JP3018972B2 - Electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize the switching of an output torque characteristic corresponding to selector operation without using a transmission. SOLUTION: An electric vehicle 1 is provided with a selector lever 7 having a drive range and a low range which are used for forward travel motion, a motor adjustment means 9 for adjusting the driving torque of a motor 2 and a control means 11 constituted so as to increase the maximum output torque of the motor 2 in the low range of the lever 7 as compared with that in the drive range. The output of the motor 2 is transmitted to wheels 6A, 6B at a fixed transmission gear ratio.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle that generates a driving force using an electric motor, and more particularly to an electric vehicle that does not use an automatic transmission.

[0002]

2. Description of the Related Art In recent years, many electric vehicles have been proposed in which vehicles are driven by electric motors from the viewpoints of environmental problems and energy saving. For example, Japanese Patent Application Laid-Open No. Hei 5-176409 discloses an electric vehicle that drives a wheel by transmitting the rotational driving force of a motor driven by a battery to a driving wheel shaft via an automatic transmission. In this electric vehicle, the maximum regenerative braking force state of the motor is determined based on the motor speed, and if this maximum regenerative braking force state cannot be obtained, the automatic transmission is shifted to change the maximum regenerative braking force state. The obtained motor rotation speed is controlled.

[0003]

In an electric vehicle in which the rotating force of a motor is changed by such an automatic transmission, it is easy to adjust the motor to an optimum rotational speed for generating a driving force or a regenerative braking force. On the other hand, there is an advantage that the weight of the vehicle body is increased by the amount of the automatic transmission and the cost is increased. In an electric vehicle, the ratio of the weight of the battery to the weight of the vehicle body is increased, and thus reducing the weight of the other parts together with the weight of the battery is one of the issues in extending the mileage.

[0004]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a motor for increasing the maximum output torque of a motor when a selector lever for switching a traveling range is in a low range as compared with when in a drive range. The adjusting means is controlled, and the driving force from the motor is transmitted to the wheels at a fixed gear ratio. By eliminating the need for a transmission, it is possible to configure an electric vehicle that is lightweight and low-cost, and that obtains an optimal driving torque by controlling the maximum output torque according to the selected range.

[0005]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In an electric vehicle according to the present invention, a selector lever capable of transmitting a driving force from a motor to wheels at a fixed speed ratio to switch between a driving range for forward running and a low range, and a driving torque of the motor. , And control means for increasing the maximum output torque of the motor when the selector lever is in the low range as compared to when the selector lever is in the drive range.

In the case where the regenerative braking force adjusting means for adjusting the regenerative braking force of the motor is provided, the control means increases the regenerative braking force of the motor when the selector lever is in the low range as compared to when the selector lever is in the drive range. It is preferable to provide a function of controlling the regenerative braking force adjusting means as described above.

The selector lever has three ranges for forward running: a low range, a second range, and a drive range.
When the selector lever is in the low range, the maximum output torque and regenerative braking force are increased compared to when the selector lever is in the second range, and when the selector lever is in the second range, the maximum output is greater than when it is in the drive range. The control means may control the motor adjusting means and the regenerative braking force adjusting means so as to increase the torque and the regenerative braking force. In this case, when the selector lever is switched from the drive range to the second range or the low range, the maximum drive torque generated by the motor increases stepwise, and the regenerative braking force increases stepwise.

Alternatively, the motor adjusting means is controlled so that the maximum output torque in the drive range is equal to the maximum output torque in the second range, and the control means is controlled by the control means so that the regenerative braking force in the second range is larger than the drive range. By controlling the power, only the regenerative braking force can be switched.

When the power supply battery and the power generation engine are provided, the control means forcibly starts the power generation engine when the selector lever is in the low range in order to increase the maximum power supply amount when the low range is selected. It is preferred to provide a part.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) In an electric vehicle indicated by reference numeral 1 in FIG. 1, a driving force from a motor 2 is transmitted to driving wheels 6A and 6B mounted on both ends of a driving shaft 5 via a speed reducer 3 and a propeller shaft 4. are doing. The electric vehicle 1 includes a selector lever 7 having a plurality of driving ranges that are switchable and having two ranges of a driving range and a low range as forward driving ranges, a motor adjusting means 9 for adjusting a driving torque of the motor 2, and an accelerator pedal 8. Drive torque setting means F1 for setting the drive torque to be generated by the motor 2 in accordance with the operation of the motor 2, and regenerative braking force adjusting means 1 for adjusting the regenerative braking force of the motor 2
0, a control means 11 having a control function for increasing the maximum output torque and the regenerative braking force when the selector lever 7 is set to the low range as compared to when the drive lever is in the drive range, a power generating engine 12 and a battery 13 serving as a power source thereof. Have. The control means 11 is composed of a motor controller 14 and an engine control unit (hereinafter referred to as “ECU”) 15 serving as a control unit for controlling the power generation engine 12.

