JP2022034647A - Control device of electric vehicle - Google Patents

Abstract

To reproduce a half-clutch state simulatedly to allow a driver to bodily sense driving operation as if driving a conventional MT vehicle with three pedals.SOLUTION: A control device of an electric vehicle that uses a motor as a driving force source, on the assumption that a virtual engine is assumed as the driving force source and a virtual clutch arranged at an output side of the virtual engine and a virtual manual transmission whose transmission gear ratios are set corresponding to operation of a shift lever are used, sets a rotation speed of the virtual engine that varies in accordance with operation amounts of an accelerator pedal as Ne1; calculates a rotation speed of the virtual engine in a complete engagement state of the virtual clutch as Ne2; calculates clutch transmission torque of the virtual clutch that varies in accordance with operation amounts of a clutch pedal; and when Ne1 and Ne2 deviate from each other, varies the Ne1 so that the Ne1 gets close to the Ne2 as the clutch transmission torque becomes larger.SELECTED DRAWING: Figure 2

Description

The present invention relates to at least a control device for an electric vehicle using a motor as a driving force source.

Patent Document 1 describes an invention relating to an electric vehicle using a motor as a driving force source. The electric vehicle described in Patent Document 1 executes torque fluctuation control in which the torque of the drive motor is reduced by a set fluctuation amount and then increased at a predetermined trigger for producing a pseudo shift change. The predetermined trigger is defined based on, for example, the vehicle speed, the accelerator opening degree, the accelerator opening speed, the brake depression amount, and the like. According to the electric vehicle described in Patent Document 1, driving accustomed to driving a vehicle equipped with a manual transmission is performed by performing torque fluctuation control as described above to produce a pseudo shift change. Even when a person drives an electric vehicle that is not equipped with a stepped transmission, it is said that it is possible to prevent the driver from giving a sense of discomfort.

Further, in the electric vehicle described in Patent Document 2, similarly to the electric vehicle described in Patent Document 1 above, the carrier frequency of the inverter is set at a predetermined opportunity for producing a pseudo shift change. The frequency fluctuation control that changes only the fluctuation amount is executed. In the frequency fluctuation control in the electric vehicle described in Patent Document 2, for example, by reducing the carrier frequency of the inverter, the bass noise generated by the motor increases, and the increased noise causes a pseudo shift change. I am directing.

Japanese Unexamined Patent Publication No. 2018-166386 Japanese Unexamined Patent Publication No. 2018-191366

Usually, in a vehicle (engine vehicle) using an engine as a driving force source, a transmission that shifts the rotation speed of the engine and transmits the output torque to the drive wheels is also used. In recent years, automatic transmissions (ATs), which do not require the driver to operate the clutch pedal, have become the mainstream of transmissions for engine vehicles. On the other hand, the number of manual transmissions (MTs) in which the driver operates the clutch pedal and the shift lever to change the shift is decreasing. However, MT has a simpler structure than AT, and is therefore excellent in reliability and durability. Then, in a so-called three-pedal vehicle (MT vehicle) equipped with an MT, the driver can obtain a comfortable driving feel by performing a shift operation by himself / herself and driving the vehicle as intended. Therefore, there are still a certain number of users who support 3-pedal MT vehicles. A driver who prefers such a 3-pedal MT vehicle, or a driver who is accustomed to driving a 3-pedal MT vehicle, is a vehicle equipped with an AT, a hybrid vehicle, an electric vehicle that does not require a transmission, or the like. When driving an electric vehicle, the behavior and driving sensation of the vehicle may be different from those of a conventional MT vehicle, resulting in a sense of discomfort or insufficiency. Therefore, in the electric vehicle described in Patent Document 1 and Patent Document 2, the conventional MT vehicle is produced by producing a pseudo shift change by executing the torque fluctuation control and the frequency fluctuation control as described above. I try to simulate.

