CN115315369A - Drive control device and vehicle - Google Patents

Abstract

The drive control device and the vehicle can select a reverse mode (M2) for reversing the vehicle (1) from a forward mode (M1) for advancing the vehicle (1) when a predetermined mode selection condition is satisfied, wherein the reverse mode (M2) includes a reverse operation (Mb), a reverse preparation operation (Mp) for applying an anti-backlash torque (T), and a reverse preparation maintaining operation (Mw) for switching between the reverse operation (Mb) and the reverse operation (Mb) when the application of the anti-backlash torque (T) is maintained, the reverse preparation operation (Mp) is performed when the forward mode (M1) is switched to the reverse mode (M2), and the reverse operation (Mb) and the reverse preparation maintaining operation (Mw) are switched in the reverse mode (M2) without passing through the forward mode (M1) when the reverse and stop of the vehicle (1) are switched while the mode selection condition is still satisfied when the mode selection condition is satisfied.

Description

Drive control device and vehicle

Technical Field

The invention relates to a drive control device and a vehicle.

This application claims priority based on Japanese patent application No. 2020-054198 filed on the sun on 3/25/2020, the contents of which are incorporated herein by reference.

Background

Conventionally, in a meshing portion between gears and various movable portions provided in a drive system of a vehicle, an occupant may feel an impact of the members coming into contact with each other (collision). The shock is generated when the members are engaged with each other from a state where the members are spaced apart from each other by a gap at the time of starting, accelerating, decelerating, or the like due to the gap formed between the members.

On the other hand, for example, patent document 1 discloses a structure for preventing backlash reduction (backlash reduction) shock from occurring at the time of starting in an electric vehicle in which a rotary shaft of a drive wheel is driven by an electric motor. This structure applies an initial torque to the electric motor before the accelerator operation at the time of starting, and performs backlash elimination in advance in the drive system of the electric motor, thereby preventing backlash elimination shock from occurring at the time of starting. Patent document 1 discloses a structure for performing drive control of an electric motor to eliminate backlash on the drive side in the following cases. In this case, the driving state in which the driving wheels are driven by the driving force of the electric motor is changed to the driven state in which the electric motor is driven by the driving wheels. Patent document 1 describes that the backlash elimination control is suspended when the rotating shaft rotates at a high speed.

Prior art documents

Patent document

Patent document 1: japanese patent No. 4747818

Disclosure of Invention

Summary of the invention

Problems to be solved by the invention

However, depending on the vehicle, there is a structure in which the vehicle can be moved backward (reversed) by a drive source such as an electric motor.

However, if backlash is required even when switching between forward and backward movement and backlash is required even when switching between backward movement and stop, smooth operation cannot be performed.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a drive control device and a vehicle that are capable of suppressing a time lag until a vehicle starts and improving a response in a vehicle driven by a prime mover.

Means for solving the problems

A first aspect of the present invention relates to a drive control device (120) for a vehicle (1) in which drive wheels (4 a, 4 b) are rotationally driven by a driving force of a power unit (P) including a prime mover (30), wherein a reverse mode (M2) for reversing the vehicle (1) can be selected from a forward mode (M1) for advancing the vehicle (1) in a state in which a predetermined mode selection condition is satisfied, the reverse mode (M2) including: a backward movement (Mb) for backward moving the vehicle (1) by the driving force of the power unit (P); a reverse preparation operation (Mp) for applying, to the drive wheels (4 a, 4 b), backlash-eliminating torque (T) in a rotational direction when the vehicle (1) is caused to travel backward by the power unit (P) in a state in which the vehicle (1) is stopped; and a reverse preparation maintaining operation (Mw) for switching between the reverse operation (Mb) and the reverse operation (Mb) when switching between the reverse operation and the stop of the vehicle (1) from the state of the reverse operation (Mb) and when switching between the reverse operation (Mb) and the stop of the vehicle (1) from the state of the reverse operation (Mb) and when switching between the reverse operation and the stop of the vehicle (1) from the forward mode (M1) to the reverse mode (M2) and when switching between the reverse operation (Mb) and the reverse preparation maintaining operation (Mw) from the state of the reverse operation (Mb) and when switching between the reverse operation (Mb) and the stop of the vehicle (1) from the state of the reverse operation (Mb) and when switching between the reverse operation (Mb) and the reverse preparation maintaining operation (Mw) in the reverse mode (M2) without passing through the forward mode (M1).

A second aspect of the present invention is based on the first aspect, and is characterized in that, when the vehicle (1) is stopped while the mode selection condition is still satisfied in a state of shifting to the reverse mode (M2), the state in which the reverse preparation operation (Mp) is performed is maintained.

A third aspect of the present invention is based on the second aspect, and is characterized in that the backlash elimination torque (T) is set to be smaller in absolute value than a first torque (T1) when a rotation speed of the motor (30) is within a first speed range (V1) set in advance, in a second torque (T2) when the rotation speed is within a second speed range (V2) set at a higher speed side than the first speed range (V1).

A fourth aspect of the present invention is based on any one of the first to third aspects, and is characterized in that in a state of shifting to the reverse mode (M2), when the mode selection condition is not satisfied, the mode shifts to the forward mode (M1).

A fifth aspect of the present invention is based on the fourth aspect, and is characterized in that the forward mode (M1) includes: a forward motion (Mf) for advancing the vehicle (1) by a driving force of the power unit (P); and a forward preparation operation (Ma) for applying, by the power unit (P), backlash elimination torque (T) in a rotational direction when the vehicle (1) is caused to travel forward to the drive wheels (4 a, 4 b) in a state in which the vehicle (1) is stopped, and for shifting to the forward preparation operation (Ma) when the mode selection condition is not satisfied in a state in which the vehicle is shifted to the reverse mode (M2).

A sixth aspect of the present invention is based on any one of the first to fifth aspects, and is characterized in that the reverse preparation operation (Mp) is resumed when the mode shifts to the reverse mode (M2) again after the mode shifts from the reverse mode (M2) to the forward mode (M1).

A seventh aspect of the present invention is based on any one of the first to sixth aspects, and is characterized in that the mode selection condition includes that a rotation speed of the motor (30) is equal to or less than a predetermined stop determination value.

An eighth aspect of the present invention is the drive control device according to any one of the first to seventh aspects, wherein the drive control device (120) includes an accelerator (110) that adjusts a torque of the motor (30), and the mode selection condition includes that an opening degree of the accelerator (110) is a fully closed state.

A ninth aspect of the present invention is based on any one of the first to eighth aspects, and is characterized in that the reverse preparation operation (Mp) gives the backlash elimination torque (T) a predetermined duration that varies according to a rotation speed of the motor (30).

A tenth aspect of the present invention is the ninth aspect, wherein the duration is shortened when the rotation speed of the motor (30) is increased.

An eleventh aspect of the present invention provides a vehicle (1) including the drive control device (120) according to any one of the first to tenth aspects.

Effects of the invention

According to the first aspect, if the mode selection condition is satisfied, the switching between the start (reverse) and stop after the reverse mode is selected is performed as follows. That is, the reverse operation and the reverse preparation maintaining operation in the reverse mode are performed without going through the forward mode. That is, when the vehicle stops in the state where the reverse mode is selected, the vehicle does not shift to the forward mode, and the backlash is maintained. Therefore, the backlash eliminating operation (reverse preparation operation) of the engine does not need to be performed again at the time of restarting. Therefore, when starting and stopping after selecting the reverse mode, it is possible to suppress a time lag until restarting, and it is possible to improve the response of the reverse mode.