The motor 2 is an AC induction type twin motor in which a speed reducer 3 for setting an output shaft and a propeller shaft 4 to a fixed fixed speed ratio is arranged at the center thereof. Connected to battery 13. Here, the battery 13 is composed of a plurality of DC power supplies adopting a cassette system so as to be easily attached to and detached from an automobile, and is converted into AC power by an inverter built in the motor controller 14.

The selector lever 7 is a changeover switch. Here, a low range, a drive range, a neutral range, a reverse range, (hereinafter, "L range",
When the L range or the D range is selected, an L signal or a D signal is output to the motor controller 14, respectively.

The motor adjusting means 9 comprises a current adjusting circuit, and controls the amount of current supplied to the motor 2 in accordance with a signal output from the motor controller 14 to adjust the driving torque of the motor.

When the accelerator pedal 8 is turned off, the regenerative braking force adjusting means 10 recovers the AC power generated by the motor 2 to the battery 13 via the motor controller 14. In other words, a braking force is applied to the rotation of the propeller shaft 4 and the drive shaft 5 by collecting the current from the motor 2 and reducing the rotation speed of the motor 2.

The power generating engine 12 is an internal combustion engine using LPG as fuel, and is controlled by the ECU 15 to drive a generator 16. Generator 1
6 is connected to both the battery 13 and the motor controller 14, and charges the battery 13.

The ECU 15 is a main part of a well-known microcomputer, and controls the injection timing and injection amount of the LPG stored in the fuel tank 17 and the power generation engine 12.
Is controlled to operate at a constant speed to generate the rated power. The ECU 15 is connected to the motor controller 14, and starts the power generating engine 12 when the selector lever 7 enters the L range and an L signal is input to the motor controller 14.

The main part of the motor controller 14 is constituted by a known microcomputer, and here, the motor controller 14 mainly controls the motor adjusting means 9. The motor controller 14 includes a selector switch 7 and a battery 13, a remaining capacity sensor 18 for detecting the remaining capacity of the battery 13, a power supply temperature sensor 19 for detecting the temperature of the battery 13, and a motor temperature sensor 2 for detecting the motor temperature.
0, an accelerator sensor 21 for detecting an ON / OFF signal of the accelerator pedal 8 and an accelerator opening sensor 22 for detecting the accelerator opening are connected respectively. The motor controller 14 stores a motor control program shown in FIG. 2 and various maps shown in FIGS. 3 to 5 in a ROM (not shown). FIG. 3 is a map for setting the accelerator opening as the driving torque setting means F1 and the driving torque of the motor 2 with respect to the opening. This map characteristic is set so that the output torque increases as the accelerator opening increases.

FIG. 4 is a map showing the characteristics of the maximum output torque with respect to the number of rotations of the motor serving as the torque characteristic switching means F2. The torque characteristic line indicated by the two-dot chain line in this map is for the D range, and the torque characteristic line indicated by the solid line is for the L range. The torque characteristic line is set so that the maximum output torque is higher when the motor speed is lower than the torque characteristic line.

FIG. 5 is a map showing characteristics of the regenerative braking force with respect to the number of rotations of the motor serving as the regenerative braking force characteristic switching means F3. The braking force characteristic line B shown by a two-dot chain line in this map is for the D range, and the braking force characteristic line A shown by the solid line is for the L range. The braking force characteristic line A is set so that the regenerative braking force is larger than the braking force characteristic line B. That is, the electric power supplied from the motor 12 to the battery 13 when the accelerator is off is increased.

The operation of the electric vehicle 1 having such a configuration will be described with reference to the program shown in FIG. First, in step S1, the position of the selector lever 7 is detected, and if it is in the D range or the L range, the process proceeds to step S2, where accelerator information is determined. Here, the accelerator pedal 8
ON / OFF, that is, whether or not the accelerator pedal 8 is depressed is determined by an ON / ON signal from the accelerator sensor 21. If the sensor 21 is an ON signal, S
Proceeding to three steps, the drive torque is calculated. Here, the opening information of the accelerator opening sensor 22 is taken in, the drive torque to be generated with respect to the accelerator opening is calculated from the map shown in FIG. 3, and the temperature information from the motor temperature sensor 20 and the remaining capacity sensor 18 is calculated in step S4. And the drive torque is corrected according to the remaining capacity, and the process proceeds to step S5.

