JPWO2019187518A1 - Drive control device for electric vehicles - Google Patents

Abstract

The electric vehicle (12) is a drive that generates a driving force for driving the rear wheels (34) in response to the operation of the pseudo-clutch operator (102) operated by the driver and the throttle operator (100) by the driver. It has a motor (38). The drive control device (10) is mounted on the electric vehicle (12). The drive control device (10) changes the driving force or cuts off the transmission of the driving force based on the operation of the pseudo-clutch operator (102) by the driver.

Description

The present invention relates to a drive control device for an electric vehicle in which a drive motor generates a driving force for driving wheels in response to an operation of an acceleration operating means by a driver.

For example, Japanese Patent Application Laid-Open No. 2010-88154 discloses that the drive torque or regenerative torque of a drive motor is controlled by a driver's rotation operation of an accelerator grip (acceleration operation means). In the above publication, the power supplied to the drive motor becomes zero at the fully closed position of the accelerator grip, and the driver rotates the accelerator grip in the direction opposite to the acceleration side from the fully closed position to perform regenerative braking. ..

By the way, conventionally, an engine vehicle is provided with a clutch mechanism for transmitting or shutting off the driving force of the engine. Therefore, by controlling the clutch mechanism based on the operation of the clutch operator by the driver, it is possible to shift gears and shut off the driving force of the engine according to the driver's intention.

On the other hand, in electric vehicles, there is a centrifugal clutch that transmits the driving force of the drive motor to the wheels when starting, but the driving force is cut off at the request of the driver in situations other than when starting. Can't.

Therefore, the present invention makes it possible to change the driving force transmitted from the drive motor to the wheels or block the transmission of the driving force from the drive motor to the wheels according to the driver's request. It is an object of the present invention to provide the drive control device of.

The present invention is a drive control device for an electric vehicle having an acceleration operation means operated by a driver and a drive motor that generates a driving force for driving wheels in response to the operation of the acceleration operation means by the driver. It has the following features.

First feature: The drive control device is provided in the electric vehicle, and the driving force is changed or the transmission of the driving force from the drive motor to the wheels is blocked by the operation of the driver. It is equipped with a driving force changing means.

Second feature: The driving force changing means is provided on the steering wheel of the electric vehicle.

Third feature: The driving force changing means is a lever-type operator operated by the driver by hand.

Fourth feature: A switch box having a plurality of switches is arranged on the handle, and the driving force changing means is an operator provided in the switch box and manually operated by the driver.

Fifth feature: The operator is a stroke type operator.

Sixth feature; The manipulator is a pressure-sensitive manipulator.

Seventh feature: The drive control device controls the output of the drive motor in response to the operation of the acceleration operation means by the driver, while responding to the operation of the drive force changing means by the driver. Further, a control means for adjusting the output of the drive motor based on the operation of the acceleration operation means is further provided.

Eighth feature: The control means turns on or off the output of the drive motor in response to the operation of the driving force changing means by the driver.

Ninth feature: The control means changes the output of the drive motor according to the amount of operation of the driving force changing means by the driver.

Tenth feature: When the amount of operation of the driving force changing means by the driver is 100%, the control means controls the drive motor with zero torque according to the rotation speed of the drive motor. Do.

Eleventh feature: The drive control device further includes a vehicle speed detecting means for detecting the vehicle speed of the electric vehicle. The control means controls the output of the drive motor by supplying the drive motor with a command value corresponding to each operation amount of the acceleration operation means and the driving force changing means by the driver and the vehicle speed. .. Further, when the vehicle speed is equal to or lower than the predetermined vehicle speed and the operation amount of the driving force changing means is equal to or less than the predetermined operation amount, the control means amplifies the command value and supplies the command value to the drive motor. ..

According to the first feature of the present invention, by providing the driving force changing means in the electric vehicle, not only when the electric vehicle is started in the conventional manner but also when the electric vehicle is operating (deceleration, stopping, running). The driving force (output) of the driving motor can be freely changed or cut off according to the request of the driver. That is, in the first feature, the driver can control the output of the drive motor regardless of whether or not the acceleration operation means is operated by performing a pseudo clutch operation using the driving force changing means. .. As a result, even in the electric vehicle, the vehicle body behavior equivalent to that of the engine vehicle can be realized.

According to the second feature of the present invention, since the steering wheel operated by the driver is provided with the driving force changing means, the operability is improved.

According to the third feature of the present invention, since the driving force changing means is an operator imitating a lever, the operability can be further improved.

According to the fourth feature of the present invention, since the driver can operate the operator by hand, the burden on the driver can be reduced.

According to the fifth feature of the present invention, since the operator can be operated by a hand such as a finger, the driving force (output) of the drive motor can be changed or cut off with a small amount of operation.

According to the sixth feature of the present invention, it becomes easy to operate, and the driving force (output) of the driving motor can be changed or cut off with a smaller force and operating amount.

