JP2012075238A - Motor control device for electric two-wheel vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for electric two-wheel vehicles which can properly implement control to prevent a vehicle body from falling, while allowing a rider to intentionally perform drift driving during cornering.SOLUTION: The control device for electric two-wheel vehicle includes an inclination angle range determination section 11 which determines a range of an inclination angle of a vehicle body 1 from among a first inclination angle range available at straight driving, a second inclination angle range capable of the drift driving, and a third inclination angle range exceeding the second inclination angle range, a control parameter target value calculation section 13 which calculates a target value of a control parameter for deciding an output torque of a motor 2 for an accelerator operation amount and the decided inclination angle range, and a motor drive section 14 which drives the motor by equalizing the control parameter to the calculated target value. Consequently, the drift driving is made available without causing a vehicle body to turn over by setting a relation between the accelerator operation amount and an output torque of the motor to be in conformity with the inclination angle of the vehicle body.

Description

  The present invention relates to a motor control device for an electric motorcycle that controls an output torque of a motor of the electric motorcycle according to an accelerator operation amount.

  When a driver of an electric motorcycle performs cornering traveling, the driver may perform drift traveling to quickly pass through the corner. The drift running is a method of running through a curve while intentionally sliding a rear wheel as a driving wheel with the vehicle body tilted.

  The grip force of the rear wheel of the motorcycle changes depending on the inclination angle of the vehicle body, and becomes weaker as the inclination angle of the vehicle body increases. In addition, the grip force of the rear wheel changes depending on the road surface condition. Decelerate the motorcycle in front of the curve, enter the curve with the vehicle body tilted, and then increase the torque applied to the rear wheels (drive wheels) by accelerating and intentionally slip the rear wheels. And drifting can be performed.

  In order to perform drift traveling, it is necessary to perform a delicate throttle operation according to traveling speed, vehicle body inclination angle, road surface conditions, and the like. If an excessive throttle operation is performed when drifting a motorcycle, the rear wheel loses traction and slips greatly, and the vehicle body may fall.

  In order to prevent the electric motorcycle from slipping, as shown in Patent Document 1, the rear wheel slip is detected from the rate of increase in the rotational speed of the motor, and when the slip is detected, the rotational speed of the motor is set. There has been proposed a controller for an electric motorcycle that performs a lowering control.

  Patent Documents 2 to 4 describe whether or not the rear wheel is losing gripping force based on the vehicle speed of the electric motorcycle and the lateral acceleration, rolling speed and / or yawing speed acting on the electric motorcycle. A control device for an electric motorcycle is disclosed in which, when it is determined that it is determined that the rear wheel is losing grip, control is performed to reduce the output torque of the motor.

JP 2002-166873 A JP 2006-151289 A JP 2006-151290 A JP 2006-151291 A

  In the control device disclosed in Patent Document 1, when the slip of the rear wheel is detected, a drip traveling that intentionally slips the rear wheel is performed in order to recover the grip force by performing a control to reduce the rotational speed of the motor. There was a problem that it could not be performed smoothly.

  Also, in the control apparatus for electric motorcycles disclosed in Patent Documents 2 to 4, when the state in which the rear wheel is losing the grip force is detected, the control for recovering the grip force by reducing the output torque of the motor is performed. For this reason, it is not possible to perform a drift running in which cornering is performed while intentionally sliding the rear wheel.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a motor control device for an electric motorcycle capable of accurately performing traction control for preventing the vehicle body from toppling while allowing a driver to intentionally perform drift traveling during cornering. Is to provide.

  The present invention controls the output torque of a motor of an electric motorcycle including a vehicle body having a rear wheel as a driving wheel and a front wheel as a driven wheel and an electric motor for driving the rear wheel with respect to an accelerator operation amount. The present invention relates to a motor control device for an electric motorcycle.

  In the present invention, an accelerator operation amount detection unit that detects an accelerator operation amount, a vehicle body inclination angle detection unit that detects the vehicle body inclination angle as a vehicle body inclination angle, and a target value of a control parameter that determines the output torque of the motor is detected. A control parameter target value calculation unit that calculates the accelerator operation amount and the vehicle body tilt angle, and a motor drive unit that causes the control parameter to be equal to the calculated target value and that causes a drive current to flow through the motor, When the control parameter target value calculation unit is in the first inclination angle range in which the vehicle body inclination angle can be regarded as linear traveling, the relationship between the accelerator operation amount and the output torque is linearly traveled without lifting the front wheels. Drifting with cornering while the rear wheel is intentionally slipped in a range where the vehicle body tilt angle exceeds the first tilt angle range. When the vehicle is in the second tilt angle range, which is the range of possible vehicle body tilt angles, the relationship between the accelerator operation amount, the rotational speed of the rear wheels, and the output torque of the motor is adapted to the drift travel, and the vehicle body tilt To make the relationship between the accelerator operation amount and the output torque suitable for maintaining the grip force of the rear wheel when the angle is in the third tilt angle range exceeding the second tilt angle range, The control parameter target value is calculated with respect to the accelerator operation amount.

  When configured as described above, when the vehicle body tilt angle is in the first tilt angle range, the vehicle can travel straight without causing excessive torque that lifts the front wheels. When it is in the second tilt angle range, the relationship between the accelerator operation amount and the motor output torque is set to a relationship suitable for drift travel, and the rear wheel slides at will to perform drift travel. Can be made. When the vehicle body tilt angle exceeds the second tilt angle range and enters the third tilt angle range, the relationship between the accelerator operation amount and the motor output torque is a relationship suitable for maintaining the grip force. Therefore, the traction control for preventing a fall can be performed, so that safety can be improved.

  In a preferred aspect of the present invention, the range of the vehicle body inclination angle in a traveling state that can be regarded as straight traveling is defined as the first inclination angle range, and the rear wheel is intentionally slipped within the range exceeding the first inclination angle range. The vehicle body inclination angle range in which drifting can be performed while cornering is set as the second inclination angle range, and the vehicle body inclination angle range exceeding the second inclination angle range is set as the third inclination angle range. An inclination angle range determination unit that determines which of the first to third inclination angle ranges the vehicle body inclination angle detected by the detection unit is provided. In this case, the control parameter target value calculation unit determines the relationship between the accelerator operation amount and the motor output torque according to the tilt angle range determined by the tilt angle range determination unit as a relationship suitable for each tilt angle range. Thus, the control parameter target value is calculated with respect to the accelerator operation amount.

