JP7769095B2 - Motor output control device and electric motor output control method - Google Patents

Description

The technology disclosed in this specification relates to a motor output control device and an electric motor output control method.

Conventionally, there are known output control devices for electric motors provided as drive sources in electric motorcycles. These output control devices control the motor output of the electric motor so that, for example, a driving force corresponding to the amount of accelerator operation is output. Among such electric motorcycles, there are electric motorcycles that are configured to control the electric motor in multiple modes that vary in motor output relative to the throttle opening. These electric motorcycles are equipped with a mode selector switch, and the rider manually operates this mode selector switch to switch the motor output control mode.

Japanese Patent Application Laid-Open No. 2020-48261

The conventional electric motorcycles described above have the problem that switching motor output control modes always requires the cumbersome task of manually operating a mode selector switch.

This specification discloses technology that can solve the above-mentioned problems.

The technology disclosed in this specification can be realized, for example, in the following forms:

(1) The motor output control device disclosed in this specification is a motor output control device provided on an electric motorcycle having a stand that can be shifted between a supported position in contact with the ground and a separated position away from the ground, and includes a motor control unit having a first mode that controls the electric motor of the electric motorcycle and a second mode in which the motor output relative to the throttle opening is different from that in the first mode, a position detection unit that detects the position of the stand, a counting unit that counts the number of shifts of the stand between the supported position and the separated position while the first mode is being executed based on the detection results of the position detection unit, and a mode switching unit that switches the mode executed by the motor control unit to the second mode when a first condition is satisfied, which condition includes, as a necessary condition, that the number of shifts counted by the counting unit satisfies a predetermined number condition.

Depending on the usage status of an electric motorcycle (such as the frequency of repetitive movement between running and stopping), it may be preferable to automatically switch the mode for controlling the electric motor of the electric motorcycle. The inventors have newly discovered a way to understand the usage status of an electric motorcycle based on the positional displacement of the stand of the electric motorcycle. That is, when a first condition is met, which requires that the number of displacements between the stand's separated position and supported position meet a predetermined number of conditions, the usage status of the electric motorcycle is clearly different from when this first condition is not met. Therefore, in this motor output control device, when the first condition is met while the first mode is being executed, the mode executed by the motor control unit automatically switches to the second mode. This makes it possible to automatically switch the mode for controlling the electric motor depending on the usage status of the electric motorcycle.

(2) In the above motor output control device, the mode switching unit may be configured to change at least one of the number of displacements, the first condition, and the counting operation of the counting unit so that, when the standoff distance from when the stand assumes the separated posture to when it assumes the supporting posture exceeds a reference distance, switching to the second mode is suppressed compared to before the standoff distance exceeded the reference distance. According to this motor output control device, when the standoff distance exceeds the reference distance, at least one of the number of displacements, the first condition, and the counting operation of the counting unit is changed, making it less likely to switch from the first mode to the second mode. This makes it possible to suppress forced switching from the first mode to the second mode even when the standoff distance exceeds the reference distance.

(3) In the above motor output control device, the first condition may include the number of displacements counted by the counting unit satisfying a predetermined number of conditions and the stand being in the supporting posture. According to this motor output control device, it is possible to prevent the mode executed by the motor control unit from automatically switching while the electric motorcycle is running.

(4) The above motor output control device may be configured to include a driving acquisition unit that acquires driving information of the electric motorcycle, and a condition change unit that relaxes the first condition for switching to the second mode when the driving state of the electric motorcycle from start to stop meets a predetermined driving condition a reference number of times while the first mode is being executed, based on the driving information acquired by the driving acquisition unit. According to this motor output control device, if the driving state of the electric motorcycle from start to stop meets a predetermined driving condition a reference number of times while the first mode is being executed, it is possible to determine that the usage state of the electric motorcycle is clearly different, and make it easier to switch the mode executed by the motor control unit to the second mode.

(5) In the above motor output control device, the motor control unit may further have a third mode in which the motor output relative to the throttle opening is higher than both the first mode and the second mode, and may include an operation detection unit that detects a switching operation to the third mode, and the mode switching unit may be configured to switch from the second mode to the third mode when the operation detection unit detects a switching operation to the third mode while the second mode is being executed. According to this motor output control device, the second mode can be canceled by the driver's switching operation to the third mode.