According to the seventh feature of the present invention, it is possible to appropriately control the output (driving force) of the drive motor according to the request of the driver.

According to the eighth feature of the present invention, the driving force can be uniquely transmitted from the driving motor to the wheels and the driving force can be cut off, so that the output response of the driving motor to the operation of the driving force changing means can be obtained. You can improve your sex.

According to the ninth feature of the present invention, the output of the drive motor according to the operation of the acceleration operation means by the driver can be adjusted (controlled) in the range of 0% to 100%. As a result, the drive control of the drive motor becomes possible, which is similar to the clutch operation of the engine vehicle, according to the request of the driver.

According to the tenth feature of the present invention, the regenerative braking (drag torque) by the drive motor is suppressed, so that the driver can feel a feeling of free running.

According to the eleventh feature of the present invention, since the output of the drive motor is amplified in the low speed range of the electric vehicle, the same effect as when the output of the engine is amplified by half-clutch operation at low speed of the engine vehicle is obtained. can get.

It is a right side view of the electric vehicle to which the drive control device which concerns on this embodiment is applied. It is a schematic rear view around the right side of the steering wheel of FIG. It is a schematic plan view around the left side of the steering wheel of FIG. It is a schematic plan view which shows the 1st modification around the left side of the steering wheel of FIG. It is a perspective view which shows the 2nd modification around the left side of the steering wheel of FIG. It is a perspective view which shows the 3rd modification around the left side of the steering wheel of FIG. It is a block diagram of a drive control device. It is a figure which shows an example of the map of FIG. It is a flowchart which shows the operation of the drive control device of FIG. It is a flowchart which shows the detail of the process of step S7 of FIG. It is a timing chart which shows the effect of a drive control device.

A preferred embodiment of the drive control device for an electric vehicle according to the present invention will be described in detail below with reference to the accompanying drawings.

[Rough configuration of electric vehicle 12]
FIG. 1 is a right side view of an electric vehicle 12 on which the drive control device 10 of the electric vehicle according to the present embodiment (hereinafter, also referred to as the drive control device 10 according to the present embodiment) is mounted. In the description of the present embodiment, the front-back, left-right, and up-down directions will be described according to the directions seen from the driver (occupant) seated on the seat 14 of the electric vehicle 12.

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

The electric vehicle 12 has a body frame 16. The vehicle body frame 16 has a front head pipe 18, a pair of left and right main frames 20 extending diagonally downward from the upper part of the head pipe 18, and a down frame 21 extending diagonally downward from the lower part of the head pipe 18. A center frame 22 and a seat rail 23 are connected to the rear portion of the main frame 20.

The head pipe 18 rotatably supports a steering stem (not shown). A top bridge 25 is provided on the upper part of the steering stem. A steering handle 24 is attached to the upper part of the top bridge 25. Further, the top bridge 25 is provided with a meter unit 26 including various instruments. In front of the head pipe 18, lighting equipment 27 such as a headlight that illuminates the front of the electric vehicle 12 may be arranged.

On the other hand, a bottom bridge 29 is provided below the steering stem. The top bridge 25 and the bottom bridge 29 support a front fork 30 that rotatably supports the front wheels (wheels) 28. The front fork 30 is provided with a front fender 31 that covers the front wheels 28 from above.

The pair of left and right center frames 22 extend diagonally downward from the rear of the main frame 20. A pivot 32 is provided at the bottom of the center frame 22. The pivot 32 swingably supports the front end of the swing arm 33. A rear wheel (wheel) 34 is supported at the rear end of the swing arm 33.

The pair of left and right seat rails 23 extend diagonally upward from the rear of the main frame 20 to support the seat 14 from below. In front of the seat 14, a case 35 imitating a fuel tank is supported from below by a main frame 20.

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

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

Inside the case 35, a motor driver 56 which is a PDU (power drive unit) of the drive motor 38 and an ECU 60 which is a control means of the drive motor 38 are arranged. The battery 52 can be charged by a household commercial power source or the like by using a charger (not shown). Alternatively, the battery 52 may be replaced if the charge is insufficient. The electric vehicle 12 runs on the electric power supplied from the battery 52. In this case, during acceleration or the like, drive control is performed to generate a driving force in the drive motor 38 by supplying power from the battery 52 to the drive motor 38. By transmitting the generated driving force to the rear wheels 34, the electric vehicle 12 can be driven. On the other hand, at the time of deceleration, the drive motor 38 is operated as a generator, and regenerative control is performed to charge the generated power to the battery 52. These drive control and regenerative control are performed by the motor driver 56 controlling the drive motor 38 based on a command signal (command value) supplied from the ECU 60 to the motor driver 56.

[Structure around steering handle 24]
Next, the configuration around the steering handle 24 will be described with reference to FIGS. 1 to 6.

