CN111936346A

CN111936346A - Drive control device for electric vehicle

Info

Publication number: CN111936346A
Application number: CN201980023894.7A
Authority: CN
Inventors: 松尾朋弥
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2018-03-29
Filing date: 2019-01-17
Publication date: 2020-11-13
Anticipated expiration: 2039-01-17
Also published as: JPWO2019187518A1; WO2019187518A1; CN111936346B; JP6946549B2

Abstract

An electric vehicle (12) is provided with: an analog clutch operation member (102) operated by a driver; and a drive motor (38) that generates a drive force that drives the rear wheels (34) in response to an operation of the throttle operation member (100) by the driver. A drive control device (10) is mounted on an electric vehicle (12). The drive control device (10) changes the drive force or disconnects the transmission of the drive force in accordance with the operation of the analog clutch operation tool (102) by the driver.

Description

Drive control device for electric vehicle

Technical Field

The present invention relates to a drive control device of an electric vehicle that generates a driving force for driving a motor-driven wheel in response to an operation of an acceleration operation mechanism by a driver.

Background

For example, japanese patent laid-open publication No. 2010-88154 discloses that a driving torque or a regenerative torque of a driving motor is controlled by a driver's turning operation of an accelerator grip (accelerator operation mechanism). In the above publication, the electric power supplied to the drive motor is zero at the fully closed position of the accelerator grip (accel grip), and the driver performs regenerative braking by turning the accelerator grip from the fully closed position in the direction opposite to the acceleration side.

Disclosure of Invention

Conventionally, an engine vehicle (engine car: a vehicle using an engine as a drive source) is provided with a clutch mechanism that transmits or disconnects drive force of the engine. Therefore, by controlling the clutch mechanism in accordance with the operation of the clutch operation tool by the driver, the gear shift or the disconnection of the driving force of the engine can be performed according to the intention of the driver.

In contrast, in the electric vehicle, there is a centrifugal clutch that transmits the driving force of the drive motor to the wheels at the time of starting, but the driving force cannot be disconnected as desired by the driver in a case other than the time of starting.

Therefore, an object of the present invention is to provide a drive control device for an electric vehicle, which can change or interrupt transmission of a driving force from a drive motor to wheels in accordance with a driver's desire.

The present invention is a drive control device for an electric vehicle having an acceleration operation mechanism and a drive motor, wherein the acceleration operation mechanism is operated by a driver; the drive motor generates a driving force for driving a wheel in response to an operation of the acceleration operating mechanism by the driver, and the drive control apparatus has the following features.

The first feature; the drive control device includes a drive force changing mechanism provided in the electric vehicle, and configured to change the drive force or interrupt transmission of the drive force from the drive motor to the wheel by an operation of the driver.

The 2 nd feature; the driving force changing mechanism is provided on a handlebar of the electric vehicle.

The 3 rd feature; the driving force changing mechanism is an operation member of an operation lever operated by a hand of the driver.

The 4 th feature; a switch box (switch box) having a plurality of switches is disposed on the handle, and the driving force changing mechanism is provided in the switch box and is an operation tool operated by the driver's hand.

The 5 th feature; the operation member is a stroke-type operation member.

The 6 th feature; the operating member is a pressure-sensitive operating member.

The 7 th feature; the drive control device further includes a control unit that controls an output of the drive motor in response to an operation of the acceleration operation unit by the driver, and adjusts the output of the drive motor based on the operation of the acceleration operation unit in response to the operation of the drive force change unit by the driver.

The 8 th feature; the control mechanism turns on or off the output of the drive motor in response to the driver's operation of the drive force changing mechanism.

The 9 th feature; the control mechanism changes the output of the drive motor in response to an amount of operation of the drive force changing mechanism by the driver.

The 10 th feature; the control means performs zero-torque control of the drive motor in accordance with the rotation speed of the drive motor when the amount of operation of the drive force changing means by the driver is 100%.

The 11 th feature; the drive control device further has a vehicle speed detection mechanism that detects a vehicle speed of the electric vehicle. The control means controls the output of the drive motor by supplying command values to the drive motor, the command values corresponding to the vehicle speed and the respective operation amounts of the accelerator operation means and the driving force change means by the driver. Further, when the vehicle speed is equal to or less than a predetermined vehicle speed and the operation amount of the driving force change mechanism is equal to or less than a predetermined operation amount, the control means amplifies the command value and supplies the amplified command value to the drive motor.

According to the first aspect of the present invention, by providing the driving force changing mechanism in the electric vehicle, it is possible to freely change or disconnect the driving force (output) of the driving motor according to the driver's desire, not only at the time of starting but also at the time of operating (at the time of deceleration, at the time of parking, during traveling) the electric vehicle. That is, in the first aspect, the output of the drive motor can be controlled irrespective of whether the accelerator operation mechanism is operated or not by the driver performing the simulated clutch operation using the driving force change mechanism. Accordingly, the vehicle body behavior equivalent to that of the engine vehicle can be achieved also in the electric vehicle.

According to the second aspect of the present invention, since the driving force changing mechanism is provided on the handle operated by the driver, the operability is improved.

According to the 3 rd aspect of the present invention, since the driving force changing mechanism is an operation element that simulates an operation lever, the operability can be further improved.

According to the 4 th aspect of the present invention, since the operator can operate the operation element by hand, the burden on the driver can be reduced.

According to the 5 th aspect of the present invention, since the operating element can be operated by a hand such as a finger, the driving force (output) of the drive motor can be changed or turned off with a small operation amount.