  In another preferred aspect of the present invention, first to third target value computations that give a relationship between the accelerator operation amount and the target value of the control parameter for each of the first to third inclination angle ranges. A table is provided. Each of the first to third target value calculation tables has the same accelerator when the vehicle body tilt angle is in the first tilt angle range, the second tilt angle range, and the third tilt angle range. When the target values calculated with respect to the manipulated variable are D1, D2, and D3, they are created so that the relationship of D2 ≧ D1> D3 is established. In this case, the control parameter target value calculation unit uses the target value calculation table corresponding to the tilt angle range determined by the tilt angle range determination unit among the first to third target value calculation tables. It is configured to calculate a target value of the control parameter.

  As described above, the first to third inclination angle ranges are set with respect to the inclination angle of the vehicle body to determine which inclination angle range the vehicle body inclination angle is at each instant, and the determined inclination By using the target value calculation table corresponding to the angular range to obtain the relationship between the accelerator operation amount and the motor output torque, the calculation process for obtaining the target value of the control parameter can be simplified. Therefore, the traction control and the traction control when the inclination angle of the vehicle body becomes excessive can be accurately performed without any delay.

  The control apparatus for an electric motorcycle according to the present invention also includes an accelerator operation amount detector that detects an accelerator operation amount, and a reference target value that calculates a reference target value of a control parameter that determines an output torque of the motor with respect to the accelerator operation amount. A calculation unit, a vehicle body inclination angle detection unit that detects the vehicle body inclination angle as a vehicle body inclination angle, a rotation speed detection unit that detects the rotation speed of the rear wheel, and a reference target value of the control parameter is corrected to correct the control parameter The correction variable used for the correction calculation when obtaining the actual target value is detected by the inclination angle detected by the vehicle body inclination angle detection unit, the accelerator operation amount detected by the accelerator operation amount detection unit, and the rotation speed detection unit. The correction variable determination unit that determines the rotational speed and the correction variable determined by the correction variable determination unit are used to perform a correction operation on the reference target value of the control parameter. A control parameter target value calculation unit that obtains an actual target value of the control parameter, and a motor drive unit that drives the motor by setting the control parameter equal to the target value calculated by the control parameter target value calculation unit You can also

  In this case, when the vehicle body inclination angle is in the first inclination angle range that can be regarded as straight running, the correction variable determination unit linearly represents the relationship between the accelerator operation amount, the rear wheel rotation speed, and the motor output torque. The vehicle body inclination angle is within a range in which the vehicle body inclination angle exceeds the first inclination angle range, and drift traveling is possible in which cornering is performed while intentionally slipping the rear wheel. When the vehicle is in the tilt angle range, the relationship among the accelerator operation amount, the rotational speed of the rear wheels, and the output torque of the motor is adapted to the drift travel time, and the vehicle body tilt angle exceeds the second tilt angle range. Vehicle body inclination angle so that the relationship between the accelerator operation amount, the rear wheel rotation speed, and the motor output torque is suitable for maintaining the grip force of the rear wheel. Inclination angle range and access Determining a correction variable for the rotational speed of the operation amount and the rear wheels.

  With this configuration, it is possible to perform traction control using not only the accelerator operation amount and the vehicle body inclination angle but also the rotation speed (traveling speed) of the rear wheel as a control condition, so that the traction control of the electric motorcycle is accurately performed. Can be made.

  In a preferred aspect of the present invention, the range of the vehicle body inclination angle in the traveling state that can be regarded as straight traveling is set as the first inclination angle range, and the rear wheel is intentionally slipped within the range exceeding the first inclination angle range. The vehicle body inclination angle detection unit is configured such that the range of the vehicle body inclination angle capable of drifting while cornering is the second inclination angle range, and the vehicle body inclination angle range exceeding the second inclination angle range is the third inclination angle range. There is provided an inclination angle range determination unit for determining which of the first to third inclination angle ranges the vehicle body inclination angle detected by. In this case, the correction variable determination unit determines the relationship between the accelerator operation amount, the rotational speed of the rear wheel, and the output torque of the motor according to the inclination angle range determined by the inclination angle range determination unit. A correction variable is determined for the accelerator operation amount detected by the accelerator operation amount detection unit and the rotation speed detected by the rotation speed detection unit so that the relationship conforms to the range.

  The correction variable determining unit detects a basic correction variable that is a basic value of a correction variable used for correction calculation when correcting a reference target value of a control parameter to obtain an actual target value of the control parameter by an accelerator operation amount detection unit. A basic correction variable determination unit that determines the amount of accelerator operation and the rotation speed detected by the rotation speed detection unit, and a tilt correction variable that is used for correction calculation when the actual correction variable is determined by correcting the basic correction variable The tilt correction variable determination unit that determines the angle according to the tilt angle range determined by the tilt angle range determination unit, and the basic correction variable is corrected using the tilt correction variable to actually calculate the reference target value of the control parameter. And an actual correction variable determination unit that determines a correction variable used in the above.

  In each of the above aspects, it is preferable that the motor drive unit is configured to control the output torque of the motor by performing PWM control on the voltage and current supplied to the motor. In this case, it is preferable to use the duty ratio of PWM control as a control parameter.

  The correction calculation when correcting the reference target value of the control parameter to obtain the actual target value of the control parameter may be performed by adding / subtracting the correction amount to / from the reference target value, or multiplying the reference target value by the correction coefficient (or The reference target value may be divided by a correction coefficient). The same applies to the correction calculation when the basic correction variable is corrected to determine the actual correction variable. In this specification, the term “correction variable” is used to include both the correction amount and the correction coefficient. As a matter of course, the correction variable takes a different value depending on how the correction calculation is performed.

  According to the present invention, when the vehicle body tilt angle is in the first tilt angle range that is a range of tilt angles that can be taken during linear travel, straight travel is performed without generating excessive torque that lifts the front wheels. When the vehicle body tilt angle is in the second tilt angle range where drift travel is possible, the relationship between the accelerator operation amount and the motor output torque is set to a relationship suitable for drift travel. It is possible to allow the vehicle to drift without causing the vehicle body to fall while sliding the rear wheel at the driver's will, and the vehicle body tilt angle becomes excessive and enters the third tilt angle range. When this happens, the driver can deliberately run the vehicle during cornering because the relationship between the accelerator operation amount and the output torque of the motor can be controlled to be a relationship suitable for maintaining grip force. While enabling Ukoto it can be accurately performed traction control for preventing the vehicle overturning.

