JPWO2018189897A1 - Electric vehicle control device and electric vehicle control method - Google Patents

Abstract

An electric vehicle control device capable of suppressing a change in vehicle deceleration during slip-in control of a friction clutch at a low temperature. A second clutch (CL2) disposed between the motor generator (MG) and the left and right driving wheels, an oil pump (OP) driven by the motor generator (MG), and a motor generator (MG) during coasting of the vehicle And a motor controller (18) for generating a coast regenerative torque at a predetermined coast regenerative end vehicle speed (Vce) and setting the coast regenerative torque to 0. The motor controller (18) includes a second clutch (CL2). ) Is the coast regenerative torque when the slip-in vehicle speed (Vsin) for performing the slip-in control is higher than the coast regeneration end vehicle speed (Vce), and when the slip-in vehicle speed (Vsin) is lower than the coast regeneration end vehicle speed (Vce). The electric vehicle control device is set to be smaller than the strong coast torque (THi).

Description

  The present disclosure relates to an electric vehicle control device and an electric vehicle control method.

2. Description of the Related Art Conventionally, there is known a control device for an electric vehicle including an oil pump that supplies oil to a hydraulic differential portion (transmission, clutch, etc.) by driving a driving motor (see, for example, Patent Document 1).
Further, in such a conventional technology, when the vehicle is stopped, the second clutch is slip-engaged, so that the motor is rotated at a predetermined number of revolutions and the oil pump supplies oil while maintaining the stopped state. Can be possible.

Japanese Patent Laid-Open No. 2006-176525

By the way, when the vehicle is decelerated, the second clutch is slipped when the vehicle speed falls below a predetermined slip-in vehicle speed. Further, since the response of the second clutch decreases as the temperature decreases, the slip-in vehicle speed is preferably set to a higher vehicle speed as the temperature decreases in order to ensure that the second clutch slips before stopping. .
However, as a result of setting the slip-in vehicle speed to the high speed side at a low temperature, when the vehicle speed is set higher than the coast regeneration end vehicle speed, the second clutch is slipped during the coast regeneration. In this case, the amount of torque change before and after the slip-in control of the second clutch is greater than when the slip-in control is performed after the coast regeneration ends. If the torque change amount is large as described above, the vehicle deceleration change also increases, which may give the passenger an uncomfortable feeling.

  The present disclosure has been made paying attention to the above problem, and provides an electric vehicle control device and an electric vehicle control method capable of suppressing a change in vehicle deceleration during slip-in control of a friction clutch at a low temperature. The purpose is to do.

In order to achieve the above object, a control device for an electric vehicle according to the present disclosure includes:
A friction clutch disposed between the motor for driving the vehicle and the drive wheel;
An oil pump that is driven by the motor and supplies the oil toward a hydraulic drive unit of the vehicle;
A motor regeneration control unit that generates coast regeneration torque in the motor during inertial traveling of the vehicle and sets the coast regeneration torque to 0 at a predetermined coast regeneration end vehicle speed before the vehicle stops;
The motor regeneration control unit converts the coast regeneration torque when the slip-in vehicle speed for performing the slip-in control for switching the friction clutch from the engaged state to the slip state is higher than the coast regeneration end vehicle speed at which the coast regeneration torque is zero. Control is made smaller than the coast regeneration torque when the vehicle speed is lower than the coast regeneration end vehicle speed.

  Therefore, in the control device for an electric vehicle according to the present disclosure, it is possible to suppress the amount of torque change when performing slip-in control on the friction clutch before setting the coast regeneration torque to zero. Thereby, the deceleration change of the vehicle at the time of slip-in control can also be suppressed, and the uncomfortable feeling given to the passenger can be suppressed.

1 is an overall configuration diagram illustrating an FF hybrid vehicle to which an electric vehicle control device and an electric vehicle control method according to a first embodiment are applied. It is a figure which shows an example of the mode transition map set in Example 1. FIG. It is a figure which shows an example of the shift schedule map used in Example 1. FIG. 3 is a flowchart showing a flow of slip-in control processing in the first embodiment. It is a characteristic view which shows the relationship between the slip-in vehicle speed with respect to the oil temperature in Example 1, and the relationship between this slip-in vehicle speed and a coast regeneration completion vehicle speed. It is a characteristic view which shows the share ratio of the coast regeneration torque, the cooperative regeneration torque, and the mechanical brake (hydraulic braking torque) in the weak coast regeneration mode and the strong coast regeneration mode in the first embodiment. 3 is a map showing a target driving force characteristic with respect to a vehicle speed in a weak coast regeneration mode and a target driving force characteristic with respect to a vehicle speed in a strong coast regeneration mode in Example 1. In Example 1, it is a flowchart which shows the flow of the strong coast regeneration mode cancellation process performed when oil temperature is lower than a low temperature threshold (when a slip-in vehicle speed is higher than a coast regeneration completion vehicle speed). It is a time chart which shows the operation example at the time of the oil temperature of the comparative example with Example 1 being low temperature from a low temperature threshold value. It is a torque characteristic figure which shows the torque change before the slip-in of a comparative example, and after a slip-in. It is a torque characteristic figure which shows the torque change before the slip-in of Example 1, and after a slip-in. 6 is a time chart showing an operation example when the oil temperature of Example 1 is lower than a low temperature threshold value. 6 is a time chart showing an operation example when the oil temperature becomes lower than a low temperature threshold during deceleration in the first embodiment.

  Hereinafter, the form for implementing the control apparatus and the control method of an electric vehicle of this indication is explained based on Example 1 shown in a drawing.

(Example 1)
First, the configuration will be described.
The control device and the control method for an electric vehicle according to the first embodiment are applied to an FF hybrid vehicle including a parallel hybrid drive system called a 1-motor / 2-clutch. Hereinafter, the configuration of the FF hybrid vehicle to which the control method of the first embodiment is applied is described as “detailed configuration of drive system”, “detailed configuration of operation mode”, “detailed configuration of control system”, and “control system for electric vehicle”. [Description of Control]

[Detailed configuration of drive system]
As shown in FIG. 1, the drive system of the FF hybrid vehicle includes an engine Eng, a first clutch CL1, a motor generator MG, a second clutch CL2, a continuously variable transmission CVT, a final gear FG, and a left drive. A wheel LT and a right drive wheel RT are provided. Further, the FF hybrid vehicle is provided with a brake hydraulic pressure actuator BA.

  The engine Eng is torque controlled so that the engine torque matches the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug. Further, when the engine Eng is not in the combustion operation state but is in the cranking operation state only by engaging the first clutch CL1, friction torque is generated due to frictional sliding resistance between the piston and the inner wall of the cylinder.

