CN111936346B - Drive control device for electric vehicle - Google Patents

Abstract

An electric vehicle (12) is provided with: an analog clutch operator (102) operated by a driver; and a drive motor (38) that generates a drive force that drives the rear wheels (34) in response to an operation of the throttle operation member (100) by the driver. A drive control device (10) is mounted on an electric vehicle (12). The drive control device (10) changes the drive force or disconnects the transmission of the drive force in accordance with the operation of the analog clutch operation tool (102) by the driver.

Description

Drive control device for electric vehicles

technical field

The present invention relates to a drive control device for an electric vehicle that generates a driving force for driving a motor to drive wheels in response to a driver's operation of an accelerator operating mechanism.

Background technique

For example, Japanese Patent Laid-Open Publication No. 2010-88154 discloses that the driving torque or regenerative torque of the drive motor is controlled by the driver's rotational operation of the accelerator knob (accelerator operating mechanism). In the above publication, at the fully closed position of the accelerator grip, the power supplied to the drive motor is zero, and regeneration is performed when the driver rotates the accelerator grip from the fully closed position to the direction opposite to the accelerator side. brake.

Contents of the invention

However, conventionally, an engine vehicle (engine car: a vehicle using an engine as a driving source) is provided with a clutch mechanism for transmitting or disconnecting the driving force of the engine. Therefore, by controlling the clutch mechanism in accordance with the driver's operation of the clutch operating member, it is possible to perform a shift according to the driver's intention or disconnection of the driving force of the engine.

In contrast, electric vehicles have a centrifugal clutch that transmits the driving force of the drive motor to the wheels when starting, but the driving force cannot be disconnected as desired by the driver in situations other than starting.

Therefore, an object of the present invention is to provide a drive control device for an electric vehicle capable of changing the driving force transmitted from the drive motor to the wheels or cutting off the transmission of the driving force from the drive motor to the wheels according to the driver's desire.

The present invention is a drive control device for an electric vehicle, the electric vehicle has an accelerator operating mechanism and a drive motor, wherein the accelerator operating mechanism is operated by a driver; the drive motor responds to the driver's acceleration The operation of the operating mechanism generates a driving force for driving the wheels, and the driving control device has the following features.

The first feature: the driving control device has a driving force changing mechanism provided in the electric vehicle, and the driving force is changed or disconnected from the driving motor by the driver's operation. transmission of the drive force to the wheels.

A second feature: the driving force changing mechanism is provided on a handlebar of the electric vehicle.

A third feature: the driving force changing mechanism is a lever-type operating member manually operated by the driver.

A fourth feature: a switch box having a plurality of switches is arranged on the handlebar, and the driving force changing mechanism is provided in the switch box and is an operation member operated by the driver.

Fifth feature: the operating element is a stroke-type operating element.

The sixth feature: the operating element is a pressure-sensitive operating element.

Seventh feature: the drive control device further includes a control mechanism that controls the output of the drive motor in response to the driver's operation of the accelerator operating mechanism, and on the other hand, responds to the driver's The output of the drive motor based on the operation of the accelerator operating mechanism is adjusted in response to the operation of the driving force changing mechanism.

An eighth feature: the control means turns on or off the output of the drive motor in response to the driver's operation of the drive force changing means.

A ninth feature: the control means changes the output of the drive motor in response to an operation amount of the driving force changing means by the driver.

Tenth feature: When the driver's operation amount of the drive force changing mechanism is 100%, the control means performs zero-torque control on the drive motor corresponding to the rotation speed of the drive motor.

An eleventh feature: the drive control device further includes a vehicle speed detection mechanism that detects the vehicle speed of the electric vehicle. The control means controls the output of the drive motor by supplying command values to the drive motor, wherein the command values correspond to respective operations of the accelerator operation mechanism and the drive force changing mechanism by the driver. amount and the speed of the vehicle. In addition, the control means amplifies the command value and supplies it to the drive motor when the vehicle speed is equal to or less than a predetermined vehicle speed and the operation amount of the driving force changing mechanism is equal to or less than a predetermined operation amount.

According to the first feature of the present invention, by providing the driving force changing mechanism on the electric vehicle, in addition to the conventional start-up time, the electric vehicle can also be operated according to The drive force (output) of the drive motor can be freely changed or cut off according to the driver's desire. That is, in the first feature, the output of the drive motor can be controlled regardless of whether the accelerator operating mechanism is operated or not, by the driver performing a simulated clutch operation using the driving force changing mechanism. Accordingly, the same vehicle body behavior as that of the engine vehicle can be realized even in the electric vehicle.

According to the second characteristic of the present invention, since the driving force changing mechanism is provided on the handlebar operated by the driver, operability is improved.

