JP2020080591A - Electric vehicle - Google Patents

Abstract

To perform motor control to cope with load fluctuation on a road surface early.SOLUTION: The electric vehicle 1 comprises: at least one electric motor 41 that generates a torque depending on electric power supplied by a battery 38; a rear wheel 3 to which the torque generated by the electric motor 41 is transmitted; a drive shaft that is provided in a power transmission route between the electric motor 41 and the rear wheel 3 and is used to transmit the torque to the rear wheel 3; a torque sensor 60 that is provided on the drive shaft and outputs a signal depending on the torque applied to the drive shaft; an accelerator operator 37 that receives an operation by a driver and outputs a signal depending on the driver's operation; and a control device 30 that calculates a torque command value depending on the output signal from the torque sensor 60 and the output signal from the accelerator operator 37 and uses the calculated torque command value to control operations of the electric motor 41.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an electric vehicle that travels using an electric motor.

  There is an electric motorcycle as one of electric vehicles that use an electric motor as a drive source. The electric motor is rotated by being supplied with electric power from a battery mounted on the electric motorcycle, and the electric motorcycle can travel.

JP-A-8-182119 JP, 2017-158337, A

  In general, an electric vehicle has a smaller inertial mass of a drive source and a drive system than a gasoline engine vehicle. When the inertial mass is small, the behavior of the vehicle changes greatly when the load during traveling changes due to road surface irregularities. For example, even if the road surface load increases for a short time, the occupant may feel a lack of torque. In order to improve the driving feeling of the occupant, it is desired to execute the motor control to cope with the load variation on the road surface at an early stage.

  An example of control that copes with load fluctuations on the road surface is traction control that suppresses slippage of drive wheels. Patent Document 1 discloses traction control that detects a slip of a drive wheel by comparing an angular acceleration of the drive wheel with a threshold value. Patent Document 2 discloses a traction control that detects a slip of a drive wheel by using the rotation speed of an electric motor and the rotation speed of a driven wheel.

  However, in the control using the rotation speed of the electric motor or the rotation speed of the wheels as described above, for example, in an off-road electric motorcycle, the occupant may feel a delay in the response of the control, and further improvement is required. Be done.

  The present invention provides an electric vehicle capable of early executing motor control for coping with load fluctuations on a road surface.

  An electric vehicle according to an embodiment of the present invention includes at least one electric motor that generates torque according to electric power supplied from a battery, and drive wheels to which the torque generated by the at least one electric motor is transmitted. A rotary shaft provided in a power transmission path between the at least one electric motor and the drive wheel and used for transmitting the torque to the drive wheel, and a torque provided on the rotary shaft and applied to the rotary shaft. According to the torque sensor that outputs a signal according to, an accelerator operator that receives an operation from the occupant and outputs a signal according to the operation of the occupant, and an output signal of the torque sensor and an output signal of the accelerator operator. And a controller that controls the operation of the at least one electric motor using the calculated torque command value.

  In torque control of the electric motor using the rotation speed of the electric motor or the rotation speed of the wheels, changes in those rotation speeds are detected. In order to detect the change in the rotation speed, the electric motor or the wheels need to rotate by a certain amount or more, and thus it takes time to detect. Therefore, the occupant may feel a delay in the control response.

  In the embodiment of the present invention, the torque command value of the electric motor is corrected according to the torque applied to the rotating shaft. The correction of the torque command value can be started when the torque applied to the rotary shaft changes, that is, when the amount of twist of the rotary shaft changes. Since it is not necessary to wait until the electric motor or the wheels rotate by a certain amount or more, the control can be executed early. As a result, the driving feeling of the occupant can be improved.

  In one embodiment, the control device changes the torque command value according to a magnitude relationship between a first torque value obtained from the torque command value and a second torque value obtained from an output signal of the torque sensor. You may.

  By comparing the first torque value that is the target value and the second torque value that is the actual detected value, the torque command value can be changed to an appropriate value. For example, when the road surface load increases, the amount of twist of the rotary shaft increases, and the second torque value becomes larger than the first torque value. Further, for example, when the road surface load becomes smaller, the amount of twist of the rotary shaft becomes smaller, and the second torque value becomes smaller than the first torque value. By changing the torque command value according to the magnitude relationship between the first torque value and the second torque value, it is possible to generate an appropriate torque in the electric motor.

  In one embodiment, the control device may not change the torque command value when the absolute value of the difference between the first torque value and the second torque value is less than a predetermined value.

  When the absolute value of the difference between the first torque value and the second torque value is small, the torque command value is not changed, so that it is possible to suppress unnecessary changes in the torque generated in the electric motor.

  In one embodiment, the control device may change the torque command value when an absolute value of a difference between the first torque value and the second torque value is a predetermined value or more.

  When the absolute value of the difference between the first torque value and the second torque value is large, the torque command value is changed to generate an appropriate torque according to the road surface load.

  In one embodiment, when the absolute value of the difference between the first torque value and the second torque value is greater than or equal to a predetermined value, the control device may control the output signal of the accelerator operator to be constant, The torque command value may be changed.

  When the occupant tries to maintain the current operating state of the vehicle, the occupant maintains a constant operation amount of the accelerator operator. In such a state, if the behavior of the vehicle changes due to the road surface load, the occupant may feel uncomfortable. By changing the torque command value according to the difference between the first torque value and the second torque value, it is possible to suppress the change in the behavior of the vehicle due to the road surface load. As a result, the driving feeling of the occupant can be improved.

  In one embodiment, the torque sensor may output a signal according to the twist of the rotating shaft.

  The correction of the torque command value can be started when the amount of twist of the rotating shaft changes. Since it is not necessary to wait until the electric motor or the wheels rotate by a certain amount or more, the control can be executed early. As a result, the driving feeling of the occupant can be improved.

  In one embodiment, the control device may increase the torque command value when the second torque value is larger than the first torque value.

  When the road surface load increases, the amount of twist of the rotary shaft increases, and the second torque value becomes larger than the first torque value. In this case, a change in the behavior of the vehicle can be suppressed by increasing the torque command value and increasing the torque generated in the electric motor.

  In one embodiment, a first electric motor and a second electric motor are provided as the at least one electric motor, and the first electric motor runs the electric vehicle according to a torque command value calculated by the control device. When the second torque value is larger than the first torque value, the control device generates the torque currently generated in the first electric motor and the forward torque. A torque command value to be generated by the two electric motors may be calculated, and the second electric motor may generate the forward torque according to the torque command value calculated by the control device.

  When the road surface load increases, the amount of twist of the rotary shaft increases, and the second torque value becomes larger than the first torque value. In this case, a forward torque is generated in the second electric motor. By adding the torque generated by the second electric motor to the torque generated by the first electric motor, the total torque increases, and it is possible to suppress the change in the behavior of the vehicle.

  In one embodiment, the control device may decrease the torque command value when the second torque value is smaller than the first torque value.

  When the road load becomes smaller, the amount of twist of the rotary shaft becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, a change in the behavior of the vehicle can be suppressed by reducing the torque command value and the torque generated in the electric motor.

  In one embodiment, the control device may set the torque command value to zero when the second torque value is smaller than the first torque value.

  When the road load becomes smaller, the amount of twist of the rotary shaft becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the change in the behavior of the vehicle can be suppressed by setting the torque command value to zero and stopping the generation of the torque from the electric motor.