In the scene of actually driving a 3-pedal MT vehicle, the driver changes the gear stage by operating the shift lever and the accelerator pedal in addition to the clutch pedal operation when changing the shift or when starting the vehicle. The engine speed is adjusted by operation at the same time. In particular, in clutch pedal operation, when the driver depresses the clutch pedal, the clutch is released and the output shaft of the engine is disconnected from the power transmission path leading to the drive wheels. Therefore, the engine speed and the output torque of the engine fluctuate according to the amount of depression of the clutch pedal by the driver and the operating state. Further, when the clutch is engaged by the driver's clutch pedal operation, the clutch not only simply transitions from the released state to the engaged state, but also becomes a so-called half-clutch state in the process of the engagement. For example, when the clutch is engaged at the time of shift change or starting of the vehicle, the driver depresses the clutch pedal more than a predetermined amount of operation to release the clutch, and then gradually returns the depressing of the clutch pedal. Perform the operation. In the process of the step-back operation, the clutch gradually starts to engage, and becomes a half-clutch (half-engagement) state in which the clutch is incompletely engaged while slipping. In such a half-clutch state, the engine speed and the output torque of the engine fluctuate in a complicated manner depending on the engaged state of the clutch (or the clutch transmission torque) and also by the influence of the vehicle speed and the running load. do. Therefore, the driver of a 3-pedal MT vehicle has a variety of clutch pedal operations, shift lever operations, accelerator pedal operations, etc. (including brake pedal operations in some cases) when shifting or starting the vehicle. The various driving operations are linked and the timing is adjusted. Therefore, as in the electric vehicles described in Patent Documents 1 and 2, only the production of a pseudo shift change by fluctuating the torque of the drive motor and the carrier frequency of the inverter is enough to produce the half-clutch as described above. It is not possible to reproduce the state and let the driver experience it. After all, with only the control techniques such as torque fluctuation control and frequency fluctuation control described in Patent Document 1 and Patent Document 2, the driver who prefers a 3-pedal MT vehicle or is accustomed to the driving operation of a 3-pedal MT vehicle. It is not possible to completely eliminate the discomfort and lack of feeling that the driver has.

In this way, it is necessary to give a comfortable driving feel to a driver who prefers a 3-pedal MT vehicle or a driver who is accustomed to driving a 3-pedal MT vehicle without feeling any discomfort or lack. There was still room for improvement in constructing an electric vehicle capable of

The present invention was conceived by paying attention to the above technical problems, and simulated the half-clutch state in the process of engaging the clutch, so that the driver can perform the same as the conventional 3-pedal MT vehicle. It is an object of the present invention to provide a control device for an electric vehicle capable of experiencing a driving operation.

In order to achieve the above object, the present invention comprises at least a driving force source having a motor, an accelerator pedal operated by a driver, and a controller for controlling the driving force source, and operating the accelerator pedal. In the control device of the electric vehicle that controls the driving force based on the amount, the (simulated) clutch pedal operated by the driver and the (simulated) shift lever operated by the driver are further added. Assuming that the controller uses a virtual engine (virtual internal combustion engine) as the driving force source, the controller selectively transmits or cuts off the output torque of the virtual engine, and the transmission state (transmission) of the output torque. Assuming that a virtual clutch that continuously changes the amount) is used, a virtual manual transmission that shifts the rotation speed of the virtual engine according to the gear ratio set corresponding to the operation position of the shift lever is used. Assuming that, the rotation speed of the virtual engine that changes according to the operation amount of the accelerator pedal is calculated as the first engine rotation speed, and the vehicle speed and the gear ratio set by the virtual manual transmission are set. Based on this, the rotation speed of the virtual engine in a state where the virtual clutch is completely engaged is calculated as the second engine rotation speed, and the clutch transmission torque (transmission torque) of the virtual clutch that changes according to the operation amount of the clutch pedal is calculated. Capacity) is calculated, and when the first engine rotation speed and the second engine rotation speed deviate from each other, the larger the clutch transmission torque is, the closer the first engine rotation speed is to the second engine rotation speed. As described above, the first engine speed is changed.

The present invention can include a simulated engine sound generating unit that generates a driving sound (or vibration) that imitates the operating state of the virtual engine. In that case, the controller rotates the first engine. The operation sound is changed according to the number, and when the first engine rotation speed and the second engine rotation speed are different from each other, the operation sound is changed according to the clutch transmission torque. You may.

Further, in the present invention, when the first engine rotation speed and the second engine rotation speed deviate from each other, the controller controls the motor and the electric vehicle according to the clutch transmission torque. It may be configured to generate acceleration.

Then, in the present invention, when the first engine rotation speed deviates higher than the second engine rotation speed, the controller generates the acceleration in the direction of accelerating the electric vehicle, and the first one. When the engine speed is lower than the second engine speed and deviates from the second engine speed, the acceleration in the direction of decelerating the electric vehicle may be generated.

The electric vehicle to be controlled in the present invention includes a clutch pedal in addition to the accelerator pedal and the brake pedal. The clutch pedal is a simulated one assuming a clutch pedal provided in a so-called three-pedal MT vehicle. It also has a pseudo shift lever. By providing such a clutch pedal and a shift lever, the driver can experience a pseudo-driving operation similar to that of a three-pedal MT vehicle. Then, in the control device for the electric vehicle of the present invention, it is assumed that a "virtual engine", a "virtual clutch", and a "virtual manual transmission" are used, and a "virtual engine" corresponding to the operation amount of the accelerator pedal is used. The first engine speed of the "virtual engine" is obtained, and based on the actual vehicle speed and the gear ratio of the "virtual manual transmission", it is assumed that the "virtual clutch" is fully engaged. The second engine speed is required. Further, the clutch transmission torque (or transmission torque capacity) of the "virtual clutch" can be obtained from the operation amount of the clutch pedal. The state in which the first engine rotation speed and the second engine rotation speed deviate from each other is a state in which the "virtual clutch" is not completely engaged, and can be assumed to be a so-called half-clutch state. Therefore, in the control device for the electric vehicle of the present invention, when the first engine rotation speed and the second engine rotation speed deviate from each other as described above, the larger the clutch transmission torque, the higher the first engine rotation speed becomes the second engine. The first engine rotation speed is changed so as to approach the rotation speed. For example, the driving sound or vibration that simulates the operating state of the "virtual engine" is changed according to the magnitude of the first engine rotation speed that is virtually obtained. As a result, the driver operates the accelerator pedal and the clutch pedal while operating the "virtual engine" (engine speed) and the "virtual clutch" engaged state, especially the "virtual clutch" half-clutch state. You can grasp and experience. Therefore, the driver can experience the same driving sensation as driving a 3-pedal MT vehicle.

