201134696 六、發明說明： 【發明所屬之技術領域】 本發明係有關於一種電動機車，特別是指一種電動機 也會被車輪帶動轉動的電動機與車輪間可互為傳動控制的 電動機車。 【先前技術】 目前，電動機車之製造技術已呈持續進步及發展中，惟引人 注意之處仍局限於其相關於電池方面之技術，諸如蓄電、充電方 籲 面之技術，然而，與電動機車之週邊裝置相結合之有關技術中仍 大部分以沿用習知機車，也就是習知之以引擎為動力之機車之週 邊技術為主。 而習知的發電方式會有一個切換開關，以手動切換電動機(如 馬達)的驅動模式或是發賴式，而#進人發電模式時為固定負載 發電’會造成瞬間大阻抗的變化，導致行車不順及騎乘不舒適。 再者，切換開關可設置在龍頭把手上，供駕,驶者奴，但當 切換開關產生異常或操作不當時，會造成電動機車失去動力，: 生無可預期的危險。 另，此種電動機與車輪間可互為傳動的電動機車，在進行前 =後退的牽車時，會因車輪的轉動而傳動電動機被動的轉動， ^專動或咖細糊磨_力，__本身㈣ ^1##^ (Cogging t〇rque) 去進行牽車，十分的不便 ^η 04696 車的問 輪門=L，本發明之主要目的，係提供-種雷^ :為傳動控制的電動機車，有驅動 電動機與車 奐，且驅動模式係優先於發電模式。、"〜電叙式間的切 本發明的次— 行，以避免行車不順 在發電模式時㈣增式發電進 本發明的再一曰 y 電咖車(即類似_:=:=成發電模式’有 生電力回充電池作用。 勺…、車輔助力，同時—併產 本發明的另—曰沾 ^ 下’能提供些微輔、’糸在於提供一種處於牽車狀態 便。" 力的軸賦，以減輕車輛牽動的不 間可互為達上述目#，係提供—種電動機與車輪 動控_鶴機車，該電動機車係至少包括-電動 一控制電路、一力鲁一驅動電路及車輪， 二、/ : _動機與車輪間為可互為傳動的連接，且在驅動 模式《電模式間切換，*該驅動模式係優先於該發電模式。 以下在實施方式中詳細敘述本發明之詳細特徵以及優 點，其内容足以使任何熟習相關技藝者了解本發明之技術 内容並據以實施，且根據本說明書所揭露之内容、申請專 利範圍及圖示’任何熟習相關技藝者可輕易地理解本發明 201134696 相關之目的及優點。 【實施方式】 兹配合圖式將本發明較佳實 請參考圖卜係表示本發明一」°平、·、田成月如下。 本實施例的電動機與車輪間可:施例的結構示意圖； 少包含-t*減”… 騎输_電動機車卜係至 凡3電動機2、一啟動開關3 -驅動電路6及車輪7。 控制電路4、-加速裝置5、 動電=:與=3(如_、力咖^ 接。控制電路4係可依據概連置⑴㈣丨車迴路)連 以驅動該電動機2。 铸動的訊號去控制驅動電路6 而驅動電路6係與電動機 與車輪7形M W f性連接’且電動機2係 … 的連接，較佳者該車輪7為後輪。 連接—轉速感測裝置8和—轉向感測器9, 轉=裝置8和轉向感測器9再與控制電路 L=r則裝置8的和轉向感測器9設置，， 電動機2的轉速和轉向。 請同時參考圖2及圖3,其中，圖2係表示本發 動切換於驅動模式與發電模式的流程圖，目3係表示 明控制電路提供的漸增式發 " ^可 制的電賴車1自-換於驅動模式與發 電模式之步驟表述如下： 、赞 201134696 步驟Sll ： 步驟S12 步驟S13 步驟S14 步驟S15 步驟S16 步驟S17 步驟S18 : :驅動電路6處於-驅動楔式. :控制電路4_加速裝置5的狀態； 電路4判斷加料置5的命令是否為 '即電動機2是否為動力輪出狀態）；若 :速裝置5的命令不為零(即電動機2為動 輸出狀態)，則回到步驟Sl2，控制電路 4繼續偵測； ^ π叩宁马零時（即電動機2 無動力輸出），則轉速感測裝置8將電動機 2的轉速值職傳送到控制電路4記錄為一 自然轉速； •轉速感測褒置8繼續制電動機2的_實 際轉速’該實際轉速是指電動機2不再是動 力運轉下，該電動機被行駛轉動的車輪帶動 運轉的轉速；該實際轉速錢並傳送至控制 電路4 ; " •控制電路4判斷實際轉速是否大於自然轉 速； .若實際轉速呈降低現象而小於自然轉速， 則回到步驟S12 ; 右實際轉速呈增加現象而大於自然轉速時， J控制電路4控制驅動電路6進入發電模 201134696 ' <，並使動電路6讓電㈣2產生漸增式 的發電（如圖3所示）； θ工 步驟S19 .控制電路4偵測一解除發電模式之條件， 符合者，即控制驅動電路6解除發電模式並 回到步驟S12。 其中，解除發電模式之條件包括實際轉速低於自然轉速、加 速裝置被作動㈣絲歸料。另，本發魏測試，在無段變速 ❿的傳動系統下該自然轉速變化為實際轉速時，或因元件間 的傳動因素’該實際轉速可能會變化為一較低的轉速，： 此刖述實際轉速大於或小於自然轉速的比值，即需要以 增、減或以百分率計速等一些數值處理，對自然轉速或實 際轉速作數值上的調整（例如將自然轉速處理成8〇%的數 值或將實際轉速增為12()%的數值），然後再將自然轉速與 實際轉速作邏輯上的比對或應用。當然如果是電動機與車 # 輪間為機械剛性連動（如輪殼式馬達）即有i : i的比值。 因此，藉由上述步驟，可以無須如習知技術必須手動 切換開關，即可自動切換到發電模式（如當在下坡行駛 時）’且因為有漸增式的發電，故可避免行車時遇到阻抗突 然產生大變化而造成的行車不順及騎乘的不舒適感。請參 考圖6 ’係表示本發明於發電模式下的pwM示意圖，用以 5兒明透過PWM開關控制，可以控制發電開關ON的時間漸 增而有漸增的發電值。當然，此種發電值的控制可以增或減 201134696 的調變’而有高轉速下的小電量發電，以因應發電回充時蓄電池 對充電電流、充電電壓專限制的相關要求。 本發明的其他輸人/輸出裝置10可以是-刹車迴路，藉 剎車信號切換成發電模式’有__車（_則擎刹車） 的剎車輔助力下也-併形成發電作S。該剎車迴路具二刹車 開關’剎車關可以是手剎車裝置_連動_，當作動手刹車 時剎車開關個啟，_車迴路即產生—刹車職，使控制電路 4得以控制驅動電路6將電動機2切換成發電模式。唯， 适種藉剎車訊號切換成發電模式的前題是速度裝置5的命 令為零的條件下才會進行切換，因此，本發明的剎車切換， 必然在速度裝置5為零的命令和财减二訊號併存下，才 會切換成發電模式’該發電亦以漸增式的發電進行。 。月參考圖4，係表示本發明驅動模式優先於發電模式 的流程圖，此驅動模式必須優先於發電模式的步驟表迷如 下： 步驟S21 :驅動電路6處於發電模式； 步驟S22 :控制電路4偵測加速袭置5的狀態； 步驟S23 :控制電路4判斷加速度農置5的命令是否 為零； 步驟S24:若加迷裝置5的命令為零者，則維持發電 模式’並回到步驟S22 ; 步驟S25:若加迷裝置5的命令不為零者，則控制電 201134696 路4自動地控制驅動電路6進入驅動模式。 因此，藉由上述驅動模式必須優先於發電模式的步 驟，可以達到操控需求，例如在斜坡起步時需剎車、加速同 時操作下為驅動模式而非發電模式。 請參考圖5,係表示本發明於一牽車模式的流程圖。 車輛被牽動時，車輪的轉動會帶動電動機形成被動轉動，該帶 動或因傳動系統間機構的磨擦阻力，或因電動機本身產生的頓轉 轉矩（Cogging torque )等阻力，造成車輛牽行不易且費力， 而牵車情形或有要牵離擁擠空間、無法騎乘的牽行等（如 弱電或其他機構因素），因此本發明設計一牽引模式，可提 供些微的動力辅助，而牽引模式的步驟表述如下： 步驟S301 :控制電路4被啟動； 步驟S302 :控制電路4偵測加速裝置5的命令是否為 零。 步驟S303:加速裝置5的命令不為零則回到步驟S302 步驟S312 :控制電路4偵測加速裝置5的命令為零狀 態下，且轉速感測裝置8和轉向感測器9偵 測電動機2的實際轉速和轉向，並傳送到控 制電路4。