TWI689431B - Electric vehicle control device, electric vehicle control method, electric vehicle control program, and electric vehicle - Google Patents

Abstract

The electric vehicle control device includes: an accepting part that receives a plurality of signals output from a plurality of sensors, where the sensors are provided corresponding to the phases of the motor of the electric vehicle; the control part, according to the acceptance part The combination of the received multiple signals to grasp the rotor stage; the judging part, according to the rotor stage, determines whether it is in a swing state; the calculation part, when it has been determined to be in a swing state, according to the elapsed time after the determination part is determined to be in a swing state Time, the instantaneous rotation speed of the motor is calculated; and, the drive unit drives the motor based on the instantaneous rotation speed calculated by the calculation unit.

Description

Electric vehicle control device, electric vehicle control method, electric vehicle control program, and electric vehicle Field of invention

The invention relates to an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle.

Background technique

There is known an electric vehicle such as an electric two-wheeled vehicle (two-wheeled EV) using a motor as a power source (refer to Patent Document 1). In electric vehicles, when the gear is fixed, the required torque can also be obtained from the low-turn zone to the high-turn zone. To this end, an electric vehicle without a clutch is being reviewed.

In addition, Patent Document 2 describes a motor control device for controlling the energization timing of the motor based on the sensor signal of the rotor inductor for the purpose of improving the accuracy of energization control of the stator coil of the motor.

Advanced technical literature Patent Literature

Patent Document 1: Japanese Patent Laid-Open Publication No. 2013-248971

Patent Document 2: Japanese Patent Laid-Open Publication No. 2012-60705

Summary of the invention

The control device (ECU, etc.) of the electric vehicle calculates the rotation speed of the motor based on the signal output from the sensor such as the Hall element. In addition, the inductor is provided for each phase (U phase, V phase, W phase) of the motor.

In a state in which the wheel rotates forward and backward in reverse (hereinafter, it may also be simply referred to as "hunting state"), there is a case where a signal is output from the sensor. In such a situation, the control device may mistakenly believe that the vehicle is moving and perform motor control. For example, when climbing a hill, the thrust and gravity acting on the vehicle are in opposition to each other, and when falling into a swing state, the control device will consider the vehicle to move, and as a result, there may be the following situations, that is, even when the user increases the accelerator operation amount , Will not increase the motor torque.

Here, the object of the present invention is to provide an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle, which can perform appropriate motor control even if it is stuck in a swing state.

The electric vehicle control device of the present invention is characterized by comprising: a receiving section which receives a plurality of signals output from a plurality of sensors corresponding to the phases of the motor that rotates the wheels of the electric vehicle Setup; the control section, based on the combination of the plurality of signals to grasp the rotor stage; the determination section, based on the rotor stage, determines whether it is in a swing state; the calculation section, when it has been determined to be in the aforementioned swing state, according to The determination unit determines that the elapsed time after being in the swing state calculates the instantaneous rotation speed of the motor; and the drive unit drives the motor based on the instantaneous rotation speed calculated by the calculation unit.

In addition, in the electric vehicle control device, the control section may determine the rotor stage number, and as the rotor stage, the determination unit may determine that the rotor stage number is in a swing state when the rotor stage number is not the same as the order.

In addition, in the electric vehicle control device, the calculation unit may be configured such that when the calculation unit is determined to be in the swing state, based on the elapsed time and the latest signal received by the reception unit and the signal preceding the signal Between the nearest signal intervals, the instantaneous speed of the aforementioned motor is calculated.

In addition, in the electric vehicle control device, the calculation unit may be configured to calculate the instantaneous rotation speed via equations (1) and (2); n=60000/(T×Np)... (1)

T=△t+te (2) Here, n is the aforementioned instantaneous speed [rpm], T is the time for one revolution of the motor [mSec], and Np is the number of pulses output during the one revolution of the motor Value, △t is the aforementioned latest signal interval, te is the aforementioned time.