In step S5, the selector lever 7
Is in the D range, the process reaches step S6, the torque characteristic line shown in FIG. 4 is selected, and the current adjusting circuit as the motor adjusting means 9 is controlled so that the driving torque calculated in step S9 is obtained. Control the torque.

If the selector lever 7 is in the L range in step S5, the process goes to step S7 to select the torque characteristic line shown in FIG. When the selector lever 7 is L
If it is in the range, the motor controller 1
4, the ECU 15 is driven, the power generation engine 12 is forcibly started, the generator 16 is driven, and the generated power is supplied to the battery 13 via the motor controller 14. When the step S8 ends, the process reaches the step S9.

In step S9, the drive torque is controlled by controlling the amount of current supplied to the motor 2 by the current adjustment circuit, which is the motor adjustment means 9, so that the calculated drive torque is obtained. As a result, the maximum output torque of the motor 2 when the L range is selected becomes larger than the maximum output torque of the motor 2 when the D range is selected. The rotation of the motor 2 is transmitted from the speed reducer 3 set to a fixed gear ratio to the drive wheels 6A and 6B via the propeller shaft 4 and the drive shaft 5.

Therefore, by using the L range when the electric vehicle 1 is loaded or traveling uphill, a large driving force is obtained, and the starting performance and the uphill performance are improved. If the D range is selected during so-called normal running other than during running, the motor 2
Is reduced, the power consumed by the motor 2 can be reduced. In step S8, the power generation engine 12 is started, so that the power supply to the motor 2 has a margin, and the motor 2
No reduction in the maximum output torque is achieved. Therefore, it is possible to more reliably increase the maximum output torque.

As described above, even in the electric vehicle 1 having a drive system with a fixed gear ratio, the drive torque of the motor 2 is controlled by the software (map or program) built in the motor controller 14 in accordance with the position of the selector lever 7. If you control,
The maximum output torque characteristic can be changed without using a mechanical automatic transmission, and the electric vehicle 1 can be reduced in weight while maintaining good output torque characteristics.

On the other hand, in step S2, if the accelerator sensor 21 is an off signal, the process proceeds to step S10. If the selector lever 7 is in the D range, the process reaches step S11 and the braking force characteristic line B shown in FIG. Is done. When the selector lever 7 is in the L range, the process reaches step S12, the braking force characteristic line A shown in FIG. 5 is selected, and the regenerative braking force according to the traveling range is set. That is, the regenerative braking force is set so as to increase in the L range.

After each step of S11 and S12,
In step S13, the regenerative braking force set according to the temperature information from the motor temperature sensor 20 and the remaining capacity sensor 18 and the remaining capacity is corrected. In step S14, the regenerative braking force adjusting means 10 is controlled so as to obtain the corrected regenerative braking force, and power is recovered from the motor 2 during braking. As a result, in the L range, more electric power is recovered from the motor 2 than in the D range, and the regenerative braking force when the L range is selected increases.

Therefore, when the electric vehicle 1 is traveling downhill, L
A large regenerative braking force can be obtained by using the range.
Also, if the D range is used during normal running, a large regenerative braking force does not act during vehicle braking, so that smooth running is possible and the running feeling is good.

As described above, even in the electric vehicle 1 having a drive system with a fixed gear ratio, the braking force of the motor 2 is controlled by the software (map or program) built in the motor controller 14 in accordance with the position of the selector lever 7. If controlled, the regenerative braking force characteristics can be changed without using a mechanical automatic transmission, and the electric vehicle 1 can be reduced in weight while maintaining good braking force characteristics.

(Embodiment 2) In an electric vehicle indicated by reference numeral 100 in FIG. 6, a driving force from a motor 20 is applied to driving wheels 6C mounted on both ends of a driving shaft 50 via a speed reducer 30 and a propeller shaft 40. 6D. The electric vehicle 100 includes a selector lever 70 having a drive range, a second range, and a low range as forward travel ranges, and a motor adjustment unit 90 for adjusting the drive torque of the motor 20. , The motor 20 according to the operation of the accelerator pedal 80
Drive torque setting means G1 for setting the drive torque to be generated, regenerative braking force adjusting means 91 for adjusting the regenerative braking force of the motor 20, and when the selector lever 70 is in the second range, the maximum output torque is in the drive range. Control means 110 for controlling the regenerative braking force so as to increase the regenerative braking force as compared with the drive range;
0 and a battery 130 serving as a power source thereof. The control means 110 includes a motor controller 140 and an engine control unit (hereinafter, referred to as “ECU”) 150 serving as a control unit for controlling the power generation engine 120.

