Control device, electric vehicle, and control method

Abstract

To provide a control device of a motor, an electric vehicle driven by the motor, and a control method of the motor that achieve both suppression of deterioration and breakage of a battery and maintenance or improvement of user convenience.SOLUTION: A control device for controlling a motor (2) that drives an electric vehicle (100) includes a rotation acquisition unit (30), a mode acquisition unit (31), and an adjustment unit (32). The rotation obtainer (30) obtains rotation information, which is information about the current rotation of the motor (2). The mode acquisition unit (31) acquires mode information indicating the operation mode of the electric vehicle (100) selected by the user. The adjusting unit (32) adjusts the torque of the motor (2) based on the rotation information and the mode information.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a control device for controlling a motor of an electric vehicle, an electric vehicle driven by the motor, and a method for controlling the motor. [Background technology]

[0002] Electric vehicles that run on the rotational motion of a motor have been known for some time (see, for example, Patent Document 1). The motor is connected to a battery, obtains power from the battery to perform rotational motion, and supplies energy from the rotational motion to the battery, thereby charging the battery.

[0003] In addition to a motor and a battery, an electric vehicle has a vehicle control device, an inverter device, a shift lever, an accelerator pedal, a brake pedal, etc. The vehicle control device determines the torque value of the motor based on the shift position of the shift lever and the depression amount of the accelerator pedal or the brake pedal, and outputs the determined torque value to the inverter device. The inverter device adjusts the torque value from the vehicle control device and controls the motor to drive with the adjusted torque. For example, the inverter device adjusts the torque value so as to keep the charge amount of the battery within a predetermined range. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2023-540215 Summary of the Invention [Problem to be solved by the invention]

[0005] However, conventional inverter devices do not have information about the shift position, i.e., information about the driving mode of the electric vehicle selected by the user via the shift lever. The inverter device's lack of information about the driving mode of the electric vehicle can cause the following problems. For example, when a forward driving mode is selected and the electric vehicle moves forward up a slope, the motor may rotate in the opposite direction, causing the electric vehicle to start descending the slope backward. Then, when the accelerator pedal is depressed again, the inverter device does not have information about the shift position, so it cannot determine whether to adjust the motor torque to move the electric vehicle forward or to supply energy from the motor to the battery.

[0006] When an electric vehicle is traveling backward down a slope, the motor torque required to return to forward travel is often greater than the torque required to supply energy from the motor to the battery. Specifically, because exceeding a predetermined range of battery charge level can lead to battery degradation or damage, upper and lower limits are set for the battery charge level. Therefore, for example, when the battery charge level is high, the torque required to supply energy from the motor to the battery needs to be small. Therefore, when an electric vehicle is traveling backward down a slope, the required torque varies depending on whether the reverse travel mode or the forward travel mode is selected. If the forward travel mode is selected and the motor torque is adjusted to a value required to charge the battery, and the adjusted torque is less than the torque required to prevent the electric vehicle from reversing down the slope, the electric vehicle will continue to descend the slope, resulting in inconvenience to the user. This may also pose a risk to the safety of the user and pedestrians. On the other hand, if the reverse travel mode is selected and the motor torque is adjusted to a value required to return the electric vehicle to forward travel, the battery charge level may exceed the upper limit, potentially resulting in battery damage. Therefore, there is a need to protect the battery by keeping the charge amount of the battery within a predetermined range while ensuring user convenience.

[0007] The present invention has been made to solve the above problems, and aims to provide a motor control device for an electric vehicle, an electric vehicle, and a motor control method that achieve both suppression of battery deterioration and damage and maintenance or improvement of user convenience. [Means for solving the problem]

[0008] A control device according to one embodiment of the present invention is a control device for controlling a motor (2) that drives an electric vehicle (100), and includes a rotation acquisition unit (30) that acquires rotation information, which is information relating to the current rotation of the motor (2), a mode acquisition unit (31) that acquires mode information indicating an operation mode of the electric vehicle (100) selected by a user, and an adjustment unit (32) that adjusts the torque of the motor (2) based on the rotation information and the mode information.