Furthermore, in the aforementioned electric vehicle control device, the index of the time T for one revolution of the motor may be greater than 1.

Furthermore, in the electric vehicle control device, when the calculation unit is determined not to be in the swinging state, the calculation unit may be based on the latest signal received by the reception unit and the latest signal between the previous signal of the signal At intervals, the instantaneous rotational speed of the aforementioned motor is calculated.

The electric vehicle of the present invention is characterized by including the electric vehicle control device of the present invention.

Furthermore, in the electric vehicle, the wheel and the motor may be mechanically connected without a clutch.

The electric vehicle control method of the present invention includes the following steps: according to the combination of a plurality of signals output by a plurality of sensors, grasp the rotor stage, wherein the sensors correspond to the phases of the motor that rotates the wheels of the electric vehicle Setup; based on the rotor stage, determine whether it is in a swing state; when it has been determined as in the swing state, calculate the instantaneous speed of the motor based on the elapsed time since it has been determined as in the swing state; and The calculated instantaneous rotation speed drives the aforementioned motor.

The electric vehicle control program of the present invention is characterized by The computer performs the following steps: according to the combination of the multiple signals output by the multiple sensors, grasp the rotor stage, where the sensors are set corresponding to the phases of the motor that rotates the wheels of the electric vehicle; according to the foregoing rotor stage, Determining whether it is in a swinging state; when it has been determined to be in the swinging state, calculating the instantaneous speed of the motor based on the elapsed time since it has been determined to be in the swinging state; and driving the foregoing based on the calculated instantaneous speed motor.

In the present invention, the control section grasps the rotor stage, the determination unit determines whether it is in a swing state based on the rotor stage, and the calculation unit calculates the instantaneous rotation speed of the motor based on the elapsed time. Next, the drive unit drives the motor based on the instantaneous rotation speed calculated by the calculation unit. Thus, according to the present invention, even if it falls into a swing state, proper motor control can be performed.

1: Electric vehicle control device

2: battery

3: motor

4: Angle sensor

4u: U-phase angle sensor

4v: V-phase angle sensor

4w: W phase angle sensor

5: accelerator position sensor

6: auxiliary switch

7: Meter

8: Wheel

10: Control Department

11: Reception Department

12: Department in charge

13: Judgment Department

14: Calculation Department

15: Drive Department

20: Memory Department

30: Power Conversion Department

100: electric vehicle

E1, E2, E3, E4: rising edge

FIG. 1 is a diagram showing a schematic configuration of an electric vehicle 100 according to an embodiment of the present invention.

FIG. 2 is a diagram showing the schematic configuration of the power conversion unit 30 and the motor 3.

FIG. 3 is a diagram showing the magnet provided in the rotor of the motor 3 and the angle sensor 4.

4 is a diagram showing the relationship between the rotor angle and the output of the angle sensor.

FIG. 5 is a functional block diagram of the control unit 10 of the electric vehicle control device 1.

Fig. 6 is a diagram for explaining changes in the rotation speed and the rotation period of the embodiment.

FIG. 7 is a diagram showing the time change of the rotor stage number in a state where the wheel is normally rotating forward.

FIG. 8 is a diagram showing an example of the time change of the rotor stage number in the swing state.

9 is a flowchart for explaining an example of an electric vehicle control method according to an embodiment.

Forms for carrying out the invention

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

(First embodiment)

First, referring to FIG. 1, an electric vehicle 100 according to an embodiment will be described.

The electric vehicle 100 is a vehicle that uses electric power supplied from a battery to drive a motor to move forward or backward. In this embodiment, the electric vehicle 100 is an electric two-wheeled vehicle such as an electric locomotive. More specifically, the electric vehicle 100 is a clutchless electric two-wheeled vehicle, and the motor and the wheels are mechanically connected without a clutch. In addition, the electric vehicle of the present invention is not limited to this, and may be, for example, a four-wheeled vehicle.