According to the 6 th feature of the present invention, the operation is easy, and the driving force (output) of the driving motor can be changed or cut off with a smaller force and operation amount.

According to the 7 th feature of the present invention, the output (driving force) of the drive motor can be appropriately controlled according to the driver's desire.

According to the 8 th aspect of the present invention, since the transmission of the driving force from the driving motor to the wheel and the disconnection of the driving force can be performed reliably, the responsiveness of the output of the driving motor to the operation of the driving force changing mechanism can be improved.

According to the 9 th aspect of the present invention, the output of the drive motor corresponding to the operation of the accelerator operation mechanism by the driver can be adjusted (controlled) within the range of 0% to 100%. As a result, the drive control of the drive motor can be performed similarly to the clutch operation of the engine vehicle, according to the driver's desire.

According to the 10 th aspect of the present invention, since regenerative braking (drag torque) of the drive motor is suppressed, the driver can feel a free-running feeling.

According to the 11 th aspect of the present invention, since the output of the drive motor is amplified in the low speed region of the electric vehicle, the same effect as that when the output of the engine is amplified by the half clutch operation at the time of low speed of the engine vehicle can be obtained.

Drawings

Fig. 1 is a right side view of an electric vehicle to which a drive control device according to the present embodiment is applied.

Fig. 2 is a schematic rear view of the right side periphery of the steering handle (steering handle) of fig. 1.

FIG. 3 is a schematic top view of the left side periphery of the steering handlebar of FIG. 1.

Fig. 4 is a schematic plan view showing a 1 st modification of the left side periphery of the steering handle bar of fig. 3.

Fig. 5 is a perspective view showing a 2 nd modification of the left side periphery of the steering handle bar of fig. 3.

Fig. 6 is a perspective view showing a 3 rd modification of the left side periphery of the steering handle bar of fig. 3.

Fig. 7 is a block diagram of the drive control apparatus.

Fig. 8 is a diagram showing an example of the map (map) of fig. 7.

Fig. 9 is a flowchart showing an operation of the drive control device of fig. 7.

Fig. 10 is a flowchart showing details of the processing of step S7 in fig. 9.

Fig. 11 is a timing chart showing the effect of the drive control device.

Detailed Description

Hereinafter, a drive control device for an electric vehicle according to the present invention will be described in detail with reference to the drawings, with reference to preferred embodiments.

[ schematic Structure of electric vehicle 12 ]

Fig. 1 is a right side view of an electric vehicle 12 on which a drive control device 10 of the electric vehicle according to the present embodiment (hereinafter, also referred to as a drive control device 10 of the present embodiment) is mounted. In the description of the present embodiment, the front-rear, left-right, and up-down directions are described in terms of directions viewed from a driver (occupant) seated on the seat 14 of the electric vehicle 12.

The electric vehicle 12 is an off-road electric motorcycle. The drive control device 10 according to the present embodiment is not limited to being mounted on the electric vehicle 12 shown in fig. 1, and may be mounted on a saddle-ride type electric vehicle. Therefore, for example, the drive control device 10 can be mounted on a scooter-type electric motorcycle.

The electric vehicle 12 has a vehicle body frame 16. The vehicle body frame 16 includes: a head tube (head tube) 18; a pair of left and right main frames (main frames) 20 extending obliquely rearward and downward from the upper portion of the head pipe 18; and a down frame (down frame)21 extending obliquely rearward and downward from the lower portion of the head pipe 18. A center frame (center frame)22 and a seat rail (seat rail)23 are coupled to a rear portion of the main frame 20.

The head pipe 18 rotatably supports a steering column (not shown). An upper yoke (top bridge)25 is provided at the upper portion of the steering column. A steering handle 24 is mounted on an upper portion of the upper yoke plate 25. Further, a meter unit 26 including various meters is disposed on the upper yoke plate 25. Further, a lamp 27 such as a headlight for irradiating the front of the electric vehicle 12 may be disposed in front of the head pipe 18.

On the other hand, a lower yoke (bottom bridge)29 is provided at a lower portion of the steering column. The upper link plate 25 and the lower link plate 29 support a front fork (front fork)30, and the front fork 30 rotatably supports a front wheel (wheel) 28. The front fork 30 is provided with a front fender 31 that covers the front wheel 28 from above.

A pair of left and right center frames 22 extend obliquely rearward and downward from the rear portion of the main frame 20. A pivot shaft (pivot)32 is provided at a lower portion of the center frame 22. The pivot shaft 32 supports a tip end portion of a swing arm (swing arm)33 in a swingable manner. A rear wheel (wheel) 34 is supported at the rear end of the swing arm 33.

A pair of left and right seat rails 23 extend obliquely rearward and upward from the rear portion of the main frame 20, and support the seat 14 from below. A casing 35 simulating a fuel tank is supported from below by the main frame 20 in front of the seat 14.

A power unit (power unit)36 is disposed below the casing 35. The power unit 36 has a drive motor 38 as a drive source of the electric vehicle 12. The body frame 16 further includes a lower frame (lower frame)39 coupled to a lower end portion of the down frame 21. The front end of the lower frame 39 is coupled to the lower end of the down frame 21, and the rear end of the lower frame 39 is coupled to the lower portion of the center frame 22. The power unit 36 is supported in a space below the housing 35 by the down frame 21, the center frame 22, and the lower frame 39. The drive motor 38 transmits a driving force to the rear wheel 34 via a transmission and a chain, not shown. A rear wheel brake pedal 42 is provided on the side of the center frame 22 and the power unit 36. The center frame 22 and the seat rail 23 are coupled by a rear frame 43.

