increases.

  That is, when the motor is used as the power unit, the traction performance is reduced as compared with the case where the engine is used. In particular, it becomes difficult for the rider to operate the electric motorcycle during cornering, and the running stability of the electric motorcycle is sufficient. There was a problem that could not be secured.

  Therefore, the present invention has been made in view of such a situation, and is applied to an electric motorcycle that runs using an electric motor, and an electric motorcycle control device that can improve running stability during cornering. The purpose is to provide.

  In order to solve the above-described problems, the present invention has the following features. First, the first feature of the present invention is based on a driving force control signal corresponding to the opening of a throttle (throttle grip 15) of an electric motorcycle (electric motorcycle 10) that travels using an electric motor (motor 13). A motor control amount calculation unit (motor control amount calculation unit 105) that calculates a motor control amount that controls the driving force generated by the rotation of the electric motor, and a vehicle speed detection unit (vehicle speed sensor 101, correction) that detects the vehicle speed of the electric motorcycle. Amount generation unit 103), a yaw rate detection unit (yaw rate sensor 111, correction amount generation unit 103) for detecting a yaw rate that is a yawing speed generated in the electric motorcycle, the vehicle speed detected by the vehicle speed detection unit, and the Based on the yaw rate detected by the yaw rate detector, a correction amount used to correct the motor control amount is generated. A correction amount generation unit (correction amount generation unit 103), and the motor control amount calculation unit calculates the motor control amount using the correction amount (for example, a control device for an electric motorcycle (for example, The gist of the present invention is the control device 100A).

  According to this feature, since the driving force is corrected based on the vehicle speed and yaw rate of the electric motorcycle, the running stability of the electric motorcycle during cornering can be improved.

  A second feature of the present invention relates to the first feature of the present invention, and is a roll rate detector (roll rate sensor 112, correction amount generator 103) that detects a roll rate that is a rolling speed generated in the electric motorcycle. Further, the correction amount calculation unit generates the correction amount based on the vehicle speed, the yaw rate, and the roll rate detected by the roll rate detection unit.

  A third feature of the present invention relates to the first feature of the present invention, and is a lateral acceleration detector (lateral G sensor 113, correction amount generation) that detects lateral acceleration that is acceleration in the vehicle width direction of the electric motorcycle. And the correction amount calculation unit generates the correction amount based on the vehicle speed, the yaw rate, and the lateral acceleration detected by the lateral acceleration detection unit. .

  A fourth feature of the present invention relates to the first to third features of the present invention, wherein the correction amount generation unit is configured to generate the driving force when the yaw rate associated with the vehicle speed exceeds a predetermined threshold. The gist of the present invention is to generate the correction amount that lowers the amount of correction.

  A fifth feature of the present invention is according to the second feature of the present invention, wherein the correction amount generator is configured to drive the drive when the yaw rate and the roll rate associated with the vehicle speed exceed a predetermined threshold. The gist is to generate the correction amount that reduces the force.

  A sixth feature of the present invention relates to the third feature of the present invention, wherein the correction amount generation unit, when the yaw rate and the lateral acceleration associated with the vehicle speed exceed a predetermined threshold, The gist is to generate the correction amount for reducing the driving force.

A seventh feature of the present invention relates to the first to sixth features of the present invention, wherein the correction amount generation unit repeatedly fluctuates the driving force at a predetermined frequency (driving force frequency f _t ). The gist is to generate.

  An eighth feature of the present invention relates to the seventh feature of the present invention, wherein the correction amount generation unit generates a correction amount for correcting a value of the driving force control signal, and the correction amount is corrected by the correction amount. The gist is to increase the predetermined frequency as the effective value of the driving force control signal increases.

A ninth aspect of the present invention relates to the seventh or eighth aspect of the present invention, the correction amount generating section, the correction amount for varying the driving force with a predetermined amplitude (driving force amplitude A _t) The gist is to generate.

  A tenth feature of the present invention relates to the ninth feature of the present invention, wherein the correction amount generation unit generates a correction amount for correcting a value of the driving force control signal, and the correction amount is corrected by the correction amount. The gist is to increase the predetermined amplitude as the effective value of the driving force control signal increases.

  An eleventh feature of the present invention relates to the first to tenth features of the present invention, and is provided with a longitudinal acceleration detector (front / rear G sensor 115) for detecting a longitudinal acceleration which is a longitudinal acceleration of the electric motorcycle. The correction amount generation unit further stops generation of the correction amount when it is determined that the electric motorcycle is in a deceleration state based on the longitudinal acceleration detected by the longitudinal acceleration detection unit. Is the gist.

  According to the features of the present invention, it is possible to provide a control device for an electric motorcycle that is applied to an electric motorcycle that runs using an electric motor and that can improve running stability during cornering.

  Next, an embodiment of a control device for an electric motorcycle according to the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions and the like are different from actual ones.