As shown in FIG. 1, the electric vehicle 100 includes an electric vehicle control device 1, a battery 2, a motor 3, an angle sensor 4, an accelerator position sensor 5, an auxiliary switch 6, a meter 7, and wheels 8.

In the following, each component of the electric two-wheeled vehicle 100 is given To elaborate.

The electric vehicle control device 1 is a device that controls the electric vehicle 100 and includes a control unit 10, a memory unit 20, and a power conversion unit 30. In addition, the electric vehicle control device 1 may be configured as an ECU (Electronic Control Unit) that controls the entire electric vehicle 100. Next, each component of the electric vehicle control device 1 will be described in detail.

The control unit 10 inputs information from various devices connected to the electric vehicle control device 1. Specifically, the control unit 10 receives various signals output from the BMU of the battery 2, the angle sensor 4, the accelerator position sensor 5, and the auxiliary switch 6. The control unit 10 outputs a signal displayed on the meter 7. In addition, the control unit 10 drives and controls the motor 3 by the power conversion unit 30. The content of the control unit 10 will be described in detail later.

The memory unit 20 is used to memorize information used by the control unit 10 or a program for actuating the control unit 10. The memory section 20 is, for example, a non-volatile semiconductor memory, but it is not limited thereto.

The power conversion unit 30 converts the DC power of the battery 2 into AC power and supplies it to the motor 3. As shown in FIG. 2, the power conversion unit 30 is composed of a three-phase full-bridge circuit. The semiconductor switches Q1, Q3, and Q5 are high-side switches, and the semiconductor switches Q2, Q4, and Q6 are low-side switches. The control terminals of the semiconductor switches Q1 to Q6 are electrically connected to the control unit 10. A smoothing capacitor C is provided between the power terminal 30a and the power terminal 30b. The semiconductor switches Q1 to Q6 are, for example, MOSFETs or IGBTs.

Semiconductor switch Q1, as shown in Figure 2, is connected There is a power supply terminal 30 a of the positive electrode of the battery 2 and the input terminal 3 a of the motor 3. Similarly, the semiconductor switch Q3 is connected between the power supply terminal 30a and the input terminal 3b of the motor 3. The semiconductor switch Q5 is connected between the power supply terminal 30a and the input terminal 3c of the motor 3.

The semiconductor switch Q2 is connected between the input terminal 3a of the motor 3 and the power supply terminal 30b to which the negative electrode of the battery 2 is connected. Similarly, the semiconductor switch Q4 is connected between the input terminal 3b of the motor 3 and the power supply terminal 30b. The semiconductor switch Q6 is connected between the input terminal 3c of the motor 3 and the power supply terminal 30b. The input terminal 3a is a U-phase input terminal, the input terminal 3b is a V-phase input terminal, and the input terminal 3c is a W-phase input terminal.

The battery 2 supplies electric power to the motor 3 that rotates the vehicle 8 of the electric vehicle 100. More specifically, the battery 2 supplies DC power to the power conversion unit 30. The battery 2 includes a battery management unit (BMU). The battery management unit transmits information related to the voltage of the battery 2 or the state (charging rate, etc.) of the battery 2 to the control unit 10.

In addition, the number of batteries 2 is not limited to one, but may be plural. The battery 2 is, for example, a lithium ion battery, but it may be another type of battery. The battery 2 may also be composed of batteries of different types (for example, lithium ion batteries and lead batteries).

The motor 3 is a three-phase AC motor driven by AC power supplied by the power conversion unit 30. The motor 3 is mechanically connected to the wheel 8 and rotates the wheel 8 in a desired direction. In this embodiment, the motor 3 is mechanically connected to the wheel 8 without a clutch. In addition, the type of the motor 3 is not particularly limited.