The motor 20 has a speed reducer 30 for setting its output shaft and the propeller shaft 40 to a fixed fixed gear ratio.
Is a twin motor of an AC induction type arranged at the center thereof, and a battery 13 is connected via a motor controller 140.
0 is connected. Here, the battery 130 is composed of a plurality of DC power supplies adopting a cassette system so as to be easily attached to and detached from an automobile, and is converted into AC power by an inverter built in the motor controller 140.

The selector lever 70 is a changeover switch. Here, a low range, a second range, a drive range, a neutral range, a reverse range, (hereinafter, "L range", "2 range", "D range", "N
Range, "R range"), L range,
When the range or the D range is selected, the L signal, the 2 signal, and the D signal are respectively transmitted to the motor controller 14.
0 is output.

The motor adjusting means 90 comprises a current adjusting circuit, and adjusts the driving torque of the motor 20 according to a signal output from the motor controller 140. When the accelerator pedal 80 is turned off, the regenerative braking force adjusting means 91 recovers the AC power generated by the motor 20 to the battery 130 via the motor controller 140. That is, by recovering the electric power from the motor 20 and reducing the rotation speed of the motor 20, the propeller shaft 4
The braking force is applied to 0 or the rotation of the drive shaft 50.

The power generation engine 120 is an internal combustion engine that uses LPG as fuel, is controlled by the ECU 150, and drives the power generator 160. The generator 160 includes the battery 130 and the motor controller 1.
The battery 130 is connected to both the battery 40 and the battery 130.

The ECU 150 is a main part of a known microcomputer. The ECU 150 controls the injection timing and injection amount of LPG as fuel stored in the fuel tank 170 and the ignition system of the power generation engine 120 to control the constant speed. It is designed to operate and generate rated power. ECU1
50 is connected to the motor controller 140, and when the selector lever 70 is in the L range and the L signal is input to the motor controller 140, the power generation engine 120
Is started.

The main part of the motor controller 140 is constituted by a known microcomputer, and here, the motor controller 140 mainly controls the motor adjusting means 90. The motor controller 140 includes a selector switch 70 and a battery 130, a remaining capacity sensor 180 for detecting the remaining capacity of the battery 130, a power supply temperature sensor 190 for detecting the temperature of the battery 130, a motor temperature sensor 200 for detecting the motor temperature, an accelerator pedal 80 ON /
An accelerator sensor 210 for detecting the OFF signal and an accelerator opening sensor 220 for detecting the accelerator opening are connected to each other.

The motor controller 140 stores a motor control program shown in FIG. 7 and various maps shown in FIGS. 8 to 10 in a ROM (not shown). FIG. 8 is a map for setting the accelerator opening serving as the driving torque setting means G1 and the driving torque of the motor 20 with respect to the opening. This map characteristic shows that as the accelerator opening increases,
The output torque is set to be large.

FIG. 9 is a map showing the characteristic of the maximum driving torque with respect to the motor speed as the torque characteristic switching means G2. The torque characteristic line indicated by the two-dot chain line in this map is for the D range and two ranges, and the torque characteristic line indicated by the solid line is for the L range. The torque characteristic line is set such that the maximum torque is higher when the motor speed is lower than the torque characteristic line.

FIG. 10 is a map showing the characteristics of the regenerative braking force with respect to the number of rotations of the motor serving as the regenerative braking force characteristic switching means G3. The braking force characteristic line E indicated by a two-dot chain line in this map
Is for the D range, the braking force characteristic line C shown by the solid line is for the L range, and the braking force characteristic line D shown by the one-dot chain line is for the two ranges. The braking force characteristic line D is set so that the regenerative braking force is larger than the braking force characteristic line E, and the braking force characteristic line C is set so that the regenerative braking force is larger than the braking force characteristic line D. That is, when the accelerator is off, the motor 120
The power supplied from the power supply to the battery 130 is increased.