其中，實際轉速即是電動機2被 車輪帶動轉動的轉速； 步驟S313 :控制電路4判斷加速裝置5的命令是否為 零，及判斷電動機2的實際轉速是否為零； 201134696 若加速裝置5的命令不為 ς ^ 為零則回到步驟 S3〇2，右加速裝置5的命八 Ί认— P v為零，但電動機 2的貫際轉速不為零者， 則回到步驟S312; 若加速裝置5的命令為零， 且電動機2的實 際轉速為零者則到步驟S3l4 ; 步驟S314:轉㈣繼8和轉向㈣ 機2的實際轉速及轉向，並傳送至控制電路 4 ； 步驟⑶5:控制電路4判斷實際轉速是否大於或等於 一預定低轉速範圍的最小值；若實際轉速小 於預定低轉速範圍的最小值者，則回到步驟 S314 ； 步驟S316.若f際轉速大於或特預定低轉速範圍的 最小值者，控制電路4控制驅動電路6進入 牽引模式，讓電動機2以一預定辅助輸出力 量轉動車輪7,且辅助力量方向為前次偵測 到的轉向（可為步驟S314或步驟S32〇偵測 到的轉向）； 夕驟S317·轉速感測裝置8偵測電動機2的實際轉速， 以及偵測加速裝置5的命令是否為零，並傳 送至控制電路4 ; 步驟S318 :控制電路4判斷實際轉速是否在一預定的 201134696 低轉速範圍内，以及判斷加速裝置5的命令 疋否為零；若加速裝置5的命令不為零則回 到步驟S302 ; 步驟S319 :若加速裝置5的命令為零且實際轉速係在 預定低轉速範圍内者，則維持原操作（即處 於牽引模式並提供輔助動力），並回到步驟 S317 ；BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric motor vehicle, and more particularly to an electric motor vehicle in which an electric motor and a wheel can be mutually driven and controlled by a wheel. [Prior Art] At present, the manufacturing technology of electric motor vehicles has been continuously improved and developing, but the attention is still limited to its related battery technology, such as the technology of electricity storage and charging, however, with the motor Most of the related technologies of the peripheral devices of the car are mainly based on the conventional locomotive, which is the peripheral technology of the engine-powered locomotive. The conventional power generation method has a switch to manually switch the drive mode of the motor (such as a motor) or the slamming type, and the power generation for a fixed load when entering the power generation mode will cause a momentary large impedance change, resulting in The driving is not smooth and the ride is not comfortable. Moreover, the switch can be set on the faucet handle for driving and the slave, but when the switch is abnormal or improperly operated, the motor car loses power, and there is no unexpected danger. In addition, such an electric motor can be driven between the electric motor and the wheel. When the front/reverse retracting is carried out, the motor will be driven to rotate passively due to the rotation of the wheel, ^ special action or coffee grinding_force, _ _ itself (4) ^1##^ (Cogging t〇rque) to carry out the car, very inconvenient ^η 04696 car question wheel door = L, the main purpose of the invention is to provide - kind of mine ^: for transmission control The electric motor car has a drive motor and a rudder, and the drive mode is prior to the power generation mode. And "~ electric narration cut the second line of the invention to avoid driving in the power generation mode (4) incremental power generation into the invention y y electric coffee cart (ie similar _:=:= into power generation The mode 'has the power to recharge the battery. Spoon..., car assist, and at the same time - the other part of the invention can provide some micro-auxiliary, 'the trick is to provide a state of being in the car." The shaft assignment is to reduce the vehicle's distraction and can achieve each other. The above-mentioned purpose is to provide a motor and wheel dynamic control _ crane locomotive, the electric motor vehicle system at least includes - electric one control circuit, one force ru drive circuit And the wheel, two, / : _ between the motive and the wheel are mutually connectable, and in the drive mode "switch between electrical modes, * the drive mode is prioritized in the power generation mode. The following describes the invention in detail in the embodiment The detailed features and advantages are sufficient to enable any person skilled