The angle sensor 4 is a sensor that detects the rotation angle of the rotor of the motor 3. As shown in FIG. 3, N-pole and S-pole magnets (inductor magnets) are alternately mounted on the circumferential surface of the rotor of the motor 3. The angle sensor 4 is constituted by a Hall element, for example, and detects a change in the magnetic field with the rotation of the motor 3. Alternatively, the magnet may be provided inside the flywheel (not shown in the figure).

As shown in FIG. 3, the angle sensor 4 has a U-phase angle sensor 4u, a V-phase angle sensor 4v, and a W-phase angle sensor 4w. In this embodiment, the U-phase angle sensor 4u and the V-phase angle sensor 4v are arranged to form an angle of 30° with respect to the rotor of the motor 3. Similarly, the V-phase angle sensor 4v and the W-phase angle sensor 4w are arranged to form an angle of 30° with respect to the rotor of the motor 3.

As shown in FIG. 4, the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w output pulse signals corresponding to the phase of the rotor angle (angle position). In the interval between the rising edges (or falling edges) of two consecutive pulse signals, the higher the rotation speed of the motor 3 (wheel 8), the smaller.

In addition, as shown in FIG. 4, a rotor stage number (rotor stage number) is assigned for each predetermined rotor angle. The rotor stage indicates the angular position of the rotor of the motor 3, and in this embodiment, the rotor stage numbers 1, 2, 3, 4, 5, 6 are assigned every 60° in electrical angle. The rotor stage is defined by the combination of the output signal level (H level or L level) of the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w. For example, the rotor stage number 1 is (U phase, V phase, W phase) = (H, L, H), and the rotor stage number 2 is (U phase, V phase, W phase) = (H, L, L).

In addition, the rotor stage, as described above, is not limited to Words) can also be displayed by letters (such as a, b, c, d, e, f) or by predetermined symbols. Also, in the rotor stage, identification information such as numbers or characters can be assigned to every angle other than 60°.

The angular position sensor 5 detects the accelerator operation amount set by the user's accelerator operation, and sends it to the control unit 10 as an electrical signal. When the user wants to accelerate, the accelerator operation amount becomes larger, and when the user wants to decelerate, the accelerator operation amount becomes smaller. That is, the accelerator operation amount is equivalent to the degree of opening of the throttle valve in the vehicle that uses the internal combustion engine as the driving source.

The auxiliary switch 6 is a switch that is operated when a user requests assistance of the electric vehicle 100. The auxiliary switch 6 sends an auxiliary request signal to the control unit 10 by user operation. In this embodiment, the auxiliary request signal is output from the auxiliary switch 6 while the user presses the auxiliary switch 6 (that is, during the user's desired assistance).

The meter (display unit) 7 is a display (for example, a liquid crystal panel) provided in the electric vehicle 100 and displays various kinds of information. Specifically, information such as the running speed of the electric vehicle 100, the remaining amount of the battery 2, the current time, and the walking distance are displayed on the meter 7. In this embodiment, the meter 7 is provided on the steering wheel of an electric motorcycle (not shown in the figure).

Next, the control unit 10 of the electric vehicle control device 1 will be described in detail.

As shown in FIG. 5, the control unit 10 includes a receiving unit 11 that receives the signal output from the angle sensor 4, a control unit 12 that grasps the rotor stage, a determination unit 13 that determines whether it is in a swing state, and calculates the moment of the motor 3 The calculation unit 14 of the hour rotation speed and the drive unit 15 of the drive motor 3. In addition, the processing in each part of the control part 10 can be implemented by software (program).

The receiving section 11 receives a plurality of signals output from a plurality of sensors 4u, 4v, 4w, wherein the sensors 4u, 4v, 4w are provided corresponding to the phases of the motor 3. In this embodiment, the receiving unit 11 receives the rising edge of the pulse signal output from the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w. In addition, the receiving unit 11 may receive the falling edge of the pulse signal.

