JPWO2018189904A1 - ELECTRIC VEHICLE CONTROL METHOD AND ELECTRIC VEHICLE CONTROL DEVICE - Google Patents

Abstract

Suppress deterioration of fuel efficiency when strong deceleration mode is selected. Control of an electric vehicle in which a deceleration force applied to a vehicle can be changed in two stages of a first deceleration force and a second deceleration force larger than the first deceleration force according to a driver's selection in a coasting state by an accelerator release operation The method includes a motor / generator (3) capable of providing a driving force and a regenerative force to an electric vehicle, and a mode selection switch (40) capable of selecting a normal mode or a strong regenerative mode according to a driver's selection. During the selection of the normal mode, the first normal target driving force is calculated on the regenerative side. During the selection of the strong regeneration mode, the first strong regenerative target driving force stronger on the regenerative side than the first normal target driving force is calculated. When the strong regenerative mode with the second deceleration force is selected by the driver operation during the selection of the strong regenerative mode, when the strong deceleration mode is selected, the second strong regenerative power that is larger on the negative side than the first strong regenerative target driving force is selected. The target driving force is calculated, and a regenerative force corresponding to each calculated target driving force is output to the motor.

Description

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

  2. Description of the Related Art Conventionally, a vehicle driving force control device changes a deceleration force applied to a vehicle in two stages of a small deceleration force and a large deceleration force according to a driver's selection during a coast in which the driver releases his / her foot from an accelerator. (For example, refer to Patent Document 1).

JP 2000-238556 A

  However, the conventional control device does not disclose a vehicle to which regenerative power can be applied by a motor. Therefore, in such a vehicle, there is room for study on deterioration of fuel efficiency in control when the driver changes the deceleration force applied to the vehicle.

  The present disclosure has been made in view of the above problem, and has as its object to suppress deterioration of fuel efficiency when the strong deceleration mode is selected.

In order to achieve the above object, the present disclosure applies a deceleration force to a vehicle according to a driver's selection in a coast state due to an accelerator release operation. This deceleration force can be changed in at least two stages: a first deceleration force and a second deceleration force larger than the first deceleration force.
The control method for an electric vehicle includes a motor capable of providing a driving force and a regenerative force to the vehicle, and a mode selection unit capable of selecting a normal mode and a strong regenerative mode according to a driver's selection. In the control method, a first target driving force is calculated on the regenerative side during selection of the normal mode, and a second target driving force stronger on the regenerative side than the first target driving force is calculated during selection of the strong regeneration mode. If the strong deceleration mode based on the second deceleration force is selected by the driver's operation while the strong regenerative mode is being selected, the third target driving force that is larger than the second target driving force on the negative side during the selection of the strong deceleration mode. Is calculated. Then, a regenerative force corresponding to each calculated target driving force is output to the motor.

  As described above, in the strong deceleration mode, the third target driving force that is larger than the second target driving force on the negative side is calculated, and the regenerative force corresponding to the calculated third target driving force is output to the motor. When the strong deceleration mode is selected, deterioration of fuel efficiency can be suppressed.

FIG. 1 is an overall system diagram illustrating an FF hybrid vehicle (an example of an electric vehicle) to which a control method and a control device according to a first embodiment are applied. FIG. 3 is a block diagram illustrating an internal configuration of the integrated controller according to the first embodiment. 5 is a coast target driving force map showing an example of a target driving force characteristic with respect to a vehicle speed during selection of a normal mode during coasting and a target driving force characteristic with respect to vehicle speed during selection of a strong regeneration mode during coasting in the first embodiment. 6 is a flowchart illustrating a flow of a target driving force characteristic selection control process executed at the time of a coast by a target driving force calculation unit according to the first embodiment. A first example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. It is one target driving force map. A first example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. It is a 2 target driving force map. A first example of a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. It is a 3 target driving force map. In the first embodiment, the vehicle speed VSP, accelerator opening APO, overdrive switch information, and target driving force when the overdrive switch is changed from the O / D on state to the O / D off state by the driver's operation while the normal mode is selected. 6 is a time chart showing the respective characteristics of FIG. In the first embodiment, the vehicle speed VSP, the accelerator opening APO, the overdrive switch information, and the target drive when the overdrive switch is changed from the O / D on state to the O / D off state by the driver operation while the strong regeneration mode is selected. 6 is a time chart showing each force characteristic.

  Hereinafter, a best mode for realizing a control method for an electric vehicle and a control device for an electric vehicle according to the present disclosure will be described based on a first embodiment illustrated in the drawings.

First, the configuration will be described.
The control method and the control device according to the first embodiment are applied to an FF hybrid vehicle (an example of an electric vehicle) including a parallel hybrid drive system called a one-motor two-clutch. Hereinafter, the configuration of the first embodiment will be described by dividing it into “overall system configuration”, “detailed configuration of integrated controller”, and “detailed configuration of target driving force calculation unit”.

[Overall system configuration]
FIG. 1 illustrates an entire system of an FF hybrid vehicle to which the control method and the control device according to the first embodiment are applied. Hereinafter, the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system of the FF hybrid vehicle includes an engine 1 (Eng), a first clutch 2 (CL1), a motor / generator 3 (MG), a second clutch 4 (CL2), A machine input shaft 5 and a belt-type continuously variable transmission 6 (abbreviated as “CVT”) are provided. The transmission output shaft 7 of the belt-type continuously variable transmission 6 is drivingly connected to left and right front wheels 11R and 11L via a final reduction gear train 8, a front differential gear 9, and left and right front wheel drive shafts 10R and 10L.

  The engine 1 is controlled 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 so that the engine torque matches the command value. Further, when the engine 1 is not in the combustion operation state but in the cranking operation state in which the first clutch 2 is engaged in the fuel cut state (fuel supply is stopped), the friction torque is generated by friction sliding resistance between the piston and the inner wall of the cylinder. appear.

  The first clutch 2 is a normally open dry multi-plate friction clutch that is hydraulically operated and interposed between the engine 1 and the motor / generator 3, and complete engagement / slip engagement / release is controlled by the first clutch hydraulic pressure. You. If the first clutch 2 is in the fully engaged state, the motor torque + engine torque is transmitted to the second clutch 4, and if the first clutch 2 is in the disengaged state, only the motor torque is transmitted to the second clutch 4.