  In one embodiment, when the second torque value is smaller than the first torque value, the control device generates a torque command for generating a torque in a direction opposite to the torque currently generated by the electric motor. A value may be generated.

  When the road load becomes smaller, the amount of twist of the rotary shaft becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the change in the behavior of the vehicle can be suppressed by controlling the electric motor using the torque command value for generating the torque in the reverse direction and suppressing the forward rotation of the electric motor.

  In one embodiment, the control device may perform regenerative control of the electric motor when the second torque value is smaller than the first torque value.

  When the road load becomes smaller, the amount of twist of the rotary shaft becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the change in the behavior of the vehicle can be suppressed by suppressing the forward rotation of the electric motor by the regenerative control.

  In one embodiment, a first electric motor and a second electric motor are provided as the at least one electric motor, and the first electric motor runs the electric vehicle according to a torque command value calculated by the control device. When the second torque value is smaller than the first torque value, the control device generates a torque in the opposite direction to the torque currently generated in the first electric motor. A torque command value to be generated by the two electric motors may be calculated, and the second electric motor may generate the torque in the reverse direction according to the torque command value calculated by the control device.

  When the road load becomes smaller, the amount of twist of the rotary shaft becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the second electric motor is caused to generate torque in the opposite direction. By adding the reverse torque generated by the second electric motor to the forward torque generated by the first electric motor, the total torque becomes small, and the change in the behavior of the vehicle can be suppressed.

  Further, under the condition that the braking force is desired to be generated, the braking force can be increased by causing the second electric motor to generate the torque in the opposite direction.

  The electric vehicle according to the embodiment of the present invention includes a first electric motor and a second electric motor that generate torque in accordance with electric power supplied from a battery, and the torque generated by the first and second electric motors. A drive wheel that is transmitted, and a control device that controls operations of the first and second electric motors, and power between one of the first and second electric motors and the drive wheel. The other electric motor is provided in the transmission path.

  The other electric motor is provided in the power transmission path between one of the first and second electric motors and the drive wheel. Thereby, both the torque generated by the first electric motor and the torque generated by the second electric motor can be transmitted to the same drive wheel. For example, the driving feeling of the occupant can be improved by controlling the torque generated in each of the first and second electric motors and setting the total torque transmitted to the drive wheels to an appropriate value according to the road surface load. You can

  In one embodiment, the output shaft of the first electric motor and the output shaft of the second electric motor may be arranged coaxially.

  Thus, the torque generated by each of the first and second electric motors can be efficiently transmitted to the power transmission path.

  In one embodiment, the control device controls the first electric motor to generate a torque, and under a first condition, the torque generated in the first electric motor and the forward torque are equal to the second torque. You may perform the control generated in an electric motor.

  Under the condition that the torque transmitted to the drive wheels is desired to be increased, the total torque transmitted to the drive wheels can be increased by causing the second electric motor to generate the forward torque. For example, when the road load becomes large, the total torque transmitted to the drive wheels can be increased by generating the forward torque in the second electric motor, and the change in the behavior of the vehicle can be suppressed. be able to.

  In one embodiment, the control device controls the first electric motor to generate a torque, and under a second condition, applies a torque in a direction opposite to the torque generated in the first electric motor to the first electric motor. 2 The control generated by the electric motor may be performed.

  Under a condition where the torque transmitted to the drive wheels is desired to be reduced, the total torque transmitted to the drive wheels can be reduced by causing the second electric motor to generate a reverse torque. For example, when the load on the road surface becomes small, the torque in the opposite direction is generated in the second electric motor, whereby the total torque transmitted to the drive wheels can be made small, and the change in the behavior of the vehicle can be suppressed. be able to. Further, under the condition that the braking force is desired to be generated, the braking force can be increased by causing the second electric motor to generate the torque in the opposite direction.

  In one embodiment, the electric vehicle may be a saddle type electric vehicle.

  By generating an appropriate torque according to the load variation on the road surface, the driving feeling of the saddle riding type electric vehicle can be improved.

  In one embodiment, the electric vehicle may be an electric motorcycle.

  By generating an appropriate torque according to the load variation on the road surface, the driving feeling of the electric motorcycle can be improved.

  In torque control of the electric motor using the rotation speed of the electric motor or the rotation speed of the wheels, changes in those rotation speeds are detected. In order to detect the change in the rotation speed, the electric motor or the wheels need to rotate by a certain amount or more, and thus it takes time to detect. Therefore, the occupant may feel a delay in the control response.

  According to the electric vehicle of the embodiment of the present invention, the torque command value of the electric motor is corrected according to the torque applied to the rotating shaft. The correction of the torque command value can be started when the torque applied to the rotary shaft changes, that is, when the amount of twist of the rotary shaft changes. Since it is not necessary to wait until the electric motor or the wheels rotate by a certain amount or more, the control can be executed early. As a result, the driving feeling of the occupant can be improved.

1 is a side view showing an electric motorcycle that is an example of an electric vehicle according to an embodiment of the present invention. It is a figure which shows the power transmission path between the electric motor and the rear wheel which concern on embodiment of this invention. 1 is a block diagram showing an electric motorcycle according to an embodiment of the present invention. 6 is a flowchart showing an operation of controlling an electric motor using the torque sensor according to the embodiment of the present invention. (A)-(d) is a figure which shows the simulation result of control of the electric motor using the torque sensor which concerns on embodiment of this invention. It is a figure which shows another example of the power transmission path between the electric motor which concerns on embodiment of this invention, and a rear wheel. FIG. 7 is a block diagram showing another example of the electric motorcycle according to the embodiment of the present invention. 6 is a flowchart showing an operation of controlling two electric motors using the torque sensor according to the embodiment of the present invention. 7 is a flowchart showing another example of the operation of controlling the electric motor using the torque sensor according to the embodiment of the present invention. 6 is a flowchart showing another example of the operation of controlling two electric motors using the torque sensor according to the embodiment of the present invention. (A) And (b) is a figure explaining change of the number of rotations of the other electric motor when generating torque of the opposite direction to one electric motor concerning an embodiment of the present invention. 6 is a flowchart showing a process for executing both control for increasing the torque command value and control for decreasing the torque command value according to the embodiment of the present invention. 6 is a flowchart showing another example of the processing for executing both the control for increasing the torque command value and the control for decreasing the torque command value according to the embodiment of the present invention. (A) And (b) is a figure explaining change of the number of rotations of the other electric motor when generating torque of the opposite direction to one electric motor concerning an embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The same components are designated by the same reference numerals, and the overlapping description will be omitted. The following embodiments are exemplifications, and the present invention is not limited to the following embodiments.

  In the following description, front, rear, upper, lower, left, and right mean front, rear, upper, lower, left, and right when viewed from an occupant seated on a seat of an electric vehicle.

  FIG. 1 is a side view showing a straddle-type electric vehicle that is an example of an electric vehicle according to an embodiment of the present invention. In the example shown in FIG. 1, the straddle-type electric vehicle is an off-road electric motorcycle 1. The straddle-type electric vehicle according to the embodiment of the present invention is not limited to the off-road type electric two-wheeled vehicle illustrated here. The straddle-type electric vehicle according to the embodiment of the present invention may be an electric motorcycle of another type such as a so-called on-road type, scooter type, or moped type. Further, the saddle-ride type electric vehicle according to the embodiment of the present invention means any vehicle on which an occupant rides across and is not limited to a two-wheeled vehicle. The straddle-type electric vehicle according to the embodiment of the present invention may be a tricycle (LMW) of a type that changes the traveling direction by tilting the vehicle body, or other straddle-type electric vehicle such as an ATV (All Terrain Vehicle). It may be a vehicle.