Further, in the electric vehicle control device of the present invention, when the first engine rotation speed and the second engine rotation speed deviate from each other as described above, the electric vehicle corresponds to the clutch transmission torque of the "virtual clutch". The motor is controlled so that the acceleration (front-back acceleration) of is generated. For example, the minute output torque of the motor is controlled so that the acceleration of the electric vehicle gradually increases as the clutch transmission torque gradually increases. Therefore, according to the control device for the electric vehicle of the present invention, the half-clutch state of the "virtual clutch" can be simulated and the driver can experience the driving sensation at that time.

In the control device for the electric vehicle of the present invention, the first engine rotation speed and the second engine rotation speed deviate from each other as described above, and in particular, the first engine rotation speed is the second engine rotation speed. If the divergence is higher than, the motor is controlled to generate acceleration in the direction of accelerating the electric vehicle. On the contrary, when the first engine rotation speed deviates from the second engine rotation speed lower than the second engine rotation speed, the motor is controlled so as to generate acceleration in the direction of decelerating the electric vehicle. Therefore, according to the control device for the electric vehicle of the present invention, the half-clutch state of the "virtual clutch" can be simulated and more faithfully reproduced, and the driver can experience the driving sensation at that time.

Therefore, according to the control device for the electric vehicle of the present invention, the half-clutch state in the process of engaging the clutch as described above can be simulated and realistically reproduced. It is possible to give a comfortable driving feel to a driver who prefers a 3-pedal MT vehicle or a driver who is accustomed to driving a 3-pedal MT vehicle without feeling uncomfortable or lacking. Electric vehicle can be provided.

It is a figure which shows an example of the structure (drive system and control system) of the electric vehicle to be controlled in this invention. It is a flowchart for demonstrating an example of the control performed by the control device of the electric vehicle of this invention.

An embodiment of the present invention will be described with reference to the drawings. It should be noted that the embodiments shown below are merely examples of cases where the present invention is embodied, and do not limit the present invention.

The vehicle to be controlled in the embodiment of the present invention is an electric vehicle including at least one motor as a driving force source. It may be an electric vehicle equipped with one or more motors as a driving force source. Alternatively, it may be a so-called hybrid vehicle equipped with an engine and a motor as a driving force source. In either of these electric vehicles or hybrid vehicles, the torque output by the motor of the driving force source is transmitted to the driving wheels to generate the driving force. The driving force is controlled based on the amount of operation of the accelerator pedal by the driver.

Further, the electric vehicle to be controlled in the embodiment of the present invention is configured to imitate a so-called three-pedal MT vehicle (an engine vehicle equipped with a manual transmission equipped with a clutch pedal). That is, the electric vehicle to be controlled in the embodiment of the present invention is configured so that the driver can experience the same driving operation as the conventional three-pedal MT vehicle even if the electric vehicle is an electric vehicle. In addition, in the application of Japanese Patent Application No. 2020-0926, the present applicant proposes an invention relating to an electric vehicle configured so that the driving operation similar to that of a conventional three-pedal MT vehicle can be experienced. The electric vehicle control device according to the embodiment of the present invention can basically control the electric vehicle described in detail in the specification of the application of Japanese Patent Application No. 2020-00826.

FIG. 1 schematically shows an example of a configuration (drive system and control system) of an electric vehicle to be controlled in the embodiment of the present invention. The electric vehicle (hereinafter referred to as vehicle) Ve shown in FIG. 1 is an electric vehicle equipped with a motor 2 as a driving force source (POWER) 1. The vehicle Ve includes a drive wheel 3, an accelerator pedal 4, a brake pedal 5, a simulated engine sound generation unit 6, a detection unit 7, and a controller (ECU) 8 as main components. The driving force source 1 in the embodiment of the present invention may include one or a plurality of motors in addition to the motor 2. It may also include a motor 2 and an engine (not shown). Alternatively, it may be a so-called hybrid drive unit including a motor 2 and an engine (not shown), and a power dividing mechanism, a speed change mechanism, and the like (not shown).

