WO2017056541A1 - Electric vehicle - Google Patents

Electric vehicle Download PDF

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Publication number
WO2017056541A1
WO2017056541A1 PCT/JP2016/062941 JP2016062941W WO2017056541A1 WO 2017056541 A1 WO2017056541 A1 WO 2017056541A1 JP 2016062941 W JP2016062941 W JP 2016062941W WO 2017056541 A1 WO2017056541 A1 WO 2017056541A1
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WO
WIPO (PCT)
Prior art keywords
clutch
clutch mechanism
electric motor
electric vehicle
vehicle according
Prior art date
Application number
PCT/JP2016/062941
Other languages
French (fr)
Japanese (ja)
Inventor
幣彦 宮代
清水　司
直也 上西
悠 村瀬
俊宏 河合
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to JP2017542769A priority Critical patent/JPWO2017056541A1/en
Publication of WO2017056541A1 publication Critical patent/WO2017056541A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an electric vehicle.
  • a multi-plate clutch mechanism may be provided in order to realize sporty running.
  • International Publication No. 2012/090255 discloses an electric vehicle that detects an operation amount of a clutch lever with a position sensor and drives a multi-plate clutch mechanism via an electric actuator.
  • the present invention has been made in view of the above problems, and an object thereof is to provide an electric vehicle capable of facilitating adjustment of the rotation speed of the electric motor when the clutch mechanism is disengaged.
  • an electric vehicle includes an electric motor, a battery that supplies electric power to the electric motor, a driving wheel to which a driving force of the electric motor is transmitted, and the driving wheel from the electric motor.
  • a clutch mechanism that switches connection and disconnection of a driving force transmission path to the steering wheel, a steering handle, a clutch operator that is attached to the steering handle and drives the clutch mechanism in response to an operation by an occupant, and connection of the clutch mechanism
  • a control device that switches between two control modes in accordance with switching of cutting.
  • the two control modes can be switched according to switching between connection and disconnection of the clutch mechanism, it is possible to easily adjust the rotation speed of the electric motor when the clutch mechanism is disconnected.
  • FIG. 1 is a side view of an electric vehicle according to an embodiment of the present invention. It is the top view to which the principal part of the electric vehicle was expanded. It is the bottom view to which the principal part of the electric vehicle was expanded. It is sectional drawing which cut
  • FIG. 1 is a side view of an electric vehicle 1 according to an embodiment of the present invention.
  • the electric vehicle 1 is, for example, a saddle type electric vehicle.
  • an electric motorcycle as an example of a straddle-type electric vehicle will be described.
  • the electric vehicle 1 may be an electric four-wheeled vehicle such as an uneven terrain vehicle.
  • An arrow F shown in FIG. 1 represents the front of the electric vehicle 1.
  • the left side and the right side refer to the left side and the right side for an occupant who faces the front and straddles the electric vehicle 1.
  • the electric vehicle 1 includes, for example, a monocoque body frame 2.
  • a front fork 3 is supported on the head pipe 21 provided at the front portion of the vehicle body frame 2 so as to be rotatable in the left-right direction.
  • a front wheel 4 is supported at the lower part of the front fork 3, and a steering handle 5 for steering is provided at the upper part of the front fork 3.
  • a swing arm 7 is supported on a pivot shaft 6 provided at a lower portion of the vehicle body frame 2 so as to be swingable in the vertical direction.
  • a rear wheel 8 is supported at the rear of the swing arm 7.
  • the electric vehicle 1 includes an electric motor 31 as a power source that generates a driving force for driving the rear wheels 8, and a battery 23 as an energy source that supplies electric power to the electric motor 31.
  • a battery 23 for example, a lithium ion battery is suitable.
  • the driving force of the electric motor 31 is decelerated by the speed reducer 33 and transmitted to the output shaft 35, and is transmitted from the output shaft 35 to the rear wheel 8 via a transmission member 72 such as a chain or a belt.
  • the electric vehicle 1 includes a clutch mechanism 9 that switches connection and disconnection of a driving force transmission path from the electric motor 31 to the rear wheel 8.
  • the clutch mechanism 9 is provided coaxially with the electric motor 31, the electric motor 31 is disposed on the right side with respect to the center in the vehicle width direction, and the clutch mechanism 9 is positioned with respect to the center in the vehicle width direction. It is arranged on the left side.
  • the clutch mechanism 9 is, for example, a hydraulic and multi-plate clutch mechanism.
  • the electric vehicle 1 includes a clutch operation assembly 50 that drives the clutch mechanism 9 in response to an operation by an occupant.
  • the clutch operation assembly 50 is attached to the steering handle 5 and mechanically connected to the clutch mechanism 9.
  • the clutch operation assembly 50 includes a clutch operation lever 52 as an example of a clutch operator, and is disposed in the vicinity of the grip 51 provided at the left end portion of the steering handle 5.
  • both the clutch mechanism 9 and the clutch operation assembly 50 are arranged on the left side with respect to the center in the vehicle width direction.
  • the clutch operation assembly 50 is connected to the clutch mechanism 9 via the oil hose 92.
  • the clutch operation assembly 50 may be connected to the clutch mechanism 9 via a wire.
  • the battery 23 is accommodated in a battery case 20 provided below the seat 29.
  • the battery case 20 is configured as a part of the vehicle body frame 2.
  • the battery case 20 is formed in a box shape opened upward, and an openable / closable cover 25 is attached to the upper part thereof. When the seat 29 is removed and the cover 25 is opened, the inside of the battery case 20 can be accessed.
  • the battery 23 is charged by an external charger after being removed from the battery case 20.
  • a plurality of batteries 23 are accommodated in the battery case 20.
  • the size and weight of one battery 23 is designed to be suitable for carrying by hand. As a result, both the ease of carrying the battery 23 by hand and the securing of the output and capacity necessary for traveling of the electric vehicle 1 are compatible.
  • a motor case 30 that houses an electric motor 31, a speed reducer 33, and an output shaft 35 is disposed below the battery case 20, a motor case 30 that houses an electric motor 31, a speed reducer 33, and an output shaft 35 is disposed.
  • the motor case 30 also houses a motor drive device 39 that controls the power supplied from the battery 23 to the electric motor 31.
  • the electric motor 31 is located in the center of the motor case 30 in the front-rear direction, and the motor drive device 39 is located in front of the electric motor 31.
  • the motor drive device 39 includes an inverter that converts DC power from the battery 23 into AC power and supplies the AC power to the electric motor 31, and a motor control device (so-called ECU) that controls the inverter.
  • ECU motor control device
  • the motor case 30 is formed in a box shape opened upward, and is connected to the lower end of the battery case 20. Specifically, the upper edge of the motor case 30 has a shape corresponding to the lower edge of the battery case 20, and the lower edge of the battery case 20 and the upper edge of the motor case 30 are aligned with each other.
  • the battery case 20 and the motor case 30 are made of, for example, aluminum, iron, magnesium, or an alloy thereof.
  • FIG. 2, 3 and 4 are an enlarged plan view, bottom view and cross-sectional view of the left end portion of the steering handle 5 of the electric vehicle 1.
  • FIG. 3 the clutch operation lever 52 when the occupant releases his hand is indicated by a solid line, and the clutch operation lever 52 when the occupant holds the hand by a hand is indicated by a two-dot chain line.
  • 4 is a cross-sectional view taken along line IV-IV in FIG.
  • the clutch operation assembly 50 includes a main body 53 that is attached to the steering handle 5 by a holder 59, and a clutch operation lever 52 that extends outward in the vehicle width direction is centered on the rotation center 532. It is rotatably supported.
  • the clutch operating lever 52 has a switch side action part 521 protruding inward in the vehicle width direction and an oil side action part 57 protruding in the direction of the steering handle 5.
  • the main body 53 is provided with a master cylinder 54 extending inward in the vehicle width direction, and a reservoir tank 55 for adjusting the amount of oil is integrally provided above the master cylinder 54.
  • the master cylinder 54 filled with oil accommodates a piston 541 that can move in the vehicle width direction and a spring 543 that pushes the piston 541 outward in the vehicle width direction.
  • a push rod 545 for pushing the piston 541 inward in the vehicle width direction is disposed outside the master cylinder 54 in the vehicle width direction.
  • the push rod 545 is an oil side action portion 57 of the clutch operation lever 52. It is connected to.
  • An oil hose 92 is connected to the inner end of the master cylinder 54 in the vehicle width direction.
  • the reservoir tank 55 is covered with a diaphragm 552, a plate 554, and a cap 556.
  • the diaphragm 552 is pressed downward by a screwed plate 554 and a cap 556 to apply pressure to the oil inside the reservoir tank 55.
  • the inside of the reservoir tank 55 is connected to the inside of the master cylinder 54 through oil passages 55b and 55c.
  • the reservoir tank 55 adjusts the amount of oil. Specifically, when the piston 54 accommodated in the master cylinder 54 moves further outward in the vehicle width direction than the oil passage 55b, the reservoir tank 55 supplies oil to the master cylinder 54 through the oil passage 55b, or Oil is recovered from the master cylinder 54.
  • the clutch operation assembly 50 further includes a switch 58 that is turned on and off by the operation of the clutch operation lever 52.
  • the switch 58 is an example of an operation detector, and is a momentary operation type switch including a push button 582 in the present embodiment.
  • the switch 58 is attached to the main body 53, and the push button 582 is pushed or released by the switch side action part 521 of the clutch operation lever 52.
  • the switch side action part 521 is separated from the push button 582 of the switch 58, and the switch 58 outputs an OFF signal.
  • the switch side action portion 521 presses the push button 582 of the switch 58, and the switch 58 outputs an ON signal.
  • the oil side action portion 57 provided in the clutch operation lever 52 mechanically drives the clutch mechanism 9, while the switch side provided in the clutch operation lever 52.
  • the operation of the clutch operation lever 52 is electrically detected by the action part 521.
  • the sensor is not limited to the switch 58, and a sensor such as a potentiometer or a position sensor that can detect the operation amount of the clutch operation lever 52 may be provided as the operation detector. In this case, the presence or absence of the operation of the clutch operation lever 52 may be detected based on whether or not the operation amount of the clutch operation lever 52 exceeds a predetermined threshold value.
  • FIG. 5 is schematic diagrams showing the relationship between the position of the clutch operating lever 52 and the state of the clutch mechanism 9.
  • FIG. 5 is schematic diagrams showing the relationship between the position of the clutch operating lever 52 and the state of the clutch mechanism 9.
  • the clutch mechanism 9 includes a release cylinder 93 connected to a master cylinder 54 of the clutch operation assembly 50 via an oil hose 92.
  • the piston 94 accommodated in the release cylinder 93 is connected to one end of the push rod 95, and the other end of the push rod 95 is connected to the pressure plate 96.
  • the pressure plate 96 receives a force in a direction in which the clutch plate 98 is pulled away from the push rod 95, and receives a force in a direction in which the clutch plate 98 is pressed from the spring 97.
  • the piston 541 in the master cylinder 54 of the clutch operation assembly 50 includes a first position where the tip of the piston 541 shown in (a) is located in the proximal direction with respect to the oil passage 55b, and a piston 541 shown in (b). Is configured to be movable between a second position positioned in the distal direction of the oil passage 55b.
  • the front end direction and the base end direction correspond to the inner side and the outer side in the vehicle width direction in the description of FIGS. 2, 3, and 4, respectively.
  • FIG. 5 shows a new state in which the clutch plate 98 is neither thermally expanded nor worn.
  • FIG. 6 shows the thermal expansion of the clutch plate 98.
  • the clutch plate 98 is thicker than the new one due to thermal expansion.
  • the spring 97 is contracted more than when it is new, and accordingly, the piston 94 is shifted in the pushing direction as compared with when it is new, so that the amount of oil in the release cylinder 93 is larger than when it is new.
  • the oil is supplied from the reservoir tank 55 to the master cylinder 54 through the oil passage 55b when the piston 541 of the master cylinder 54 returns to the first position, the positions of the piston 541 and the clutch operation lever 52 do not change.
  • FIG. 7 shows when the clutch plate 98 is worn.
  • the clutch plate 98 is thinner than the new one due to wear.
  • the spring 97 is extended more than when it is new, and accordingly, the piston 94 is shifted in the pushing-back direction more than when it is new, so that the amount of oil in the release cylinder 93 is smaller than when it is new.
  • the piston 541 of the master cylinder 54 returns to the first position, oil is recovered from the master cylinder 54 to the reservoir tank 55 through the oil passage 55b, so that the positions of the piston 541 and the clutch operation lever 52 do not change.
  • FIG. 8 is a graph showing the relationship between the position of the clutch operating lever 52, the state of the clutch mechanism 9, and the switching point of the switch 58.
  • the horizontal axis of the graph represents the position of the clutch operation lever 52, and the vertical axis of the graph represents the state of the clutch mechanism 9.
  • the switch point of the switch 58 is a point where the switch 58 is switched on and off.
  • the switch 58 When the clutch operation lever 52 is on the “grip” side (the side closer to the grip 51) than the switching point of the switch 58, the switch 58 outputs an off signal indicating that there is an operation, and the vehicle control device 10 described later. Understands that the clutch mechanism 9 is disengaged.
  • the switch 58 When the clutch operating lever 52 is on the “separated” side (the side far from the grip 51) from the switching point of the switch 58, the switch 58 outputs an ON signal indicating that there is no operation, and the vehicle control device 10 described later. Grasps that the clutch mechanism 9 is in the connected state.
  • the clutch mechanism 9 In the state of the clutch mechanism 9, there is an intermediate state (so-called half-clutch state) between a connected state where the driving force is transmitted to the maximum and a disconnected state where the driving force is not transmitted. In the half-clutch state, the clutch mechanism 9 transmits a part of the driving force from the electric motor 31 to the rear wheel 8. Corresponding to these states, the position of the clutch operating lever 52 is divided into a connection corresponding range corresponding to the connected state, a disconnect corresponding range corresponding to the disconnected state, and a half clutch corresponding range corresponding to the half clutch state. .
  • the switching point of the switch 58 is preferably in the half-clutch compatible range. As described above, in the hydraulic clutch mechanism 9, the relationship between the position of the clutch operation lever 52 and the state of the clutch mechanism 9 is kept constant even when the clutch plate 98 is thermally expanded or worn. The switching point is also kept within the range corresponding to the half clutch without changing. However, the present invention is not limited to this, and the switching point of the switch 58 may be set, for example, in a portion close to the half-clutch compatible range in the connection compatible range.
  • FIG. 9 is a block diagram showing a system configuration of the electric vehicle 1.
  • the electric vehicle 1 includes a vehicle control device 10 including a microprocessor and a storage device 10b.
