WO2019049342A1

WO2019049342A1 - Electric vehicle control device, electric vehicle control method, electric vehicle control program, and electric two-wheeled vehicle

Info

Publication number: WO2019049342A1
Application number: PCT/JP2017/032580
Authority: WO
Inventors: 一由希目黒; 雄大井ノ口
Original assignee: 新電元工業株式会社
Priority date: 2017-09-08
Filing date: 2017-09-08
Publication date: 2019-03-14
Also published as: TW201912467A

Abstract

An electric vehicle control device (1) is provided with: a reception unit (11) that receives an assistance request signal from an assist switch (6); a determination unit (12) that determines whether a wheel (8) has rotated by a reference amount on the basis of rotation information of the wheel (8) of an electric two-wheeled vehicle (100); and a drive unit (13) that drives a motor (3) of the electric two-wheeled vehicle (100) so as to generate assistance torque when the determination unit (12) determines that the wheel (8) has rotated by the reference amount in a state where the reception unit (11) has received the assistance request signal.

Description

Electric vehicle control apparatus, electric vehicle control method, electric vehicle control program, and electric motorcycle

The present invention relates to an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric two-wheeled vehicle.

An electric two-wheeled vehicle (two-wheeled EV) using a motor as a power source is known (see Patent Document 1). When parking the electric motorcycle, the driver (user) needs to get off the electric motorcycle and push the electric motorcycle to walk. The action of the user pushing and walking the electric motorcycle is referred to as "pushing action". In addition, when changing the direction of the electric motorcycle, the user may pull the electric motorcycle backward to move it. The operation in which the user pulls the electric two-wheeled vehicle to move backward is referred to as "reverse operation".

Patent Document 2 describes an electric two-wheeled vehicle provided with a motor control unit having a pushing walking control mode in which the motor drive speed is limited, and a toggle switch capable of selecting normal rotation and reverse rotation of the motor in the pushing walking control mode. It is done.

JP, 2013-248971, A JP, 2006-051853, A

By the way, even when the motor is not energized, a magnetic attraction (cogging torque) is generated between the magnet of the motor and the iron core. For this reason, a load is imposed on the user when performing the pushing and walking operation or the reverse operation. In particular, in the case of an electric two-wheeled vehicle (clutchless electric two-wheeled vehicle) in which a clutch is not provided between the wheel and the motor, the wheel and the motor are always mechanically connected, which places a heavy burden on the user.

Further, in the case of a large-sized electric motorcycle, it is assumed that it is difficult to perform the pushing and walking operation and the reverse operation due to the increase in size and weight of the vehicle body. Even in the case of a small-sized electric motorcycle, it is assumed that cogging torque becomes large and it becomes difficult to perform push-walking operation and reverse operation if the magnetic force becomes stronger as miniaturization and high performance of the motor progress in the future.

From the above-mentioned circumstances, there is a demand for an electric two-wheeled vehicle that outputs assist torque at the time of pushing and walking or reverse operation. Patent Document 2 describes an electric two-wheeled vehicle having a pushing and walking mode. However, as soon as the toggle switch is operated in the push walk control mode, the motor is controlled and assist torque is generated, so that a large force may be suddenly applied to the user.

Therefore, the present invention has an object to provide an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric two-wheeled vehicle capable of performing an assist according to the user's push-walking operation or reverse operation.

The electric vehicle control device according to the present invention is
A reception unit that receives an assist request signal from the assist switch;
A determination unit that determines whether or not the wheel has rotated by a reference amount based on rotation information of the wheel of the electric motorcycle;
In a state in which the assist request signal is received by the receiving unit, the drive for driving the motor of the electric two-wheeler to generate an assist torque when the determination unit determines that the wheel has rotated by the reference amount Department,
And the like.

In the electric vehicle control device,
The drive unit may cause the motor to output an assist torque when the assist direction indicated by the assist request signal matches the rotational direction of the wheel.

In the electric vehicle control device,
The drive unit may perform brake control on the motor when the assist direction indicated by the assist request signal does not coincide with the rotation direction of the wheel.