As shown in FIGS. 1 to 3, tubular handle grips 62L and 62R are attached to both ends of the steering handle 24 in the vehicle width direction, respectively. The right handle grip (acceleration operating means) 62R shown in FIG. 2 is a throttle grip or an accelerator grip fitted in the right end of the steering handle 24. In this case, the driver can rotate the steering wheel grip 62R around the axis of the steering handle 24 with his right hand, so that the driving force of the drive motor 38 can be adjusted according to the amount of operation (rotation angle) θTH. ..

A sensor housing 64 is provided in the vicinity of the base end portion of the handle grip 62R in the steering handle 24. Inside the sensor housing 64, a throttle sensor 66 that detects the throttle opening TH according to the rotation angle θTH is provided. The throttle sensor 66 may detect the throttle opening TH by a detection method such as the accelerator opening sensor of the above-mentioned publication. Therefore, in the present embodiment, the accelerator opening sensor may be used instead of the throttle sensor 66.

The left handle grip 62L shown in FIG. 3 is non-rotatably fitted to the left end of the steering handle 24. A pseudo clutch lever (driving force changing means, lever type operator) 68 is provided in front of the handle grip 62L of the steering handle 24. As will be described later, the pseudo clutch lever 68 controls the output of the drive motor 38 regardless of whether the handle grip 62R is operated or not by being operated by the driver, and the vehicle body behavior equivalent to that of the engine vehicle is performed by the electric vehicle 12 It is provided to realize with.

Further, at the left end of the steering handle 24, a lever mounting portion 69 for mounting the pseudo clutch lever 68 on the steering handle 24 is provided. The lever mounting portion 69 mounts the pseudo clutch lever 68 on the left end portion of the steering handle 24 so that the pseudo clutch lever 68 rotates about the mounting shaft 70. For example, a pseudo clutch sensor 72 composed of a variable resistor is connected to the mounting shaft 70.

The rotation angle of the pseudo clutch lever 68 is such that the driver rotates the pseudo clutch lever 68 toward the handle grip 62L side around the mounting shaft 70 from the position of the rotation angle θcl = 0 ° shown in FIG. The driving force transmitted from the drive motor 38 to the rear wheels 34 is changed according to θcl, or the transmission of the driving force from the drive motor 38 to the rear wheels 34 is cut off. That is, the pseudo clutch lever 68 is a lever that imitates a clutch operator that engages and disconnects the clutch mechanism in an engine vehicle. Therefore, even when the driver is in the electric vehicle 12, the driver can experience a simulated operation similar to the clutch operation of the engine vehicle by operating the pseudo clutch lever 68.

In this case, the position of θcl = 0 ° shown in FIG. 3 corresponds to the clutch connection state in the engine vehicle. In the present embodiment, the state corresponding to the clutch connected state is a state in which the drive motor 38 and the rear wheels 34 are connected and 100% of the driving force of the drive motor 38 can be transmitted to the rear wheels 34. In the following description, such a state is referred to as a state in which the reduction rate DR of the output when the output (driving force) of the drive motor 38 is transmitted to the rear wheels 34 is 0%.

Further, when the driver puts the thumb of the left hand on the handle grip 62L, puts the remaining four fingers of the left hand on the pseudo clutch lever 68, and pulls the pseudo clutch lever 68 backward, the pseudo clutch lever 68 is attached to the mounting shaft. It rotates around 70 toward the handle grip 62L. The rotation angle θcl near the handle grip 62L corresponds to the clutch disengaged state in the engine vehicle. In the present embodiment, the state corresponding to the clutch disengagement is a state in which the transmission of the driving force from the drive motor 38 to the rear wheels 34 is cut off, that is, a state in which the output of the drive motor 38 is zero. In the following description, such a state is referred to as a state in which the reduction rate DR is 100%.

Further, the angle range in which the rotation angle θcl is from 0 ° to the rotation angle on the handle grip 62L side corresponds to the half-clutch state in the engine vehicle. In this case, the reduction rate DR is in the range of 0% to 100%.

When the pseudo clutch lever 68 rotates about the mounting shaft 70 by the driver's operation, the pseudo clutch sensor 72 uses a voltage value corresponding to the operation amount (rotation angle θcl) of the pseudo clutch lever 68 as a detection signal. Output. This voltage value is a voltage value corresponding to the reduction rate DR of the output of the drive motor 38 required by the driver for the drive motor 38. Therefore, the driver can instruct the disconnection / disconnection of the transmission of the driving force from the drive motor 38 to the rear wheels 34 by operating the pseudo clutch lever 68.

Such driving force changing means is not limited to the example of FIG. 3, and can be configured as in the first to third modified examples of FIGS. 4 to 6.