  First clutch CL1 is interposed in a drive transmission path between engine Eng and motor generator MG. As the first clutch CL1, for example, a normally open dry multi-plate clutch is used, and the engagement / slip engagement / release between the engine Eng and the motor generator MG is performed. If the first clutch CL1 is in the fully engaged state, motor torque + engine torque is transmitted to the second clutch CL2, and if it is in the released state, only motor torque is transmitted to the second clutch CL2. Note that the engagement / slip engagement / release of the first clutch CL1 is performed by hydraulic control in which a transmission torque (clutch torque capacity) is generated according to the clutch hydraulic pressure (pressing force).

  The motor generator MG has an AC synchronous motor structure, and performs motor torque control and motor rotation speed control when starting and running, and collecting (charging) vehicle kinetic energy to the battery 9 by regenerative brake control during braking and deceleration. Is to do.

  The second clutch CL2 is a normally open wet multi-plate clutch or wet multi-plate brake provided in the forward / reverse switching mechanism of the continuously variable transmission CVT, and the transmission torque (clutch torque capacity) according to the clutch hydraulic pressure (pressing force). ) Occurs. The second clutch CL2 transmits the torque output from the engine Eng and the motor generator MG (when the first clutch CL1 is engaged) to the left and right drive wheels LT, RT via the continuously variable transmission CVT and the final gear FG. Communicate. As shown in FIG. 1, the second clutch CL2 is set between the continuously variable transmission CVT and the left and right drive wheels LT, RT, in addition to setting the drive transmission path between the motor generator MG and the continuously variable transmission CVT. The drive transmission path may be set.

The continuously variable transmission CVT is a belt-type continuously variable transmission having a primary pulley PrP, a secondary pulley SeP, and a pulley belt BE.
The primary pulley PrP is connected to the transmission input shaft input. The secondary pulley SeP is connected to the transmission output shaft output. The pulley belt BE is bridged between the primary pulley PrP and the secondary pulley SeP.

  The primary pulley PrP has a fixed sheave fixed to the transmission input shaft input and a movable sheave slidably supported on the transmission input shaft input. The secondary pulley SeP has a fixed sheave fixed to the transmission output shaft output and a movable sheave supported slidably on the transmission output shaft output.

  The pulley belt BE is a metal belt wound between the primary pulley PrP and the secondary pulley SeP, and is sandwiched between the fixed sheave and the movable sheave. Here, as the pulley belt BE, a pin type belt or a VDT type belt is used.

  In the continuously variable transmission CVT, the pulley width of both the pulleys PrP and SeP is changed, and the diameter of the clamping surface of the pulley belt BE is changed to freely control the gear ratio (pulley ratio). Here, as the pulley width of the primary pulley PrP increases and the pulley width of the secondary pulley SeP decreases, the gear ratio changes to the low side. Further, as the pulley width of the primary pulley PrP becomes narrower and the pulley width of the secondary pulley SeP becomes wider, the gear ratio changes to the high side.

  The operation of changing the pulley width of the continuously variable transmission CVT is driven by the hydraulic pressure discharged from the oil pump OP. The oil pump OP is rotated and driven by a motor generator MG as shown in the drawing, and supplies oil to the continuously variable transmission CVT and the second clutch CL2 as a hydraulic drive unit. Note that the amount of oil supplied by the oil pump OP is an amount corresponding to the rotational speed of the motor generator MG.

  The brake hydraulic pressure actuator BA is provided in a hydraulic path that connects a master cylinder MC that generates a master cylinder pressure by a depression operation of the brake pedal BP and a wheel cylinder WC that generates a braking force in each wheel. The brake hydraulic pressure actuator BA includes a valve for reducing the wheel cylinder pressure and a valve for supplying hydraulic pressure from a hydraulic pressure source such as a pump (not shown) to the wheel cylinder WC. The wheel cylinder pressure can be arbitrarily increased or decreased. It is configured.

[Detailed configuration of operation mode]
In the FF hybrid vehicle of the first embodiment, the electric drive mode (hereinafter referred to as “EV mode”) and the hybrid travel mode (hereinafter referred to as “HEV mode”) “WSC mode” are used as operation modes by the drive system described above. Is included.

  The “EV mode” is an electric vehicle mode in which the first clutch CL1 is disengaged and the second clutch CL2 is engaged and only the motor generator MG is used as a drive source, and traveling in the “EV mode” is referred to as “EV traveling”.

  The “HEV mode” is a hybrid vehicle mode in which both the clutches CL1 and CL2 are engaged and the engine Eng and the motor generator MG are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”.

  The “WSC mode” is a CL2 slip engagement mode in which the second clutch CL2 is slip-engaged in the “HEV mode” or the “EV mode”. The “WSC mode” is a mode that is set by not having a rotation difference absorbing element such as a torque converter in the hybrid drive system. In particular, the second clutch CL2 is slip-engaged in the start and stop areas in the “HEV mode” in which the minimum engine speed is the engine idle engine speed, and when the required engine speed of the oil pump OP is secured in the EV mode. . As a result, the rotational speed of motor generator MG and the differential rotation between the input rotational speed of continuously variable transmission CVT and the input rotational speed of continuously variable transmission CVT are absorbed.

  In the “EV mode” and “HEV mode”, when the motor generator MG is controlled to the power running side, the motor generator MG is used as a travel drive source (motor). When controlling motor generator MG to the regeneration side, motor generator MG is used as a power generation drive source (generator).

  “Controlling the motor generator MG to the power running side” means that the motor generator MG is in a power running state in which power is supplied from the inverter 8 to the motor generator MG and the left and right drive wheels LT, RT are driven by the motor generator MG. It is to control MG. “Controlling the motor generator MG to the regeneration side” means that the motor generator MG is controlled so that the rotational energy of the motor generator MG and the left and right drive wheels LT and RT flows into the inverter 8. That is.

The mode transition between the “EV mode” and the “HEV mode” is performed using the target driving force and the mode transition map shown in FIG.
That is, when the motor generator MG is controlled to the power running side, the operating point P corresponding to the target driving force is set on the power running control region set above the target driving force zero axis shown in FIG. “EV mode” is selected when the operating point P is within the EV region, and “HEV mode” is selected when the operating point P is within the HEV region.

  When the motor generator MG is controlled to the regeneration side, an operating point P corresponding to the target driving force is set on the regeneration control region set below the target driving force zero axis shown in FIG. “EV mode” is selected when the operating point P is within the EV region, and “HEV mode” is selected when the operating point P is within the HEV region.