The operation of the electric vehicle 100 having such a configuration will be described with reference to the program shown in FIG. First, in step J1, the position of the selector lever 70 is detected, and if any of the D range 2 range and the L range is detected, J
Proceeding to two steps, the accelerator information is determined. Here, on / off of the accelerator pedal 80, that is, determination whether or not the accelerator pedal 80 is depressed is performed based on an on / on signal from the accelerator sensor 210, and if the sensor 210 is an on signal, Proceeding to step J3, drive torque is calculated. Here, the driving torque to be generated for the accelerator opening is calculated from the map shown in FIG. 8 by taking in the opening information of the accelerator opening sensor 220,
In step J4, the driving torque is corrected according to the temperature information and the remaining capacity from the motor temperature sensor 200 and the remaining capacity sensor 180, and the process proceeds to the J5 step.

In step J5, the selector lever 7
When 0 is in the D range, the motor reaches the J6 step, selects the torque characteristic line shown in FIG. 9, and controls the current adjusting circuit as the motor adjusting means 90 so that the driving torque calculated in the J11 step is obtained. The amount of current supplied to the motor 20 is controlled, and the driving torque is controlled. In the J5 step,
When the selector lever 70 is in the 2 range, the motor reaches the J7 step and selects the torque characteristic line shown in FIG. The amount of current supply is controlled and the driving torque is controlled.

If the selector lever 70 is not in the second range, the control goes to the J9 step to select the torque characteristic line shown in FIG. 9 assuming that the range is the L range, and proceeds to the J10 step.
Is driven, and the power generation engine 120 is forcibly started. Then, the generator 160 is driven and the generated power is supplied to the battery 130 via the motor controller 140. When the J10 step is completed, the process reaches the J11 step. In step J11, the motor adjusting means 90 is controlled so that the calculated drive torque is obtained, and the motor 20 is controlled.
The amount of current supplied to the motor is controlled to control the driving torque.

As a result, the maximum output torque of the motor 20 when the L range is selected becomes larger than the maximum output torque of the motor 20 when the D range and the 2 range are selected, and the maximum output torque of the motor 20 in the D range and the 2 range. No difference in torque. The rotation of the motor 20 is transmitted from the speed reducer 30 set to a fixed gear ratio to the drive wheels 6C and 6D via the propeller shaft 40 and the drive shaft 50. Therefore, when the electric vehicle 100 is loaded and traveling uphill, a large driving force is obtained by using the L range, and the startability and the uphill performance are improved. In addition, if the D range and the two ranges are selected during normal traveling, the maximum output torque of the motor 20 can be suppressed, so that the power consumed by the motor 20 can be reduced.

As described above, even in the electric vehicle 100 having the drive system of the fixed speed ratio, the rotation of the motor 20 is controlled by the motor controller 14 in accordance with the position of the selector lever 70.
If the control is performed by software (maps or programs) incorporated in the electric vehicle 100, the maximum output torque characteristic can be changed without using a mechanical automatic transmission, and the electric vehicle 100 can be reduced in weight while maintaining good output torque characteristics. Can be realized. Further, since the power generation engine 120 is started in the J10 step, a sufficient amount of power can be supplied to the motor 20, and a decrease in the maximum output torque of the motor 20 due to an insufficient capacity of the battery 130 is eliminated.

On the other hand, in step J2, if the accelerator sensor 210 is an off signal, the process proceeds to step J12,
If the selector lever 70 is in the D range, J13
When the step is reached, the braking force characteristic line E shown in FIG. 10 is selected, and if the selector lever 70 is not in the D range, the process proceeds to the step J16. If the range reaches two steps after reaching the J16 step, the braking force characteristic line D shown in FIG. 10 is selected in the step J17. If the range is not two ranges, the braking force characteristic line D shown in FIG.
The braking force characteristic line C indicated by 0 is selected, and the regenerative braking force according to the traveling range is set. That is, the regenerative braking force in the 2 range is set to be larger than the regenerative braking force in the D range, and the regenerative braking force in the L range is larger than the regenerative braking force in the 2 range. Is set.

After each step of J13, J17 and J18, at step J14, the motor temperature sensor 20
The regenerative braking force set according to 0 or the temperature information from the remaining capacity sensor 180 or the remaining capacity is corrected. In step J15, the regenerative braking force adjusting means 91 is controlled so as to obtain the corrected regenerative braking force, and the electric power is recovered from the motor 20 during braking.

As a result, more power is recovered from the motor 20 in the L range than in the two ranges, and more power is recovered from the motor 20 in the two ranges than in the D range. Therefore, by switching the selector lever 70 between the D range, the 2 range, and the L range, the regenerative braking force increases in a stepwise manner, enabling smooth running and improving running feeling.