In the first modification of FIG. 4, the pseudo-clutch sensor 72 is arranged at a position separated from the pseudo-clutch lever 68. One end of the connecting member 76 is radially connected to the rotating shaft 74 of the pseudo clutch sensor 72, and the other end of the connecting member 76 is connected to the base end portion of the pseudo clutch lever 68 via a wire 78. .. In this case, when the pseudo clutch lever 68 rotates about the mounting shaft 70 by the operation of the driver, the wire 78 connected to the pseudo clutch lever 68 is pulled, and the rotating shaft 74 is rotated via the connecting member 76. be able to. As a result, the pseudo-clutch sensor 72 outputs a voltage value based on the amount of rotation of the rotating shaft 74 according to the rotation angle θcl of the pseudo-clutch lever 68 as a detection signal.

In the second modification of FIG. 5, the switch box 80 is arranged at a position close to the handle grip 62L on the left end side of the steering handle 24. Various switches 82 such as a winker switch and a horn switch are arranged in the switch box 80. In this case, a small pseudo clutch lever 84 is provided below the switch box 80. When the pseudo clutch lever 84 is operated with the thumb of the left hand while the driver holds the handle grip 62L, the pseudo clutch lever 84 rotates around a mounting shaft (not shown) provided on the switch box 80. The pseudo clutch sensor 72 outputs a voltage value corresponding to the rotation angle θcl of the pseudo clutch lever 84 as a detection signal. A rear wheel brake lever 86 is provided in front of the handle grip 62L.

Also in the third modification of FIG. 6, the switch box 80 is arranged at a position close to the handle grip 62L on the left end side of the steering handle 24. Various switches 82 are also arranged in the switch box 80. In this case, among the plurality of switches 82 arranged in the switch box 80, for example, the lower switch is assigned as a pseudo clutch switch (driving force changing means, operator) 88.

The pseudo clutch switch 88 is a stroke type or pressure sensitive type switch. In the case of the stroke type pseudo clutch switch 88, the driver operates the pseudo clutch switch 88 with the thumb or index finger of the left hand while holding the handle grip 62L. The pseudo-clutch sensor 72 outputs a detection signal according to the amount of operation thereof.

Further, in the case of the pressure-sensitive pseudo-clutch switch 88, the driver presses the pseudo-clutch switch 88 with the thumb or index finger of the left hand while holding the handle grip 62L. The pseudo clutch sensor 72 outputs a detection signal according to the number of operations of the pseudo clutch switch 88.

[Configuration of drive control device 10]
FIG. 7 is a block diagram of the drive control device 10 according to the present embodiment.

The drive control device 10 includes a throttle operator (acceleration operation means) 100, a throttle sensor 66, a pseudo clutch operator (driving force changing means) 102, a pseudo clutch sensor 72, a wheel speed sensor 104, or a motor rotation speed sensor. It has 106, an ECU 60, and a motor driver 56.

The throttle operator 100 is an acceleration operation means for the driver to operate the throttle, as in the handle grip 62R shown in FIG. Therefore, the throttle operator 100 is not limited to the handle grip 62R, and may be any one that allows the driver to operate the throttle. The throttle sensor 66 detects the throttle opening TH according to the operation amount (rotation angle θTH) of the throttle operator 100 by the driver and outputs the throttle opening TH to the ECU 60.

The pseudo-clutch operator 102 is a driving force changing means for the driver to instruct the driver to change or shut off the driving force, such as the pseudo-clutch levers 68 and 84 shown in FIGS. 3 to 6 or the pseudo-clutch switch 88. Therefore, the pseudo-clutch operator 102 is not limited to the pseudo-clutch levers 68 and 84 and the pseudo-clutch switch 88, and may be any one that the driver can operate to instruct to change or shut off the driving force. The pseudo-clutch sensor 72 outputs a detection signal to the ECU 60 according to the amount of operation (for example, rotation angle θcl) of the pseudo-clutch operator 102 by the driver.

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

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

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

As shown in FIG. 8, the map 60e is a map showing the relationship between the vehicle speed V and the output of the drive motor 38, and has a standard map shown by a solid line and an amplification map shown by a alternate long and short dash line. The standard map is a map that can be used in the entire vehicle speed range of the electric vehicle 12. On the other hand, the amplification map is a map used in the low speed range of the electric vehicle 12. The horizontal axis of the map 60e in FIG. 8 may be the rotation speed of the drive motor 38 instead of the vehicle speed V.

Returning to FIG. 7, the request output adjusting unit 60d refers to the standard map or the amplification map stored in the map 60e, and the vehicle speed V calculated by the vehicle speed calculation unit 60c and the reduction rate DR calculated by the reduction rate calculation unit 60b. And, the request output calculated by the request output calculation unit 60a is adjusted. The required output adjusting unit 60d outputs the adjusted requested output to the motor driver 56 as a command value (command signal) for the drive motor 38.