According to the second aspect, after the reverse mode is selected, when the vehicle is stopped with the mode selection condition still satisfied, the state in which the backlash eliminating operation (reverse preparatory operation) of the engine is performed is maintained. This makes it possible to suppress a time lag until restarting and to reliably suppress a shock at the time of restarting when starting and stopping after selecting the reverse mode.

According to the third aspect, in the reverse mode, when the rotation speed of the motor is on the high speed side, that is, when the reverse speed of the vehicle is high, the absolute value of the backlash elimination torque in the reverse direction is set to be small. This can suppress the occurrence of a feeling of racing due to the driving force of the power unit when the reverse speed of the vehicle is high.

According to the fourth aspect, if the mode selection condition is not satisfied, the mode is directly returned to the forward mode, and therefore, a specific release operation and control are not required. This reduces the operation load on the user.

According to the fifth aspect, when the reverse mode is shifted to the forward mode, the forward operation is not directly shifted to the forward operation but the forward preparatory operation is performed. This makes it possible to reliably eliminate backlash in the forward direction and reliably suppress a shock during forward movement.

According to the sixth aspect, when the forward mode is shifted again to the reverse mode, backlash in the reverse direction is reliably eliminated by the reverse preparatory operation. This can reliably suppress the impact at the time of backward movement.

According to the seventh aspect, when the rotation speed of the motor is equal to or less than the predetermined value, the mode is shifted to the reverse mode, and therefore the following effects are provided. In other words, the vehicle can be shifted to the reverse mode while ensuring a state in which a large torque in the forward direction is not applied. This can reliably suppress a shock at the time of switching the reverse mode.

According to the eighth aspect, since the vehicle shifts to the reverse mode when the accelerator opening degree is fully closed, the following effects are provided. In other words, the vehicle can be shifted to the reverse mode while ensuring a state in which a large torque in the forward direction is not applied. This can reliably suppress a shock at the time of switching the reverse mode.

According to the ninth aspect, the duration of the backlash elimination torque applied in the reverse preparation operation is changed according to the rotation speed of the motor. For example, when the rotational speed of the motor in the reverse direction is high, the duration of the backlash elimination torque is shortened. Thus, in a state where the vehicle has already retreated due to a user's operation, inclination of the road surface, or the like, the retreating operation can be performed quickly, and the response can be improved.

According to the tenth aspect, when the rotational speed of the motor in the backward direction is high, the duration of the backlash elimination torque is shortened. Thus, in a state where the vehicle has already retreated due to a user's operation, inclination of the road surface, or the like, the retreating operation can be performed quickly, and the response can be improved.

According to the eleventh aspect, by providing the drive control device as described above, in the vehicle driven by the power unit, the time lag until the vehicle starts can be suppressed, and the response can be improved.

Drawings

Fig. 1 is a left side view of a vehicle of an embodiment of the invention.

Fig. 2 is a developed cross-sectional view showing main shafts of the power unit of the vehicle side by side.

Fig. 3 is a block diagram showing the configuration of the drive control device in the vehicle.

Fig. 4 is a diagram showing a state transition of a travel mode based on control in the above-described drive control device.

Fig. 5 is a map showing an example of map information used for controlling the drive control device.

Fig. 6 is a map showing an example of another map information used for controlling the drive control device.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The directions such as front, rear, left, right, and the like in the following description are the same as those in the following description of the vehicle unless otherwise noted. In the drawings used in the following description, arrow FR indicating the front of the vehicle, arrow LH indicating the left of the vehicle, and arrow UP indicating the upper side of the vehicle are shown at appropriate positions.

As shown in fig. 1 and 2, an electric vehicle (vehicle) 1 according to the present embodiment supports front wheels 2, which are one of steered wheels, on a front vehicle body (vehicle body front portion structure) 3. The electric vehicle 1 supports a pair of right and left rear wheels (drive wheels) 4a, 4b as drive wheels on a rear vehicle body (vehicle body rear structure) 5. The electric vehicle 1 can swing (roll) a front vehicle body (swing-side vehicle body) 3 on which an occupant sits to the left and right with respect to a rear vehicle body (non-swing-side vehicle body) 5 that grounds the left and right rear wheels 4a, 4 b. The electric vehicle 1 is a swing type electric tricycle. The electric vehicle 1 of the present embodiment can travel forward in the vehicle front direction and can travel backward (backward) in the vehicle rear direction.

The front vehicle body 3 includes an operation handle 6 for steering the front wheels and a seat 7 for seating an occupant. The front body 3 has a straddle space 8 defined between the operation handle 6 and the seat 7, and a low floor bottom surface 9 below the straddle space 8.

The front body 3 and the rear body 5 are connected to each other via a turning mechanism (roll joint) 50. Symbol C1 in fig. 1 indicates a rotation axis extending in the vehicle front-rear direction in the rotation mechanism 50.

Referring to fig. 1, the front body 3 includes a front body frame 11. The front vehicle body frame 11 includes: a single front frame 14 extending downward from the rear side of the head pipe 12 and then bent rearward; a pair of left and right lower frames 15 that branch left and right from both sides of the curved portion of the front frame 14 and then extend rearward; and a pair of left and right rear frames 16 extending obliquely upward and rearward from rear end portions of the left and right lower frames 15. A front wheel suspension device (e.g., a telescopic front fork) 13 is rotatably supported by the head pipe 12. The front wheel 2 is supported by a lower end portion of the front wheel suspension device 13.

A lower cross frame, not shown, is disposed between lower portions of the left and right rear frames 16. The front structure 50F of the swing mechanism 50 is fixedly supported by the lower cross frame.

During turning travel of the electric vehicle 1, the front vehicle body 3 swings (tilts) in the turning direction via the pivot mechanism 50 with respect to the rear vehicle body 5 that grounds the left and right rear wheels 4a, 4b to the road surface. Thereby, the front body 3 generates a steering angle for the front wheels 2 as steered wheels.

The entire front body 3 including the front body frame 11 is covered with a front body cover 90. The front body cover 90 includes: a front cover 91 and an inner cover 92 that cover the peripheries of the head pipe 12 and the front frame 14 from the front and the rear, respectively; a bottom plate 93 connected to the rear of the lower end of the inner cover 92; and a seat lower cover 94 that stands behind the floor plate 93 and reaches below the seat 7. The bottom plate 93 constitutes the low floor bottom surface 9 together with the left and right lower frames 15 and the like. The seat lower cover 94 forms a rear inclined portion 94a that is inclined low in the front and high in the rear.

The rear body 5 includes a rear body frame 21 independent of the front body frame 11. The rear vehicle body frame 21 includes: a second rear frame 22 extending obliquely rearward and upward from a rear structure 50R (non-rotating region) of the rotating mechanism 50; and a rear upper frame 23 extending rearward from an upper end of the second rear frame 22. The second rear frame 22 and the rear upper frame 23 are formed integrally with each other, for example. The rear body frame 21 is located between the right and left rear wheels 4a, 4b in the right-left direction.

The front end of the swing unit 40 is supported by the rear end of the rear structure 50R of the swing mechanism 50. A front end portion of the swing unit 40 is supported so as to be swingable up and down via a swing shaft (pivot shaft) 41 extending in the left-right direction. The rear end portion of the swing unit 40 is coupled to and supported by the upper rear portion of the rear vehicle body frame 21 via right and left rear shock absorbers (not shown). The rear vehicle body 5 includes these swing units 40, left and right rear shock absorbers (not shown), and the rear vehicle body frame 21, and constitutes a rear wheel suspension device (rear suspension).