[0009] An electric vehicle (100) according to one embodiment of the present invention is an electric vehicle (100) driven by a motor (2), and includes an input unit that accepts an operation mode of the electric vehicle (100) selected by a user, rotation information that is information relating to the current rotation of the motor (2), and a control device that adjusts the torque of the motor (2) based on the operation mode.

[0010] A control method according to one aspect of the present invention is a control method by a control device of a motor (2) that drives an electric vehicle (100), and includes a rotation acquisition step of acquiring rotation information, which is information about the current rotation of the motor (2), a mode acquisition step of acquiring mode information indicating an operation mode of the electric vehicle (100) selected by a user, and an adjustment step of adjusting the torque of the motor (2) based on the rotation information and the mode information. [Effects of the Invention]

[0011] The control device, electric vehicle, and control direction according to the present invention adjust the motor torque based on the current rotation of the motor and the driving mode selected by the user, thereby maintaining or improving user convenience while suppressing battery degradation and damage. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a block diagram illustrating components included in an electric vehicle according to an embodiment. [Figure 2] FIG. 10 is a diagram illustrating protection information according to an embodiment. [Figure 3] 10A and 10B are diagrams for explaining torque set by an inverter device according to a comparative example when an electric vehicle is moving backward. [Figure 4] 10A and 10B are diagrams for explaining torque set by an inverter device according to a comparative example when an electric vehicle moves forward. [Figure 5] 1 is a block diagram illustrating components included in an inverter device according to an embodiment. [Figure 6] FIG. 2 is a block diagram illustrating an example of a hardware configuration of a control device according to an embodiment. [Figure 7] 4 is a flowchart illustrating a flow of a torque adjustment process performed by the control device according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] A control device, an electric vehicle, and a control method for an electric vehicle according to embodiments will be described below with reference to the drawings. Note that the present invention is not limited to the following embodiments and can be modified in various ways without departing from the spirit of the present invention. Furthermore, the present invention includes all possible combinations of configurations among those shown in the following embodiments. Furthermore, the control device, electric vehicle, etc. in the drawings are examples, and the present invention is not limited by the drawings. Furthermore, in each drawing, parts with the same reference numerals are the same or corresponding parts, and this applies throughout the entire specification.

[0014] FIG. 1 is a block diagram illustrating components included in an electric vehicle 100 according to an embodiment. The electric vehicle 100 includes a battery 1, a motor 2, an inverter device 3, a shift lever 4, an accelerator pedal 5, a brake pedal 6, a vehicle control device 7, and the like. Note that a line connecting one block to another block in FIG. 1 indicates that the component indicated by that block communicates with the component indicated by the other block. However, the communication relationships between the components in the electric vehicle 100 are not limited to those shown in FIG. 1.

[0015] The battery 1 is an energy storage device, and exchanges power with the motor 2 via the inverter device 3. The motor 2 converts the electrical energy obtained from the battery 1 via the inverter device 3 into rotational energy. When the motor 2 rotates using the power from the battery 1, wheels (not shown) are driven, and the electric vehicle 100 travels. The motor 2 also converts the rotational energy into electrical energy, and supplies the electrical energy to the battery 1 via the inverter device 3.

[0016] The inverter device 3 is a device that converts the frequency and voltage of the AC from the battery 1, outputs the converted AC power to the motor 2, and converts the frequency and voltage of the AC from the motor 2, and outputs the converted AC power to the battery 1. Alternatively, the inverter device 3 is a device that converts the DC from the battery 1 to AC, outputs the converted power to the motor 2, and converts the AC from the motor 2 to DC, and outputs the converted power to the battery 1.