That is, in the conventional electric vehicle, the command value is determined from the relationship between the throttle opening TH and the vehicle speed V or the rotation speed of the drive motor 38. On the other hand, in the drive control device 10 according to the present embodiment, by providing the pseudo clutch operator 102, the request output adjusting unit 60d can reduce the rate DR (reduction rate DR based on the amount of operation of the pseudo clutch operator 102 by the driver). DR: 0% to 100%) is taken into consideration, the required output is adjusted, and the adjusted required output is set as the command value.

The motor driver 56 controls the drive motor 38 based on the command value supplied from the ECU 60. The specific drive control method for the drive motor 38 will be described later.

[Operation of this embodiment]
The operation of the drive control device 10 according to the present embodiment configured as described above will be described with reference to the flowcharts of FIGS. 9 and 10. In this operation description, if necessary, it will be described with reference to FIGS. 1 to 8.

In step S1 of FIG. 9, when the driver operates the right handle grip 62R (throttle operator 100) (see FIGS. 2 and 7) with the right hand while the electric vehicle 12 (see FIG. 1) is running, the throttle sensor 66 Detects the throttle opening TH according to the rotation angle θTH of the handle grip 62R, and outputs the detected throttle opening TH to the ECU 60.

In step S2, the request output calculation unit 60a of the ECU 60 calculates the request output for the drive motor 38 based on the throttle opening TH. In this case, the request output calculation unit 60a operates according to the throttle opening TH actually detected by the throttle sensor 66 when the output of the drive motor 38 corresponding to the maximum value of the throttle opening TH is set to 100%. The output of the drive motor 38 requested by the person is calculated as a required output within the range of 0% to 100%.

In step S3, when the driver operates the pseudo-clutch operator 102 (pseudo-clutch lever 68, 84 or pseudo-clutch switch 88) (see FIGS. 3 to 7) with the left hand while the electric vehicle 12 is traveling, the pseudo-clutch sensor 72 Detects the operation amount (for example, rotation angle θcl) of the pseudo clutch operator 102, and outputs the detected operation amount to the ECU 60.

In step S4, the reduction rate calculation unit 60b of the ECU 60 determines the stroke amount (operation amount) of the pseudo clutch operator 102 operated by the driver based on the input operation amount, that is, the reduction rate with respect to the output of the drive motor 38. The DR and the stroke speed (the operating speed of the pseudo clutch operator 102) are calculated.

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

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

In step S7, the request output adjusting unit 60d refers to the standard map or the amplification map stored in the map 60e, and calculates the reduction rate DR or the like calculated by the reduction rate calculation unit 60b and the vehicle speed V calculated by the vehicle speed calculation unit 60c. It is used to adjust the request output calculated by the request output calculation unit 60a.

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

In step S9, the motor driver 56 drives and controls the drive motor 38 based on the supplied command value. As a result, a driving force corresponding to the operating amount and vehicle speed V of the handle grip 62R (throttle operator 100) and / or the pseudo clutch operator 102 operated by the driver is generated in the drive motor 38 and transmitted to the rear wheels 34. To. As a result, the electric vehicle 12 can perform the traveling operation desired by the driver.

FIG. 10 is a flowchart illustrating the details of the process of step S7 of FIG.

In step S71, the request output adjusting unit 60d is instructed whether the reduction rate DR calculated by the reduction rate calculation unit 60b is 100%, that is, the transmission from the drive motor 38 to the rear wheel 34 is cut off. Judge whether or not. If it is not such an instruction (step S71: NO), the process proceeds to the next step S72.

In step S72, the demand output adjusting unit 60d determines whether the vehicle speed V of the electric vehicle 12 calculated by the vehicle speed calculation unit 60c is a vehicle speed in the low vehicle speed range, that is, whether the vehicle speed V is less than a predetermined vehicle speed threshold value Vα. (V <Vα) is determined. If the vehicle speed is not in the low vehicle speed range (step S72: NO), the process proceeds to the next step S73.

In step S73, the request output adjusting unit 60d determines whether to control the output (driving force) of the drive motor 38 according to the reduction rate DR. When the drive control of the drive motor 38 is determined according to the reduction rate DR (step S73: YES), the process proceeds to the next step S74.

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

For example, when the electric vehicle 12 starts, if DR = 0% and the required output calculated by the required output calculation unit 60a is 50% of the maximum value of the required output, the output of the drive motor 38 is rearranged. It will be transmitted to the ring 34 as it is. In this case, the request output adjusting unit 60d sets the request output of 50% as the command value as it is.

Further, when the electric vehicle 12 is running, when DR = 50% and the required output calculated by the required output calculation unit 60a is 100% with respect to the maximum value of the required output, the half-clutch state of the engine vehicle is reached. It is a state similar to. Therefore, the required output adjusting unit 60d determines that it is necessary to suppress the output of the drive motor 38, changes the required output from 100% to 50%, and sets the changed required output (50%) as the command value. Set.