  The motor / generator 3 is a three-phase AC permanent magnet synchronous motor connected to the engine 1 via the first clutch 2. The motor / generator 3 uses a high-power battery 12 as a power source, and an inverter 13 that converts DC into three-phase AC during power running and converts three-phase AC into DC during regeneration in a stator coil through an AC harness 14. Connected. The motor / generator 3 performs motor torque control and motor rotation speed control when starting and running, and also recovers (charges) vehicle kinetic energy to the high-power battery 12 by regenerative braking control during braking and deceleration. . That is, the motor / generator 3 can apply a driving force and a regenerative force to the vehicle. The motor / generator 3 is a braking device that applies a braking force to the FF hybrid vehicle when a deceleration request is generated by using a regenerative force generated during regeneration as a braking force applied to the vehicle.

  The second clutch 4 is a hydraulically operated wet multi-plate friction clutch interposed between the motor / generator 3 and the left and right front wheels 11R and 11L, and is fully engaged / slipped by the second clutch hydraulic pressure. Tightening / release is controlled. The second clutch 4 of the first embodiment uses a forward clutch and a reverse brake provided in a forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, during forward running, the forward clutch is the second clutch 4 (CL2), and during reverse running, the reverse brake is the second clutch 4 (CL2).

  The belt-type continuously variable transmission 6 includes a primary pulley 61, a secondary pulley 62, and a belt 63 wound around the pulleys 61 and 62. The transmission obtains a stepless speed change ratio by changing the winding diameter of the belt by the shift oil pressure to the belt primary oil chamber and the secondary oil chamber by the shift oil pressure.

  The primary pulley 61 has a fixed sheave fixed to the transmission input shaft 5 and a movable sheave slidably supported by the transmission input shaft 5. The secondary pulley 62 has a fixed sheave fixed to the transmission output shaft 7 and a movable sheave slidably supported by the transmission output shaft 7. The belt 63 is a metal belt and is sandwiched between each fixed sheave and the movable sheave.

  In the belt-type continuously variable transmission 6, the speed ratio (pulley ratio) is freely controlled by changing the pulley width of the primary pulley 61 and the secondary pulley 62 and changing the diameter of the holding surface of the belt 63. Here, when the pulley width of the primary pulley 61 increases and the pulley width of the secondary pulley 62 decreases, the speed ratio changes to the Low side. When the pulley width of the primary pulley 61 is reduced and the pulley width of the secondary pulley 62 is increased, the speed ratio changes to the high side.

  The first clutch 2, the motor / generator 3, and the second clutch 4 constitute a one-motor / two-clutch drive system, and the drive system mainly has an "EV mode" and a "HEV mode". The “EV mode” is an electric vehicle mode in which the first clutch 2 is disengaged, the second clutch 4 is engaged, and only the motor / generator 3 is used as a driving source. Traveling in the “EV mode” is referred to as “EV traveling”. . The “HEV mode” is a hybrid vehicle mode in which the first clutch 2 and the second clutch 4 are engaged, and the engine 1 and the motor / generator 3 are used as driving sources. The traveling in the “HEV mode” is referred to as “HEV traveling”.

  As shown in FIG. 1, the control system of the FF hybrid vehicle includes an integrated controller 21, a transmission controller 22, a clutch controller 23, an engine controller 24, a motor controller 25 (motor control unit), and a battery controller 26. , Is provided. These control devices including the integrated controller 21 are connected by a CAN communication line 27 (CAN is an abbreviation of "Controller Area Network") so that bidirectional information can be exchanged. The sensors include a motor speed sensor 31, a transmission input speed sensor 32, an accelerator opening sensor 33, an engine speed sensor 34, an oil temperature sensor 35, and a transmission output speed sensor 36. , Is provided. Further, a vehicle speed sensor 37, an inhibitor switch 38, an overdrive switch 39, and a mode selection switch 40 (mode selection unit) are provided.

  The integrated controller 21 is an integrated control device having a function of appropriately managing the energy consumption of the entire vehicle. The integrated controller 21 inputs information from an accelerator opening sensor 33, a vehicle speed sensor 37, an inhibitor switch 38, an overdrive switch 39, a mode selection switch 40, and the like. Then, a target driving force is calculated based on the input information. Then, based on the calculation result of the target driving force, command values for the engine 1, the motor / generator 3, the belt-type continuously variable transmission 6, etc. are calculated, and the respective controllers 22, 23, 24, 25 and 26. Then, various controls such as mode transition control between “EV mode” and “HEV mode” and target driving force control are performed based on the input information.

  The transmission controller 22 receives a shift command from the integrated controller 21 and information from the transmission input rotation speed sensor 32, the transmission output rotation speed sensor 36, the overdrive switch 39, and the like, and receives the belt-type continuously variable transmission 6 from the transmission controller 22. The shift hydraulic pressure control is performed.

  The clutch controller 23 inputs information from the integrated controller 21, the motor speed sensor 31, the transmission input speed sensor 32, and the like, and controls the engagement hydraulic pressure of the first clutch 2 (CL1) and the second clutch 4 (CL2). I do.

  The engine controller 24 inputs an engine torque command value from the integrated controller 21, information from the engine speed sensor 34, and the like, and performs fuel injection control, ignition control, fuel cut control, torque control, and the like of the engine 1.

  The motor controller 25 performs powering control and regenerative control of the motor / generator 3 by the inverter 13 based on a command (a motor torque command value or the like) from the integrated controller 21. That is, the driving force and the regenerative force corresponding to the target driving force calculated by the target driving force calculation unit 100 are output to the motor / generator 3.

  The battery controller 26 manages the charging capacity SOC and the like of the high-power battery 12 and transmits the SOC information to the integrated controller 21 and the engine controller 24.

  The inhibitor switch 38 detects a range position (P range position, R range position, N range position, D range position, L range position) selected by the driver operation based on the position of the select lever 15.

  The overdrive switch 39 is provided on the select lever 15. The overdrive switch 39 detects ON / OFF of the switch. The overdrive switch 39 inputs ON / OFF information to the transmission controller 22 as overdrive switch information. This switch is normally ON. When the switch is ON (O / D ON), selection of all gear ratios is permitted. If the switch is OFF (O / D off), selection of the overdrive speed ratio is not permitted. When the driver changes the switch from ON to OFF during the selection of the D range position, the integrated controller 21 determines the downshift amount of the gear ratio in accordance with the vehicle speed VSP (vehicle speed). Then, it is input from the integrated controller 21 to the transmission controller 22 and the like.