  Here, the “EV region” is an electric travel region set in a region where the absolute value of the target driving force is small, and the “HEV region” is a region where the absolute value of the target driving force is larger than the EV region. This is the set hybrid travel area. The EV area and the HEV area are partitioned by an EV / HEV switching line indicated by a thick line in FIG.

[Detailed configuration of control system]
As shown in FIG. 1, the control system of the FF hybrid vehicle includes an integrated controller 14, a transmission controller 15, a clutch controller 16, an engine controller 17, a motor controller 18, a battery controller 19, and a brake controller 20. It is equipped with. As sensors, a motor speed sensor 6, a transmission input speed sensor 7, an accelerator opening sensor 10, an engine speed sensor 11, an oil temperature sensor 12, a transmission output speed sensor 13, and the like. It is equipped with. Furthermore, a brake sensor 21, a lever position detection sensor 22, a vehicle speed sensor 23, an automatic travel setting switch sensor 24, and a regeneration mode changeover switch 29 are provided.

  The integrated controller 14 calculates the target driving force from the battery state, the accelerator opening, the vehicle speed (a value synchronized with the transmission output speed), the hydraulic oil temperature, the target vehicle speed, and the like. Based on the calculation result of the target driving force, the command value for each actuator (motor generator MG, engine Eng, first clutch CL1, second clutch CL2, continuously variable transmission CVT, brake hydraulic actuator BA) is calculated, The data is transmitted to each of the controllers 15, 16, 17, 18, 19, and 20 via the CAN communication line 25.

  The transmission controller 15 performs shift control by controlling the pulley hydraulic pressure supplied to the primary pulley PrP and the secondary pulley SeP of the continuously variable transmission CVT so as to achieve the shift command from the integrated controller 14.

  The shift control by the transmission controller 15 uses the shift schedule map shown in FIG. 3 and the driving point by the vehicle speed VSP and the target driving force DF, and the target primary rotational speed by the driving point (VSP, DF) on the shift schedule. This is done by determining Npri *. As shown in FIG. 3, the speed change schedule changes the speed ratio within a speed ratio range based on the lowest speed ratio and the highest speed ratio according to the operating point (VSP, DF). The lowest gear ratio is the gear ratio corresponding to the lowest speed, and is the largest value as the gear ratio. The highest gear ratio is the gear ratio corresponding to the highest speed, and is the smallest value as the gear ratio. Further, when the vehicle is stopped, low return control for returning to the lowest gear ratio along the low return control speed change line is executed.

  The clutch controller 16 inputs sensor information from the engine speed sensor 11, the motor speed sensor 6, the transmission input speed sensor 7, etc., and outputs clutch hydraulic pressure command values to the first clutch CL1 and the second clutch CL2. To do. Thereby, the pressing force of the first clutch CL1 is set, and the pressing force of the second clutch CL2 is set.

  The engine controller 17 inputs sensor information from the engine speed sensor 11 and controls the torque of the engine Eng so as to achieve the engine torque command value from the integrated controller 14.

  The motor controller 18 outputs a control command to the inverter 8 so as to achieve the motor torque command value and the motor rotation speed command value from the integrated controller 14, and performs motor torque control and motor rotation speed control of the motor generator MG. . Inverter 8 performs DC / AC mutual conversion, and changes the discharge current from battery 9 to the drive current of motor generator MG. Further, the generated current from motor generator MG is converted into a charging current for battery 9.

  Further, in the first embodiment, the motor controller 18 controls the rotation speed of the motor generator MG so that the oil pump OP can discharge a necessary amount of oil even when the engine Eng is stopped in a non-driven state. At this time, the clutch controller 16 performs control to cause the second clutch CL2 to slip so that the stopped state can be maintained even if the motor generator MG is rotating.

  The battery controller 19 manages the charge capacity SOC of the battery 9 and transmits the SOC information to the integrated controller 14 and the engine controller 17.

  The brake controller 20 inputs sensor information from the brake sensor 21 and outputs a braking force command to the brake hydraulic pressure actuator BA so as to achieve the braking force command from the integrated controller 14. I do.

  As brake hydraulic pressure control of the brake controller 20, cooperative regenerative braking control with motor regenerative torque of a motor generator MG described later is executed. As is well known, in this cooperative regenerative braking control, the required braking force when the driver performs a braking operation by the brake pedal BP is determined based on the hydraulic braking torque generated by the brake hydraulic actuator BA and the cooperation by the motor generator MG. Control is performed so as to be obtained together with the regenerative braking torque. Further, at the end of the cooperative regenerative braking control, a replacement control for increasing the hydraulic braking torque while executing the cooperative regenerative braking torque is executed.

  The automatic travel setting switch sensor 24 is a sensor that detects an operation signal of an automatic travel switch that is turned ON / OFF by the driver. When the automatic travel switch is turned ON, an automatic travel command is transmitted to the integrated controller 14. Thereby, the automatic travel mode is set. When the automatic travel switch is turned off, the automatic travel setting switch sensor 24 transmits an automatic travel release command to the integrated controller 14. Thereby, the setting of the automatic travel mode is canceled and the manual travel mode is set.

In the automatic travel mode, when the driver operates the accelerator pedal and the automatic travel setting switch is turned on when the vehicle speed reaches a predetermined vehicle speed or higher, the arbitrary vehicle speed is set as the target vehicle speed. Thereafter, when a preceding vehicle is detected ahead based on information from a radar sensor or the like (not shown), the detected vehicle speed of the preceding vehicle is set as the target vehicle speed.
Even if the driver does not turn off the automatic travel switch, the automatic travel setting switch sensor 24 sends an automatic travel cancellation command to the integrated controller 14 in response to a predetermined operation by the driver such as depressing the brake pedal BP. Also good. Also in this case, the setting of the automatic travel mode is canceled and the mode is switched to the manual travel mode.

[Description of Control of Electric Vehicle Control Device]
The control executed in the control apparatus for the electric vehicle according to the first embodiment will be described in the order of (slip-in control) (motor regenerative torque control) (strong coast regenerative mode canceling process).

(Slip-in control)
The clutch controller 16 executes slip-in control for bringing the second clutch CL2 into a slip engagement state when the vehicle speed decreases to the slip-in vehicle speed Vsin during deceleration.
FIG. 4 shows the flow of slip-in control processing executed by the clutch controller 16 during deceleration.