  As shown in FIG. 1, the electric motorcycle 1 includes front wheels 2, rear wheels 3, a vehicle body frame 10, and a drive unit 20.

  The illustrated body frame 10 is a metal monocoque frame. The monocoque structure is a structure in which a vehicle body (outer skin) has strength and rigidity instead of a skeleton, and is also called a stress outer skin structure. The material of the vehicle body frame 10 is, for example, aluminum, iron, magnesium, and alloys thereof, but is not limited thereto. Further, as the material of the vehicle body frame 10, a carbon composite material such as carbon fiber reinforced plastic (Carbon Fiber Reinforced Plastic) may be used. As the body frame 10, a frame structure other than the monocoque frame, for example, a diamond frame or an underbone frame may be used.

  The vehicle body frame 10 includes a frame front portion 12 including a head pipe 13, a battery storage case 11 and a motor case 14 located behind the frame front portion 12, a seat frame 17 and a stay 18 extending rearward from the battery storage case 11. Equipped with. The motor case 14 is located below the battery storage case 11. The battery storage case 11 stores the battery 38. Above the battery storage case 11 and the seat frame 17, a seat 16 on which a passenger can sit astride is arranged. The frame front portion 12 and the battery storage case 11 may be integrally molded. Further, the battery storage case 11 and the motor case 14 may be integrally molded.

  The front wheel 2 is rotatably supported by the lower end of the front fork 4. The front fork 4 is rotatable left and right around a steering shaft 5 inserted through the head pipe 13. A steering handle 6 is attached to the upper portion of the steering shaft 5. Grips 7 are provided at both ends of the steering handle 6. The right grip functions as an accelerator grip.

  The rear wheel 3, which is a driving wheel, is supported by the rear arm 8. The rear arm 8 is supported by a pivot shaft 19 provided at its front end. A pivot support member 15 is attached to the rear portion of the motor case 14. The pivot support member 15 supports the pivot shaft 19. The rear wheel 3 and the rear arm 8 can move up and down about a pivot shaft 19. The rear suspension 9 is arranged behind the battery storage case 11. The upper end of the rear suspension 9 is attached to, for example, the seat frame 17 or the rear portion of the battery storage case 11. The lower end of the rear suspension 9 is connected to the rear arm 8 via, for example, a link mechanism.

  The drive unit 20 includes a control device 30, an electric motor 41, a speed reduction mechanism 50, and a drive sprocket 71. The electric motor 41 is rotated by electric power supplied from the battery 38 to generate torque. The control device 30 controls the operation of the electric motor 41. The deceleration mechanism 50 decelerates the rotation of the electric motor 41 and transmits it to the drive sprocket 71.

  A drive chain 73 is attached to the drive sprocket 71 and the driven sprocket 72. The rotation of the drive sprocket 71 is transmitted to the driven sprocket 72 via the drive chain 73. The rotation of the driven sprocket 72 is transmitted to the rear wheel 3, and the rear wheel 3 rotates. In this way, the rotation of the electric motor 41 is transmitted to the rear wheels 3, so that the electric motorcycle 1 runs. An endless belt may be used instead of the drive chain 73. Further, the electric motorcycle 1 may be a vehicle that adopts a shaft drive type.

  FIG. 2 is a diagram showing a power transmission path between the electric motor 41 and the rear wheel 3.

  The reduction mechanism 50 includes gears 51, 52, 53 and 54, a transmission shaft 55, a drive shaft 56, a case 57, and a torque sensor 60. The transmission shaft 55 and the drive shaft 56 are rotatably supported by the case 57 via bearings (not shown) or the like. The drive shaft 56 may be rotatably supported by the motor case 14 (FIG. 1) via a bearing (not shown) or the like. A drive sprocket 71 is attached to the left end of the drive shaft 56.

  In the example shown in FIG. 2, the output shaft 45 of the electric motor 41 is arranged so as to face the vehicle width direction. The vehicle width direction is the left-right direction of the electric motorcycle 1. Similar to the output shaft 45 of the electric motor 41, the transmission shaft 55 and the drive shaft 56 are arranged so as to rotate around a rotation shaft oriented in the vehicle width direction.

  The gears 51, 52, 53 and 54 are cylindrical gears such as spur gears and helical gears. A gear 51 is attached to the output shaft 45 of the electric motor 41. The rotation of the output shaft 45 of the electric motor 41 is transmitted to the gear 51, and the gear 51 rotates together with the output shaft 45.

  Gears 52 and 53 are attached to the transmission shaft 55. A gear 54 is attached to the drive shaft 56. The gear 51 and the gear 52 mesh with each other, and the gear 53 and the gear 54 mesh with each other. The rotation of the gear 51 is transmitted to the drive shaft 56 via the gears 52, 53 and 54.

  The number of teeth of the gear 52 is larger than the number of teeth of the gear 51. The gear 54 has more teeth than the gear 53. In the process of transmitting the rotation of the gear 51 to the gear 54, the rotation is decelerated. The reduced rotation is transmitted to the drive sprocket 71 via the drive shaft 56. The rotation of the drive sprocket 71 is transmitted to the rear wheel 3 via the drive chain 73 and the driven sprocket 72 (FIG. 1).

  In the present embodiment, the drive shaft 56 is provided with the torque sensor 60. The torque sensor 60 outputs a signal according to the torque applied to the drive shaft 56. As the torque sensor 60, for example, a magnetostrictive torque sensor, a strain gauge type torque sensor, or the like is used. The drive shaft 56 is twisted according to the torque applied to the drive shaft 56. The torque sensor 60 outputs a signal according to the twist of the drive shaft 56.

  FIG. 3 is a block diagram showing the electric motorcycle 1.

  The control device 30 controls the operation of the electric motorcycle 1. The control device 30 is, for example, an MCU (Motor Control Unit). Typically, the control device 30 has a semiconductor integrated circuit such as a microcontroller and a signal processor capable of performing digital signal processing.

  The control device 30 includes an arithmetic circuit 31, a memory 32, and a motor drive circuit 33. The arithmetic circuit 31 controls the operation of the electric motor 41 and also controls the operation of each part of the electric motorcycle 1. The memory 32 stores a computer program that defines a procedure for controlling the operations of the electric motor 41 and each part of the electric motorcycle 1. The arithmetic circuit 31 reads a computer program from the memory 32 and performs various controls. Electric power is supplied to the control device 30 from a battery 38.

  An accelerator operator 37 is provided at the right end of the steering handle 6 (FIG. 1). The accelerator operator 37 receives the operation of the occupant and outputs a signal corresponding to the accelerator operation amount of the occupant to the arithmetic circuit 31.

  The electric motor 41 is provided with a motor rotation sensor 43. The motor rotation sensor 43 detects the rotation angle of the electric motor 41 and outputs a signal corresponding to the rotation angle to the arithmetic circuit 31 and the motor drive circuit 33. The arithmetic circuit 31 and the motor drive circuit 33 calculate the rotation speed of the electric motor 41 from the output signal of the motor rotation sensor 43. A speed sensor 49 is provided on the rear wheel 3. The speed sensor 49 detects the rotation angle of the rear wheel 3 and outputs a signal corresponding to the rotation angle to the arithmetic circuit 31. The arithmetic circuit 31 calculates the traveling speed of the electric motorcycle 1 from the output signal of the speed sensor 49. The speed sensor 49 may be provided on the front wheel 2. The torque sensor 60 outputs a signal according to the torque applied to the drive shaft 56 (FIG. 2).