The entire rear body 5 including the rear body frame 21 is covered with a rear body cover 70. The rear body cover 70 includes: a front wall portion 71 forming an inclined front surface substantially parallel to the second rear frame 22; an upper wall portion 72 extending substantially horizontally rearward from an upper end portion of the front wall portion 71; and a rear fender 74 covering the upper portions of the left and right rear wheels 4a, 4 b. The upper wall portion 72 constitutes a rack 75 on the upper surface of the rear vehicle body 5 together with the rear upper frame 23 and the like. The front wall portion 71 is substantially parallel to the rear inclined portion 94a of the front vehicle body 3. The front wall portion 71 is disposed with a gap from the rear inclined portion 94a, and the gap is set to a degree that does not interfere with the rear inclined portion 94a when the front and rear vehicle bodies 3, 5 swing relative to each other.

As shown in fig. 2, the swing unit 40 is disposed between the right and left rear wheels 4a, 4 b. The swing unit 40 is disposed to extend from the swing shaft 41 to the rear wheel axle 42 in a side view. The swing unit 40 is disposed with the longitudinal direction oriented in the front-rear direction.

The swing unit 40 is configured as a power unit P including an electric motor (prime mover) 30 as a drive source of the electric vehicle 1. The swing unit 40 includes: a unit case 43 serving as a structure (swing arm) for supporting the left and right rear wheels 4a, 4b so as to be vertically swingable; an electric motor 30 housed in the front left side of the unit case 43; and a differential mechanism 44 housed in the rear portion of the unit case 43. The swing unit 40 is swingably coupled to the swing mechanism 50 in a state of being mounted on the sub-arm 43a (see fig. 1).

A rotary shaft 45, a counter shaft 47, and a rear wheel axle 42 are provided in the unit case 43. The rotation shaft 45, the counter shaft 47, and the rear wheel axle 42 are provided in parallel with each other with their shaft centers extending in the left-right direction of the vehicle body. A motor case 46 is accommodated in the front left side of the unit case 43.

A parking lock mechanism 80 is provided inside the front portion of the power unit P, and the parking lock mechanism 80 locks the left and right rear wheels 4a, 4b so as not to rotate when the vehicle is stopped on a sloping road or the like.

The rotation shaft 45 is provided at the front inside the unit case 43. The rotary shaft 45 is an output shaft of the electric motor 30. The rotary shaft 45 is rotatably provided to a motor case 46 provided in the unit case 43 via bearings 51 and 52. The electric motor 30 is provided in the motor housing 46. The electric motor 30 includes: a rotor 31 fixed radially outside the rotary shaft 45; and a stator 32 disposed radially outward of the rotor 31 and fixed to the motor housing 46.

The rotary shaft 45 protrudes from the motor case 46 toward the right side of the vehicle body. The protruding portion of the rotating shaft 45 is rotatably supported via a bearing 53a at the tip end of a collar protruding on the right side of the motor case 46. The right end of the rotary shaft 45 is rotatably supported by the right side wall of the unit case 43 via a bearing 53 b.

In the right projection of the rotary shaft 45, a pinion 54 is provided at a position between the bearings 53a and 53 b. The pinion 54 is, for example, a helical gear.

The counter shaft 47 is disposed rearward of the vehicle body with respect to the rotary shaft 45. Both end portions of the counter shaft 47 are rotatably supported by the unit case 43 via bearings 55 and 56. The counter shaft 47 is provided with a transmission gear 57 having a relatively large diameter that meshes with the pinion 54 of the rotary shaft 45. Thereby, the rotation of the rotary shaft 45 is transmitted to the counter shaft 47 at a reduced speed. A pinion 58 is carved on the outer peripheral surface of the counter shaft 47 on the left side of the vehicle body with respect to the transmission gear 57.

The rear wheel axle 42 is disposed rearward of the vehicle with respect to the rotary shaft 45 and the counter shaft 47.

The rear wheel axle 42 is provided coaxially with and separately from each other with a right axle 42R and a left axle 42L. The left axle 42L is rotatably supported by the left portion of the unit case 43 via a bearing 59L. The center portion of the left rear wheel 4a is integrally rotatably supported by the left end portion of the left axle 42L. The right axle 42R is rotatably supported by the right portion of the unit case 43 via a bearing 59R. The right rear wheel 4b is supported at its center portion integrally rotatably at the right end portion of the right axle 42R.

A differential mechanism 44 is provided between the right axle 42R and the left axle 42L. The differential mechanism 44 is housed in the rear right side of the unit case 43. The differential mechanism 44 includes a differential case 61, a pair of pinion gears 62, and a pair of side gears 63.

The differential case 61 is rotatably supported by the unit case 43 via bearings 60A and 60B. A pair of pinion gears 62 are disposed within the differential case 61. The pair of pinions 62 are pivotally supported by pins 64. A pair of side gears 63 are provided on the left and right sides in the differential case 61. The left end portion of the right axle 42R is spline-fitted to the right side gear 63. The right end portion of the left axle 42L is spline-fitted to the left side gear 63.

An output gear 65 is provided on the outer peripheral surface of the left side portion of the differential case 61. The output gear 65 meshes with a pinion 58 formed on the counter shaft 47. The output gear 65 is larger in diameter than the pinion 58. Thereby, the rotation of the counter shaft 47 is transmitted to the differential case 61 at a reduced speed. The differential case 61 rotates to rotationally drive the rear axle 42 (the right axle 42R and the left axle 42L) via the differential mechanism 44.

The electric motor 30 of the power unit P as described above is driven by electric power of the battery 100 shown in fig. 1. The electric motor 30 is driven at a variable speed by VVVF (variable voltage variable frequency) control, for example. The electric motor 30 is shift-controlled as in the case of a continuously variable transmission, but is not limited thereto, and may be shift-controlled as in the case of a step-variable transmission. The battery 100 is disposed below the seat 7 of the front vehicle body 3, for example.

The operation of the electric motor 30 is controlled by a drive control device 120 as shown in fig. 3. The drive control device 120 can switch the rotation direction of the electric motor 30 between the forward rotation direction and the reverse rotation direction. The normal rotation direction is a rotation direction in which the rear wheels 4a and 4b are rotated to cause the electric vehicle 1 to travel forward. The reverse rotation direction is a rotation direction in which the rear wheels 4a and 4b are rotated to cause the electric vehicle 1 to travel backward.

The drive control device 120 includes a mode selection unit 111, an accelerator opening sensor 121, a vehicle speed sensor 122, a map storage unit 123, and a control unit 124.

The mode selection unit 111 receives an operation input from the occupant to switch the travel mode of the electric vehicle 1. As shown in fig. 4, in the present embodiment, the traveling modes of the electric vehicle 1 include a forward mode M1 in which the electric vehicle 1 travels forward (advances), and a reverse mode M2 in which the electric vehicle 1 travels backward (reverses).

The forward mode M1 includes a forward operation Mf and a forward preparation operation Ma. The forward movement Mf advances the electric vehicle 1 by the driving force of the electric motor 30. In the forward preparation operation Ma, backlash torque (backlash reduction torque) in a rotational direction when the electric vehicle 1 is caused to travel forward is applied to the rear wheels 4a and 4b by the driving force of the electric motor 30 in a state where the electric vehicle 1 is stopped.