The slip-in control starts processing at the time of deceleration. In the first step S101, necessary data is received from each of the controllers 14 to 20 via the CAN communication line 25, and the process proceeds to step S102.
Here, “necessary data” refers to data from the transmission input rotational speed sensor 7, the oil temperature sensor 12, the accelerator opening sensor 10, the brake sensor 21, the vehicle speed sensor 23, and the like. That is, accelerator opening information, brake operation information, vehicle speed information, transmission input rotation speed information, oil temperature information, and the like are used as necessary information. Note that the integrated controller 14 holds mode information of “HEV mode” and “EV mode”.

In step S102, it is determined whether or not there is a slip-in request following the data reception in step S101. If YES (there is a slip-in request), the process proceeds to step S103. One process is completed.
Here, the “slip-in request” is determined as “no slip-in request” while the vehicle speed exceeds the slip-in vehicle speed Vsin at the time of deceleration, and “slip-in request” is issued when the vehicle speed becomes equal to or less than the slip-in vehicle speed Vsin. Is determined.

  This “slip-in vehicle speed” is the vehicle speed before the gear backlash control is terminated when performing the cooperative regeneration control → gear backlash control → second clutch slip-in control in order as the vehicle speed decreases during deceleration in the coasting scene. Set. The “slip-in vehicle speed” is set to a lower vehicle speed when the vehicle is decelerating in the “EV mode” accompanied by the cooperative regeneration control than when the vehicle is decelerated in the “HEV mode” accompanied by the cooperative regeneration control.

  Furthermore, as shown in FIG. 5, the slip-in vehicle speed Vsin is set to a higher vehicle speed side than the case where the oil temperature is higher as the oil temperature is lower, according to the oil temperature.

In step S103, following the determination that there is a slip-in request in step S102, a torque capacity command for reducing the engagement hydraulic pressure of the second clutch CL2 is output, and the process proceeds to step S104.
Here, the “torque capacity command” is a command value that becomes higher than the motor torque and has a capacity that the second clutch CL2 does not slip, and becomes a capacity that becomes lower than the motor torque and that allows the second clutch CL2 to slide. .

  In step S104, following the decrease in the engagement hydraulic pressure of the second clutch CL2 in step S103, a motor torque is calculated, and a command for obtaining the motor torque is output from the motor controller 18 to the inverter 8, and the process proceeds to step S105.

In step S105, following the motor torque command output in step S104, it is determined whether or not the slip determination of the second clutch C2 has been made. If YES (the second clutch slip determination is present), the flow of one process is terminated, and if NO (second clutch slip determination is not present), the process returns to step S102.
Here, “slip determination” monitors the slip amount of the second clutch CL2, and determines that the slip determination is present when the slip amount is equal to or greater than the slip determination threshold.

(Motor regeneration torque control)
Next, motor regeneration torque control executed by the motor controller 18 in the first embodiment will be described. The motor regenerative torque control is control for generating a predetermined coast regenerative torque by the motor generator MG during coasting (hereinafter referred to as coasting).
Further, when the coast regeneration control is executed, if the vehicle speed is reduced to a preset coast end speed, a coast regeneration end process is executed for setting the coast regeneration power to zero.

Hereinafter, coast regeneration control and coast regeneration end processing will be described.
As described above, the coast regeneration control is a control for generating a deceleration force by the motor regeneration torque when the vehicle is decelerated.
In this coast regeneration control, in the first embodiment, the weak coast regeneration mode and the strong coast regeneration mode can be selected by the regeneration mode changeover switch 29.

  FIG. 6 shows a comparison of the share ratio of coast regeneration / brake coordination regeneration / mechanical brake (brake hydraulic actuator BA) when the weak coast regeneration mode is selected and when the strong coast regeneration mode is selected. FIG. 7 shows an example of a coast target driving force characteristic with respect to the vehicle speed when the weak coast regeneration mode is selected and a coast target driving force characteristic with respect to the vehicle speed when the strong coast regeneration mode is selected. Hereinafter, the coast regeneration mode configuration when the accelerator is released will be described with reference to FIGS. 6 and 7.

  In the “weak coast regeneration mode”, as shown in FIGS. 6 and 7, the braking force generation region by the weak coast torque TLo that is the coast regeneration amount by the accelerator release operation is set to the negative target driving force region by the engine brake equivalent. Mode. That is, the weak coast torque TLo characteristic in the “weak coast regeneration mode” changes while maintaining the weak coast torque TLo equivalent to the engine brake when the vehicle speed VSP decreases due to deceleration, as shown by the broken line characteristic in FIG. . Then, the coast regeneration amount gradually decreases as the vehicle approaches a stop, and shifts to a positive target driving force (creep torque) when the vehicle reaches a stop region below the coast regeneration end vehicle speed. Note that the weak coast torque TLo is set to a value that does not cause the driver to feel uncomfortable even if the weak coast torque TLo changes from the weak coast torque TLo to 0 at the end of coast regeneration. .

  As shown in FIGS. 6 and 7, the “strong coast regeneration mode” refers to a region where the negative target driving force (= target braking force) generated by the strong coast torque THi, which is the coast regeneration amount by the accelerator release operation, is “weak coasting”. This is an expanded mode compared to “regenerative mode”. In the strong coast regeneration mode, the vehicle deceleration control performance can be improved when a deceleration request is made by the accelerator release operation. In other words, the strong coast torque THi characteristic in the “strong coast regeneration mode” indicates that the coast regeneration amount (strong coast torque THi) corresponding to engine braking is reduced when the vehicle speed VSP decreases due to deceleration, as shown by the solid line characteristic in FIG. Increase. When the vehicle approaches the stop, the increased strong coast torque THi is suddenly reduced, and when the vehicle enters a stop region below the predetermined course regeneration end vehicle speed, it shifts to a positive target driving force (creep torque). In the “strong coast regeneration mode”, the target driving force characteristics of the accelerator opening APO in the middle and low opening range are also shifted to the negative target driving force side than in the “weak coast regeneration mode”. Yes.

  When the “weak coast regeneration mode” is selected, if the vehicle is decelerated by the accelerator release operation, the weak coast torque TLo remains constant up to the low vehicle speed range. Then, after reaching the low vehicle speed range, as shown by the arrow A in FIG. 7, the weak coast torque TLo gradually decreases with a gradual decrease gradient as the vehicle speed decreases. On the other hand, when the “strong coast regeneration mode” is selected, as shown by the arrow B in FIG. 7, when the vehicle is decelerated by the accelerator release operation, the strong coast torque THi increases due to a steep increase gradient due to a decrease in the vehicle speed. Then, after passing through the maximum coast regeneration amount region, as shown by an arrow C in FIG. 7, the strong coast torque THi decreases due to a steep decrease gradient due to a decrease in the vehicle speed.