According to the third feature of the present invention, since the driving force changing mechanism is an operation member simulating a joystick, operability can be further improved.

According to the fourth characteristic of the present invention, since the driver can manually operate the operation element, the burden on the driver can be reduced.

According to the fifth feature of the present invention, since the operation element can be manually operated with a finger or the like, the driving force (output) of the drive motor can be changed or cut off with a small amount of operation.

According to the sixth characteristic of the present invention, the operation is easy, and the driving force (output) of the driving motor can be changed or disconnected with a smaller force and operation amount.

According to the seventh feature of the present invention, the output (drive force) of the drive motor can be appropriately controlled according to the driver's desire.

According to the eighth feature of the present invention, the transmission of the driving force from the driving motor to the wheels and the disconnection of the driving force can be reliably performed, so that the responsiveness of the output of the driving motor to the operation of the driving force changing mechanism can be improved.

According to the ninth feature of the present invention, it is possible to adjust (control) the output of the drive motor in response to the driver's operation of the accelerator operating mechanism within the range of 0% to 100%. As a result, it is possible to perform drive control of the drive motor similar to the clutch operation of the engine vehicle according to the driver's desire.

According to the tenth feature of the present invention, since the regenerative braking (drag torque) of the drive motor is suppressed, the driver can feel 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 the half-clutch operation at the low speed of the engine vehicle can be obtained.

Description of drawings

FIG. 1 is a right side view of an electric vehicle to which the drive control device according to the present embodiment is applied.

Fig. 2 is a schematic rear view of the right periphery of the steering handle of Fig. 1 .

Fig. 3 is a schematic plan view of the left periphery of the steering handlebar in Fig. 1 .

Fig. 4 is a schematic plan view showing a first modified example of the left periphery of the steering handlebar in Fig. 3 .

Fig. 5 is a perspective view showing a second modified example of the left periphery of the steering handlebar in Fig. 3 .

6 is a perspective view showing a third modified example of the left periphery of the steering handlebar in FIG. 3 .

Fig. 7 is a block diagram of a drive control device.

FIG. 8 is a diagram showing an example of the map shown in FIG. 7 .

FIG. 9 is a flowchart showing the operation of the drive control device in FIG. 7 .

FIG. 10 is a flowchart showing details of the processing of step S7 in FIG. 9 .

FIG. 11 is a time chart showing the effect of the drive control device.

Detailed ways

Hereinafter, preferred embodiments will be cited, and the drive control device for an electric vehicle according to the present invention will be described in detail with reference to the drawings.

[Schematic structure of the electric vehicle 12]

1 is a right side view of an electric vehicle 12 equipped with a drive control device 10 for an electric vehicle according to the present embodiment (hereinafter also referred to as the drive control device 10 according to the present embodiment). In the description of the present embodiment, directions of front and rear, left and right, and up and down are described in terms of directions viewed from a driver (passenger) seated on the seat 14 of the electric vehicle 12 .

The electric vehicle 12 is an off-road electric motorcycle. In addition, the drive control device 10 according to the present embodiment is not limited to being mounted on the electric vehicle 12 shown in FIG. 1 , and may be mounted on a saddle-riding electric vehicle. Therefore, for example, the drive control device 10 can also 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 tube (head tube) 18; a pair of left and right main frames (main frame) 20 extending obliquely rearward and downward from the upper portion of the head tube 18; The lower part extends obliquely posteriorly and downwardly. A center frame (centreframe) 22 and a seat rail (seat rail) 23 are connected to the rear of the main frame 20 .

The head pipe 18 rotatably supports an unillustrated steering column (steering stem). A top bridge 25 is provided on the upper part of the steering column. A steering handlebar 24 is mounted on the top of the upper link plate 25 . In addition, an instrument unit 26 including various instruments is arranged on the upper connecting plate 25 . In addition, lamps 27 such as headlights that illuminate the front of the electric vehicle 12 may be arranged in front of the head pipe 18 .

On the other hand, a bottom bridge 29 is provided at the lower portion of the steering column. The upper link plate 25 and the lower link plate 29 support a front fork (front fork) 30, and the front fork 30 pivotally supports a front wheel (wheel) 28 in a freely rotatable manner. A front fender 31 that covers the front wheel 28 from above is provided on the front fork 30 .

A pair of left and right center frames 22 extend obliquely rearward and downward from the rear of the main frame 20 . A pivot 32 is provided at a lower portion of the center frame 22 . The pivot 32 supports the front end of a swing arm 33 in a swingable manner. A rear wheel (wheel) 34 is supported on the rear end portion of the swing arm 33 .

A pair of left and right seat rails 23 extend obliquely rearward and upward from the rear of the main frame 20 and support the seat 14 from below. In front of the seat 14 , a casing 35 of a dummy fuel tank is supported from below by the main frame 20 .