  The mode selection switch 40 is a switch that can select “normal mode (weak regeneration mode)” or “strong regeneration mode” according to the driver's selection. The mode selection switch 40 inputs the selected mode information to the integrated controller 21 as mode selection switch information. During the selection of the "strong regenerative mode", the target driving force characteristics in the region where the accelerator opening APO is in the middle and low opening range are assigned such that they are shifted to the negative target driving force side compared to the selection of the "normal mode". 5 to FIG. 7).

[Detailed configuration of integrated controller]
FIG. 2 illustrates an internal configuration of the integrated controller according to the first embodiment. Hereinafter, the detailed configuration of the integrated controller will be described with reference to FIG.

  As shown in FIG. 2, the integrated controller includes a target driving force calculation unit 100, a torque / speed ratio distribution calculation unit 200, and a target engine torque / target motor torque distribution calculation unit 300. Further, as shown in FIG. 2, the integrated controller includes a target gear ratio calculator 400, a target engine torque calculator 500, and a target motor torque calculator 600.

  Using the target driving force map, the target driving force calculation unit 100 calculates the target from the accelerator opening APO, the vehicle speed VSP (vehicle speed), the range position, the overdrive switch information, the mode selection switch information, and the like. Calculate the driving force. The details of the target driving force calculation unit 100 will be described later.

  The torque / speed ratio distribution calculation unit 200 calculates the distribution of the torque of the entire vehicle and the speed ratio of the belt-type continuously variable transmission 6 for achieving the target driving force calculated by the target driving force calculation unit 100.

  The target engine torque / target motor torque distribution calculator 300 calculates the distribution of the target engine torque and the target motor torque based on the torque calculated by the torque / speed ratio distribution calculator 200.

  The target gear ratio calculator 400 calculates a gear ratio command value corresponding to the gear ratio calculated by the torque / gear ratio distribution calculator 200. The gear ratio command value is input to the transmission controller 22.

  The target engine torque calculator 500 calculates an engine torque command value corresponding to the target engine torque calculated by the target engine torque / target motor torque distribution calculator 300. The engine torque command value is input to the engine controller 24.

  The target motor torque calculator 600 calculates a motor torque command value corresponding to the target motor torque calculated by the target engine torque / target motor torque distribution calculator 300. The motor torque command value is input to the motor controller 25.

[Detailed configuration of target driving force calculation unit]
FIG. 3 shows an example of a target driving force characteristic with respect to the vehicle speed during the selection of the normal mode during the coast and a target driving force characteristic with respect to the vehicle speed during the selection of the strong regeneration mode during the coast. FIG. 4 illustrates a flow of a target driving force characteristic selection control process executed by the target driving force calculation unit according to the first embodiment during a coast. 5 to 7 show a target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. An example of the characteristic is shown. Hereinafter, a detailed configuration of the target driving force calculation unit will be described with reference to FIGS.

  As shown in FIG. 3, the target driving force calculation unit 100 calculates four target driving forces in the coast state by the accelerator release operation. The four target driving forces are a “first normal target driving force (first target driving force)”, a “second normal target driving force (fourth target driving force)”, and a “first strong regeneration target driving force (second target driving force)”. Target driving force) and a "second strong regeneration target driving force (third target driving force)".

  These four target driving forces are selected by operating the overdrive switch 39 and the mode selection switch 40 with a driver. Here, when the overdrive switch 39 is operated from ON to OFF by the driver operation in the coast state by the accelerator release operation, the engine braking force (deceleration force) applied to the vehicle increases. That is, when the engine braking force in the O / D on state is the first deceleration force and the engine braking force in the O / D off state is the second deceleration force, the second deceleration force is larger than the first deceleration force.

  The “first normal target driving force” indicates that the normal mode is being selected, and when the normal deceleration mode in which the overdrive switch 39 is turned on (O / D on state) by the driver operation is selected, the normal deceleration mode is set. This is a target driving force calculated during selection. As shown in FIG. 2, the first normal target driving force is calculated on the regenerative side as equivalent to the engine brake in the O / D ON state of the D range position.

  The “second normal target driving force” is a normal strong deceleration when the normal mode is being selected and the normal strong deceleration mode in which the overdrive switch 39 is turned off (O / D off state) by the driver operation is selected. This is the target driving force calculated during the mode selection. As shown in FIG. 3, the second normal target driving force is calculated to be larger on the negative side than the first normal target driving force. The second normal target driving force is calculated as equivalent to the engine brake in the O / D off state at the D range position.

  The “first strong regenerative target driving force” indicates that the strong regenerative mode is being selected, and that the strong regenerative deceleration mode due to the ON state (O / D ON state) of the overdrive switch 39 is selected by the driver operation. This is the target driving force calculated during the selection of the regenerative deceleration mode. As shown in FIG. 3, the first strong regenerative target driving force is calculated on the regenerative side as equivalent to the engine brake in the O / D ON state during the selection of the strong regenerative deceleration mode. That is, as shown in FIG. 3, the first strong regenerative target driving force is calculated to be more regenerative than the first normal target driving force and the second normal target driving force.

  The “second strong regenerative target driving force” indicates that the strong regenerative mode is being selected, and the strong regenerative strong deceleration mode in which the overdrive switch 39 is turned off (O / D off state) by the driver operation is selected. This is the target driving force calculated during the selection of the strong regenerative strong deceleration mode. As shown in FIG. 3, the second strong regeneration target driving force is calculated to be larger on the negative side than the first strong regeneration target driving force. In addition, the amount of increase on the negative side from the first strong regenerative target driving force to the second strong regenerative target driving force is equal to the amount of negative side increase from the first normal target driving force to the second normal target driving force. . However, the second strong regeneration target driving force is limited by a predetermined lower limit target driving force. That is, when increasing the second strong regenerative target driving force to the negative side, the second strong regenerative target driving force is limited so as not to be more negative than a predetermined lower limit target driving force. Here, the "predetermined lower limit target driving force" refers to, for example, a target driving force when the L range position is selected by the select lever 15. As the “predetermined lower limit target driving force”, a value suitable for traveling is determined in advance by an experiment or the like.