The motor 2 is composed of, for example, a permanent magnet type synchronous motor, an induction motor, or the like. The motor 2 has at least a function as a prime mover that is driven by being supplied with electric power and outputs torque. Further, the motor 2 may function as a generator that generates electric power by being driven by receiving torque from the outside. That is, the motor 2 may be a so-called motor generator having both a function as a prime mover and a function as a generator. A battery (not shown) is connected to the motor 2 via an inverter (not shown). Therefore, the electric power stored in the battery can be supplied to the motor 2, the motor 2 can function as a prime mover, and the drive torque can be output. Further, the motor 2 can be made to function as a generator by the torque transmitted from the drive wheels 3, and the regenerative power generated at that time can be stored in the battery. The output rotation speed and output torque of the motor 2 are electrically controlled by a controller 8 described later. Further, in the case of a motor / generator, switching between the function as a prime mover and the function as a generator as described above is electrically controlled.

The drive wheels 3 generate the driving force of the vehicle Ve by transmitting the driving torque output by the driving force source 1 (motor 2). In the embodiment shown in FIG. 1, the drive wheel 3 is connected to the drive force source 1, that is, the motor 2 via the reduction gear 9, the differential gear 10, and the drive shaft 11. The vehicle Ve in the embodiment of the present invention is a front-wheel drive vehicle in which the driving torque (output torque of the motor 2) is transmitted to the front wheels and the driving force is generated by the front wheels, as in the embodiment shown in FIG. May be good. Alternatively, the vehicle Ve may be a rear-wheel drive vehicle in which the driving torque is transmitted to the rear wheels via, for example, a propeller shaft (not shown) and the driving force is generated by the rear wheels. Alternatively, the vehicle Ve may be a four-wheel drive vehicle that is provided with a transfer mechanism (not shown) to transmit drive torque to both the front and rear wheels and generate driving force on both the front and rear wheels. good.

The accelerator pedal 4 is provided as an operation unit of an accelerator device (not shown) that generates a driving force of the vehicle Ve according to the acceleration intention of the driver, and a conventional general configuration is used. The accelerator device is operated by, for example, operating an operation unit such as an accelerator pedal 4 or an accelerator lever (not shown) by the driver to generate a driving force or acceleration of the vehicle Ve. In the embodiment shown in FIG. 1, the accelerator device is configured to generate a driving force or an acceleration in response to a driver's depression operation of the accelerator pedal 4. Specifically, the accelerator device generates a driving force or an acceleration according to the amount of depression (operation amount) of the accelerator pedal 4.

The brake pedal 5 is provided as an operation unit of a brake device (not shown) that generates a braking force of the vehicle Ve, and a conventional general configuration is used. The brake device is operated by, for example, an operation of an operation unit such as a brake pedal 5 or a brake lever (not shown) by the driver to generate a braking force (braking torque) of the vehicle Ve. In the embodiment shown in FIG. 1, the brake device is configured to generate braking force in response to a driver's depression of the brake pedal 5. For example, in the brake device, a brake hydraulic pressure corresponding to the depression amount or the pedaling force of the brake pedal 5 acts, and a braking force corresponding to the brake hydraulic pressure is generated.

The vehicle Ve in the embodiment of the present invention is a 3-pedal MT vehicle in order to meet the needs of a driver who prefers a conventional so-called 3-pedal MT vehicle or a driver who is accustomed to driving a 3-pedal MT vehicle. It is configured to imitate. Therefore, the vehicle Ve includes a clutch pedal 12 and a shift lever 13.

The clutch pedal 12 is a simulated operation unit operated by the driver. The vehicle Ve in the embodiment of the present invention is an electric vehicle, and is not actually equipped with a manual transmission as provided in a conventional engine vehicle. Therefore, the vehicle Ve also does not have a clutch that cuts off the power transmission between the engine and the manual transmission. The clutch pedal 12 is not intended to actually operate the clutch, but is provided in a simulated manner so that the driving operation of a 3-pedal MT vehicle can be simulated even in an electric vehicle. There is. The clutch pedal 12 is provided with the same configuration as the clutch pedal used in a conventional 3-pedal MT vehicle. As will be described later, the clutch pedal 12 and the shift lever 13 may be configured to operate in cooperation with each other. Further, the clutch pedal 12 is a power switch of the vehicle Ve when the driver depresses the clutch pedal 12 by a predetermined operation amount or more to operate it, following the system adopted in the existing 3-pedal MT vehicle. May be configured to be bootable.