  As described above, the “strong coast regeneration mode” does not require a brake pedal operation in most deceleration scenes, and can control a braking force by an accelerator return / release operation. For this reason, the “strong coast regeneration mode” is sometimes referred to as “one pedal mode” in which driving / braking is controlled by accelerator work to an accelerator pedal (not shown).

  In FIG. 6, “coast regeneration torque” is a coast regeneration amount that is effective when the accelerator is off and the brake is off. The “cooperative regeneration torque” is a brake cooperative regeneration amount that is effective when the accelerator is OFF and the brake is ON. The total value of the coast regeneration torque (TLo, THi) and the cooperative regeneration torque is controlled to be within the range of the motor regeneration amount upper limit value that can be generated by the motor generator MG.

  The “mechanical brake” is a hydraulic braking torque that is compensated when the required braking force cannot be satisfied only by the regeneration amount (coast regeneration amount + brake cooperative regeneration amount) when the accelerator is OFF and the brake is ON. The hydraulic braking torque is braking torque generated in the wheel cylinder WC by the hydraulic pressure supplied from the master cylinder MC and the brake hydraulic actuator BA.

Here, the coast regeneration end timing will be described.
As shown in FIG. 7, in both the weak coast regeneration mode and the strong coast regeneration mode, the absolute value is decreased until the coast regeneration torque becomes zero at a predetermined coast regeneration end vehicle speed Vce before stopping due to deceleration. Let Further, after the coast regenerative torque is set to 0, as described above, the positive target driving force (creep torque) is shifted to.

  Further, as shown in FIG. 5, the slip-in vehicle speed Vsin is set to be higher in the low temperature region than the low temperature threshold Tlim set in the extremely low temperature region of 0 ° C. or less with respect to the coast regeneration end vehicle speed Vce. On the other hand, the slip-in vehicle speed Vsin is set lower than the coast regeneration end vehicle speed Vce in a temperature range equal to or higher than the low temperature threshold Tlim.

(Strong coast regeneration mode cancellation process)
In the first embodiment, when the strong coast regeneration mode is set, the motor controller 18 executes the strong coast regeneration mode canceling process for canceling this under a predetermined condition.

The predetermined condition for executing the strong coast regeneration mode canceling process is when the slip-in vehicle speed Vsin is higher than the coast regeneration end vehicle speed Vce, in other words, when the oil temperature is lower than the low temperature threshold Tlim.
When the strong coast regeneration mode is canceled, the coast regeneration torque is set to the weak coast torque TLo used in the weak coast regeneration mode, which is smaller than the strong coast torque THi used in the normal condition other than the predetermined condition.

Specifically, as shown in the flowchart of FIG. 8, in the first step S301, it is determined whether or not the strong coast regeneration mode is currently selected by the regeneration mode switch 29.
If the strong coast regeneration mode is selected, the process proceeds to step S302. If the strong coast regeneration mode is not selected, the process proceeds to step S307, and the map for the weak coast regeneration mode (dotted line in FIG. 7). Regenerative torque is generated based on

  In step S302, which is advanced in the case of the strong coast mode selection determination in step S301, it is determined whether or not the oil temperature is higher than the low temperature threshold Tlim (whether or not the slip-in vehicle speed Vsin is lower than the coast regeneration end vehicle speed Vce).

  When the oil temperature is higher than the low temperature threshold Tlim (when the slip-in vehicle speed Vsin is lower than the coast regeneration end vehicle speed Vce), the process proceeds to step S303. In step S303, a strong coast torque THi is generated based on the map for the strong coast regeneration mode (solid line in FIG. 7).

  On the other hand, when the oil temperature is equal to or lower than the low temperature threshold Tlim in step S302 (when the slip-in vehicle speed Vsin is higher than the coast regeneration end vehicle speed Vce), the process proceeds to step S304, and is the regeneration operation already performed with the strong coast torque THi? Judge whether or not.

  In step S304, if the regeneration is not being performed with the strong coast torque THi, the process proceeds to step S305. If the regeneration is already being performed with the strong coast torque THi, the process proceeds to step S305. Further, in step S305, the coast regenerative torque (motor regenerative torque) is decreased toward the weak coast torque TLo (decreasing the absolute value) at a change speed (inclination Kv) at which the change in the vehicle deceleration is equal to or less than an allowable value. ).

  When the motor regeneration torque reaches the weak coast torque TLo (YES in step S306), the process proceeds to step S307 to perform coast regeneration based on the map for the weak coast regeneration mode, and then perform one process. finish.

  Therefore, the coast regenerative torque when the oil temperature is equal to or lower than the low temperature threshold Tlim is set as the weak coast torque TLo, and is controlled to be smaller than the strong coast torque THi that is the coast regenerative torque when the oil temperature is higher than the low temperature threshold Tlim (S302 → S304 → S307).

  Further, when the oil temperature is equal to or lower than the low temperature threshold Tlim, when the strong coast regeneration mode is canceled and the coast regeneration torque is controlled to the weak coast torque TLo, if the strong coast torque THi is already generated, the coast regeneration torque is reduced. Decrease gently. That is, the high coast torque THi is decreased to the weak coast torque TLo at a change speed (inclination Kv) at which the change in the vehicle deceleration is equal to or less than an allowable value (S304 → S305).

[Operation of Example 1]
Next, the operation of the first embodiment will be described.
[Comparative example]
In describing the operation of the first embodiment, first, a problem when the strong coast regeneration mode canceling process is not executed will be described with reference to a comparative example of FIG.

  FIG. 9 shows that the vehicle is decelerated in the strong coast regeneration mode in a state where the oil temperature is lower than the low temperature threshold Tlim and the slip-in vehicle speed Vsin is set higher than the coast regeneration end vehicle speed Vce. It is a time chart which shows operation | movement of the comparative example in the case of stopping. In such a low temperature range PLo, the traveling mode is set to the HEV mode, the engine Eng is driven, and the oil temperature and the cooling water temperature are increased. Therefore, both clutches CL1 and CL2 are in an engaged state.

When slip-in control of the second clutch CL2 is performed at such a low temperature, the time required for actual slip to occur in the second clutch CL2 after the output of the slip command is compared with the case where the oil temperature is high. Become longer. For this reason, the clutch controller 16 sets the slip-in vehicle speed Vsin to a higher speed side as the temperature becomes lower based on the characteristics shown in FIG. 5 so that the slip start timing of the second clutch CL2 actually becomes an appropriate timing. To control.
For this reason, in the low temperature range RLo where the oil temperature is lower than the low temperature threshold value Tlim, the slip-in vehicle speed Vsin is set to be higher than the coast regeneration end vehicle speed Vce.