In the electric vehicle control device,
The drive unit may short-circuit a power conversion unit that supplies AC power to the motor.

In the electric vehicle control device,
The drive unit may drive the motor such that the assist torque gradually increases to an upper limit value according to pressing time of the assist switch.

In the electric vehicle control device,
The assist torque may be increased stepwise according to the pressing time.

In the electric vehicle control device,
The drive unit may drive the motor so as to output the assist torque in accordance with a pressing force on the assist switch.

In the electric vehicle control device,
The assist switch may be configured to be able to select a front assist that assists the electric motorcycle to move forward or a rear assist that assists the electric motorcycle to move rearward.

In the electric vehicle control device,
The receiving unit may receive, as the assist request signal, a forward assist request signal requesting forward assist or a backward assist request signal requesting a backward assist.

In the electric vehicle control device,
The reference amount when the rear assist request signal is received by the reception unit may be smaller than the reference amount when the front assist request signal is received by the reception unit.

In the electric vehicle control device,
The assist request signal may be output from the assist switch while the user presses the assist switch.

An electric two-wheeled vehicle according to the present invention is characterized by comprising the above-mentioned electric vehicle control device.

In the electric motorcycle,
The wheel and the motor may be mechanically connected without a clutch.

According to the electric vehicle control method of the present invention,
Receiving an assist request signal from the assist switch;
Determining whether the wheels have rotated by a reference amount based on rotation information of the wheels of the electric motorcycle;
Driving the motor of the electric motorcycle so as to generate an assist torque when it is determined that the wheel has rotated by the reference amount in a state where the assist request signal is received;
And the like.

The electric vehicle control program according to the present invention is
Receiving an assist request signal from the assist switch;
Determining whether the wheels have rotated by a reference amount based on rotation information of the wheels of the electric motorcycle;
Driving the motor of the electric motorcycle so as to generate an assist torque when it is determined that the wheel has rotated by the reference amount in a state where the assist request signal is received;
Are executed by a computer.

In the present invention, the motor of the electric two-wheeled vehicle is driven to generate the assist torque when the determination unit determines that the wheel has rotated by the reference amount in a state where the reception unit receives the assist request signal. Therefore, according to the present invention, it is possible to perform the assist in accordance with the pushing operation or the reverse operation of the user.

FIG. 1 is a view showing a schematic configuration of an electric motorcycle 100 according to an embodiment of the present invention. FIG. 2 is a view showing a schematic configuration of a power conversion unit 30 and a motor 3; FIG. 6 is a view showing a magnet provided to a rotor of a motor 3 and an angle sensor 4; It is a figure which shows the relationship between a rotor angle and the output of an angle sensor. FIG. 2 is a functional block diagram of a control unit 10 of the electric vehicle control device 1; It is a graph which shows the relationship between assist torque and pressing-down time of an assist switch. It is a flowchart for demonstrating an example of the electric vehicle control method which concerns on embodiment of this invention. It is a flowchart for demonstrating an example of the electric vehicle control method which concerns on a modification.

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

First, with reference to FIG. 1, an electric motorcycle 100 according to the embodiment will be described.

The electric motorcycle 100 is a vehicle that moves forward or backward by driving a motor using electric power supplied from a battery. In the present embodiment, the electric motorcycle 100 is an electric motorcycle such as an electric motorcycle. In the present embodiment, the electric motorcycle 100 is a clutchless electric motorcycle in which a motor and wheels are mechanically connected without a clutch.

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

Hereinafter, each component of electric motorcycle 100 will be described in detail.

The electric vehicle control device 1 is a device that controls the electric motorcycle 100, and includes a control unit 10, a storage unit 20, and a power conversion unit 30. The electric vehicle control device 1 may be configured as an ECU (Electronic Control Unit) that controls the entire electric motorcycle 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 and controls driving of the motor 3 via the power conversion unit 30. Details of the control unit 10 will be described later.

The storage unit 20 stores information used by the control unit 10 and a program for the control unit 10 to operate. The storage unit 20 is, for example, a non-volatile semiconductor memory, but is not limited to this.