A power unit (power unit) 36 is disposed below the casing 35 . The power unit 36 has a drive motor 38 as a drive source of the electric vehicle 12 . The vehicle body frame 16 also has a lower frame (lower frame) 39 connected to the lower end portion of the down frame 21 . The front end portion of the lower frame 39 is connected to the lower end portion of the down frame 21 , and the rear end portion of the lower frame 39 is connected to the lower portion of the center frame 22 . The power unit 36 is supported in the space below the casing 35 by the down frame 21 , the center frame 22 and the lower frame 39 . In addition, the drive motor 38 transmits drive force to the rear wheel 34 via a transmission and a chain (not shown). In addition, a rear brake pedal 42 is provided on the side of the center frame 22 and the power unit 36 . In addition, the center frame 22 and the seat rail 23 are connected by the rear frame 43 .

The body frame 16 is covered by a body cover 44 . The body cover 44 has: a pair of left and right shields 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 from the side. Track 23. A battery 52 serving as a power source for the drive control device 10 including the drive motor 38 and the like is arranged in a space between the casing 35 and the power unit 36 .

A motor driver 56 serving as a PDU (power drive unit) that drives the motor 38 and an ECU 60 serving as a control mechanism for the driving motor 38 are arranged inside the casing 35 . The battery 52 can be charged with a household commercial power supply or the like by using a charger not shown. Alternatively, the battery 52 may be replaced when it is insufficiently charged. The electric vehicle 12 runs on electric power supplied from the battery 52 . In this case, at the time of acceleration or the like, drive control is performed to generate drive force in the drive motor 38 by supplying power from the battery 52 to the drive motor 38 . The electric vehicle 12 can be driven by transmitting the generated driving force to the rear wheels 34 . 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 battery 52 with generated electric power. The motor driver 56 controls the drive motor 38 based on a command signal (command value) supplied from the ECU 60 to the motor driver 56 , whereby the aforementioned drive control and regeneration control are performed.

[Structure around steering handlebar 24]

Next, the configuration around the steering handlebar 24 will be described with reference to FIGS. 1 to 6 .

As shown in FIGS. 1 to 3 , cylindrical handle grips (handle grips) 62L, 62R are attached to both end portions of the steering handlebar 24 in the vehicle width direction, respectively. The handlebar grip (accelerator operating mechanism) 62R on the right side shown in FIG. In this case, when the driver turns the handlebar grip 62R around the axis of the steering handlebar 24 with his right hand, the driving force of the drive motor 38 can be adjusted in accordance with the operation amount (rotation angle) θTH.

A sensor housing 64 is provided in the vicinity of the base end portion of the handlebar grip 62R in the steering handlebar 24 . Inside the sensor case 64 is provided a throttle sensor 66 that detects a throttle opening TH corresponding to the rotation angle θTH. In addition, the throttle sensor 66 may detect the throttle opening TH by, for example, a detection method such as the accelerator opening sensor of the aforementioned publication. Therefore, in the present embodiment, an accelerator opening sensor may be used instead of the throttle sensor 66 .

The left handlebar grip 62L shown in FIG. 3 is fitted over the left end portion of the steering handlebar 24 in a non-rotatable manner. In front of the handle grip 62L of the steering handlebar 24 , a dummy clutch lever (a driving force changing mechanism, a lever-type operating element) 68 is provided. As will be described later, the purpose of providing the dummy clutch lever 68 is to control the output of the drive motor 38 regardless of whether the handlebar handle 62R is operated by the driver, so that the electric vehicle 12 can achieve a vehicle equivalent to an engine vehicle. physical behavior.

In addition, a lever attachment portion 69 for attaching the dummy clutch lever 68 to the steering handle 24 is provided at the left end portion of the steering handle 24 . The operating lever attachment portion 69 attaches the dummy clutch operating lever 68 to the left end portion of the steering handlebar 24 so that the dummy clutch operating lever 68 can rotate around the attachment shaft 70 . A pseudo clutch sensor (pseudo clutch sensor) 72 constituted by, for example, a rheostat is connected to the attachment shaft 70 .

From the position where the rotation angle θcl=0° shown in FIG. 3 , the driver rotates the dummy clutch operating lever 68 toward the handlebar handle 62L around the mounting shaft 70, whereby the dummy clutch operating lever 68 rotates according to the rotation angle. θcl changes the driving force transmitted from the driving motor 38 to the rear wheels 34 or cuts off the transmission of the driving force from the driving motor 38 to the rear wheels 34 . That is, the simulated clutch operating lever 68 is an operating lever that simulates a clutch operator that performs disconnection/engagement of a clutch mechanism in an engine vehicle. Therefore, even when the driver is riding in the electric vehicle 12 , by operating the simulated clutch operating lever 68 , the driver can simulate an operation similar to the clutch operation of the engine vehicle.