in the art to understand the technical contents of the present invention and to implement it, and according to the disclosure of the present specification, the scope of the patent application and the illustration 'any familiarity related art The object and advantages of the present invention can be easily understood. [Embodiment] The present invention will be described with reference to the drawings, and the present invention will be described with reference to the drawings. Between the motor and the wheel: a schematic diagram of the embodiment; less includes -t* minus"... riding _ motor car to the 3 motor 2, a start switch 3 - drive circuit 6 and wheel 7. Control circuit 4, - Acceleration device 5, electric power =: and = 3 (such as _, force coffee ^ control. Control circuit 4 can be connected according to the general connection (1) (four) brake circuit) to drive the motor 2. Cast signal to control the drive circuit 6 The drive circuit 6 is connected to the motor and the wheel 7-shaped MW-f and is connected to the motor 2, preferably the wheel 7 is a rear wheel. The connection-speed sensing device 8 and the steering sensor 9, Turning to the device 8 and the steering sensor 9 and the control circuit L = r then the sum of the device 8 and the steering sensor 9, the rotation speed and steering of the motor 2. Please refer to FIG. 2 and FIG. 3 simultaneously, wherein FIG. 2 It is a flow chart showing the start of switching to the drive mode and the power generation mode. The steps of the incremental circuit provided by the control circuit and the steps of the drive mode and the power generation mode are as follows: , 201134696 Step S11 : Step S12 Step S13 Step S14 Step S15 Step S16 Step S17 Step S18: The drive circuit 6 is in the - drive wedge type: the state of the control circuit 4_the acceleration device 5; the circuit 4 determines whether the command of the feed set 5 is 'that is, whether the motor 2 is in the power-off state"; If the command of 5 is not zero (ie, the motor 2 is in the dynamic output state), then returning to step S12, the control circuit 4 continues to detect; ^ π叩宁马零时 (ie, the motor 2 has no power output), then the rotational speed sensing device 8, the speed value of the motor 2 is transmitted to the control circuit 4 and recorded as a natural speed; • the speed sensing device 8 continues to make the actual speed of the motor 2, the actual speed means that the motor 2 is no longer under power operation, The motor is driven by the rotating wheel to drive the running speed; the actual speed is transmitted to the control circuit 4; " • The control circuit 4 determines whether the actual speed is greater than the natural speed; If it is smaller than the natural rotation speed, it returns to step S12; when the actual actual rotation speed is increased and greater than the natural rotation speed, the J control circuit 4 controls the drive circuit 6 to enter the power generation mode 201134696' < and causes the dynamic circuit 6 to make the electricity (4) 2 generate The incremental power generation (shown in FIG. 3); the θ step S19. The control circuit 4 detects a condition for canceling the power generation mode, and the controller, that is, the control drive circuit 6 cancels the power generation mode and returns to step S12. Among them, the conditions for releasing the power generation mode include that the actual