(6) The electric motor output control method disclosed in this specification is a method for controlling the output of an electric motor provided in an electric motorcycle having a stand that can be shifted between a supported position in contact with the ground and a separated position away from the ground, and includes the steps of: detecting the position of the stand; counting the number of shifts of the stand between the supported position and the separated position while a first mode for controlling the electric motor of the electric motorcycle is being executed based on the detection result of the stand's position; and, when a first condition is satisfied, the first condition including a necessary condition that the counted number of shifts satisfies a predetermined number condition, switching the mode for controlling the electric motor to a second mode that has a different motor output relative to the throttle opening from the first mode. This electric motor output control method makes it possible to automatically switch the mode for controlling the electric motor depending on the usage state of the electric motorcycle.

The technology disclosed in this specification can be realized in various forms, such as a motor output control device, an electric motorcycle equipped with the motor output control device, a control method thereof, a computer program that realizes the control method, a non-transitory recording medium on which the computer program is recorded, etc.

FIG. 1 is an explanatory diagram illustrating a schematic external configuration of an electric motorcycle 10 according to an embodiment. A block diagram illustrating a configuration related to output control of the electric motor 140 of the electric motorcycle 10. 1 is a control block diagram when the control device 100 determines a torque command value To relative to a throttle opening degree. Schematic diagram to explain "stand-off distance" and "continuous driving distance" Flowchart showing automatic mode switching processing Flowchart showing threshold value change processing Schematic diagram illustrating a delivery route of the electric motorcycle 10

A. Embodiments:
A-1. Configuration of the electric motorcycle 10:
Figure 1 is an explanatory diagram showing a schematic external configuration of an electric motorcycle 10 according to this embodiment. Figure 1(A) shows the electric motorcycle 10 in motion, and Figure 1(B) shows the electric motorcycle 10 at a standstill.

The electric motorcycle 10 is a two-wheeled vehicle that has an electric motor 140 as a drive source that generates driving force to drive the vehicle. As shown in Figure 1, the electric motorcycle 10 is equipped with a motorcycle stand 12. The electric motorcycle 10 is an example of an electric two-wheeled vehicle within the scope of the claims, and the motorcycle stand 12 is an example of a stand within the scope of the claims.

The bike stand 12 is mounted on the bike body so that it can be moved between a spaced-apart position (storage position) spaced apart from the ground and a support position (standing position) in contact with the ground. When the rider is riding the electric bike 10 and traveling, the bike stand 12 is in the spaced-apart position so as not to interfere with the rider's travel (see Figure 1(A)). On the other hand, when the rider stops the electric bike 10 and moves away from the electric bike 10, the bike stand 12 changes from the spaced-apart position to the support position, allowing the electric bike 10 to stand on its own (see Figure 1(B)). Note that "parking the electric bike 10" does not necessarily mean, for example, a stationary state in which the ignition key of the electric bike 10 is turned off, but also includes a temporary stationary state in which the ignition key of the electric bike 10 is turned on and the electric bike 10 is stopped. The bike stand 12 may be a center stand that is positioned below the tire when in the supported position, lifting the tire and supporting the electric bike 10 (see FIG. 1B), or it may be a side stand that protrudes to the side of the bike body when in the supported position, supporting the bike body while tilting it.

Figure 2 is a block diagram illustrating the configuration related to the output control of the electric motor 140 of the electric motorcycle 10. As shown in Figure 2, the electric motorcycle 10 is equipped with a steering handle 14, a control device 100, a motor drive device 130, an electric motor 140, a battery 150, and various sensors 160-190. The control device 100 is an example of a motor output control device within the scope of the claims.

The steering handlebars 14 have an accelerator grip 15A, a brake lever 15B, and a mode selector switch 15C. In this embodiment, the steering handlebars 14 also have a starter switch (not shown) for starting the electric motorcycle 10.

The accelerator grip 15A is rotatably mounted on the steering handle 14. The accelerator position sensor 160 outputs a detection signal S1 corresponding to the amount of operation (rotational position) of the accelerator grip 15A. The mode switch 15C is a switch for manually selecting various driving modes for controlling the electric motor 140. In this embodiment, the electric motorcycle 10 can control the electric motor 140 in three modes, for example, "power mode," "eco mode," and "delivery mode." "power mode," "eco mode," and "delivery mode" each have different motor output relative to the throttle opening. Furthermore, "power mode" and "eco mode" can be selected by manually operating the mode switch 15C. The mode sensor 170 outputs a detection signal S2 corresponding to the driving mode selected by the mode switch 15C. The motor rotational position sensor 180 outputs a detection signal S3 corresponding to the rotational position of the electric motor 140. The stand sensor 190 outputs a detection signal S4 corresponding to the position (supported position, separated position) of the motorcycle stand 12.