The control unit 12 grasps the rotor stage based on the combination of a plurality of signals received by the reception unit 11. In this embodiment, the control section 12 grasps the rotor stage number based on the combination of signal levels output from the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w. For example, when the combination of signal levels is (U phase, V phase, W phase)=(H, L, L), the control section 12 grasps the rotor stage number as "2".

The determination unit 13 determines whether it is in a swing state based on the rotor stage grasped by the control unit 12. Specifically, when the rotor stage number is not the same as the sequence, the determination unit 13 determines that it is in a swing state. In the present embodiment, the meaning of the rotor stage and the sequence are as follows: the rotor stage number is 1→2→3→4→5→6→1→... (in the case of forward rotation), or 6→5→4→ 3→2→1→6→... (reverse situation) to change. The graph of FIG. 7 shows the time transition of the rotor stage number in the state where the wheel 8 is normally rotating forward. On the other hand, as shown in FIG. 8, when the rotor stage number increases and decreases repeatedly like 3→4→5→4→3→4→5‧‧‧, it means that it is in a swing state

The calculation unit 14 calculates the instantaneous rotation speed of the motor 3 based on the elapsed time after the determination unit 13 determines that it is in the swing state. The elapsed time is the time indicated by time te in FIG. 6.

More specifically, when it is determined that the calculation unit 14 is in the swing state, the instantaneous rotation speed of the motor 3 is calculated based on the elapsed time and the latest signal interval. Here, the "recent signal interval" refers to the signal (the latest signal, the first signal) that the receiving unit 11 has just received from the angle sensor 4 and the signal received by the receiving unit 11 before the signal (the second Signal). In FIG. 6, the interval Δt between the time t3 at which the rising edge E3 has been received and the time t4 at which the rising edge E4 has been received is the most recent signal interval. The latest signal interval is obtained by using the signals output from the U-phase angle sensor 4u, the V-phase angle sensor 4v, or the W-phase angle sensor 4w. In FIG. 6, the rising edge E2 is a signal received before the rising edge E3, and the rising edge E1 is a signal received before the rising edge E2.

In addition, the nearest signal interval can also be obtained based on the signals output from a plurality of angle sensors. At this time, the first signal is the signal output from the V-phase angle sensor 4v (the first angle sensor), the V-phase angle sensor 4v is set corresponding to the first phase of the motor 3, and the second signal is from U The signal output by the phase angle sensor 4u (second angle sensor) is provided for the second phase of the motor 3 that is different from the first phase. When the first phase is the V phase and the second phase is the U phase, the interval between the first signal and the second signal is equivalent to 1/3 rotation (120° rotation) of the motor 3. For this purpose, for example, a value three times the interval is used as the Δt value of Equation (2) described later.

In the present embodiment, the calculation unit 14 calculates the instantaneous rotation speed via equation (1) and equation (2).

n=60000/(T×Np)…(1)

T=△t+te... (2) Here, n is the instantaneous speed [rpm], T is the time for one revolution of the motor 3 [mSec], and Np is the value showing the number of pulses output between one revolution of the motor 3 , △t is the most recent signal interval, te is the elapsed time. Np is the value of the number of poles connected to the motor 3.

As can be seen from equations (1) and (2), the instantaneous rotation speed calculated by the calculation unit 14 becomes smaller as the elapsed time becomes longer. That is, when the borrowing determination unit 13 determines that it is in the swing state, as shown in FIG. 6, the instantaneous rotation speed is inversely proportional to the elapsed time, and decreases rapidly.

In addition, in order to increase the reduction speed of the instantaneous rotation speed, the index of the time T in the equation (1) may be greater than 1. At this time, equation (1) becomes as shown in equation (3).

n=60000/(T ^α ×Np)... (3) Here, α is a number greater than 1.

In addition, in equation (2), a predetermined reference time may be used instead of the latest signal interval Δt. At this time, equation (2) becomes equation (4).

T=Tc+to... (4) Here, Tc is the reference time.