The shift lever 13 is a simulated operation unit operated by the driver. As described above, the vehicle Ve in the embodiment of the present invention is not actually equipped with a manual transmission as provided in a conventional engine vehicle. Therefore, the vehicle Ve originally does not require a shift device for operating the manual transmission. The shift lever 13 is not for actually operating the manual transmission, but is provided in a simulated manner so that the driving operation of the 3-pedal MT vehicle can be simulated even in an electric vehicle. Has been done. The shift lever 13 is provided with a shift lever having the same configuration as that used in a conventional 3-pedal MT vehicle. For example, the shift lever 13 is configured to operate by tracing a shift pattern (or shift gate), which is a so-called H pattern. Further, the shift lever 13 may be configured to operate in cooperation with the operation of the clutch pedal 12. For example, the shift lever 13 may be configured to be able to operate when the clutch pedal 12 is depressed more than a predetermined operation amount. Alternatively, when the shift lever 13 is operated while the clutch pedal 12 is in a state of less than a predetermined operation amount, it may be configured to produce a state in which the gears interfere with each other in a pseudo manner.

The simulated engine sound generation unit 6 generates a driving sound or vibration that imitates the operating state of the “virtual engine”. The "virtual engine" is a virtual internal combustion engine (for example, a virtual gasoline engine or a virtual diesel engine) that is assumed to be used as the driving force source 1 of the vehicle Ve, and the arithmetic processing of the controller 8 is performed. Assumed to be set above. When the rotation speed of the "virtual engine" fluctuates (is assumed to fluctuate) according to the operation amount (depression amount) of the accelerator pedal 4, the simulated engine sound generation unit 6 determines the rotation speed of the "virtual engine". Produces the corresponding driving noise or vibration. For example, an audio device (not shown) of the vehicle Ve is used to generate a driving sound of a "virtual engine" from a speaker (not shown) of the audio device. Alternatively, a dedicated speaker (not shown) or a vibration generator (not shown) may be provided to generate the operating sound or vibration of the “virtual engine”. Further, vibrations may be simultaneously generated in conjunction with each other together with the operating sound of the "virtual engine".

The detection unit 7 is a device or device for acquiring various data and information necessary for controlling the vehicle Ve, and includes, for example, a power supply unit, a microcomputer, a sensor, an input / output interface, and the like. In particular, the detection unit 7 in the embodiment of the present invention detects various data related to the operation amount of the accelerator pedal 4, the operation amount of the clutch pedal 12, the operation position of the shift lever 13, and the like. Specifically, the detection unit 7 includes an accelerator pedal sensor 7a that detects the amount of operation of the accelerator pedal 4 by the driver (depression amount, accelerator opening, etc.), and the operation amount of the brake pedal 5 by the driver (depression amount, pedaling force, etc.). Brake pedal sensor 7b for detecting (such as), clutch pedal sensor 7c for detecting the amount of operation of the clutch pedal 12 by the driver (depression amount, depression angle, etc.), operation position of the shift lever 13 by the driver (for example, first speed) The shift position sensor 7d that detects the sixth speed, the reverse stage, and the neutral from the stage, the motor rotation speed sensor (or resolver) 7e that detects the rotation speed of the motor 2, and the torque of the motor 2 are detected or calculated. It has a motor torque sensor 7f and the like. In addition, the detection unit 7 has various sensors such as a vehicle speed sensor (or a wheel speed sensor) 7g for detecting the vehicle speed of the vehicle Ve and an acceleration sensor 7h for detecting the acceleration of the vehicle Ve. is doing. The detection unit 7 is electrically connected to the controller 8 described later, and outputs an electric signal corresponding to the detection value or the calculated value of various sensors, devices / devices, etc. as described above to the controller 8 as detection data. do.

The controller 8 is, for example, an electronic control device mainly composed of a microcomputer, and in particular, the controller 8 in the embodiment of the present invention mainly controls the operation of the motor 2. It also controls the operation of the simulated engine sound generation unit 6. Various data detected or calculated by the detection unit 7 is input to the controller 8. The controller 8 performs a calculation using various input data, data stored in advance, a calculation formula, and the like. The controller 8 is configured to output the calculation result as a control command signal and control the motor 2, the simulated engine sound generation unit 6, and the like. As described above, the controller 8 in the embodiment of the present invention hypothetically sets a "virtual engine" that is supposed to be used as the driving force source 1 of the vehicle Ve in the arithmetic processing. Similarly, a "virtual clutch" that assumes a clutch that selectively transmits or cuts off the output torque of the "virtual engine" and continuously changes the transmission state (clutch transmission torque) of the output torque of the "virtual engine". Is set hypothetically on the arithmetic processing. Further, "virtual" assuming a manual transmission that shifts the rotation speed of the "virtual engine" according to the gear ratio (or gear ratio or gear ratio) set corresponding to the operation position of the shift lever 13. "MT" (that is, "virtual manual transmission") is assumed to be set in the arithmetic processing. Although FIG. 1 shows an example in which one controller 8 is provided, a plurality of controllers 8 may be provided for each device or device to be controlled or for each control content.