  The arithmetic circuit 31 calculates a torque command value for generating an appropriate driving force from the output signal of the accelerator operator 37, the traveling speed of the vehicle, the output signal of the torque sensor 60, the information stored in the memory 32, and the like. Then, the data is transmitted to the motor drive circuit 33.

  The motor drive circuit 33 is, for example, an inverter. The motor drive circuit 33 supplies the electric power according to the torque command value from the arithmetic circuit 31 from the battery 38 to the electric motor 41. As described above with reference to FIGS. 1 and 2, the rear wheel 3 rotates as the electric motor 41 supplied with power rotates.

  The control of the electric motor 41 using the torque sensor 60 will be described in detail with reference to FIG. FIG. 4 is a flowchart showing the operation of controlling the electric motor 41 using the torque sensor 60.

  In step S101, the arithmetic circuit 31 calculates the magnitude of the torque applied to the drive shaft 56 (first torque value) using the current torque command value.

  For example, the memory 32 stores in advance a map showing the relationship between the torque command value, the traveling speed of the vehicle, and the torque applied to the drive shaft 56 when the electric motorcycle 1 is traveling on a flat road surface. There is. The arithmetic circuit 31 calculates the first torque value using such a map and the current torque command value. The first torque value is a theoretical value of the torque applied to the drive shaft 56.

  In step S102, the arithmetic circuit 31 calculates the magnitude of the torque applied to the drive shaft 56 (second torque value) from the output signal of the torque sensor 60. The second torque value is an actual measurement value of the torque applied to the drive shaft 56.

  In step S103, the arithmetic circuit 31 determines whether the second torque value is larger than the first torque value. For example, the road surface load while the electric motorcycle 1 is traveling is transmitted to the drive shaft 56 via the rear wheel 3, the driven sprocket 72, the drive chain 73, and the drive sprocket 71. When the road surface load increases, the amount of twist of the drive shaft 56 increases, and the second torque value becomes larger than the first torque value.

  When the arithmetic circuit 31 determines that the second torque value is less than or equal to the first torque value, the arithmetic circuit 31 returns to the process of step 101. When it is determined that the second torque value is larger than the first torque value, the arithmetic circuit 31 determines whether or not the absolute value of the difference between the first torque value and the second torque value is equal to or greater than a predetermined value (step S104). .

  When it is determined that the absolute value of the difference is less than the predetermined value, the process returns to step 101. When it is determined that the absolute value of the difference is equal to or larger than the predetermined value, the arithmetic operation circuit 31 increases the torque command value (step S105).

  The fact that the second torque value is larger than the first torque value by a predetermined value or more means that a large road surface load is applied to the electric motorcycle 1. If the road surface load is large, the traveling speed will be reduced. When the behavior of the vehicle changes such as a decrease in traveling speed, the occupant may feel uncomfortable. When the second torque value is larger than the first torque value by a predetermined value or more, the torque command value is increased to increase the torque generated in the electric motor 41, whereby the decrease in the traveling speed due to the road surface load can be suppressed. As a result, the driving feeling of the occupant can be improved.

  While the power of the vehicle is on (NO in step S106), control of the electric motor 41 using the torque sensor 60 is continued. If the power of the vehicle is turned off (YES in step S106), the process ends.

  FIG. 5 is a diagram showing a simulation result of control of the electric motor 41 using the torque sensor 60.

  The vertical axis of FIG. 5A indicates the rotation speed of the electric motor 41. The vertical axis of FIG. 5B indicates the difference between the second torque value and the first torque value. The vertical axis of FIG. 5C indicates the torque command value added to increase the output torque command value. The vertical axis of FIG. 5D indicates the rotation speed of the electric motor 41. Each of the horizontal axes in FIGS. 5A to 5D represents time.

  FIG. 5A shows changes in the rotation speed of the electric motor 41 when the control of the present embodiment is not performed. FIG. 5D shows a change in the rotation speed of the electric motor 41 when the control of the present embodiment is performed.

  In this example, the road surface load temporarily increases at time t1. The difference between the second torque value and the first torque value increases as the road load increases. As shown in FIG. 5A, when the control of this embodiment is not performed, the rotation speed of the electric motor 41 decreases as the road load increases. When the road surface load decreases, the rotation speed of the electric motor 41 recovers. As shown in FIG. 5A, the occupant may feel uncomfortable when the rotation speed of the electric motor 41 decreases, that is, when the traveling speed of the vehicle decreases.

  When the control of the present embodiment is performed, when the difference between the second torque value and the first torque value becomes large, the output torque command value is increased as shown in FIG. 5(c). For example, a torque command value corresponding to a torque having a magnitude about 10 times the difference between the second torque value and the first torque value is added to the current torque command value. The magnitude of the torque command value to be added is arbitrary and the present invention is not limited to the above value.

  By increasing the torque command value and increasing the torque generated in the electric motor 41, it is possible to suppress the decrease in the rotation speed of the electric motor 41 as shown in FIG. As a result, it is possible to suppress a decrease in the traveling speed of the vehicle and improve the driving feeling of the occupant.

  As described above, it is possible to control the torque of the electric motor by using the rotation speed of the electric motor or the rotation speed of the wheels. However, in the control using the rotation speed of the electric motor or the rotation speed of the wheels, changes in those rotation speeds are detected. In order to detect the change in the rotation speed, the electric motor or the wheels need to rotate by a certain amount or more, and thus it takes time to detect. Therefore, the occupant may feel a delay in the control response.

  In this embodiment, the torque command value of the electric motor 41 is corrected according to the torque applied to the drive shaft 56. The correction of the torque command value can be started when the torque applied to the drive shaft 56 changes, that is, when the twist amount of the drive shaft 56 changes. Since it is not necessary to wait until the electric motor or the wheels rotate by a certain amount or more, the control can be executed early. As a result, the driving feeling of the occupant can be improved.

  As in the process of step S104, in the present embodiment, the torque command value is not changed when the absolute value of the difference between the first torque value and the second torque value is less than the predetermined value. When the absolute value of the difference is small, the torque command value is not changed, so that the torque generated in the electric motor 41 can be prevented from changing unnecessarily.

  The predetermined value used in step S104 may be predetermined or may be changed according to the running state of the vehicle. As an example of the predetermined value, a value of 10% of the current first torque value may be set. In this case, for example, when the first torque value is 10 N·m, the predetermined value is set to 1 N·m. The predetermined value is an example, and the present invention is not limited to this.

  Further, in the present embodiment, when the absolute value of the difference between the first torque value and the second torque value is equal to or greater than the predetermined value, the torque command value is changed even if the output signal of the accelerator operator 37 is constant. . When the occupant tries to maintain the current operating state of the vehicle, the occupant maintains the operation amount of the accelerator operator 37 constant. In such a state, if the behavior of the vehicle changes due to the road surface load, the occupant may feel uncomfortable. Even if the output signal of the accelerator operator 37 is constant, it is possible to improve the driving feeling of the occupant by changing the torque command value.