  • the vehicle control device 10 implements various vehicle controls by causing the microprocessor to execute a program stored in the storage device 10b.
  • the vehicle control device 10 includes an accelerator operation sensor 11 that outputs a signal corresponding to an operation amount of an accelerator operating element (not shown) provided at the right end of the steering handle 5, and a signal corresponding to the rotational speed of the electric motor 31. Is connected to the above-described switch 58 that detects the operation of the clutch operation lever 52. The vehicle control device 10 calculates a torque value to be output by the electric motor 31 based on information acquired from the accelerator operation sensor 11 and the like, and outputs a command value (for example, a current command value) corresponding to the calculated torque value.
  • a command value for example, a current command value
  • a motor drive device 39 is connected to the vehicle control device 10.
  • the motor drive device 39 includes an inverter 391 that converts DC power from the battery 23 into AC power and supplies the AC power to the electric motor 31, and a motor control device 393 that controls the inverter 391.
  • the motor control device 393 controls the inverter 391 so that a current corresponding to the command value is supplied from the inverter 391 to the electric motor 31.
  • the vehicle control device 10 is connected to a speaker 13 that converts an electrical signal into sound and outputs the sound.
  • FIG. 10 is a block diagram illustrating processing executed by the vehicle control device 10 of the electric vehicle 1.
  • the vehicle control device 10 selects one of the torque values output from the torque calculation unit 15 a for clutch engagement, the torque calculation unit 15 b for clutch disconnection, and the torque calculation units 15 a and 15 b of the clutch operation lever 52.
  • a switching unit 16 that is selected according to the presence or absence of an operation, and a command value calculation unit 17 that calculates a command value according to a torque value output from the switching unit 16 and outputs the command value to the motor drive device 39 are provided.
  • the torque calculation unit 15a for clutch engagement calculates a torque value to be output by the electric motor 31 based on the accelerator operation amount input from the accelerator operation sensor 11 during powering operation. For example, a control map that associates an accelerator operation amount and a torque value is stored in the storage device 10b in advance, and the torque calculation unit 15a acquires a torque value corresponding to the accelerator operation amount by referring to the control map.
  • the torque calculation unit 15a may calculate a torque value to be output by the electric motor 31 based on the motor rotation speed input from the motor rotation speed sensor 12 in addition to the accelerator operation amount. Vehicle speed may be used instead of the motor rotation speed.
  • the torque calculation part 15a outputs the negative torque value for predetermined regeneration at the time of regeneration operation.
  • the calculation of the torque value by the torque calculation unit 15a is an example of the first control mode, and is a normal torque value calculation.
  • the torque calculation unit 15b for clutch disengagement also calculates a torque value in the same manner as the torque calculation unit 15a, but compared with the torque calculation unit 15a, to suppress an increase in motor rotation speed during power running, During the regenerative operation, the torque value is calculated so as to suppress the decrease in the motor rotation speed.
  • Calculation of the torque value by the torque calculation unit 15b is an example of a second control mode. The torque value calculated by the torque calculation unit 15b and the behavior of the motor rotation speed resulting therefrom will be described later.
  • a control map for clutch engagement and a control map for clutch disengagement are individually stored in the storage device 10b
  • the torque calculation unit 15a refers to the control map for clutch connection
  • the torque calculation unit 15b You may refer to the control map for clutch disengagement.
  • the torque value for clutch engagement can be obtained by switching the coefficient of the calculation formula according to whether or not the clutch operation lever 52 is operated. A torque value for clutch disengagement may be calculated.
  • a region where the connection / disconnection state of the clutch mechanism 9 is switched (for example, half-clutch compatible).
  • the torque value may be changed according to the clutch operation amount. According to this, since the torque value is calculated based on both the accelerator operation amount and the clutch operation amount, smooth switching of the connection / disconnection state of the clutch mechanism 9 can be expected.
  • the switching unit 16 selects one of the torque values output from the torque calculation units 15 a and 15 b according to the state of the clutch mechanism 9. Specifically, the switching unit 16 calculates the command value of the torque value from the torque calculating unit 15a for clutch connection while the ON signal indicating that the clutch operating lever 52 is not operated is input from the switch 58. To the unit 17. On the other hand, the switching unit 16 applies the torque value from the torque calculation unit 15b for clutch disengagement to the command value calculation unit 17 while the OFF signal indicating that the clutch operation lever 52 is operated is input from the switch 58. Output.
  • FIG. 11 is a flowchart showing processing executed by the vehicle control device 10 of the electric vehicle 1.
  • the vehicle control device 10 repeatedly executes a series of processes shown in the figure at a predetermined control period while the vehicle is traveling.
  • the vehicle control device 10 determines whether or not the clutch operation lever 52 is operated, that is, whether the signal from the switch 58 is an on signal or an off signal (S11). When the clutch operation lever 52 is not operated, that is, when an ON signal is input from the switch 58 (S11: NO), the vehicle control device 10 performs a clutch corresponding to the accelerator operation amount input from the accelerator operation sensor 11. A normal torque value for connection is set (S12), and a command value corresponding to the set torque value is output to the motor drive device 39 (S13).
  • the vehicle control device 10 When the clutch operation lever 52 is operated, that is, when an OFF signal is input from the switch 58 (S11: YES), the vehicle control device 10 is in the power running operation or the regenerative operation. Is determined (S14). When the power running is being performed (S14: YES), the vehicle control device 10 determines whether or not the motor rotation speed has reached the upper limit value (S15), and the motor rotation speed has not reached the upper limit value. (S15: NO), a normal torque value is set in the same manner as when the clutch is engaged (S12).
  • the vehicle control device 10 sets the torque value to 0 (S16) and drives the command value corresponding to the torque value of 0 to the motor.
  • the data is output to the device 39 (S13).
  • FIG. 12 is a graph for explaining the control of S15 and S16.
  • A is a graph showing the relationship between time and torque value, the torque value set at the time of clutch disengagement according to an arbitrary accelerator operation amount is shown by a solid line, and the torque value set at the time of clutch connection is shown by a two-dot chain line Is shown.
  • B is a graph showing the relationship between time and motor rotation speed, the motor rotation speed when the clutch is disengaged is shown by a solid line, and the motor rotation speed when the same control as when the clutch is engaged is disengaged when the clutch is disengaged Is shown.
  • the vehicle control device 10 sets a normal torque value corresponding to the accelerator operation amount, similar to when the clutch is engaged. As a result, the motor rotation speed increases. When the motor rotation speed reaches the upper limit value, the vehicle control device 10 sets the torque value to zero. Thereby, the motor rotation speed remains in the vicinity of the upper limit value, and a rapid increase in the motor rotation speed is suppressed.
  • the torque value is not limited to 0, and may be a positive value close to 0 so that the motor rotation speed is maintained near the upper limit value, or to reduce the motor rotation speed. It is good also as a negative value.
  • the electric motor 31 in the electric vehicle 1 has a smaller inertia than the engine in the engine vehicle, if the clutch mechanism 9 is in a disconnected state during the power running operation, the motor rotation speed is likely to increase rapidly. In addition, it is possible to suppress a sudden increase in the motor rotation speed when the clutch mechanism 9 is in a disconnected state during the power running operation, and to easily adjust the motor rotation speed.
  • Control for suppressing a rapid increase in the motor rotation speed when the clutch mechanism 9 is disconnected during the power running operation is not limited to the control example shown in FIG. 12, but will be described below with reference to FIG. 13 or FIG.
  • FIG. 13 is a graph illustrating a modified example of the control in S15 and S16.
  • A is a graph showing the relationship between the accelerator operation amount and the torque value, where the torque value set when the clutch is disengaged is indicated by a solid line, and the torque value set when the clutch is engaged is indicated by a two-dot chain line.
  • B is a graph similar to (b) of FIG.
  • the vehicle control device 10 sets a torque value corresponding to an arbitrary accelerator operation amount when the clutch is disengaged to, for example, about half that when the clutch is engaged.
  • the control map referred to when the clutch is engaged describes the relationship between the accelerator operation amount and the torque value indicated by the two-dot chain line in (a).
  • the gradient of the torque value with respect to the accelerator operation amount is smaller than that of the two-dot chain line of (a), and the relationship between the accelerator operation amount and the torque value shown by the solid line of (a). Described.
  • FIG. 14 is a graph for explaining another modified example of the control of S15 and S16.
  • (A) And (b) is the same graph as (a) and (b) of FIG.
  • the two-dot chain line representing the torque value at the time of clutch engagement and the solid line representing the torque value at the time of clutch disengagement are drawn apart from each other in the positive region for explanation, but in reality they overlap. It shall be.
  • the vehicle control device 10 sets a normal positive torque value corresponding to the amount of accelerator operation, as in the clutch engagement, and a negative torque value for temporarily lowering the motor rotation speed. Appear periodically. The period in which the negative torque value appears is shorter than the period in which the positive torque value is set.
  • the motor rotation speed increases at the time of clutch disconnection but periodically decreases, so the increase in motor rotation speed as a whole is slower than when the same control is performed at clutch disconnection as when the clutch is connected. Rapid rise is suppressed. For this reason, it is possible to easily adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
  • the vehicle control device 10 limits the torque value for regeneration (S ⁇ b> 17) and sets a command value corresponding to the limited torque value. It outputs to the motor drive device 39 (S13). Thereby, the rapid fall of the motor rotational speed when the clutch mechanism 9 is in a disconnected state during the regenerative operation is suppressed.
  • FIG. 15 is a graph illustrating the control in S17.
  • A is a graph showing the relationship between time and torque value, the torque value for regeneration set at the time of clutch disconnection is shown by a solid line, and the torque value for regeneration set at the time of clutch engagement is shown by a two-dot chain line Is shown.
  • B is a graph showing the relationship between time and motor rotation speed, the motor rotation speed when the clutch is disengaged is shown by a solid line, and the motor rotation speed when the same control as when the clutch is engaged is disengaged when the clutch is disengaged Is shown.
  • the vehicle control device 10 restricts the torque value for regeneration set when the clutch is disengaged than when the clutch is engaged. Specifically, the vehicle control device 10 makes the negative torque value for regeneration set when the clutch is disengaged larger than the negative torque value for regeneration set when the clutch is engaged, that is, the absolute value is increased. Make it smaller. Thereby, the time decrease rate of the motor rotation speed at the time of clutch disconnection becomes smaller than when the same control as at the time of clutch engagement at the time of clutch disconnection is performed, and a rapid decrease in motor rotation speed is suppressed.
  • the electric motor 31 in the electric vehicle 1 has a smaller inertia than the engine in the engine vehicle, if the clutch mechanism 9 is in a disconnected state during the regenerative operation, the motor rotation speed is likely to drop sharply. In addition, it is possible to suppress the sudden decrease in the motor rotation speed when the clutch mechanism 9 is in a disconnected state during the regenerative operation, and to easily adjust the motor rotation speed.
  • FIG. 16 is a graph illustrating a modified example of the control in S17.
  • (A) And (b) is the same graph as (a) and (b) of FIG.
  • the two-dot chain line representing the torque value at the time of clutch engagement and the solid line representing the torque value at the time of clutch disengagement are drawn apart from each other in the negative region for the sake of explanation, but they actually overlap. It shall be.
  • the vehicle control device 10 sets a negative torque value for regeneration similar to that when the clutch is engaged, and periodically sets a torque value of 0 to temporarily stop the decrease in the motor rotation speed. To appear.
  • the period in which the torque value of 0 appears is shorter than the period in which the negative torque value is set.
  • the motor rotation speed decreases when the clutch is disconnected, but the decrease is periodically stopped. Therefore, the decrease in the motor rotation speed as a whole is slower than when the same control is performed when the clutch is engaged when the clutch is disconnected. A sudden drop in speed is suppressed. For this reason, it is possible to easily adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
  • FIG. 17 is a block diagram showing a modification of the process executed by the vehicle control device 10 of the electric vehicle 1.
  • the vehicle control device 10 includes, for example, an audio generation unit 18 for clutch disconnection, and a switching unit 19 that outputs an audio signal output from the audio generation unit 18 to the speaker 13 during operation of the clutch operation lever 52. Yes.
  • the switching unit 19 blocks the audio signal from the audio generating unit 18, and thereby the speaker 13 performs audio. Is not output (an example of the first control mode).
  • the switching unit 19 passes the audio signal from the audio generation unit 18, and the speaker 13 outputs audio. (Example of second control mode).
  • the sound generation unit 18 may change the sound output from the speaker 13 in accordance with the motor rotation speed input from the motor rotation speed sensor 12. For example, the sound generation unit 18 may generate the sound signal so that the frequency of the sound output from the speaker 13 increases as the motor rotation speed increases. According to this, since the sound output from the speaker 13 changes according to the motor rotation speed, the occupant can recognize that the motor rotation speed can be rapidly increased or decreased, and the motor rotation speed. Can be grasped sensuously. For this reason, it is easier for the user to adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
  • the present invention is not limited to this, and a predetermined sound is output from the speaker 13 when the clutch operation lever 52 is not operated, while a sound different from the sound is output from the speaker 13 when the clutch operation lever 52 is operated. It may be output. This also allows the occupant to recognize that the motor rotation speed can be rapidly increased or decreased.
  • the electric motor 31 or the speaker 13 is the target for switching between the two control modes depending on whether or not the clutch operation lever 52 is operated.
  • the present invention is not limited to this, and other electric devices may be used.
  • As another electric device to be a target it is preferable to facilitate adjustment of the motor rotation speed when the clutch mechanism 9 is disconnected.
  • the clutch operation assembly 50 and the clutch mechanism 9 are mechanically connected by hydraulic pressure or wire.
  • Such a mechanically coupled clutch mechanism is advantageous from the viewpoint of sporty running and downsizing of the power unit. As a result, the clutch mechanism is disengaged and the rotational speed of the electric motor is increased, and then the clutch mechanism is switched to the connected state, or the connection state of the clutch mechanism is finely adjusted during traveling, and transmitted to the drive wheels. It becomes easy to adjust the driving force according to the occupant's intention.
  • the present invention is not limited to this, and the clutch operation assembly 50 and the clutch mechanism 9 may be electrically connected as in a modification described below.
  • the electric vehicle 1 includes a clutch actuator 99 that drives the clutch mechanism 9 in response to a command from the vehicle control device 10.
  • the clutch actuator 99 is composed of, for example, an electric motor, and moves the pressure plate 96 in the axial direction via the push rod 95 to press or separate the pressure plate 96 and the clutch plate 98 from each other.
  • the clutch actuator 99 may be an actuator such as a hydraulic motor.