  Therefore, in the example of FIG. 9, the slip-in control is performed in a state where the vehicle speed becomes the slip-in vehicle speed Vsin at the time t01 before the time t02 when the coast regeneration ends and the coast regeneration is performed with the strong coast torque THi. Will start.

In this case, as shown in FIG. 10A, the difference between the regenerative torque before and after the slip-in in the second clutch CL2 becomes large, and the deceleration change (slip-in shock) generated during the slip-in control becomes large.
For this reason, there exists a possibility of giving an uncomfortable feeling to a passenger | crew. As described above, since the driving mode is set to the HEV mode at this time, the braking torque for the engine brake is added.

[Example 1]
Next, the operation of the first embodiment when the vehicle is decelerated and stopped under the same conditions as in the comparative example will be described.
FIG. 11 shows a case where the vehicle is decelerated and stopped in the strong coast regeneration mode in a state where the oil temperature is lower than the low temperature threshold Tlim and the slip-in vehicle speed Vsin is set higher than the coast regeneration end vehicle speed Vce. It is a time chart which shows the operation | movement of Example 1 of. In this case as well, the traveling mode is the HEV mode.

  In the first embodiment, in the low temperature region RLo where the oil temperature is lower than the low temperature threshold value Tlim, even when the strong coast regeneration mode is selected, the vehicle is weak based on the weak coast regeneration mode map (dotted line in FIG. 7) during deceleration. A coast torque TLo is generated. This is based on the processing of S301 → S302 → S304 → S307 in FIG.

Accordingly, the slip-in control is started in a state where the vehicle speed becomes the slip-in vehicle speed Vsin at the time t11 before the time t12 when the coast regeneration ends and the coast regeneration is performed with the weak coast torque TLo. .
In this case, as shown in FIG. 10B, the difference in regenerative torque before and after slip-in becomes smaller than that in FIG. 10A.

  Therefore, in the first embodiment, the change in deceleration (slip-in shock) that occurs during the slip-in control of the second clutch CL2 is smaller than that in the comparative example, and the uncomfortable feeling given to the occupant can be suppressed.

  Next, in the first embodiment, the operation of the first embodiment in the case where the oil temperature is lower than the low temperature threshold Tlim from the state where the oil temperature is higher than the low temperature threshold Tlim during deceleration of the vehicle in the strong coast regeneration mode is shown in FIG. This will be described based on the time chart.

  FIG. 12 shows the first embodiment in the case where the vehicle temperature is decelerated and stopped in the strong coast regeneration mode, and at time t21, the oil temperature decreases from a temperature higher than the low temperature threshold Tlim to a temperature lower than the low temperature threshold Tlim. It is a time chart which shows operation | movement.

In this case, at a time prior to the time t21, the strong coast torque THi is generated based on the strong coast regeneration mode (the processing of S301 → S302 → S303 in FIG. 8).
On the other hand, the process of S301 → S302 → S304 → S305 is executed at the time t21 when the oil temperature falls below the low temperature threshold Tlim. As a result, the coast regenerative torque is gradually decreased from the strong coast torque THi to the weak coast torque TLo at a change speed (slope Kv) where the change in the vehicle deceleration is equal to or less than the allowable value, and at time t22, the coast regenerative torque is reduced. Becomes the weak coast torque TLo.

  In this way, since the coast regenerative torque is gradually reduced at a change speed Kv in which the change in vehicle deceleration is less than or equal to the allowable value, the occupant can be changed even if the coast regenerative torque is changed from the strong coast torque THi to the weak coast torque TLo. You can avoid giving a sense of incongruity.

  Thereafter, at time t23, the vehicle speed reaches the slip-in vehicle speed Vsin, and the slip-in control is executed for the second clutch CL2. In this case, as in the example of FIG. The torque change is small, and the discomfort given to the occupant can be suppressed.

[Effect of Example 1]
The effects of the control device for the electric vehicle and the control method for the electric vehicle according to the first embodiment are listed below.
1) The control device for the electric vehicle according to the first embodiment is
A second clutch CL2 as a friction clutch disposed between the motor generator MG for driving the vehicle and the left and right drive wheels;
An oil pump OP that is driven by a motor generator MG and supplies oil toward a continuously variable transmission CVT and a second clutch CL2 as a hydraulic drive unit of the vehicle;
An electric vehicle control device comprising:
A motor controller 18 as a motor regeneration control unit that generates coast regeneration torque in the motor generator MG during coasting of the vehicle and sets the coast regeneration torque to 0 at a predetermined coast regeneration end vehicle speed Vce before the vehicle stops; ,
An oil supply control unit (motor controller 18) that drives the motor generator MG at a predetermined rotation speed Norpm that enables the oil pump OP to supply oil while the vehicle is stopped;
A clutch controller 16 serving as a clutch control unit that performs slip-in control (processing of the flowchart of FIG. 4) for switching the second clutch CL2 from the engaged state to the slip state at a preset slip-in vehicle speed Vsin as the vehicle speed decreases. When,
A slip-in vehicle speed setting unit that is included in the clutch controller 16 and sets a slip-in vehicle speed;
The motor controller 18 uses a coast regeneration torque when the slip-in vehicle speed Vsin is higher than the coast regeneration end vehicle speed Vce, and a strong coast torque THi that is a coast regeneration torque when the slip-in vehicle speed Vsin is lower than the coast regeneration end vehicle speed Vce. Is made smaller (execution part of the strong coast regeneration mode cancellation process in FIG. 8).
Therefore, before the coast regenerative torque is set to 0, it is possible to reduce the amount of torque change when the slip-in control is performed on the second clutch CL2. Thereby, the deceleration change of the vehicle at the time of slip-in control can also be suppressed, and the uncomfortable feeling given to the passenger can be suppressed.