As described above, even in the electric vehicle 100 having a drive system with a fixed speed ratio, the rotation of the motor 20 is controlled by the motor controller 140 in accordance with the position of the selector lever 7.
If controlled by software (maps and programs) incorporated in the vehicle, the regenerative braking force characteristics can be changed without using a mechanical automatic transmission, and the electric vehicle 100 can be reduced in weight while maintaining good braking force characteristics. realizable. When the two ranges are selected, the maximum output torque is suppressed as compared with the L range, so that it is possible to increase only the regenerative braking force while reducing power consumption.

(Third Embodiment) An electric vehicle 1 shown in FIG.
00 ′ is a modification of the control means of the electric vehicle 100 in the second embodiment. Therefore, members having the same functions and the same configurations as those of the second embodiment are denoted by the same reference numerals used in the second embodiment, and description thereof will be omitted. Same as 11
The control means indicated by 11 includes a motor controller 141 and an engine control unit (hereinafter, referred to as “ECU”) 150 serving as a control unit for controlling the power generation engine 120.

The motor adjusting means 90 comprising a current adjusting circuit controls the amount of current supplied to the motor 20 according to the signal output from the motor controller 141 to adjust the driving torque of the motor 20. The ECU 150 is connected to the motor controller 141 so that the selector lever 70 is in the L range and the L signal is
When input to 41, the power generation engine 120 is started.

The main part of the motor controller 141 is constituted by a well-known microcomputer. In this case, the motor controller 141 controls the motor 20. The motor controller 141 includes a selector switch 70 and a battery 1.
30, a remaining capacity sensor 180, a power supply temperature sensor 190,
The motor temperature sensor 200, the accelerator sensor 210, and the accelerator opening sensor 220 are connected as in the second embodiment.

The motor controller 141 stores a motor control program shown in FIG. 12 and various maps shown in FIGS. 8, 10, and 13 in a ROM (not shown). The maps in FIGS. 8 and 10 are the same maps as those in the second embodiment, and thus description thereof will be omitted. FIG. 13 is a map showing the characteristics of the maximum output torque with respect to the number of rotations of the motor serving as the torque characteristic switching means G4. In this map, the torque characteristic line indicated by the two-dot chain line is for the D range, the torque characteristic line indicated by the one-dot chain line is for the two ranges, and the torque characteristic line indicated by the solid line is for the L range. The torque characteristic line is set so that the maximum torque is higher when the motor rotation speed is lower than the torque characteristic line, and the torque characteristic line is set so that the maximum torque is higher when the motor rotation speed is lower than the torque characteristic line. .

The operation of the electric vehicle 100 'having such a configuration will be described with reference to the program shown in FIG. First, K1
In the step, the position of the selector lever 70 is detected, and if the position is either the D range 2 range or the L range,
Proceeding to step K2, accelerator information is determined. Here, the on / off of the accelerator pedal 80, that is, whether or not the accelerator pedal 80 is depressed is determined by an on / on signal from the accelerator sensor 210. If the sensor 210 is an on signal, K3 Proceeding to a step, the drive torque is calculated. Here, the driving torque to be generated for the accelerator opening is calculated from the map shown in FIG. 8 by taking in the opening information of the accelerator opening sensor 220,
In step K4, the driving torque is corrected according to the temperature information and the remaining capacity from the motor temperature sensor 200 and the remaining capacity sensor 180, and the process proceeds to step K5.

In step K5, the selector lever 7
If 0 is the D range, the process reaches the K6 step, selects the torque characteristic line shown in FIG. 13, and controls the current adjusting circuit as the motor adjusting means 90 so that the driving torque calculated in the K11 step is obtained. The amount of current supplied to the motor 20 is controlled, and the driving torque is controlled. In step K5, if the range is not the D range, the process proceeds to step K7. If the selector lever 70 is in the second range, the torque characteristic line shown in FIG.
The motor adjusting means 90 is controlled to control the amount of current supplied to the motor 20 so that the driving torque calculated in the step is obtained, thereby controlling the driving torque.

In step K7, the selector lever 70
If the range is not the 2 range, it is determined that the range is the L range. At step K9, the torque characteristic line shown in FIG. 13 is selected, and at step K10, the motor controller 141
Then, the ECU 150 is driven, the power generation engine 120 is forcibly started, and the generator 160 is driven. Then, the generated power is supplied to the battery 130 via the motor controller 140. When the K10 step is completed, the process reaches the K11 step, and controls the motor adjusting means 90 to control the amount of current supplied to the motor 20 so that the calculated driving torque is obtained, thereby controlling the driving torque.