  Accordingly, specific dimensions and the like should be determined in consideration of the following description. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

[First Embodiment]
(Schematic configuration of an electric motorcycle equipped with a control device)
FIG. 2 is a schematic perspective view of the electric motorcycle 10 on which the control device 100A according to the first embodiment of the present invention is mounted.

  As shown in the figure, the electric motorcycle 10 is a motorcycle having a front wheel 11 and a rear wheel 12, and can run using a motor 13. Specifically, the motor 13 drives the rear wheel 12 via the drive belt portion 14.

  The rider of the electric motorcycle 10 adjusts the driving force generated by the rotation of the motor 13 by adjusting the throttle opening using the throttle grip 15.

  The control device 100A is mounted below the seat 16. The control device 100A is connected to a sensor unit 110 configured by a sensor that detects a moment and the like generated in the electric motorcycle 10.

  Further, a vehicle speed sensor 101 that is attached to the vicinity of the front wheel 11 and detects the vehicle speed of the electric motorcycle 10 is connected to the control device 100A.

(Logical block configuration of the driving force control mechanism including the control device)
FIG. 3 shows a logical block configuration of a driving force control mechanism including the control device 100A. As shown in the figure, the control device 100A includes a vehicle speed sensor 101, a correction amount generation unit 103, a motor control amount calculation unit 105, and a sensor unit 110. The driving force control signal generation unit 150 generates a driving force control signal corresponding to the opening degree of the throttle by the throttle grip 15 and outputs the generated driving force control signal to the motor control amount calculation unit 105.

  Specifically, the driving force control signal generator 150 outputs “0” when the throttle opening degree of the throttle grip 15 is fully closed, that is, the throttle grip 15 is not rotated at all. When the throttle opening by the grip 15 is fully open, that is, when the throttle grip 15 is rotated to the maximum, “1” is output. That is, the driving force control signal generation unit 150 has a driving force control signal (for example, 0.2 or 0.5) having any value between “0” and “1” according to the turning state of the throttle grip 15. ) Is output.

  The motor control amount calculation unit 105 calculates a “motor control amount” for controlling the driving force generated by the rotation of the motor 13 based on the driving force control signal corresponding to the throttle opening degree by the throttle grip 15. In this embodiment, the motor control amount calculation unit 105 constitutes a motor control amount calculation unit.

  Specifically, the motor control amount calculation unit 105 outputs any current (motor control amount) of 0 to 50 amperes to the motor control inverter 160 based on the driving force control signal. More specifically, the motor control amount calculation unit 105 outputs a 0 ampere current when the driving force control signal is “0”, and outputs a 50 ampere current when the driving force control signal is “1”. To do.

  Further, the motor control amount calculation unit 105 uses the “correction amount” generated by the correction amount generation unit 103 and used for correcting the motor control amount calculated based on the driving force control signal. The motor control amount output to the motor control inverter 160 is calculated. A motor control amount calculation method using the correction amount will be described later.

  The vehicle speed sensor 101 detects the vehicle speed of the electric motorcycle 10 as described above. Specifically, the vehicle speed sensor 101 is attached in the vicinity of the front wheel 11 and is constituted by a rotor that rotates together with the front wheel 11 and a pickup that detects the number of rotations (rotation angle) of the rotor.

  The sensor unit 110 according to the present embodiment is configured by a yaw rate sensor 111 that detects a yaw rate that is a yawing speed generated in the electric motorcycle 10.

  The correction amount generation unit 103 is connected to the vehicle speed sensor 101 and the yaw rate sensor 111, and is calculated based on the vehicle speed calculated based on the signal output by the vehicle speed sensor 101 and the signal output by the yaw rate sensor 111. Based on the yaw rate, a correction amount used to correct the motor control amount is generated.

  In the present embodiment, the vehicle speed sensor 101 and the correction amount generation unit 103 constitute a vehicle speed detection unit. The yaw rate sensor 111 and the correction amount generator 103 constitute a yaw rate detector.

  As shown in FIG. 6, the correction amount generation unit 103 determines that the electric motorcycle 10 is in the “spin state” when the yaw rate associated with the vehicle speed detected using the vehicle speed sensor 101 exceeds a predetermined threshold. Then, a correction amount for reducing the driving force is generated. The “spin state” includes a state in which the wheels (front wheels 11 and rear wheels 12) of the electric motorcycle 10 are losing grip with the road surface, and do not necessarily mean a state in which the electric motorcycle 10 is spun.

  Specifically, the correction amount generation unit 103 generates a correction amount that decreases the value of the driving force control signal output by the driving force control signal generation unit 150.