The control device 100 includes a processor 110 and a storage device 120. The processor 110 is configured using, for example, a multi-core CPU or a programmable device (such as a Field Programmable Gate Array (FPGA) or a Programmable Logic Device (PLD)), and controls the motor output of the electric motor 140. Specifically, the control device 100 determines a torque command value To for the throttle opening (0-100%) according to the amount of operation of the accelerator grip 15A, and provides this torque command value To to the motor drive device 130, thereby controlling the electric motor 140.

Figure 3 is a control block diagram when the control device 100 determines the torque command value To for the throttle opening. As shown in Figure 3, the control device 100 has a change rate limiting unit 112, a TN characteristic limiting unit 114, and a multiplier 116. In other words, the processor 110 has the functions of the change rate limiting unit 112, the TN characteristic limiting unit 114, and the multiplier 116. The memory device 120 stores TN characteristic map data.

The change rate limiting unit 112 limits the rate of change (rate relative to throttle opening), which is the increase in the throttle command value Th (0-100%) relative to the change in throttle opening per unit time. The change rate limiting unit 112 determines the throttle opening (0-100%) corresponding to the amount of operation of the accelerator grip 15A based on the detection signal S1 from the accelerator position sensor 160. Figure 3 illustrates change rate limiting graphs G1 and G2, with the horizontal axis representing time and the vertical axis representing the throttle command value Th. The change rate limiting graphs G1 and G2 have different time constants for the rate limit relative to the throttle opening. That is, when the change rate limiting graph G1 is used, the throttle command value Th reaches its upper limit at time point T1. When the change rate limiting graph G2 is used, the throttle command value Th reaches its upper limit at time point T2. That is, when the change rate limiting graph G2 is used, the response of the motor output to the throttle opening is slower than when the change rate limiting graph G1 is used. The change rate limiting unit 112 includes, for example, a low-pass filter. The processor 110 can use, for example, the change rate limiting graph G1 in the power mode and the eco mode, and the change rate limiting graph G2 in the delivery mode, thereby making the motor output relative to the throttle opening in the delivery mode smaller than the motor output relative to the throttle opening in the power mode or the eco mode. In this way, by increasing the time constant of the rate limit relative to the throttle opening, the response of the motor output to the throttle opening becomes slower, and therefore, fluctuations in the motor output relative to the throttle operation can be made gentler.

The TN characteristic limiting unit 114 determines the TN upper limit value Tn (0-100%) (the upper limit value of the throttle command value Th for the motor rotation speed) for the rotation speed (rpm) of the electric motor 140 according to the mode of the electric motor 140. The TN characteristic limiting unit 114 identifies the currently active mode based on the detection signal S2 from the mode sensor 170 and the specified information of the processor 110, and determines the rotation speed of the electric motor 140 based on the detection signal S3 from the motor rotation position sensor 180. Note that the rotation speed of the electric motor 140 may also be determined using a vehicle speed sensor (not shown) mounted on the electric motorcycle 10. Figure 3 shows three TN characteristic graphs (motor characteristics representing the relationship between rotation speed and torque) corresponding to "power mode," "eco mode," and "delivery mode." Specifically, in this figure, the TN upper limit value for "power mode" is highest across the entire range of the rotation speed of the electric motor 140, and the TN upper limit value for "delivery mode" is lowest. By using the TN characteristic map data corresponding to each mode, the processor 110 can make the motor output relative to the throttle opening in the delivery mode smaller than the motor output relative to the throttle opening in the power mode or the eco mode. In this way, by lowering the upper limit of the throttle command relative to the motor speed, the motor output relative to the throttle opening becomes lower, and therefore the fluctuation of the motor output relative to the throttle operation can be made gentler.

The multiplier 116 provides the motor drive device 130 with a torque command value To corresponding to the product of the throttle command value Th from the rate of change limiting unit 112 and the TN upper limit value Tn from the TN characteristic limiting unit 114. The rate of change limiting unit 112, the TN characteristic limiting unit 114, and the multiplier 116 are an example of a motor control unit within the scope of the claims.

The storage device 120 is composed of, for example, ROM, RAM, a hard disk drive (HDD), etc., and is used to store various programs and data, and as a work area and data storage area when executing various processes. For example, the storage device 120 stores a computer program for executing the motor output control process described below. The computer program is provided in a state stored on a computer-readable recording medium (not shown), such as a CD-ROM, DVD-ROM, or USB memory, and is stored in the storage device 120 by installing it on the control device 100.