2) The control device for the electric vehicle of Example 1 is:
The slip-in vehicle speed setting unit sets the slip-in vehicle speed Vsin on the higher speed side as the oil temperature becomes lower according to the temperature of the oil, and finishes coast regeneration with the slip-in vehicle speed Vsin when the oil temperature is higher than the low temperature threshold Tlim. While the vehicle speed Vce is set lower than the low temperature threshold Tlim, the slip-in vehicle speed Vsin is set higher than the coast regeneration end vehicle speed Vce below the low temperature threshold Tlim,
The motor controller 18 uses a coast regeneration torque when the slip-in vehicle speed Vsin is higher than the coast regeneration end vehicle speed Vce, and a strong coast torque THi that is a coast regeneration torque when the slip-in vehicle speed Vsin is lower than the coast regeneration end vehicle speed Vce. In this case, the coast regenerative torque when the oil temperature is equal to or lower than the low temperature threshold Tlim is made smaller than the coast regenerative torque (strong coast torque THi) when the oil temperature is higher than the low temperature threshold Tlim.
When the slip-in vehicle speed Vsin is set according to the oil temperature, the vertical relationship between the slip-in vehicle speed Vsin and the coast regeneration end vehicle speed Vce can be determined based on the oil temperature. That is, when the oil temperature is equal to or lower than the low temperature threshold Tlim, it can be determined that the slip-in vehicle speed Vsin is higher than the coast regeneration end vehicle speed Vce.
Therefore, the slip-in vehicle speed Vsin and the coast regeneration end vehicle speed Vce can be easily detected, and the configuration can be simplified.

3) The control device for the electric vehicle of the first embodiment is
The motor controller 18
According to the output of the regeneration mode changeover switch 29, the coast regeneration torque is a weak coast regeneration mode in which the weak coast torque TLo is set, and the strong coast regeneration mode in which the strong coast torque THi is obtained that provides a deceleration force greater than the weak coast torque TLo. , And can be switched to
In the strong coast regeneration mode, when the oil temperature is equal to or lower than the low temperature threshold Tim, when the coast regeneration torque is controlled to be small, the strong coast regeneration mode is canceled and the weak coast regeneration mode is set (S302 → S304 → S307). ).
Therefore, when the slip-in control is executed in the coast regeneration state, in the strong coast regeneration mode in which the vehicle deceleration change becomes relatively large, the coast regeneration is set to the weak coast regeneration mode before the end. Thereby, the vehicle deceleration change at the time of performing slip-in control in a coast regeneration state can be suppressed.
Further, in reducing the coast regeneration torque, the mode is simply switched, and the existing control processing can be used as it is, and the configuration can be simplified.

4) The control device for the electric vehicle according to the first embodiment is
The motor controller 18
When the oil temperature is lower than the low temperature threshold Tlim and the coast regenerative torque is changed from the strong coast regenerative mode to the weak coast regenerative mode, if the regeneration is already performed with the strong coast torque THi, the change in the vehicle deceleration is below the allowable value Is reduced from the strong coast torque THi to the weak coast torque TLo at a changing speed (inclination Kv) (S302 → S304 → S305 → S306).
Accordingly, it is possible to suppress a change in the vehicle deceleration when canceling the strong coast regeneration mode and switching to the weak coast regeneration mode during regeneration, and to suppress an uncomfortable feeling given to the occupant.

5) The control device for the electric vehicle of Example 1 is:
The second clutch C2 is included in the hydraulic pressure supply destination of the oil pump OP.
Therefore, when the oil temperature decreases, the amount of torque change during slip-in control when the slip-on vehicle speed Vsin of the second clutch CL2 is higher than the coast regeneration end vehicle speed Vce can be suppressed. Thereby, the deceleration change of the vehicle at the time of slip-in control can also be suppressed, and the uncomfortable feeling given to the passenger can be suppressed.

6) The control device for the electric vehicle according to the first embodiment is
The oil pressure supply destination of the oil pump OP includes a continuously variable transmission CVT provided in a drive transmission system between the motor generator MG and the left and right drive wheels LT, RT.
When the continuously variable transmission CVT is included in the hydraulic pump OP supply destination, a large amount of discharge is required even when the vehicle is stopped, and the second clutch CL2 is slipped by securing the rotation speed of the motor generator MG. It is necessary to let
Thus, the above-mentioned effect can be acquired in what slips 2nd clutch CL2.

7) The method for controlling the electric vehicle according to the first embodiment is as follows.
A second clutch CL2 as a friction clutch disposed between the motor generator MG for driving the vehicle and the left and right drive wheels;
An oil pump OP that is driven by a motor generator MG and supplies oil toward a continuously variable transmission CVT and a second clutch CL2 as a hydraulic drive unit of the vehicle;
An electric vehicle control device comprising:
A motor controller 18 serving as a motor regeneration control unit that generates coast regeneration torque in the motor generator MG during inertial running of the vehicle and sets the coast regeneration torque to 0 at a predetermined coast regeneration end vehicle speed Vce before the vehicle stops; ,
An oil supply control unit (motor controller 18) that drives the motor generator MG at a predetermined rotation speed Norpm that enables the oil pump OP to supply oil while the vehicle is stopped;
A clutch controller 16 serving as a clutch control unit that performs slip-in control (processing of the flowchart of FIG. 4) for switching the second clutch CL2 from the engaged state to the slip state at a preset slip-in vehicle speed Vsin as the vehicle speed decreases. When,
A slip-in vehicle speed setting unit which is included in the clutch controller 16 and sets a slip-in vehicle speed;
A control method for an electric vehicle in which the coast regeneration torque when the slip-in vehicle speed Vsin is higher than the coast regeneration end vehicle speed Vce is smaller than the coast regeneration torque when the slip-in vehicle speed Vsin is lower than the coast regeneration end vehicle speed Vce (FIG. 8). Of strong coast regeneration mode).
Therefore, before the coast regenerative torque is set to 0, it is possible to reduce the amount of torque change when the slip-in control is performed on the second clutch CL2. Thereby, the deceleration change of the vehicle at the time of slip-in control can also be suppressed, and the uncomfortable feeling given to the passenger can be suppressed.

  The electric vehicle control device and the electric vehicle control method according to the present disclosure have been described above based on the embodiment. However, the specific configuration is not limited to the embodiment, and each of the claims Design changes and additions are allowed without departing from the scope of the claimed invention.

In the embodiment, an example in which the present invention is applied to an FF hybrid vehicle including a parallel hybrid drive system called a 1-motor / 2-clutch is shown, but the present invention is not limited to this. In other words, the electric vehicle control device and electric vehicle control method of the present disclosure need only include a regenerative motor and a continuously variable transmission that executes low return control, and are not limited to hybrid vehicles, and drive only the motor. It can also be applied to an electric vehicle as a source. Moreover, even if it exists in a hybrid vehicle, it is applicable also to a series hybrid vehicle, and can also be applied to the vehicle provided with other drive systems, such as FR other than FF, 4 wheel drive.
Further, even a parallel hybrid vehicle is not limited to the one-motor / two-clutch type shown in the embodiment.