[0017] The shift lever 4 accepts a user's operation to select a driving mode for the electric vehicle 100. The electric vehicle 100 operates based on the driving mode selected by the user. Specifically, the user selects a driving mode by operating the shift lever 4 to select a shift position associated with each driving mode. The shift positions determined by operating the shift lever 4 include a D (Drive) range and an R (Reverse) range, and the driving modes include a forward driving mode and a reverse driving mode. The D range is associated with the forward driving mode, and the R range is associated with the reverse driving mode. The shift lever 4 is an example of an input unit for accepting a driving mode selected by the user.

[0018] The accelerator pedal 5 is used to receive a driving instruction or an acceleration instruction from the user to the electric vehicle 100 when the user presses it. The brake pedal 6 is used to receive a stop instruction or a deceleration instruction from the user when the user presses it. The accelerator pedal 5 is an example of an operation unit that receives a driving instruction or an acceleration instruction from the user to the electric vehicle 100. The brake pedal 6 is another example of an operation unit that receives a stop instruction or a deceleration instruction from the user to the electric vehicle 100. The amount of depression of each of the accelerator pedal 5 and the brake pedal 6 by the user is an example of an operation amount.

[0019] The vehicle control device 7 communicates with the inverter device 3 via a CAN (Controller Area Network) and controls the motor 2 via the inverter device 3. The vehicle control device 7 determines the torque value of the motor 2 based on the driving mode selected by the user, i.e., the shift position and the amount of operation. The vehicle control device 7 then transmits the determined torque value to the inverter device 3. Hereinafter, the torque value determined by the vehicle control device 7 and transmitted to the inverter device 3 may also be referred to as a torque command value.

[0020] The inverter device 3 receives a torque command value from the vehicle control device 7, adjusts the command value based on predetermined protection information, and controls the motor 2 to operate with the adjusted torque. The inverter device 3 is an example of a control device that controls the motor 2, and the vehicle control device 7 is an example of a host control device that issues commands to the control device.

[0021] The protection information is information indicating a torque value for each rotation amount of the motor 2, which is determined so that the charge amount of the battery 1 falls within a predetermined range. The predetermined range of the charge amount of the battery 1 refers to a range determined in advance to protect the battery 1. This range may be referred to as a first range below. The battery 1 will be overcharged when the charge amount is greater than the first range, and will be overdischarged when the charge amount is less than the first range. The battery 1 is more likely to be damaged when it is overcharged or overdischarged. The upper limit of the first range is, for example, 80 to 90%. The lower limit of the first range is, for example, 10 to 15%. The inverter device 3 obtains information about the charge amount of the battery 1 via a BMS (Battery Management System) (not shown) provided in the battery 1, and adjusts the torque so that the charge amount of the battery 1 falls within the first range.

[0022] The absolute value of the rotation amount is the number of rotations per unit time, and is a positive value when the motor 2 rotates in a positive rotation direction, and is a negative value when the motor 2 rotates in a negative rotation direction. The positive rotation direction is the rotation direction of the motor 2 when the electric vehicle 100 moves forward, and the negative rotation direction is the rotation direction of the motor 2 when the electric vehicle 100 moves backward. Furthermore, a positive torque value is a torque that rotates the motor 2 in the positive rotation direction, and a negative torque value is a torque that rotates the motor 2 in the negative rotation direction.

[0023] The protection information may indicate a torque value for each speed of the electric vehicle 100, instead of a torque value for each rotation amount of the motor 2. The speed value of the electric vehicle 100 is positive when the electric vehicle 100 moves forward, and negative when the electric vehicle 100 moves backward.

[0024] Fig. 2 is a diagram illustrating protection information according to an embodiment. In Fig. 2, the horizontal axis represents the amount of rotation of motor 2, and the vertical axis represents the torque of motor 2. In Fig. 2, the range in which the amount of rotation is positive and the torque value is positive is defined as the first quadrant, and the range in which the amount of rotation is negative and the torque value is positive is defined as the second quadrant. Furthermore, the range in which the amount of rotation is negative and the torque value is negative is defined as the third quadrant, and the range in which the amount of rotation is positive and the torque value is negative is defined as the fourth quadrant.