The motor drive device 130 is connected to the electric motor 140. The motor drive device 130 uses the power stored in the battery 150 to supply power to the electric motor 140 according to the torque command value To given by the control device 100. The electric motor 140 is, for example, a three-phase AC motor. The motor drive device 130 includes an inverter and converts the DC current supplied from the battery 150 into AC current, which is then supplied to the electric motor 140.

A-2. Motor output control process:
The following describes the motor output control process executed by the control device 100 in the electric motorcycle 10 of this embodiment. The motor output control process includes an automatic mode switching process and a threshold value changing process, which will be described later.

First, we will explain the "standoff distance" and "continuous traveling distance" used in each process. Figure 4 is a schematic diagram for explaining the "standoff distance" and "continuous traveling distance." The horizontal axis of Figure 4 represents the traveling distance (Distance) of the electric motorcycle 10. "Stand off" in Figure 4 refers to the bike stand 12 in the separated position, and "Stand on" refers to the bike stand 12 in the supported position. As shown in Figure 4, the "standoff distance" is the traveling distance of the electric motorcycle 10 from the moment the bike stand 12 shifts from the supported position to the separated position until it shifts back to the supported position. The "continuous traveling distance" is the traveling distance from the moment the electric motorcycle 10 starts to the moment it stops with the bike stand 12 in the separated position.

A-2-1. Automatic mode switching process:
The automatic mode switching process automatically switches the mode for controlling the motor output of the electric motor 140 based on the position (support position, separated position) of the bike stand 12. Figure 5 is a flowchart showing the automatic mode switching process. When the starter switch of the electric motorcycle 10 is turned on, the electric motorcycle 10 (control device 100) starts up, and the processor 110 of the control device 100 executes the automatic mode switching process.

As shown in FIG. 5, the processor 110 determines whether the currently set mode is Eco mode (Eco) (S110). When the electric motorcycle 10 is first started up, the processor 110 determines whether Eco mode is set based on the detection signal S2 from the mode sensor 170. If "Eco mode" is selected with the mode selector switch 15C, the processor 110 determines that the mode is Eco mode (S110: YES).

Next, the processor 110 determines whether the bike stand 12 has transitioned from the separated position (OFF) to the supported position (ON) based on the detection signal S4 from the stand sensor 190 (S120). At this time, the processor 110 functions as a position detection unit that detects the position of the bike stand 12. When the bike stand 12 transitions from the separated position to the supported position (S120: YES), the processor 110 adds 1 to the number of transitions (Stand_cnt) (S130). Note that when the electric bike 10 is first started up, the number of transitions is zero. At this time, the processor 110 functions as a counting unit that counts the number of transitions while the eco mode is running.

Next, the processor 110 determines whether the number of displacements exceeds a first reference number (CNT_X) (S140). The first reference number is, for example, two. However, the first reference number may be a number other than two. If the number of displacements exceeds the first reference number (S140: YES), the processor 110 changes the mode from Eco mode to Delivery mode and provides the TN characteristic limiting unit 114 with delivery mode designation information (S150). As a result, the TN characteristic limiting unit 114 switches from controlling the electric motor 140 using the TN characteristic map data corresponding to Eco mode (see the TN characteristic map data for "Eco" in Figure 3) to controlling the electric motor 140 using the TN characteristic map data corresponding to Delivery mode (see the TN characteristic map data for "Delivery" in Figure 3).

In other words, when Eco mode is selected with the mode selector switch 15C, the mode automatically changes from Eco mode to Delivery mode. In this embodiment, when the bike stand 12 repeatedly shifts from the separated position to the supported position a first reference number of times or more (an example of a predetermined number of times condition), this means that the rider is repeatedly riding the electric motorcycle 10 and moving away from the electric motorcycle 10, and is considered to be performing continuous delivery work to multiple locations using the electric motorcycle 10. Therefore, the mode automatically changes from Eco mode to Delivery mode, which is suitable for delivery work, without the rider having to operate the mode selector switch 15C. At this time, the processor 110 functions as a mode selector. Eco mode is an example of a first mode in the claims, delivery mode is an example of a second mode in the claims, and power mode is an example of a third mode in the claims.