speed is lower than the natural speed, and the acceleration device is actuated (4). In addition, the Wei test, when the natural speed changes to the actual speed under the transmission system without stepper speed, or the actual speed may change to a lower speed due to the transmission factor between components: The actual speed is greater than or less than the ratio of the natural speed, that is, it needs to be increased or decreased, or the speed is calculated by the percentage, and the natural speed or the actual speed is adjusted numerically (for example, the natural speed is processed to a value of 8〇% or Increase the actual speed to a value of 12 ()%), and then logically compare or apply the natural speed to the actual speed. Of course, if the motor and the car are mechanically rigid (such as a wheel-shell motor), there is a ratio of i: i. Therefore, by the above steps, it is possible to automatically switch to the power generation mode (such as when driving downhill) without having to manually switch the switch as in the prior art, and because of the incremental power generation, it is avoided when driving. The sudden change in impedance caused a large change in driving and the uncomfortable feeling of riding. Referring to Fig. 6 ′ is a schematic diagram of the pwM of the present invention in the power generation mode, which can be controlled by the PWM switch to control the time during which the power generation switch is ON and has an increasing power generation value. Of course, the control of such power generation value can increase or decrease the modulation of 201134696 and generate electricity with a small amount of electricity at a high speed to meet the requirements of the battery on the charging current and charging voltage. The other input/output device 10 of the present invention may be a brake circuit that is switched to a power generation mode by a brake signal, and also has a brake assist force of a __car (_ brake) to form a power generation S. The brake circuit has two brake switches, the brake can be a hand brake device _ linkage _, as the brake switch is activated when the brake is applied, the brake circuit is generated, so that the control circuit 4 can control the drive circuit 6 to drive the motor 2 Switch to power generation mode. However, the pre-requisite for switching the brake signal into the power generation mode is that the command of the speed device 5 is zero. Therefore, the brake switching of the present invention is inevitably zero command and reduction in the speed device 5. When the two signals are coexisting, they will switch to the power generation mode. The power generation is also carried out with increasing power generation. . Referring to FIG. 4, there is shown a flow chart of the driving mode of the present invention prior to the power generation mode. The driving mode must be prioritized over the power generating mode as follows: Step S21: The driving circuit 6 is in the power generating mode; Step S22: The control circuit 4 detects Measure the state of the acceleration attack 5; Step S23: The control circuit 4 determines whether the command of the acceleration farm 5 is zero; Step S24: If the command of the fascination device 5 is zero, the power generation mode is maintained and returns to step S22; Step S25: If the command of the fascinating device 5 is not zero, the control circuit 