[0025] The solid line α1 in the first quadrant, the dashed line α2 in the second quadrant, the solid line α3 in the third quadrant, and the dashed line α4 in the fourth quadrant are graphs showing the upper limit of the absolute value of torque for each rotation amount of the motor 2, which is determined to keep the charge amount of the battery 1 within the first range. This graph visualizes the protection information. In detail, the solid line α1 indicates the upper limit of the torque for each rotation amount of the motor 2, which is determined to keep the charge amount of the battery 1 at or above the lower limit of the first range, when energy is supplied from the battery 1 to the motor 2 and the electric vehicle 100 moves forward in the D range. The dashed line α2 indicates the upper limit of the torque for each rotation amount of the motor 2, which is determined to keep the charge amount of the battery 1 at or below the upper limit of the first range, when energy is supplied from the motor 2 to the battery 1 and the electric vehicle 100 moves backward in the R range. A solid line α3 indicates the lower limit value of the torque for each rotation amount of the motor 2, which is determined so that the charge amount of the battery 1 is equal to or greater than the lower limit of the first range when energy is supplied from the battery 1 to the motor 2 and the electric vehicle 100 moves backward in the R range. A dashed line α4 indicates the lower limit value of the torque for each rotation amount of the motor 2, which is determined so that the charge amount of the battery 1 is equal to or less than the upper limit of the first range when energy is supplied from the motor 2 to the battery 1 and the electric vehicle 100 moves forward in the D range.

[0026] The torque value indicated by the protection information changes depending on the charge level of the battery 1. Specifically, in the first and third quadrants, the smaller the charge level of the battery 1, the smaller the absolute value of the torque per rotation amount in the protection information. Furthermore, in the second and fourth quadrants, the larger the charge level of the battery 1, the smaller the absolute value of the torque per rotation amount in the protection information. For thermal protection of components such as the motor 2, the protection information may be set so that the absolute value of the torque per rotation amount in the first and third quadrants becomes smaller as the running time of the electric vehicle 100 becomes longer.

[0027] Here, the conventional inverter device 3 serving as a comparative example receives a torque command value from the vehicle control device 7, but does not receive mode information indicating the driving mode selected by the user. In other words, the inverter device 3 of the comparative example does not receive information indicating the shift position from the vehicle control device 7. Below, problems that may arise when the inverter device 3 of the comparative example does not have mode information will be described with reference to FIGS. 3 and 4.

[0028] Fig. 3 is a diagram for explaining the torque that the inverter device 3 according to the comparative example sets when the electric vehicle 100 moves backward. Fig. 4 is a diagram for explaining the torque that the inverter device 3 according to the comparative example sets when the electric vehicle 100 moves forward. Note that Fig. 3 shows the second quadrant, and Fig. 4 shows the fourth quadrant. The dashed line α20 in Fig. 3 indicates protection information in the second quadrant, and corresponds to the dashed line α2 in Fig. 2. The dashed line α40 in Fig. 4 indicates protection information in the fourth quadrant, and corresponds to the dashed line α4 in Fig. 2.

[0029] The solid line β in FIG. 3 indicates the upper limit of torque in the second quadrant, which is determined by the type and characteristics of the motor 2. The solid line γ in FIG. 4 indicates the lower limit of torque in the fourth quadrant, which is determined by the type and characteristics of the motor 2. Hereinafter, the information represented by the solid lines β and γ may be referred to as torque limit information. The traveling direction of the electric vehicle 100 associated with the shift position may also be referred to as the instructed traveling direction. The rotation direction of the motor 2 associated with the shift position may also be referred to as the instructed rotation direction.