  In the above example, the theoretical value of the torque applied to the drive shaft 56 is compared with the actually measured value, but the rotating shaft serving as a reference for comparing the torque values is not limited to the drive shaft 56 and is arbitrary. For example, the rotating shaft serving as a reference for comparing torque values may be the transmission shaft 55. Further, for example, in the mode in which the electric motorcycle 1 adopts the shaft drive type, the rotary shaft serving as a reference for comparing the torque values may be a drive shaft in a shaft drive type secondary reduction mechanism.

  Next, another example of the electric motorcycle 1 according to the embodiment will be described.

  FIG. 6 is a diagram showing a power transmission path between the electric motor 41 and the rear wheel 3. FIG. 7 is a block diagram showing the electric motorcycle 1. In this example, the electric motorcycle 1 includes an electric motor 42 as a sub motor.

  In the example shown in FIG. 6, the output shaft 46 of the electric motor 42 is attached to the output shaft 45 of the electric motor 41. The output shaft 45 of the electric motor 41 and the output shaft 46 of the electric motor 42 rotate about the same rotating shaft 47. The rotation of the electric motor 42 is transmitted to the gear 51 via the output shaft 45. The rotation transmitted to the gear 51 is transmitted to the rear wheel 3 via the power transmission path described above.

  The electric motor 42 is provided with a motor rotation sensor 44 (FIG. 7). The motor rotation sensor 44 detects the rotation angle of the electric motor 42 and outputs a signal corresponding to the rotation angle to the arithmetic circuit 31 and the motor drive circuit 34. The arithmetic circuit 31 and the motor drive circuit 34 calculate the rotation speed of the electric motor 42 from the output signal of the motor rotation sensor 43.

  When the second torque value is larger than the first torque value, the arithmetic circuit 31 calculates a torque command value for causing the electric motor 42 to generate the torque currently generated in the electric motor 41 and the forward torque. . The motor drive circuit 34 is, for example, an inverter. The motor drive circuit 34 supplies electric power according to the torque command value from the arithmetic circuit 31 from the battery 38 to the electric motor 42. The rear wheels 3 rotate as the electric motors 41 and 42 supplied with electric power rotate.

  FIG. 8 is a flowchart showing the operation of controlling the electric motors 41 and 42 using the torque sensor 60.

  The processing of steps S101 to S104 shown in FIG. 8 is the same as the processing of steps S101 to S104 shown in FIG.

  In the example shown in FIG. 8, when it is determined in step S104 that the absolute value of the difference between the first torque value and the second torque value is equal to or greater than the predetermined value, the arithmetic operation circuit 31 proceeds to the process of step S115. In step S115, the arithmetic circuit 31 controls the electric motor 42, which is a sub motor, to generate the torque that is currently generated in the electric motor 41 and the torque in the forward direction.

  When the road surface load increases, the amount of twist of the drive shaft 56 increases, and the second torque value becomes larger than the first torque value by a predetermined value or more. In this case, the electric motor 42 is caused to generate a forward torque. By adding the torque generated by the electric motor 42 to the torque generated by the electric motor 41, the total torque is increased, and the change in the behavior of the vehicle can be suppressed.

  In the process of step S115, the torque command value for controlling the electric motor 41 may remain constant or may be increased. The control for increasing the torque command value according to the output signal of the torque sensor 60 in the present embodiment includes a mode in which only the torque command value of the electric motor 42 is changed while the torque command value of the electric motor 41 is kept constant. The control for increasing the torque command value includes control for increasing the sum of the torque command value for the electric motor 41 and the torque command value for the electric motor 42.

  In the present embodiment, the other is provided in the power transmission path between one of the electric motors 41 and 42 and the rear wheel 3. In the example shown in FIG. 6, the electric motor 41 is provided in the power transmission path between the electric motor 42 and the rear wheel 3. Both the torque generated by the electric motor 41 and the torque generated by the electric motor 42 can be transmitted to the same rear wheel 3. For example, the driving feeling of the occupant can be improved by controlling the torque generated in each of the electric motors 41 and 42 and setting the total torque transmitted to the rear wheels 3 to an appropriate value according to the road surface load. it can.

  Further, in the example shown in FIG. 6, the output shaft 45 of the electric motor 41 and the output shaft 46 of the electric motor 42 rotate about the same rotating shaft 47. Thereby, the torque generated by each of the electric motors 41 and 42 can be efficiently transmitted to the power transmission path.

  Next, the control for reducing the torque command value according to the output signal of the torque sensor 60 will be described.

  For example, when the road load decreases, the amount of twist of the drive shaft 56 decreases, and the second torque value becomes smaller than the first torque value. In this case, the change in the behavior of the vehicle can be suppressed by reducing the torque command value and the torque generated in the electric motor 41. Further, for example, when the slip amount of the rear wheel 3 increases, the twist amount of the drive shaft 56 decreases, and the second torque value becomes smaller than the first torque value. In this case, the behavior of the vehicle can be stabilized by reducing the torque command value to reduce the torque generated in the electric motor 41.

  FIG. 9 is a flowchart showing the operation of controlling the electric motor 41 using the torque sensor 60.

  The processing of steps S201 and S202 shown in FIG. 9 is the same as the processing of steps S101 and S102 shown in FIG. In the example shown in FIG. 9, in step S203, the arithmetic circuit 31 determines whether the second torque value is smaller than the first torque value.

  When the arithmetic circuit 31 determines that the second torque value is equal to or larger than the first torque value, the arithmetic circuit 31 returns to the process of step 201. When it is determined that the second torque value is smaller than the first torque value, the arithmetic circuit 31 determines whether or not the absolute value of the difference between the first torque value and the second torque value is a predetermined value or more (step S204). .

  When it is determined that the absolute value of the difference is less than the predetermined value, the process returns to step 201. When it is determined that the absolute value of the difference is equal to or greater than the predetermined value, the arithmetic operation circuit 31 reduces the torque command value (step S205).

  When the road load becomes smaller, the twist amount of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, a change in the behavior of the vehicle can be suppressed by reducing the torque command value to reduce the torque generated in the electric motor 41.

  While the vehicle is powered on (NO in step S206), control of electric motor 41 using torque sensor 60 is continued. If the vehicle is powered off (YES in step S206), the process ends.

  In the process of step S205, the torque command value may be zero. By changing the torque command value to zero and stopping the generation of the torque from the electric motor 41, it is possible to suppress the change in the behavior of the vehicle.

  Further, in the process of step S205, the torque command value may be a negative value. That is, it may be a torque command value for generating a torque in the opposite direction to the torque currently generated in the electric motor 41. By controlling the electric motor 41 by using the torque command value for generating the torque in the reverse direction and suppressing the forward rotation of the electric motor 41, the change in the behavior of the vehicle can be suppressed.

  Further, as the process of step S205, the regenerative control of the electric motor 41 may be performed. The change in the behavior of the vehicle can be suppressed by suppressing the forward rotation of the electric motor 41 by the regenerative control.

  Next, control using the electric motor 42 that is a sub motor will be described.

  FIG. 10 is a flowchart showing the operation of controlling the electric motors 41 and 42 using the torque sensor 60.

  The processing of steps S201 to S204 shown in FIG. 10 is the same as the processing of steps S201 to S204 shown in FIG.