For the reference time, for example, the average value of the signal interval can also be used. The average time figure is a predetermined number since the most recent signal interval. Taking the example of Fig. 6 as the predetermined number is 3 hours, let the average time of time (t2-t1), time (t3-t2) and time (t4-t3: nearest signal interval) be Is the base time.

When it is determined that it is not in the swinging state, the calculation unit 14 calculates the instantaneous rotation speed of the motor 3 based on the latest signal interval. That is, in equations (1) and (2), the elapsed time te is set to 0, and the instantaneous rotation speed is calculated.

The drive unit 15 sends control signals to the semiconductor switches Q1 to Q6 of the power conversion unit 30. More specifically, the drive unit 15 generates a PWM signal having a power-on sequence and a duty ratio calculated based on the target torque, and outputs it to the semiconductor switches Q1 to Q6. By this, the motor 3 is driven to generate the target torque. The drive unit 15 drives the motor 3 based on the instantaneous rotational speed calculated by the calculation unit 14. For example, when the accelerator operation amount is large, the drive unit 15 controls the power conversion unit 30 when the instantaneous rotation speed calculated by the calculation unit 14 is low, so that the current supplied from the power conversion unit 30 to the motor 3 becomes large.

As described above, in the electric vehicle control device 1 of the present embodiment, the governing unit 12 grasps the rotor stage, the determination unit 13 determines whether it is in a swing state based on the rotor stage, and the calculation unit 14 calculates the instantaneous rotation speed of the motor based on the elapsed time. The drive unit 15 drives the motor based on the instantaneous rotation speed calculated by the calculation unit 14. When the electric vehicle 100 is already in a swing state, the instantaneous rotation speed calculated by the calculation unit 14 gradually decreases as the elapsed time increases, and as a result, the rotation speed used for motor control and the actual rotation speed become consistent. Therefore, according to the present embodiment, even if it is stuck in the swing state, proper motor control can be performed.

<Electric vehicle control method>

Next, an example of the electric vehicle control method of this embodiment will be described with reference to the flowchart of FIG. 9.

First, the receiving unit 11 determines whether a signal has been received from the angle sensor 4 (step S11). More specifically, when the rising edge signal has been received from the U-phase angle sensor 4u, the V-phase angle sensor 4v, or the W-phase angle sensor 4w, go to step S12.

Next, the control section 12 grasps the rotor stage based on the combination of signals output from the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w (step S12).

Next, the determination unit 13 determines whether or not it is in a swing state based on the rotor stage grasped in step S12 (step S13). Next, when it has been determined that it is in the swing state (S13: YES), the calculation unit 14 calculates the instantaneous rotation speed of the motor 3 based on the elapsed time after being determined to be in the swing state (step S14). In the present embodiment, the instantaneous rotation speed is calculated using the aforementioned formula (1) and formula (2). Thereafter, the drive unit 15 drives the motor 3 based on the instantaneous rotation speed calculated in step S14 (step S15).

On the other hand, when it is determined that it is not in the swing state (S13: NO), the calculation unit 14 calculates the instantaneous rotation speed of the motor 3 based on the most recent signal interval (step S16). In the present embodiment, in equations (1) and (2), the elapsed time te is set to 0, and the instantaneous rotation speed is calculated. Thereafter, the drive unit 15 drives the motor 3 based on the instantaneous rotation speed calculated in step S16 (step S15).

According to the electric vehicle control method of the present embodiment described above, even if it is stuck in the swing state, the rotation speed that can be used for motor control is the same as the actual rotation speed, and appropriate motor control can be performed.

The electric vehicle control described in the above embodiment At least a part of the control device 1 (control unit 10) may be constituted by hardware or software. When it is constituted by software, a program that realizes at least a part of the function of the control unit 10 may be stored in a recording medium such as a floppy disk or CD-ROM, and written to a computer for execution. The recording medium is not limited to removable items such as magnetic disks or optical discs, but may also be fixed recording media such as hard disk devices or memory.