The reverse mode M2 includes a reverse action Mb and a reverse preparation action Mp. The reverse movement Mb reverses the electric vehicle 1 by the driving force of the electric motor 30. In the reverse preparation operation Mp, in a state where the electric vehicle 1 is stopped, backlash eliminating torque in the rotational direction when the electric vehicle 1 is caused to travel backward is applied to the rear wheels 4a and 4b by the driving force of the electric motor 30.

The electric vehicle 1 can shift from the forward mode M1 to the reverse mode M2 (the reverse mode M2 can be selected) in a state where a predetermined mode selection condition is satisfied.

The mode selection unit 111 includes two operation elements 112 and 113 operated by the occupant. One of the operating elements 112 is, for example, a START switch (denoted as "START" in fig. 4) provided on the right side of the operating handle 6. The other operating element 113 is a REVERSE switch (labeled "REVERSE" in fig. 4) provided on the left side of the operating handle 6.

When operated (e.g., pressed) by the occupant, each of the operating elements 112 and 113 outputs an ON signal to the control unit 124. The occupant can select the travel mode of the electric vehicle 1 by performing a predetermined operation on the two operation elements 112 and 113. The operation of the two operation members 112, 113 is included in the mode selection condition. The mode selection conditions include a condition for determining the motor stop, a condition for fully closing the accelerator, and a condition for operating at least one of the two operating elements 112 and 113.

In the present embodiment, the mode selection unit 111 selects the forward mode M1 when both the operators 112 and 113 are not operated in the OFF state. When only one of the two operation elements 112 and 113 is operated and turned ON, the mode selection unit 111 selects the reverse advance standby Mr of the reverse mode M2. The mode selection unit 111 selects the reverse movement Mb when both the two operation elements 112 and 113 are operated to be in the ON state.

The accelerator opening degree sensor 121 detects the opening degree of an accelerator grip (accelerator) 110 provided on the right side of the vehicle body of the operation handle 6. The accelerator grip 110 is an operation member for adjusting the speed (vehicle speed) at which the electric vehicle 1 travels. The occupant operates the accelerator grip 110 to adjust the opening degree thereof. The electric motor 30 operates at a rotation speed corresponding to the opening degree of the accelerator grip 110, and applies a driving force (torque) corresponding to the rotation speed to the left and right rear wheels 4a, 4 b.

The vehicle speed sensor 122 detects the running speed of the electric vehicle 1. The vehicle speed sensor 122 can detect the rotation speed of the front wheels 2, for example. In the present embodiment, the vehicle speed sensor 122 detects the rotational speed of the rotary shaft 45 driven by the electric motor 30, thereby detecting the traveling speed of the electric vehicle 1.

The mapping storage unit 123 stores preset mapping information Im (see fig. 5 and 6). The map information Im is used to cause the electric motor 30 to generate a torque corresponding to the opening degree of the accelerator grip 110 and the traveling mode of the electric vehicle 1. The map information Im is set for each travel mode of the electric vehicle 1 and for each opening degree of the accelerator grip 110. The map information Im sets the following correlation for each traveling mode of the electric vehicle 1. That is, the correlation between the running speed of the electric vehicle 1 and the torque generated by the electric motor 30 is set for each opening degree of the accelerator grip 110.

The mapping information Im in fig. 5 is mapping information Im1 when the reverse preparation maintaining action Mw or the reverse preparation action Mp in the reverse mode M2 is executed. The map information Im1 indicates a correlation between the rotation speed of the electric motor 30 and the torque generated by the electric motor 30. The mapping information Im in fig. 6 is the mapping information Im2 when the vehicle moves from the backward preparation operation Mp to the backward operation Mb. The map information Im2 indicates the correlation between the execution time of the reverse preparation operation Mp (the standby time until the shift to the reverse operation Mb) and the rotation speed of the electric motor 30.

The control unit 124 selects the travel mode according to the satisfaction of the mode selection condition. When the forward mode M1 is selected, the control unit 124 controls (adjusts) the driving force of the electric motor 30 in accordance with the opening degree of the accelerator grip 110. When the reverse mode M2 is selected, the control unit 124 performs the following control regardless of, for example, the opening degree of the accelerator grip 110. That is, while the ON operations of the two operation members 112, 113 are performed, the vehicle speed is slowly increased to the predetermined upper limit speed.

PCU (Power Control Unit) 125 as hardware functionally includes a map storage Unit 123 and a Control Unit 124. Map storage unit 123 is set in a storage area provided in PCU 125. The control unit 124 is functionally realized by processing executed based on a computer program preset in the PCU 125. The PCU125 is a Control Unit integrally provided with, for example, a PDU (Power Driver Unit) and an ECU (electrical Control Unit).

Referring to fig. 4, the controller 124 first obtains the detection result of the opening degree of the accelerator grip 110 from the accelerator opening degree sensor 121 as the forward movement Mf. The control unit 124 refers to the mapping information Im corresponding to the acquired opening degree of the accelerator grip 110 among the mapping information Im stored in the mapping storage unit 123. When the acquired opening degree of the accelerator grip 110 is other than the fully closed state, the control unit 124 refers to the mapping information Im corresponding to the opening degree of the accelerator grip 110. The control unit 124 causes the electric motor 30 to generate a torque corresponding to the traveling speed of the electric vehicle 1 detected by the vehicle speed sensor 122, and causes the electric vehicle 1 to travel forward.

When the opening degree of the accelerator grip 110 acquired from the accelerator opening degree sensor 121 is fully closed during the forward movement operation Mf, the control unit 124 shifts to the forward movement preparation state Ma (arrow F1 in fig. 4). In the advance preparation state Ma, the control unit 124 performs the following control. That is, in a state where the electric vehicle 1 is kept stopped, a minute torque (anti-backlash torque) is applied by the electric motor 30 (power unit P) in a direction (normal rotation direction) in which the rear wheels 4a and 4b are rotated when the electric vehicle 1 is driven forward.

The anti-backlash torque is set to a degree of eliminating backlash between gears of a drive system and the like in the power unit P and not increasing (not accelerating) the running speed of the electric vehicle 1. The absolute value of the backlash eliminating torque is larger than the absolute value of the minimum torque Tmin for backlash elimination (backlash elimination) in the power transmission path of the power unit P. Thus, when the opening degree of the accelerator grip 110 is increased from the forward preparation state Ma (arrow F2 in fig. 4), it is possible to suppress a shock generated in the drive system due to the gears colliding with each other.

When the electric vehicle 1 is in a stopped state (the forward preparation state Ma) in the forward mode M1, the control unit 124 can shift to the reverse mode M2. The forward preparation state Ma corresponds to a state in which the electric motor 30 is stopped (for example, the rotation speed is equal to or less than a predetermined reference rotation speed (for example, 50 rpm)) and the accelerator grip 110 is fully closed. In the advance preparation state Ma, when one of the operators 112 and 113 of the mode selection unit 111 is in the ON state, the control unit 124 performs the following control. That is, the transition to the reverse mode M2 is permitted in advance of the standby Mr (arrow F3 in fig. 4). The control unit 124 maintains the motor stop determination and the accelerator full close state even when the backward advance standby Mr is set, and returns to the forward ready state Ma (arrow F4 in fig. 4) when both the operation elements 112 and 113 are in the OFF state.

After the shift to the reverse advance standby Mr, when both the operation elements 112 and 113 are in the ON state, the control unit 124 shifts from the reverse advance standby Mr to the reverse preparation operation Mp (arrow F5 in fig. 4). In the reverse preparation operation Mp, the control unit 124 rotates the rear wheels 4a and 4b in a direction (reverse direction) to make the electric vehicle 1 travel backward by a small torque (backlash eliminating torque). In the forward preparation state Ma, when both the operation elements 112 and 113 of the mode selection unit 111 are turned ON, the control unit 124 can directly shift to the reverse preparation operation Mp.