The power conversion unit 30 converts DC power of the battery 2 into AC power and supplies the AC power to the motor 3. As shown in FIG. 2, the power conversion unit 30 is configured 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. 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 supply terminal 30a and the power supply terminal 30b. The semiconductor switches Q1 to Q6 are, for example, MOSFETs or IGBTs.

The semiconductor switch Q1 is connected between the power supply terminal 30a to which the positive electrode of the battery 2 is connected and the input terminal 3a of the motor 3 as shown in FIG. 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 DC power to the power conversion unit 30. The battery 2 includes a battery management unit (BMU). The battery management unit transmits, to the control unit 10, information on the voltage of the battery 2 and the state (charging rate etc.) of the battery 2.

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

The motor 3 is driven by the AC power supplied from 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 the present embodiment, the motor 3 is mechanically connected to the wheel 8 without a clutch. The type of 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, magnets (sensor magnets) of N pole and S pole are alternately attached to the circumferential surface of the rotor of the motor 3. The angle sensor 4 is formed of, for example, a Hall element, and detects a change in the magnetic field accompanying the rotation of the motor 3. The magnet may be provided inside the flywheel (not shown).

As shown in FIG. 3, the angle sensor 4 includes a U-phase angle sensor 4 u, a V-phase angle sensor 4 v, and a W-phase angle sensor 4 w. In the present embodiment, the U-phase angle sensor 4 u and the V-phase angle sensor 4 v are arranged at an angle of 30 ° with respect to the rotor of the motor 3. Similarly, the V-phase angle sensor 4 v and the W-phase angle sensor 4 w are disposed at 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 of phases according to the rotor angle (angular position).

Further, as shown in FIG. 4, a number (rotor stage number) indicating a rotor stage is assigned to each predetermined rotor angle. The rotor stage indicates the angular position of the rotor of the motor 3. In this embodiment,

rotor stage numbers

1, 2, 3, 4, 5 and 6 are assigned every 60 ° in electrical angle. The rotor stage is defined by a combination of levels (H level or L level) of output signals of U-phase angle sensor 4 u, V-phase angle sensor 4 v and W-phase angle sensor 4 w. For example, rotor stage No. 1 is (U phase, V phase, W phase) = (H, L, H), and rotor stage No. 2 is (U phase, V phase, W phase) = (H, L, L) ).

The accelerator position sensor 5 detects an accelerator operation amount set by an accelerator operation of the user, and transmits it to the control unit 10 as an electric signal. When the user wants to accelerate, the accelerator operation amount becomes large.

The assist switch 6 is a switch operated when the user requests an assist of the electric motorcycle 100. The assist switch 6 transmits an assist request signal to the control unit 10 when operated by the user. In the present embodiment, the assist request signal is output from the assist switch 6 while the user presses the assist switch 6 (that is, while the user desires to assist). The assist request signal may be an analog signal or a digital signal.

In the present embodiment, the assist switch 6 is configured to be able to select a front assist that assists the electric motorcycle 100 to move forward or a rear assist that assists the electric motorcycle 100 to move backward. For example, the assist switch 6 includes a first switch (not shown) for front assist and a second switch (not shown) for rear assist. For example, when the first switch is pressed, a signal requesting forward assist (forward assist request signal) is transmitted to the control unit 10, and when the second switch is pressed, a signal requesting backward assist (backward) The assist request signal is transmitted to the control unit 10. The assist switch 6 may be configured by a toggle switch. In this case, the assist direction is determined by the direction in which the control lever of the switch is tilted.

The meter 7 is a display (for example, a liquid crystal panel) provided on the electric motorcycle 100, and displays various information. Specifically, information such as the traveling speed of the electric motorcycle 100, the remaining amount of the battery 2, the current time, and the traveling distance is displayed on the meter 7. In the present embodiment, the meter 7 is provided on a handle (not shown) of the electric motorcycle 100.

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 reception unit 11 that receives an assist request signal from the assist switch 6, a determination unit 12 that determines whether the wheel 8 has rotated by a reference amount, and a power conversion unit 30. And a drive unit 13 for driving the motor 3. The processing in each unit of the control unit 10 can be realized by software (program).