  For example, the correction amount generation unit 103 notifies the motor control amount calculation unit 105 that 1/2 of the value of the driving force control signal is deleted as the correction amount. When the value of the driving force control signal output by the driving force control signal generation unit 150 is 0.8, the motor control amount calculation unit 105 sets 0.4, which is ½ of the value of the driving force control signal. The motor control amount (current value) is calculated using “0.4” as the value (effective value) of the corrected driving force control signal.

Further, the correction amount generation unit 103 generates a correction amount that repeatedly varies the driving force generated by the rotation of the motor 13 at the driving force frequency f _t (predetermined frequency). Specifically, as shown in FIG. 10, the correction amount generation unit 103 generates a correction amount that repeatedly fluctuates the driving force at the driving force frequency f _t (for example, 100 Hz or less).

Further, the correction amount generating unit 103, a throttle opening degree, that is, according to the value of the drive force control signal (effective value) is increased, thereby increasing the driving force frequency f _t. Specifically, the correction amount generating unit 103, as shown in FIG. 8, in proportion to the value of the driving force control signal (effective value), increases the driving force frequency f _t.

Further, the correction amount generating unit 103 generates a correction amount for varying the driving force by the driving force amplitude A _{t (predetermined} amplitude). Specifically, the correction amount generating unit 103, as shown in FIG. 10, generates a correction amount for varying the driving force by the driving force amplitude A _t.

Further, the correction amount generating unit 103, a throttle opening degree, that is, according to the value of the drive force control signal (effective value) is increased to increase the driving force amplitude A _t. Specifically, the correction amount generating unit 103, as shown in FIG. 9, in proportion to the value of the driving force control signal (effective value), to increase the driving force amplitude A _t.

More specific operations of the correction amount generation unit 103 and the motor control amount calculation unit 105 will be described later.

  The motor control inverter 160 converts the motor control amount output by the control device 100A (motor control amount calculation unit 105), that is, a sine wave AC current into a rectangular wave AC current having a predetermined frequency.

  Specifically, the motor control inverter 160 converts the motor control amount output by the motor control amount calculation unit 105 into a rectangular-wave AC current having a frequency of about 100 Hz.

  The motor 13 is rotated by the alternating current output by the motor control inverter 160. As the motor 13 rotates, the rear wheel 12 is rotated via the drive belt portion 14, and a driving force is generated.

(Operation of control device)
Next, the operation of the control device 100A described above will be described. FIG. 4 is an operation flowchart of the control device 100A. As shown in the figure, in step S10, the control device 100A determines whether or not the vehicle speed of the electric motorcycle 10 is equal to or higher than a threshold (for example, 10 km / h).

  When the vehicle speed of the electric motorcycle 10 is less than the threshold (No in Step S10), in Step S20, the control device 100A determines that the electric motorcycle 10 is in a stopped state or in a traveling state at an extremely low speed (for example, less than 10 km / h). The motor control amount correction process is not performed.

  When the vehicle speed of the electric motorcycle 10 is equal to or higher than the threshold (Yes in Step S10), the control device 100A determines the vehicle speed of the electric motorcycle 10 in Step S30. Specifically, control device 100 </ b> A determines the vehicle speed of electric motorcycle 10 based on a signal output from vehicle speed sensor 101.

  In step S40, control device 100A determines whether or not the yaw rate corresponding to the vehicle speed determined in step S30 is greater than or equal to the first threshold value. Specifically, control device 100A determines whether the yaw rate calculated based on the signal output by yaw rate sensor 111 is equal to or greater than a certain value.

  When the yaw rate corresponding to the vehicle speed is less than the first threshold (No in Step S40), in Step S50, the control device 100A determines that the electric motorcycle 10 is in the straight traveling state.

  When the yaw rate corresponding to the vehicle speed is equal to or higher than the first threshold (Yes in Step S40), in Step S60, the control device 100A determines whether the yaw rate corresponding to the vehicle speed determined in Step S30 is equal to or higher than the second threshold. . Specifically, control device 100A determines whether or not the yaw rate corresponding to the vehicle speed falls within the “spin state region” using a determination map as shown in FIG.

  When the yaw rate corresponding to the vehicle speed is less than the second threshold (No in step S60), in step S70, the control device 100A determines that the electric motorcycle 10 is in the cornering state.

  When the yaw rate corresponding to the vehicle speed is equal to or higher than the second threshold (Yes in step S60), in step S80, control device 100A determines that electric motorcycle 10 is in the spin state.

  In step S90, control device 100A controls the driving force of electric motorcycle 10 determined to be in the spin state. Specifically, control device 100A controls the driving force of electric motorcycle 10 as follows.

  That is, as shown in FIG. 6, the control device 100 </ b> A determines in which of the areas 1 to 9 the state of the electric motorcycle 10 is located based on the detected vehicle speed and yaw rate. Note that the region indicated as “spin state region” in FIG. 6 is the same as the spin state region shown in FIG.