  • the clutch actuator 99 is provided with an operation amount detector 14 that outputs a detection signal corresponding to the operation amount of the clutch actuator 99 to the vehicle control device 10.
  • the vehicle control device 10 grasps the state of the clutch mechanism 9 based on the detection signal from the operation amount detector 14.
  • the operation amount detector 14 is a rotary encoder or a potentiometer, for example, and outputs a detection signal corresponding to the rotation amount of the electric motor as the clutch actuator 99 to the vehicle control device 10.
  • the operation amount of the clutch actuator 99 corresponds to the state of the clutch mechanism 9.
  • the state of the clutch mechanism 9 changes from a connected state to a disconnected state through a half-clutch state, and as the operation amount of the clutch actuator 99 decreases, the state of the clutch mechanism 9 changes. Transition from the disconnected state to the connected state through the half-clutch state.
  • the correspondence relationship may be reversed.
  • the operation amount detector 14 is not limited to a sensor that detects the operation amount of the clutch actuator 99, and may be a sensor that is provided near the pressure plate 96 and detects the position of the pressure plate 96 in the axial direction, for example.
  • the vehicle control device 10 includes a drive processing unit 71 and a connection / disconnection determination unit 73 in addition to the torque calculation units 15a and 15b, the switching unit 16, and the command value calculation unit 17 described above.
  • the drive processing unit 71 outputs a drive signal to the clutch actuator 99 in response to an on / off signal from the switch 58 that detects the operation of the clutch operation lever 52.
  • the connection / disconnection determination unit 73 determines whether the clutch mechanism 9 is in the connected state or the disconnected state based on the detection signal from the operation amount detector 14 and outputs the determination result to the switching unit 16.
  • the connection / disconnection determination unit 73 determines, for example, that the clutch mechanism 9 is in a disconnected state when the operation amount of the clutch actuator 99 exceeds a predetermined determination point, and the operation amount of the clutch actuator 99 is determined in advance. When it falls below the determination point, it is determined that the clutch mechanism 9 is in the connected state. As shown in FIG. 19, the determination point is set, for example, in a half-clutch corresponding range. The determination point is not limited to this, and the determination point may be set, for example, in a portion close to the half-clutch corresponding range in the connection corresponding range.
  • the switching unit 16 selects one of the torque values output from the torque calculation units 15a and 15b according to the determination result of the connection / disconnection determination unit 73 (that is, switches the control mode). Specifically, the switching unit 16 outputs the torque value from the torque calculation unit 15 a for clutch engagement to the command value calculation unit 17 while it is determined that the clutch mechanism 9 is in the connected state. On the other hand, while it is determined that the clutch mechanism 9 is in the disconnected state, the switching unit 16 outputs the torque value from the torque calculation unit 15 b for clutch disconnection to the command value calculation unit 17.
  • the switching unit 16 is operated according to an on / off signal from the switch 58 that detects the operation of the clutch operation lever 52 or an operation amount from a sensor that detects the operation amount of the clutch operation lever 52.
  • the torque values from the torque calculation units 15a and 15b may be switched according to a signal representing
  • the operation of the clutch operating lever 52 is electrically detected by the switch 58 to drive the clutch actuator 99.
  • the clutch mechanism 99 is operated after the clutch operating lever 52 is operated due to the response of the clutch actuator 99.
  • the vehicle control device 10 may switch the control mode in anticipation of the occurrence of a time lag.
  • the determination point shown in FIG. 19 may be set to the side where the operation amount is relatively small when the operation amount of the clutch actuator 99 increases, that is, when the clutch mechanism 9 switches from the connected state to the disconnected state.
  • the determination point when the operation amount of the clutch actuator 99 increases may be set in a connection correspondence range or a portion close to the connection correspondence range of the half-clutch correspondence range.
  • the determination point may be set to a relatively large amount of operation when the operation amount of the clutch actuator 99 decreases, that is, when the clutch mechanism 9 switches from the disconnected state to the connected state.
  • the determination point when the operation amount of the clutch actuator 99 decreases may be set at a portion close to the disconnection-corresponding range or the disconnection-corresponding range of the half-clutch corresponding range.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

This electric vehicle is provided with: an electric motor; a battery which supplies electric power to the electric motor; a driving wheel to which a driving force from the electric motor is transmitted; a clutch mechanism which switches between connection and disconnection of a driving force transmission path from the electric motor to the driving wheel; a steering wheel; a clutch operating member which is attached to the steering wheel and drives the clutch mechanism in accordance with an operation by an occupant; and a control device which switches between two control modes in accordance with the switching between connection and disconnection performed by the clutch mechanism. In this way it is possible to simplify adjustment of the rotational speed of the electric motor when the clutch mechanism is in the disconnected state.

Description

電動車両Electric vehicle
　本発明は、電動車両に関する。 The present invention relates to an electric vehicle.
　電動車両においても、スポーティな走行を実現するために多板式のクラッチ機構が設けられることがある。国際公開第２０１２／０９０２５５号には、クラッチレバーの操作量をポジションセンサで検出し、電動アクチュエータを介して多板式のクラッチ機構を駆動する電動車両が開示されている。 Even in an electric vehicle, a multi-plate clutch mechanism may be provided in order to realize sporty running. International Publication No. 2012/090255 discloses an electric vehicle that detects an operation amount of a clutch lever with a position sensor and drives a multi-plate clutch mechanism via an electric actuator.
　しかしながら、電動車両ではクラッチ機構を切断状態にすると、電動モータの回転速度が瞬時に上昇してしまうため、乗員の所望の回転速度に保持することが困難である。また、電動車両のモータ音はエンジン車両のエンジン音と比べて静かであるため、乗員が電動モータの回転速度をモータ音によって感覚的に把握することは困難である。 However, in an electric vehicle, when the clutch mechanism is disengaged, the rotational speed of the electric motor increases instantaneously, and it is difficult to maintain the desired rotational speed of the occupant. Moreover, since the motor sound of the electric vehicle is quieter than the engine sound of the engine vehicle, it is difficult for the occupant to sensuously grasp the rotation speed of the electric motor by the motor sound.
　本発明は、上記課題に鑑みてなされたものであって、その目的は、クラッチ機構の切断状態における電動モータの回転速度の調整容易化を図ることが可能な電動車両を提供することにある。 The present invention has been made in view of the above problems, and an object thereof is to provide an electric vehicle capable of facilitating adjustment of the rotation speed of the electric motor when the clutch mechanism is disengaged.
　上記課題を解決するため、本発明の電動車両は、電動モータと、前記電動モータに電力を供給するバッテリと、前記電動モータの駆動力が伝達される駆動輪と、前記電動モータから前記駆動輪への駆動力伝達経路の接続と切断を切り替えるクラッチ機構と、ステアリングハンドルと、前記ステアリングハンドルに取り付けられ、乗員による操作に応じて前記クラッチ機構を駆動するクラッチ操作子と、前記クラッチ機構の接続と切断の切り替えに応じて２つの制御モードを切り替える制御装置と、を備える。 In order to solve the above-described problems, an electric vehicle according to the present invention includes an electric motor, a battery that supplies electric power to the electric motor, a driving wheel to which a driving force of the electric motor is transmitted, and the driving wheel from the electric motor. A clutch mechanism that switches connection and disconnection of a driving force transmission path to the steering wheel, a steering handle, a clutch operator that is attached to the steering handle and drives the clutch mechanism in response to an operation by an occupant, and connection of the clutch mechanism And a control device that switches between two control modes in accordance with switching of cutting.
　本発明によると、クラッチ機構の接続と切断の切り替えに応じて２つの制御モードを切り替えられるので、クラッチ機構の切断状態における電動モータの回転速度の調整容易化を図ることが可能である。 According to the present invention, since the two control modes can be switched according to switching between connection and disconnection of the clutch mechanism, it is possible to easily adjust the rotation speed of the electric motor when the clutch mechanism is disconnected.
本発明の一実施形態に係る電動車両の側面図である。1 is a side view of an electric vehicle according to an embodiment of the present invention. 電動車両の要部を拡大した平面図である。It is the top view to which the principal part of the electric vehicle was expanded. 電動車両の要部を拡大した底面図である。It is the bottom view to which the principal part of the electric vehicle was expanded. 電動車両の要部を切断した断面図である。It is sectional drawing which cut | disconnected the principal part of the electric vehicle. クラッチ操作レバーの位置とクラッチ機構の状態の関係を表す模式図である。It is a schematic diagram showing the relationship between the position of a clutch operation lever, and the state of a clutch mechanism. クラッチ操作レバーの位置とクラッチ機構の状態の関係を表す模式図である。It is a schematic diagram showing the relationship between the position of a clutch operation lever, and the state of a clutch mechanism. クラッチ操作レバーの位置とクラッチ機構の状態の関係を表す模式図である。It is a schematic diagram showing the relationship between the position of a clutch operation lever, and the state of a clutch mechanism. クラッチ操作レバーの位置とクラッチ機構の状態とスイッチの切替点の関係を表すグラフである。It is a graph showing the relationship between the position of a clutch operation lever, the state of a clutch mechanism, and the switch switching point. 電動車両のシステム構成を示すブロック図である。It is a block diagram which shows the system configuration | structure of an electric vehicle. 電動車両の車両制御装置が実行する処理を示すブロック図である。It is a block diagram which shows the process which the vehicle control apparatus of an electric vehicle performs. 電動車両の車両制御装置が実行する処理を示すフローチャートである。It is a flowchart which shows the process which the vehicle control apparatus of an electric vehicle performs. 力行時における第１の制御例を示すグラフである。It is a graph which shows the 1st example of control at the time of power running. 力行時における第２の制御例を示すグラフである。It is a graph which shows the 2nd control example at the time of power running. 力行時における第３の制御例を示すグラフである。It is a graph which shows the 3rd control example at the time of power running. 回生時における第１の制御例を示すグラフである。It is a graph which shows the 1st control example at the time of regeneration. 回生時における第２の制御例を示すグラフである。It is a graph which shows the 2nd control example at the time of regeneration. 電動車両の車両制御装置が実行する処理を示すブロック図である。It is a block diagram which shows the process which the vehicle control apparatus of an electric vehicle performs. 変形例に係るシステム構成及び処理を示すブロック図である。It is a block diagram which shows the system configuration | structure and process which concern on a modification. クラッチアクチュエータの動作量とクラッチ機構の状態と判定ポイントの関係を表すグラフである。It is a graph showing the relationship between the operation amount of a clutch actuator, the state of a clutch mechanism, and a determination point.
　本発明の実施形態を、図面を参照しながら説明する。 Embodiments of the present invention will be described with reference to the drawings.
　図１は、本発明の一実施形態に係る電動車両１の側面図である。電動車両１は、例えば鞍乗型電動車両である。以下では、鞍乗型電動車両の一例としての電動二輪車について説明する。これに限定されず、電動車両１は、例えば不整地走行車両などの電動四輪車であってもよい。図１中に示される矢印Ｆは、電動車両１の前方を表している。また、以下の説明において、左方及び右方とは、前方を向いて電動車両１に跨がった乗員にとっての左方及び右方を指すものとする。 FIG. 1 is a side view of an electric vehicle 1 according to an embodiment of the present invention. The electric vehicle 1 is, for example, a saddle type electric vehicle. Hereinafter, an electric motorcycle as an example of a straddle-type electric vehicle will be described. However, the electric vehicle 1 may be an electric four-wheeled vehicle such as an uneven terrain vehicle. An arrow F shown in FIG. 1 represents the front of the electric vehicle 1. Moreover, in the following description, the left side and the right side refer to the left side and the right side for an occupant who faces the front and straddles the electric vehicle 1.
　電動車両１は、例えばモノコック形式の車体フレーム２を備えている。車体フレーム２の前部に設けられたヘッドパイプ２１には、フロントフォーク３が左右方向に回転可能に支持されている。フロントフォーク３の下部には前輪４が支持されており、フロントフォーク３の上部には操舵のためのステアリングハンドル５が設けられている。車体フレーム２の下部に設けられたピボット軸６には、スイングアーム７が上下方向に揺動可能に支持されている。スイングアーム７の後部には後輪８が支持されている。 The electric vehicle 1 includes, for example, a monocoque body frame 2. A front fork 3 is supported on the head pipe 21 provided at the front portion of the vehicle body frame 2 so as to be rotatable in the left-right direction. A front wheel 4 is supported at the lower part of the front fork 3, and a steering handle 5 for steering is provided at the upper part of the front fork 3. A swing arm 7 is supported on a pivot shaft 6 provided at a lower portion of the vehicle body frame 2 so as to be swingable in the vertical direction. A rear wheel 8 is supported at the rear of the swing arm 7.
　電動車両１は、後輪８を駆動する駆動力を発生する動力源としての電動モータ３１と、電動モータ３１に電力を供給するエネルギー源としてのバッテリ２３とを備えている。バッテリ２３としては、例えばリチウムイオン電池が好適である。電動モータ３１の駆動力は、減速機３３により減速されて出力軸３５に伝達され、出力軸３５からチェーン又はベルト等の伝達部材７２を介して後輪８に伝達される。 The electric vehicle 1 includes an electric motor 31 as a power source that generates a driving force for driving the rear wheels 8, and a battery 23 as an energy source that supplies electric power to the electric motor 31. As the battery 23, for example, a lithium ion battery is suitable. The driving force of the electric motor 31 is decelerated by the speed reducer 33 and transmitted to the output shaft 35, and is transmitted from the output shaft 35 to the rear wheel 8 via a transmission member 72 such as a chain or a belt.
　電動車両１は、電動モータ３１から後輪８への駆動力伝達経路の接続と切断を切り替えるクラッチ機構９を備えている。本実施形態では、クラッチ機構９は、電動モータ３１と同軸に設けられており、電動モータ３１が車両幅方向の中央に対して右方に配置され、クラッチ機構９が車両幅方向の中央に対して左方に配置されている。本実施形態では、クラッチ機構９は、例えば油圧式で多板式のクラッチ機構である。 The electric vehicle 1 includes a clutch mechanism 9 that switches connection and disconnection of a driving force transmission path from the electric motor 31 to the rear wheel 8. In the present embodiment, the clutch mechanism 9 is provided coaxially with the electric motor 31, the electric motor 31 is disposed on the right side with respect to the center in the vehicle width direction, and the clutch mechanism 9 is positioned with respect to the center in the vehicle width direction. It is arranged on the left side. In the present embodiment, the clutch mechanism 9 is, for example, a hydraulic and multi-plate clutch mechanism.