  As shown in FIG. 3, when the vehicle speed VSP decreases due to deceleration, the target driving force characteristics of these four target driving forces change while maintaining the respective target driving forces. Then, when the vehicle speed VSP decreases due to the deceleration and the vehicle approaches the stop, the target driving force is gradually reduced, and when the vehicle comes to a stop region, the target driving force is shifted to a positive target driving force (creep torque).

  Of these four target driving forces, three of the first normal target driving force, the second normal target driving force, and the first strong regenerative target driving force are output, for example, by the regenerative power of the motor / generator 3. The remaining second strong regenerative target driving force is output based on, for example, the regenerative force of the motor / generator 3 and the engine braking force.

  As described above, in most of the deceleration scenes, the braking force can be controlled by the accelerator return / release operation without requiring the operation of the brake pedal. In particular, the "strong regenerative mode" in which the target driving force is increased to the negative side than the "normal mode" is sometimes called a "1-pedal mode" in which driving / braking is controlled by accelerator work on an accelerator pedal.

  Next, each step of FIG. 4 showing the target driving force characteristic selection control processing configuration will be described. Note that this flowchart starts this control processing configuration when the range position information from the inhibitor switch 38 becomes “D range position”.

  In step S1, it is determined whether or not the normal mode has been selected by the mode selection switch 40. If YES (normal mode), the process proceeds to step S2, and if NO (strong regenerative mode), the process proceeds to step S5.

  In step S2, following the determination of the normal mode in step S1, it is determined whether or not the switch information from the overdrive switch 39 is ON (O / D ON). If YES (O / D on), proceed to step S3; if NO (O / D off), proceed to step S4.

  In step S3, the first normal target driving force is calculated based on the determination of "normal mode" in step S1 and the determination of "O / D ON" in step S2, and the routine proceeds to return.

  In step S4, a second normal target driving force is calculated based on the determination of "normal mode" in step S1 and the determination of "O / D off" in step S2, and the routine proceeds to return.

  In step S5, following the determination of the strong regeneration mode in step S1, it is determined whether or not the switch information from the overdrive switch 39 is ON (O / D ON). If YES (O / D on), proceed to step S6; if NO (O / D off), proceed to step S7.

  In step S6, the first strong regenerative target driving force is calculated based on the determination of "strong regeneration mode" in step S1 and the determination of "O / D ON" in step S5, and then proceeds to return. .

  In step S7, the second strong regenerative target driving force is calculated based on the determination of the "strong regeneration mode" in step S1 and the determination of "O / D off" in step S5, and then proceeds to return. .

  Next, FIGS. 5 to 7 will be described. FIGS. 5 to 7 show that the accelerator opening APO is expanded to the full opening including the accelerator releasing operation and the accelerator depressing operation, and the first normal target driving force, the second normal target driving force, the first strong regenerative target driving force, and the The case where each of the two strong regenerative target driving forces is set to all the accelerator opening degrees APO is shown. The vehicle travels using any of these three target driving force maps. The three target driving force maps are properly used depending on the driving scene and the like.

Next, the operation will be described.
The operation of the first embodiment will be described separately for “target driving force characteristic selection control processing operation”, “target driving force characteristic selection control operation”, and “characteristic operation of target driving force characteristic selection control”.

[Target driving force characteristic selection control processing operation]
Hereinafter, the operation of the target driving force characteristic selection control processing will be described with reference to the flowchart of FIG.

  If the overdrive switch 39 is selected to be O / D ON by the driver operation while the normal mode is being selected, the process proceeds to step S1 → step S2 → step S3. In step S3, the first normal target driving force is calculated, and the process proceeds from step S3 to return. Then, the vehicle is controlled according to the first normal target driving force.

  Next, when the normal mode is being selected and the overdrive switch 39 is changed from O / D on to O / D off by a driver operation, the process proceeds to step S1 → step S2 → step S4. In step S4, the second normal target driving force is calculated, and the process proceeds from step S4 to return. Then, the vehicle is controlled according to the second normal target driving force.

  Next, when the strong regenerative mode is being selected and the overdrive switch 39 is selected to be O / D ON by the driver's operation, the process proceeds to step S1 → step S5 → step S6. In step S6, the first strong regenerative target driving force is calculated, and the process proceeds from step S6 to return. Then, the vehicle is controlled according to the first strong regeneration target driving force.

  Next, when the strong regenerative mode is being selected and the overdrive switch 39 is changed from O / D on to O / D off by the driver operation, the process proceeds to step S1 → step S5 → step S7. In step S7, the second strong regeneration target driving force is calculated, and the process proceeds from step S7 to return. Then, the vehicle is controlled according to the second strong regeneration target driving force.

  If the strong regenerative mode is selected while the vehicle is running and the normal mode is selected, "YES" is changed from "YES" to "NO" in step S1, and the process proceeds from step S1 to step S5. On the other hand, if the normal mode is selected while the vehicle is running and the strong regenerative mode is selected, "NO" is changed from "NO" to "YES" in step S1, and the process proceeds from step S1 to step S2. .

[Target driving force characteristic selection control action]
FIG. 8 shows the vehicle speed VSP, accelerator opening APO, overdrive switch when the overdrive switch 39 is changed from the O / D on state to the O / D off state by the driver's operation while the normal mode is selected in the first embodiment. The following shows each characteristic of information and target driving force. FIG. 9 shows the vehicle speed VSP, accelerator opening APO, overdrive when the overdrive switch 39 is changed from the O / D on state to the O / D off state by the driver operation during the selection of the strong regeneration mode in the first embodiment. This shows the characteristics of switch information and target driving force. Hereinafter, based on FIGS. 8 and 9, the target driving force characteristic selection control operation in the coast state due to the accelerator release operation will be described separately for “during selection of the normal mode” and “during selection of the strong regeneration mode”. I do. In FIGS. 8 and 9, it is assumed that the D range position has been selected by the driver's operation.

(Normal mode is selected)
Hereinafter, the target driving force characteristic selection control operation in the coast mode due to the accelerator release operation and during the selection of the normal mode will be described with reference to FIG.

  At time t10, the driver releases the accelerator release operation. At this time, the overdrive switch 39 is in the O / D ON state. Therefore, the first normal target driving force is calculated. The time t10 corresponds to step S1 → step S2 → step S3 in the flowchart of FIG.