The body frame 16 is covered with a body cover 44. The vehicle body cover 44 includes: a pair of left and right shrouds 46 that cover a part of the main frame 20 and the down frame 21 from the sides; and a pair of left and right side covers 48 that cover a part of the main frame 20 and the seat rails 23 from the sides. A battery 52 is disposed in a space between the case 35 and the power unit 36, and the battery 52 is a power source of the drive control device 10 including the drive motor 38 and the like.

A motor driver 56 as a PDU (power drive unit) for driving the motor 38 and an ECU60 as a control mechanism for driving the motor 38 are disposed inside the case 35. The battery 52 can be charged by a commercial power supply for home use or the like by using a charger not shown. Alternatively, the battery 52 may be replaced when the charging is insufficient. The electric vehicle 12 runs by electric power supplied from the battery 52. In this case, during acceleration or the like, the drive control for generating the drive force by the drive motor 38 is performed by supplying power from the battery 52 to the drive motor 38. The electric vehicle 12 can be caused to travel by transmitting the generated driving force to the rear wheels 34. On the other hand, during deceleration, the drive motor 38 is operated as a generator, and regenerative control is performed to charge the battery 52 with generated electric power. The drive control and the regeneration control are performed by controlling the drive motor 38 by the motor driver 56 in accordance with a command signal (command value) supplied from the ECU60 to the motor driver 56.

[ Structure of the periphery of the steering handle 24 ]

Next, the structure of the periphery of the steering handle 24 will be described with reference to fig. 1 to 6.

As shown in fig. 1 to 3, tubular handlebar grips (handle grip)62L, 62R are attached to both ends of the steering handle 24 in the vehicle width direction, respectively. The right handlebar grip (accelerator operation mechanism) 62R shown in fig. 2 is a throttle grip or an accelerator grip fitted over the right end portion of the steering handle 24. In this case, the driving force of the drive motor 38 can be adjusted in accordance with the operation amount (turning angle) θ TH by turning the handlebar 62R around the axis of the steering handle 24 with the right hand of the driver.

A sensor housing 64 is provided near a base end portion of the handlebar grip 62R in the steering handlebar 24. A throttle sensor (throttle sensor)66 is provided inside the sensor case 64, and the throttle sensor 66 detects a throttle opening degree (throttle position) TH corresponding to the rotation angle θ TH. The throttle sensor 66 may detect the throttle valve opening TH by a detection method such as the accelerator opening sensor disclosed in the above-mentioned publication. Therefore, in the present embodiment, an accelerator opening sensor may be used instead of the throttle sensor 66.

The left handlebar grip 62L shown in fig. 3 is fitted over the left end portion of the steering handlebar 24 in a non-rotatable manner. An analog clutch lever (driving force changing mechanism, lever-type operation element) 68 is provided in front of the handlebar 62L in the steering handle 24. As will be described later, the analog clutch lever 68 is provided to control the output of the drive motor 38 regardless of whether or not the handle bar 62R is operated by the driver, thereby achieving a vehicle body behavior equivalent to that of the engine vehicle in the electric vehicle 12.

Further, an operation lever mounting portion 69 is provided at the left end portion of the steering handle 24, and the operation lever mounting portion 69 is used for mounting the analog clutch operation lever 68 to the steering handle 24. The lever mounting portion 69 mounts the dummy clutch lever 68 to the left end portion of the steering handle 24 so that the dummy clutch lever 68 is rotated about the mounting shaft 70. An analog clutch sensor (pseudo clutch sensor)72, for example, made of a rheostat, is connected to the mounting shaft 70.

From the position where the rotation angle θ cl shown in fig. 3 is 0 °, the driver rotates the dummy clutch lever 68 about the mounting shaft 70 toward the handlebar 62L, and thereby the dummy clutch lever 68 changes the driving force transmitted from the drive motor 38 to the rear wheel 34 or cuts off the transmission of the driving force from the drive motor 38 to the rear wheel 34 according to the rotation angle θ cl. That is, the analog clutch operation lever 68 is an operation lever that simulates a clutch operation member that performs opening/closing of a clutch mechanism in the engine vehicle. Therefore, the driver can experience an operation similar to the clutch operation of the engine vehicle in a simulated manner by operating the simulated clutch operation lever 68 even while riding in the electric vehicle 12.

In this case, the position where θ cl is 0 ° shown in fig. 3 corresponds to the clutch engaged state in the engine vehicle. In the present embodiment, the state corresponding to the clutch engaged state is a state in which the drive motor 38 and the rear wheels 34 are connected and the drive force of the drive motor 38 can be transmitted to the rear wheels 34 by one hundred percent. In the following description, this state is referred to as a state in which the reduction rate DR of the output (driving force) of the drive motor 38 when the output is transmitted to the rear wheels 34 is 0%.

In addition, in a state where the driver places the thumb of the left hand on the handlebar 62L, the remaining 4 fingers of the left hand are placed on the dummy clutch lever 68, and when the dummy clutch lever 68 is pulled rearward, the dummy clutch lever 68 is rotated toward the handlebar 62L about the attachment shaft 70. The rotation angle θ cl near the handlebar 62L corresponds to a state in which the clutch in the engine vehicle is disengaged. In the present embodiment, the state corresponding to the clutch off state is a state in which the transmission of the driving force from the drive motor 38 to the rear wheels 34 is off, that is, a state in which the output of the drive motor 38 is 0. In the following description, such a state is referred to as a state where the reduction rate DR is 100%.

Also, the angular range between the turning angle θ cl from 0 ° to the turning angle on the handlebar 62L side corresponds to the half clutch state in the engine vehicle. In this case, the reduction rate DR is in the range of 0% to 100%.