　電動車両１は、乗員による操作に応じてクラッチ機構９を駆動するクラッチ操作アッセンブリ５０を備えている。クラッチ操作アッセンブリ５０は、ステアリングハンドル５に取り付けられ、クラッチ機構９と機械的に連結されている。クラッチ操作アッセンブリ５０は、クラッチ操作子の一例としてのクラッチ操作レバー５２を含んでおり、ステアリングハンドル５の左端部に設けられたグリップ５１の近傍に配置されている。 The electric vehicle 1 includes a clutch operation assembly 50 that drives the clutch mechanism 9 in response to an operation by an occupant. The clutch operation assembly 50 is attached to the steering handle 5 and mechanically connected to the clutch mechanism 9. The clutch operation assembly 50 includes a clutch operation lever 52 as an example of a clutch operator, and is disposed in the vicinity of the grip 51 provided at the left end portion of the steering handle 5.
　本実施形態では、クラッチ機構９とクラッチ操作アッセンブリ５０のどちらも、車両幅方向の中央に対して左方に配置されている。また、本実施形態では、クラッチ操作アッセンブリ５０は、オイルホース９２を介してクラッチ機構９に接続されている。これに限られず、クラッチ操作アッセンブリ５０はワイヤーを介してクラッチ機構９に接続されてもよい。 In the present embodiment, both the clutch mechanism 9 and the clutch operation assembly 50 are arranged on the left side with respect to the center in the vehicle width direction. In the present embodiment, the clutch operation assembly 50 is connected to the clutch mechanism 9 via the oil hose 92. However, the clutch operation assembly 50 may be connected to the clutch mechanism 9 via a wire.
　バッテリ２３は、シート２９の下方に設けられたバッテリケース２０に収容されている。バッテリケース２０は、車体フレーム２の一部として構成されている。バッテリケース２０は、上方に向かって開放された箱状に形成されており、その上部には開閉可能なカバー２５が取り付けられている。シート２９が取り外され、カバー２５が開放されたときに、バッテリケース２０の内側にアクセス可能となる。 The battery 23 is accommodated in a battery case 20 provided below the seat 29. The battery case 20 is configured as a part of the vehicle body frame 2. The battery case 20 is formed in a box shape opened upward, and an openable / closable cover 25 is attached to the upper part thereof. When the seat 29 is removed and the cover 25 is opened, the inside of the battery case 20 can be accessed.
　本実施形態では、バッテリ２３は、バッテリケース２０から取り外された後に外部の充電器によって充電される。また、本実施形態では、複数のバッテリ２３がバッテリケース２０に収容されている。一つ当たりのバッテリ２３のサイズ及び重量は、人手での持ち運びに適したものとなるように設計されている。これにより、バッテリ２３の人手での持ち運びやすさと、電動車両１の走行に必要な出力及び容量の確保とを両立させている。 In the present embodiment, the battery 23 is charged by an external charger after being removed from the battery case 20. In the present embodiment, a plurality of batteries 23 are accommodated in the battery case 20. The size and weight of one battery 23 is designed to be suitable for carrying by hand. As a result, both the ease of carrying the battery 23 by hand and the securing of the output and capacity necessary for traveling of the electric vehicle 1 are compatible.
　バッテリケース２０の下方には、電動モータ３１、減速機３３及び出力軸３５を収容するモータケース３０が配置されている。モータケース３０には、バッテリ２３から電動モータ３１に供給される電力を制御するモータ駆動装置３９も収容されている。電動モータ３１はモータケース３０の前後方向の中央に位置しており、モータ駆動装置３９は電動モータ３１の前方に位置している。 Below the battery case 20, a motor case 30 that houses an electric motor 31, a speed reducer 33, and an output shaft 35 is disposed. The motor case 30 also houses a motor drive device 39 that controls the power supplied from the battery 23 to the electric motor 31. The electric motor 31 is located in the center of the motor case 30 in the front-rear direction, and the motor drive device 39 is located in front of the electric motor 31.
　モータ駆動装置３９は、バッテリ２３からの直流電力を交流電力に変換して電動モータ３１に供給するインバータと、インバータを制御するモータ制御装置（いわゆるＥＣＵ）とを含んでいる。 The motor drive device 39 includes an inverter that converts DC power from the battery 23 into AC power and supplies the AC power to the electric motor 31, and a motor control device (so-called ECU) that controls the inverter.
　モータケース３０は、上方に向かって開放された箱状に形成されており、バッテリケース２０の下端に連結されている。具体的には、モータケース３０の上縁は、バッテリケース２０の下縁に対応する形状を有しており、バッテリケース２０の下縁とモータケース３０の上縁とが互いに合わせられている。バッテリケース２０とモータケース３０は、例えばアルミニウム、鉄、マグネシウム又はそれらの合金などでできている。 The motor case 30 is formed in a box shape opened upward, and is connected to the lower end of the battery case 20. Specifically, the upper edge of the motor case 30 has a shape corresponding to the lower edge of the battery case 20, and the lower edge of the battery case 20 and the upper edge of the motor case 30 are aligned with each other. The battery case 20 and the motor case 30 are made of, for example, aluminum, iron, magnesium, or an alloy thereof.
　図２、図３及び図４は、電動車両１のステアリングハンドル５の左端部を拡大した平面図、底面図及び断面図である。図３では、乗員が手を離しているときのクラッチ操作レバー５２を実線で表し、乗員が手で握ったときのクラッチ操作レバー５２を二点鎖線で表している。図４は、図２中のＩＶ－ＩＶ線で切断したときの断面図である。 2, 3 and 4 are an enlarged plan view, bottom view and cross-sectional view of the left end portion of the steering handle 5 of the electric vehicle 1. FIG. In FIG. 3, the clutch operation lever 52 when the occupant releases his hand is indicated by a solid line, and the clutch operation lever 52 when the occupant holds the hand by a hand is indicated by a two-dot chain line. 4 is a cross-sectional view taken along line IV-IV in FIG.
　クラッチ操作アッセンブリ５０は、ホルダー５９によってステアリングハンドル５に取り付けられる本体部５３を備えており、本体部５３には、車両幅方向の外方に延びるクラッチ操作レバー５２が、回転中心部５３２を中心に回転可能に支持されている。クラッチ操作レバー５２は、車両幅方向の内方へ突出したスイッチ側作用部５２１と、ステアリングハンドル５の方向へ突出したオイル側作用部５７とを有している。 The clutch operation assembly 50 includes a main body 53 that is attached to the steering handle 5 by a holder 59, and a clutch operation lever 52 that extends outward in the vehicle width direction is centered on the rotation center 532. It is rotatably supported. The clutch operating lever 52 has a switch side action part 521 protruding inward in the vehicle width direction and an oil side action part 57 protruding in the direction of the steering handle 5.
　本体部５３には、車両幅方向の内方に延びるマスターシリンダ５４が設けられており、マスターシリンダ５４の上方には、オイル量を調整するためのリザーバータンク５５が一体的に設けられている。オイルで満たされたマスターシリンダ５４の内部には、車両幅方向に沿って移動可能なピストン５４１と、ピストン５４１を車両幅方向の外方へ押し出すスプリング５４３とが収容されている。 The main body 53 is provided with a master cylinder 54 extending inward in the vehicle width direction, and a reservoir tank 55 for adjusting the amount of oil is integrally provided above the master cylinder 54. The master cylinder 54 filled with oil accommodates a piston 541 that can move in the vehicle width direction and a spring 543 that pushes the piston 541 outward in the vehicle width direction.
　マスターシリンダ５４の車両幅方向の外方には、ピストン５４１を車両幅方向の内方へ押し出すためのプッシュロッド５４５が配置されており、プッシュロッド５４５は、クラッチ操作レバー５２のオイル側作用部５７に連結されている。マスターシリンダ５４の車両幅方向の内方の端部には、オイルホース９２が連結されている。 A push rod 545 for pushing the piston 541 inward in the vehicle width direction is disposed outside the master cylinder 54 in the vehicle width direction. The push rod 545 is an oil side action portion 57 of the clutch operation lever 52. It is connected to. An oil hose 92 is connected to the inner end of the master cylinder 54 in the vehicle width direction.
　乗員がクラッチ操作レバー５２を握ると、オイル側作用部５７がプッシュロッド５４５を介してピストン５４１を車両幅方向の内方へ押し出し、これにより、クラッチ機構９が駆動される。一方、乗員がクラッチ操作レバー５２を離すと、スプリング５４３がピストン５４１を車両幅方向の外方へ押し出し、これにより、クラッチ操作レバー５２がグリップ５１から離れた位置に戻される。 When the occupant grasps the clutch operation lever 52, the oil-side action portion 57 pushes the piston 541 inward in the vehicle width direction via the push rod 545, whereby the clutch mechanism 9 is driven. On the other hand, when the occupant releases the clutch operation lever 52, the spring 543 pushes the piston 541 outward in the vehicle width direction, thereby returning the clutch operation lever 52 to a position away from the grip 51.
　リザーバータンク５５は、ダイアフラム５５２、プレート５５４及びキャップ５５６によって覆われている。ダイアフラム５５２は、ネジ留めされたプレート５５４及びキャップ５５６によって下方に押し付けられており、リザーバータンク５５の内部のオイルに圧力を与えている。リザーバータンク５５の内部は、オイル通路５５ｂ，５５ｃを通じてマスターシリンダ５４の内部と繋がっている。 The reservoir tank 55 is covered with a diaphragm 552, a plate 554, and a cap 556. The diaphragm 552 is pressed downward by a screwed plate 554 and a cap 556 to apply pressure to the oil inside the reservoir tank 55. The inside of the reservoir tank 55 is connected to the inside of the master cylinder 54 through oil passages 55b and 55c.
　乗員がクラッチ操作レバー５２を離し、クラッチ操作レバー５２がグリップ５１から離れた位置に戻るときに、リザーバータンク５５はオイル量を調整する。具体的には、マスターシリンダ５４に収容されたピストン５４がオイル通路５５ｂよりも車両幅方向の外方まで移動したときに、リザーバータンク５５はオイル通路５５ｂを通じてマスターシリンダ５４にオイルを供給する、又はマスターシリンダ５４からオイルを回収する。 When the occupant releases the clutch operation lever 52 and the clutch operation lever 52 returns to a position away from the grip 51, the reservoir tank 55 adjusts the amount of oil. Specifically, when the piston 54 accommodated in the master cylinder 54 moves further outward in the vehicle width direction than the oil passage 55b, the reservoir tank 55 supplies oil to the master cylinder 54 through the oil passage 55b, or Oil is recovered from the master cylinder 54.
　クラッチ操作アッセンブリ５０は、クラッチ操作レバー５２の操作によりオンとオフが切り替わるスイッチ５８をさらに備えている。スイッチ５８は、操作検出器の一例であって、本実施形態では押しボタン５８２を備えるモーメンタリ動作方式のスイッチである。スイッチ５８は、本体部５３に取り付けられており、クラッチ操作レバー５２のスイッチ側作用部５２１によって押しボタン５８２が押されたり離されたりする。 The clutch operation assembly 50 further includes a switch 58 that is turned on and off by the operation of the clutch operation lever 52. The switch 58 is an example of an operation detector, and is a momentary operation type switch including a push button 582 in the present embodiment. The switch 58 is attached to the main body 53, and the push button 582 is pushed or released by the switch side action part 521 of the clutch operation lever 52.
　具体的には、乗員がクラッチ操作レバー５２を握ると、スイッチ側作用部５２１がスイッチ５８の押しボタン５８２から離れて、スイッチ５８はオフ信号を出力する。一方、乗員がクラッチ操作レバー５２を離し、クラッチ操作レバー５２がグリップ５１から離れた位置に戻るときに、スイッチ側作用部５２１がスイッチ５８の押しボタン５８２を押して、スイッチ５８はオン信号を出力する。 Specifically, when the occupant grips the clutch operation lever 52, the switch side action part 521 is separated from the push button 582 of the switch 58, and the switch 58 outputs an OFF signal. On the other hand, when the occupant releases the clutch operation lever 52 and the clutch operation lever 52 returns to a position away from the grip 51, the switch side action portion 521 presses the push button 582 of the switch 58, and the switch 58 outputs an ON signal. .
　このように、本実施形態のクラッチ操作アッセンブリ５０では、クラッチ操作レバー５２に設けられたオイル側作用部５７がクラッチ機構９を機械的に駆動する一方で、クラッチ操作レバー５２に設けられたスイッチ側作用部５２１によってクラッチ操作レバー５２の操作が電気的に検知される。なお、スイッチ５８に限られず、クラッチ操作レバー５２の操作量を検出可能な、例えばポテンショメータやポジションセンサ等のセンサが操作検出器として設けられてもよい。この場合、クラッチ操作レバー５２の操作量が所定の閾値を超えたか否かによってクラッチ操作レバー５２の操作の有無を検出すればよい。 As described above, in the clutch operation assembly 50 according to the present embodiment, the oil side action portion 57 provided in the clutch operation lever 52 mechanically drives the clutch mechanism 9, while the switch side provided in the clutch operation lever 52. The operation of the clutch operation lever 52 is electrically detected by the action part 521. Note that the sensor is not limited to the switch 58, and a sensor such as a potentiometer or a position sensor that can detect the operation amount of the clutch operation lever 52 may be provided as the operation detector. In this case, the presence or absence of the operation of the clutch operation lever 52 may be detected based on whether or not the operation amount of the clutch operation lever 52 exceeds a predetermined threshold value.
　図５、図６及び図７は、クラッチ操作レバー５２の位置とクラッチ機構９の状態の関係を表す模式図である。 5, 6 and 7 are schematic diagrams showing the relationship between the position of the clutch operating lever 52 and the state of the clutch mechanism 9. FIG.
　クラッチ機構９は、クラッチ操作アッセンブリ５０のマスターシリンダ５４にオイルホース９２を介して接続されたレリーズシリンダ９３を備えている。レリーズシリンダ９３に収容されたピストン９４はプッシュロッド９５の一端に連結されており、プッシュロッド９５の他端はプレッシャープレート９６に連結されている。プレッシャープレート９６は、プッシュロッド９５からクラッチプレート９８を引き離す方向の力を受け、スプリング９７からクラッチプレート９８を押し付ける方向の力を受ける。 The clutch mechanism 9 includes a release cylinder 93 connected to a master cylinder 54 of the clutch operation assembly 50 via an oil hose 92. The piston 94 accommodated in the release cylinder 93 is connected to one end of the push rod 95, and the other end of the push rod 95 is connected to the pressure plate 96. The pressure plate 96 receives a force in a direction in which the clutch plate 98 is pulled away from the push rod 95, and receives a force in a direction in which the clutch plate 98 is pressed from the spring 97.