  Next, the control device 100A determines the magnitude of the correction amount according to the area in which it is located. Specifically, the control device 100A determines the correction amount by the association as shown in FIG.

More specifically, the control unit 100A, when the state of the electric motorcycle 10 is determined to be located in the area 9, selects a correction amount V _1. The correction amount V ₁ means that 1/2 of the value of the driving force control signal output by the driving force control signal generation unit 150 (see FIG. 3) is deleted. For example, when the value of the driving force control signal is 0.8, 0.4 is deleted, and 0.4 is used as the value (effective value) of the corrected driving force control signal.

Further, the control unit 100A, when the state of the electric motorcycle 10 is determined to be located in the area 3, 6, 8, selects a correction amount _{V 2.} The correction amount V ₂ means that 1/6 of the value of the driving force control signal output by the driving force control signal generation unit 150 is deleted.

Further, the control unit 100A, when the state of the electric motorcycle 10 is determined to be located in the area 2, 5, 7, selects a correction amount _{V 3.} Correction amount V ₃ is meant to remove the 1/12 value of the driving force control signal output by the drive force control signal generation unit 150.

Control device 100A, based on any of the correction amount of the correction amount V ₁ ~V _3, corrects the value of the drive force control signal output by the drive force control signal generation unit 150. Furthermore, the control device 100A calculates the motor control amount using the effective value of the driving force control signal, and controls the driving force.

Further, the control device 100A increases the driving force frequency _ft (see FIG. 10) as the effective value of the driving force control signal increases. Specifically, the control unit 100A, as shown in FIG. 8, in proportion to the effective value of the driving force control signal, increases the driving force frequency f _t.

Furthermore, the control apparatus 100A in accordance with the effective value of the driving force control signal increases, to increase the driving force amplitude A _{t (see} FIG. 10). Specifically, the control unit 100A, as shown in FIG. 9, in proportion to the effective value of the driving force control signal, to increase the driving force amplitude A _t.

(Example of driving force control)
Next, an example of driving force control by the control device 100A described above will be described with reference to FIG. FIG. 10 shows the magnitude of the driving force in the traveling process of the electric motorcycle 10.

As shown in the figure, from time t _{0 to} t ₁ , the electric motorcycle 10 is in a straight traveling state, and the rider gradually increases the driving force by rotating the throttle grip 15 (see FIG. 1). Yes.

Next, when the time t ₁ is exceeded, the electric motorcycle 10 reaches the corner, and the rider returns the throttle grip 15 to reduce the driving force to a constant value (T ₁ in the figure).

The rider maintains the driving force (throttle opening) at the constant value (T ₁ ) (dotted line in the figure) even when time t ₂ is exceeded. However, at the time of exceeding the time t _2, the yaw rate increases rapidly, based on the vehicle speed and the yaw rate, the electric motorcycle 10 is determined by the control device 100A has a spin state.

Incidentally, at the time of exceeding the time t _2, the Factors yaw rate suddenly increases, or it becomes more smaller curvature radius of corners, and the like that frictional force of the road surface is or rapidly decreased.

From time t _{2 to} t ₃ , the control device 100A calculates the correction amount, reduces the driving force (for example, cuts the driving force corresponding to 1/2 of T ₁ ), and drives the driving force frequency f _t and the driving force amplitude a _t, varying the driving force.

From time t _{3 to} t ₄ , the yaw rate (or vehicle speed) falls below the period from time t _{2 to} t ₃ , and it is determined that the electric motorcycle 10 is not in the spin state, that is, determined by the cornering state and the control device 100A. . For this reason, the driving force according to the throttle opening is generated without correcting the driving force.

At time _t 4 ~t _5, the control device 100A, based on the vehicle speed and the yaw rate, calculates a correction amount again causes lowering the driving force (e.g., cutting the driving force corresponding to 1/6 of _{T 1)} . At times t _{4 to} t ₅ , the yaw rate (or vehicle speed) is lower than at times t _{2 to} t ₃ , so the rate of decrease in driving force is low (see the description related to FIG. 7 described above). ).

Also, as in the time t ₄ ~t _5, as the case time to correct the driving force is relatively short, time driving force frequency was done at _{t 2} ~t ₃ f t and the driving force amplitude A _t The driving force may not be changed.

(Action / Effect)
According to the control device 100A described above, since the driving force is corrected based on the vehicle speed and yaw rate of the electric motorcycle 10, the running stability of the electric motorcycle during cornering can be improved.

  Specifically, when the vehicle speed and yaw rate of the electric motorcycle 10 exceed predetermined thresholds, the driving force generated according to the throttle opening by the rider decreases, so that the electric motorcycle 10 spins or goes out of the course. Thus, the traveling stability of the electric motorcycle 10 during cornering can be ensured.