1 is a block diagram showing a hardware configuration of a control device for an electric motorcycle according to a first embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an overall configuration including a portion configured by a microprocessor of an electric motorcycle control device according to a first embodiment of the present invention. 6 is a graph showing a configuration of a calculation table used when calculating a target value of a control parameter with respect to an accelerator operation amount in the first embodiment of the present invention. 4 is a flowchart showing an algorithm of a program executed by a microprocessor to configure an inclination angle range determination unit and a control parameter target value calculation unit in the first embodiment of the present invention. It is the block diagram which showed the structure of the control apparatus for electric motorcycles concerning the 2nd Embodiment of this invention. 6 is a graph showing an example of a relationship between an inclination correction variable and a vehicle body inclination angle used when calculating a target value by correcting a reference target value of a control parameter in a second embodiment of the present invention. In the 2nd Embodiment of this invention, it is the flowchart which showed the algorithm of the program which a microprocessor performs in order to comprise a correction variable determination part and a control parameter target value calculating part.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a configuration of a first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes a vehicle body of an electric motorcycle having a rear wheel 1a as a driving wheel and a front wheel 1b as a driven wheel. Is an electric motor for driving the rear wheel 1a. As the motor 2, a DC motor, a DC brushless motor, an induction motor, or the like can be used. In this embodiment, a DC brushless motor is used as the motor 2. The DC brushless motor includes a rotor in which a permanent magnet is attached to a rotor yoke to form a rotor field, a stator in which a multiphase armature coil is wound around an armature core having a magnetic pole portion opposed to a magnetic pole of the rotor, It is a well-known thing provided with the position sensor which detects the rotation angle position of a rotor with respect to the armature coil of each phase. For example, the position sensor is attached to a predetermined detection position set for the armature coil of each phase, and outputs a rectangular wave signal including information on the rotational angle position of the rotor by detecting the polarity of the magnetic pole of the rotor. It consists of Hall IC. In the DC brushless motor, the rotor is rotated in a predetermined direction by controlling the timing of current flow through the armature coils of each phase of the stator according to the rotational angle position of the rotor detected by the position sensor.

  An inverter 3 converts the output voltage of the battery 4 into a voltage suitable for driving the motor 2 and supplies the converted voltage to the motor 2. The inverter 3 is composed of, for example, a full bridge circuit in which each arm is configured by a switch element and a feedback diode connected in reverse parallel to the switch element. The inverter 3 is controlled by a motor drive signal supplied from a motor drive unit to be described later, and switches the phase of the armature coil through which the drive current flows to rotate the rotor in a predetermined direction. The inverter 3 also performs PWM control of the drive voltage supplied to the motor 2 to perform PWM control of the drive current of the motor and adjust the output torque of the motor.

  Reference numeral 5 denotes an accelerator operation amount detection unit that detects an accelerator operation amount. The accelerator operation amount detection unit 5 includes a displacement amount sensor such as a potentiometer that detects an operation amount of an accelerator such as an accelerator grip attached to a handle of an electric motorcycle and outputs an electric signal representing the detected operation amount. .

  A vehicle body tilt angle detection unit 6 detects the vehicle body tilt angle (vehicle body tilt angle) and generates an electrical signal representing the detected tilt angle. In the present embodiment, an angle formed by a plane perpendicular to the central axis of the rear axle of the electric motorcycle with respect to the vertical plane (an angle formed by the rear wheel with respect to the vertical plane) is detected as the vehicle body inclination angle. The vehicle body tilt angle detection unit 6 includes, for example, an acceleration sensor attached to the vehicle body 1 and a calculation unit that calculates the tilt angle from the output of the acceleration sensor.

  In FIG. 1, reference numeral 7 denotes an electronic control unit (ECU) including a microprocessor including a CPU 7A, a nonvolatile memory (ROM or EEPROM) 7B, a temporary storage memory (RAM) 7C, an input interface 7D, an output interface 7E, and the like. Unit). The ECU 7A constitutes a control unit that controls the motor 2 with respect to the accelerator operation amount and the vehicle body inclination angle by executing a predetermined program stored in the ROM (or EEPROM) 7B. Although not shown, in order to control the DC brushless motor 2, an output of a position sensor (for example, Hall IC) provided in the motor 2 is input to the ECU 7.

  The control apparatus for an electric motorcycle according to the present invention includes a vehicle body 1 having a rear wheel 1a as a driving wheel and a front wheel 1b as a driven wheel, and an electric motor 2 for an electric motorcycle having an electric motor 2 for driving the rear wheel. Is controlled with respect to the accelerator operation amount. In the case of controlling the output torque of the motor 2 of the electric motorcycle according to the accelerator operation amount, a parameter that can change the output torque of the motor 2 by changing the magnitude or phase is used as a control parameter. On the other hand, by calculating a target value of the control parameter (a value that the control parameter should take in order to make the motor output torque equal to the target value), and driving the motor 2 with the control parameter equal to the calculated target value, An output torque as instructed by the accelerator is generated from the motor. In this embodiment, the output torque of the motor is controlled by PWM control of the voltage and current that the inverter 3 supplies to the motor. Therefore, the PWM control duty ratio (on-duty ratio) Pw is used as a control parameter. The duty ratio is given by Ton / (Ton + Toff), where Ton is the time for applying drive voltage (flowing drive current) to the motor and Toff is the time for making the drive voltage (drive current) zero.

  In the present embodiment, as shown in FIG. 2, the inclination angle range determination unit 11, the target value calculation table storage unit 12, the control parameter target value calculation unit 13, and the motor drive unit 14 are connected to the ECU 7. It consists of.

  In the present embodiment, a plurality of ranges are set for the vehicle body tilt angle, and the tilt angle range determination unit 11 determines in which range the vehicle body tilt angle detected by the vehicle body tilt angle detection unit 6 is. . Then, the control parameter target value calculation unit 13 sets the target value of the duty ratio (control parameter) suitable for the accelerator operation amount, with the duty ratio when the voltage and current supplied from the inverter 3 to the motor 2 are PWM controlled as a control parameter. The control signal is sent from the motor drive unit 14 to the inverter 3 so that the duty ratio of the voltage and current supplied from the battery 4 to the motor 2 through the inverter 3 is set to the calculated target value. (Signal for on / off control at timing). Accordingly, the drive current supplied to the motor 2 is set to a magnitude suitable for the accelerator operation amount, and the torque instructed by the accelerator operation is output from the motor 2. Since a method for controlling the inverter so as to rotate the motor 2 in a predetermined direction and a method for PWM controlling the voltage and current supplied from the battery 4 to the motor through the inverter 3 are known, detailed description thereof is omitted. .

  The inclination angle range determination unit 11 used in the present embodiment uses the range of the vehicle body inclination angle in the traveling state of the electric motorcycle that can be regarded as straight running as the first inclination angle range, and is a range that exceeds the first inclination angle range. The vehicle body tilt angle range in which drift traveling is possible in which the vehicle body is tilted to enter the corner and the rear wheel is intentionally slipped to perform cornering is defined as the second tilt angle range, and further the second tilt angle range. A vehicle body inclination angle range exceeding (the inclination angle range in which the rear wheel grip force may be lost and the vehicle body may fall because the vehicle body inclination angle is too large) is set as the third vehicle inclination angle. It is determined whether the vehicle body inclination angle detected by the angle detector 6 is in the first to third inclination angle ranges.