  In the embodiment, the continuously variable transmission and the second clutch as the friction clutch are shown as the hydraulic drive unit to which the oil pump supplies oil, but the present invention is not limited to this. For example, a transmission other than a continuously variable transmission may be used as the transmission. Further, in the case of an electric vehicle using only a motor as a drive source, a configuration may be adopted in which a transmission is not provided. Alternatively, when a dry type friction clutch is used, the friction clutch may not be included in the hydraulic drive unit.

  In the embodiment, the coast regeneration torque when the slip-in vehicle speed is higher than the coast regeneration end vehicle speed is controlled to be smaller than the strong coast torque that is the coast regeneration torque when the slip-in vehicle speed is lower than the coast regeneration end vehicle speed. In doing so, an example is shown in which the weak coast regeneration mode is controlled to weak coast torque. However, in this way, when controlling the coast regeneration torque to be small, it is not limited to the one that controls to the weak coast regeneration mode. In short, it is only necessary to suppress a torque shock (deceleration change) exceeding a predetermined amount when the slip-in control is executed. In this case, the reduction amount is different from the weak coast torque in the weak coast regeneration mode. May be set in advance. In this case, either a larger value or a smaller value than the weak coast torque may be used according to the deceleration change during the slip-in control.

  Furthermore, as shown in the present embodiment, the one having the strong coast regeneration mode and the weak coast regeneration mode has been shown, but the present invention can also be applied to a case where such a mode is not set. In short, the present invention can be applied to a control that generates a coast regenerative torque at the slip-in vehicle speed and that wants to suppress a change in deceleration during the slip-in control.

  In the embodiment, the state in which the slip-in vehicle speed is higher than the coast regeneration end vehicle speed is determined based on the oil temperature. However, this determination is not limited to this. In short, since it is only necessary to determine that the slip-in vehicle speed is higher than the coast regeneration end vehicle speed, the slip-in vehicle speed may be compared with the coast start / end vehicle speed.

Claims (7)

A friction clutch disposed between the motor for driving the vehicle and the drive wheel;
An oil pump that is driven by the motor and supplies oil toward a hydraulic drive section of the vehicle;
An electric vehicle control device comprising:
A motor regeneration control unit that generates coast regeneration torque in the motor during inertial traveling of the vehicle and sets the coast regeneration torque to 0 at a predetermined coast regeneration end vehicle speed before the vehicle stops;
An oil supply control unit that drives the motor at a predetermined rotational speed that enables the oil pump to supply oil while the vehicle is stopped;
A clutch control unit that performs slip-in control for switching the friction clutch from the engaged state to the slip state at a preset slip-in vehicle speed as the vehicle speed decreases.
A slip-in vehicle speed setting unit that is included in the clutch control unit and sets the slip-in vehicle speed;
With
The motor regeneration control unit is configured to reduce the coast regeneration torque when the slip-in vehicle speed is higher than the coast regeneration end vehicle speed, and smaller than the coast regeneration torque when the slip-in vehicle speed is lower than the coast regeneration end vehicle speed. A control device for an electric vehicle. In the control apparatus of the electric vehicle according to claim 1,
The slip-in vehicle speed setting unit sets the slip-in vehicle speed to a higher speed side as the oil temperature becomes lower according to the temperature of the oil, and sets the slip-in vehicle speed when the oil temperature is higher than a predetermined oil temperature. While setting to the lower speed side than the coast regeneration end vehicle speed, below the predetermined oil temperature, the slip-in vehicle speed is set to a higher speed side than the coast regeneration end vehicle speed,
The motor regeneration control unit is configured to reduce the coast regeneration torque when the slip-in vehicle speed is higher than the coast regeneration end vehicle speed, and smaller than the coast regeneration torque when the slip-in vehicle speed is lower than the coast regeneration end vehicle speed. A control device for an electric vehicle for controlling, wherein the coast regeneration torque when the oil temperature is equal to or lower than a predetermined temperature is smaller than the coast regeneration torque when the oil temperature is higher than the predetermined oil temperature. In the control apparatus of the electric vehicle according to claim 2,
The motor regeneration control unit
A weak coast regeneration mode in which the coast regeneration torque is set as the first coast regeneration torque in accordance with the output of the coast mode switching unit, and a second coast regeneration torque capable of obtaining a deceleration force larger than the first coast regeneration torque. And can be switched to the strong coast regeneration mode,
In the strong coast regeneration mode, when the oil temperature is equal to or lower than the predetermined oil temperature, when the coast regeneration torque is controlled to be small, the strong coast regeneration mode is canceled and the electric motor is switched to the weak coast regeneration mode. Vehicle control device. In the control apparatus of the electric vehicle according to claim 3,
The motor regeneration control unit
When the oil temperature is equal to or lower than the predetermined oil temperature and the strong coast regeneration mode is canceled and the weak coast regeneration mode is set, and the regeneration is already performed by the second coast regeneration torque, the vehicle deceleration A control device for an electric vehicle that reduces the second coast regenerative torque from the second coast regenerative torque to the first coast regenerative torque at a change speed at which a change is less than or equal to an allowable value. In the control device of the electric vehicle according to any one of claims 1 to 4,
A control apparatus for an electric vehicle, wherein the hydraulic drive unit includes the friction clutch. In the control apparatus of the electric vehicle according to claim 5,
A control device for an electric vehicle, wherein the hydraulic drive unit includes a transmission provided in a drive transmission system between the motor and drive wheels. A friction clutch disposed between the motor for driving the vehicle and the drive wheel;
An oil pump that is driven by the motor and supplies the oil toward a hydraulic drive unit of the vehicle;
A motor regeneration control unit that generates coast regeneration torque in the motor during inertial traveling of the vehicle and sets the coast regeneration torque to 0 at a predetermined coast regeneration end vehicle speed before the vehicle stops;
An oil supply control unit that drives the motor at a predetermined rotational speed that enables the oil pump to supply oil while the vehicle is stopped;
A clutch control unit that performs slip-in control for switching the friction clutch from the engaged state to the slip state at a preset slip-in vehicle speed as the vehicle speed decreases.
A slip-in vehicle speed setting unit that is included in the clutch control unit and sets the slip-in vehicle speed;
An electric vehicle control method comprising:
A method for controlling an electric vehicle, wherein a coast regeneration torque when the slip-in vehicle speed is higher than the coast regeneration end vehicle speed is made smaller than the coast regeneration torque when the slip-in vehicle speed is lower than the coast regeneration end vehicle speed.

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