In the reverse preparation operation Mp, when the ON states of both the operating elements 112 and 113 continue for a predetermined time (for example, 0.2 sec), the control unit 124 shifts to the reverse operation Mb (arrow F6 in fig. 4). In the reverse movement Mb, the control unit 124 gradually increases the vehicle speed to a predetermined upper limit speed while the ON operations of the two operation elements 112 and 113 are performed. At this time, backlash in the drive system is eliminated by the application of the backlash eliminating torque, and therefore, the following effects are obtained. That is, when switching to the backward movement Mb and when accelerating in the backward direction, it is possible to suppress the shock generated by the collision of the gears with each other in the drive system.

Here, when switching from the reverse preparation operation Mp to the reverse operation Mb, the time Tk for which the reverse preparation operation Mp is continued is set based on the mapping information Im2 shown in fig. 6. As shown in fig. 6, the time Tk for which the reverse preparation operation Mp is continued is set to vary according to the rotation speed of the electric motor 30. In the map information Im2, the duration of the reverse preparation operation Mp is set to be shorter as the rotation speed of the electric motor 30 becomes higher. Thus, when the travel mode is switched to the reverse preparation operation Mp, the following action is exerted when the vehicle has a reverse speed of a predetermined value or more due to, for example, an inclination of the road surface or an impact of the vehicle occupant kicking the road surface. That is, the reverse preparation operation Mp can be shortened and the switch to the reverse operation Mb can be made immediately.

Further, when the occupant releases one of the operation elements 112 and 113 to be in the OFF state during the reverse preparation operation Mp, the control unit 124 performs the following control. That is, the running mode is shifted to the reverse preparation maintaining operation Mw (arrow F7 in fig. 4) described later. The reverse preparation maintaining operation Mw is control to be shifted even when either of the operation elements 112 and 113 is in the OFF state during the reverse operation Mb.

When the occupant releases one of the operation elements 112 and 113 to turn OFF, the control unit 124 shifts from the backward movement Mb to the backward preparation maintaining movement Mw (arrow F8 in fig. 4). The control unit 124 maintains a state in which a minute torque (backlash eliminating torque) is applied in a direction (reverse direction) in which the rear wheels 4a and 4b are rotated in the reverse preparation maintaining operation Mw. The control unit 124 continues the reverse preparation maintaining operation Mw until the occupant operates both the operation elements 112 and 113 again to turn ON. When both of the operation elements 112 and 113 are operated again to turn ON in the reverse preparation maintaining operation Mw, the control unit 124 returns from the reverse preparation maintaining operation Mw to the reverse operation Mb (arrow F9 in fig. 4). At this time, backlash in the drive system is eliminated by the application of the backlash eliminating torque, and therefore, the following effects are obtained. That is, when the backward movement Mb is returned and when the vehicle is accelerated in the backward direction, the impact generated by the collision of the gears in the drive system can be suppressed.

Further, when both the operators 112 and 113 are in the OFF state during the reverse preparation maintaining operation Mw, the control unit 124 performs the following control. That is, if the motor stop determination is made and the accelerator is in the fully closed state, the vehicle shifts to the forward preparation state Ma (arrow F10 in fig. 4). That is, the mode shifts from the reverse mode M2 to the forward mode M1.

In the forward preparation state Ma, the control unit 124 performs the following control. That is, in a state where the electric vehicle 1 is stopped, a minute torque (backlash eliminating torque) is applied by the electric motor 30 (power unit P) in a direction (forward rotation direction) in which the rear wheels 4a and 4b are rotated when the electric vehicle 1 is caused to travel forward.

In this way, when returning from the reverse preparation maintaining operation Mw to the forward preparation state Ma, if the mode selecting unit 111 selects the reverse mode M2 again, the control unit 124 performs the following control. That is, the vehicle is shifted to the backward movement Mb via the rear wheel standby Mr and the backward movement preparation movement Mp.

Here, the mapping information Im1 in the reverse preparation maintaining operation Mw or the reverse preparation operation Mp will be described. As shown in fig. 5, in the map information Im1, the torque to be applied to the rear wheels 4a and 4b by the electric motor 30 (power unit P) is set as follows. In the map information Im1, the torque T1 in the reverse direction is applied at a constant value to the first speed range V1 set on the side where the rotation speed of the electric motor 30 is low (the side where the absolute value is small, the side where the reverse speed is low). In the map information Im1, the torque applied to reverse the rear wheels 4a and 4b by the electric motor 30 is represented as a negative value of 0 or less.

The torque T1 is set to a degree that eliminates backlash between gears of a drive system in the power unit P and the like and does not increase (does not accelerate) the backward traveling speed of the electric vehicle 1. The absolute value of the torque T1 is larger than the absolute value of the minimum torque Tmin for eliminating backlash (backlash elimination) in the power transmission path of the power unit P. Thus, when the opening degree of the accelerator grip 110 is increased from the first speed range V1, it is possible to suppress a shock generated in the drive system due to the gears colliding with each other.

In the map information Im1, the torque T2 in the reverse direction is applied to the rear wheels 4a and 4b in the second speed range V2 set on the higher side (the side having a large absolute value and the side having a high reverse speed) of the rotation speed of the electric motor 30 than the first speed range V1. The absolute value of the torque T2 is smaller than the absolute value of the torque T1 applied in the first speed range V1. This suppresses the backward speed from exceeding a predetermined upper limit speed or giving a feeling of racing when the backward speed is high.

In the map information Im1, the torque T3 applied to the rear wheels 4a and 4b by the electric motor 30 (power unit P) is continuously changed in the third speed range V3 set between the first speed range V1 and the second speed range V2.

Accordingly, when the opening degree of the accelerator grip 110 is kept in the fully closed state and the vehicle speed changes from the second speed range V2 to the first speed range V1 or from the first speed range V1 to the second speed range V2, the following operation is performed. That is, the torque generated by the electric motor 30 does not change in a stepwise manner, and the occupant is less likely to feel the fluctuation in the torque T3.

In the map information Im1, a fourth speed range V4 of an extremely low speed is set at a position on the low speed side of the first speed range V1. In the map information Im1, when the traveling speed of the electric vehicle 1 is in the fourth speed range V4, the following setting is made. That is, the electric motor 30 (power unit P) is set to apply a torque T4 smaller than the torque T1 in the first speed range V1 to the rear wheels 4a and 4 b. The fourth speed range V4 is an extremely low speed range including a stopped state of the electric vehicle 1.

In such a fourth speed range V4, when the electric powered vehicle 1 is in a lower speed state, it is more difficult for the occupant to feel the torque T4 applied by the electric motor 30. In addition, in an extremely low speed state such as when the electric vehicle 1 is stopped, for example, the influence when a load is loaded on the electric vehicle 1 or when a passenger moves forward on the electric vehicle 1 can be suppressed. That is, when the electric vehicle 1 is stopped or the like, it is possible to suppress the electric motor 30 from accidentally applying torque due to the influence of an external force applied to the electric vehicle 1 or the like and the electric vehicle 1 from starting to move backward.

Here, in the fourth speed range V4, the torque T0 larger than the torque T1 of the first speed range V1 may be set in the stopped state of the electric vehicle 1 (the traveling speed is 0, that is, the state of complete stop). This is because, for example, in order to eliminate backlash of the power unit P at the start of the electric vehicle 1, a torque larger than that at the time of decelerating and stopping the electric vehicle 1 is required.