  In the present embodiment, the first determination angle θ1 and the second determination angle θ2 are set with respect to the vehicle body inclination angle θ, and the vehicle body inclination angle θ is less than the first determination angle θ1 (θ <θ1). The vehicle body inclination angle θ is greater than or equal to the first determination angle and equal to or less than the second determination angle θ2 (θ1 ≦ θ ≦ θ2) and greater than the second determination angle θ2 (θ2 <θ). Are in the first tilt angle range, the second tilt angle range, and the third tilt angle range. The values of the first determination angle θ1 and the second determination angle θ2 are appropriately set in consideration of the weight of the vehicle body including the rider's weight, the position of the center of gravity of the vehicle body, the grip force of the tire, the road surface condition, and the like.

  In carrying out the present invention, the first determination angle θ1 and the second determination angle θ2 that give the lower limit and the upper limit of the tilt angle range in which drift traveling is possible are performed by setting various conditions and performing experiments in advance. It is preferable to obtain a range of values that can be taken by each of the first determination angle θ1 and the second determination angle θ2 that are actually used.

  The target value calculation table storage unit 12 is a part that stores the relationship between the detected accelerator operation amount and the target value of the control parameter suitable for each accelerator operation amount in the form of a table, and is a nonvolatile memory (ROM) in the ECU. (Or EEPROM) 7B. The target value calculation table storage unit 12 includes a first target value calculation table used when the vehicle body inclination angle is in the first inclination angle range, and a vehicle body inclination angle in the second inclination angle range. And a third target value calculation table used when the vehicle body inclination angle is in the third inclination angle range.

  The first to third target value calculation tables to the third target value calculation table have relationships such as curves a to c shown in FIG. 3 between the accelerator operation amount and the control parameter, respectively. Created. As shown in FIG. 3, each of the first target value calculation table to the third target value calculation table is created so as to increase the output torque of the motor as the accelerator operation amount increases. The The first to third target value calculation tables are also the same when the vehicle body tilt angle is in the first tilt angle range, in the second tilt angle range, and in the third tilt angle range, respectively. When the output torque of the motor obtained with respect to the accelerator operation amount is set to τ1 to τ3, it is created so as to satisfy the relationship of τ2 ≧ τ1> τ3.

  In this embodiment, since the duty ratio Pw of the voltage and current supplied to the motor is used as the control parameter as the control parameter, the motor output torque can be increased and the control parameter can be decreased by increasing the control parameter. As a result, the output torque of the motor can be reduced. Therefore, the first to third target value calculation tables increase the control parameter target value as the accelerator operation amount increases, and the vehicle body tilt angle is in the first to third tilt angle ranges. Created so that the relationship of D2 ≧ D1> D3 holds when the target values of control parameters (duty ratio of PWM control) calculated for the same accelerator operation amount are D1, D2, and D3. Is done.

  In the present embodiment, when the tilt angle range determination unit 11 determines the tilt angle range of the vehicle body, the control parameter target value calculation unit 13 stores the first to third target values stored in the target value calculation table 12. By selecting a target value calculation table that matches the inclination angle range determined by the inclination angle range determination unit 11 from the calculation table, and searching for the selected table and performing an interpolation operation, an accelerator operation amount is obtained. A target value of a control parameter for determining the output torque of the motor is calculated for the accelerator operation amount detected by the detection unit 5 and the inclination angle range determined by the inclination angle range determination unit 11.

In the present embodiment, the control parameter target value calculation unit 13 performs the following with respect to the accelerator operation amount detected by the accelerator operation amount detection unit 5 and the inclination angle range determined by the vehicle body inclination angle determination unit 11. First to third target value calculation tables are created so that the target values of the control parameters can be calculated with the relationships (a) to (c) shown.
(A) When it is determined that the vehicle body tilt angle is in the first tilt angle range, the relationship between the accelerator operation amount and the output torque is determined without causing the front wheels to lift (the front wheels are lifted). A relationship suitable for causing the vehicle to travel in a straight line (for example, the relationship of curve a in FIG. 3).
(B) When it is determined that the vehicle body inclination angle is in the second inclination angle range, the relationship between the accelerator operation amount and the output torque is set to a relationship adapted for drift travel (for example, the curve b in FIG. Relationship).
(C) When it is determined that the vehicle body inclination angle is in the third inclination angle range, the relationship between the accelerator operation amount and the output torque is a relationship suitable for maintaining the grip force of the rear wheel (for example, The relationship of curve c in FIG.

  The motor drive unit 14 switches the inverter 3 so that the duty ratio (control parameter) for PWM control of the voltage and current supplied to the motor 2 is equal to the target value calculated by the control parameter target value calculation unit. By applying a control signal to the motor 2, excitation of the armature coil of the motor 2 to rotate the motor 2 in the direction of advancing the vehicle body according to the rotational angle position of the rotor detected by the position sensor provided in the motor 2. The motor 2 is driven so as to generate the output torque instructed by the accelerator operation from the motor 2 by switching the phases and PWM-controlling the drive current of the motor 2 with a predetermined duty ratio.

  The optimum relationship between the accelerator operation amount and the output torque in each inclination angle range varies depending on various conditions such as the weight of the vehicle body, the position of the center of gravity of the vehicle body, the grip force of the tire, and the road surface condition. Therefore, it is preferable to determine the optimum relationship (optimum configuration of the target value calculation table) between the accelerator operation amount and the output torque based on the results of experiments performed by setting various conditions in advance. .

  If the relationship between the judgment angles θ1 and θ2 and the accelerator operation amount to be given during drifting and the output torque differ depending on the rider's skill, the judgment angle values θ1 and θ2 and the second target value calculation map are displayed. It is preferable to prepare a plurality of them so that one of them can be selected. When the ECU 7 is provided with a rewritable EEPROM as the non-volatile memory 7B, the optimum values of the data constituting the target value calculation table used in each of the inclination angle ranges θ1, θ2, and the like are set in the EEPROM before running. The motor can be controlled using the written data.

  Referring to FIG. 4, there is shown a flowchart showing an algorithm of processing executed by the microprocessor of the ECU 7 in order to configure the tilt angle range determination unit 11, the control parameter calculation unit 13, and the motor drive unit 14. The process shown in FIG. 4 is incorporated into a task process that repeatedly executes a series of tasks in a predetermined order, and is executed each time a predetermined timing arrives.