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

In addition, when the driver puts the thumb of the left hand on the handlebar handle 62L, puts the remaining four fingers of the left hand on the dummy clutch lever 68, and when the dummy clutch lever 68 is pulled backward, the dummy The clutch operating lever 68 rotates toward the handlebar grip 62L around the attachment shaft 70 . The turning angle θc1 in the vicinity of the handlebar grip 62L corresponds to the state in which the clutch is disengaged in the engine vehicle. In the present embodiment, the state corresponding to the disengagement of the clutch 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, this state is referred to as a state in which the reduction rate DR is 100%.

Also, the angle range between the turning angle θcl from 0° to the turning angle on the handlebar grip 62L side corresponds to the half-clutch state in the engine vehicle. In this case, the reduction rate DR exists within the range of 0% to 100%.

When the dummy clutch lever 68 is rotated around the attachment shaft 70 by the driver's operation, the dummy clutch sensor 72 outputs a voltage value corresponding to the operation amount (rotation angle θcl) of the dummy clutch lever 68 as a detection signal. This voltage value is a voltage value corresponding to the decrease rate DR of the output of the drive motor 38 requested by the driver to the drive motor 38 . Therefore, the driver can instruct ON/OFF of the driving force transmission from the drive motor 38 to the rear wheels 34 by operating the dummy clutch operating lever 68 .

Such a driving force changing mechanism is not limited to the example shown in FIG. 3 , and may be configured as in the first to third modification examples shown in FIGS. 4 to 6 .

In the first modified example of FIG. 4 , the dummy clutch sensor 72 is arranged at a position separated from the dummy clutch operating lever 68 . One end of the connecting member 76 is radially connected to the rotating shaft 74 of the dummy clutch sensor 72 , and the other end of the connecting member 76 is connected to the base end of the dummy clutch lever 68 via a wire 78 . In this case, when the dummy clutch lever 68 is rotated around the attachment shaft 70 by the driver's operation, the wire 78 connected to the dummy clutch lever 68 can be pulled, and the rotating shaft 74 can be rotated through the connecting member 76 . Thus, the dummy clutch sensor 72 outputs a voltage value based on the rotation amount of the rotary shaft 74 corresponding to the rotation angle θcl of the dummy clutch lever 68 as a detection signal.

In the second modified example of FIG. 5 , a switch box 80 is arranged on the left end side of the steering handlebar 24 at a position close to the handlebar grip 62L. Various switches 82 such as a turn signal switch and a horn switch are disposed on the switch box 80 . In this case, a small dummy clutch operating lever 84 is provided at the lower portion of the switch box 80 . When the driver operates the dummy clutch lever 84 with the thumb of the left hand while holding the handlebar grip 62L, the dummy clutch lever 84 rotates about an unillustrated attachment shaft provided in the switch box 80 . The dummy clutch sensor 72 outputs a voltage value corresponding to the rotation angle θcl of the dummy clutch operating lever 84 as a detection signal. In addition, a rear brake operating lever 86 is provided in front of the handlebar grip 62L.

Also in the third modified example of FIG. 6 , a switch box 80 is disposed on the left end side of the steering handlebar 24 at a position close to the handlebar grip 62L. Various switches 82 are also arranged on this switch box 80 . In this case, among the plurality of switches 82 arranged on the switch box 80 , for example, a lower switch is allocated as a dummy clutch switch (driving force changing mechanism, operating element) 88 .

The analog clutch switch 88 is a stroke or pressure sensitive switch. In the case of the stroke-type dummy clutch switch 88 , the driver operates the dummy clutch switch 88 with the thumb or forefinger of the left hand while holding the handlebar grip 62L. The analog clutch sensor 72 outputs a detection signal corresponding to the operation amount.

In addition, in the case of the pressure-sensitive analog clutch switch 88 , the driver presses the analog clutch switch 88 with the thumb or forefinger of the left hand while holding the handlebar handle 62L. The analog clutch sensor 72 outputs a detection signal corresponding to the number of operations of the analog clutch switch 88 .

[Structure 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 has: a throttle operating member (acceleration operating mechanism) 100; a throttle sensor 66; an analog clutch operating member (driving force changing mechanism) 102; an analog clutch sensor 72; a wheel speed sensor 104 or a motor rotational speed sensor 106; ; and the motor driver 56 .

A throttle operation piece (throttle operation piece) 100 is an accelerator operation mechanism for the driver to operate a throttle like the handlebar grip 62R shown in FIG. 2 . Therefore, the throttle operating device 100 is not limited to the handlebar grip 62R, and any device may be used as long as the driver can operate the throttle. The throttle sensor 66 detects a throttle opening TH corresponding to the driver's operation amount (rotation angle θTH) of the throttle operating element 100 and outputs it to the ECU 60 .