In addition, a program that realizes at least a part of the function of the control unit 10 may be distributed through a communication line (including wireless communication) such as the Internet. Furthermore, the program may be encrypted, or subjected to modulation and compression, and may be distributed via a wired line or wireless circuit such as the Internet or stored in a recording medium.

According to the above description, anyone who is familiar with this technique may think of additional effects or various modifications of the present invention, but the aspect of the present invention is not limited to each of the above-mentioned embodiments. The constituent elements in different embodiments may be combined as appropriate. Various additions, changes, and deletions can be made without departing from the scope of the conceptual idea and purpose of the present invention derived from the content specified in the scope of application for patents and their equivalents.

10: Control Department

11: Reception Department

12: Department in charge

13: Judgment Department

14: Calculation Department

15: Drive Department

Claims (10)

An electric vehicle control device, characterized in that it includes: a receiving section that receives a plurality of signals output from a plurality of sensors, wherein the sensors are provided corresponding to the phases of the motor that rotates the wheels of the electric vehicle; The governing part, based on the combination of the plurality of signals, grasps the rotor stage; the judging part judges whether it is in a swinging state based on the rotor stage; the calculating part, when it has been judged to be in the swinging state, is determined as The elapsed time from the swing state to the present time calculates the instantaneous rotation speed of the motor; and the drive unit drives the motor based on the instantaneous rotation speed calculated by the calculation unit. The electric vehicle control device according to claim 1, wherein the control section grasps the rotor stage number, and as the rotor stage, the determination unit determines that the rotor stage number is not in the swing state when the rotor stage number is not the same as the sequence. The electric vehicle control device according to claim 1, wherein the calculation unit, when it has been determined to be in the swing state, based on the elapsed time and the latest signal between the latest signal received by the reception unit and the previous signal of the signal At intervals, the instantaneous rotational speed of the aforementioned motor is calculated. The electric vehicle control device according to claim 3, wherein the calculation unit calculates the instantaneous rotation speed via equations (1) and (2): n=60000/(T×Np).....(1) T=△t+te... (2) Here, n is the aforementioned instantaneous speed [rpm], T is the time for the motor to make one revolution [mSec], and Np is The value of the number of pulses output during one revolution of the motor is displayed, Δt is the interval of the most recent signal, and te is the elapsed time. The electric vehicle control device according to claim 4, wherein the index of the time T for one rotation of the aforementioned motor is greater than 1. The electric vehicle control device according to claim 1, wherein the calculation unit calculates based on the latest signal received by the reception unit and the nearest signal interval between the previous signal of the signal when it has been determined that it is not in the swing state The instantaneous speed of the aforementioned motor. An electric vehicle is characterized by including the electric vehicle control device as in claim 1. The electric vehicle according to claim 7, wherein the wheel and the motor are mechanically connected without a clutch. An electric vehicle control method includes the following steps: according to the combination of a plurality of signals output by a plurality of sensors, grasp the rotor stage, wherein the sensors are corresponding to the phases of the motor that rotates the wheels of the electric vehicle ; According to the rotor stage, determine whether it is in a swinging state; when it has been determined to be in the swinging state, calculate the instantaneous speed of the motor based on the elapsed time from when it has been determined to be in the swinging state to the present time; and Based on the calculated instantaneous rotational speed, the motor is driven. An electric vehicle control program, which is characterized in that the computer performs the following steps: according to the combination of a plurality of signals output by a plurality of sensors, master the rotor stage, wherein the sensors correspond to the motors that rotate the wheels of the electric vehicle Set for each phase; determine whether it is in a swing state according to the rotor stage; when it has been determined to be in the swing state, calculate the motor's speed based on the elapsed time from when it has been determined to be in the swing state to the present time Instantaneous speed; and based on the calculated instantaneous speed, driving the motor.

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