  In the example shown in FIG. 10, when it is determined in step S204 that the absolute value of the difference between the first torque value and the second torque value is equal to or greater than the predetermined value, the arithmetic operation circuit 31 proceeds to the process of step S215. In step S215, the arithmetic operation circuit 31 controls the electric motor 42, which is a sub motor, to generate a torque in a direction opposite to the torque currently generated in the electric motor 41. The arithmetic circuit 31 calculates a torque command value for causing the electric motor 42 to generate a torque in a direction opposite to the torque currently generated in the electric motor 41. The electric motor 42 generates a torque in the reverse direction according to the torque command value calculated by the calculation circuit 31.

  When the road load becomes smaller, the amount of twist of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value by a predetermined value or more. In this case, the electric motor 42 is caused to generate torque in the opposite direction. By adding the reverse torque generated by the electric motor 42 to the forward torque generated by the electric motor 41, the total torque becomes small, and the change in the behavior of the vehicle can be suppressed.

  Further, under the condition where the braking force is desired to be generated, the braking force can be increased by causing the electric motor 42 to generate the torque in the opposite direction.

  In the process of step S215, the torque command value for controlling the electric motor 41 may remain constant or may be reduced. The control for reducing the torque command value according to the output signal of the torque sensor 60 in the present embodiment includes a mode in which only the torque command value of the electric motor 42 is changed while the torque command value of the electric motor 41 is kept constant. The control for reducing the torque command value includes control for reducing the total of the torque command value of the electric motor 41 and the torque command value of the electric motor 42.

  FIG. 11 is a diagram for explaining a change in the rotation speed of the electric motor 41 when the electric motor 42 generates a torque in the opposite direction. FIG. 11A shows the change in the rotation speed of the electric motor 41 when the reverse torque is not generated in the electric motor 42. FIG. 11B shows a change in the rotation speed of the electric motor 41 when the electric motor 42 generates a torque in the opposite direction. The vertical axis of FIGS. 11A and 11B represents torque and motor rotation speed, and the horizontal axis represents time. A broken line 81 indicates the first torque value. The solid line 82 indicates the second torque value. A solid line 83 indicates the motor rotation speed. The chain double-dashed line 84 indicates the torque in the opposite direction. The alternate long and short dash line 85 indicates the motor rotation speed when the torque 84 in the opposite direction is generated in the electric motor 42.

  In this example, the road surface load decreases at time t2. The second torque value 82 decreases as the road load decreases. As shown in FIG. 11A, the rotation speed 83 of the electric motor 41 increases as the road surface load decreases.

  In the present embodiment, as shown in FIG. 11B, when the second torque value 82 becomes small, the electric motor 42 is caused to generate the torque 84 in the reverse direction. As a result, the degree of increase in the rotation speed 85 of the electric motor 41 becomes gentle, and the change in the behavior of the vehicle also becomes gentle.

  The electric motorcycle 1 may execute both control for increasing the torque command value and control for decreasing the torque command value in accordance with the output signal of the torque sensor 60 described above.

  FIG. 12 is a flowchart showing a process for executing both control for increasing the torque command value and control for decreasing the torque command value.

  In the example shown in FIG. 12, in step S103, when the arithmetic circuit 31 determines that the second torque value is equal to or less than the first torque value, the processing proceeds to step S203. The arithmetic circuit 31 executes the processes of steps S203 and S204, and when it determines that the absolute value of the difference between the first torque value and the second torque value is equal to or greater than the predetermined value, it reduces the torque command value (step S205).

  When it is determined in step S103 that the second torque value is larger than the first torque value, the arithmetic operation circuit 31 proceeds to the process of step S104. If the absolute value of the difference between the first torque value and the second torque value is greater than or equal to the predetermined value, the arithmetic circuit 31 increases the torque command value (step S105).

  By executing both the control for increasing the torque command value and the control for decreasing the torque command value, it is possible to suppress the change in the behavior of the vehicle when the road load becomes large and when the road load becomes small. ..

  FIG. 13 is a flowchart showing another example of the processing for executing both the control for increasing the torque command value and the control for decreasing the torque command value.

  In the example shown in FIG. 13, when it is determined in step S104 that the absolute value of the difference between the first torque value and the second torque value is equal to or larger than the predetermined value, the arithmetic operation circuit 31 proceeds to the process of step S115. In step S115, the arithmetic operation circuit 31 controls the electric motor 42 to generate the torque that is currently generated in the electric motor 41 and the forward torque. When it is determined in step S204 that the absolute value of the difference between the first torque value and the second torque value is equal to or greater than the predetermined value, the arithmetic operation circuit 31 proceeds to the process of step S215. In step S215, the arithmetic operation circuit 31 controls the electric motor 42 so as to generate a torque in a direction opposite to the torque currently generated in the electric motor 41. This makes it possible to suppress changes in the behavior of the vehicle both when the road surface load increases and when the road surface load decreases.

  Next, another example of control for causing the electric motor 42 to generate torque in the reverse direction will be described.

  FIG. 14 is a diagram illustrating a change in the rotation speed of the electric motor 41 when the electric motor 42 generates a reverse torque. FIG. 14A shows the change in the rotation speed of the electric motor 41 when the reverse torque is not generated in the electric motor 42. FIG. 14B shows a change in the rotation speed of the electric motor 41 when the electric motor 42 is caused to generate a torque in the opposite direction. The vertical axis of FIGS. 14A and 14B represents torque and the number of motor revolutions, and the horizontal axis represents time. A solid line 91 indicates the torque generated by the electric motor 41. The dotted line 93 indicates the rotation speed of the electric motor 41. The chain double-dashed line 94 indicates the torque in the opposite direction generated by the electric motor 42. The alternate long and short dash line 95 indicates the rotation speed of the electric motor 41 when the torque 94 in the reverse direction is generated in the electric motor 42.

  When traveling on a slippery road surface, it may be easier to exert grip if the rear wheels 3 are rotated more slowly. In this case, control is performed to periodically switch on and off of the torque generated by the electric motor 41 so that the increase and decrease of the motor rotation speed are periodically switched. However, as shown by the dotted line 93 in FIG. 14A, the motor rotation speed may not decrease at the timing when it should decrease. In the present embodiment, as shown in FIG. 14B, the electric motor 42 is caused to generate a torque 94 in the reverse direction at the timing when the torque generated by the electric motor 41 is turned off. As a result, as indicated by the alternate long and short dash line 95, the motor rotation speed can be decreased at the timing when it should be decreased, and the grip of the rear wheel 3 can be facilitated.

  The exemplary embodiments of the present invention have been described above.

  The electric two-wheeled vehicle 1 according to the embodiment includes at least one electric motor 41 that generates a torque according to the electric power supplied from the battery 38, and a rear wheel 3 to which the torque generated by the at least one electric motor 41 is transmitted. , A drive shaft 56 provided in a power transmission path between at least one electric motor 41 and the rear wheel 3 and used for transmitting torque to the rear wheel 3, and provided on the drive shaft 56 and hung on the drive shaft 56. A torque sensor 60 that outputs a signal according to the torque, an accelerator operator 37 that receives an operation from the occupant and outputs a signal according to the operation of the occupant, an output signal of the torque sensor 60, and an output signal of the accelerator operator 37. And a controller 30 that controls the operation of at least one electric motor 41 by using the calculated torque command value.