On the other hand, if the number of displacements is less than the first reference number (S140: NO), S150 is not executed and the mode remains in eco mode. Also, if the bike stand 12 remains in the remote position in S120 (S120: NO), S130 to S150 are not executed and the mode remains in eco mode. In other words, automatic switching to delivery mode is not performed while the electric motorcycle 10 is traveling with the bike stand 12 in the remote position.

The processor 110 determines whether the standoff distance (see Figure 4) exceeds the mileage determination value (DISTANCE_Y) (S160). The processor 110 measures the standoff distance based on the detection signal S3 from the motor rotational position sensor 180 and the detection signal S4 from the stand sensor 190. If the standoff distance exceeds the mileage determination value (S160: YES), the number of displacements is initialized to zero (S170) and the process returns to S110. That is, even if the bike stand 12 repeatedly shifts from the remote position to the support position, if the electric motorcycle 10 continues to travel a long distance (greater than the mileage determination value) with the bike stand 12 in the remote position, the number of displacements is initialized to zero, thereby preventing switching from eco mode to delivery mode. On the other hand, if the standoff distance is less than the mileage determination value (S160: NO), the process of S170 is not executed, the number of displacements is maintained, and the process returns to S110. The travel distance determination value is an example of a reference distance in the claims.

For example, if "power mode" is selected with the mode selector switch 15C, such as when the electric motorcycle 10 is first started (S110: NO), power mode is maintained (S180) and the process returns to S110. Also, if delivery mode is selected through the automatic mode switching process (S110: NO), delivery mode is maintained, the number of displacements is initialized to zero (S180), and the process returns to S110. Also, if the eco mode is switched to delivery mode through the automatic mode switching process and then the rider manually switches from eco mode to power mode through the mode selector switch 15C (S110: NO), the processor 110 cancels delivery mode, switches to power mode, and provides the TN characteristic limiting unit 114 with power mode designation information (S180). This causes the change rate limiting unit 112 to switch from the change rate limiting graph G2 corresponding to delivery mode to the change rate limiting graph G1 for power mode, thereby increasing motor output relative to throttle opening. The TN characteristic limiting unit 114 switches control of the electric motor 140 from using the TN characteristic map corresponding to the delivery mode to using the TN characteristic map corresponding to the power mode (see the TN characteristic map data for "Power" in Figure 3). In other words, the delivery mode is released by the driver manually operating the mode selector switch 15C. At this time, the processor 110 functions as an operation detection unit.

A-2-2. Threshold value change process:
The threshold change process changes the first reference number of times (CNT_X) and the travel distance determination value (DISTANCE_Y) based on the frequency with which the electric motorcycle 10 repeatedly starts and stops over short distances. Figure 6 is a flowchart showing the threshold change process. When the starter switch of the electric motorcycle 10 is turned on, the electric motorcycle 10 (control device 100) starts up, and the processor 110 of the control device 100 executes the threshold change process in addition to the automatic mode switching process.

As shown in FIG. 6, when the processor 110 determines that the mode is Eco mode (S110: YES), it determines whether the continuous traveling distance (distance stop, see FIG. 4) is shorter than the lower limit distance (A) (S220). The processor 110 measures the continuous traveling distance based on the detection signal S3 from the motor rotation position sensor 180, etc. At this time, the processor 110 functions as a traveling acquisition unit. If the continuous traveling distance is shorter than the lower limit distance (S220: YES), the processor 110 adds 1 to the number of short-distance traveling times (Distance_cnt) (S230). Note that when the electric motorcycle 10 is first started up, the number of short-distance traveling times is zero.

Next, the processor 110 determines whether the number of short-distance trips exceeds a second reference number (B) (S240). The second reference number is, for example, four. However, the second reference number may be a number other than four. If the number of short-distance trips exceeds the second reference number (S240: YES), the processor 110 changes the value of the first reference number (CNT_X) to a smaller value (POSTMAN_X) and changes the value of the trip distance determination value (DISTANCE_Y) to a larger value (POSTMAN_Y) (S250). At this time, the processor 110 functions as a condition change unit within the scope of the claims. In other words, if the electric motorcycle 10 frequently starts and stops over short distances, there is a high possibility that the electric motorcycle 10 is being used for delivery work. In this case, as the first reference number (CNT_X) decreases, it becomes easier to determine that the number of displacements has exceeded the first reference number (S140: YES) in the automatic mode switching process, and as a result, it becomes easier to switch from eco mode to delivery mode. Also, as the mileage determination value (DISTANCE_Y) increases, it becomes harder to determine that the standoff distance has exceeded the mileage determination value (S160: YES) in the automatic mode switching process, and as a result, it becomes harder to initialize the number of displacements to zero. In other words, even if the standoff distance is long, it becomes easier to continue in delivery mode.