As described above, the vehicle Ve in the embodiment of the present invention is comfortable for a driver who prefers a conventional 3-pedal MT vehicle or a driver who is accustomed to driving a conventional 3-pedal MT vehicle. For the purpose of giving a driving feel, it is configured so that the driving operation of a 3-pedal MT vehicle can be simulated. In particular, the controller 8 of this vehicle Ve simulates the half-clutch state in the process of engaging the "virtual clutch" so that the driver can realistically experience the driving operation of a conventional 3-pedal MT vehicle. It is configured. An example of the control executed by the controller 8 for that purpose is shown in the flowchart of FIG.

The control shown in the flowchart of FIG. 2 is executed when the vehicle Ve travels. The vehicle Ve in the embodiment of the present invention has a configuration that allows the driver to experience the driving operation of a three-pedal MT vehicle in a simulated manner as described above. For example, the vehicle Ve of the three-pedal MT vehicle as described above. It may be configured so that the MT mode imitating the driving operation and the normal mode (or AT mode) for driving and operating as a general electric vehicle can be selectively set. In that case, the control shown in the flowchart of FIG. 2 is executed when the vehicle Ve travels with the MT mode selected.

In the flowchart of FIG. 2, first, in step S1, various sensor values are detected, and the detected various data are transmitted to the controller 8. As will be described later, in order to calculate the first engine rotation speed Ne1 and the second engine rotation speed Ne2 of the "virtual engine", the operation amount (depression amount, accelerator opening degree, etc.) of the accelerator pedal 4 may be substituted. ), The operating position of the shift lever 13 (that is, the gear ratio set in the "virtual MT"), the vehicle speed of the vehicle Ve, and the like are detected or calculated. Further, in order to calculate the clutch transmission torque (or transmission torque capacity) of the "virtual clutch", the operation amount of the clutch pedal 12 (may be replaced by the depression amount, the depression angle, or the like) is detected. Further, the rotation speed of the motor 2 and the output torque are appropriately detected for the control of generating the acceleration corresponding to the clutch transmission torque by the motor.

In step S2, the first engine rotation speed Ne1 of the "virtual engine" is calculated. The first engine rotation speed Ne1 is the rotation speed of the "virtual engine" that changes according to the operation amount of the accelerator pedal 4, and is calculated based on the operation amount of the accelerator pedal 4 detected in step S1 above. Specifically, the accelerator pedal takes into account the inertia value of the flywheel of the "virtual engine" (that is, the virtual flywheel) and the load of the driving force source 1 (motor 2 in the embodiment shown in FIG. 1). The rotation speed of the "virtual engine", which is assumed to fluctuate according to the operation amount of 4, is calculated as the first engine rotation speed Ne1. For example, the accelerator pedal 4 uses the calculation formula obtained from the result of a running experiment with a vehicle equipped with an actual engine corresponding to the "virtual engine" and the analysis result of the simulation for the vehicle assuming the installation of the "virtual engine". It is possible to calculate the first engine rotation speed Ne1 corresponding to the operation amount of. Alternatively, the first engine rotation speed Ne1 may be obtained using a map set based on the result of the running experiment or the analysis result of the simulation.

In step S3, the second engine rotation speed Ne2 of the "virtual engine" is calculated. The second engine rotation speed Ne2 is the rotation speed of the "virtual engine" in the state where the "virtual clutch" is completely engaged, and is set by the vehicle speed and the "virtual MT" detected in step S1 above. It is calculated based on the gear ratio. For example, using the calculation formula obtained from the result of a running experiment with a vehicle equipped with an actual engine equivalent to a "virtual engine" and the analysis result of a simulation for a vehicle assuming the installation of a "virtual engine", as described above. It is possible to calculate the second engine rotation speed Ne2 corresponding to various vehicle speeds and gear ratios. Alternatively, the second engine rotation speed Ne2 may be obtained using a map set based on the result of the running experiment or the analysis result of the simulation.

In step S4, whether or not the first engine rotation speed Ne1 and the second engine rotation speed Ne2 are equal, in other words, whether or not the first engine rotation speed Ne1 and the second engine rotation speed Ne2 deviate from each other. Judged. Since the first engine rotation speed Ne1 and the second engine rotation speed Ne2 are equal, that is, the first engine rotation speed Ne1 and the second engine rotation speed Ne2 do not deviate from each other, it is positively determined in this step S4. If so, the process proceeds to step S5.

In step S5, the simulated engine sound generation unit 6 simulates the operation sound or vibration of the “virtual engine”. In this case, it is assumed that the first engine rotation speed Ne1 and the second engine rotation speed Ne2 do not deviate from each other, and the "virtual clutch" is completely engaged. Therefore, the operating sound (simulated engine sound) or vibration of the "virtual engine" corresponding to the first engine rotation speed (that is, the second engine rotation speed) is generated. Both the operating sound and vibration of the "virtual engine" may be generated in conjunction with each other. When the simulated engine sound or vibration is generated in step S5, the routine shown in the flowchart of FIG. 2 is temporarily terminated.