When the analog clutch lever 68 is rotated about the mounting shaft 70 by the operation of the driver, the analog clutch sensor 72 outputs a voltage value corresponding to the operation amount (rotation angle θ cl) of the analog clutch lever 68 as a detection signal. The voltage value is a voltage value corresponding to the rate DR of decrease in the output of the drive motor 38 requested by the driver from the drive motor 38. Therefore, the driver can instruct disconnection and connection of the transmission of the driving force from the drive motor 38 to the rear wheels 34 by operating the analog clutch operation lever 68.

The driving force changing mechanism is not limited to the example of fig. 3, and may be configured as in the 1 st to 3 rd modifications of fig. 4 to 6.

In the modification 1 of fig. 4, the dummy clutch sensor 72 is disposed at a position separated from the dummy clutch lever 68. One end of the coupling member 76 is coupled to the rotary shaft 74 of the analog clutch sensor 72 in the radial direction, and the other end of the coupling member 76 is coupled to the base end portion of the analog clutch lever 68 via a wire 78. In this case, when the analog clutch lever 68 is rotated about the mounting shaft 70 by the operation of the driver, the wire 78 coupled to the analog clutch lever 68 is pulled, and the rotary shaft 74 can be rotated by the coupling member 76. Thus, the analog clutch sensor 72 outputs, as a detection signal, a voltage value based on the rotation amount of the rotary shaft 74, which corresponds to the turning angle θ cl of the analog clutch lever 68.

In modification 2 of fig. 5, a switch box 80 is disposed on the left end portion side of the steering handle 24 at a position close to the handle bar 62L. Various switches 82 such as a winker switch and a horn switch are disposed in the switch box 80. In this case, a small analog clutch lever 84 is provided at a lower portion of the switch box 80. When the driver operates the dummy clutch lever 84 with the thumb of the left hand while holding the handlebar 62L, the dummy clutch lever 84 rotates about an attachment shaft, not shown, provided on the switch box 80. The analog clutch sensor 72 outputs a voltage value corresponding to the rotation angle θ cl of the analog clutch lever 84 as a detection signal. Further, a rear wheel brake operating lever 86 is provided in front of the handlebar 62L.

In the modification 3 of fig. 6, the switch box 80 is also disposed on the left end portion side of the steering handle 24 at a position close to the handle bar 62L. Various switches 82 are also disposed in the switch box 80. In this case, for example, the lower switch among the plurality of switches 82 disposed in the switch box 80 is assigned to the dummy clutch switch (driving force changing mechanism, operation element) 88.

The analog clutch switch 88 is a stroke or pressure sensitive type switch. In the case of the analog clutch switch 88 in the traveling mode, the driver operates the analog clutch switch 88 with the thumb or the index finger of the left hand while holding the handlebar 62L. The analog clutch sensor 72 outputs a detection signal corresponding to the operation amount.

In the case of the pressure-sensitive analog clutch switch 88, the driver presses the analog clutch switch 88 with the thumb or the index finger of the left hand while holding the handlebar 62L. The analog clutch sensor 72 outputs a detection signal corresponding to the number of operations of the analog clutch switch 88.

[ Structure of drive control device 10 ]

Fig. 7 is a block diagram of the drive control device 10 according to the present embodiment.

The drive control device 10 includes: a throttle valve operating member (accelerator operating mechanism) 100; a throttle sensor 66; an analog clutch operation element (driving force changing mechanism) 102; an analog clutch sensor 72; a wheel speed sensor 104 or a motor rotational speed sensor 106; an ECU 60; and a motor driver 56.

The throttle operation member (throttle operation piece)100 is an accelerator operation mechanism for the driver to operate the throttle, such as the handle bar 62R shown in fig. 2. Therefore, the throttle operation member 100 is not limited to the handlebar 62R, and may be any device that allows the driver to operate the throttle. The throttle sensor 66 detects a throttle valve opening TH corresponding to an operation amount (rotation angle θ TH) of the throttle operation member 100 by the driver and outputs it to the ECU 60.

The pseudo clutch operation piece 102 is a driving force changing mechanism for instructing the driver to change or turn off the driving force, such as the pseudo clutch operation levers 68 and 84 or the pseudo clutch switch 88 shown in fig. 3 to 6. Therefore, the analog clutch operation member 102 is not limited to the analog clutch operation levers 68 and 84 and the analog clutch switch 88, and may be any switch that can be operated by the driver to instruct the change or disconnection of the driving force. The analog clutch sensor 72 outputs a detection signal corresponding to the amount of operation (for example, the rotation angle θ cl) of the analog clutch operation member 102 by the driver to the ECU 60.

The wheel speed sensor 104 detects the wheel speed of the rear wheels 34 or the front wheels 28 (wheels) and outputs it to the ECU 60. The motor rotation speed sensor 106 outputs the rotation speed of the drive motor 38 to the ECU 60. The drive control device 10 may further include one of a wheel speed sensor 104 and a motor rotation speed sensor 106.

The ECU60 realizes various processing functions by reading and executing programs stored in a memory not shown. Specifically, the ECU60 includes a request output calculation unit 60a, a reduction rate calculation unit 60b, a vehicle speed calculation unit (vehicle speed detection means) 60c, a request output adjustment unit 60d, and a map 60 e.

The requested output calculating portion 60a calculates a requested output to the drive motor 38 based on the throttle valve opening TH output from the throttle valve sensor 66. The reduction rate calculation section 60b calculates a reduction rate DR of the output of the driving force based on the detection signal from the analog clutch sensor 72. The vehicle speed calculation unit 60c calculates the vehicle speed V of the electric vehicle 12 from the wheel speed detected by the wheel speed sensor 104 or the rotation speed of the drive motor 38 detected by the motor rotation speed sensor 106.