　クラッチ操作アッセンブリ５０のマスターシリンダ５４内のピストン５４１は、（ａ）に示されるピストン５４１の先端がオイル通路５５ｂよりも基端方向に位置する第１の位置と、（ｂ）に示されるピストン５４１の先端がオイル通路５５ｂよりも先端方向に位置する第２の位置との間を移動可能に構成されている。ここで、先端方向と基端方向は、図２、図３及び図４の説明における車両幅方向の内方と外方にそれぞれ相当する。 The piston 541 in the master cylinder 54 of the clutch operation assembly 50 includes a first position where the tip of the piston 541 shown in (a) is located in the proximal direction with respect to the oil passage 55b, and a piston 541 shown in (b). Is configured to be movable between a second position positioned in the distal direction of the oil passage 55b. Here, the front end direction and the base end direction correspond to the inner side and the outer side in the vehicle width direction in the description of FIGS. 2, 3, and 4, respectively.
　乗員がクラッチ操作レバー５２を握り、マスターシリンダ５４内のピストン５４１が第２の位置に向けて押し込まれると、オイルホース９２を通じて伝達される油圧によりレリーズシリンダ９３内のピストン９４が押し出され、その結果、クラッチプレート９８が引き離されて、クラッチ機構９は切断状態となる。 When the occupant grips the clutch operating lever 52 and the piston 541 in the master cylinder 54 is pushed toward the second position, the piston 94 in the release cylinder 93 is pushed out by the hydraulic pressure transmitted through the oil hose 92, and as a result Then, the clutch plate 98 is pulled away, and the clutch mechanism 9 is in a disconnected state.
　乗員がクラッチ操作レバー５２を離すと、マスターシリンダ５４内のピストン５４１はスプリング５４３（図４を参照）によって第１の位置まで戻されると共に、レリーズシリンダ９３内のピストン９４もスプリング９７によって押し戻されて、クラッチ機構９は接続状態に戻る。 When the occupant releases the clutch operation lever 52, the piston 541 in the master cylinder 54 is returned to the first position by the spring 543 (see FIG. 4), and the piston 94 in the release cylinder 93 is also pushed back by the spring 97. The clutch mechanism 9 returns to the connected state.
　油圧式のクラッチ機構９を用いる場合、クラッチプレート９８が熱膨張したり摩耗しても、以下に説明するようなリザーバータンク５５の機能によって、クラッチ操作レバー５２の位置とクラッチ機構９の状態の関係が一定に保たれるという利点がある。図５は、クラッチプレート９８が熱膨張も摩耗もしていない新品時を表している。 When the hydraulic clutch mechanism 9 is used, even if the clutch plate 98 is thermally expanded or worn, the relationship between the position of the clutch operating lever 52 and the state of the clutch mechanism 9 depends on the function of the reservoir tank 55 as described below. Has the advantage of being kept constant. FIG. 5 shows a new state in which the clutch plate 98 is neither thermally expanded nor worn.
　図６は、クラッチプレート９８の熱膨張時を表している。クラッチプレート９８が熱膨張によって新品時よりも厚くなっている。このとき、スプリング９７が新品時よりも縮んだ状態となり、それに伴い、ピストン９４が新品時よりも押し出し方向にシフトするため、レリーズシリンダ９３内のオイル量は新品時よりも多くなる。しかしながら、マスターシリンダ５４のピストン５４１が第１の位置に戻るときに、オイル通路５５ｂを通じてリザーバータンク５５からマスターシリンダ５４にオイルが供給されるので、ピストン５４１及びクラッチ操作レバー５２の位置は変化しない。 FIG. 6 shows the thermal expansion of the clutch plate 98. The clutch plate 98 is thicker than the new one due to thermal expansion. At this time, the spring 97 is contracted more than when it is new, and accordingly, the piston 94 is shifted in the pushing direction as compared with when it is new, so that the amount of oil in the release cylinder 93 is larger than when it is new. However, since the oil is supplied from the reservoir tank 55 to the master cylinder 54 through the oil passage 55b when the piston 541 of the master cylinder 54 returns to the first position, the positions of the piston 541 and the clutch operation lever 52 do not change.
　図７は、クラッチプレート９８の摩耗時を表している。クラッチプレート９８が摩耗によって新品時よりも薄くなっている。このとき、スプリング９７が新品時よりも伸びた状態となり、それに伴い、ピストン９４が新品時よりも押し戻し方向にシフトするため、レリーズシリンダ９３内のオイル量は新品時よりも少なくなる。しかしながら、マスターシリンダ５４のピストン５４１が第１の位置に戻るときに、オイル通路５５ｂを通じてマスターシリンダ５４からリザーバータンク５５にオイルが回収されるので、ピストン５４１及びクラッチ操作レバー５２の位置は変化しない。 FIG. 7 shows when the clutch plate 98 is worn. The clutch plate 98 is thinner than the new one due to wear. At this time, the spring 97 is extended more than when it is new, and accordingly, the piston 94 is shifted in the pushing-back direction more than when it is new, so that the amount of oil in the release cylinder 93 is smaller than when it is new. However, when the piston 541 of the master cylinder 54 returns to the first position, oil is recovered from the master cylinder 54 to the reservoir tank 55 through the oil passage 55b, so that the positions of the piston 541 and the clutch operation lever 52 do not change.
　このように油圧式のクラッチ機構９では、クラッチ操作レバー５２の位置とクラッチ機構９の状態の関係が一定に保たれる。このため、操作検出器としてのスイッチ５８により検出されるクラッチ操作レバー５２の操作とクラッチ機構９の状態の関係も一定に保つことが可能である。 Thus, in the hydraulic clutch mechanism 9, the relationship between the position of the clutch operation lever 52 and the state of the clutch mechanism 9 is kept constant. For this reason, the relationship between the operation of the clutch operation lever 52 detected by the switch 58 as the operation detector and the state of the clutch mechanism 9 can be kept constant.
　すなわち、油圧式のクラッチ機構９では、クラッチプレート９８が熱膨張したり摩耗しても、クラッチ操作レバー５２の位置とクラッチ機構９の状態の関係が一定に保たれるため、スイッチ５８によって検出されるクラッチ操作レバー５２の位置に基づき後述の車両制御装置１０において把握されるクラッチ機構９の接続／切断状態を、実際のクラッチ機構９の接続／切断状態に合わせておくことが可能である。 In other words, in the hydraulic clutch mechanism 9, even if the clutch plate 98 is thermally expanded or worn, the relationship between the position of the clutch operating lever 52 and the state of the clutch mechanism 9 is kept constant, so that it is detected by the switch 58. The connection / disconnection state of the clutch mechanism 9 grasped by the vehicle control device 10 described later based on the position of the clutch operation lever 52 can be matched with the actual connection / disconnection state of the clutch mechanism 9.
　図８は、クラッチ操作レバー５２の位置とクラッチ機構９の状態とスイッチ５８の切替点の関係を表すグラフである。同グラフの横軸はクラッチ操作レバー５２の位置を表し、同グラフの縦軸はクラッチ機構９の状態を表している。スイッチ５８の切替点は、スイッチ５８のオンとオフが切り替わる点である。 FIG. 8 is a graph showing the relationship between the position of the clutch operating lever 52, the state of the clutch mechanism 9, and the switching point of the switch 58. The horizontal axis of the graph represents the position of the clutch operation lever 52, and the vertical axis of the graph represents the state of the clutch mechanism 9. The switch point of the switch 58 is a point where the switch 58 is switched on and off.
　クラッチ操作レバー５２がスイッチ５８の切替点よりも「握」の側（グリップ５１に近い側）にあるときは、スイッチ５８は操作が有ることを表すオフ信号を出力し、後述の車両制御装置１０はクラッチ機構９が切断状態であると把握する。クラッチ操作レバー５２がスイッチ５８の切替点よりも「離」の側（グリップ５１から遠い側）にあるときは、スイッチ５８は操作が無いことを表すオン信号を出力し、後述の車両制御装置１０はクラッチ機構９が接続状態であると把握する。 When the clutch operation lever 52 is on the “grip” side (the side closer to the grip 51) than the switching point of the switch 58, the switch 58 outputs an off signal indicating that there is an operation, and the vehicle control device 10 described later. Understands that the clutch mechanism 9 is disengaged. When the clutch operating lever 52 is on the “separated” side (the side far from the grip 51) from the switching point of the switch 58, the switch 58 outputs an ON signal indicating that there is no operation, and the vehicle control device 10 described later. Grasps that the clutch mechanism 9 is in the connected state.
　クラッチ機構９の状態には、駆動力を最大限伝達する接続状態と、駆動力を伝達しない切断状態との間に中間状態（いわゆる半クラッチ状態）が存在する。半クラッチ状態において、クラッチ機構９は電動モータ３１からの駆動力の一部を後輪８に伝達する。これらの状態に対応して、クラッチ操作レバー５２の位置は、接続状態に対応する接続対応範囲と、切断状態に対応する切断対応範囲と、半クラッチ状態に対応する半クラッチ対応範囲とに分けられる。 In the state of the clutch mechanism 9, there is an intermediate state (so-called half-clutch state) between a connected state where the driving force is transmitted to the maximum and a disconnected state where the driving force is not transmitted. In the half-clutch state, the clutch mechanism 9 transmits a part of the driving force from the electric motor 31 to the rear wheel 8. Corresponding to these states, the position of the clutch operating lever 52 is divided into a connection corresponding range corresponding to the connected state, a disconnect corresponding range corresponding to the disconnected state, and a half clutch corresponding range corresponding to the half clutch state. .
　スイッチ５８の切替点は、半クラッチ対応範囲にあることが好ましい。上述したように油圧式のクラッチ機構９では、クラッチプレート９８が熱膨張したり摩耗しても、クラッチ操作レバー５２の位置とクラッチ機構９の状態の関係が一定に保たれるため、スイッチ５８の切替点も変化することなく、半クラッチ対応範囲内に保たれる。なお、これに限られず、スイッチ５８の切替点は、例えば接続対応範囲のうちの半クラッチ対応範囲に近い部分に設定されてもよい。 The switching point of the switch 58 is preferably in the half-clutch compatible range. As described above, in the hydraulic clutch mechanism 9, the relationship between the position of the clutch operation lever 52 and the state of the clutch mechanism 9 is kept constant even when the clutch plate 98 is thermally expanded or worn. The switching point is also kept within the range corresponding to the half clutch without changing. However, the present invention is not limited to this, and the switching point of the switch 58 may be set, for example, in a portion close to the half-clutch compatible range in the connection compatible range.
　図９は、電動車両１のシステム構成を示すブロック図である。同図では、電動車両１で実現されるシステムのうち、以下に説明する本実施形態の制御に係る構成を主として図示している。電動車両１は、マイクロプロセッサと記憶装置１０ｂを含む車両制御装置１０を備えている。車両制御装置１０は、記憶装置１０ｂに格納されているプログラムをマイクロプロセッサが実行することによって、種々の車両制御を実現する。 FIG. 9 is a block diagram showing a system configuration of the electric vehicle 1. In the figure, among the systems realized by the electric vehicle 1, a configuration related to the control of the present embodiment described below is mainly illustrated. The electric vehicle 1 includes a vehicle control device 10 including a microprocessor and a storage device 10b. The vehicle control device 10 implements various vehicle controls by causing the microprocessor to execute a program stored in the storage device 10b.
　車両制御装置１０には、ステアリングハンドル５の右端部に設けられたアクセル操作子（不図示）の操作量に応じた信号を出力するアクセル操作センサ１１と、電動モータ３１の回転速度に応じた信号を出力するモータ回転速度センサ１２と、クラッチ操作レバー５２の操作を検知する上述のスイッチ５８とが接続されている。車両制御装置１０は、アクセル操作センサ１１等から取得する情報に基づいて電動モータ３１が出力すべきトルク値を算出し、算出したトルク値に応じた指令値（例えば電流指令値）を出力する。 The vehicle control device 10 includes an accelerator operation sensor 11 that outputs a signal corresponding to an operation amount of an accelerator operating element (not shown) provided at the right end of the steering handle 5, and a signal corresponding to the rotational speed of the electric motor 31. Is connected to the above-described switch 58 that detects the operation of the clutch operation lever 52. The vehicle control device 10 calculates a torque value to be output by the electric motor 31 based on information acquired from the accelerator operation sensor 11 and the like, and outputs a command value (for example, a current command value) corresponding to the calculated torque value.
　また、車両制御装置１０には、モータ駆動装置３９が接続されている。モータ駆動装置３９は、バッテリ２３からの直流電力を交流電力に変換して電動モータ３１に供給するインバータ３９１と、インバータ３９１を制御するモータ制御装置３９３とを含んでいる。モータ制御装置３９３は、指令値に応じた電流がインバータ３９１から電動モータ３１に供給されるようにインバータ３９１を制御する。さらに、車両制御装置１０には、電気信号を音声に変換して出力するスピーカー１３が接続されている。 Further, a motor drive device 39 is connected to the vehicle control device 10. The motor drive device 39 includes an inverter 391 that converts DC power from the battery 23 into AC power and supplies the AC power to the electric motor 31, and a motor control device 393 that controls the inverter 391. The motor control device 393 controls the inverter 391 so that a current corresponding to the command value is supplied from the inverter 391 to the electric motor 31. Furthermore, the vehicle control device 10 is connected to a speaker 13 that converts an electrical signal into sound and outputs the sound.
　図１０は、電動車両１の車両制御装置１０が実行する処理を示すブロック図である。車両制御装置１０は、例えば、クラッチ接続時用のトルク算出部１５ａと、クラッチ切断時用のトルク算出部１５ｂと、トルク算出部１５ａ，１５ｂから出力されるトルク値の一方をクラッチ操作レバー５２の操作の有無に応じて選択する切替部１６と、切替部１６から出力されるトルク値に応じた指令値を算出し、モータ駆動装置３９に出力する指令値算出部１７とを備えている。 FIG. 10 is a block diagram illustrating processing executed by the vehicle control device 10 of the electric vehicle 1. The vehicle control device 10, for example, selects one of the torque values output from the torque calculation unit 15 a for clutch engagement, the torque calculation unit 15 b for clutch disconnection, and the torque calculation units 15 a and 15 b of the clutch operation lever 52. A switching unit 16 that is selected according to the presence or absence of an operation, and a command value calculation unit 17 that calculates a command value according to a torque value output from the switching unit 16 and outputs the command value to the motor drive device 39 are provided.