On the other hand, if the number of short-distance trips is less than or equal to the second reference number (S240: NO), S250 is not executed, and neither the first reference number nor the mileage determination value is changed. Also, if, in S220, the continuous mileage is greater than or equal to the lower limit distance (S220: NO), S230 to S250 are not executed, and neither the first reference number nor the mileage determination value is changed.

The processor 110 determines whether the continuous travel distance (distance_stop) exceeds the upper limit distance (C) (S260). The upper limit distance (C) is longer than the lower limit distance (A). If the continuous travel distance exceeds the upper limit distance (S260: YES), the number of short-distance travels is initialized to zero (S270) and the process returns to S110. That is, even if the electric motorcycle 10 frequently starts and stops over short distances, when a long-distance trip is made, it is highly likely that the trip is not a delivery trip or that the delivery trip has been completed. Therefore, the number of short-distance travels is initialized to zero, and changes to the first reference number and the travel distance determination value are suppressed. On the other hand, if the continuous travel distance is equal to or less than the upper limit distance (S260: NO), the process of S270 is not executed, the number of short-distance travels remains unchanged, and the process returns to S110.

For example, when "power mode" is selected with the mode selector switch 15C (S110: NO), such as when the electric motorcycle 10 is first started up, the first reference number of times and mileage determination value are set to standard values (NORMAL_X, Y) (S280), power mode is maintained, and processing returns to S110. Furthermore, if the first reference number of times and mileage determination value are changed by the threshold change process (S250) and then the rider manually operates the mode selector switch 15C to switch to power mode or delivery mode (S110: NO), the first reference number of times and mileage determination value are returned to the standard values (NORMAL_X, Y), the short-distance mileage count is initialized to zero (S280), and processing returns to S110.

A-3. Effects of the embodiment:
Depending on the usage status of the electric motorcycle 10 (e.g., the frequency of repeated starts and stops), it may be preferable to automatically switch the mode for controlling the electric motor 140 of the electric motorcycle 10. The inventors have newly discovered a way to determine the usage status of the electric motorcycle 10 based on the positional changes of the bike stand 12 of the electric motorcycle 10. That is, if the number of changes of the bike stand 12 between the remote position (see FIG. 1A) and the support position (see FIG. 1B) exceeds a first reference number (S140: YES), the electric motorcycle 10 is likely being used for delivery work. On the other hand, if the number of changes is equal to or less than the first reference number (S140: NO), the electric motorcycle 10 is likely being used for continuous travel, such as long-distance travel. Therefore, in this embodiment, if the number of changes exceeds the first reference number (S140: YES) while the eco mode is being executed (S110: YES), the mode for controlling the output of the electric motor 140 is automatically switched to the delivery mode. This makes it possible to automatically switch the mode for controlling the electric motor depending on the state of use of the electric motorcycle.

In this embodiment, if the standoff distance exceeds the travel distance determination value (S160: YES), the displacement count is initialized to zero (S170). As a result, it becomes less likely to switch from eco mode to delivery mode. This prevents the standoff distance from becoming long and forcibly switching from eco mode to delivery mode even when the possibility of delivery work is low.

In this embodiment, if the bike stand 12 transitions from the separated position to the support position (S120: YES) and the number of transitions exceeds a first reference number (S140: YES), the mode is changed from eco mode to delivery mode. This prevents the electric bike 10 from automatically switching modes unintentionally while in motion.

In this embodiment, if the number of short-distance trips exceeds the second reference number (S240: YES), the value of the first reference number and the value of the trip distance determination value are changed (S250), making it easier to switch from eco mode to delivery mode. If short-distance trips are repeated with the bike stand 12 in the separated position, it is highly likely that delivery work is being performed, and even if the standoff distance is long, the bike can be quickly switched to delivery mode to stabilize low-speed trips.

In this embodiment, after the delivery mode has been switched by the automatic mode switching process, if the driver manually operates the mode switch 15C to switch from eco mode to power mode (S110: NO), the delivery mode is cancelled and the vehicle transitions to power mode. This allows the driver to cancel the delivery mode by switching modes.