On the other hand, in step S73, when the driving force is not controlled according to the reduction rate DR (step S73: NO), the process proceeds to step S75. In step S75, the required output adjusting unit 60d turns the output of the drive motor 38 on or off, that is, transmits the driving force from the drive motor 38 to the rear wheels 34 as it is, or transfers the driving force from the drive motor 38 to the rear wheels 34. It is decided to cut off the transmission of the driving force or to perform either driving control.

When the output of the drive motor 38 is turned on, the required output adjusting unit 60d determines, for example, the required output in a half-clutch state in which the reduction rate DR is in the range of 0% to 100% as a command value as in step S74. do it.

On the other hand, when the output of the drive motor 38 is turned off, the request output adjusting unit 60d has DR = 100%, that is, the output (drive) of the drive motor 38, regardless of the value of the request output calculated by the request output calculation unit 60a. Determine the command value with 0 as the force). Therefore, when DR = 100%, the command value becomes 0 regardless of the operation amount (throttle opening TH) of the throttle operator 100. In this case, the request output calculation unit 60a may not accept the input of the throttle opening TH from the throttle sensor 66. Alternatively, even if the request output calculation unit 60a performs the request output calculation process, the request output adjustment unit 60d may not accept the calculated request output.

Further, in step S72, when the vehicle speed V of the electric vehicle 12 is in the low vehicle speed range (V <Vα, step S72: YES), the process proceeds to step S76. In step S76, the request output adjusting unit 60d refers to the amplification map stored in the map 60e and adjusts so as to amplify the request output calculated by the request output calculation unit 60a based on the reduction rate DR. Therefore, in step S76, the amplified request output is determined as a command value. That is, in the low vehicle speed region, the driver tries to operate the throttle operator 100 so that the driving force of the drive motor 38 becomes large. Therefore, the request output adjusting unit 60d sets a command value in which the request output is amplified in response to the driver's intention.

Specifically, in step S76, when the reduction rate DR is less than 20% (rotation angle range of θca in FIGS. 3 and 4) and the request output calculated by the request output calculation unit 60a is 70% or more. By setting the amplification factor of the output of the drive motor 38 to 150% based on the amplification map, the required output adjusting unit 60d has a reduction rate of 150% according to the amplification factor regardless of the reduction rate DR and the magnitude of the required output. Set the request output to the command value. In addition, in FIGS. 3 and 4, the rotation angle range of θcb corresponds to the rotation angle range in which the reduction rate DR is 20% to 100%. In this rotation angle range, for example, the process of step S74 is executed.

Alternatively, in step S76, the request output adjusting unit 60d determines the amplification factor of the output of the drive motor 38 from the amplification map based on the operating speed (clutch speed) of the pseudo clutch operator 102, and responds to the determined amplification factor. The requested output may be set to the command value. Further, in step S76, the request output adjusting unit 60d is based on the operation amount (rotation angle θTH) of the throttle operator 100 or the time change amount of the operation amount (time change amount of the rotation angle θTH) from the amplification map. The amplification factor of the output of the drive motor 38 may be determined, and the required output corresponding to the determined amplification factor may be set as the command value.

Further, in step S71, when the reduction rate DR is 100% (step S71: YES), the process proceeds to step S77. In step S77, the demand output adjusting unit 60d determines that the output (driving force) of the drive motor 38 is set to 0 to block the transmission of the drive force from the drive motor 38 to the rear wheels 34, and the drive motor 38. Determine a command value that performs zero torque control according to the number of revolutions of. That is, when DR = 100%, the request output adjusting unit 60d sets the command value to 0% regardless of the value of the request output (for example, 50%) calculated by the request output calculation unit 60a.

In this way, by appropriately changing the required output according to the operating amount of the pseudo-clutch actuator 102 and the vehicle speed V of the electric vehicle 12 and setting the command value, the driving operation desired by the driver can be easily executed. Can be done.

[Modified example of this embodiment]
In the above description, the pseudo clutch levers 68 and 84 and the pseudo clutch switch 88, which are pseudo clutch operators 102, are arranged at the left end of the steering handle 24. In the present embodiment, these pseudo-clutch actuators 102 may be arranged at the right end of the steering handle 24. In short, the pseudo-clutch operator 102 may be provided at a location that is easy for the driver to operate.

Therefore, the pseudo clutch levers 68 and 84 and the pseudo clutch switch 88 described above are examples, and the pseudo clutch operator 102 may be an operator that is easy for the driver to operate. Specifically, in the switch box 80, the switches 82 provided on the top, bottom, left and right may be used as the pseudo clutch switch 88. Further, the seesaw type or winker type switch provided in the switch box 80 may be used as the pseudo clutch switch 88.