  When the process shown in FIG. 4 is started, first, in step S101, the vehicle body inclination angle detected by the vehicle body inclination angle detection unit 6 is read, and is the detected vehicle body inclination angle less than the first determination angle θ1? Determine whether or not. As a result, when the detected vehicle body inclination angle is less than the first determination angle θ1, the process proceeds to step S102, and the first calculation table stored in the target value calculation table storage unit 12 is selected. The target value calculation table is selected, and the accelerator operation amount detected by the accelerator operation amount detection unit 5 is read in step S103. Next, the process proceeds to step S104, and the target value PWf of the control parameter is calculated by searching the table selected in step S102 for the read accelerator operation amount and performing interpolation calculation. In step S105, a motor drive signal is supplied to the inverter 3, and the inverter 3 is controlled so that the duty ratio of PWM control of the drive voltage and drive current of the motor is equal to the target value PWf. As a result, a driving current having a magnitude (average value) corresponding to the accelerator operation amount is supplied from the battery 4 to the motor 2 through the inverter 3 to generate an output torque as instructed by the accelerator operation from the motor 2.

  When it is determined in step S101 that the detected vehicle body inclination angle is not less than the first determination angle θ1, the process proceeds to step S106, where the detected vehicle body inclination angle is equal to or greater than the first determination angle θ1 and the second determination angle θ1. It is determined whether or not it is in the range of the determination angle θ2 or less (the range of θ1 ≦ θ ≦ θ2). As a result, when it is determined that the vehicle body inclination angle is in the range of the first determination angle θ1 or more and the second determination angle θ2 or less, the process proceeds to step S107 and is stored in the target value calculation table storage unit 12. The second target value calculation table is selected from the calculation table, and the process proceeds to step S103. In step S103, the accelerator operation amount detected by the accelerator operation amount detector 5 is read. Next, in step S104, the second target value calculation table selected in step S107 is selected for the read accelerator operation amount. The target value PWf of the control parameter is calculated by searching and performing interpolation calculation. In step S105, a motor drive signal is supplied to the inverter 3, and the inverter 3 is controlled so that the duty ratio of PWM control of the drive voltage and drive current of the motor is equal to the target value PWf.

  When it is determined that the vehicle body inclination angle detected in step S106 is not within the range of the first determination angle θ1 or more and the second determination angle θ2 or less (the range of θ1 ≦ θ ≦ θ2) (the vehicle body inclination angle is 3), the process proceeds to step S108, and the third target value calculation table is selected from the calculation tables stored in the target value calculation table storage unit 12. select. Next, the process proceeds to step S103, and the accelerator operation amount detected by the accelerator operation amount detection unit 5 is read. In step S104, the third target value selected in step S108 with respect to the read accelerator operation amount. The control parameter target value PWf is calculated by searching the calculation table and performing an interpolation calculation. Thereafter, in step S105, a motor drive signal is supplied to the inverter 3, and the inverter 3 is controlled so that the PWM drive duty ratio of the motor drive voltage and drive current is equal to the target value PWf.

  In the case of the algorithm shown in FIG. 4, the tilt angle range determination unit 11 is configured by steps S101 and S106 of FIG. 4, and the control parameter target value calculation unit 13 is determined by steps S102, S103, S104, S107, and S108. Composed. Further, the motor drive unit 14 is configured by step S105 of FIG.

  When the control device is configured as described above, when the vehicle body 1 is in the first inclination angle range, the vehicle can be safely run straight without generating excessive torque that lifts the front wheels. When the tilt angle of 1 is in the second tilt angle range, the relationship between the accelerator operation amount and the motor output torque is set to a relationship suitable for drifting, and the rear wheel slides at will. Drifting. Further, when the tilt angle of the vehicle body 1 exceeds the second tilt angle range and enters the third tilt angle range, the relationship between the accelerator operation amount and the output torque of the motor is suitable for maintaining the grip force. As a relation, traction control for preventing falls can be performed to increase safety.

  Note that the present invention is not limited to the configuration as in the first embodiment described above, and it is possible to determine between the accelerator operation amount, the vehicle body inclination angle, and the target value of the control parameter without determining the vehicle body inclination angle range. Using the three-dimensional control parameter calculation table that gives the relationship, the table is searched for the accelerator operation amount and the vehicle body tilt angle, and interpolation calculation is performed, so that the first to third tilt angle ranges are obtained. You may make it calculate the target value of the control parameter which adapted each with respect to the amount of accelerator operation.

  In the above embodiment, a target value calculation table suitable for the inclination angle range determined by the vehicle body inclination angle determination unit is prepared, and the target corresponding to the inclination angle range is detected with respect to the detected accelerator operation amount. Although the target value of the control parameter is calculated by searching the value calculation table, the rear wheel traction is also affected by the traveling speed. Therefore, it is preferable to obtain the target value of the control parameter in consideration of not only the accelerator operation amount and the vehicle body inclination angle but also the traveling speed.

In the second embodiment of the present invention, the target value of the control parameter is obtained for the accelerator operation amount, the vehicle body inclination angle, and the rear wheel rotational speed proportional to the traveling speed, and further optimal control is performed. Do. In the second embodiment, the target value of the control parameter is calculated by the following procedures (i) to (iV).
(I) A reference target value is calculated with respect to the accelerator operation amount.
(Ii) Using the basic value of the correction variable used for the correction calculation performed when correcting the reference target value to obtain the actual target value as the basic correction variable, the basic correction variable is used as the accelerator operation amount and the rear wheel rotation speed. And decide against.
(Iii) The inclination correction variable is determined by the inclination angle determination unit 11 with the correction coefficient used for the correction calculation for correcting the basic correction variable to obtain the actual correction variable (actual correction variable). Decide on the range of vehicle body tilt angle.
(IV) The target value of the control parameter is calculated by correcting the reference target value using the reference target value and the actual correction variable.

  Referring to FIG. 5, the control according to the second embodiment of the present invention in which the target value of the control parameter is obtained with respect to the accelerator operation amount, the vehicle body inclination angle range, and the rear wheel rotational speed by the above procedure. The configuration of the device is shown. In FIG. 5, reference numeral 1 denotes a vehicle body of an electric motorcycle including a rear wheel 1a as a driving wheel and a front wheel 1b as a driven wheel, and 2 denotes an electric motor for driving the rear wheel 1a. Also in this embodiment, a DC brushless motor is used as the motor 2. Reference numeral 3 denotes an inverter that converts the output voltage of the battery 4 into a voltage suitable for driving the motor 2 and supplies the voltage to the motor 2. The drive voltage supplied to the motor 2 is PWM-controlled so that the motor drive current is PWMed. Control and adjust the output torque of the motor.