　クラッチ接続時用のトルク算出部１５ａは、力行運転時には、アクセル操作センサ１１から入力されるアクセル操作量に基づいて電動モータ３１が出力すべきトルク値を算出する。例えば、記憶装置１０ｂに、アクセル操作量とトルク値を対応付ける制御マップが予め格納され、トルク算出部１５ａは制御マップを参照することで、アクセル操作量に対応するトルク値を取得する。また、トルク算出部１５ａは、アクセル操作量に加えて、モータ回転速度センサ１２から入力されるモータ回転速度に基づいて、電動モータ３１が出力すべきトルク値を算出してもよい。モータ回転速度に代えて、車速が用いられてもよい。また、トルク算出部１５ａは、回生運転時には、予め定められた回生のための負のトルク値を出力する。トルク算出部１５ａによるトルク値の算出は、第１の制御モードの一例であり、通常のトルク値の算出である。 The torque calculation unit 15a for clutch engagement calculates a torque value to be output by the electric motor 31 based on the accelerator operation amount input from the accelerator operation sensor 11 during powering operation. For example, a control map that associates an accelerator operation amount and a torque value is stored in the storage device 10b in advance, and the torque calculation unit 15a acquires a torque value corresponding to the accelerator operation amount by referring to the control map. The torque calculation unit 15a may calculate a torque value to be output by the electric motor 31 based on the motor rotation speed input from the motor rotation speed sensor 12 in addition to the accelerator operation amount. Vehicle speed may be used instead of the motor rotation speed. Moreover, the torque calculation part 15a outputs the negative torque value for predetermined regeneration at the time of regeneration operation. The calculation of the torque value by the torque calculation unit 15a is an example of the first control mode, and is a normal torque value calculation.
　クラッチ切断時用のトルク算出部１５ｂも、上記トルク算出部１５ａと同様にトルク値を算出するが、上記トルク算出部１５ａと比較して、力行運転時にはモータ回転速度の上昇を抑制するように、回生運転時にはモータ回転速度の下降を抑制するように、トルク値を算出する。トルク算出部１５ｂによるトルク値の算出は、第２の制御モードの一例である。トルク算出部１５ｂにより算出されるトルク値とそれに因るモータ回転速度の振る舞いについては、後述する。 The torque calculation unit 15b for clutch disengagement also calculates a torque value in the same manner as the torque calculation unit 15a, but compared with the torque calculation unit 15a, to suppress an increase in motor rotation speed during power running, During the regenerative operation, the torque value is calculated so as to suppress the decrease in the motor rotation speed. Calculation of the torque value by the torque calculation unit 15b is an example of a second control mode. The torque value calculated by the torque calculation unit 15b and the behavior of the motor rotation speed resulting therefrom will be described later.
　例えば、記憶装置１０ｂに、クラッチ接続時用の制御マップとクラッチ切断時用の制御マップとが個別に格納され、トルク算出部１５ａがクラッチ接続時用の制御マップを参照し、トルク算出部１５ｂがクラッチ切断時用の制御マップを参照してよい。また、例えば、予め定められた算定式を用いてトルク値を算出する場合において、クラッチ操作レバー５２の操作の有無に応じて当該算定式の係数を切替えることで、クラッチ接続時用のトルク値とクラッチ切断時用のトルク値を算出するようにしてもよい。また、例えば、上述したようなポテンショメータ等のクラッチ操作レバー５２の操作量（クラッチ操作量）を検出可能なセンサを用いる場合には、クラッチ機構９の接続／切断状態が切り替わる領域（例えば半クラッチ対応領域）において、クラッチ操作量に応じてトルク値を変化させてもよい。これによると、アクセル操作量とクラッチ操作量の双方に基づいてトルク値が算出されるので、クラッチ機構９の接続／切断状態の切り替えの円滑化を期待できる。 For example, a control map for clutch engagement and a control map for clutch disengagement are individually stored in the storage device 10b, the torque calculation unit 15a refers to the control map for clutch connection, and the torque calculation unit 15b You may refer to the control map for clutch disengagement. Further, for example, when calculating the torque value using a predetermined calculation formula, the torque value for clutch engagement can be obtained by switching the coefficient of the calculation formula according to whether or not the clutch operation lever 52 is operated. A torque value for clutch disengagement may be calculated. Further, for example, when a sensor capable of detecting the operation amount (clutch operation amount) of the clutch operation lever 52 such as the potentiometer described above is used, a region where the connection / disconnection state of the clutch mechanism 9 is switched (for example, half-clutch compatible). In the region), the torque value may be changed according to the clutch operation amount. According to this, since the torque value is calculated based on both the accelerator operation amount and the clutch operation amount, smooth switching of the connection / disconnection state of the clutch mechanism 9 can be expected.
　切替部１６は、トルク算出部１５ａ，１５ｂから出力されるトルク値の一方をクラッチ機構９の状態に応じて選択する。具体的には、切替部１６は、スイッチ５８からクラッチ操作レバー５２の操作が無いことを表すオン信号が入力されている間、クラッチ接続時用のトルク算出部１５ａからのトルク値を指令値算出部１７に出力する。一方、切替部１６は、スイッチ５８からクラッチ操作レバー５２の操作が有ることを表すオフ信号が入力されている間、クラッチ切断時用のトルク算出部１５ｂからのトルク値を指令値算出部１７に出力する。 The switching unit 16 selects one of the torque values output from the torque calculation units 15 a and 15 b according to the state of the clutch mechanism 9. Specifically, the switching unit 16 calculates the command value of the torque value from the torque calculating unit 15a for clutch connection while the ON signal indicating that the clutch operating lever 52 is not operated is input from the switch 58. To the unit 17. On the other hand, the switching unit 16 applies the torque value from the torque calculation unit 15b for clutch disengagement to the command value calculation unit 17 while the OFF signal indicating that the clutch operation lever 52 is operated is input from the switch 58. Output.
　図１１は、電動車両１の車両制御装置１０が実行する処理を示すフローチャートである。車両制御装置１０は、車両の走行中、同図に示される一連の処理を所定の制御周期で繰り返し実行する。 FIG. 11 is a flowchart showing processing executed by the vehicle control device 10 of the electric vehicle 1. The vehicle control device 10 repeatedly executes a series of processes shown in the figure at a predetermined control period while the vehicle is traveling.
　車両制御装置１０は、クラッチ操作レバー５２が操作されているか否か、すなわちスイッチ５８からの信号がオン信号であるかオフ信号であるかを判定する（Ｓ１１）。クラッチ操作レバー５２が操作されていない場合、すなわちスイッチ５８からオン信号が入力されている場合（Ｓ１１：ＮＯ）、車両制御装置１０は、アクセル操作センサ１１から入力されるアクセル操作量に応じたクラッチ接続時用の通常のトルク値を設定し（Ｓ１２）、設定したトルク値に対応する指令値をモータ駆動装置３９に出力する（Ｓ１３）。 The vehicle control device 10 determines whether or not the clutch operation lever 52 is operated, that is, whether the signal from the switch 58 is an on signal or an off signal (S11). When the clutch operation lever 52 is not operated, that is, when an ON signal is input from the switch 58 (S11: NO), the vehicle control device 10 performs a clutch corresponding to the accelerator operation amount input from the accelerator operation sensor 11. A normal torque value for connection is set (S12), and a command value corresponding to the set torque value is output to the motor drive device 39 (S13).
　クラッチ操作レバー５２が操作されている場合、すなわちスイッチ５８からオフ信号が入力されている場合（Ｓ１１：ＹＥＳ）、車両制御装置１０は、電動車両１が力行運転中であるか回生運転中であるかを判定する（Ｓ１４）。力行運転中である場合（Ｓ１４：ＹＥＳ）、車両制御装置１０は、モータ回転速度が上限値に到達しているか否かを判定し（Ｓ１５）、モータ回転速度が上限値に到達していない場合には（Ｓ１５：ＮＯ）、クラッチ接続時と同様に通常のトルク値を設定する（Ｓ１２）。 When the clutch operation lever 52 is operated, that is, when an OFF signal is input from the switch 58 (S11: YES), the vehicle control device 10 is in the power running operation or the regenerative operation. Is determined (S14). When the power running is being performed (S14: YES), the vehicle control device 10 determines whether or not the motor rotation speed has reached the upper limit value (S15), and the motor rotation speed has not reached the upper limit value. (S15: NO), a normal torque value is set in the same manner as when the clutch is engaged (S12).
　一方、モータ回転速度が上限値に到達している場合には（Ｓ１５：ＹＥＳ）、車両制御装置１０は、トルク値を０にし（Ｓ１６）、０であるトルク値に対応する指令値をモータ駆動装置３９に出力する（Ｓ１３）。これにより、力行運転中にクラッチ機構９が切断状態になったときのモータ回転速度の急激な上昇が抑制される。 On the other hand, when the motor rotation speed has reached the upper limit value (S15: YES), the vehicle control device 10 sets the torque value to 0 (S16) and drives the command value corresponding to the torque value of 0 to the motor. The data is output to the device 39 (S13). Thereby, a rapid increase in the motor rotation speed when the clutch mechanism 9 is in a disconnected state during the power running operation is suppressed.
　図１２は、Ｓ１５，Ｓ１６の制御を説明するグラフである。（ａ）は、時間とトルク値の関係を表すグラフであり、任意のアクセル操作量に応じてクラッチ切断時に設定されるトルク値を実線で示し、クラッチ接続時に設定されるトルク値を二点鎖線で示している。（ｂ）は、時間とモータ回転速度の関係を表すグラフであり、クラッチ切断時のモータ回転速度を実線で示し、クラッチ切断時にクラッチ接続時と同じ制御をした場合のモータ回転速度を二点鎖線で示している。 FIG. 12 is a graph for explaining the control of S15 and S16. (A) is a graph showing the relationship between time and torque value, the torque value set at the time of clutch disengagement according to an arbitrary accelerator operation amount is shown by a solid line, and the torque value set at the time of clutch connection is shown by a two-dot chain line Is shown. (B) is a graph showing the relationship between time and motor rotation speed, the motor rotation speed when the clutch is disengaged is shown by a solid line, and the motor rotation speed when the same control as when the clutch is engaged is disengaged when the clutch is disengaged Is shown.
　クラッチ切断時であっても、モータ回転速度が上限値未満である場合には、車両制御装置１０は、クラッチ接続時と同様の、アクセル操作量に応じた通常のトルク値を設定する。これにより、モータ回転速度は上昇する。モータ回転速度が上限値に到達した場合に、車両制御装置１０はトルク値を０に設定する。これにより、モータ回転速度は上限値近傍に留まり、モータ回転速度の急激な上昇が抑制される。モータ回転速度が上限値に到達した場合のトルク値は０に限られず、モータ回転速度が上限値近傍に維持されるように０に近い正の値としてもよいし、モータ回転速度を減少させるために負の値としてもよい。 Even when the clutch is disengaged, if the motor rotation speed is less than the upper limit value, the vehicle control device 10 sets a normal torque value corresponding to the accelerator operation amount, similar to when the clutch is engaged. As a result, the motor rotation speed increases. When the motor rotation speed reaches the upper limit value, the vehicle control device 10 sets the torque value to zero. Thereby, the motor rotation speed remains in the vicinity of the upper limit value, and a rapid increase in the motor rotation speed is suppressed. When the motor rotation speed reaches the upper limit value, the torque value is not limited to 0, and may be a positive value close to 0 so that the motor rotation speed is maintained near the upper limit value, or to reduce the motor rotation speed. It is good also as a negative value.
　電動車両１における電動モータ３１は、エンジン車両におけるエンジンと比較するとイナーシャが小さいため、力行運転中にクラッチ機構９が切断状態になるとモータ回転速度が急激に上昇しやすいが、本実施形態によれば、力行運転中にクラッチ機構９が切断状態になったときのモータ回転速度の急激な上昇を抑制し、モータ回転速度の調整を容易にすることが可能である。 Since the electric motor 31 in the electric vehicle 1 has a smaller inertia than the engine in the engine vehicle, if the clutch mechanism 9 is in a disconnected state during the power running operation, the motor rotation speed is likely to increase rapidly. In addition, it is possible to suppress a sudden increase in the motor rotation speed when the clutch mechanism 9 is in a disconnected state during the power running operation, and to easily adjust the motor rotation speed.
　力行運転中にクラッチ機構９が切断状態になったときのモータ回転速度の急激な上昇を抑制するための制御としては、図１２に示す制御例に限られず、以下に説明する図１３又は図１４に示す制御例が適用されてもよい。 Control for suppressing a rapid increase in the motor rotation speed when the clutch mechanism 9 is disconnected during the power running operation is not limited to the control example shown in FIG. 12, but will be described below with reference to FIG. 13 or FIG. The control example shown in FIG.
　図１３は、Ｓ１５，Ｓ１６の制御の変形例を説明するグラフである。（ａ）は、アクセル操作量とトルク値の関係を表すグラフであり、クラッチ切断時に設定されるトルク値を実線で示し、クラッチ接続時に設定されるトルク値を二点鎖線で示している。（ｂ）は、図１２の（ｂ）と同様のグラフである。 FIG. 13 is a graph illustrating a modified example of the control in S15 and S16. (A) is a graph showing the relationship between the accelerator operation amount and the torque value, where the torque value set when the clutch is disengaged is indicated by a solid line, and the torque value set when the clutch is engaged is indicated by a two-dot chain line. (B) is a graph similar to (b) of FIG.
　車両制御装置１０は、クラッチ切断時において任意のアクセル操作量に対応するトルク値を、クラッチ接続時よりも例えば半分程度に少なく設定する。例えば、クラッチ接続時に参照される制御マップには、（ａ）の二点鎖線で示されるアクセル操作量とトルク値の関係が記述される。一方、クラッチ切断時に参照される制御マップには、（ａ）の二点鎖線よりもアクセル操作量に対するトルク値の傾きが小さい、（ａ）の実線で示されるアクセル操作量とトルク値の関係が記述される。 The vehicle control device 10 sets a torque value corresponding to an arbitrary accelerator operation amount when the clutch is disengaged to, for example, about half that when the clutch is engaged. For example, the control map referred to when the clutch is engaged describes the relationship between the accelerator operation amount and the torque value indicated by the two-dot chain line in (a). On the other hand, in the control map referred to when the clutch is disengaged, the gradient of the torque value with respect to the accelerator operation amount is smaller than that of the two-dot chain line of (a), and the relationship between the accelerator operation amount and the torque value shown by the solid line of (a). Described.