  From time t10 to time t11, the overdrive switch 39 remains in the O / D ON state. Therefore, the first normal target driving force is calculated according to the vehicle speed VSP. During this time, the first normal target driving force is calculated on the regenerative side. From time t10 to time t11, it corresponds to step S1 → step S2 → step S3 → return in the flowchart of FIG.

  At time t11, the driver operates the overdrive switch 39 to change the O / D on state to the O / D off state. Therefore, the first normal target driving force is changed to the second normal target driving force. The period from time t11 to time t12 corresponds to a transition period from the first normal target driving force to the second normal target driving force. For this reason, the normal target driving force is calculated such that the first normal target driving force is changed (gradually) from the first normal target driving force to the second normal target driving force with a ramp inclination. The normal target driving force is not limited here because it does not become larger than the predetermined lower limit target driving force on the negative side. The same applies to subsequent times.

  At time t12, the transition period ends, and the second normal target driving force is calculated. This time t12 corresponds to step S1 → step S2 → step S4 in the flowchart of FIG.

  From time t12 to time t13, the overdrive switch 39 is maintained in the O / D off state. Therefore, the second normal target driving force is calculated according to the vehicle speed VSP. During this time, the second normal target driving force that is larger on the negative side than the first normal target driving force is calculated. From the time t12 to the time t13, it corresponds to Step S1 → Step S2 → Step S4 → Return in the flowchart of FIG.

At time t13, the overdrive switch 39 is changed from the O / D off state to the O / D on state by the driver operation. Therefore, the second normal target driving force is changed to the first normal target driving force. The period from time t13 to time t14 corresponds to a transition period from the second normal target driving force to the first normal target driving force. For this reason, the normal target driving force is calculated such that the second normal target driving force is changed from the second normal target driving force to the first normal target driving force at the ramp inclination.
At time t14, the transition period ends, and the first normal target driving force is calculated. This time t14 corresponds to step S1 → step S2 → step S3 in the flowchart of FIG. After time t14, the first normal target driving force is calculated according to the vehicle speed VSP.

  As described above, in the target driving force characteristic selection control of the first embodiment, during the selection of the normal mode, the first normal target driving force and the second normal target driving force corresponding to the overdrive switch information by the driver operation are calculated.

(While selecting strong regeneration mode)
Hereinafter, the target driving force characteristic selection control operation in the coast state due to the accelerator release operation and during the selection of the strong regeneration mode will be described with reference to FIG.

  At time t20, an accelerator release operation is performed by the driver operation. At this time, the overdrive switch 39 is in the O / D ON state. Therefore, the first strong regenerative target driving force is calculated. This time t20 corresponds to step S1 → step S5 → step S6 in the flowchart of FIG.

  From time t20 to time t21, the overdrive switch 39 remains in the O / D ON state. Therefore, the first strong regenerative target driving force is calculated according to the vehicle speed VSP. During this time, the first strong regeneration target driving force is calculated on the regeneration side. From time t20 to time t21, it corresponds to step S1 → step S5 → step S6 → return in the flowchart of FIG.

  At time t21, the driver switches the overdrive switch 39 from the O / D on state to the O / D off state. For this reason, the first strong regenerative target driving force is changed to the second strong regenerative target driving force. Then, from time t21 to time t22, this corresponds to a transition period from the first strong regeneration target driving force to the second strong regeneration target driving force. For this reason, the strong regenerative target driving force is calculated such that the first strong regenerative target driving force is changed (gradually) from the first strong regenerative target driving force with a ramp inclination. However, the strong regenerative target driving force is limited so that it does not become more negative than a predetermined lower limit target driving force.

  At time t22, the transition period ends, and the second strong regenerative target driving force is calculated. At this time, the calculated second strong regenerative target driving force is larger on the negative side than the predetermined lower limit target driving force, so that the second strong regenerative target driving force is limited so as not to be larger than the predetermined lower limit target driving force on the negative side. . The time t22 corresponds to step S1 → step S5 → step S7 in the flowchart of FIG.

  From time t22 to time t23, the overdrive switch 39 is maintained in the O / D off state. Therefore, the second strong regenerative target driving force is calculated according to the vehicle speed VSP. During this time, the second strong regenerative target driving force that is larger on the negative side than the first strong regenerative target driving force is calculated. From the time t22 to the time t23, the second strong regenerative target driving force calculated from the first half to the middle stage becomes larger on the negative side than the predetermined lower limit target driving force. It is limited so that it does not become more negative than the force. In the latter half of the period from time t22 to time t23, the calculated second strong regenerative target driving force does not become more negative than the predetermined lower limit target driving force, and is not limited by the predetermined lower limit target driving force. . From time t22 to time t23, it corresponds to step S1 → step S5 → step S7 → return in the flowchart of FIG.

  At time t23, the driver operates the overdrive switch 39 to change the O / D off state to the O / D on state. For this reason, the second strong regeneration target driving force is changed to the first strong regeneration target driving force. The period from time t23 to time t24 corresponds to a transition period from the second strong regenerative target driving force to the first strong regenerative target driving force. Therefore, the target driving force is calculated so that the second strong regeneration target driving force is changed from the second strong regeneration target driving force to the first strong regeneration target driving force with a ramp inclination.

  At time t24, the transition period ends, and the first strong regenerative target driving force is calculated. The time t24 corresponds to step S1 → step S5 → step S6 in the flowchart of FIG. After time t24, the first strong regenerative target driving force is calculated according to the vehicle speed VSP.

  As described above, in the target driving force characteristic selection control of the first embodiment, during the selection of the strong regeneration mode, the first strong regeneration target driving force and the second strong regeneration target driving force corresponding to the overdrive switch information by the driver operation are calculated. Is done.

[Characteristic operation of target drive force characteristic selection control]
In the first embodiment, when the strong regenerative mode is being selected and the strong regenerative strong deceleration mode (strong deceleration mode) due to the O / D off state is selected by the driver operation, the first strong regenerative target is selected while the strong deceleration mode is selected. A second strong regenerative target driving force that is larger than the driving force on the negative side is calculated. Then, a regenerative force corresponding to the calculated second strong regenerative target driving force is output to the motor / generator 3. For example, when the strong regenerative strong deceleration mode is selected, if the first strong regenerative target driving force is not changed, the motor / generator is increased by the amount of the engine braking force in the O / D off state as the deceleration force applied to the vehicle. The control for reducing the regenerative power of No. 3 is performed, and the fuel efficiency deteriorates. In contrast, in the first embodiment, when the strong regenerative strong deceleration mode is selected, the second strong regenerative target driving force that is larger than the first strong regenerative target driving force on the negative side is calculated. That is, when the strong regenerative strong deceleration mode is selected, increasing the target driving force suppresses a decrease in the regenerative force of the motor / generator 3. As a result, when the strong regenerative strong deceleration mode is selected, deterioration of fuel efficiency is suppressed.