As shown in fig. 8, the map 60e is a map showing the relationship between the vehicle speed V and the output of the drive motor 38, and includes a standard map shown by a solid line and an enlarged map shown by a one-dot chain line. The standard map is a map that can be used in all vehicle speed regions of the electric vehicle 12. On the other hand, the enlargement map is a map used in a low speed region of the electric vehicle 12. Instead of the vehicle speed V, the horizontal axis of the map 60e in fig. 8 may be the rotation speed of the drive motor 38.

Returning to fig. 7, the request output adjustment unit 60d refers to the standard map or the enlarged map stored in the map 60e, and adjusts the request output calculated by the request output calculation unit 60a using the vehicle speed V calculated by the vehicle speed calculation unit 60c and the reduction rate DR calculated by the reduction rate calculation unit 60 b. The request output adjustment unit 60d outputs the adjusted request output to the motor driver 56 as a command value (command signal) for the drive motor 38.

That is, in the electric vehicle of the related art, the command value is determined according to the relationship between the throttle valve opening TH and the vehicle speed V or the rotation speed of the drive motor 38. In contrast, in the drive control device 10 according to the present embodiment, the simulated clutch operation element 102 is provided, and the request output adjustment unit 60d adjusts the request output in consideration of the reduction rate DR (DR: 0% to 100%) based on the amount of operation of the simulated clutch operation element 102 by the driver, and sets the adjusted request output as the command value.

The motor driver 56 controls the drive motor 38 in accordance with a command value supplied from the ECU 60. A specific drive control method for the drive motor 38 will be described later.

[ operation of the present embodiment ]

The operation of the drive control device 10 according to the present embodiment configured as described above will be described with reference to the flowcharts of fig. 9 and 10. In this operation description, a description will be given with reference to fig. 1 to 8 as necessary.

In step S1 of fig. 9, when the driver operates the right handlebar 62R (throttle operator 100) (see fig. 2 and 7) with the right hand while the electric vehicle 12 (see fig. 1) is traveling, the throttle sensor 66 detects the throttle valve opening TH corresponding to the turning angle θ TH of the handlebar 62R, and outputs the detected throttle valve opening TH to the ECU 60.

In step S2, the requested output calculation section 60a of the ECU60 calculates the requested output for the drive motor 38 in accordance with the throttle valve opening TH. In this case, when the output of the drive motor 38 corresponding to the maximum value of the throttle valve opening TH is assumed to be 100%, the requested output calculation portion 60a calculates the output of the drive motor 38 requested by the driver corresponding to the throttle valve opening TH actually detected by the throttle sensor 66 as the requested output in the range of 0% to 100%.

In step S3, when the driver operates the dummy clutch operation member 102 (the dummy clutch operation levers 68 and 84 or the dummy clutch switch 88) with the left hand (see fig. 3 to 7) while the electric vehicle 12 is traveling, the dummy clutch sensor 72 detects the operation amount (for example, the rotation angle θ cl) of the dummy clutch operation member 102 and outputs the detected operation amount to the ECU 60.

In step S4, the reduction rate calculation unit 60b of the ECU60 calculates the stroke amount (operation amount) of the dummy clutch operation tool 102 operated by the driver, that is, the reduction rate DR and the stroke speed (operation speed of the dummy clutch operation tool 102) with respect to the output of the drive motor 38, based on the input operation amount.

In step S5, the wheel speeds of the front wheels 28 or the rear wheels 34 detected by the wheel speed sensors 104 or the rotation speed of the drive motor 38 detected by the motor rotation speed sensor 106 are sequentially input to the vehicle speed calculation unit 60c of the ECU 60.

In step S6, the vehicle speed calculation unit 60c calculates the vehicle speed V of the electric vehicle 12 using the input wheel speed or rotation speed.

In step S7, the request output adjustment unit 60d refers to the standard map or the enlarged map stored in the map 60e, and adjusts the request output calculated by the request output calculation unit 60a using the reduction rate DR calculated by the reduction rate calculation unit 60b or the vehicle speed V calculated by the vehicle speed calculation unit 60 c.

In step S8, the request output adjustment unit 60d supplies the adjusted request output to the motor driver 56 as a command value.

In step S9, the motor driver 56 drives and controls the drive motor 38 in accordance with the supplied command value. Thus, the drive motor 38 generates a drive force corresponding to the amount of operation of the handle bar 62R (throttle operation element 100) and/or the dummy clutch operation element 102 operated by the driver and the vehicle speed V, and transmits the drive force to the rear wheel 34. As a result, the electrically powered vehicle 12 can perform the traveling operation desired by the driver.

Fig. 10 is a flowchart illustrating details of the processing of step S7 of fig. 9.

In step S71, the request output adjustment unit 60d determines whether or not the reduction rate DR calculated by the reduction rate calculation unit 60b is 100%, that is, whether or not the instruction is intended to interrupt the transmission from the drive motor 38 to the rear wheels 34. If it is not so instructed (step S71: NO), the process proceeds to the next step S72.

In step S72, the request output adjustment unit 60d determines whether or not the vehicle speed V of the electrically powered vehicle 12 calculated by the vehicle speed calculation unit 60c is a vehicle speed in a low speed region, that is, whether or not the vehicle speed V is less than a predetermined vehicle speed threshold value V α (V < V α). If the vehicle speed is not in the low speed range (no in step S72), the process proceeds to the next step S73.