The receiving unit 11 receives an assist request signal output from the assist switch 6 in response to a user operation. In the present embodiment, the reception unit 11 receives a front assist request signal or a rear assist request signal as the assist request signal. The receiving unit 11 may receive various signals output from the accelerator position sensor 5, the BMU of the battery 2, and the angle sensor 4.

The determination unit 12 determines whether the wheel 8 has rotated by the reference amount based on the rotation information of the wheel 8 of the electric motorcycle 100. In the present embodiment, the rotation information is the rotation angle of the wheel 8 calculated based on the output signal of the angle sensor 4. The rotation information may be the rotation speed or the number of rotations. The reference amount can be arbitrarily determined, and is, for example, 0.5 to 1 cm. In this case, the reference amount is obtained by multiplying the rotation angle of the wheel 8 by the radius of the wheel 8. The reference amount may be the rotation angle of the wheel 8 itself.

The drive unit 13 transmits control signals to the semiconductor switches Q1 to Q6 of the power conversion unit 30. More specifically, the drive unit 13 generates a PWM signal having a conduction timing and a duty ratio calculated based on the target torque, and outputs the PWM signal to the semiconductor switches Q1 to Q6. Thereby, the motor 3 is driven to generate the target torque.

The drive unit 13 drives the motor 3 to generate assist torque when the determination unit 12 determines that the wheels 8 have rotated by the reference amount in a state where the reception unit 11 receives the assist request signal. .

As described above, in the electric vehicle control device 1 of the present embodiment, the motor 3 is driven to generate assist torque when it is determined that the wheel 8 has rotated by the reference amount in the state of receiving the assist request signal. Do. This makes it possible to assist in accordance with the user's push and walk operation and the reverse operation. As a result, user-friendly and smooth assistance can be performed.

The drive unit 13 may cause the motor 3 to output an assist torque when the assist direction indicated by the assist request signal matches the rotation direction of the wheel 8. That is, when the assist direction and the rotation direction of the wheel 8 do not coincide with each other, the motor torque may not be output. As a result, it is possible to prevent the assist in the direction not intended by the user and to improve the safety.

The drive unit 13 may perform brake control on the motor 3 when the assist direction indicated by the assist request signal does not match the rotation direction of the wheel 8. As a result, since the brake is applied when the electric motorcycle 100 moves in the direction opposite to the assist direction requested by the user, the safety of the assist can be further improved.

The brake control is performed by causing the motor 3 to generate a brake torque (a torque in the direction opposite to the rotation direction of the wheel 8). Alternatively, the drive unit 13 may perform brake control by shorting the motor 3. Here, in the short state, one of the high side switches (semiconductor switches Q1, Q3 and Q5) and low side switches (semiconductor switches Q2, Q4 and Q6) of the power conversion unit 30 is turned on, and the other is turned off. It is In addition, the drive unit 13 may turn off the high side switch and repeatedly turn on / off the low side switch as brake control.

In addition, the drive unit 13 may drive the motor 3 so that the assist torque gradually rises to the upper limit value according to the pressing time of the assist switch 6. For example, as shown in the graph of FIG. 6, the drive unit 13 may drive the motor 3 so that the assist torque increases stepwise in accordance with the pressing time of the assist switch 6 by the user. Thus, the user can easily adjust the assist amount. The assist torque may be smoothly increased in accordance with the pressing time of the assist switch 6. In addition, the drive unit 13 may drive the motor 3 so that the increase amount of the assist torque becomes larger as the pressing time of the assist switch 6 becomes longer.

When the assist switch 6 is a pressure-sensitive switch, the drive unit 13 may drive the motor 3 so as to output an assist torque in accordance with the pressing force on the assist switch 6. Thus, the user can easily adjust the assist amount, and can quickly output the assist amount requested by the user.

Next, an example of the method of controlling an electrically powered vehicle according to the present embodiment will be described with reference to the flowchart of FIG. 7.

First, the reception unit 11 determines whether a front assist request signal has been received (step S11).