A pseudo clutch operation piece (pseudo clutch operation piece) 102 is a driving force for the driver to instruct the change or disconnection of the driving force, as shown in FIGS. Change agency. Therefore, the dummy clutch operating member 102 is not limited to the dummy clutch operating levers 68 and 84 and the dummy clutch switch 88 , as long as it is a switch that can be operated by the driver to instruct change or disconnection of the driving force. The dummy clutch sensor 72 outputs to the ECU 60 a detection signal corresponding to the driver's operation amount (eg, rotation angle θcl) of the dummy clutch operator 102 .

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 rotational speed sensor 106 outputs the rotational speed of the drive motor 38 to the ECU 60 . In addition, the drive control device 10 may include any one of the wheel speed sensor 104 and the motor rotational speed sensor 106 .

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

The requested output calculation unit 60 a calculates the requested output to the drive motor 38 based on the throttle opening TH output from the throttle sensor 66 . The decrease rate calculation unit 60b calculates the decrease rate DR of the output of the driving force based on the detection signal from the dummy clutch sensor 72 . The vehicle speed calculation unit 60 c 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 60 e 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 enlarged map shown by a dashed-dotted line. The standard map is a map that can be used in all vehicle speed ranges of the electric vehicle 12 . On the other hand, the zoom-in map is a map used in the low-speed range of the electric vehicle 12 . In addition, instead of the vehicle speed V, the horizontal axis of the map 60 e in FIG. 8 may be the rotational speed of the drive motor 38 .

Returning to FIG. 7, the requested output adjustment unit 60d refers to the standard map or enlarged map stored in the map 60e, and uses 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 to adjust the required output calculation. The request calculated by the part 60a is output. The requested output adjustment unit 60 d outputs the adjusted requested output to the motor driver 56 as a command value (command signal) for driving the motor 38 .

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

The motor driver 56 controls the drive motor 38 based on command values supplied from the ECU 60 . In addition, a 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 above will be described with reference to the flowcharts in FIGS. 9 and 10 . In this description of the operation, it will be described while referring to FIGS. 1 to 8 as necessary.

In step S1 of FIG. 9 , when the driver operates the right handlebar handle 62R (throttle valve operating member 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 a throttle opening TH corresponding to the rotation angle θTH of the handlebar grip 62R, and outputs the detected throttle opening TH to the ECU 60 .

In step S2, the requested output calculation unit 60a of the ECU 60 calculates the requested output to the drive motor 38 based on the throttle opening TH. In this case, assuming that the output of the drive motor 38 corresponding to the maximum value of the throttle opening TH is 100%, the requested output calculation unit 60 a calculates the output corresponding to the throttle opening TH actually detected by the throttle sensor 66 . . The output of the drive motor 38 requested by the driver is output as a request within a range of 0% to 100%.

In step S3, when the driver operates the simulated clutch operating member 102 (simulated clutch levers 68, 84 or simulated clutch switch 88) (refer to FIGS. 72 detects the operation amount (eg, rotation angle θcl) of the dummy 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 calculates the stroke amount (operation amount) of the dummy clutch operating member 102 operated by the driver, that is, the reduction rate DR for the output of the drive motor 38, and the stroke amount based on the input operation amount. Speed (simulating the operating speed of the clutch operator 102).

In step S5 , the wheel speeds of the front wheels 28 or rear wheels 34 detected by the wheel speed sensor 104 or the rotation speed 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 .

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

In step S7, the request output adjustment unit 60d refers to the standard map or the enlarged map stored in the map 60e, and adjusts the request using the reduction rate DR calculated by the reduction rate calculation unit 60b or the vehicle speed V calculated by the vehicle speed calculation unit 60c. The request calculated by the output calculation unit 60a is output.

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

In step S9, the motor driver 56 drives and controls the drive motor 38 based on the supplied command value. Accordingly, the driving motor 38 generates a driving force corresponding to the operation amount of the handlebar 62R (throttle valve operating element 100 ) and/or the dummy clutch operating element 102 operated by the driver, and the vehicle speed V, and transmits it to the rear wheels 34 . As a result, electric powered vehicle 12 can perform the driving behavior desired by the driver.

FIG. 10 is a flowchart illustrating details of the processing of step S7 of FIG. 9 .

In step S71 , the request output adjustment unit 60 d determines whether the reduction rate DR calculated by the reduction rate calculation unit 60 b is 100%, that is, whether it is an instruction to cut off the transmission from the drive motor 38 to the rear wheels 34 . When it is not such an instruction (step S71: NO), it progresses to next step S72.