Furthermore, during the correction of the driving force, together with the driving force varies repeatedly with the driving force frequency f _t, for varying the driving force amplitude A _t, it is possible to improve the traction performance of the electric motorcycle 10. As described above, when the torque effective values are the same, the traction performance increases as the difference between the maximum value and the minimum value of the torque increases.

  In the electric motorcycle 10, since the motor 13 is used, the difference between the maximum value and the minimum value of the torque is generally smaller than that of a motorcycle using an engine, which is disadvantageous in ensuring traction performance.

  According to the control device 100A, since the difference between the maximum value and the minimum value of the torque can be increased, the traction performance of the electric motorcycle 10 using the motor 13 can be improved. For this reason, the running stability of the electric motorcycle 10 during cornering can be further improved.

Further, according to the control devices 100A, according to the value of the driving force control signal after the correction (rms) increases, the driving force frequency f _t is increased, since the driving force amplitude A _t increases, the output torque It is easy to ensure the desired traction performance even when is large.

(Example of change)
FIG. 11 shows a logical block configuration of a driving force control mechanism including a control device 100A ′ according to a modification of the control device 100A described above. As shown in the figure, the control device 100A ′ has a front and rear G sensor 115 added to the sensor unit 110 as compared to the control device 100A.

  The front-rear G sensor 115 detects front-rear acceleration (hereinafter referred to as front-rear G), which is the front-rear acceleration of the electric motorcycle 10. In this modification example, the longitudinal acceleration sensor is configured by the longitudinal G sensor 115 and the correction amount generator 103.

  The correction amount generation unit 103 according to this modification example determines whether or not the electric motorcycle 10 is in a deceleration state based on the front and rear G detected by the front and rear G sensor 115. Further, when it is determined that the electric motorcycle 10 is in a deceleration state, the correction amount generation unit 103 stops generating the correction amount.

  That is, if the driving force is corrected when the electric motorcycle 10 is in the deceleration state, the behavior of the electric motorcycle 10 may become unstable. Therefore, the control device 100A ′ determines whether or not the electric motorcycle 10 is in the deceleration state. It is further provided with a function for detecting this.

[Second Embodiment]
Next, a control device 100B according to a second embodiment of the present invention will be described. The control device 100B can be mounted on the electric motorcycle 10 instead of the control device 100A according to the first embodiment of the present invention described above. Hereinafter, parts different from the control device 100A according to the first embodiment of the present invention described above will be mainly described, and description of the same parts will be appropriately omitted.

(Logical block configuration of the driving force control mechanism including the control device)
FIG. 12 shows a logical block configuration of a driving force control mechanism including the control device 100B. As shown in the figure, in the control device 100B, a roll rate sensor 112 is added to the sensor unit 110 as compared with the control device 100A.

  The roll rate sensor 112 detects a roll rate that is a rolling (bank) speed generated in the electric motorcycle 10.

  When the yaw rate and roll rate associated with the vehicle speed of the electric motorcycle 10 exceed a predetermined threshold, the correction amount generation unit 103 according to the present embodiment determines that the electric motorcycle 10 is in the “spin state” and drives Correct the force.

  In the present embodiment, the roll rate sensor 112 and the correction amount generation unit 103 constitute a roll rate detection unit.

(Operation of control device)
Next, the operation of the control device 100B described above will be described. FIG. 13 is an operation flowchart of the control device 100B. In the following, portions different from the operation flow diagram (see FIG. 4) of the control device 100A described above will be mainly described.

  In step S140, control device 100B determines whether or not the roll rate corresponding to the vehicle speed determined in step S130 is greater than or equal to a predetermined threshold value. Specifically, control device 100B determines whether or not the roll rate calculated based on the signal output by roll rate sensor 112 is greater than or equal to a certain value.

  When the roll rate corresponding to the vehicle speed is equal to or higher than the predetermined threshold (Yes in Step S140), in Step S160, the control device 100B determines whether the yaw rate corresponding to the vehicle speed determined in Step S130 is equal to or higher than the predetermined threshold. To do. Specifically, the control device 100B determines whether or not the roll rate and yaw rate corresponding to the vehicle speed are within the “spin state region” using the determination maps as shown in FIGS. judge.

  Hereinafter, similarly to the control device 100A described above, when it is determined that the electric motorcycle 10 is in the spin state, the control device 100B controls the driving force of the electric motorcycle 10. Specifically, the control device 100B controls the driving force of the electric motorcycle 10 as follows.

  That is, based on the detected vehicle speed, control device 100B selects one of the determination maps in FIGS. 14A to 14C corresponding to the vehicle speed (at 10, 30, and 50 km / h). Further, control device 100B uses the selected determination map to determine in which area of areas 1 to 4 the state of electric motorcycle 10 is based on the detected roll rate and yaw rate.

  When the detected vehicle speed is other than 10, 30, or 50 km / h, the control device 100B uses the roll rate used for determining the spin state region based on the determination maps shown in FIGS. And the yaw rate can be determined.