  Reference numeral 5 denotes an accelerator operation amount detection unit that detects an accelerator operation amount and outputs an electric signal representing the detected accelerator operation amount. Reference numeral 6 denotes a vehicle body inclination angle (vehicle body inclination angle), and represents the detected inclination angle. The vehicle body tilt angle detection unit that generates an electrical signal is configured in the same manner as that used in the first embodiment.

  Reference numeral 20 denotes a rotational speed sensor that detects the rotational speed of the rear wheel 1a, which is a driving wheel. The rotational speed sensor includes an encoder that is attached to the axle of the driving wheel and generates a pulse every time the axle rotates by a certain angle. A speed generator attached to the motor 2, a magnetic sensor provided in the motor 2 and detecting the polarity of the magnetic pole of the rotor of the motor 2 at a fixed position can be used. In this embodiment, since a DC brushless motor is used as the motor 2, a position sensor (Hall IC) provided in the motor 2 is used as a rotational speed sensor in order to detect the switching timing of the excitation phase of the armature coil. Use. A position sensor provided in the DC brushless motor generates a rectangular wave signal whose polarity changes every time the rotor rotates by a certain angle. Therefore, the rotational speed of the motor can be detected from the period in which the zero cross point of the rectangular wave signal is detected, and the rotational speed of the motor is provided between the motor output shaft and the rear wheel axle. The rotational speed of the rear wheel can be obtained by multiplying the speed ratio of the power transmission mechanism (speed ratio = 1 when the motor output shaft and the rear wheel axle are directly connected). The output of the rotational speed sensor 20 is input to the microprocessor in the ECU 7 through the input interface.

  The ECU 7 causes the microprocessor to execute a predetermined program to thereby determine the rotation speed detection unit 21, the inclination angle range determination unit 11, the reference target value calculation unit 22, the basic correction variable determination unit 23, and the inclination correction variable determination. The unit 24, the actual correction variable determination unit 25, the control parameter target value calculation unit 13 ′, and the motor drive unit 14 are configured.

  As in the first embodiment, the inclination angle range determination unit 11 sets the range of the vehicle body inclination angle in a traveling state that can be regarded as straight traveling (a range less than the first determination angle θ1) as the first inclination angle range, The range of the vehicle body inclination angle that exceeds the first inclination angle range and is capable of drift traveling in which cornering is performed while intentionally slipping the rear wheel (the first determination angle θ1 and the second determination angle θ2 The vehicle body inclination angle detected by the vehicle body inclination angle detection unit is the first inclination angle range, and the vehicle body inclination angle range exceeding the second inclination angle range is the third inclination angle range. Or in the third tilt angle range.

  The rotational speed detector 21 detects the zero cross point of the rectangular wave signal given from the rotational speed sensor 20, and from the time from when each zero cross point is detected until the next zero cross point is detected, the motor speed is detected. The rotational speed is calculated, and the rotational speed of the rear wheel is obtained by multiplying the calculated rotational speed by the speed ratio of the power transmission mechanism provided between the output shaft of the motor and the axle of the rear wheel.

  The reference target value calculation unit 22 calculates a reference target value Pw of a control parameter that determines the output torque of the motor 2 with respect to the accelerator operation amount. Also in this embodiment, the duty ratio at the time of PWM control of the voltage and current of the motor 2 is used as a control parameter. In this embodiment, the reference target value is calculated so that the reference target value of the control parameter increases as the accelerator operation amount increases. The calculation of the reference target value of the control parameter with respect to the accelerator operation amount may be performed using an arithmetic expression, and a reference target value calculation table that gives a relationship between the accelerator operation amount and the reference target value of the control parameter is searched. You may perform by performing an interpolation calculation.

  The basic correction variable determining unit 23 corrects the basic correction variable A, which is the basic value of the correction variable used for correction calculation when correcting the reference target value of the control parameter to obtain the actual target value of the control parameter, by the accelerator operation amount detection unit. The determination is made with respect to the detected accelerator operation amount and the rotational speed of the rear wheel detected from the output of the rotational speed detector 20.

  The basic correction variable is such that the reference target value of the control parameter increases as the accelerator operation amount increases, and the increase rate of the reference target value of the control parameter increases as the accelerator operation amount increases as the rear wheel rotational speed increases. It is calculated so as to keep it small. In the present embodiment, a basic correction variable is calculated as a correction amount to be added to the reference target value when the reference target value of the control parameter is corrected to obtain the actual target value.

  The inclination correction variable determination unit 24 determines the inclination correction variable B used for the correction calculation when correcting the basic correction variable determined by the basic correction variable determination unit 23 and determining the actual correction variable by the inclination angle range determination unit. Determined according to the tilt angle range. In the present embodiment, the actual correction coefficient C is obtained by multiplying the basic correction variable A by the inclination correction variable B using the inclination correction variable B as a correction coefficient. In this case, the tilt correction variable B is calculated as shown in FIG. 6 with respect to the tilt angle range of the vehicle body.

  That is, when the vehicle body inclination angle θ is in the range of 0 to θ1 (when the vehicle body inclination angle is in the first inclination angle range), the inclination correction variable B is set to 0, and the vehicle body inclination angle θ is the second inclination angle. When the vehicle body inclination angle θ increases within the range θ1 to θa (θa> θ1), the inclination correction variable B is linearly increased toward +1 so that the vehicle body inclination angle is in the second inclination angle range. The tilt correction variable B is held at +1 when the set angle θa to θb is within the range of the set angle θa to θb, and when the vehicle body tilt angle θ is within the range of θb to θ2 of the second tilt angle range, the tilt correction variable B is As the angle increases, it decreases linearly to zero, and when the vehicle body inclination angle is in the range of θ2 to θc in the third inclination angle range, the inclination correction variable is turned to −1 as the vehicle body inclination angle increases. In a section where the vehicle body inclination angle exceeds the set angle θc of the third inclination angle range, the inclination correction coefficient B is kept at −1. To, calculates a tilt correction variable with respect to the vehicle body tilt angle. Here, the first determination angle θ1 and the second determination angle θ2 are the same as the first and second determination angles used for determining the tilt angle range in the first embodiment. The tilt correction variables when the vehicle body tilt angle is in the second tilt angle range and the third tilt angle range are for calculating tilt correction coefficients prepared for the second tilt angle range and the third tilt angle range, respectively. The calculation can be performed using a table or an arithmetic expression.

  The actual correction variable determination unit 25 multiplies the basic correction variable determined by the basic correction variable determination unit 23 by the inclination correction variable determined by the inclination correction variable determination unit 24, thereby correcting the reference target value of the control parameter. The correction variable actually used (actual correction variable) is determined.

  In this embodiment, the inclination correction variable is a correction coefficient used when the correction calculation is performed by multiplication. However, the inclination correction variable is used as a correction amount, and the inclination correction variable (correction amount) is added to or subtracted from the basic correction variable. A correction variable may be obtained.