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

In step S73, the requested output adjustment unit 60d determines whether or not to control the output (drive force) of the drive motor 38 in accordance with the reduction rate DR. When it is determined that the drive control of the drive motor 38 is performed according to the reduction rate DR (step S73: Yes), the process proceeds to the next step S74.

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

For example, when the electric vehicle 12 is started and DR=0% and the requested output calculated by the requested output calculation unit 60a is 50% of the maximum requested output, the output of the drive motor 38 is directly transmitted to the rear wheels. 34. In this case, the requested output adjustment unit 60d directly sets the requested output of 50% as the command value.

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

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 request output adjustment unit 60d determines to turn on or off the output of the drive motor 38, that is, to determine whether to transmit the drive force directly from the drive motor 38 to the rear wheel 34, and to turn off the output from the drive motor 38 to the rear wheel 34. Any kind of driving control in the transmission of driving force.

When the output of the drive motor 38 is turned on, the requested output adjustment unit 60d may determine, as a command value, the requested output in the half-clutch state where the reduction rate DR is in the range of 0% to 100%, as in step S74.

On the other hand, when the output of the drive motor 38 is turned off, the requested output adjustment unit 60d determines the command value of DR=100%, irrespective of the value of the requested output calculated by the requested output calculation unit 60a, that is, the drive motor 38 is turned off. The output (driving force) of the motor 38 is a command value of zero. Therefore, when DR=100%, the command value is 0 regardless of the operation amount (throttle opening TH) of the throttle operating element 100 . In this case, the requested output calculation unit 60 a does not need to accept the input of the throttle opening TH from the throttle sensor 66 . Alternatively, even when the requested output calculation process is performed by the requested output calculation unit 60a, the requested output adjustment unit 60d may not accept the calculated requested output.

In addition, in step S72, when the vehicle speed V of the electrically powered vehicle 12 is in a low speed range (V<Vα, step S72: YES), it progresses to step S76. In step S76, the requested output adjustment unit 60d refers to the amplification map stored in the map 60e, and adjusts to amplify the requested output calculated by the requested output calculation unit 60a based on the decrease rate DR. Therefore, in step S76, it is determined that the amplified request output is the command value. That is, in the low speed range, the driver tries to operate the throttle operating member 100 so that the driving force of the drive motor 38 increases. Therefore, the requested output adjustment unit 60d sets a command value for amplifying the requested output in such a manner as to conform to the intention of the driver.

Specifically, in step S76, when the reduction rate DR is less than 20% (the rotation angle range of θca in FIGS. Amplify the map so that the amplification factor of the output of the drive motor 38 is 150%. Accordingly, regardless of the magnitude of the reduction rate DR and the requested output, the requested output adjustment unit 60d sets a requested output corresponding to the enlarged ratio of 150% as a 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%. Within this rotation angle range, for example, the processing of step S74 is executed.

Alternatively, in step S76, the requested output adjustment unit 60d may determine the amplification factor of the output of the drive motor 38 according to the amplification map based on the operating speed (clutch speed) of the simulated clutch operating member 102, and may correspond to the determined amplification factor. The request output of is set to the command value. In addition, in step S76, the requested output adjustment unit 60d may determine the value based on the enlarged map based on the operation amount (rotation angle θTH) of the throttle operating member 100 or the time change amount of the operation amount (the time change amount of the rotation angle θTH). The amplification ratio of the output of the drive motor 38 is set, and the requested output corresponding to the determined amplification ratio is set as a command value.

And in step S71, when reduction rate DR is 100% (step S71: Yes), it progresses to step S77. In step S77, the request output adjustment unit 60d determines to set the output (drive force) of the drive motor 38 to 0, cuts off the transmission of the drive force from the drive motor 38 to the rear wheels 34, and determines to perform a process corresponding to the rotation speed of the drive motor 38. The command value of the zero torque control. That is, when DR=100%, the requested output adjustment unit 60d sets a command value of 0% regardless of the requested output value (for example, 50%) calculated by the requested output calculating unit 60a.

In this way, by appropriately changing the request output and setting the command value according to the operation amount of the dummy clutch operating member 102 or the vehicle speed V of the electric vehicle 12 , the driving behavior desired by the driver can be easily executed.

[Modification of the present embodiment]

In the above description, the dummy clutch operating levers 68 and 84 and the dummy clutch switch 88 as the dummy clutch operating member 102 are arranged at the left end portion of the steering handlebar 24 . In this embodiment, these dummy clutch operating elements 102 may also be arranged at the right end portion of the steering handlebar 24 . In short, it is sufficient to install the dummy clutch operating element 102 at a position that is easy for the driver to operate.