In the first embodiment, during the selection of the strong regeneration strong deceleration mode, the change of the second strong regeneration target driving force with respect to the change of the accelerator opening APO including the accelerator release operation and the accelerator depression operation is made continuous.
That is, for example, in the second strong regenerative target driving force of the first target driving force map in FIG. 5, even if the range of deceleration by the accelerator operation is expanded more than the first normal target driving force or the like, the negative second strong regenerative regeneration is performed. The target driving force can be easily adjusted by operating the accelerator. Therefore, the second strong regeneration target driving force can be easily adjusted by operating the accelerator. In addition, for the first normal target driving force, the second normal target driving force, and the first strong regenerative target driving force with respect to the change in the accelerator opening APO, similarly, the changes of the respective target driving forces are made continuous (for example, FIG. ). Thus, similarly, the first target drive force, the second normal target drive force, and the first strong regenerative target drive force can be easily adjusted by operating the accelerator.

  In the first embodiment, the negative amount of increase from the first strong regenerative target driving force to the second strong regenerative target driving force is the negative amount of increase from the first normal target driving force to the second normal target driving force. Be equal. That is, the change in the target driving force in the strong regeneration mode is made the same as the change in the target driving force in the normal mode. Therefore, it is possible to provide a change in the target driving force expected by the driver in the strong regeneration mode.

  In the first embodiment, when the first strong regenerative target driving force is increased to the second strong regenerative target driving force on the negative side, the second strong regenerative target driving force is limited by a predetermined lower limit target driving force. For example, if the negative-side second strong regeneration target driving force becomes too large, the deceleration control deteriorates. On the other hand, in the first embodiment, the second strong regenerative target driving force is restricted by the predetermined lower limit target driving force, so that the second strong regenerative target driving force is prevented from becoming too large on the negative side. Therefore, it is possible to avoid deterioration of deceleration control due to the second strong regenerative target driving force becoming too large on the negative side.

  In the first embodiment, the second strong regenerative target driving force is made equal to the first strong regenerative target driving force in a region where the accelerator opening APO including the accelerator releasing operation and the accelerator stepping operation is intermediate or higher. That is, as shown in, for example, the second target driving force map of FIG. 6, in the region where the accelerator opening APO is intermediate or higher, the second strong regenerative target driving force is made equal to the first strong regenerative target driving force. Therefore, the second strong regenerative target driving force can be increased responsively to a driver operation requiring a high target driving force (positive side) during acceleration or the like. In addition, in the region where the accelerator opening APO is in the middle or higher, the second normal target driving force is made equal to the first normal target driving force, for example, as shown in FIG. Thus, the second normal target driving force can be increased responsively to a driver operation requiring a high target driving force (positive side) during acceleration or the like.

  In the first embodiment, in the second strong regenerative target driving force, the change gradient of the accelerator opening APO in the constant speed target driving force region used in the constant speed traveling is changed to the accelerator opening APO in the region other than the constant speed target driving force region. Of the change gradient. That is, for example, as shown in the third target driving force map of FIG. 7, the change gradient of the accelerator opening APO in this constant speed target driving force region is made gentler than the change gradient of the accelerator opening APO in other regions. . For this reason, the accelerator opening APO at a constant speed can have a certain width. As a result, even if the accelerator opening APO slightly changes, it is possible to maintain the constant speed traveling, so that it is easy to perform the constant speed traveling. Therefore, the operation of traveling at a constant speed can be facilitated. In addition, the same applies to the first normal target driving force, the second normal target driving force, and the first strong regeneration target driving force. That is, for these three target driving forces, the change gradient of the accelerator opening APO in the constant speed target driving force region used in the constant speed traveling is changed by the accelerator opening APO change gradient in the region other than the constant speed target driving force region. (Eg, FIG. 7). Thereby, the operation of traveling at a constant speed can be facilitated. Note that the constant speed target driving force region is a predetermined ratio region with respect to the maximum target driving force, and is set in advance.

Next, effects will be described.
The control method and control device of the FF hybrid vehicle according to the first embodiment can obtain the following effects.

(1) In the coasting state by the accelerator release operation, a deceleration force is applied to the vehicle according to the driver's selection. This deceleration force is changed in at least two stages of a first deceleration force (engine braking force in the O / D on state) and a second deceleration force larger than the first deceleration force (engine braking force in the O / D off state). It is possible.
The control method for an electric vehicle (FF hybrid vehicle) includes a motor (motor / generator 3) and a mode selection unit (mode selection switch 40).
The motor can apply a driving force and a regenerative force to the electric vehicle.
The mode selection unit can select between the normal mode and the strong regeneration mode in accordance with the driver's selection.
In the control method, a first target driving force (first normal target driving force) is calculated on the regenerative side during selection of the normal mode, and a first target driving force that is stronger on the regenerative side than the first target driving force is selected during the selection of the strong regeneration mode. 2 Calculate the target driving force (first strong regenerative target driving force).
When the strong regenerative mode is being selected and the strong deceleration mode using the second deceleration force (strong regenerative strong deceleration mode) is selected by the driver's operation, during the selection of the strong deceleration mode, the second target driving force is shifted to the negative side. The increased third target driving force (second strong regeneration target driving force) is calculated.
Then, a regenerative force corresponding to each calculated target drive force (first normal target drive force / first strong regenerative target drive force / second strong regenerative target drive force) is output to the motor.
For this reason, when the strong deceleration mode (strong regenerative strong deceleration mode) is selected, it is possible to provide a method of controlling an electric vehicle (FF hybrid vehicle) that suppresses deterioration of fuel efficiency.

(2) When the strong deceleration mode (strong regenerative strong deceleration mode) is selected, the change of the third target driving force (the second strong regenerative target driving force) with respect to the change of the accelerator opening APO including the accelerator release operation and the accelerator stepping operation is determined. Be continuous.
Therefore, in addition to the effect (1), the third target driving force (the second strong regeneration target driving force) can be easily adjusted by operating the accelerator.