Further, in the above description, the power unit 36 is arranged below the case 35, and the driving force is transmitted from the drive motor 38 of the power unit 36 to the rear wheels 34, but the drive motor 38 is placed in the wheels of the rear wheels 34. The arranged in-wheel motor may be used, and the driving force may be directly transmitted to the rear wheels 34. In either case, the driving force can be transmitted from the drive motor 38 to the rear wheels 34 to drive the electric vehicle 12.

Further, the location of the battery 52 is not limited to the space between the case 35 and the power unit 36, and the battery 52 may be arranged in the vicinity of the power unit 36. Furthermore, the location of the motor driver 56 is not limited to the inside of the case 35, and the motor driver 56 may be arranged near the power unit 36 or the battery 52 or below the seat 14. Further, the location of the ECU 60 is not limited to the inside of the case 35, and the ECU 60 may be arranged below the seat 14.

Further, in the above description, the ECU 60 and the motor driver 56 are separated, but it is also possible to collectively configure the ECU 60 and the motor driver 56 into one unit.

[Effect of this embodiment]
As described above, in the drive control device 10 according to the present embodiment, the pseudo-clutch operator 102 as the driving force changing means is provided in the electric vehicle 12, so that the electric vehicle 12 is provided not only at the time of conventional starting but also in the electric vehicle 12. The output (driving force) of the drive motor 38 can be freely changed or cut off according to the driver's request even during operation (deceleration, stop, running). That is, the driver can perform a pseudo clutch operation using the pseudo clutch operator 102 to control the output of the drive motor 38 regardless of whether or not the throttle operator 100 is operated as the acceleration operation means. it can. As a result, even in the electric vehicle 12, the vehicle body behavior equivalent to that of the engine vehicle can be realized.

In the conventional electric vehicle, the throttle operator 100 is provided, but the pseudo clutch operator 102 is not provided. Therefore, the driver instructs the change of the output of the drive motor 38 by the rotation operation of the handle grip 62R. However, in order to cut off the output of the drive motor 38, the driver must rotate the handle grip 62R significantly. As a result, the output of the drive motor 38 cannot be changed in a short time. In order to change the output of the drive motor 38 in a short time, it is necessary to rotate the handle grip 62R quickly, but the burden on the driver increases.

Therefore, as shown by the broken line in FIG. 11, conventionally, even if the throttle opening TH of the throttle operator 100 is set to 0 at the time point t0, the output of the drive motor 38 does not drop to 0 until the time point t2. Further, even if the throttle operator 100 is greatly rotated at the time point t2, the output of the drive motor 38 cannot be made a desired output until the time point t4 is reached.

On the other hand, in the electric vehicle 12 equipped with the drive control device 10 according to the present embodiment, the driver can operate the pseudo-clutch operator 102 independently of the operation of the throttle operator 100. .. Further, unlike the engine vehicle, the electric vehicle 12 does not cut (idle) the rotation speed of the drive motor 38 by operating the pseudo-clutch operator 102.

Therefore, as shown by the solid line in FIG. 11, in the present embodiment, when the pseudo clutch operator 102 is operated at the time point t1, the output of the drive motor 38 can be reduced to 0 in a short time from the time point t1 to the time point t2. it can. Further, in the present embodiment, when the pseudo clutch operator 102 is returned to the original position at the time point t2, the output of the drive motor 38 can be made a desired output in a short time from the time point t2 to the time point t3.

As described above, in the present embodiment, the driver operates the pseudo-clutch operator 102 to promptly cut off the output of the drive motor 38 and quickly recover from the cut-off state while giving the driver a feeling of idling. Can be done. As a result, the behavior of the electric vehicle 12 desired by the driver can be quickly realized.

Further, in the drive control device 10 according to the present embodiment, since the pseudo clutch operator 102 is provided on the handle that is easy for the driver to operate, the operability is improved.

Further, in the drive control device 10 according to the present embodiment, since the pseudo clutch operator 102 is a pseudo clutch lever 68 that imitates a lever, operability can be further improved.

Furthermore, in the drive control device 10 according to the present embodiment, the switch box 80 is provided with a pseudo clutch lever 84 or a pseudo clutch switch 88. As a result, the driver can operate the vehicle by hand, so that the burden on the driver for the operation can be reduced.

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

Further, the pressure-sensitive pseudo-clutch switch 88 makes it easier to operate, and the driving force (output) of the drive motor 38 can be changed or cut off with a smaller force and operating amount.

Further, in the drive control device 10 according to the present embodiment, the ECU 60 can appropriately control the output (driving force) of the drive motor 38 according to the request of the driver.

In this case, the ECU 60 turns on or off the output of the drive motor 38 in response to the operation of the pseudo-clutch operator 102 by the driver, thereby transmitting the driving force from the drive motor 38 to the rear wheels 34 and driving force. Can be uniquely blocked. As a result, the responsiveness of the output of the drive motor 38 to the operation of the pseudo-clutch operator 102 can be improved.