[0030] Here, the inverter device 3 according to the comparative example does not have information about the shift position. Therefore, in the second quadrant shown in FIG. 3 , the inverter device 3 according to the comparative example cannot determine whether the electric vehicle 100 is reversing in the D range or in the R range. An example of a case in which the electric vehicle 100 is reversing in the D range is when the electric vehicle 100 starts descending backward due to a decrease in speed while moving forward up a slope. In this case, if the inverter device 3 adjusts the torque based on the protection information, i.e., sets the torque value to a value equal to or less than the torque value indicated by the dashed line α20, the electric vehicle 100 may continue descending backward due to insufficient torque for returning to forward traveling. Specifically, if the charge level of the battery 1 is high and the absolute value of the torque indicated by the protection information is small, the electric vehicle 100 cannot return to forward traveling and continues descending backward due to torque adjustment based on the protection information. This reduces user convenience. Furthermore, the safety of the user or pedestrians around the electric vehicle 100 may be threatened. To prevent this situation, the inverter device 3 according to the comparative example generates hysteresis between the dashed line α20 and the solid line β in the second quadrant and sets the torque to a value between the dashed line α20 and the solid line β. However, if the driving mode set at this time is the reverse driving mode, extra energy is supplied to the battery 1, which places a burden on the battery 1.

[0031] Similarly, the inverter device 3 according to the comparative example cannot determine whether the electric vehicle 100 is moving forward in the D range or the R range in the fourth quadrant shown in FIG. 4 . When the reverse driving mode is set for the electric vehicle 100 and the absolute value of the torque indicated by the protection information is smaller than the absolute value of the torque for returning the electric vehicle 100 to reverse, the inverter device 3 adjusts the torque based on the protection information, which may impair user convenience and safety. Therefore, to ensure user convenience and safety, the inverter device 3 according to the comparative example sets the torque to an absolute value between the absolute value of the torque indicated by the protection information and the absolute value of the torque for returning the electric vehicle 100 to reverse. Specifically, the inverter device 3 generates hysteresis between the dashed line α40 and the solid line γ and sets the torque to a value between the dashed line α40 and the solid line γ. However, if the driving mode set at this time is the forward driving mode, excess energy is supplied to the battery 1, which places a burden on the battery 1.

[0032] The inverter device 3 according to the embodiment solves the above-mentioned problems and protects the battery 1 while maintaining or improving user convenience and safety. The configuration of the inverter device 3 according to the embodiment will be described below with reference to FIG. 5. FIG. 5 is a block diagram illustrating components included in the inverter device 3 according to the embodiment. The inverter device 3 includes a rotation acquisition unit 30, a mode acquisition unit 31, and an adjustment unit 32.

[0033] The rotation acquisition unit 30 acquires rotation information relating to the current rotation of the motor 2 from a rotation sensor (not shown) provided on the motor 2. That is, the rotation acquisition unit 30 acquires the rotation information from the rotation sensor at any time. The rotation information indicates the current amount of rotation.

[0034] The mode acquisition unit 31 acquires mode information indicating the shift position selected by the user from the vehicle control device 7. The mode acquisition unit 31 may acquire the mode information from the vehicle control device 7 when a shift position is selected, or may request the mode information from the vehicle control device 7 every time a predetermined time period has elapsed.

[0035] The adjustment unit 32 adjusts the torque of the motor 2 based on the rotation information and the mode information. When the instructed rotation direction, which is the rotation direction associated with the mode information, is the same as the rotation direction indicated by the rotation information, the adjustment unit 32 adjusts the torque based on the protection information. That is, the adjustment unit 32 adjusts the torque so that its absolute value is equal to or less than the absolute value of the torque indicated by the protection information, so that the charge amount of the battery 1 falls within a first range.

[0036] On the other hand, when the rotation direction indicated by the rotation information differs from the instructed rotation direction, the adjustment unit 32 adjusts the torque so that the rotation direction of the motor 2 matches the instructed rotation direction. In other words, when the absolute value of the torque indicated by the protection information is smaller than the absolute value of the torque for matching the rotation direction of the motor 2 to the instructed rotation direction, the adjustment unit 32 adjusts the torque so that the absolute value of the torque is greater than the absolute value of the torque indicated in the protection information and equal to or less than the absolute value of the torque indicated in the torque limit information.