201134696 4 automatically controls the drive circuit 6 to enter the drive mode. Therefore, by the above-mentioned driving mode, it is necessary to prioritize the steps of the power generation mode, and the steering demand can be achieved, for example, braking is required at the start of the ramp, and the driving mode is not the same as the power generating mode during the simultaneous operation. Please refer to FIG. 5, which is a flow chart showing the present invention in a parking mode. When the vehicle is pulled, the rotation of the wheel will drive the motor to form a passive rotation, which may cause the vehicle to be difficult to drive due to the frictional resistance of the mechanism between the transmission systems or the resistance of the motor itself. It is laborious, and the situation of the car is either to be taken away from the crowded space, the unmanned traction, etc. (such as weak current or other institutional factors), so the present invention is designed to provide a traction mode that provides a slight power assist, while the traction mode steps The expression is as follows: Step S301: The control circuit 4 is activated; Step S302: The control circuit 4 detects whether the command of the acceleration device 5 is zero. Step S303: If the command of the acceleration device 5 is not zero, the process returns to step S302. Step S312: The control circuit 4 detects that the command of the acceleration device 5 is in a zero state, and the rotation speed sensing device 8 and the steering sensor 9 detect the motor 2 The actual speed and steering are transmitted to the control circuit 4. The actual rotational speed is the rotational speed of the motor 2 driven by the wheel; Step S313: The control circuit 4 determines whether the command of the acceleration device 5 is zero, and determines whether the actual rotational speed of the motor 2 is zero; 201134696 If the command of the acceleration device 5 is not If ς ^ is zero, then return to step S3 〇 2, the right acceleration device 5 is determined to be - P v is zero, but if the running speed of the motor 2 is not zero, then return to step S312; if the acceleration device 5 If the command is zero, and the actual speed of the motor 2 is zero, then go to step S3l4; step S314: turn (4) the actual speed and steering of the 8 and steering (4) machine 2, and transfer to the control circuit 4; Step (3) 5: Control circuit 4 Determining whether the actual rotational speed is greater than or equal to a minimum value of a predetermined low rotational speed range; if the actual rotational speed is less than the minimum value of the predetermined low rotational speed range, then returning to step S314; step S316. If the inter-frequency rotational speed is greater than or specifically predetermined for the low rotational speed range At the minimum, the control circuit 4 controls the drive circuit 6 to enter the traction mode, allowing the motor 2 to rotate the wheel 7 with a predetermined auxiliary output force, and the auxiliary force direction is the previously detected steering ( Step S314 or step S32 〇 detected steering); evening step S317 · speed sensing device 8 detects the actual speed of the motor 2, and detects whether the command of the acceleration device 5 is zero, and is transmitted to the control circuit 4; Step S318: The control circuit 4 determines whether the actual