In the map information Im1, the traveling speed of the electric vehicle 1 is set in the following manner in the fifth speed range V5 set between the first speed range V1 and the fourth speed range V4. That is, in the fifth speed range V5, the torque T5 applied to the rear wheels 4a and 4b by the electric motor 30 (power unit P) is set to be continuously changed.

In the fifth speed range V5, when the opening degree of the accelerator grip 110 is kept in the fully closed state and the vehicle speed is changed from the first speed range V1 to the fourth speed range V4, the following actions are performed. In other words, the electrically powered vehicle 1 can be prevented from generating a feeling of acceleration. Further, the occupant hardly feels the variation in the torque T5 applied by the electric motor 30.

In the drive control device 120 of the embodiment, the control unit 124 performs the following control in the reverse preparation maintaining operation Mw. That is, in the power unit P, the torque in the rotational direction when the electric vehicle 1 is caused to travel backward is applied to the rear wheels 4a and 4 b. When the mode selection unit 111 has released the state in which the reverse operation Mb is selected (when the mode selection condition is not satisfied), the control unit 124 performs the following control. That is, the mode is switched to the reverse preparation maintaining operation Mw without going through the forward mode M1.

When the reverse movement Mb is selected by the mode selection unit 111, the control unit 124 performs the following control. That is, the torque when the electric vehicle 1 is caused to travel backward is applied to the rear wheels 4a and 4b based on the map information Im stored in the map storage unit 123. When the reverse movement Mb is selected by the input to the mode selection unit 111 in the state where the reverse movement Mb is selected, the control unit 124 performs the following control. That is, the travel mode is switched to the reverse preparation maintaining operation Mw.

In the reverse preparation maintaining operation Mw, the control unit 124 applies torque in the rotational direction to the rear wheels 4a and 4b when the electric vehicle 1 is caused to travel backward by the power unit P. Therefore, when the traveling mode is again changed to the backward movement Mb by the input of the occupant to the mode selection unit 111, backlash in the drive system is eliminated. Therefore, the shock generated when the vehicle shifts to the reverse movement Mb and when the electric vehicle 1 backs up can be suppressed. Therefore, the electric vehicle 1 can be moved backward with good responsiveness while suppressing the time lag. As a result, the electric vehicle 1 driven by the power unit P can be operated with less discomfort.

When the mode selection unit 111 cancels the state in which the reverse operation Mb is selected and shifts to the reverse preparation maintaining operation Mw, the control unit 124 performs the following control. That is, the reverse preparation maintaining action Mw is performed until the reverse action Mb is selected again. Thus, even after the state in which the retracting action Mb is selected is released, the backlash elimination state is maintained by shifting to the retracting preparation maintaining action Mw. This can suppress a shock generated when the reverse movement Mb is selected again, suppress a time lag, and make the electric vehicle 1 reverse well in response.

Further, the control unit 124 switches to the reverse operation Mb when the predetermined time has elapsed since the reverse preparation operation Mp was continued in the mode selection unit 111. Thus, when the travel mode is switched from the forward mode M1 to the reverse mode M2, the backlash of the drive system is eliminated by the reverse preparation operation Mp, and then the mode is automatically switched to the reverse operation Mb. This has the following effect when the electric vehicle 1 is caused to travel rearward. That is, the electric vehicle 1 can be started backward with good response while suppressing a time lag while suppressing a shock of the drive system.

The control unit 124 changes the time during which the reverse preparation operation Mp continues, in accordance with the rotation speed of the electric motor 30. As a result, when the travel mode is switched from the forward movement Mf to the reverse movement Mb, the following effects are exhibited. That is, for example, when the electric vehicle 1 moves in the backward direction due to the slope of a sloping road, the driver kicks on the road surface, or the like, the backward preparation operation Mp is performed for a time period corresponding to the speed. This enables the shift to the backward movement Mb.

Further, the control unit 124 shortens the duration of the reverse preparation operation Mp when the rotation speed of the electric motor 30 becomes high. As a result, when the traveling speed is high when switching to the reverse preparation operation Mp, the reverse preparation operation Mp can be shortened and the vehicle can be immediately switched to the reverse operation Mb.

When the travel mode is in the reverse preparation maintaining operation Mw and the motor is stopped and the accelerator is fully closed, the control unit 124 performs the following control. That is, when both of the operation elements 112 and 113 are in the OFF state, the state transitions to the forward preparation state Ma. In the forward preparation state Ma, backlash eliminating torque in the rotational direction when the electric vehicle 1 is caused to travel forward is applied to the rear wheels 4a and 4b by the power unit P. Therefore, when the occupant opens the accelerator grip 110 to advance the electric vehicle 1 later, backlash of the drive system is eliminated. Therefore, a shock generated when the accelerator grip 110 is opened to drive the electric vehicle 1 forward can be suppressed. This makes it possible to advance the electric vehicle 1 with good response while suppressing a time lag. In addition, by allowing the transition from the reverse preparation maintaining operation Mw to the forward mode M1 in this way, the degree of freedom of the operation of the occupant can be improved.

When the reverse operation Mb is selected by the mode selection unit 111 while the controller 124 is in the forward preparation state Ma, the following control is performed. That is, the operation is switched to the reverse operation Mb via the reverse preparation operation Mp. Thus, when the mode is switched to the reverse mode M2 again after the reverse preparation maintaining operation Mw is switched to the forward preparation state Ma, the following operation is performed through the reverse preparation operation Mp. That is, the transition from the forward mode M1 to the reverse mode M2 can be smoothly performed.

When the mode selection unit 111 selects the forward mode M1 to the reverse mode M2, the control unit 124 performs the following control. That is, when the rotation speed of the electric motor 30 is equal to or less than the predetermined reference rotation speed, the operation shifts to the reverse preparation operation Mp. This has the following effects when the vehicle moves to the reverse preparation operation Mp. That is, a state in which a large torque is not applied by the electric motor 30 can be ensured. This can suppress the occurrence of a shock in the drive system when the vehicle shifts from the forward mode M1 to the reverse mode M.

When the mode selection unit 111 selects the forward mode M1 to the reverse mode M2, the control unit 124 performs the following control. That is, when the accelerator grip 110 is fully closed, the vehicle moves to the reverse preparation operation Mp. This has the following effects when the vehicle moves to the reverse preparation operation Mp. That is, a state in which a large torque is not applied by the electric motor 30 can be ensured. Thus, when the vehicle shifts from the forward mode M1 to the reverse mode M2, a shock can be prevented from occurring in the drive system.

Further, the control unit 124 performs the following control when the backward traveling speed of the electric vehicle 1 is within a predetermined first speed range V1 in a state where the traveling mode is the reverse preparation maintaining operation Mw. That is, a constant torque T1 is applied to the rear wheels 4a, 4b by the power unit P. Thus, if the speed is within the first speed range V1, backlash of the drive system can be eliminated at all times regardless of the running speed. This can suppress a shock generated when accelerator grip 110 is opened to drive electric vehicle 1 rearward.

Further, the control unit 124 performs the following control when the backward traveling speed of the electric vehicle 1 is in the second speed range V2 higher than the first speed range V1 in a state where the traveling mode is the reverse preparation maintaining operation Mw. That is, the torque T2 having an absolute value smaller than the absolute value of the torque T1 is applied to the rear wheels 4a and 4b by the power unit P. Accordingly, when the backward traveling speed of the electric vehicle 1 is high, the occurrence of the idle running feeling due to the driving force of the power unit P can be suppressed.