　これにより、クラッチ切断時におけるモータ回転速度の時間上昇率が、クラッチ切断時にクラッチ接続時と同じ制御をした場合よりも小さくなり、モータ回転速度の急激な上昇が抑制される。このため、クラッチ機構９の切断状態におけるモータ回転速度の調整を容易にすることができる。 This makes the time increase rate of the motor rotation speed when the clutch is disengaged smaller than when the same control is performed when the clutch is disengaged when the clutch is disengaged, and a rapid increase in the motor rotation speed is suppressed. For this reason, it is possible to easily adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
　図１４は、Ｓ１５，Ｓ１６の制御の別の変形例を説明するグラフである。（ａ）及び（ｂ）は、図１２の（ａ）及び（ｂ）と同様のグラフである。なお、（ａ）では、クラッチ接続時のトルク値を表す二点鎖線と、クラッチ切断時のトルク値を表す実線は、説明のために正の領域において互いに離して描かれているが、実際は重なっているものとする。 FIG. 14 is a graph for explaining another modified example of the control of S15 and S16. (A) And (b) is the same graph as (a) and (b) of FIG. In (a), the two-dot chain line representing the torque value at the time of clutch engagement and the solid line representing the torque value at the time of clutch disengagement are drawn apart from each other in the positive region for explanation, but in reality they overlap. It shall be.
　クラッチ切断時において、車両制御装置１０は、クラッチ接続時と同様の、アクセル操作量に応じた通常の正のトルク値を設定するとともに、モータ回転速度を一時的に下降させるための負のトルク値を周期的に出現させる。負のトルク値が出現する期間は、正のトルク値が設定される期間と比べて短い。 When the clutch is disengaged, the vehicle control device 10 sets a normal positive torque value corresponding to the amount of accelerator operation, as in the clutch engagement, and a negative torque value for temporarily lowering the motor rotation speed. Appear periodically. The period in which the negative torque value appears is shorter than the period in which the positive torque value is set.
　これにより、クラッチ切断時にはモータ回転速度が上昇するものの周期的に下降するため、モータ回転速度の上昇は全体として、クラッチ切断時にクラッチ接続時と同じ制御をした場合よりも遅くなり、モータ回転速度の急激な上昇が抑制される。このため、クラッチ機構９の切断状態におけるモータ回転速度の調整を容易にすることができる。 As a result, the motor rotation speed increases at the time of clutch disconnection but periodically decreases, so the increase in motor rotation speed as a whole is slower than when the same control is performed at clutch disconnection as when the clutch is connected. Rapid rise is suppressed. For this reason, it is possible to easily adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
　図１１のフローチャートの説明に戻り、回生運転中である場合（Ｓ１４：ＮＯ）、車両制御装置１０は、回生のためのトルク値を制限し（Ｓ１７）、制限したトルク値に対応する指令値をモータ駆動装置３９に出力する（Ｓ１３）。これにより、回生運転中にクラッチ機構９が切断状態になったときのモータ回転速度の急激な下降が抑制される。 Returning to the description of the flowchart of FIG. 11, when the regenerative operation is being performed (S <b> 14: NO), the vehicle control device 10 limits the torque value for regeneration (S <b> 17) and sets a command value corresponding to the limited torque value. It outputs to the motor drive device 39 (S13). Thereby, the rapid fall of the motor rotational speed when the clutch mechanism 9 is in a disconnected state during the regenerative operation is suppressed.
　図１５は、Ｓ１７の制御を説明するグラフである。（ａ）は、時間とトルク値の関係を表すグラフであり、クラッチ切断時に設定される回生のためのトルク値を実線で示し、クラッチ接続時に設定される回生のためのトルク値を二点鎖線で示している。（ｂ）は、時間とモータ回転速度の関係を表すグラフであり、クラッチ切断時のモータ回転速度を実線で示し、クラッチ切断時にクラッチ接続時と同じ制御をした場合のモータ回転速度を二点鎖線で示している。 FIG. 15 is a graph illustrating the control in S17. (A) is a graph showing the relationship between time and torque value, the torque value for regeneration set at the time of clutch disconnection is shown by a solid line, and the torque value for regeneration set at the time of clutch engagement is shown by a two-dot chain line Is shown. (B) is a graph showing the relationship between time and motor rotation speed, the motor rotation speed when the clutch is disengaged is shown by a solid line, and the motor rotation speed when the same control as when the clutch is engaged is disengaged when the clutch is disengaged Is shown.
　車両制御装置１０は、クラッチ切断時に設定される回生のためのトルク値をクラッチ接続時よりも制限する。具体的には、車両制御装置１０は、クラッチ切断時に設定される回生のための負のトルク値を、クラッチ接続時に設定される回生のための負のトルク値よりも大きくする、すなわち絶対値を小さくする。これにより、クラッチ切断時におけるモータ回転速度の時間下降率が、クラッチ切断時にクラッチ接続時と同じ制御をした場合よりも小さくなり、モータ回転速度の急激な下降が抑制される。 The vehicle control device 10 restricts the torque value for regeneration set when the clutch is disengaged than when the clutch is engaged. Specifically, the vehicle control device 10 makes the negative torque value for regeneration set when the clutch is disengaged larger than the negative torque value for regeneration set when the clutch is engaged, that is, the absolute value is increased. Make it smaller. Thereby, the time decrease rate of the motor rotation speed at the time of clutch disconnection becomes smaller than when the same control as at the time of clutch engagement at the time of clutch disconnection is performed, and a rapid decrease in motor rotation speed is suppressed.
　電動車両１における電動モータ３１は、エンジン車両におけるエンジンと比較するとイナーシャが小さいため、回生運転中にクラッチ機構９が切断状態になるとモータ回転速度が急激に下降しやすいが、本実施形態によれば、回生運転中にクラッチ機構９が切断状態になったときのモータ回転速度の急激な下降を抑制し、モータ回転速度の調整を容易にすることが可能である。 Since the electric motor 31 in the electric vehicle 1 has a smaller inertia than the engine in the engine vehicle, if the clutch mechanism 9 is in a disconnected state during the regenerative operation, the motor rotation speed is likely to drop sharply. In addition, it is possible to suppress the sudden decrease in the motor rotation speed when the clutch mechanism 9 is in a disconnected state during the regenerative operation, and to easily adjust the motor rotation speed.
　図１６は、Ｓ１７の制御の変形例を説明するグラフである。（ａ）及び（ｂ）は、図１５の（ａ）及び（ｂ）と同様のグラフである。なお、（ａ）では、クラッチ接続時のトルク値を表す二点鎖線と、クラッチ切断時のトルク値を表す実線は、説明のために負の領域において互いに離して描かれているが、実際は重なっているものとする。 FIG. 16 is a graph illustrating a modified example of the control in S17. (A) And (b) is the same graph as (a) and (b) of FIG. In (a), the two-dot chain line representing the torque value at the time of clutch engagement and the solid line representing the torque value at the time of clutch disengagement are drawn apart from each other in the negative region for the sake of explanation, but they actually overlap. It shall be.
　クラッチ切断時において、車両制御装置１０は、クラッチ接続時と同様の、回生のための負のトルク値を設定するとともに、モータ回転速度の下降を一時的に止めるための０のトルク値を周期的に出現させる。０のトルク値が出現する期間は、負のトルク値が設定される期間と比べて短い。 When the clutch is disengaged, the vehicle control device 10 sets a negative torque value for regeneration similar to that when the clutch is engaged, and periodically sets a torque value of 0 to temporarily stop the decrease in the motor rotation speed. To appear. The period in which the torque value of 0 appears is shorter than the period in which the negative torque value is set.
　これにより、クラッチ切断時にはモータ回転速度が下降するものの周期的に下降が止められるため、モータ回転速度の下降は全体として、クラッチ切断時にクラッチ接続時と同じ制御をした場合よりも遅くなり、モータ回転速度の急激な下降が抑制される。このため、クラッチ機構９の切断状態におけるモータ回転速度の調整を容易にすることができる。 As a result, the motor rotation speed decreases when the clutch is disconnected, but the decrease is periodically stopped. Therefore, the decrease in the motor rotation speed as a whole is slower than when the same control is performed when the clutch is engaged when the clutch is disconnected. A sudden drop in speed is suppressed. For this reason, it is possible to easily adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
　図１７は、電動車両１の車両制御装置１０が実行する処理の変形例を示すブロック図である。車両制御装置１０は、例えば、クラッチ切断時用の音声生成部１８と、クラッチ操作レバー５２の操作中に音声生成部１８から出力される音声信号をスピーカー１３に出力する切替部１９とを備えている。 FIG. 17 is a block diagram showing a modification of the process executed by the vehicle control device 10 of the electric vehicle 1. The vehicle control device 10 includes, for example, an audio generation unit 18 for clutch disconnection, and a switching unit 19 that outputs an audio signal output from the audio generation unit 18 to the speaker 13 during operation of the clutch operation lever 52. Yes.
　具体的には、スイッチ５８からクラッチ操作レバー５２の操作が無いことを表すオン信号が入力されている間、切替部１９は音声生成部１８からの音声信号を遮断し、これによりスピーカー１３は音声を出力しない（第１の制御モードの一例）。一方、スイッチ５８からクラッチ操作レバー５２の操作が有ることを表すオフ信号が入力されている間、切替部１９は音声生成部１８からの音声信号を通過させ、これによりスピーカー１３は音声を出力する（第２の制御モードの一例）。このようにクラッチ操作レバー５２が操作されてクラッチ機構９が切断状態になったときにスピーカー１３から音声が出力されることで、乗員はモータ回転速度の急激な上昇又は下降が起こり得る状態にあることを認識できる。このため、クラッチ機構９の切断状態におけるモータ回転速度の調整がユーザにとって容易となる。 Specifically, while the ON signal indicating that the clutch operating lever 52 is not operated is input from the switch 58, the switching unit 19 blocks the audio signal from the audio generating unit 18, and thereby the speaker 13 performs audio. Is not output (an example of the first control mode). On the other hand, while an off signal indicating that the clutch operation lever 52 is operated is input from the switch 58, the switching unit 19 passes the audio signal from the audio generation unit 18, and the speaker 13 outputs audio. (Example of second control mode). When the clutch operating lever 52 is operated in this way and the clutch mechanism 9 is in a disconnected state, sound is output from the speaker 13, so that the occupant is in a state where the motor rotational speed can be rapidly increased or decreased. I can recognize that. For this reason, it is easy for the user to adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
　音声生成部１８は、モータ回転速度センサ１２から入力されるモータ回転速度に応じてスピーカー１３から出力される音声を変化させてもよい。例えば、音声生成部１８は、モータ回転速度が上昇するほどスピーカー１３から出力される音声の周波数が高くなるように音声信号を生成してよい。これによると、スピーカー１３から出力される音声がモータ回転速度に応じて変化することで、乗員はモータ回転速度の急激な上昇又は下降が起こり得る状態であることを認識できる上に、モータ回転速度を感覚的に把握することが可能である。このため、クラッチ機構９の切断状態におけるモータ回転速度の調整がユーザにとってより容易となる。 The sound generation unit 18 may change the sound output from the speaker 13 in accordance with the motor rotation speed input from the motor rotation speed sensor 12. For example, the sound generation unit 18 may generate the sound signal so that the frequency of the sound output from the speaker 13 increases as the motor rotation speed increases. According to this, since the sound output from the speaker 13 changes according to the motor rotation speed, the occupant can recognize that the motor rotation speed can be rapidly increased or decreased, and the motor rotation speed. Can be grasped sensuously. For this reason, it is easier for the user to adjust the motor rotation speed when the clutch mechanism 9 is disconnected.
　なお、これに限られず、クラッチ操作レバー５２が操作されていないときに所定の音声をスピーカー１３から出力する一方で、クラッチ操作レバー５２が操作されたときに当該音声とは異なる音声をスピーカー１３から出力してもよい。これによっても、乗員はモータ回転速度の急激な上昇又は下降が起こり得る状態にあることを認識できる。 Note that the present invention is not limited to this, and a predetermined sound is output from the speaker 13 when the clutch operation lever 52 is not operated, while a sound different from the sound is output from the speaker 13 when the clutch operation lever 52 is operated. It may be output. This also allows the occupant to recognize that the motor rotation speed can be rapidly increased or decreased.
　以上、本発明の実施形態について説明したが、本発明は上記実施形態に限定されるものではなく、種々の変形実施が当業者にとって可能であるのはもちろんである。 The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications may be made by those skilled in the art.
　以上に説明した例では、クラッチ操作レバー５２の操作の有無に応じて２つの制御モードを切り替える対象を電動モータ３１又はスピーカー１３としていたが、これに限られず、他の電動デバイスとしてもよい。対象となる他の電動デバイスとしては、クラッチ機構９の切断状態におけるモータ回転速度の調整の容易化を図ることに繋がるものであることが好ましい。 In the example described above, the electric motor 31 or the speaker 13 is the target for switching between the two control modes depending on whether or not the clutch operation lever 52 is operated. However, the present invention is not limited to this, and other electric devices may be used. As another electric device to be a target, it is preferable to facilitate adjustment of the motor rotation speed when the clutch mechanism 9 is disconnected.
　以上に説明した例では、クラッチ操作アッセンブリ５０とクラッチ機構９は、油圧又はワイヤーにより機械的に連結されている。このような機械的に連結されたクラッチ機構の方が、スポーティな走行やパワーユニットの小型化の観点からは有利である。これにより、クラッチ機構を切断状態にして電動モータの回転速度を上昇させた後にクラッチ機構を接続状態に切り替えたり、走行中にクラッチ機構の接続状態を微調整したりと、駆動輪に伝達される駆動力を乗員の意図に応じて調整し易くなる。 In the example described above, the clutch operation assembly 50 and the clutch mechanism 9 are mechanically connected by hydraulic pressure or wire. Such a mechanically coupled clutch mechanism is advantageous from the viewpoint of sporty running and downsizing of the power unit. As a result, the clutch mechanism is disengaged and the rotational speed of the electric motor is increased, and then the clutch mechanism is switched to the connected state, or the connection state of the clutch mechanism is finely adjusted during traveling, and transmitted to the drive wheels. It becomes easy to adjust the driving force according to the occupant's intention.
　これに限られず、クラッチ操作アッセンブリ５０とクラッチ機構９は、以下に説明する変形例のように電気的に連結されてもよい。 However, the present invention is not limited to this, and the clutch operation assembly 50 and the clutch mechanism 9 may be electrically connected as in a modification described below.
　図１８に示されるように、変形例に係る電動車両１は、車両制御装置１０からの指令に応じてクラッチ機構９を駆動するクラッチアクチュエータ９９を備えている。クラッチアクチュエータ９９は、例えば電動モータからなり、プッシュロッド９５を介してプレッシャープレート９６を軸方向に移動させて、プレッシャープレート９６とクラッチプレート９８を互いに押し付け又は引き離す。クラッチアクチュエータ９９は、例えば油圧モータ等のアクチュエータであってもよい。 As shown in FIG. 18, the electric vehicle 1 according to the modification includes a clutch actuator 99 that drives the clutch mechanism 9 in response to a command from the vehicle control device 10. The clutch actuator 99 is composed of, for example, an electric motor, and moves the pressure plate 96 in the axial direction via the push rod 95 to press or separate the pressure plate 96 and the clutch plate 98 from each other. The clutch actuator 99 may be an actuator such as a hydraulic motor.