rotational speed is within a predetermined low speed range of 201134696, and determines whether the command of the acceleration device 5 is zero; if the command of the acceleration device 5 is not zero, the process returns to step S302; Step S319: If the command of the acceleration device 5 is zero and the actual rotational speed is within a predetermined low rotational speed range, the original operation is maintained (ie, in the traction mode and the auxiliary power is provided), and the process returns to step S317;
步驟S320 ^加速裝置5的命令為零且實際轉速小於 預定低轉速範圍者，則取消牽引輔助動力， 仁維持牽引模式的轉速和轉向偵測並傳送 到控制電路4 ; 步驟S330:控制電路4判斷實際轉速是否在一預定的 ，範圍内’以及判斷加速裝置5的命令 是否為零；若加速裝置5的命令不為零則回 到步驟S302;若實際轉速大於〇但小於預定 低轉速範圍的最小值者，則回到步驟S320， :實際轉速大於或等於預定低轉速範圍的 小值者’則回到步驟S316,此時辅助力量 彳向為前次步驟S320偵測到轉向； 步驟S321 :若加速裝 的°卩々為零且實際轉速大於 =低轉速範圍者，則維_丨模式，但停 止長1供辅助動力； 201134696 步驟S322:轉速感測敦置8和轉向感測器9偵測電動 機2的實際轉速和轉向以及加速裝置5的命 々疋否為零’並傳送至控制電路4 ; v驟S323 ·控制電路4判斷實際轉速是否大於預定低 轉速範圍的最大值，以及加速裝置5的命令 是否為零；若實際轉速大於預定低轉速範圍 的取大值者，則回到步驟S321 ;若加速裝置 5的命令不為零時則回到步驟S302 ; 步驟S324::若實際轉速小於或等於預定低轉速範圍的 最大值者’則維持㈣模式並恢復輔助動 力’再回到步驟S317。 -中’較佳者’用於無段變速系統的狀低轉速範圍 y設定在2观刚到戰pM之間，但並不以此為限，係 而·：^定以及驅動車輪轉動的辅助動力亦可依需求 前述判斷電動機2的實際轉速是否為零的判斷 小:^佳’但也可以採用零至小於該預定低轉速範圍最 j間的任—轉速或該區間轉速作為判斷值，或將零、任 轉速、區間轉速等放棄判斷 但可能合婵加此τ _也無礙牽引模式的實施， =力:-些不必要的辅助動力輸出，因而造成電力 費二貫:轉迷小於或大於預定低轉速嶋，有維 万式取代，也無礙料模式的實施。 12 201134696 因此，藉由上述電動機2與車輪7間可互為傳動控制，而 f動模式、發電模式間的切換，並以驅動模式優先於發 電模式的控制，於發電模式時為漸增式的發電，可避免行 車不順、騎乘不舒料，以及，—可產生料信號的刹車 =，在-定條件下的刹車可切換為發電模式，有電動機刹 車（即類㈣擎刹車）的刹車輔助力也—併 另，牵引模式下所提供可驅動車輪轉動的輔助動力使車 輛转或後退料行，輕力即可達成W於牵車操作。 綜上所述，乃僅記載本發明為呈現解 技術手段之較佳實施方式或實施例而已，並非用 凡與本發明專利申請範圍文義相 S |明專利範圍所做的均等變化與修飾 發明專利範圍所涵蓋。 為本 【圖式簡單說明】 圖1表示本發明一實施例的結構示意圖； 圖2係表4發明自動城於驅動模式與發電 程圖；Step S320: If the command of the acceleration device 5 is zero and the actual rotation speed is less than the predetermined low rotation speed range, the traction auxiliary power is canceled, and the rotation speed and the steering detection of the traction mode are maintained and transmitted to the control circuit 4; Step S330: The control circuit 4 determines Whether the actual rotational speed is within a predetermined range, and whether the command of the acceleration device 5 is zero; if the command of the acceleration device 5 is not zero, the process returns to step S302; if the actual rotational speed is greater than 〇 but less than the minimum of the predetermined low rotational speed range If the value is returned to step S320, the actual speed is greater than or equal to the small value of the predetermined low speed range. Then, the process returns to step S316, and the auxiliary power is detected to the previous step S320. Step S321: If the acceleration is less than zero and the actual speed is greater than = low speed range, then the dimension is _丨 mode, but the length is 1 for auxiliary power; 201134696 Step S322: speed sensing Dun 8 and steering sensor 9 detection The actual rotational speed of the motor 2 and the steering and the life of the acceleration device 5 are zero and transmitted to the control circuit 4; v. S323. The control circuit 4 determines whether the actual rotational speed is greater than a predetermined low rotation. The maximum value of the range, and whether the command of the acceleration device 5 is zero; if the actual speed is greater than the predetermined low speed range, the process returns to step S321; if the command of the acceleration device 5 is not zero, the process returns to