When the forward assist request signal is received (S11: Yes), the determination unit 12 determines whether the wheel 8 has been rotated forward by the reference amount (Step S12). When it is determined that the wheels 8 have been rotated forward by the reference amount (S12: Yes), the drive unit 13 drives the motor 3 to perform forward assist (step S13). That is, the drive unit 13 drives the motor 3 so as to generate the assist torque in the normal direction.

On the other hand, when the forward assist request signal is not received (S11: No), the reception unit 11 determines whether the backward assist request signal is received (step S14). If the rear assist request signal has been received, the determination unit 12 determines whether the wheel 8 has rotated rearward by the reference amount (step S15). When it is determined that the wheel 8 has been rotated rearward by the reference amount (S15: Yes), the drive unit 13 drives the motor 3 to perform the rear assist (Step S16). That is, the drive unit 13 drives the motor 3 to generate assist torque in the reverse direction.

In the above-described control flow, the assist torque is generated by the motor 3 when the assist request direction input to the assist switch 6 matches the actual rotation direction of the wheel 8, and when they do not match (S12: No, S15 : No) Does not generate assist torque. As a result, it is possible to prevent the assist in the direction not intended by the user and to improve the safety. For example, there may be a case where a rear assist request signal is output from the assist switch 6 despite the fact that the user has made a mistake in the operation of the assist switch 6 and the user has requested forward assist. In such a case, the assist torque is not generated because the rotation (forward rotation) of the wheel 8 caused by the user's pushing and walking motion does not coincide with the assist request direction. Therefore, the safety can be improved by preventing the assist not intended by the user.

In the above process flow, the reference amount in step S12 may be different from the reference amount in step S15. For example, the first reference amount in step S15 may be smaller than the second reference amount in step S12. As a result, it is possible to accelerate the start timing of the assist for the reverse operation where the burden on the user is greater than that of the pushing and walking operation.

The drive unit 13 may perform the above-described brake control when the assist request direction input to the assist switch 6 and the actual rotation direction of the wheel 8 do not match. An electric vehicle control method according to such a modification is shown in the flowchart of FIG.

First, the reception unit 11 determines whether a front assist request signal has been received (step S21).

When the forward assist request signal is received (S21: Yes), the determination unit 12 determines whether the wheel 8 has been rotated forward by the reference amount (Step S22). When it is determined that the wheels 8 have been rotated forward by the reference amount (S22: Yes), the drive unit 13 drives the motor 3 to perform forward assist (step S23). When it is determined that the wheel 8 is not rotated forward by the reference amount (S22: No), it is determined whether the wheel 8 is rotated backward (step S24). When it is determined that the wheel 8 has been rotated backward (S24: Yes), the drive unit 13 performs brake control on the motor 3 (step S25). When it is determined that the wheel 8 is not rotating backward (S24: No), the process returns to the determination of step S21.

On the other hand, when the forward assist request signal is not received (S21: No), the receiving unit 11 determines whether the backward assist request signal is received (step S26). When the rear assist request signal is received (S26: Yes), it is determined whether the wheel 8 has rotated backward (step S27). When it is determined that the wheel 8 has been rotated rearward by the reference amount (S27: Yes), the drive unit 13 drives the motor 3 to perform a rear assist (step S28). When it is determined that the wheel 8 is not rotated backward by the reference amount (S27: No), it is determined whether the wheel 8 is rotated forward (step S29). When it is determined that the wheel 8 has been rotated forward (S29: Yes), the drive unit 13 performs brake control on the motor 3 (step S30). When it is determined that the wheel 8 is not rotated forward (S29: No), the process returns to the determination of step S21.

According to the control method according to the modification, since the brake is applied when the electric motorcycle 100 moves in the direction opposite to the assist direction requested by the user, the safety of the assist can be further improved.

At least a part of the electric vehicle control device 1 (control unit 10) described in the above-described embodiment may be configured by hardware or may be configured by software. When configured by software, a program for realizing at least a part of the functions of the control unit 10 may be stored in a recording medium such as a flexible disk or a CD-ROM, read by a computer, and executed. The recording medium is not limited to a removable medium such as a magnetic disk or an optical disk, and may be a fixed recording medium such as a hard disk drive or a memory.