  In the present embodiment, when the basic correction variable determination unit 23, the inclination correction variable determination unit 24, and the actual correction variable determination unit 25 correct the reference target value of the control parameter to obtain the actual target value of the control parameter. The actual correction variables used for the correction calculation are the inclination angle range determined by the inclination angle range determination unit 11, the accelerator operation amount detected by the accelerator operation amount detection unit 5, and the rotation speed detected by the rotation speed detection unit 21. A correction variable determination unit 26 is determined for determination.

  The control parameter target value calculation unit 13 ′ performs a correction calculation on the reference target value of the control parameter using the actual correction variable determined by the correction variable determination unit 26 to obtain the actual target value of the control parameter. In the present embodiment, the actual correction variable is used as the correction amount, and the actual correction variable is added to the reference target value of the control parameter to obtain the actual target value of the control parameter.

  The actual target of the control parameter is obtained by multiplying the reference target value of the control parameter by the actual correction variable (correction coefficient) using the actual correction variable as the correction coefficient, or by dividing the reference target value of the control parameter by the actual correction variable. A value can also be obtained.

  The motor drive unit 14 controls the timing of switching the excitation phase of the armature coil of the motor 2 so as to rotate the rear wheel in the forward direction, and PWM controls the voltage and current applied from the battery 4 to the motor 2 through the inverter 3. The output torque of the motor 2 is controlled by giving a control signal to the switch element of the inverter 3 so that the duty ratio (control parameter) at the time of control is equal to the target value calculated by the control parameter target value calculation unit 13 ′. Then, the motor is driven so as to generate the output torque instructed by the accelerator operation from the motor.

  The relationship between the accelerator operation amount and the rotational speed of the rear wheel and the basic correction variable, and the relationship between the vehicle body tilt angle and the vehicle tilt correction variable are the vehicle body weight, the vehicle body center of gravity position, the tire grip force, and the road surface. Based on the result of an experiment conducted in consideration of various conditions such as the situation, it is determined so as to have an optimum relationship between the accelerator operation amount and the output torque.

  Referring to FIG. 7, it is a flowchart showing an algorithm of processing to be executed by the microprocessor of the ECU 7 in the second embodiment. The process shown in FIG. 7 is incorporated into a task process that repeatedly executes a series of tasks in a predetermined order, and is executed every time a predetermined timing arrives.

  When the process of FIG. 7 is started, first, in step S201, the reference target value Pw of the control parameter is calculated with respect to the accelerator operation amount. Next, in step S202, the basic correction variable A is calculated with respect to the accelerator operation amount and the rear wheel rotation speed, and in step S203, the inclination correction variable B is calculated according to the inclination angle range. After calculating the inclination correction variable B, the actual correction variable C is calculated by multiplying the inclination correction variable B by the reference correction variable A in step S204. Next, in step S205, a value obtained by multiplying the reference target value Pw of the control parameter (PWM control duty ratio) by the actual correction variable C (takes a positive or negative sign) is added to Pw, and the actual target value Pwf (= Pw + C · Pw) is calculated, and in step S206, a motor drive signal for making the duty ratio of the drive current supplied from the battery 4 to the motor 2 through the inverter 3 equal to the actual target value Pwf is output, and this drive signal is given to the inverter 3 .

  In the case of the algorithm shown in FIG. 7, the reference target value calculation unit 21 is configured by step S201, and the basic correction variable determination unit 22 is configured by step S202. Further, in step S203, the inclination correction variable determination unit 23, the actual correction variable determination unit 24 in step S204, the control parameter target value calculation unit 13 'in step S205, and the motor drive unit 14 in step S206 are configured.

  When configured as in the second embodiment, the traction control can be performed by taking into account not only the accelerator operation amount and the vehicle body inclination angle but also the rotational speed (traveling speed) of the rear wheels in the control conditions. The traction control of the two-wheeled vehicle can be performed more accurately.

  In the second embodiment, a basic correction coefficient is obtained for the accelerator operation amount and the rotational speed of the rear wheel, and an inclination correction variable is obtained based on the determination result of the inclination angle range. The correction variable determination unit is configured to obtain the actual correction variable by multiplying the basic correction variable, but the correction variable determination unit corrects the reference target value of the control parameter to obtain the actual target value of the control parameter. The correction variables used in the correction calculation are as follows: the inclination angle detected by the vehicle body inclination angle detection unit, the accelerator operation amount detected by the accelerator operation amount detection unit, and the rear wheel rotation speed detected by the rotation speed detection unit. However, the present invention is not limited to the configuration as shown in the above embodiment. For example, an inclination correction variable calculation table that provides a relationship between the vehicle body inclination angle detected by the vehicle body inclination angle detection unit 6 and the inclination correction variable is prepared, and the vehicle body inclination angle detected by the vehicle body inclination angle detection unit 6 is prepared. Alternatively, the tilt correction variable may be obtained by searching this table and performing an interpolation calculation. In the case of such a configuration, the inclination angle range determination unit 11 can be omitted.

  In addition to determining a basic correction variable for the accelerator operation amount, an inclination / rotation speed correction coefficient is obtained for the vehicle body inclination angle and the rear wheel rotation speed, and this inclination / rotation speed correction coefficient is used as the basic correction coefficient. You may make it obtain | require an actual correction variable by multiplying.

DESCRIPTION OF SYMBOLS 1 Car body 1a Rear wheel 1b Front wheel 2 Electric motor 3 Inverter 4 Battery 5 Accelerator operation amount detection part 6 Car body inclination angle detection part 7 ECU
DESCRIPTION OF SYMBOLS 11 Inclination angle range determination part 11 'Inclination angle range determination part 12 Target value calculation table memory | storage part 13 Control parameter target value calculation part 13' Control parameter target value calculation part 14 Motor drive part 20 Rotational speed detection part 21 Reference | standard target value calculation Unit 22 Basic correction variable determination unit 23 Inclination correction variable determination unit 24 Actual correction variable determination unit

Claims (7)