  Next, the control device 100B determines the magnitude of the correction amount according to the position area. Specifically, the control device 100B determines the correction amount based on the association as shown in FIG.

More specifically, the control unit 100B, when the state of the electric motorcycle 10 is determined to be located in the area 4, selects a correction amount V _11. The correction amount V ₁₁ means that 1/2 of the value of the driving force control signal output by the driving force control signal generation unit 150 is deleted.

Further, the control unit 100B, when the state of the electric motorcycle 10 is determined to be located in areas 2 and 3, selects a correction amount _{V 12.} Correction amount V ₁₂ is meant to remove the 1/10 value of the driving force control signal output by the drive force control signal generation unit 150.

  Further, when it is determined that the state of the electric motorcycle 10 is located in the area 1, the control device 100B does not correct the driving force control signal.

(Action / Effect)
The control device 100B described above can exhibit the following operations and effects in addition to the operations and effects of the control device 100A described above. That is, in the control device 100B, since the driving force is corrected using the roll rate in addition to the vehicle speed and yaw rate of the electric motorcycle 10, the running stability of the electric motorcycle during cornering can be further improved.

  Specifically, the yaw rate and roll rate can be detected with less error compared to the lateral acceleration (lateral G), which will be described later, so that the wheels of the electric motorcycle 10 (the front wheels 11, the rear wheels) can be detected earlier. Before the wheel 12) loses gripping force and starts to slide, the driving force can be corrected effectively.

Furthermore, since the correction can be performed at an early stage, the correction amount can be reduced. As described above, when the yaw rate and roll rate corresponding to the vehicle speed are located in areas 2 and 3, only 1/10 of the value of the driving force control signal is deleted as the correction amount (correction amount V _{12 in} FIG. 15). ).

  That is, according to the control device 100B, since the correction amount of the driving force is smaller than that of the control device 100A, even when the driving force is corrected by the control device 100B, the rider is prevented from feeling uncomfortable. it can.

(Example of change)
FIG. 16 shows a logical block configuration of a driving force control mechanism including a control device 100B ′ according to a modified example of the control device 100B. As shown in the figure, the control device 100B ′ has a front and rear G sensor 115 added to the sensor unit 110 as compared to the control device 100B.

  The reason why the front / rear G sensor 115 is added to the control device 100B ′ is that if the driving force is corrected when the electric motorcycle 10 is in the decelerating state, as in the control device 100A ′ (see FIG. 11) described above, This is because the behavior of the motorcycle 10 may become unstable.

[Third Embodiment]
Next, a control device 100C according to a third embodiment of the present invention will be described. The control device 100C can be mounted on the electric motorcycle 10 instead of the control device 100A according to the first embodiment of the present invention described above. Hereinafter, parts different from the control device 100A according to the first embodiment of the present invention described above will be mainly described, and description of the same parts will be appropriately omitted.

(Logical block configuration of the driving force control mechanism including the control device)
FIG. 17 shows a logical block configuration of a driving force control mechanism including the control device 100C. As shown in the figure, the control device 100C has a lateral G sensor 113 added to the sensor unit 110 as compared to the control device 100A.

  The lateral G sensor 113 detects lateral acceleration (hereinafter, lateral G), which is acceleration in the vehicle width direction of the electric motorcycle 10.

  The correction amount generation unit 103 according to the present embodiment determines that the electric motorcycle 10 is in the “spin state” when the yaw rate and the lateral G associated with the vehicle speed of the electric motorcycle 10 exceed a predetermined threshold, and is driven. Correct the force.

  In this embodiment, the lateral G sensor 113 and the correction amount generation unit 103 constitute a lateral acceleration detection unit.

(Operation of control device)
Next, the operation of the control device 100C described above will be described. FIG. 18 is an operation flowchart of the control device 100C. In the following, portions different from the operation flow diagram (see FIG. 4) of the control device 100A described above will be mainly described.

  In step S240, control device 100C determines whether the yaw rate corresponding to the vehicle speed determined in step S230 is greater than or equal to a predetermined threshold value. Specifically, control device 100C determines whether or not the yaw rate calculated based on the signal output by yaw rate sensor 111 is equal to or greater than a certain value.

  When the yaw rate corresponding to the vehicle speed is equal to or higher than the predetermined threshold (Yes in Step S240), in Step S260, the control device 100C determines whether or not the lateral G corresponding to the vehicle speed determined in Step S230 is equal to or higher than the predetermined threshold. To do. Specifically, the control device 100C determines whether or not the yaw rate and the lateral G corresponding to the vehicle speed are within the “spin state region” using the determination maps as shown in FIGS. judge.

  FIGS. 19A to 19C are examples of determination maps (10, 30, 50 km / h) that are the bases for determining the spin state region shown in FIGS. 20A to 20C. ).