In step S73, the request output adjustment unit 60d determines whether or not to control the output (driving force) of the drive motor 38 according to the reduction rate DR. If it is determined that the drive control of the drive motor 38 is performed at the reduction rate DR (yes in step S73), the process proceeds to the next step S74.

In step S74, the request output adjustment unit 60d refers to the standard map stored in the map 60e, and adjusts the request output calculated by the request output calculation unit 60a to a request output corresponding to the reduction rate DR. Therefore, in step S74, the requested output of the partial clutch state in the range of the reduction rate DR from 0% to 100% is determined as the command value.

For example, when DR is 0% at the time of starting the electric vehicle 12 and the requested output calculated by the requested output calculation unit 60a is 50% of the maximum value of the requested output, the output of the drive motor 38 is directly transmitted to the rear wheels 34. In this case, the request output adjustment unit 60d directly sets 50% of the request outputs to the command values.

When DR is 50% during the running of the electric vehicle 12 and the requested output calculated by the requested output calculation unit 60a is 100% of the maximum value of the requested output, the state is similar to the half-clutch state of the engine vehicle. Therefore, the request output adjustment unit 60d determines that the output of the drive motor 38 needs to be suppressed, changes the request output from 100% to 50%, and sets the changed request output (50%) as the command value.

On the other hand, if the driving force is not controlled according to the reduction rate DR in step S73 (no in step S73), the process proceeds to step S75. In step S75, the request output adjustment unit 60d determines whether to turn on or off the output of the drive motor 38, that is, determines whether to perform drive control for directly transmitting the drive force from the drive motor 38 to the rear wheels 34 or for turning off the transmission of the drive force from the drive motor 38 to the rear wheels 34.

When the output of the drive motor 38 is turned on, the request output adjustment unit 60d may determine, as a command value, a request output in the half clutch state in which the reduction rate DR is in the range of 0% to 100%, for example, as in step S74.

On the other hand, when the output of the drive motor 38 is turned off, the request output adjustment unit 60d determines a command value at which DR is 100%, that is, a command value at which the output (drive force) of the drive motor 38 is 0, regardless of the value of the request output calculated by the request output calculation unit 60 a. Therefore, when DR is 100%, the command value is 0 regardless of the operation amount of the throttle operation 100 (throttle opening TH). In this case, the requested output calculation unit 60a may not receive the input of the throttle valve opening TH from the throttle sensor 66. Alternatively, even when the request output calculation unit 60a performs the calculation processing of the request output, the request output adjustment unit 60d may not receive the calculated request output.

If the vehicle speed V of the electric vehicle 12 is in the low speed range in step S72 (V < V α, yes in step S72), the routine proceeds to step S76. In step S76, the request output adjustment unit 60d refers to the enlargement map stored in the map 60e, and performs adjustment so as to enlarge the request output calculated by the request output calculation unit 60a in accordance with the reduction rate DR. Therefore, in step S76, the amplified request output is determined to be the instruction value. That is, in the low speed region, the driver attempts to operate the throttle operation member 100 in such a manner that the driving force of the drive motor 38 becomes large. Therefore, the request output adjustment unit 60d sets a command value for amplifying the request output so as to meet the intention of the driver.

Specifically, in step S76, when the reduction rate DR is less than 20% (the range of the rotation angle θ ca in fig. 3 and 4) and the requested output calculated by the requested output calculation unit 60a is 70% or more, the requested output adjustment unit 60d sets the requested output of 150% corresponding to the amplification rate to the command value by setting the amplification rate of the output of the drive motor 38 to 150% according to the amplification map, regardless of the magnitude of the reduction rate DR and the requested output. In fig. 3 and 4, the range of the rotation angle of θ cb corresponds to the range of the rotation angle in which the reduction rate DR is 20% to 100%. In this rotation angle range, for example, the process of step S74 is executed.

Alternatively, in step S76, the request output adjustment unit 60d may determine the amplification factor of the output of the drive motor 38 from the amplification map based on the operation speed (clutch speed) of the analog clutch operation tool 102, and set the request output corresponding to the determined amplification factor as the command value. In step S76, the request output adjustment unit 60d may determine the amplification factor of the output of the drive motor 38 from the amplification map based on the operation amount (the pivot angle θ TH) of the throttle operator 100 or the time variation of the operation amount (the time variation of the pivot angle θ TH), and set the request output corresponding to the determined amplification factor as the command value.

If the reduction rate DR is 100% in step S71 (yes in step S71), the process proceeds to step S77. In step S77, the request output adjustment unit 60d determines that the output (driving force) of the drive motor 38 is 0, disconnects the transmission of the driving force from the drive motor 38 to the rear wheels 34, and determines a command value for performing zero torque control corresponding to the rotation speed of the drive motor 38. That is, when DR is 100%, the request output adjusting unit 60d sets the command value of 0% regardless of the value (for example, 50%) of the request output calculated by the request output calculating unit 60 a.

In this way, the command value is set by appropriately changing the request output in accordance with the operation amount of the analog clutch operation tool 102 or the vehicle speed V of the electric vehicle 12, and the traveling operation desired by the driver can be easily executed.

[ modified example of the present embodiment ]

In the above description, the analog

clutch levers

68 and 84 and the analog clutch switch 88 as the analog clutch operation member 102 are disposed at the left end portion of the steering handle 24. In the present embodiment, these analog clutch operation members 102 may be disposed at the right end portion of the steering handle 24. In short, the dummy clutch operation member 102 may be provided at a position that is easy for the driver to operate.