[0037] The adjustment unit 32 may adjust the torque based on the rotation information, the mode information, and the operation amount received by the operation unit. Specifically, the inverter device 3 may acquire the operation amount from the vehicle control device 7 or the operation unit, and adjust the torque based on the operation amount along with the rotation information and the mode information. For example, when the accelerator pedal 5 is depressed, the adjustment unit 32 may increase the absolute value of the torque according to the depression amount of the accelerator pedal 5, or when the brake pedal 6 is depressed, the adjustment unit 32 may decrease the absolute value of the torque according to the depression amount of the brake pedal 6.

[0038] In the above embodiment, the control device having the functional blocks shown in Fig. 4 is the inverter device 3, but the control device may be a combination of the inverter device 3 and the vehicle control device 7. In this case, the above-mentioned upper control device is omitted from the electric vehicle 100.

[0039] The hardware configuration of a control device according to an embodiment will be described below with reference to Fig. 6. Fig. 6 is a block diagram showing an example of the hardware configuration of a control device according to an embodiment. The control device includes a CPU (Central Processing Unit) 81, a memory 82, a communication interface circuit 83, and an input / output interface circuit 84, all connected to a bus 80. The memory 82 is, for example, a ROM (Read Only Memory), a RAM (Random Access Memory), or a combination of a ROM and a RAM.

[0040] When the control device is the inverter device 3, the communication function with the vehicle control device 7 can be realized by the communication interface circuit 83. When the control device is a combination of the inverter device 3 and the vehicle control device 7, the communication function with the shift lever 4 and the operation unit, etc. can be realized by the communication interface circuit 83. The function of the control device to store protection information, torque limit information, etc. can be realized by the memory 82. The function of the control device to control the motor 2 and to obtain rotation information from the rotation sensor can be realized by the input / output interface circuit 84. The input / output interface circuit 84 includes a conversion circuit. The conversion circuit is connected to the battery 1 and the motor 2. The conversion circuit converts the frequency and voltage of the AC from the battery 1 and outputs the converted AC power to the motor 2, and converts the frequency and voltage of the AC from the motor 2 and outputs the converted AC power to the battery 1. Alternatively, the conversion circuit converts the DC from the battery 1 to AC and outputs the converted power to the motor 2, and converts the AC from the motor 2 to DC and outputs the converted power to the battery 1.

[0041] The judgment function of the control device, i.e., the function of determining whether the rotation direction indicated by the rotation information is equal to the instructed rotation direction, and the function of determining torque based on the judgment result, can be realized by the CPU 81 reading and executing various programs stored in the memory 82.

[0042] All or part of the control device may be dedicated hardware such as a Complex Programmable Logic Device (CPLD) or a Field Programmable Gate Array (FPGA).

[0043] 7 is a flowchart illustrating the flow of torque adjustment processing by the control device according to the embodiment. The processing in FIG. 7 is executed each time a shift position selection process is performed or each time the vehicle control device 7 transmits mode information to the inverter device 3. In step S1, the mode acquisition unit 31 acquires mode information indicating the shift position selected by the user. In step S2, the rotation acquisition unit 30 acquires rotation information indicating the amount of rotation of the motor 2.

[0044] In step S3, the adjustment unit 32 determines whether the rotation direction indicated by the rotation information is equal to the instructed rotation direction associated with the shift position indicated by the mode information. If the rotation direction indicated by the rotation information is equal to the instructed rotation direction (step S3: YES), in step S4 the adjustment unit 32 adjusts the absolute value of the torque to be equal to or less than the absolute value of the torque indicated by the protection information so that the charge amount of the battery 1 falls within a first range. On the other hand, if the rotation direction indicated by the rotation information is different from the instructed rotation direction (step S3: NO), in step S5 the adjustment unit 32 adjusts the torque so that the rotation direction of the motor 2 is the instructed rotation direction. After the processes of steps S4 and S5, the control device returns the process to step S2.