On the other hand, the first engine rotation speed Ne1 and the second engine rotation speed Ne2 are not equal, that is, the first engine rotation speed Ne1 and the second engine rotation speed Ne2 deviate from each other. If it is determined, the process proceeds to step S6.

In step S6, whether or not the first engine rotation speed Ne1 is larger than the second engine rotation speed Ne2, in other words, whether or not the first engine rotation speed Ne1 deviates higher than the second engine rotation speed Ne2. Judged. Since the first engine speed Ne1 is larger than the second engine speed Ne2, that is, the first engine speed Ne1 deviates higher than the second engine speed Ne2, positively in this step S6. If it is determined, the process proceeds to step S7.

In step S7, the first engine rotation speed Ne1 is changed so that the first engine rotation speed Ne1 approaches the second engine rotation speed Ne2. In this case, the first engine rotation speed Ne1 and the second engine rotation speed Ne2 are in a divergent state, and it can be assumed that the "virtual clutch" is in a so-called half-clutch state. Further, in this case, the first engine rotation speed Ne1 is higher than the second engine rotation speed Ne2. Therefore, the first engine speed Ne1 is reduced so that the first engine speed Ne1 approaches the second engine speed Ne2.

In step S8, the motor 2 is controlled so as to generate acceleration in the direction of accelerating the vehicle Ve. As described above, in this case, the driver intends to accelerate (or start) the vehicle Ve because the first engine speed Ne1 deviates higher than the second engine speed Ne2. It can be estimated that the accelerator pedal 4 and the clutch pedal 12 are being operated. Therefore, in this case, the motor 2 is controlled to generate acceleration in the direction of accelerating the vehicle Ve. Specifically, the motor 2 outputs a minute torque that does not actually accelerate the vehicle Ve or does not start the vehicle Ve according to the clutch transmission torque of the "virtual clutch". As a result, the driver can experience a state in which the "virtual clutch" becomes a half-clutch and gradually begins to transmit torque (in this case, the driving torque that accelerates the vehicle Ve). When the control for generating the acceleration corresponding to the clutch transmission torque is executed in this step S8, the process proceeds to the above-mentioned step S5.

In step S5 in this case, the simulated engine sound or vibration is generated according to the first engine rotation speed Ne1 of the "virtual engine", and the simulated engine sound or vibration is changed according to the clutch transmission torque of the "virtual clutch". .. Therefore, for example, the driver depresses the accelerator pedal 4 to increase the rotation speed of the "virtual engine", and by operating the clutch pedal 12, the "virtual clutch" becomes a half-clutch, and the "virtual engine" You can experience the state where the increase in the number of revolutions of the engine is once stagnant. Then, when the simulated engine sound or vibration is generated in this step S5, the routine shown in the flowchart of FIG. 2 is temporarily terminated.

On the other hand, the first engine rotation speed Ne1 is smaller than the second engine rotation speed Ne2, that is, the first engine rotation speed Ne1 deviates lower than the second engine rotation speed Ne2. If a negative determination is made in step S6, the process proceeds to step S9.

In step S9, the first engine rotation speed Ne1 is changed so that the first engine rotation speed Ne1 approaches the second engine rotation speed Ne2, as in the above-mentioned step S7. In this case, the first engine rotation speed Ne1 and the second engine rotation speed Ne2 are in a divergent state, and it can be assumed that the "virtual clutch" is in a so-called half-clutch state. Further, in this case, the first engine rotation speed Ne1 is lower than the second engine rotation speed Ne2. Therefore, the first engine speed Ne1 is increased so that the first engine speed Ne1 approaches the second engine speed Ne2.

In step S10, the motor 2 is controlled so as to generate an acceleration in the direction of decelerating the vehicle Ve. As described above, in this case, the driver decelerates the vehicle Ve by deviating from the first engine rotation speed Ne1 lower than the second engine rotation speed Ne2 (for example, down by "virtual MT"). It can be presumed that the accelerator pedal 4 and the clutch pedal 12 are operated with the intention of shifting). Therefore, in this case, the motor 2 is controlled to generate acceleration in the direction of decelerating the vehicle Ve. Specifically, the motor 2 outputs a minute torque that does not actually decelerate the vehicle Ve according to the clutch transmission torque of the "virtual clutch". As a result, the driver can experience a state in which the "virtual clutch" becomes a half-clutch and gradually begins to transmit torque (in this case, braking torque that decelerates the vehicle Ve). When the control for generating the acceleration corresponding to the clutch transmission torque is executed in this step S10, the process proceeds to the above-mentioned step S5.