  Hereinafter, similarly to the control device 100A described above, when it is determined that the electric motorcycle 10 is in the spin state, the control device 100C controls the driving force of the electric motorcycle 10. Specifically, the control device 100C controls the driving force of the electric motorcycle 10 as follows.

  That is, based on the detected vehicle speed, the control device 100C selects any one of the determination maps in FIGS. 20A to 20D corresponding to the vehicle speed (at 10, 30, 50, and 70 km / h). . Further, the control device 100C determines which area of the areas 1 to 4 the state of the electric motorcycle 10 is based on the detected yaw rate and lateral G using the selected determination map.

  When the detected vehicle speed is other than 10, 30, 50, or 70 km / h, the control device 100C is used for determining the spin state region based on the determination maps shown in FIGS. The yaw rate and lateral G can be obtained.

  Next, the control device 100C determines the magnitude of the correction amount according to the area in which it is located. Specifically, the control device 100C determines the correction amount by the association as shown in FIG.

More specifically, the control unit 100C, when the state of the electric motorcycle 10 is determined to be located in the area 4, selects a correction amount V _21. The correction amount V ₂₁ means that 1/2 of the value of the driving force control signal output by the driving force control signal generation unit 150 is deleted.

Further, the control unit 100C, when the state of the electric motorcycle 10 is determined to be located in areas 2 and 3, selects a correction amount _{V 22.} The correction amount V ₂₂ means that ¼ of the value of the driving force control signal output by the driving force control signal generation unit 150 is deleted.

  Further, when it is determined that the state of the electric motorcycle 10 is located in the area 1, the control device 100C does not correct the driving force control signal.

(Action / Effect)
The control device 100C described above can exhibit the following operations and effects in addition to the operations and effects of the control device 100A described above. That is, in the control device 100C, since the driving force is corrected using the lateral G in addition to the vehicle speed and yaw rate of the electric motorcycle 10, the running stability of the electric motorcycle during cornering can be further improved.

(Example of change)
FIG. 22 shows a logical block configuration of a driving force control mechanism including a control device 100C ′ according to a modified example of the control device 100C. As shown in the figure, the control device 100C ′ has a front and rear G sensor 115 added to the sensor unit 110 as compared to the control device 100C.

  The reason why the front / rear G sensor 115 is added to the control device 100C ′ is that if the driving force is corrected when the electric motorcycle 10 is in a deceleration state, as in the control device 100A ′ (see FIG. 11) described above, This is because the behavior of the motorcycle 10 may become unstable.

[Other Embodiments]
As described above, the contents of the present invention have been disclosed through the first to third embodiments (hereinafter referred to as embodiments) of the present invention. However, the description and the drawings that constitute a part of this disclosure limit the present invention. It should not be understood that there is. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

For example, in the above embodiment, the driving force frequency f _t and the driving force amplitude A _t, had varying the driving force, so as not to vary the driving force by using a driving force frequency f _t and the driving force amplitude A _t It may be. We are also possible to perform control so as to turn ON / OFF the driving force according to the driving force frequency f _t.

In the embodiment described above, in accordance with the magnitude of the value of the driving force control signal after the correction (rms), increases the driving force frequency f _t, has been greatly to form the driving force amplitude A _t, the driving force frequency f _t, the driving force amplitude a _t may be constant regardless of the effective value of the driving force control signal.

  In the embodiment described above, the determination map shown in FIG. 6 or the like is used to determine whether or not the electric motorcycle 10 is in the spin state. However, the electric motorcycle 10 can be calculated by calculation without using the determination map. It may be determined whether or not it is in a spin state.

  Alternatively, the lateral G sensor 113 may be added to the control devices 100A, 100A ′, 100B, and 100B ′ to determine whether the electric motorcycle 10 including the lateral G is in a spin state.

  Furthermore, in the above-described embodiment, the effective value of the driving force control signal is calculated by deleting the value of the driving force control signal output by the driving force control signal generation unit 150, and the motor control amount (current value) is calculated. Although the correction is made, the motor control amount may be directly corrected.

  As described above, the present invention naturally includes various embodiments that are not described herein. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