Therefore, the above-described dummy

clutch levers

68 and 84 and the dummy clutch switch 88 are examples, and the dummy clutch operation tool 102 may be an operation tool that can be easily operated by the driver. Specifically, the switch 82 provided vertically or horizontally on the switch box 80 may be the analog clutch switch 88. Further, a rocker switch or a rotary switch provided in the switch box 80 may be used as the analog clutch switch 88.

In the above description, the power unit 36 is disposed below the housing 35, and the driving force is transmitted from the driving motor 38 of the power unit 36 to the rear wheels 34, but the driving motor 38 may be an in-wheel motor disposed in the wheels of the rear wheels 34, and the driving force may be directly transmitted to the rear wheels 34. In either case, the electric vehicle 12 can be driven by transmitting the driving force from the drive motor 38 to the rear wheels 34.

The position of disposing the battery 52 is not limited to the space between the case 35 and the power unit 36, and the battery 52 may be disposed in the vicinity of the power unit 36. The position of the motor driver 56 is not limited to the inside of the case 35, and the motor driver 56 may be disposed near the power unit 36 or the battery 52 or below the seat 14. The position of the ECU60 is not limited to the inside of the case 35, and the ECU60 may be disposed below the seat 14.

In the above description, the ECU60 and the motor driver 56 are configured as separate bodies, but they may be configured as a single unit.

[ Effect of the present embodiment ]

As described above, in the drive control apparatus 10 according to the present embodiment, by providing the analog clutch operation member 102 as the drive force changing mechanism in the electric vehicle 12, it is possible to freely change or disconnect the output (drive force) of the drive motor 38 according to the driver's desire, not only at the time of starting but also at the time of operating the electric vehicle 12 (at the time of deceleration, at the time of parking, during traveling) in addition to the time of starting in the related art. That is, the output of the drive motor 38 can be controlled irrespective of whether or not the throttle operation member 100 as the acceleration operation mechanism is operated by the driver performing the simulated clutch operation using the simulated clutch operation member 102. This enables the electrically powered vehicle 12 to achieve a vehicle body behavior equivalent to that of an engine vehicle.

In the electric vehicle of the related art, the throttle operation member 100 is provided, and the analog clutch operation member 102 is not provided. Therefore, the driver instructs the change in the output of the drive motor 38 by the turning operation of the handlebar 62R. However, in order to disconnect the output of the drive motor 38, the driver must turn the handlebar 62R largely. As a result, the output of the drive motor 38 cannot be changed in a short time. In order to change the output of the drive motor 38 in a short time, the handlebar 62R needs to be quickly turned, which increases the burden on the driver.

Therefore, as shown by the broken line in fig. 11, in the related art, even if the throttle valve opening TH of the throttle operation member 100 is made 0 at the time point t0, the output of the drive motor 38 does not decrease to 0 until the time point t 2. Further, even if the throttle operation member 100 is largely rotated at the time point t2, the output of the drive motor 38 cannot be made the desired output until the time point t4 is reached.

In contrast, in the electric vehicle 12 mounted with the drive control apparatus 10 according to the present embodiment, the driver can operate the analog clutch operation member 102 independently of the operation of the throttle operation member 100. In addition, unlike the engine vehicle, the electric vehicle 12 does not reduce the rotation speed (idling speed) of the drive motor 38 by the operation of the analog clutch operation member 102.

Therefore, as shown by the solid line in fig. 11, in the present embodiment, when the analog clutch operation tool 102 is operated at time t1, the output of the drive motor 38 can be set to 0 in a short time from time t1 to time t 2. In the present embodiment, when the analog clutch operation element 102 is returned to the original position at time t2, the output of the drive motor 38 can be set to the desired output in a short time from time t2 to time t 3.

As described above, in the present embodiment, the driver can quickly perform the disconnection of the output of the drive motor 38 and the return from the disconnected state while feeling the free running feeling by operating the analog clutch operation tool 102. As a result, the behavior of the electric vehicle 12 desired by the driver can be quickly realized.

In the drive control device 10 according to the present embodiment, the analog clutch operation member 102 is provided on the handle bar that is easy for the driver to operate, and therefore, the operability is improved.

In the drive control apparatus 10 according to the present embodiment, the dummy clutch operation tool 102 is the dummy clutch operation lever 68 which simulates an operation lever, and therefore, the operability can be further improved.

In the drive control device 10 according to the present embodiment, the switch box 80 is provided with the dummy clutch lever 84 or the dummy clutch switch 88. This allows the driver to operate the vehicle with his/her hand, thereby reducing the burden on the driver in terms of operation.

In this case, if the simulated clutch lever 84 or the simulated clutch switch 88 is in the stroke, the driver can change or turn off the driving force (output) of the drive motor 38 with a small operation amount.

Further, if the pressure-sensitive type dummy clutch switch 88 is used, the operation is easy, and the driving force (output) of the drive motor 38 can be changed or turned off with a smaller force and operation amount.

In the drive control device 10 according to the present embodiment, the ECU60 can appropriately control the output (driving force) of the drive motor 38 in accordance with the desire of the driver.

In this case, the ECU60 turns on or off the output of the drive motor 38 in accordance with the operation of the analog clutch operation tool 102 by the driver, thereby enabling the transmission of the drive force from the drive motor 38 to the rear wheels 34 and the disconnection of the drive force to be performed reliably. This can improve the responsiveness of the output of the drive motor 38 to the operation of the analog clutch operation member 102.