Further, the ECU 60 adjusts (controls) the output of the drive motor 38 according to the operation of the throttle operator 100 by the driver in the range of 0% to 100% according to the operation amount of the pseudo clutch operator 102 by the driver. )can do. As a result, the drive control of the drive motor 38, which is similar to the clutch operation of the engine vehicle, becomes possible according to the request of the driver.

Further, when the operation amount of the pseudo clutch operator 102 by the driver is 100%, the ECU 60 performs zero torque control according to the rotation speed of the drive motor 38, so that the regenerative braking (drag torque) by the drive motor 38 is performed. Is suppressed, and it becomes possible to make the driver feel a feeling of free running.

Furthermore, since the output of the drive motor 38 is amplified in the low speed range of the electric vehicle 12, the same effect as the amplification of the engine output by the half-clutch operation at the low speed of the engine vehicle can be obtained.

Although the present invention has been described above using preferred embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be apparent to those skilled in the art that various changes or improvements can be made to the above embodiments. It is clear from the claims that the form with such modifications or improvements may also be included in the technical scope of the invention. Further, the reference numerals in parentheses described in the claims are attached following the reference numerals in the accompanying drawings for the purpose of facilitating the understanding of the present invention, and the present invention is limited to the elements to which the reference numerals are given. It is not interpreted as being done.

Claims (11)

A drive motor that generates a driving force for driving the wheels (28, 34) in response to the operation of the acceleration operation means (62R, 100) operated by the driver and the acceleration operation means (62R, 100) by the driver. In the drive control device (10) of the electric vehicle (12) having (38) and
Provided in the electric vehicle (12), the driving force is changed by the operation of the driver, or the transmission of the driving force from the drive motor (38) to the wheels (28, 34) is blocked. The drive control device (10) of the electric vehicle (12), which comprises the driving force changing means (68, 84, 88, 102). In the drive control device (10) of the electric vehicle (12) according to claim 1.
The drive control device (10) of the electric vehicle (12), wherein the driving force changing means (68, 84, 88, 102) is provided on the handle (24) of the electric vehicle (12). In the drive control device (10) of the electric vehicle (12) according to claim 2.
The driving force changing means (68, 84) is a drive control device (10) for an electric vehicle (12), which is a lever-type operator operated by the driver by hand. In the drive control device (10) of the electric vehicle (12) according to claim 2.
A switch box (80) having a plurality of switches (82) is arranged on the handle (24).
The driving force changing means (84, 88) is provided in the switch box (80) and is a drive control device (10) of the electric vehicle (12), which is an operator operated by the driver. ). In the drive control device (10) of the electric vehicle (12) according to claim 4.
The operator (84, 88) is a drive control device (10) of an electric vehicle (12), which is a stroke type operator. In the drive control device (10) of the electric vehicle (12) according to claim 4.
The operator (88) is a drive control device (10) for an electric vehicle (12), which is a pressure-sensitive operator. In the drive control device (10) of the electric vehicle (12) according to any one of claims 1 to 6.
The output of the drive motor (38) is controlled in response to the operation of the acceleration operation means (62R, 100) by the driver, while the driving force changing means (68, 84, 88, An electric vehicle (12) further comprising a control means (60) for adjusting the output of the drive motor (38) based on the operation of the acceleration operation means (62R, 100) in response to the operation of 102). Drive control device (10). In the drive control device (10) of the electric vehicle (12) according to claim 7.
The control means (60) is characterized in that the output of the drive motor (38) is turned on or off in response to an operation of the driving force changing means (68, 84, 88, 102) by the driver. The drive control device (10) of the electric vehicle (12). In the drive control device (10) of the electric vehicle (12) according to claim 7.
The control means (60) is an electric motor that changes the output of the drive motor (38) according to the amount of operation of the driving force changing means (68, 84, 88, 102) by the driver. The drive control device (10) of the vehicle (12). In the drive control device (10) of the electric vehicle (12) according to claim 7.
When the operation amount of the driving force changing means (68, 84, 88, 102) by the driver is 100%, the control means (60) drives the drive motor (38). A drive control device (10) for an electric vehicle (12), characterized in that zero torque control is performed according to the rotation speed of the motor (38). In the drive control device (10) of the electric vehicle (12) according to claim 7.
A vehicle speed detecting means (60c) for detecting the vehicle speed of the electric vehicle (12) is further provided.
The control means (60)
A command value corresponding to each operation amount of the acceleration operation means (62R, 100) and the driving force changing means (68, 84, 88, 102) by the driver and the vehicle speed is supplied to the drive motor (38). By controlling the output of the drive motor (38),
When the vehicle speed is equal to or less than the predetermined vehicle speed and the operation amount of the driving force changing means (68, 84, 88, 102) is equal to or less than the predetermined operation amount, the command value is amplified and the drive motor ( The drive control device (10) of the electric vehicle (12), which is characterized by supplying to 38).

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