  In torque control of the electric motor using the rotation speed of the electric motor or the rotation speed of the wheels, changes in those rotation speeds are detected. In order to detect the change in the rotation speed, the electric motor or the wheels need to rotate by a certain amount or more, and thus it takes time to detect. Therefore, the occupant may feel a delay in the control response.

  In this embodiment, the torque command value of the electric motor 41 is corrected according to the torque applied to the drive shaft 56. The correction of the torque command value can be started when the torque applied to the drive shaft 56 changes, that is, when the amount of twist of the drive shaft 56 changes. Since it is not necessary to wait until the electric motor or the wheels rotate by a certain amount or more, the control can be executed early. As a result, the driving feeling of the occupant can be improved.

  In one embodiment, the control device 30 changes the torque command value according to the magnitude relationship between the first torque value obtained from the torque command value and the second torque value obtained from the output signal of the torque sensor 60. Good.

  By comparing the first torque value that is the target value and the second torque value that is the actual detected value, the torque command value can be changed to an appropriate value. For example, when the road surface load increases, the twist amount of the drive shaft 56 increases, and the second torque value becomes larger than the first torque value. Further, for example, when the road surface load decreases, the amount of twist of the drive shaft 56 decreases, and the second torque value becomes smaller than the first torque value. By changing the torque command value according to the magnitude relationship between the first torque value and the second torque value, it is possible to generate an appropriate torque in the electric motor 41.

  In one embodiment, control device 30 does not have to change the torque command value when the absolute value of the difference between the first torque value and the second torque value is less than the predetermined value.

  When the absolute value of the difference between the first torque value and the second torque value is small, the torque command value is not changed, so that the torque generated in the electric motor 41 can be prevented from changing unnecessarily.

  In one embodiment, control device 30 may change the torque command value when the absolute value of the difference between the first torque value and the second torque value is equal to or greater than a predetermined value.

  When the absolute value of the difference between the first torque value and the second torque value is large, the torque command value is changed to generate an appropriate torque according to the road surface load.

  In one embodiment, when the absolute value of the difference between the first torque value and the second torque value is greater than or equal to a predetermined value, the control device 30 controls the torque command value even if the output signal of the accelerator operator 37 is constant. May be changed.

  When the occupant tries to maintain the current operating state of the vehicle, the occupant maintains the operation amount of the accelerator operator 37 constant. In such a state, if the behavior of the vehicle changes due to the road surface load, the occupant may feel uncomfortable. By changing the torque command value according to the difference between the first torque value and the second torque value, it is possible to suppress the change in the behavior of the vehicle due to the road surface load. As a result, the driving feeling of the occupant can be improved.

  In an embodiment, the torque sensor 60 may output a signal according to the twist of the drive shaft 56.

  The correction of the torque command value can be started when the twist amount of the drive shaft 56 changes. Since it is not necessary to wait until the electric motor or the wheels rotate by a certain amount or more, the control can be executed early. As a result, the driving feeling of the occupant can be improved.

  In one embodiment, the control device 30 may increase the torque command value when the second torque value is larger than the first torque value.

  When the road surface load increases, the twist amount of the drive shaft 56 increases, and the second torque value becomes larger than the first torque value. In this case, it is possible to suppress the change in the behavior of the vehicle by increasing the torque command value and increasing the torque generated in the electric motor 41.

  In one embodiment, an electric motor 41 and an electric motor 42 are provided as at least one electric motor, and the electric motor 41 changes the torque used for traveling of the electric motorcycle 1 according to the torque command value calculated by the control device 30. If the second torque value is larger than the first torque value, the control device 30 causes the electric motor 42 to generate the torque currently generated in the electric motor 41 and the forward torque. And the electric motor 42 may generate a forward torque according to the torque command value calculated by the control device 30.

  When the road surface load increases, the twist amount of the drive shaft 56 increases, and the second torque value becomes larger than the first torque value. In this case, the electric motor 42 is caused to generate a forward torque. By adding the torque generated by the electric motor 42 to the torque generated by the electric motor 41, the total torque is increased, and the change in the behavior of the vehicle can be suppressed.

  In one embodiment, control device 30 may decrease the torque command value when the second torque value is smaller than the first torque value.

  When the road load becomes smaller, the twist amount of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, a change in the behavior of the vehicle can be suppressed by reducing the torque command value to reduce the torque generated in the electric motor 41.

  In one embodiment, the control device 30 may set the torque command value to zero when the second torque value is smaller than the first torque value.

  When the road load becomes smaller, the twist amount of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the change in the behavior of the vehicle can be suppressed by setting the torque command value to zero and stopping the generation of the torque from the electric motor 41.

  In one embodiment, when the second torque value is smaller than the first torque value, control device 30 sets a torque command value for generating a torque in a direction opposite to the torque currently generated in electric motor 41. May be generated.

  When the road load becomes smaller, the twist amount of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the electric motor 41 is controlled by using the torque command value for generating the torque in the reverse direction, and the forward rotation of the electric motor 41 is suppressed to suppress the change in the behavior of the vehicle. it can.

  In one embodiment, control device 30 may perform regenerative control of electric motor 41 when the second torque value is smaller than the first torque value.

  When the road load becomes smaller, the twist amount of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the change in the behavior of the vehicle can be suppressed by suppressing the forward rotation of the electric motor 41 by the regenerative control.

  In one embodiment, an electric motor 41 and an electric motor 42 are provided as at least one electric motor, and the electric motor 41 changes the torque used for traveling of the electric motorcycle 1 according to the torque command value calculated by the control device 30. If the second torque value is smaller than the first torque value, the control device 30 causes the electric motor 42 to generate a torque command value for causing the electric motor 42 to generate a torque in a direction opposite to the torque currently generated in the electric motor 41. And the electric motor 42 may generate torque in the opposite direction according to the torque command value calculated by the control device 30.

  When the road load becomes smaller, the twist amount of the drive shaft 56 becomes smaller, and the second torque value becomes smaller than the first torque value. In this case, the electric motor 42 is caused to generate torque in the opposite direction. By adding the reverse torque generated by the electric motor 42 to the forward torque generated by the electric motor 41, the total torque is reduced, and the change in the behavior of the vehicle can be suppressed.

  Further, under the condition where the braking force is desired to be generated, the braking force can be increased by causing the electric motor 42 to generate the torque in the opposite direction.

  The electric motorcycle 1 according to the embodiment of the present invention includes electric motors 41 and 42 that generate torque according to electric power supplied from the battery 38, and rear wheels 3 to which torque generated by the electric motors 41 and 42 is transmitted. And a control device 30 for controlling the operation of the electric motors 41 and 42, and the other electric motor is provided in the power transmission path between one of the electric motors 41 and 42 and the rear wheel 3. Has been.

  The other electric motor is provided in the power transmission path between one of the electric motors 41 and 42 and the rear wheel 3. Thereby, both the torque generated by the electric motor 41 and the torque generated by the electric motor 42 can be transmitted to the same rear wheel 3. For example, the driving feeling of the occupant can be improved by controlling the torque generated in each of the electric motors 41 and 42 and setting the total torque transmitted to the rear wheels 3 to an appropriate value according to the road surface load. it can.

  In one embodiment, the output shaft of the electric motor 41 and the output shaft of the electric motor 42 may be arranged coaxially.

  Thereby, the torque generated by each of the electric motors 41 and 42 can be efficiently transmitted to the power transmission path.

  In one embodiment, the control device 30 controls the electric motor 41 to generate torque, and under the first condition, controls the electric motor 41 to generate torque that is generated in the electric motor 41 and torque in the forward direction. You may go.