As a result, the maximum output torque of the motor 20 when the L range is selected becomes larger than the maximum output torque of the motor 20 when the two ranges are selected, and the maximum output torque of the motor 20 when the two ranges are selected becomes the D range. It becomes larger than the maximum output torque of the motor 20 at the time of selection. The rotation of the motor 20 is performed by the reduction gear 30 set at a fixed speed ratio, the propeller shaft 40 and the drive shaft 5.
0 to the drive wheels 6C and 6D.

Therefore, when the electric vehicle 100 ′ is loaded or traveling uphill, a large driving force is obtained by using the L range, so that the starting performance and the uphill performance are improved. Further, when the D range or the 2 range is selected during the normal traveling, the maximum output torque of the motor 20 is suppressed as compared with when the L range is selected, so that the power consumed by the motor 20 can be reduced.

As described above, even in the electric vehicle 100 ′ having a drive system with a fixed speed ratio, the rotation of the motor 20 is controlled by the motor controller 1 according to the position of the selector lever 70.
41, the maximum output torque characteristics can be changed without using a mechanical automatic transmission, and the electric vehicle 100 can be reduced in weight while maintaining good output torque characteristics. Can be realized. In step K10, the power generation engine 120 is started, so that the amount of power supplied to the motor 20 can be increased, and the decrease in the maximum output torque of the motor 20 due to the insufficient capacity of the battery 130 can be prevented.

On the other hand, in step K2, if the accelerator sensor 210 is an off signal, the process proceeds to step K12,
If the selector lever 70 is in the D range, K13
When the process reaches the step, the braking force characteristic line E shown in FIG. 10 is selected, and if the selector lever 70 is not in the D range, the process proceeds to step K16. If two ranges are reached after reaching the K16 step, the braking force characteristic line D shown in FIG. 10 is selected at the K17 step.
At step 18, the braking force characteristic line C shown in FIG. 10 is selected, and the regenerative braking force according to the traveling range is set. That is, the regenerative braking force in the 2 range is set to be larger than the regenerative braking force in the D range, and the regenerative braking force in the L range is larger than the regenerative braking force in the 2 range. Is set.

After each of the steps K13, K17, and K18, the motor temperature sensor 20
The regenerative braking force set according to 0 or the temperature information from the remaining capacity sensor 180 or the remaining capacity is corrected. At step K15, the regenerative braking force adjusting means 91 is controlled to recover the electric power from the motor 20 during braking so that the corrected regenerative braking force is obtained.

As a result, more power is recovered from the motor 20 in the L range than in the two ranges, and more power is recovered from the motor 20 in the two ranges than in the D range. Therefore, by switching the selector lever 70 between the D range, the 2 range, and the L range, the regenerative braking force increases stepwise, and a smoother running is possible.

As described above, even in the electric vehicle 100 ′ having the drive system with the fixed gear ratio, the rotation of the motor 20 is controlled by the motor controller 1 according to the position of the selector lever 70.
41, the regenerative braking force characteristics can be changed without using a mechanical automatic transmission, and the electric vehicle 100 'can be lightened while maintaining good braking force characteristics. Can be realized. Also, 2
When the range is selected, the maximum output torque is suppressed as compared with the L range, so that it is possible to increase only the regenerative braking force while reducing power consumption.

[0063]

According to the present invention, the maximum output torque of the motor is controlled in accordance with the position of the selector lever by using the control means in the electric vehicle which transmits the driving force from the motor to the wheels at a fixed speed ratio. In addition, the maximum output torque characteristic can be changed without using an automatic transmission, thereby realizing weight reduction while satisfying practicality. Further, since the automatic transmission is not used, the drive system can be downsized while reducing costs. When the selector lever is in the low range, control is performed so as to increase the maximum output torque compared to when the selector lever is in the drive range. Therefore, when the selector lever is used in the low range, a large driving force can be obtained, and climbing performance and starting performance are improved. Also,
By using the drive range at the time of normal running, Ru can save power consumption of the motor.

[0064] Since the cell Rekutareba is controlled to increase the regenerative braking force of the motor as compared with the time in the drive range when in the low range, obtained a large regenerative braking force by using the low range, the power consumption of the motor while was savings, downhill performance is that a well.

[0065] with cell Rekutareba is equivalent to the case that the maximum output torque in the drive range when in the second range, and controls so as to increase than the regenerative braking force to the drive range, by selecting the second range Only the regenerative braking force can be changed without changing the maximum output torque. Thus, Ru can be increased only regenerative braking force while suppressing the power consumption.