Figure 7 is a schematic diagram illustrating a delivery route for the electric motorcycle 10. The thick arrow in Figure 7 indicates the delivery route of the electric motorcycle 10. The driver gets on the electric motorcycle 10 at a starting point A, such as a store, places the motorcycle stand 12 in the remote position, and starts off in eco mode. He then makes a temporary stop at each point from point B to point D, turning left or right, before arriving at delivery area Z. In this section from point A to point D, even if the motorcycle stand 12 is temporarily stopped, automatic switching to delivery mode is not performed because the motorcycle stand 12 remains in the remote position.

In delivery area Z, for example, residential areas are densely populated, and the driver must repeatedly perform deliveries by parking the electric motorcycle 10, adjusting the motorcycle stand 12 to a support position, and delivering packages. When performing deliveries multiple times, the electric motorcycle 10 repeatedly starts, travels at low speed, and stops. If the electric motorcycle 10 does not have a delivery mode, starting the electric motorcycle 10 in eco mode may result in unstable low-speed travel due to variations in the amount of rotation of the accelerator grip 15A. In contrast, in this embodiment, the motor output relative to the throttle opening in delivery mode is lower than the motor output relative to the throttle opening in eco mode. In other words, the responsiveness of the motor output of the electric motor 140 to the rotation of the accelerator grip 15A is lower in delivery mode than in eco mode. This means that variations in the amount of rotation of the accelerator grip 15A are less likely to affect the low-speed travel of the electric motorcycle 10. This allows the electric motorcycle 10 to travel more stably at low speeds in delivery mode than in eco mode.

Furthermore, if switching from eco mode to delivery mode were performed manually using the mode selector switch 15C, the driver would need to manually operate the mode selector switch 15C after each delivery, which could reduce the efficiency of delivery operations. In contrast, in this embodiment, for example, if deliveries occur at three locations, from point E to point G, and the bike stand 12 shifts from the remote position to the support position, the number of shifts exceeds the first reference number (S140: YES), and the system automatically switches from eco mode to delivery mode. This improves the efficiency of delivery operations.

When delivery work in delivery area Z is completed and the driver sets the mode switch 15C to power mode at point L, delivery mode is canceled and the vehicle can return to point A at high speed in power mode.

B. Variations:
The technology disclosed in this specification is not limited to the above-described embodiments, and can be modified in various forms without departing from the spirit thereof, for example, the following modifications are also possible.

The configurations of the electric motorcycle 10 and control device 100 in the above embodiment are merely examples and can be modified in various ways. For example, the electric motorcycle may be any two-wheeled vehicle equipped with an electric motor and a stand as a drive source, such as a hybrid two-wheeled vehicle equipped with an engine and electric motor as a drive source, or an electric bicycle. In the above embodiment, the modes for controlling the electric motor 140 were three: "power mode," "eco mode," and "delivery mode." However, there may be only two modes (e.g., "power mode" and "delivery mode"), or four or more modes. Furthermore, "delivery mode" may also be selectable by manually operating the mode selector switch 15C. Furthermore, in each of the above embodiments, at least one of the functional units of the control device 100 may be omitted.

In the above embodiment, the TN upper limit value for "Delivery mode" was lower than the TN upper limit values for "Eco mode" and "Power mode" across the entire range of rotational speeds of the electric motor 140. However, this is not limited to this. In a predetermined speed range (e.g., a low speed range), the TN upper limit value for delivery mode may be higher than the TN upper limit value for Eco mode. This allows the electric motorcycle 10 to smoothly transition from stopped to moving when the weight of the luggage loaded on the electric motorcycle 10 is heavy while in delivery mode. The TN upper limit value for delivery mode may be lowered depending on the number of times the electric motorcycle 10 stops while in delivery mode. Specifically, if the number of times the electric motorcycle 10 stops while in delivery mode is less than a predetermined number, the TN upper limit value for delivery mode may be set higher than the TN upper limit value for Eco mode. If the number of times the electric motorcycle 10 stops while in delivery mode is equal to or greater than the predetermined number, the TN upper limit value for delivery mode may be set lower than the TN upper limit value for Eco mode. As the delivery work by the electric motorcycle 10 progresses, the weight of the cargo loaded on the electric motorcycle 10 becomes lighter, so by adopting this configuration, unnecessary energy consumption can be suppressed and the electric motorcycle 10 can smoothly transition from being stopped to being driven.