[0045] In the above-described embodiment, the vehicle control device 7 determines the torque command value based on the shift position and the operation amount, and the inverter device 3 adjusts the torque based on the torque command value and either or both of the protection information and the torque limit information. However, the vehicle control device 7 may determine the torque command value based on the operation amount without depending on the shift position. The inverter device 3 may then adjust the torque value from the command value based on the mode information and rotation information. Alternatively, the vehicle control device 7 may determine the torque command value based on the shift position without depending on the operation amount. The inverter device 3 may then adjust the torque value from the command value based on the mode information, rotation information, and operation amount.

[0046] In the above embodiment, the driving mode is determined by the shift lever 4, but it may be determined by input to a touch panel, a keyboard, or the like, without being limited to the shift lever 4.

[0047] The effects of the control device, electric vehicle 100, and control method according to the embodiments will be described below. The electric vehicle 100 according to the embodiments is driven by a motor 2. The electric vehicle 100 has an input unit and a control device. The input unit accepts a driving mode of the electric vehicle 100 selected by a user. The control device includes a rotation acquisition unit 30, a mode acquisition unit 31, and an adjustment unit 32. The rotation acquisition unit 30 acquires rotation information, which is information about the current rotation of the motor 2. The mode acquisition unit 31 acquires mode information indicating the driving mode of the electric vehicle 100 selected by the user. The adjustment unit 32 adjusts the torque of the motor 2 based on the rotation information and the mode information.

[0048] According to the above configuration, the torque is adjusted based on the rotation information and the mode information, so that it is possible to maintain or improve user convenience while suppressing damage and deterioration of the battery 1.

[0049] In the embodiment, when the instructed rotation direction, which is the rotation direction associated with the mode information, is the same as the rotation direction indicated by the rotation information, the adjustment unit 32 adjusts the torque so that the charge amount of the battery 1 that supplies power to the motor 2 is within a predetermined range. This makes it possible to further suppress damage and deterioration of the battery 1.

[0050] In the embodiment, when the instructed rotation direction, which is the rotation direction associated with the mode information, differs from the rotation direction indicated by the rotation information, the adjustment unit 32 adjusts the torque so that the rotation direction of the motor 2 matches the instructed rotation direction. This allows the control device to quickly correct the traveling direction of the electric vehicle 100 to the direction desired by the user when the electric vehicle 100 travels in a direction not desired by the user. This maintains or improves user convenience. Furthermore, the safety of the user and pedestrians is ensured.

[0051] Electric vehicle 100 according to the embodiment includes an operation unit for receiving a drive instruction, an acceleration instruction, a stop instruction, or a deceleration instruction from a user to electric vehicle 100. Adjustment unit 32 adjusts the torque based on the operation amount received by the operation unit along with rotation information and mode information. The control device determines the torque based on an operation amount that reflects in detail the user's instruction to electric vehicle 100 in addition to the rotation information and mode information, thereby further improving user convenience.

[0052] Electric vehicle 100 according to the embodiment includes an operation unit for receiving a drive instruction, an acceleration instruction, a stop instruction, or a deceleration instruction from a user to electric vehicle 100. Mode acquisition unit 31 acquires mode information from a higher-level control device that issues instructions to the control device, and also acquires a torque instruction value based on the operation amount received by the operation unit. Adjustment unit 32 adjusts the torque based on the instruction value along with the rotation information and mode information. This simplifies the processing of the control device.

[0053] In this embodiment, the mode acquisition unit 31 acquires mode information and a torque command value from a host control device that issues commands to the control device. The command value is determined from the mode information. The adjustment unit 32 adjusts the torque based on the command value together with the rotation information and mode information. This simplifies the processing of the control device. [Explanation of symbols]

[0054] 1 battery, 2 motor, 3 inverter device, 4 shift lever, 5 accelerator pedal, 6 brake pedal, 7 vehicle control device, 30 rotation acquisition unit, 31 mode acquisition unit, 32 adjustment unit, 80 bus, 81 CPU, 82 memory, 83 communication interface circuit, 84 input / output interface circuit, 100 electric vehicle.