[0066] cell Rekutareba is compared to when it is in the second range when it is in the low range to increase the maximum output torque and the regenerative braking force, the maximum output torque and regenerative when the selector lever is in the second range is compared with when it is in the drive range When controlling to increase the braking force, the maximum output torque and regenerative braking force can be adjusted more finely by switching the selector lever during driving, and a good driving feeling is achieved without using an automatic transmission it can.

According to the present invention, the maximum output torque of the motor is controlled according to the position of the selector lever by using the control means in the electric vehicle that transmits the driving force from the motor to the wheels at a fixed gear ratio. The maximum output torque characteristic can be changed without using a transmission, and the weight can be reduced while satisfying practicality. Further, since the automatic transmission is not used, the drive system can be downsized while reducing costs. Since the power generation engine is forcibly started when the selector lever is in the low range, the amount of power supply in the low range is increased, and there is no reduction in the maximum output torque due to insufficient power supply voltage, and the maximum output torque in the low range can be reliably increased. it can.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an electric vehicle showing a first embodiment of the present invention.

FIG. 2 is a flowchart of a control program according to the first embodiment.

FIG. 3 is a characteristic diagram showing a relationship between an accelerator opening serving as drive torque setting means and a maximum output torque of a motor in the first embodiment.

FIG. 4 is a characteristic diagram showing a maximum torque characteristic for each traveling range as a torque characteristic switching means in the first embodiment.

FIG. 5 is a characteristic diagram showing regenerative braking force characteristics for each running range, which serves as regenerative braking force characteristic switching means in the first embodiment.

FIG. 6 is a schematic configuration diagram of an electric vehicle showing a second embodiment of the present invention.

FIG. 7 is a flowchart of a control program in a second embodiment.

FIG. 8 is a characteristic diagram showing a relationship between an accelerator opening serving as drive torque setting means and a maximum output torque of a motor in a second embodiment.

FIG. 9 is a characteristic diagram showing a maximum torque characteristic for each traveling range as a torque characteristic switching means in the second embodiment.

FIG. 10 is a characteristic diagram showing regenerative braking force characteristics for each traveling range, which serves as regenerative braking force characteristic switching means in the second embodiment.

FIG. 11 is a schematic configuration diagram of an electric vehicle showing a third embodiment of the present invention.

FIG. 12 is a flowchart of a control program in a third embodiment.

FIG. 13 is a characteristic diagram showing a maximum torque characteristic for each traveling range, which serves as a torque characteristic switching means in the third embodiment.

[Explanation of symbols]

 1, 100, 100 'Electric vehicle 2, 20 Motor 7, 70 Selector lever 8, 80 Accelerator pedal 9, 90 Motor adjustment means 10, 91 Regenerative braking force adjustment means 11, 110, 111 Mechanism means 12, 120 Power generation engine 13 , 130 Power supply 14, 140, 141 Motor controller 15, 150 Control unit (ECU)

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 11/00-11/14 B60K 6/02 B60L 7/22

Claims (2)

(57) [Claims] An electric vehicle for transmitting a driving force from a motor to wheels at a fixed transmission ratio, wherein a plurality of traveling ranges are provided to be switchable, and a selector lever having a driving range for forward traveling, a low range, and a second range. A motor adjusting means for adjusting the rotation of the motor; a regenerative braking force adjusting means for adjusting the regenerative braking force of the motor; and a maximum output of the motor when the selector lever is in the low range as compared to when the selector lever is in the drive range. Controlling the motor adjusting means so as to increase the torque, and controlling the regenerative braking force adjusting means so as to increase the regenerative braking force of the motor when the selector lever is in the low range compared to when the selector lever is in the drive range. When the selector lever is in the second range, the maximum output torque is Control means for controlling the motor adjustment means so as to be equivalent to when the vehicle is in the range, and controlling the regenerative braking force adjustment means so as to increase the regenerative braking force as compared with the drive range. An electric vehicle characterized by the following. 2. An electric vehicle for transmitting a driving force from a motor to wheels at a fixed gear ratio, wherein a plurality of traveling ranges are switchably provided, and a selector lever having a driving range for forward traveling and a low range is provided. A motor adjusting means for adjusting the rotation of the motor; a power generating engine and its power source; and a control unit for forcibly starting the power generating engine when the selector lever is in a low range, and the selector lever is in a low range. An electric vehicle having control means for controlling the motor adjusting means so as to increase the maximum output torque of the motor when the vehicle is in a drive range.