An electric motorcycle for controlling an output torque of the motor with respect to an accelerator operation amount of an electric motorcycle having a vehicle body having a rear wheel as a driving wheel and a front wheel as a driven wheel, and an electric motor for driving the rear wheel. Motor control device for
An accelerator operation amount detector for detecting the accelerator operation amount;
A vehicle body tilt angle detector that detects the vehicle body tilt angle as a vehicle body tilt angle;
A control parameter target value calculation unit for calculating a target value of a control parameter for determining the output torque of the motor with respect to the detected accelerator operation amount and the vehicle body inclination angle;
A motor drive unit for causing the control parameter to be equal to the calculated target value and causing a drive current to flow to the motor;
Comprising
The control parameter target value calculation unit lifts a front wheel according to a relationship between the accelerator operation amount and the output torque when the vehicle body inclination angle is in a first inclination angle range that can be regarded as straight running. The vehicle body has a relationship suitable for causing the vehicle to travel straight and has a vehicle body tilt angle that exceeds the first tilt angle range, and is capable of drift traveling that corners while intentionally slipping the rear wheel. When the vehicle is in a second inclination angle range, which is an inclination angle range, the relationship between the accelerator operation amount, the rotational speed of the rear wheel, and the output torque of the motor is a relationship adapted for drift travel, and the vehicle body inclination When the angle is in a third inclination angle range that exceeds the second inclination angle range, the relationship between the accelerator operation amount and the output torque is a function suitable for maintaining the grip force of the rear wheel. So as to obtain, that is configured to compute the target value of the control parameter with respect to the accelerator operation amount,
A motor control device for an electric two-wheeled vehicle. Drift travel in which cornering is performed while intentionally slipping the rear wheel within a range of the vehicle body tilt angle in a travel state that can be regarded as straight travel as a first tilt angle range that exceeds the first tilt angle range. The vehicle body tilt angle range detected by the vehicle body tilt angle detection unit is defined as a second tilt angle range, and a vehicle body tilt angle range exceeding the second tilt angle range is defined as a third tilt angle range. An inclination angle range determining unit for determining which of the first to third inclination angle ranges the vehicle body inclination angle is provided;
The control parameter target value calculation unit is configured such that the relationship between the accelerator operation amount and the output torque of the motor is adapted to each inclination angle range according to the inclination angle range determined by the inclination angle range determination unit. A target value of the control parameter is calculated with respect to the accelerator operation amount so that
The motor control device for an electric motorcycle according to claim 1. For each of the first to third inclination angle ranges, first to third target value calculation tables for providing a relationship between the accelerator operation amount and the target value of the control parameter are provided,
The first to third target value calculation tables are respectively when the vehicle body tilt angle is in the first tilt angle range, in the second tilt angle range, and in the third tilt angle range. When the target values calculated with respect to the same accelerator operation amount are D1, D2 and D3, they are created so that the relationship of D2 ≧ D1> D3 is established,
The control parameter target value calculation unit uses the target value calculation table corresponding to the tilt angle range determined by the tilt angle range determination unit among the first to third target value calculation tables. Configured to calculate the target value of the parameter,
The motor control device for an electric motorcycle according to claim 2. An electric motorcycle for controlling an output torque of the motor with respect to an accelerator operation amount of an electric motorcycle having a vehicle body having a rear wheel as a driving wheel and a front wheel as a driven wheel, and an electric motor for driving the rear wheel. Motor control device for
An accelerator operation amount detector for detecting the accelerator operation amount;
A reference target value calculator for calculating a reference target value of a control parameter for determining the output torque of the motor with respect to the accelerator operation amount;
A vehicle body tilt angle detector that detects the vehicle body tilt angle as a vehicle body tilt angle;
A rotational speed detector for detecting the rotational speed of the rear wheel;
The correction variable used for the correction calculation when the reference target value of the control parameter is corrected to obtain the actual target value of the control parameter is determined by the inclination angle detected by the vehicle body inclination angle detection unit and the accelerator operation amount detection unit. A correction variable determination unit that determines the detected accelerator operation amount and the rotation speed detected by the rotation speed detection unit;
A control parameter target value calculation unit for performing a correction calculation on a reference target value of the control parameter using the correction variable determined by the correction variable determination unit to obtain an actual target value of the control parameter;
A motor drive unit for driving the motor by setting the control parameter equal to the target value calculated by the control parameter target value calculation unit;
Comprising
The correction variable determining unit determines a relationship between the accelerator operation amount, the rotation speed of the rear wheel, and the output torque of the motor when the vehicle body inclination angle is in a first inclination angle range that can be regarded as straight running. The vehicle body inclination angle is in a range suitable for straight running, and the vehicle body inclination angle exceeds the first inclination angle range, and the vehicle body inclination angle is within a range that allows drifting to perform cornering while intentionally slipping the rear wheel. When in a certain second tilt angle range, the relationship among the accelerator operation amount, the rotation speed of the rear wheel, and the output torque of the motor is a relationship suitable for drift travel, and the vehicle body tilt angle is the second tilt angle. In order to maintain the grip force of the rear wheel, the relationship between the accelerator operation amount, the rotational speed of the rear wheel, and the output torque of the motor is in a third inclination angle range that exceeds the inclination angle range of the rear wheel. Suitable Seki A way that, to determine the correction variable inclination angle range of the body tilt angle and the accelerator operation amount with respect to the rotational speed of the rear wheel,
A motor control device for an electric two-wheeled vehicle. The drift range in which the vehicle body inclination angle range in a running state that can be regarded as straight running is the first inclination angle range, exceeds the first inclination angle range, and performs cornering while intentionally slipping the rear wheel. The vehicle body tilt angle range detected by the vehicle body tilt angle detection unit is defined as a second tilt angle range, and a vehicle body tilt angle range exceeding the second tilt angle range is defined as a third tilt angle range. An inclination angle range determining unit for determining which of the first to third inclination angle ranges the vehicle body inclination angle is provided;
The correction variable determining unit determines the relationship between the accelerator operation amount, the rotation speed of the rear wheel, and the output torque of the motor according to the tilt angle range determined by the tilt angle range determining unit. The correction variable is configured to determine the accelerator operation amount detected by the accelerator operation amount detection unit and the rotation speed detected by the rotation speed detection unit so as to have a relationship suitable for an angular range. Being
The motor control device for an electric motorcycle according to claim 4. The correction variable determining unit
A basic correction variable, which is a basic value of a correction variable used for correction calculation when correcting a reference target value of the control parameter to obtain an actual target value of the control parameter, and an accelerator operation amount detected by the accelerator operation amount detection unit A basic correction variable determining unit that determines the rotational speed detected by the rotational speed detecting unit;
An inclination correction variable determination unit that determines an inclination correction variable used for correction calculation when correcting the basic correction variable and determining an actual correction variable according to the inclination angle range determined by the inclination angle range determination unit;
An actual correction variable determination unit that determines a correction variable that is actually used for correction calculation of a reference target value of the control parameter by correcting the basic correction variable using the inclination correction variable;
The motor control device for an electric motorcycle according to claim 5, comprising:   7. The motor drive unit is configured to control an output torque of the motor by performing PWM control on a voltage and a current supplied to the motor, and the control parameter is a duty ratio of the PWM control. The motor control device for an electric motorcycle according to any one of the above.

Images