Further, the control unit 124 performs the following control in the third speed range V3 set between the first speed range V1 and the second speed range V2 in a state where the travel mode is the reverse preparation maintaining operation Mw. That is, the torque applied to the rear wheels 4a, 4b by the power unit P is continuously changed. Accordingly, when the vehicle speed changes from the first speed range V1 to the second speed range V2, that is, when the electric vehicle 1 increases the speed in the backward direction, the generation of the sense of acceleration can be suppressed. Further, the occupant is less likely to feel the variation in the torque applied by the power unit P, and the occupant is less likely to feel a sense of incongruity.

The mode selection unit 111 includes two operation elements 112 and 113. When only one of the two operating elements 112 and 113 is operated in the forward mode M1, the control unit 124 shifts to the reverse mode M2 in advance in the reverse standby Mr. When both the operating elements 112 and 113 are operated, the control unit 124 shifts to the reverse movement Mb in the reverse mode M2.

Thus, the traveling mode can be easily switched by changing the combination of the operations of the two operation elements 112 and 113. For example, the operation such as switching to the reverse preparation maintaining operation Mw can be performed by releasing one of the operating elements 112 and 113 from a state in which both of the operating elements 112 and 113 are operated and shifted to the reverse operation Mb. In this way, the switching operation of the travel mode can be set easily and intuitively.

As described above, the drive control device 120 of the embodiment is the drive control device 120 of the electric vehicle 1 that rotationally drives the rear wheels 4a, 4b by the driving force of the power unit P including the electric motor 30, and is capable of selecting the reverse mode M2 for reversing the electric vehicle 1 from the forward mode M1 for advancing the electric vehicle 1 in a state where a predetermined mode selection condition is satisfied, and the reverse mode M2 includes: a reverse motion Mb for reversing the electric vehicle 1 by the driving force of the power unit P; a reverse preparation operation Mp in which backlash eliminating torque T in a rotational direction when the electric vehicle 1 is caused to travel backward is applied to the rear wheels 4a and 4b by the power unit P in a state where the electric vehicle 1 is stopped; when switching between the reverse movement and the stop of the electric vehicle 1 when the mode selection condition is satisfied from the state of shifting to the reverse movement Mb, the reverse preparation maintaining movement Mw is switched between the reverse movement Mb and the state of maintaining the supply of the backlash eliminating torque T, wherein the reverse preparation movement Mp is performed when shifting from the forward mode M1 to the reverse mode M2, and when switching between the reverse movement and the stop of the electric vehicle 1 when the mode selection condition is still satisfied from the state of shifting to the reverse movement Mb, the reverse movement Mb and the reverse preparation maintaining movement Mw are switched in the reverse mode M2 without passing through the forward mode M1.

According to this configuration, if the mode selection condition is still satisfied, the switching between the start (reverse) and stop after the reverse mode M2 is selected is performed as follows. That is, the backward movement action Mb and the backward preparation maintaining action Mw in the backward mode M2 are performed without going through the forward mode M1. That is, when the vehicle stops in the state where the reverse mode M2 is selected, the vehicle does not shift to the forward mode M1, and the backlash is maintained. Therefore, when the vehicle is retreated again, the backlash elimination operation (the retreat preparation operation Mp) of the engine does not need to be performed again. Therefore, when starting and stopping after the selection of the reverse mode M2, a time lag until restarting can be suppressed, and the response of the reverse mode M2 can be improved.

In the drive control device 120, when the electric vehicle 1 is stopped while the mode selection condition is still satisfied in the state of shifting to the reverse mode M2, the state in which the reverse preparation operation Mp is performed is maintained.

According to this configuration, after the reverse mode M2 is selected, when the vehicle stops while the mode selection condition is still satisfied, the state in which the anti-backlash operation (reverse preparation operation Mp) of the engine is performed is maintained. This can suppress a time lag until restarting, and can reliably suppress a shock at the time of restarting when starting and stopping after selecting the reverse mode M2.

In the drive control device 120, the backlash elimination torque T is set as follows. That is, the absolute value of the second torque T2 when the rotation speed of the electric motor 30 is in the second speed range V2 set at a higher speed side than the first speed range V1 is set smaller than the first torque T1 when the rotation speed is in the first speed range V1 set in advance.

According to this configuration, in the reverse mode M2, when the rotation speed of the electric motor 30 is on the high speed side, that is, when the reverse speed of the electric vehicle 1 is high, the absolute value of the backlash eliminating torque T in the reverse direction is set to be small. This can suppress the occurrence of a racing feeling due to the driving force of the power unit P when the reverse speed of the electric vehicle 1 is high.

In the drive control device 120, if the mode selection condition is not satisfied in the state of shifting to the reverse mode M2, the mode shifts to the forward mode M1.

According to this configuration, if the mode selection condition is not satisfied, the mode returns to the forward mode M1 directly, and therefore, a specific release operation and control are not necessary. This reduces the operation load on the user.

In the drive control device 120, the forward mode M1 includes: a forward movement Mf for advancing the electric vehicle 1 by the driving force of the power unit P; and a forward preparation operation Ma in which the anti-backlash torque T in the rotational direction when the electric vehicle 1 is caused to travel forward is applied to the rear wheels 4a and 4b by the power unit P in a state where the electric vehicle 1 is stopped, wherein the forward preparation operation Ma is shifted to if the mode selection condition is not satisfied in a state where the electric vehicle is shifted to the reverse mode M2.

According to this configuration, when the reverse mode M2 is shifted to the forward mode M1, the shift is not directly to the forward operation Mf but to the forward preparatory operation Ma. This makes it possible to reliably eliminate backlash in the forward direction and reliably suppress a shock during forward movement.

In the drive control device 120, when the mode is shifted again to the reverse mode M2 after the mode is shifted from the reverse mode M2 to the forward mode M1, the reverse preparation operation Mp is performed again.

According to this configuration, when the forward mode M1 is shifted again to the reverse mode M2, backlash in the reverse direction is reliably eliminated by the reverse preparation operation Mp. This can reliably suppress the impact at the time of the backward movement.

In the drive control device 120, the mode selection condition includes a condition that the rotation speed of the electric motor 30 is equal to or less than a predetermined stop determination value.

According to this configuration, when the rotation speed of the electric motor 30 is equal to or less than the predetermined value, the mode shifts to the reverse mode M2, and therefore, the following operation is provided. In other words, the vehicle can shift to the reverse mode M2 while ensuring a state in which a large torque in the forward direction is not applied. This can reliably suppress a shock when switching to the reverse mode M2.

The drive control device 120 includes an accelerator grip 110 that adjusts the torque of the electric motor 30, and the mode selection condition includes a condition that the accelerator grip 110 is fully closed.

According to this configuration, when the accelerator opening is fully closed, the vehicle shifts to the reverse mode M2, and therefore has the following functions. That is, the vehicle can shift to the reverse mode M2 while ensuring a state in which a large torque in the forward direction is not applied. This can reliably suppress a shock when switching to the reverse mode M2.

In the drive control device 120, the reverse preparation operation Mp gives the backlash elimination torque T for a predetermined duration that varies according to the rotation speed of the electric motor 30.