  Under the condition that the torque transmitted to the rear wheels 3 is desired to be increased, the forward torque is generated in the electric motor 42, whereby the total torque transmitted to the rear wheels 3 can be increased. For example, when the road load becomes large, the total torque transmitted to the rear wheels 3 can be increased by generating the forward torque in the electric motor 42, and the change in the behavior of the vehicle is suppressed. be able to.

  In one embodiment, the control device 30 controls the electric motor 41 to generate a torque, and causes the electric motor 42 to generate a torque in a direction opposite to the torque generated in the electric motor 41 under the second condition. You may control.

  Under the condition that the torque transmitted to the rear wheel 3 is desired to be reduced, the total torque transmitted to the rear wheel 3 can be reduced by causing the electric motor 42 to generate the torque in the opposite direction. For example, when the road load becomes small, the total torque transmitted to the rear wheels 3 can be made small by causing the electric motor 42 to generate a torque in the opposite direction, and a change in the behavior of the vehicle is suppressed. be able to. Further, under the condition where the braking force is desired to be generated, the braking force can be increased by causing the electric motor 42 to generate the torque in the opposite direction.

  In one embodiment, the electric motorcycle 1 may be the saddle type electric motorcycle 1.

  By generating an appropriate torque according to the load variation on the road surface, the driving feeling of the saddle type electric motorcycle 1 can be improved.

  In one embodiment, the electric motorcycle 1 may be an electric motorcycle.

  By generating an appropriate torque according to the load variation on the road surface, the driving feeling of the electric motorcycle can be improved.

  The embodiments of the present invention have been described above. The above description of embodiments is illustrative of the present invention and not limiting. Further, an embodiment in which the respective constituent elements described in the above embodiment are appropriately combined is also possible. The present invention can be modified, replaced, added, omitted, etc. within the scope of claims or equivalents thereof.

  The invention is particularly useful in the field of electric vehicles.

  1: Electric two-wheeled vehicle (electric vehicle), 2: Front wheel, 3: Rear wheel (driving wheel), 4: Front fork, 5: Steering shaft, 6: Steering handle, 7: Grip, 8: Rear arm, 9: Rear suspension, 10: Body frame, 11: Battery storage case, 12: Frame front part, 13: Head pipe, 14: Motor case, 15: Pivot support member, 16: Seat, 17: Seat frame, 18: Stay, 19: Pivot shaft , 20: drive unit, 30: control device, 31: arithmetic circuit, 32: memory, 33, 34: motor drive circuit, 37: accelerator operator, 38: battery, 41, 42: electric motor, 43, 44: motor Rotation sensor, 45, 46: Output shaft of electric motor, 47: Rotation shaft, 49: Speed sensor, 50: Reduction mechanism, 51, 52, 53, 54: Gear, 55: Transmission shaft, 56: Drive shaft (rotation shaft) ), 57: case, 60: torque sensor, 71: drive sprocket, 72: driven sprocket, 73: chain, 81: first torque value, 82: second torque value, 83, 85: motor speed, 84: reverse Direction torque, 91: Torque, 93, 95: Motor rotation speed, 94: Reverse direction torque

Claims (19)

At least one electric motor that generates torque according to electric power supplied from a battery;
Drive wheels to which torque generated by the at least one electric motor is transmitted;
A rotary shaft that is provided in a power transmission path between the at least one electric motor and the drive wheels and is used for transmitting the torque to the drive wheels;
A torque sensor that is provided on the rotating shaft and outputs a signal according to the torque applied to the rotating shaft;
An accelerator operator that receives an operation from an occupant and outputs a signal according to the operation of the occupant,
A control device that calculates a torque command value according to the output signal of the torque sensor and the output signal of the accelerator operator, and controls the operation of the at least one electric motor using the calculated torque command value,
An electric vehicle comprising:   The control device changes the torque command value according to a magnitude relationship between a first torque value obtained from the torque command value and a second torque value obtained from an output signal of the torque sensor. The electric vehicle described in.   The electric vehicle according to claim 2, wherein the control device does not change the torque command value when the absolute value of the difference between the first torque value and the second torque value is less than a predetermined value.   The electric vehicle according to claim 2 or 3, wherein the control device changes the torque command value when an absolute value of a difference between the first torque value and the second torque value is equal to or larger than a predetermined value.   When the absolute value of the difference between the first torque value and the second torque value is greater than or equal to a predetermined value, the control device changes the torque command value even if the output signal of the accelerator operator is constant. The electric vehicle according to any one of claims 2 to 4.   The electric vehicle according to any one of claims 1 to 5, wherein the torque sensor outputs a signal according to a twist of the rotating shaft.   The electric vehicle according to claim 2, wherein the control device increases the torque command value when the second torque value is larger than the first torque value. A first electric motor and a second electric motor as the at least one electric motor,
The first electric motor generates torque used for traveling of the electric vehicle according to a torque command value calculated by the control device,
When the second torque value is larger than the first torque value, the control device causes the second electric motor to generate a torque that is currently generated in the first electric motor and a forward torque. Calculate the torque command value,
The electric vehicle according to claim 2, wherein the second electric motor generates the forward torque according to a torque command value calculated by the control device.   The electric vehicle according to claim 2, wherein the control device reduces the torque command value when the second torque value is smaller than the first torque value.   The electric vehicle according to claim 2, wherein the control device sets the torque command value to zero when the second torque value is smaller than the first torque value.   When the second torque value is smaller than the first torque value, the control device generates a torque command value for generating a torque in a direction opposite to the torque currently generated in the electric motor, The electric vehicle according to any one of claims 2 to 8.   The electric vehicle according to claim 2, wherein the control device performs regenerative control of the electric motor when the second torque value is smaller than the first torque value. A first electric motor and a second electric motor as the at least one electric motor,
The first electric motor generates torque used for traveling of the electric vehicle according to a torque command value calculated by the control device,
When the second torque value is smaller than the first torque value, the control device causes the second electric motor to generate a torque in a direction opposite to the torque that is currently generated in the first electric motor. Calculate the torque command value,
The electric vehicle according to claim 2, wherein the second electric motor generates the torque in the reverse direction according to a torque command value calculated by the control device. A first electric motor and a second electric motor that generate torque according to the electric power supplied from the battery;
Drive wheels to which the torque generated by the first and second electric motors is transmitted,
A control device for controlling the operations of the first and second electric motors;
Equipped with
An electric vehicle in which the other electric motor is provided in a power transmission path between one of the first and second electric motors and the drive wheel.   The electric vehicle according to claim 14, wherein the output shaft of the first electric motor and the output shaft of the second electric motor are arranged coaxially. The control device is
Performing control to generate torque in the first electric motor,
The electric vehicle according to claim 14 or 15, wherein under the first condition, control is performed to cause the second electric motor to generate the torque generated in the first electric motor and the forward torque. The control device is
Controlling the first electric motor to generate torque,
The electric vehicle according to any one of claims 14 to 16, wherein under the second condition, control is performed to cause the second electric motor to generate a torque in a direction opposite to the torque generated in the first electric motor.   The electric vehicle according to any one of claims 1 to 17, wherein the electric vehicle is a straddle-type electric vehicle.   The electric vehicle according to any one of claims 1 to 18, wherein the electric vehicle is an electric motorcycle.

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