(3) While the normal mode is being selected, in the normal strong deceleration mode using the second deceleration force (the engine braking force in the O / D off state) by the driver operation, the fourth target driving force (the second normal target driving force) ) Is calculated. The fourth target driving force is set to be more negative than the first target driving force (first normal target driving force).
The amount of increase on the negative side from the second target driving force (first strong regeneration target driving force) to the third target driving force (second strong regeneration target driving force) is from the first target driving force to the fourth target driving force. To the same amount as the negative side.
Therefore, in addition to the effects (1) and (2), a change in the target driving force expected by the driver in the strong regeneration mode can be provided.

(4) When increasing from the second target driving force (first strong regeneration target driving force) to the third target driving force (second strong regeneration target driving force) on the negative side, the third target driving force is set to a predetermined lower limit. It is limited by the target driving force (the target driving force when the L range position is selected).
For this reason, in addition to the effects of the above (1) to (3), it is possible to avoid the deterioration of the deceleration control due to the third target driving force (the second strong regeneration target driving force) becoming too large on the negative side.

(5) In a region where the accelerator opening APO including the accelerator release operation and the accelerator depression operation is equal to or larger than the intermediate opening, the third target driving force (second strong regeneration target driving force) is changed to the second target driving force (first strong regeneration). Target driving force).
For this reason, in addition to the effects of the above (1) to (4), the third target driving force (the second strong regeneration) is responsive to a driver operation requiring a high target driving force (positive side) during acceleration or the like. Target driving force).

(6) In the third target driving force (the second strong regenerative target driving force), the change gradient of the accelerator opening in the constant speed target driving force region used in the constant speed traveling is calculated in the region other than the constant speed target driving force region. Slower than the change gradient of the accelerator opening.
For this reason, in addition to the effects of the above (1) to (5), the operation of traveling at a constant speed can be facilitated.

(7) In the coasting state by the accelerator release operation, a deceleration force is applied to the vehicle according to the driver's selection. This deceleration force is changed in at least two stages of a first deceleration force (engine braking force in the O / D on state) and a second deceleration force larger than the first deceleration force (engine braking force in the O / D off state). It is possible.
In the control device for the electric vehicle (FF hybrid vehicle), a motor (motor / generator 3), a mode selection unit (mode selection switch 40), a target driving force calculation unit 100, and a motor control unit (motor controller 25) , Is provided.
The motor can apply a driving force and a regenerative force to the electric vehicle.
The mode selection unit can select between the normal mode and the strong regeneration mode in accordance with the driver's selection.
The target driving force calculation unit 100 calculates a first target driving force (first normal target driving force) on the regenerative side during the selection of the normal mode, and regenerates the first target driving force more than the first target driving force during the selection of the strong regenerative mode. The second target driving force (first strong regenerative target driving force) that is stronger than the target driving force is calculated.
The motor control unit outputs a regenerative force corresponding to each target driving force calculated by the target driving force calculation unit to the motor.
When the strong regenerative mode is being selected and the strong deceleration mode by the second deceleration force (strong regenerative strong deceleration mode) is selected by the driver's operation, the target driving force calculation unit outputs the third target while the strong deceleration mode is selected. The driving force (second strong regeneration target driving force) is calculated. The third target driving force is set to be more negative than the second target driving force.
For this reason, when the strong deceleration mode (strong regenerative strong deceleration mode) is selected, it is possible to provide a control device for an electric vehicle (FF hybrid vehicle) that suppresses deterioration of fuel efficiency.

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

  In the first embodiment, an example has been described in which the deceleration force applied to the vehicle in accordance with the driver's selection is made into two stages, a first deceleration force and a second deceleration force. However, the present invention is not limited to this.

  In the first embodiment, an example has been described in which the selection of the first deceleration force and the second deceleration force applied to the vehicle can be changed according to the driver's selection of the ON / OFF of the overdrive switch 39. However, it is not limited to this. For example, the selection of the first deceleration force and the second deceleration force applied to the vehicle may be changed according to the D range position / L range position of the range position. In short, it suffices if the deceleration force applied to the vehicle can be changed according to the driver's selection.

  In the first embodiment, an example has been described in which four target driving forces calculated in the coast state due to the accelerator release operation are output by the regenerative power of the motor / generator 3 and the engine braking force. However, it is not limited to this. For example, the four target driving forces may be output only by the regenerative force of the motor / generator 3, or may be output by an engine braking force or a braking force by a mechanical brake.

In the first embodiment, an example in which the control method and the control device according to the present disclosure are applied to an FF hybrid vehicle has been described. However, the control method and control device of the present disclosure can be applied not only to FF hybrid vehicles but also to FR hybrid vehicles. Further, the present invention can be applied not only to a hybrid vehicle but also to an electric vehicle. In short, the present invention can be applied to an electric vehicle having a motor / generator as a drive source. When the present invention is applied to an electric vehicle, a switch or the like that is the same as or different from the overdrive switch 39 is provided, and the target driving force calculated in the coast state by the accelerator release operation is output by the regenerative power of the motor / generator. .

[0002]
A possible mode selector. In the control method, a first target driving force is calculated on the regenerative side during selection of the normal mode, and a second target driving force stronger on the regenerative side than the first target driving force is calculated during selection of the strong regeneration mode. If the strong deceleration mode based on the second deceleration force is selected by the driver's operation while the strong regenerative mode is being selected, the third target driving force that is larger than the second target driving force on the negative side during the selection of the strong deceleration mode. Is calculated. Then, a regenerative force corresponding to each calculated target driving force is output to the motor. Further, the third target driving force is output based on a regenerative force of the motor and an engine braking force.
Effect of the Invention [0007]
As described above, in the strong deceleration mode, the third target driving force that is larger than the second target driving force on the negative side is calculated, and the regenerative force corresponding to the calculated third target driving force is output to the motor. When the strong deceleration mode is selected, deterioration of fuel efficiency can be suppressed.
BRIEF DESCRIPTION OF THE DRAWINGS [0008]
FIG. 1 is an overall system diagram showing an FF hybrid vehicle (an example of an electric vehicle) to which a control method and a control device according to a first embodiment are applied.
FIG. 2 is a block diagram showing an internal configuration of the integrated controller according to the first embodiment.
FIG. 3 is a coast target driving force map showing an example of a target driving force characteristic with respect to a vehicle speed during selection of a normal mode during coasting and a target driving force characteristic with respect to vehicle speed during selection of a strong regeneration mode during coasting in the first embodiment. is there.
FIG. 4 is a flowchart illustrating a flow of a target driving force characteristic selection control process executed by the target driving force calculation unit according to the first embodiment during a coast.
[FIG. 5] In Example 1, the target driving force characteristic with respect to the accelerator opening during the selection of the normal mode at the predetermined speed and the target driving force characteristic with respect to the accelerator opening during the selection of the strong regeneration mode at the predetermined speed. It is a 1st target driving force map which shows an example.
[FIG. 6] A target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. An example of the second target driving force map