With this configuration, the duration of the backlash eliminating torque T applied in the reverse preparation operation Mp is changed in accordance with the rotation speed of the electric motor 30. For example, when the rotational speed of the electric motor 30 in the reverse direction is high, the duration of the backlash elimination torque T is shortened. As a result, in a state where the electric vehicle 1 has already retreated due to a user's operation, inclination of the road surface, or the like, the retreating operation can be performed quickly, and the response can be improved.

In the above-described drive control device 120, the duration is shortened as the rotation speed of the electric motor 30 becomes higher.

According to this configuration, when the rotation speed of the electric motor 30 in the backward direction is high, the duration of the backlash elimination torque T is shortened. Thus, in a state where the vehicle has already retreated due to a user's operation, inclination of the road surface, or the like, the retreating operation can be performed quickly, and the response can be improved.

Further, according to the electric vehicle 1 including any one of the drive control devices 120 described above, the electric vehicle 1 driven by the power unit P can be steered with less discomfort by including the drive control device 120 as described above.

The present invention is not limited to the above-described embodiments described with reference to the drawings, and various modifications are conceivable within the technical scope thereof. For example, in the backward preparation operation Mp, the transition to the backward operation Mb is made after a certain time has elapsed, but the present invention is not limited to this. For example, after the shift to the reverse preparation operation Mp, the operation may be switched to the reverse operation Mb by another operation such as turning on the accelerator grip 110. In the above embodiment, the electrically powered vehicle 1 travels only by the driving force of the electric motor 30 as the prime mover, but is not limited thereto. The electric vehicle may be a hybrid vehicle using both the driving force of the engine and the driving force of the electric motor 30, for example, as long as the electric motor 30 is used.

In the above embodiment, the electric motor 30 is provided as the prime mover of the power unit P, but the prime mover is not limited to the electric motor 30 and may be an engine (internal combustion engine). Also, the power unit P may include, for example, a clutch actuator, an auxiliary motor (ACG), and the like. When the power unit P employs a clutch actuator driven by an electric motor, hydraulic pressure, or the like, the control can be performed as follows. That is, by operating the clutch by the clutch actuator according to the accelerator opening degree, the torque in the normal rotation direction and the torque in the reverse rotation direction applied to the drive wheel can be controlled.

The electric vehicle 1 is a swing type vehicle capable of swinging (rolling) the front and rear bodies that are separate from each other in the lateral direction, but is not limited thereto, and may be applied to an electric vehicle in which the front and rear bodies are integrated. The present invention is not limited to a three-wheeled vehicle having a front wheel and a rear wheel, and may be applied to a motorcycle (including a bicycle with a prime mover and a scooter type vehicle), a three-wheeled vehicle having a front wheel and a rear wheel, and a four-wheeled vehicle. The electric powered vehicle 1 is not limited to a so-called saddle-ride type vehicle in which the occupant straddles the seat 7, and may be a vehicle seated on a seat having a backrest. The configuration of the above embodiment is an example of the present invention, and various modifications can be made without departing from the scope of the present invention.

Description of the symbols

1. Electric vehicle (vehicle)

4a, 4b rear wheel (driving wheel)

30. Electric motor (prime mover)

45. Rotating shaft

110. Throttle handle (throttle)

111. Mode selection unit

112. 113 operating element

120. Drive control device

121. Accelerator opening degree sensor

122. Vehicle speed sensor

123. Mapping storage unit

124. Control unit

Im, im1, im2 mapping information

M1 Forward mode

M2 fallback mode

Ma advance preparation action

Mf forward motion

Mb fallback action

Mr backing off and waiting in advance

Mp fallback preparation action

Mw Back off preparation maintenance action

P power unit

T backlash torque

T0, T1, T2, T3, T4, T5 torque

Minimum torque of Tmin

Time Tk

V1 first speed Range

V2 second speed Range

V3 third speed Range

Claims (11)

1. A drive control device (120) of a vehicle (1) that rotationally drives drive wheels (4 a, 4 b) by a drive force of a power unit (P) including a prime mover (30),

a reverse mode (M2) for reversing the vehicle (1) can be selected from a forward mode (M1) for advancing the vehicle (1) in a state where a predetermined mode selection condition is satisfied,

the fallback mode (M2) comprises: a reverse motion (Mb) for reversing the vehicle (1) by the driving force of the power unit (P); a reverse preparation operation (Mp) for applying, to the drive wheels (4 a, 4 b), backlash-eliminating torque (T) in a rotational direction when the vehicle (1) is caused to travel backward by the power unit (P) in a state in which the vehicle (1) is stopped; and a reverse preparation maintaining operation (Mw) for switching between the reverse operation (Mb) and the reverse operation (Mb) while maintaining the state of the backlash eliminating torque (T) when switching between the reverse operation and the stop of the vehicle (1) from the state of the reverse operation (Mb) to the state of the reverse operation (Mb) when the mode selection condition is still satisfied,

performing the reverse preparation operation (Mp) when the mode is shifted from the forward mode (M1) to the reverse mode (M2),

when switching between reverse and stop of the vehicle (1) while the mode selection condition is still satisfied in a state in which the vehicle is shifted to the reverse operation (Mb), the reverse operation (Mb) and the reverse preparation maintaining operation (Mw) are switched in the reverse mode (M2) without passing through the forward mode (M1).

2. The drive control apparatus (120) according to claim 1,

when the vehicle (1) is stopped while the mode selection condition is still satisfied in a state of shifting to the reverse mode (M2), the state in which the reverse preparation operation (Mp) is performed is maintained.

3. The drive control apparatus (120) according to claim 2,

the backlash elimination torque (T) is set so that the absolute value of a second torque (T2) when the rotational speed of the motor (30) is in a second speed range (V2) set at a higher speed side than the first speed range (V1) is smaller than the first torque (T1) when the rotational speed is in a first speed range (V1) set in advance.

4. The drive control apparatus (120) according to any one of claims 1 to 3,

when the mode selection condition is not satisfied in a state of transition to the reverse mode (M2), the mode is transitioned to the forward mode (M1).

5. The drive control apparatus (120) according to claim 4,

the forward mode (M1) comprises: a forward motion (Mf) for advancing the vehicle (1) by a driving force of the power unit (P); and a forward preparation operation (Ma) for applying, to the drive wheels (4 a, 4 b), backlash eliminating torque (T) in a rotational direction when the vehicle (1) is caused to travel forward by the power unit (P) in a state in which the vehicle (1) is stopped,

when the mode selection condition is not satisfied in a state of transition to the reverse mode (M2), the control device transitions to the forward preparation operation (Ma).

6. The drive control apparatus (120) according to any one of claims 1 to 5,

when the mode is switched to the reverse mode (M2) again after the mode is switched from the reverse mode (M2) to the forward mode (M1), the reverse preparatory operation (Mp) is performed again.

7. The drive control apparatus (120) according to any one of claims 1 to 6,

the mode selection condition includes a condition that the rotation speed of the prime mover (30) is equal to or less than a predetermined stop determination value.

8. The drive control device (120) according to any one of claims 1 to 7,

the drive control device (120) is provided with an accelerator (110) for adjusting the torque of the motor (30),

the mode selection condition includes a condition that the accelerator (110) is fully closed.

9. The drive control apparatus (120) according to any one of claims 1 to 8,

said reverse preparation action (Mp) imparting said anti-backlash torque (T) for a predetermined duration,

the duration varies in accordance with the rotational speed of the prime mover (30).

10. The drive control apparatus (120) of claim 9,

the duration is shortened when the rotational speed of the prime mover (30) becomes high.

11. A vehicle (1) comprising the drive control device (120) according to any one of claims 1 to 10.

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