It is explanatory drawing for demonstrating the output characteristic of the torque of an electric motor and an engine. 1 is a schematic perspective view of an electric motorcycle on which a control device according to a first embodiment of the present invention is mounted. It is a logic block block diagram of the driving force control mechanism containing the control apparatus which concerns on 1st Embodiment of this invention. It is an operation | movement flowchart of the control apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows the determination map of the spin state used in the control apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows the determination map of the area used in the control apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows matching with the corrected amount of a driving force, and the area which are performed in the control apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows the relationship between a driving force control signal and a driving force frequency. It is a figure which shows the relationship between a driving force control signal and a driving force amplitude. It is a figure which shows an example of control of the driving force by the control apparatus which concerns on embodiment of this invention. It is a logic block block diagram of the driving force control mechanism containing the control apparatus which concerns on the example of a change of 1st Embodiment of this invention. It is a logic block block diagram of the driving force control mechanism containing the control apparatus which concerns on 2nd Embodiment of this invention. It is an operation | movement flowchart of the control apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows the determination map of the area used in the control apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows matching with the corrected amount of a driving force, and an area performed in the control apparatus which concerns on 2nd Embodiment of this invention. It is a logic block block diagram of the driving force control mechanism containing the control apparatus which concerns on the example of a change of 2nd Embodiment of this invention. It is a logic block block diagram of the driving force control mechanism containing the control apparatus which concerns on 3rd Embodiment of this invention. It is an operation | movement flowchart of the control apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows the determination map of the spin state used in the control apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows the determination map of the area used in the control apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows matching with the corrected amount of a driving force, and an area performed in the control apparatus which concerns on 3rd Embodiment of this invention. It is a logic block block diagram of the driving force control mechanism containing the control apparatus which concerns on the example of a change of 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Electric motorcycle, 11 ... Front wheel, 12 ... Rear wheel, 13 ... Motor, 14 ... Drive belt part, 15 ... Throttle grip, 16 ... Seat, 100A, 100A ', 100B, 100B', 100C, 100C '... Control device , 101 ... Vehicle speed sensor, 103 ... Correction amount generation unit, 105 ... Motor control amount calculation unit, 110 ... Sensor unit, 111 ... Yaw rate sensor, 112 ... Roll rate sensor, 113 ... Lateral G sensor, 115 ... Front / rear G sensor, 150 ... driving force control signal generation unit, 160 ... motor control inverter, f t _... driving force frequency, A t _... driving force amplitude

Claims (11)

A motor control amount calculation unit that calculates a motor control amount for controlling the driving force generated by the rotation of the electric motor, based on a driving force control signal corresponding to the throttle opening of the electric motorcycle that travels using the electric motor;
A vehicle speed detector for detecting the vehicle speed of the electric motorcycle;
A yaw rate detector for detecting a yaw rate that is a yawing speed generated in the electric motorcycle;
A correction amount generation unit that generates a correction amount used to correct the motor control amount based on the vehicle speed detected by the vehicle speed detection unit and the yaw rate detected by the yaw rate detection unit;
The motor control amount calculation unit calculates the motor control amount using the correction amount. A roll rate detection unit that detects a roll rate that is a rolling speed generated in the electric motorcycle;
2. The electric motorcycle according to claim 1, wherein the correction amount calculation unit generates the correction amount based on the vehicle speed, the yaw rate, and the roll rate detected by the roll rate detection unit. Control device. A lateral acceleration detector for detecting a lateral acceleration that is an acceleration in the vehicle width direction of the electric motorcycle;
2. The electric motor according to claim 1, wherein the correction amount calculation unit generates the correction amount based on the vehicle speed, the yaw rate, and the lateral acceleration detected by the lateral acceleration detection unit. Control device for motorcycles.   The correction amount generation unit generates a correction amount for reducing the driving force when the yaw rate associated with the vehicle speed exceeds a predetermined threshold value. The control apparatus of the electric motorcycle according to item.   The correction amount generation unit generates a correction amount for reducing the driving force when the yaw rate and the roll rate associated with the vehicle speed exceed a predetermined threshold. Electric motorcycle control device.   The correction amount generation unit generates a correction amount for reducing the driving force when the yaw rate and the lateral acceleration associated with the vehicle speed exceed a predetermined threshold. The control apparatus of the electric motorcycle as described.   The control apparatus for an electric motorcycle according to any one of claims 1 to 6, wherein the correction amount generation unit generates the correction amount that repeatedly varies the driving force at a predetermined frequency.   The correction amount generation unit generates a correction amount for correcting the value of the driving force control signal, and increases the predetermined frequency as the effective value of the driving force control signal corrected by the correction amount increases. The control apparatus for an electric motorcycle according to claim 7, wherein   The control apparatus for an electric motorcycle according to claim 7 or 8, wherein the correction amount generation unit generates the correction amount that varies the driving force with a predetermined amplitude.   The correction amount generation unit generates a correction amount for correcting the value of the driving force control signal, and increases the predetermined amplitude as the effective value of the driving force control signal corrected by the correction amount increases. The control apparatus for an electric motorcycle according to claim 9. A longitudinal acceleration detector for detecting longitudinal acceleration, which is acceleration in the longitudinal direction of the electric motorcycle,
The correction amount generation unit stops generating the correction amount when it is determined that the electric motorcycle is in a decelerating state based on the longitudinal acceleration detected by the longitudinal acceleration detection unit. The control apparatus for an electric motorcycle according to any one of claims 1 to 10.

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