Claims

1. A control device for controlling a motor (2) that drives an electric vehicle (100), a rotation acquisition unit (30) that acquires rotation information, which is information about the current rotation of the motor (2); a mode acquisition unit (31) that acquires mode information indicating a driving mode of the electric vehicle (100) selected by a user; an adjusting unit (32) that adjusts the torque of the motor (2) based on the rotation information and the mode information; A control device comprising:

2. The adjustment unit (32) 2. The control device according to claim 1, wherein, when an instructed rotation direction, which is a rotation direction associated with the mode information, is equal to the rotation direction indicated by the rotation information, the torque is adjusted so that a charge amount of a battery (1) that supplies power to the motor (2) is within a predetermined range.

3. The adjustment unit (32) 3. The control device according to claim 2, wherein, when the instructed rotation direction differs from the rotation direction indicated by the rotation information, the torque is adjusted so that the rotation direction of the motor (2) coincides with the instructed rotation direction.

4. The adjustment unit (32) 2. The control device according to claim 1, wherein, when an instructed rotation direction, which is a rotation direction associated with the mode information, differs from the rotation direction indicated by the rotation information, the torque is adjusted so that the rotation direction of the motor (2) becomes the instructed rotation direction.

5. The electric vehicle (100) includes an operation unit for receiving a driving instruction, an acceleration instruction, a stop instruction, or a deceleration instruction from the user to the electric vehicle (100); The adjustment unit (32) 5. The control device according to claim 1, wherein the torque is adjusted based on the rotation information, the mode information, and an operation amount received by the operation unit.

6. The electric vehicle (100) includes an operation unit for receiving a driving instruction, an acceleration instruction, a stop instruction, or a deceleration instruction from the user to the electric vehicle (100); The mode acquisition unit (31) The mode information is obtained from a host control device that issues instructions to the control device, and acquiring a torque command value based on an operation amount received by the operation unit; The adjustment unit (32) The control device according to any one of claims 1 to 4, wherein the torque is adjusted based on the instruction value together with the rotation information and the mode information.

7. The mode acquisition unit (31) acquiring the mode information and the torque instruction value from a host control device that issues instructions to the control device; the instruction value is determined from the mode information, The adjustment unit (32) The control device according to any one of claims 1 to 4, wherein the torque is adjusted based on the instruction value together with the rotation information and the mode information.

8. An electric vehicle (100) driven by a motor (2), an input unit that accepts a driving mode of the electric vehicle (100) selected by a user; a control device that adjusts the torque of the motor (2) based on rotation information, which is information about the current rotation of the motor (2), and the operation mode; An electric vehicle (100) having:

9. an operation unit for receiving a driving instruction, an acceleration instruction, a stop instruction, or a deceleration instruction from the user; a host control device that transmits instructions to the control device; and The control device acquiring, from the upper control device, mode information indicating the operation mode and the torque instruction value based on the operation amount received by the operation unit; The electric vehicle (100) according to claim 8, wherein the torque is adjusted based on the rotation information, the mode information, and the instruction value.

10. Further, a host control device that transmits an instruction to the control device is provided. The control device acquiring, from the upper control device, mode information indicating the operation mode and the torque command value based on the mode information; The electric vehicle (100) according to claim 8, wherein the torque is adjusted based on the rotation information, the mode information, and the instruction value.

11. A control method for a motor (2) that drives an electric vehicle (100) by a control device, comprising: a rotation acquisition step of acquiring rotation information, which is information about the current rotation of the motor (2); a mode acquisition step of acquiring mode information indicating a driving mode of the electric vehicle (100) selected by a user; an adjusting step of adjusting the torque of the motor (2) based on the rotation information and the mode information; A control method comprising:

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