Therefore, the aforementioned dummy clutch operating levers 68 and 84 and the dummy clutch switch 88 are examples, and the dummy clutch operating element 102 may be an operator that is easy for the driver to operate. Specifically, the switch 82 provided up and down or left and right on the switch box 80 may be used as the dummy clutch switch 88 . In addition, a seesaw type or a rotary type switch provided in the switch box 80 may be used as the dummy clutch switch 88 .

In addition, in the above description, the power unit 36 is arranged under the casing 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 may be arranged as a rear wheel 34. The in-wheel motors in the wheels transmit driving force directly 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 .

Furthermore, the arrangement position of the battery 52 is not limited to the space between the casing 35 and the power unit 36 , and the battery 52 may be arranged near the power unit 36 . Furthermore, the location where the motor driver 56 is arranged is not limited to the inside of the housing 35 , and the motor driver 56 may be arranged near the power unit 36 or the battery 52 or under the seat 14 . In addition, the arrangement position of the ECU 60 is not limited to the inside of the casing 35 , and the ECU 60 may be arranged under the seat 14 .

In addition, in the above description, the ECU 60 and the motor driver 56 are configured separately, but they may be combined to form a single unit.

[Effect of the present embodiment]

As described above, in the drive control device 10 according to the present embodiment, by providing the dummy clutch operating member 102 as the driving force changing mechanism on the electric vehicle 12, the electric vehicle 12 can be operated in the electric vehicle 12 in addition to the conventional start time. Also when the vehicle 12 is operating (during deceleration, stopping, or running), the output (driving force) of the drive motor 38 can be freely changed or cut off according to the driver's desire. That is, the output of the drive motor 38 can be controlled regardless of whether the throttle operating element 100 as an accelerator operating mechanism is operated or not by the driver's simulated clutch operation using the simulated clutch operating element 102 . Accordingly, also in the electric vehicle 12 , the same vehicle body behavior as that of the engine vehicle can be realized.

In the prior art electric vehicle, the throttle valve operating member 100 is provided, but the dummy clutch operating member 102 is not provided. Therefore, the driver instructs a change in the output of the drive motor 38 by rotating the handlebar grip 62R. However, in order to turn off the output of the drive motor 38, the driver must turn the handlebar grip 62R largely. 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 turn the handlebar grip 62R quickly, which increases the driver's burden.

Therefore, as shown by the dotted line in FIG. 11 , in the prior art, even if the throttle valve opening TH of the throttle operating member 100 is made to be 0 at the time point t0, the output of the drive motor 38 will not decrease to 0 before the time point t2. . In addition, even if the throttle operating member 100 is largely rotated at the time point t2, the output of the drive motor 38 cannot be brought to the desired output until the time point t4.

In contrast, in the electric vehicle 12 equipped with the drive control device 10 according to the present embodiment, the driver can operate the dummy clutch operator 102 independently of the operation of the throttle operator 100 . In addition, the electric vehicle 12 does not reduce the rotation speed (idle speed) of the drive motor 38 due to the operation of the dummy clutch operator 102 unlike the engine vehicle.

Therefore, as shown by the solid line in FIG. 11, in the present embodiment, when the dummy clutch operating member 102 is operated at the time point t1, it is possible to drive the drive motor 38 within a short period of time from the time point t1 to the time point t2. The output is 0. In addition, in the present embodiment, when the dummy clutch operating member 102 is returned to the original position at the time point t2, the output of the drive motor 38 can be made desired within a short period of time from the time point t2 to the time point t3. Output.

In this way, in the present embodiment, when the driver operates the dummy clutch operating member 102, the driver can quickly turn off the output of the drive motor 38 and return from the off state while giving the driver a sense of free running. As a result, the behavior of the electric powered vehicle 12 desired by the driver can be quickly realized.

In addition, in the drive control device 10 according to the present embodiment, since the dummy clutch operating member 102 is provided on the handlebar which is easy for the driver to operate, operability is improved.

Furthermore, in the drive control device 10 according to the present embodiment, since the dummy clutch operating member 102 is the dummy clutch operating lever 68 simulating an operating lever, operability can be further improved.

Furthermore, in the drive control device 10 according to the present embodiment, a dummy clutch operating lever 84 or a dummy clutch switch 88 is provided on the switch box 80 . Thereby, the driver can operate by hand, and thus the burden on the driver with respect to the operation can be reduced.

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

In addition, the pressure-sensitive analog clutch switch 88 is easy to operate, and the driving force (output) of the driving motor 38 can be changed or disconnected with a smaller force and operation amount.

Furthermore, in the drive control device 10 according to the present embodiment, the ECU 60 can appropriately control the output (drive force) of the drive motor 38 according to the driver's desire.

In this case, the ECU 60 turns on or off the output of the drive motor 38 in accordance with the driver's operation of the dummy clutch operating member 102, whereby the transmission of the drive force from the drive motor 38 to the rear wheels 34 can be reliably performed. Disconnection of driving force. Thereby, the responsiveness of the output of the drive motor 38 to the operation of the dummy clutch operator 102 can be improved.