Further, a program for realizing at least a part of the functions of the control unit 10 may be distributed via a communication line (including wireless communication) such as the Internet. Furthermore, the program may be encrypted, modulated, compressed, or stored in a recording medium via a wired line or a wireless line such as the Internet or may be distributed.

Although one skilled in the art may conceive of additional effects and various modifications of the present invention based on the above description, the aspects of the present invention are not limited to the individual embodiments described above. . The components in different embodiments may be combined as appropriate. Various additions, modifications and partial deletions are possible without departing from the conceptual idea and spirit of the present invention derived from the contents defined in the claims and the equivalents thereof.

1 electric vehicle control device 2 battery 3 motor 4 angle sensor 4u U phase angle sensor 4v V phase angle sensor 4 w W phase angle sensor 5 accelerator position sensor 6 assist switch 7 meter 8 wheel 10 control unit 11 reception unit 12 determination unit 13 drive unit 20 storage unit 30 power conversion unit 100 electric motorcycle

Claims

A reception unit that receives an assist request signal from the assist switch;
A determination unit that determines whether or not the wheel has rotated by a reference amount based on rotation information of the wheel of the electric motorcycle;
In a state in which the assist request signal is received by the receiving unit, the drive for driving the motor of the electric two-wheeler to generate an assist torque when the determination unit determines that the wheel has rotated by the reference amount Department,
An electric vehicle control apparatus comprising:
The electric vehicle control apparatus according to claim 1, wherein the drive unit causes the motor to output an assist torque when the assist direction indicated by the assist request signal matches the rotational direction of the wheel. .
The said control part performs brake control with respect to the said motor, when the assist direction which the said assistance request signal shows, and the rotation direction of the said wheel do not correspond, The electric vehicle control apparatus of Claim 2 characterized by the above-mentioned. .
The electric vehicle control apparatus according to claim 3, wherein the drive unit short-circuits a power conversion unit that supplies AC power to the motor.
The electric vehicle control apparatus according to claim 1, wherein the drive unit drives the motor such that the assist torque gradually increases to an upper limit value according to pressing time of the assist switch.
The electric vehicle control apparatus according to claim 5, wherein the assist torque is increased stepwise according to the pressing time.
The electric vehicle control apparatus according to claim 1, wherein the drive unit drives the motor so as to output the assist torque according to a pressing force on the assist switch.
The assist switch is configured to be able to select a front assist that assists the electric motorcycle to move forward or a rear assist that assists the electric motorcycle to move backward. Electric vehicle control apparatus provided with the motor control apparatus of description.
The motor control device according to claim 8, wherein the reception unit receives, as the assist request signal, a forward assist request signal requesting forward assist or a backward assist request signal requesting a backward assist. Vehicle control device.
The reference amount when the rear assist request signal is received by the reception unit is smaller than the reference amount when the front assist request signal is received by the reception unit. The electric vehicle control device of description.
The electric vehicle control apparatus according to claim 8, wherein the assist request signal is output from the assist switch while the user presses the assist switch.
An electric two-wheeled vehicle comprising the electric vehicle control device according to claim 1.
The electric motorcycle according to claim 12, wherein the wheel and the motor are mechanically connected without a clutch.
Receiving an assist request signal from the assist switch;
Determining whether the wheels have rotated by a reference amount based on rotation information of the wheels of the electric motorcycle;
Driving the motor of the electric motorcycle so as to generate an assist torque when it is determined that the wheel has rotated by the reference amount in a state where the assist request signal is received;
An electric vehicle control method comprising:
Receiving an assist request signal from the assist switch;
Determining whether the wheels have rotated by a reference amount based on rotation information of the wheels of the electric motorcycle;
Driving the motor of the electric motorcycle so as to generate an assist torque when it is determined that the wheel has rotated by the reference amount in a state where the assist request signal is received;
An electric vehicle control program characterized by causing a computer to execute.