The ECU60 can adjust (control) the output of the drive motor 38 corresponding to the operation of the throttle operation element 100 by the driver in a range of 0% to 100% in accordance with the amount of operation of the analog clutch operation element 102 by the driver. As a result, the drive control of the drive motor 38 can be performed similarly to the clutch operation of the engine vehicle, according to the driver's desire.

Further, since the ECU60 performs the zero torque control corresponding to the rotation speed of the drive motor 38 when the amount of operation of the analog clutch operation member 102 by the driver is 100%, regenerative braking (drag torque) of the drive motor 38 is suppressed, and the driver can feel a free-running feeling.

Further, since the output of the drive motor 38 is amplified in the low speed region of the electric vehicle 12, the same effect as that of amplifying the engine output by the half clutch operation can be obtained at the time of low speed of the engine vehicle.

The present invention has been described above with reference to preferred embodiments, but the technical scope of the present invention is not limited to the description of the above embodiments. It is well known to those skilled in the art that various changes and modifications can be made to the above embodiments. It is apparent from the description of the claims that modifications or improvements added thereto can be included in the technical scope of the present invention. In the claims, the parenthesized reference numerals are added to the reference numerals in the drawings for easy understanding of the present invention, and the present invention is not limited to the structural elements with the reference numerals.

The claims (modification according to treaty clause 19)

1. A drive control device (10) of an electric vehicle (12), the electric vehicle (12) having an acceleration operation mechanism (62R, 100) and a drive motor (38), wherein the acceleration operation mechanism (62R, 100) is operated by a driver; the drive motor (38) generating a drive force that drives wheels (28, 34) in response to the driver's operation of the acceleration operating mechanism (62R, 100),

has driving force changing means (68, 84, 88, 102), control means (60), and vehicle speed detecting means (60c),

the drive force changing mechanism (68, 84, 88, 102) is provided in the electric vehicle (12), changes the drive force or disconnects transmission of the drive force from the drive motor (38) to the wheels (28, 34) by the operation of the driver,

the control means (60) controls the output of the drive motor (38) in response to the driver's operation of the acceleration operation means (62R, 100), and on the other hand, adjusts the output of the drive motor (38) based on the operation of the acceleration operation means (62R, 100) in response to the driver's operation of the driving force change means (68, 84, 88, 102),

the vehicle speed detection means (60c) detects the vehicle speed of the electric vehicle (12),

the control means (60) controls the output of the drive motor (38) by supplying command values to the drive motor (38), the command values corresponding to the vehicle speed and the respective operation amounts of the acceleration operation means (62R, 100) and the drive force change means (68, 84, 88, 102) by the driver,

when the vehicle speed is equal to or less than a predetermined vehicle speed and the operation amount of the drive force changing mechanism (68, 84, 88, 102) is equal to or less than a predetermined operation amount, the control mechanism (60) amplifies the command value and supplies the amplified command value to the drive motor (38).

2. The drive control apparatus (10) of an electric vehicle (12) according to claim 1,

the driving force changing mechanism (68, 84, 88, 102) is provided on a handlebar (24) of the electric vehicle (12).

3. The drive control apparatus (10) of an electric vehicle (12) according to claim 2,

the driving force changing mechanism (68, 84) is an operation lever type operation tool operated by the driver's hand.

4. The drive control apparatus (10) of an electric vehicle (12) according to claim 2,

a switch box (80) having a plurality of switches (82) is disposed on the handle bar (24),

the drive force changing mechanisms (84, 88) are provided in the switch box (80) and are operators operated by the driver's hand.

5. The drive control apparatus (10) of an electric vehicle (12) according to claim 4,

the operating elements (84, 88) are stroke-running operating elements.

6. The drive control apparatus (10) of an electric vehicle (12) according to claim 4,

the operating member (88) is a pressure-sensitive operating member.

7. The drive control device (10) of an electric vehicle (12) according to any one of claims 1 to 6,

the control mechanism (60) turns on or off the output of the drive motor (38) in response to the driver's operation of the drive force changing mechanism (68, 84, 88, 102).

8. The drive control device (10) of an electric vehicle (12) according to any one of claims 1 to 6,

the control means (60) changes the output of the drive motor (38) in accordance with the amount of operation of the drive force changing means (68, 84, 88, 102) by the driver.

9. The drive control device (10) of an electric vehicle (12) according to any one of claims 1 to 6,

the control means (60) performs zero-torque control of the drive motor (38) in accordance with the rotational speed of the drive motor (38) when the amount of operation of the drive force changing means (68, 84, 88, 102) by the driver is 100%.

Claims

the vehicle is provided with a driving force changing mechanism (68, 84, 88, 102), wherein the driving force changing mechanism (68, 84, 88, 102) is arranged on the electric vehicle (12), and changes the driving force or cuts off the transmission of the driving force from the driving motor (38) to the wheels (28, 34) through the operation of the driver.

the operating elements (84, 88) are stroke-running operating elements.

the operating member (88) is a pressure-sensitive operating member.

the vehicle further comprises a control means (60) for controlling the output of the drive motor (38) in response to the driver's operation of the acceleration operation means (62R, 100), and for adjusting the output of the drive motor (38) based on the operation of the acceleration operation means (62R, 100) in response to the driver's operation of the driving force change means (68, 84, 88, 102).

8. The drive control apparatus (10) of an electric vehicle (12) according to claim 7,

9. The drive control apparatus (10) of an electric vehicle (12) according to claim 7,

10. The drive control apparatus (10) of an electric vehicle (12) according to claim 7,

11. The drive control apparatus (10) of an electric vehicle (12) according to claim 7,

further comprising a vehicle speed detection means (60c), the vehicle speed detection means (60c) detecting the vehicle speed of the electric vehicle (12),