In step S5 in this case, the simulated engine sound or vibration is generated according to the first engine rotation speed Ne1 of the "virtual engine", and the simulated engine sound or vibration is changed according to the clutch transmission torque of the "virtual clutch". .. Therefore, for example, the driver depresses the accelerator pedal 4 and depresses the accelerator pedal 4 to reduce the rotation speed of the "virtual engine". By operating the clutch pedal 12, the "virtual clutch" becomes a half-clutch and the "virtual engine" is operated. You can really experience the state where the decrease in the number of revolutions is once stagnant. Then, when the simulated engine sound or vibration is generated in this step S5, the routine shown in the flowchart of FIG. 2 is temporarily terminated.

As described above, in the control device for the electric vehicle according to the embodiment of the present invention, when the first engine rotation speed Ne1 and the second engine rotation speed Ne2 of the "virtual engine" deviate from each other as described above, "virtual engine" is used. The first engine speed Ne1 is changed so that the first engine speed Ne1 approaches the second engine speed Ne2 as the clutch transmission torque of the "clutch" increases. In that case, for example, the driving sound or vibration that simulates the operating state of the "virtual engine" is changed according to the magnitude of the first engine rotation speed Ne1. Further, when the first engine rotation speed Ne1 and the second engine rotation speed Ne2 deviate from each other as described above, the acceleration (front-rear acceleration) of the vehicle Ve corresponds to the clutch transmission torque of the "virtual clutch". The motor 2 is controlled so as to generate. For example, the minute output torque of the motor is controlled so that the acceleration of the vehicle Ve gradually increases as the clutch transmission torque gradually increases. Further, when the first engine rotation speed Ne1 deviates higher than the second engine rotation speed Ne2, the motor 2 is controlled so as to generate acceleration in the direction of accelerating the vehicle Ve. On the contrary, when the first engine rotation speed Ne1 deviates lower than the second engine rotation speed Ne2, the motor 2 is controlled so as to generate an acceleration in the direction of decelerating the vehicle Ve. As a result, the driver operates the accelerator pedal 4 and the clutch pedal 12 while operating the "virtual engine" operating state (engine speed) and the "virtual clutch" engaged state, in particular, the "virtual clutch" half-clutch. You can grasp and experience the condition of. Therefore, the driver can experience the same driving sensation as driving a 3-pedal MT vehicle.

Therefore, according to the control device for the electric vehicle according to the embodiment of the present invention, the state of the half-clutch in the process of engaging the "virtual clutch" as described above can be reproduced in a simulated and realistic manner. .. And, for the driver who prefers the conventional 3-pedal MT car or the driver who is accustomed to the driving operation of the conventional 3-pedal MT car, a comfortable driving feel is provided without causing a sense of discomfort or lack. It is possible to provide a vehicle Ve that can be given.

The series of control techniques related to the control for reproducing the half-clutch state of the "virtual clutch" as described above can also be applied to, for example, a drive simulator for driving training, a simulation game for entertainment, and the like.

1 Drive power source (POWER)
2 Motor 3 Drive wheel 4 Accelerator pedal 5 Brake pedal 6 Simulated engine sound generator 7 Detection unit 7a (Detection unit) Accelerator pedal sensor 7b (Detection unit) Brake pedal sensor 7c (Detection unit) Clutch pedal sensor 7d (Detection unit) Shift position sensor 7e (detection unit) Motor rotation speed sensor (or resolver)
7f (detection unit) motor torque sensor 7g (detection unit) vehicle speed sensor (or wheel speed sensor)
7h Accelerometer (of detection unit) 8 Controller (ECU)
9 Reduction gear 10 Differential gear 11 Drive shaft 12 Clutch pedal 13 Shift lever Ve Vehicle (electric vehicle)

Claims (1)

Control of an electric vehicle including at least a driving force source having a motor, an accelerator pedal operated by a driver, and a controller for controlling the driving force source, and controlling the driving force based on the operation amount of the accelerator pedal. In the device
The clutch pedal operated by the driver and
Further equipped with a shift lever operated by the driver,
The controller
Assuming that a virtual engine is used as the driving force source,
It is assumed that a virtual clutch is used that selectively transmits or cuts off the output torque of the virtual engine and continuously changes the transmission state of the output torque.
It is assumed that a virtual manual transmission that shifts the rotation speed of the virtual engine according to the gear ratio set corresponding to the operation position of the shift lever is used.
The rotation speed of the virtual engine, which changes according to the operation amount of the accelerator pedal, is calculated as the first engine rotation speed.
Based on the vehicle speed and the gear ratio set by the virtual manual transmission, the rotation speed of the virtual engine in a state where the virtual clutch is fully engaged is calculated as the second engine rotation speed.
The clutch transmission torque of the virtual clutch, which changes according to the operation amount of the clutch pedal, is calculated.
When the first engine rotation speed and the second engine rotation speed deviate from each other, the first engine rotation speed approaches the second engine rotation speed as the clutch transmission torque increases. A control device for an electric vehicle characterized by changing the engine speed.

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