In addition, the ECU 60 can adjust (control) the output of the drive motor 38 corresponding to the driver's operation of the throttle operation member 100 within a range of 0% to 100% according to the driver's operation amount of the simulated clutch operation member 102 . As a result, it is possible to perform drive control of the drive motor 38 similar to the clutch operation of the engine vehicle in accordance with the driver's desire.

In addition, the ECU 60 performs zero-torque control corresponding to the rotational speed of the drive motor 38 when the driver's operation amount of the dummy clutch operation member 102 is 100%, thereby suppressing regenerative braking (resistance torque) of the drive motor 38, It is possible to make the driver feel a sense of free running.

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

As mentioned above, although this invention was demonstrated using preferable embodiment, the technical scope of this invention is not limited to the description range of the said embodiment. It is well known to those skilled in the art that various changes or improvements can be added to the above-described embodiments. It is obvious from the description of the claims that addition of such changes or improvements can also be included in the technical scope of the present invention. In addition, the symbols in parentheses described in the claims are added in order to make the present invention easy to understand according to the symbols in the drawings, and the present invention should not be construed as constitutive elements with the symbols.

Claims (9)

1. A drive control device (10) for an electric vehicle (12), the electric vehicle (12) having an accelerator operating mechanism (62R, 100) and a drive motor (38), wherein the accelerator operating mechanism (62R, 100 ) is operated by the driver; the driving motor (38) generates driving force for driving the wheels (28, 34) in response to the driver's operation on the accelerator operating mechanism (62R, 100), and is characterized in that, It has a driving force changing mechanism (68, 84, 88, 102), a control mechanism (60) and a vehicle speed detection mechanism (60c), wherein, The driving force changing mechanism (68, 84, 88, 102) is provided in the electric vehicle (12), and the driving force is changed or disconnected from the driving motor (38) by the driver's operation. ) transmission of said driving force to said wheels (28, 34), The control mechanism (60) controls the output of the drive motor (38) in response to the driver's operation of the accelerator operation mechanism (62R, 100), and on the other hand, responds to the driver's operation of the accelerator operation mechanism (62R, 100). The operation of the driving force changing mechanism (68, 84, 88, 102) adjusts the output of the driving motor (38) based on the operation of the accelerator operating mechanism (62R, 100), The vehicle speed detection mechanism (60c) detects the vehicle speed of the electric vehicle (12), The control mechanism (60) controls the output of the drive motor (38) by supplying a command value to the drive motor (38), wherein the command value corresponds to the driver's response to the accelerator operating mechanism ( 62R, 100) and each operation amount of the driving force changing mechanism (68, 84, 88, 102) and the vehicle speed, The control means (60) amplifies the command value when the vehicle speed is equal to or less than a predetermined vehicle speed and the operation amount of the drive force changing mechanism (68, 84, 88, 102) is equal to or less than a predetermined operation amount. And supply to the drive motor (38). 2. The drive control device (10) of the electric vehicle (12) according to claim 1, characterized in that, The driving force changing mechanism (68, 84, 88, 102) is provided on a handlebar (24) of the electric vehicle (12). 3. The drive control device (10) of the electric vehicle (12) according to claim 2, characterized in that, The driving force changing mechanism (68, 84) is a lever-type operating element manually operated by the driver. 4. The drive control device (10) of the electric vehicle (12) according to claim 2, characterized in that, A switch box (80) having a plurality of switches (82) is arranged on the handlebar (24), The driving force changing mechanism (84, 88) is provided in the switch box (80), and is an operator operated by the driver. 5. The drive control device (10) of the electric vehicle (12) according to claim 4, characterized in that, The operating elements (84, 88) are stroke-type operating elements. 6. The drive control device (10) of the electric vehicle (12) according to claim 4, characterized in that, The operating element (88) is a pressure-sensitive operating element. 7. The drive control device (10) for an electric vehicle (12) according to any one of claims 1 to 6, characterized in that, The control mechanism (60) turns on or off the output of the drive motor (38) in response to the driver's operation of the drive force changing mechanism (68, 84, 88, 102). 8. The drive control device (10) for an electric vehicle (12) according to any one of claims 1 to 6, characterized in that, The control means (60) changes the output of the drive motor (38) in accordance with the amount of operation of the driver on the drive force change means (68, 84, 88, 102). 9. The drive control device (10) for an electric vehicle (12) according to any one of claims 1 to 6, characterized in that, When the driver's operation amount of the driving force changing mechanism (68, 84, 88, 102) is 100%, the control mechanism (60) drives the driving motor (38). The corresponding zero torque control of the rotating speed of motor (38).

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