The motor output control process in the above embodiment is merely an example and can be modified in various ways. For example, in the above embodiment, the predetermined number of times condition was that the bike stand 12 had transitioned from the remote position to the supporting position a first reference number of times or more (S140: YES in FIG. 5). However, it could also be that the bike stand 12 had transitioned from the supporting position to the remote position a predetermined number of times or more, or that the number of transitions within a predetermined time or travel distance had occurred a predetermined number of times or more. Furthermore, the first condition was that the number of transitions met the predetermined number of times condition (S140: YES) and the bike stand 12 was in the supporting position (S120: YES). However, it does not have to include, for example, the bike stand 12 being in the supporting position.

In the above embodiment, when the standoff distance exceeds the travel distance determination value (S160: YES), the processor 110 reduces the number of displacements, but it may also be possible to suppress switching to delivery mode by increasing the first reference number or forcibly stopping the counting operation of the number of displacements in S130.

In the above embodiment, the predetermined riding condition was that the continuous riding distance was shorter than a lower limit distance, but it could also be that the number of times the electric motorcycle 10 starts and stops within a predetermined time or distance is greater than or equal to a predetermined number. Also, in S170 of the automatic mode switching process and S270 of the threshold change process, the number of displacements (Stand_Cnt) and the number of short-distance ridings (distance_cnt) were initialized to zero, respectively, but initialization is not required and the values could be updated to values smaller than those immediately preceding them.

10: Electric motorcycle 12: Motorcycle stand 14: Steering handle 15A: Accelerator grip 15B: Brake lever 15C: Mode selector switch 100: Control device 110: Processor 112: Change rate limiting section 114: TN characteristic limiting section 116: Multiplier 120: Storage device 130: Motor drive device 140: Electric motor 150: Battery 160: Accelerator position sensor 170: Mode sensor 180: Motor rotation position sensor 190: Stand sensor

Claims (6)

A motor output control device provided in an electric motorcycle having a stand that can be displaced between a support position in contact with the ground and a spaced position away from the ground,
a motor control unit having a first mode for controlling an electric motor of the electric motorcycle and a second mode in which the motor output relative to the throttle opening is lower than in the first mode;
an attitude detection unit that detects the attitude of the stand;
a counting unit that counts the number of times the stand transitions from the separated posture to the supporting posture or the number of times the stand transitions from the supporting posture to the separated posture while the first mode is being executed, based on a detection result of the posture detection unit;
a mode switching unit that switches the mode executed by the motor control unit to the second mode when a first condition is satisfied, the first condition including a necessary condition that the number of displacements counted by the counting unit satisfies a predetermined number of times ,
Motor output control device. 2. The motor output control device according to claim 1,
when a standoff distance corresponding to a travel distance from when the stand assumes the separated posture to when the stand assumes the supporting posture exceeds a reference distance, the mode switching unit changes at least one of the number of displacements, the predetermined number of times condition, and the counting operation of the counting unit so that switching to the second mode is suppressed compared to before the standoff distance exceeds the reference distance.
Motor output control device. 3. The motor output control device according to claim 1 or 2,
The first condition includes that the number of displacements counted by the counting unit satisfies the predetermined number of displacements condition, and the stand is in the supporting posture.
Motor output control device. The motor output control device according to any one of claims 1 to 3,
a travel acquisition unit that acquires travel information of the electric motorcycle;
a condition change unit that relaxes the first condition for switching to the second mode when a predetermined traveling condition is met by a traveling state of the electric motorcycle from start to stop a reference number of times while the first mode is being executed, based on the traveling information acquired by the traveling acquisition unit.
Motor output control device. The motor output control device according to any one of claims 1 to 4,
the motor control unit further has a third mode in which a motor output relative to a throttle opening is higher than both the first mode and the second mode,
an operation detection unit that detects a switching operation to the third mode;
the mode switching unit switches from the second mode to the third mode when the operation detection unit detects a switching operation to the third mode while the second mode is being executed.
Motor output control device. 1. A method for controlling output of an electric motor provided in an electric motorcycle having a stand that can be displaced between a support position in contact with the ground and a spaced position away from the ground, comprising:
a step in which an attitude detection unit detects the attitude of the stand;
a counting unit counting the number of times the stand has shifted from the separated position to the supporting position or the number of times the stand has shifted from the supporting position to the separated position while a first mode for controlling an electric motor of the electric motorcycle is being executed based on a detection result of the position of the stand ;
and a step of switching, by a mode switching unit, a mode for controlling the electric motor to a second mode in which a motor output relative to a throttle opening is lower than that in the first mode when a first condition is satisfied, the first condition including a necessary condition that the counted number of displacements satisfies a predetermined number of times, that is, a plurality of times.
A method for controlling the output of an electric motor.