step S302. Step S324:: If the actual rotational speed is less than or equal to the maximum value of the predetermined low rotational speed range, then the (four) mode is maintained and the auxiliary power is restored', and the process returns to step S317. - Medium 'better' for the low speed range y of the stepless speed change system is set between 2 and just to the battle pM, but it is not limited to this, and it is necessary to assist and drive the wheel rotation. The power can also be judged according to the demand to determine whether the actual rotation speed of the motor 2 is zero: ^good', but it is also possible to use zero to less than the maximum speed of the predetermined low speed range or the interval speed as the judgment value, or Zero, any speed, interval speed, etc. give up the judgment but may add this τ _ also does not hinder the implementation of the traction mode, = force: - some unnecessary auxiliary power output, thus causing a constant power cost: less than or less More than the predetermined low speed 嶋, there is a Victorian replacement, and there is no obstacle to the implementation of the material mode. 12 201134696 Therefore, by the above-mentioned motor 2 and the wheel 7 can be mutually controlled transmission, and the switching between the f-motion mode and the power generation mode, and the drive mode is prioritized over the control of the power generation mode, and is gradually increased in the power generation mode. Power generation, to avoid unsatisfactory driving, riding uncomfortable, and - brakes that can generate material signals =, under the conditions of the brakes can be switched to the power generation mode, there are motor brakes (ie class (four) engine brake) brake assist The force also—and in addition, the auxiliary power that can be used to drive the wheel to rotate in the traction mode allows the vehicle to turn or retreat, and the light force can be achieved. In summary, the present invention is merely described as a preferred embodiment or embodiment of the present invention, and is not intended to be equivalent to the scope of the patent application scope of the present invention. Covered by the scope. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing the structure of an embodiment of the present invention; FIG. 2 is a diagram showing the automatic mode of the driving mode and the power generation chart of the invention;
係表示本發明控制電路提供 示意圖； 的漸增式發電值的曲線 圖4係表料發㈣動模式優先於發電模式的流程圖； 圖5係表示本發明於一牵51模式的流程圖，· ’ 圖6係表示本發明於發電模式下的pwM與習知的發電 201134696 P WM的比較圖； 【主要元件符號說明】 1 電動機與車輪間可互為傳動控制的電動機車 2 電動機 3 啟動開關 4 控制電路 5 加速裝置 6 驅動電路 7 車輪 8 轉速感測裝置 9 轉向感測器 10 其他輸入/輸出裝置 14A schematic diagram of the control circuit of the present invention is provided; a graph of the incremental power generation value is a flow chart in which the (four) dynamic mode is prioritized over the power generation mode; and FIG. 5 is a flow chart showing the present invention in a pull mode 51. Figure 6 is a comparison diagram of the pwM of the present invention in the power generation mode and the conventional power generation 201134696 P WM; [Description of the main components] 1 The electric motor car with the transmission control between the electric motor and the wheel 2 The motor 3 Start switch 4 Control circuit 5 Acceleration device 6 Drive circuit 7 Wheel 8 Speed sensing device 9 Steering sensor 10 Other input/output devices 14