[0002]
A possible mode selector. In the control method, a first target driving force is calculated on the regenerative side during selection of the normal mode, and a second target driving force stronger on the regenerative side than the first target driving force is calculated during selection of the strong regeneration mode. If the strong deceleration mode based on the second deceleration force is selected by the driver's operation while the strong regenerative mode is being selected, the third target driving force that is larger than the second target driving force on the negative side during the selection of the strong deceleration mode. Is calculated. Then, a regenerative force corresponding to each calculated target driving force is output to the motor. In a region where the accelerator opening including the accelerator release operation and the accelerator depression operation is equal to or larger than the intermediate opening, the third target driving force is made equal to the second target driving force.
Effect of the Invention [0007]
As described above, in the strong deceleration mode, the third target driving force that is larger than the second target driving force on the negative side is calculated, and the regenerative force corresponding to the calculated third target driving force is output to the motor. When the strong deceleration mode is selected, deterioration of fuel efficiency can be suppressed.
BRIEF DESCRIPTION OF THE DRAWINGS [0008]
FIG. 1 is an overall system diagram showing an FF hybrid vehicle (an example of an electric vehicle) to which a control method and a control device according to a first embodiment are applied.
FIG. 2 is a block diagram showing an internal configuration of the integrated controller according to the first embodiment.
FIG. 3 is a coast target driving force map showing an example of a target driving force characteristic with respect to a vehicle speed during selection of a normal mode during coasting and a target driving force characteristic with respect to vehicle speed during selection of a strong regeneration mode during coasting in the first embodiment. is there.
FIG. 4 is a flowchart illustrating a flow of a target driving force characteristic selection control process executed by the target driving force calculation unit according to the first embodiment during a coast.
[FIG. 5] In Example 1, the target driving force characteristic with respect to the accelerator opening during the selection of the normal mode at the predetermined speed and the target driving force characteristic with respect to the accelerator opening during the selection of the strong regeneration mode at the predetermined speed. It is a 1st target driving force map which shows an example.
[FIG. 6] A target driving force characteristic with respect to an accelerator opening during selection of a normal mode at a predetermined speed and a target driving force characteristic with respect to an accelerator opening during selection of a strong regeneration mode at a predetermined speed in the first embodiment. An example of the second target driving force map

Claims (7)

An electric vehicle that can change a deceleration force applied to the vehicle according to a driver's selection in at least two stages of a first deceleration force and a second deceleration force larger than the first deceleration force in a coast state by an accelerator release operation In the control method of
A motor capable of providing a driving force and a regenerative force to the electric vehicle;
A mode selection unit that can select a normal mode and a strong regeneration mode according to a driver's selection,
During the selection of the normal mode, a first target driving force is calculated on the regeneration side, and during the selection of the strong regeneration mode, a second target driving force stronger on the regeneration side than the first target driving force is calculated.
When the strong regenerative mode is being selected and the strong deceleration mode based on the second deceleration force is selected by a driver's operation, the third target driving force that is larger than the second target driving force on the negative side during the selection of the strong deceleration mode is selected. Calculate the target driving force,
A method for controlling an electric vehicle, comprising: outputting a regenerative force corresponding to each calculated target driving force to the motor. The control method for an electric vehicle according to claim 1,
A method for controlling an electric vehicle, comprising: while selecting the strong deceleration mode, changing the third target driving force with respect to a change in an accelerator opening degree including an accelerator releasing operation and an accelerator stepping operation continuously. In the control method of the electric vehicle according to claim 1 or 2,
When the normal mode is being selected and the driver is operating in the normal strong deceleration mode using the second deceleration force, a fourth target driving force larger than the first target driving force on the negative side is calculated.
The negative amount of increase from the second target driving force to the third target driving force is equal to the negative amount of increase from the first target driving force to the fourth target driving force. Electric vehicle control method. In the control method of the electric vehicle according to any one of claims 1 to 3,
When increasing the second target driving force from the second target driving force to the third target driving force on the negative side, the third target driving force is limited by a predetermined lower limit target driving force. In the control method of the electric vehicle according to any one of claims 1 to 4,
A vehicle control method, wherein the third target driving force is made equal to the second target driving force in a region where the accelerator opening including the accelerator release operation and the accelerator depression operation is equal to or more than the intermediate opening. In the control method of the electric vehicle according to any one of claims 1 to 5,
In the third target driving force, the change gradient of the accelerator opening in the constant speed target driving force region used in the constant speed traveling is gentler than the change gradient of the accelerator opening in the region other than the constant speed target driving force region. A vehicle control method characterized by: An electric vehicle that can change a deceleration force applied to the vehicle according to a driver's selection in at least two stages of a first deceleration force and a second deceleration force larger than the first deceleration force in a coast state by an accelerator release operation In the control device of
A motor capable of providing a driving force and a regenerative force to the electric vehicle;
A mode selection unit that can select a normal mode and a strong regenerative mode according to a driver's selection;
A target driving force for calculating a first target driving force on the regenerative side during the selection of the normal mode and calculating a second target driving force stronger on the regenerative side than the first target driving force during the selection of the strong regenerating mode A calculating unit;
A motor control unit that outputs a regenerative force corresponding to each target drive force calculated by the target drive force calculation unit to the motor,
The target driving force calculation unit is selecting the strong deceleration mode based on the second deceleration force by a driver's operation while the strong regeneration mode is being selected. A control device for an electric vehicle, comprising: calculating a third target driving force that is also increased to the negative side.

Images