　クラッチアクチュエータ９９には、クラッチアクチュエータ９９の動作量に応じた検出信号を車両制御装置１０に出力する動作量検出器１４が設けられている。車両制御装置１０は、動作量検出器１４からの検出信号に基づいてクラッチ機構９の状態を把握する。動作量検出器１４は、例えばロータリーエンコーダ又はポテンショメータであり、クラッチアクチュエータ９９としての電動モータの回転量に応じた検出信号を車両制御装置１０に出力する。 The clutch actuator 99 is provided with an operation amount detector 14 that outputs a detection signal corresponding to the operation amount of the clutch actuator 99 to the vehicle control device 10. The vehicle control device 10 grasps the state of the clutch mechanism 9 based on the detection signal from the operation amount detector 14. The operation amount detector 14 is a rotary encoder or a potentiometer, for example, and outputs a detection signal corresponding to the rotation amount of the electric motor as the clutch actuator 99 to the vehicle control device 10.
　図１９に示されるように、クラッチアクチュエータ９９の動作量はクラッチ機構９の状態に対応している。例えば、クラッチアクチュエータ９９の動作量の増加に伴ってクラッチ機構９の状態は接続状態から半クラッチ状態を経て切断状態に遷移し、クラッチアクチュエータ９９の動作量の減少に伴ってクラッチ機構９の状態は切断状態から半クラッチ状態を経て接続状態に遷移する。対応関係はこれと逆であってもよい。 As shown in FIG. 19, the operation amount of the clutch actuator 99 corresponds to the state of the clutch mechanism 9. For example, as the operation amount of the clutch actuator 99 increases, the state of the clutch mechanism 9 changes from a connected state to a disconnected state through a half-clutch state, and as the operation amount of the clutch actuator 99 decreases, the state of the clutch mechanism 9 changes. Transition from the disconnected state to the connected state through the half-clutch state. The correspondence relationship may be reversed.
　動作量検出器１４は、クラッチアクチュエータ９９の動作量を検出するセンサに限られず、例えばプレッシャープレート９６の付近に設けられ、プレッシャープレート９６の軸方向の位置を検出するセンサであってもよい。 The operation amount detector 14 is not limited to a sensor that detects the operation amount of the clutch actuator 99, and may be a sensor that is provided near the pressure plate 96 and detects the position of the pressure plate 96 in the axial direction, for example.
　車両制御装置１０は、上述のトルク算出部１５ａ，１５ｂ、切替部１６及び指令値算出部１７に加えて、駆動処理部７１と接続／切断判定部７３とを備えている。駆動処理部７１は、クラッチ操作レバー５２の操作を検知するスイッチ５８からのオン／オフ信号に応じてクラッチアクチュエータ９９に駆動信号を出力する。接続／切断判定部７３は、動作量検出器１４からの検出信号に基づいてクラッチ機構９が接続状態であるか切断状態であるかを判定し、判定結果を切替部１６に出力する。 The vehicle control device 10 includes a drive processing unit 71 and a connection / disconnection determination unit 73 in addition to the torque calculation units 15a and 15b, the switching unit 16, and the command value calculation unit 17 described above. The drive processing unit 71 outputs a drive signal to the clutch actuator 99 in response to an on / off signal from the switch 58 that detects the operation of the clutch operation lever 52. The connection / disconnection determination unit 73 determines whether the clutch mechanism 9 is in the connected state or the disconnected state based on the detection signal from the operation amount detector 14 and outputs the determination result to the switching unit 16.
　接続／切断判定部７３は、例えばクラッチアクチュエータ９９の動作量が予め定められた判定ポイントを上回ったときにクラッチ機構９が切断状態であると判定し、クラッチアクチュエータ９９の動作量が予め定められた判定ポイントを下回ったときにクラッチ機構９が接続状態であると判定する。図１９に示されるように、判定ポイントは、例えば半クラッチ対応範囲に設定される。これに限られず、判定ポイントは、例えば接続対応範囲のうちの半クラッチ対応範囲に近い部分に設定されてもよい。 The connection / disconnection determination unit 73 determines, for example, that the clutch mechanism 9 is in a disconnected state when the operation amount of the clutch actuator 99 exceeds a predetermined determination point, and the operation amount of the clutch actuator 99 is determined in advance. When it falls below the determination point, it is determined that the clutch mechanism 9 is in the connected state. As shown in FIG. 19, the determination point is set, for example, in a half-clutch corresponding range. The determination point is not limited to this, and the determination point may be set, for example, in a portion close to the half-clutch corresponding range in the connection corresponding range.
　切替部１６は、接続／切断判定部７３の判定結果に応じて、トルク算出部１５ａ，１５ｂから出力されるトルク値の一方を選択する（すなわち、制御モードを切り替える）。具体的には、切替部１６は、クラッチ機構９が接続状態であると判定されている間、クラッチ接続時用のトルク算出部１５ａからのトルク値を指令値算出部１７に出力する。一方、切替部１６は、クラッチ機構９が切断状態であると判定されている間、クラッチ切断時用のトルク算出部１５ｂからのトルク値を指令値算出部１７に出力する。 The switching unit 16 selects one of the torque values output from the torque calculation units 15a and 15b according to the determination result of the connection / disconnection determination unit 73 (that is, switches the control mode). Specifically, the switching unit 16 outputs the torque value from the torque calculation unit 15 a for clutch engagement to the command value calculation unit 17 while it is determined that the clutch mechanism 9 is in the connected state. On the other hand, while it is determined that the clutch mechanism 9 is in the disconnected state, the switching unit 16 outputs the torque value from the torque calculation unit 15 b for clutch disconnection to the command value calculation unit 17.
　切替部１６は、上述の実施形態と同様に、クラッチ操作レバー５２の操作を検知するスイッチ５８からのオン／オフ信号に応じて、又はクラッチ操作レバー５２の操作量を検出するセンサからの操作量を表す信号に応じて、トルク算出部１５ａ，１５ｂからのトルク値を切り替えてもよい。 As in the above-described embodiment, the switching unit 16 is operated according to an on / off signal from the switch 58 that detects the operation of the clutch operation lever 52 or an operation amount from a sensor that detects the operation amount of the clutch operation lever 52. The torque values from the torque calculation units 15a and 15b may be switched according to a signal representing
　なお、本変形例では、クラッチ操作レバー５２の操作をスイッチ５８により電気的に検知してクラッチアクチュエータ９９を駆動するが、クラッチアクチュエータ９９の応答性により、クラッチ操作レバー５２を操作してからクラッチ機構９の接続／切断状態が実際に切り替わるまでにタイムラグが発生する可能性がある。そこで、車両制御装置１０は、タイムラグの発生を見越して制御モードを切り替えてもよい。 In this modification, the operation of the clutch operating lever 52 is electrically detected by the switch 58 to drive the clutch actuator 99. However, the clutch mechanism 99 is operated after the clutch operating lever 52 is operated due to the response of the clutch actuator 99. There is a possibility that a time lag occurs until the connection / disconnection state of 9 is actually switched. Therefore, the vehicle control device 10 may switch the control mode in anticipation of the occurrence of a time lag.
　例えば、図１９に示される判定ポイントを、クラッチアクチュエータ９９の動作量が増加するとき、すなわちクラッチ機構９が接続状態から切断状態に切り替わるときには、動作量が比較的小さい側に設定してよい。例えば、クラッチアクチュエータ９９の動作量が増加するときの判定ポイントは、接続対応範囲、又は半クラッチ対応範囲の接続対応範囲に近い部分に設定されてよい。 For example, the determination point shown in FIG. 19 may be set to the side where the operation amount is relatively small when the operation amount of the clutch actuator 99 increases, that is, when the clutch mechanism 9 switches from the connected state to the disconnected state. For example, the determination point when the operation amount of the clutch actuator 99 increases may be set in a connection correspondence range or a portion close to the connection correspondence range of the half-clutch correspondence range.
　また、判定ポイントを、クラッチアクチュエータ９９の動作量が減少するとき、すなわちクラッチ機構９が切断状態から接続状態に切り替わるときには、動作量が比較的大きい側に設定してよい。例えば、クラッチアクチュエータ９９の動作量が減少するときの判定ポイントは、切断対応範囲、又は半クラッチ対応範囲の切断対応範囲に近い部分に設定されてよい。

  Further, the determination point may be set to a relatively large amount of operation when the operation amount of the clutch actuator 99 decreases, that is, when the clutch mechanism 9 switches from the disconnected state to the connected state. For example, the determination point when the operation amount of the clutch actuator 99 decreases may be set at a portion close to the disconnection-corresponding range or the disconnection-corresponding range of the half-clutch corresponding range.

Claims (14)

  1. 　電動モータと、
    　前記電動モータに電力を供給するバッテリと、
    　前記電動モータの駆動力が伝達される駆動輪と、
    　前記電動モータから前記駆動輪への駆動力伝達経路の接続と切断を切り替えるクラッチ機構と、
    　ステアリングハンドルと、
    　前記ステアリングハンドルに取り付けられ、乗員による操作に応じて前記クラッチ機構を駆動するクラッチ操作子と、
    　前記クラッチ機構の接続と切断の切り替えに応じて２つの制御モードを切り替える制御装置と、
    　を備える電動車両。     An electric motor;
    A battery for supplying power to the electric motor;
    Driving wheels to which the driving force of the electric motor is transmitted;
    A clutch mechanism for switching connection and disconnection of a driving force transmission path from the electric motor to the driving wheel;
    A steering handle,
    A clutch operator attached to the steering handle and driving the clutch mechanism in response to an operation by an occupant;
    A control device that switches between two control modes according to switching between connection and disconnection of the clutch mechanism;
    An electric vehicle comprising:
  2. 　前記クラッチ操作子の操作を検出する操作検出器をさらに備え、
    　前記制御装置は、前記クラッチ操作子の操作の有無により前記クラッチ機構の接続と切断の切り替えを判断する、
    　請求項１に記載の電動車両。     An operation detector for detecting operation of the clutch operator;
    The control device determines connection / disconnection switching of the clutch mechanism according to presence / absence of operation of the clutch operator.
    The electric vehicle according to claim 1.
  3. 　前記クラッチ機構と前記クラッチ操作子が機械的に連結される、
    　請求項１に記載の電動車両。     The clutch mechanism and the clutch operator are mechanically coupled;
    The electric vehicle according to claim 1.
  4. 　前記制御装置は、前記クラッチ機構の接続と切断の切り替えに応じて前記電動モータの２つの制御モードを切り替える、
    　請求項１に記載の電動車両。     The control device switches between two control modes of the electric motor according to switching between connection and disconnection of the clutch mechanism.
    The electric vehicle according to claim 1.
  5. 　前記制御装置は、前記クラッチ機構が接続状態である場合に第１の制御モードで前記電動モータを制御し、前記クラッチ機構が切断状態である場合に、前記第１の制御モードよりも力行時における前記電動モータの回転速度の上昇を抑制する第２の制御モードで前記電動モータを制御する、
    　請求項４に記載の電動車両。     The control device controls the electric motor in a first control mode when the clutch mechanism is in a connected state, and when the clutch mechanism is in a disconnected state during powering than in the first control mode. Controlling the electric motor in a second control mode for suppressing an increase in the rotational speed of the electric motor;
    The electric vehicle according to claim 4.
  6. 　前記制御装置は、前記クラッチ機構が接続状態である場合に第１の制御モードで前記電動モータを制御し、前記クラッチ機構が切断状態である場合に、前記第１の制御モードよりも回生時における前記電動モータの回転速度の下降を抑制する第２の制御モードで前記電動モータを制御する、
    　請求項４に記載の電動車両。     The control device controls the electric motor in a first control mode when the clutch mechanism is in a connected state, and is more regenerative than in the first control mode when the clutch mechanism is in a disconnected state. Controlling the electric motor in a second control mode for suppressing a decrease in the rotational speed of the electric motor;
    The electric vehicle according to claim 4.
  7. 　スピーカーをさらに備え、
    　前記制御装置は、前記クラッチ機構が接続状態である場合に前記スピーカーから出力する音と、前記クラッチ機構が切断状態である場合に前記スピーカーから出力する音と、を異ならせる、
    　請求項１に記載の電動車両。     A speaker,
    The control device makes the sound output from the speaker different when the clutch mechanism is in a connected state and the sound output from the speaker when the clutch mechanism is in a disconnected state.
    The electric vehicle according to claim 1.
  8. 　前記クラッチ機構は、油圧式のクラッチ機構であり、
    　前記ステアリングハンドルに取り付けられ、第１位置と第２位置の間を移動するピストンを内部に有するマスターシリンダと、
    　前記クラッチ機構と前記マスターシリンダを接続するオイルホースと、
    　前記マスターシリンダ内の前記ピストンが前記第１位置に移動するときにオイル量を調整するリザーバータンクと、
    　をさらに備え、
    　前記クラッチ操作子は、乗員による操作に応じて前記マスターシリンダ内の前記ピストンを前記第２位置に向けて押し出す、
    　請求項２に記載の電動車両。     The clutch mechanism is a hydraulic clutch mechanism,
    A master cylinder having a piston attached to the steering handle and moving between a first position and a second position;
    An oil hose connecting the clutch mechanism and the master cylinder;
    A reservoir tank that adjusts the amount of oil when the piston in the master cylinder moves to the first position;
    Further comprising
    The clutch operator pushes the piston in the master cylinder toward the second position in response to an operation by an occupant;
    The electric vehicle according to claim 2.
  9. 　前記制御装置は、前記操作検出器により検出される前記クラッチ操作子の位置が、前記クラッチ機構の接続に対応する範囲にある場合と、切断に対応する範囲にある場合とで、２つの制御モードを切り替える、
    　請求項８に記載の電動車両。     The control device has two control modes: a position of the clutch operator detected by the operation detector is in a range corresponding to the connection of the clutch mechanism and a position corresponding to disconnection. Switch
    The electric vehicle according to claim 8.
  10. 　前記操作検出器は、前記クラッチ操作子の操作によりオンとオフが切り替わるスイッチであり、
    　前記スイッチのオンとオフが切り替わる前記クラッチ操作子の位置は、前記クラッチ機構が前記電動モータからの駆動力の少なくとも一部を前記駆動輪に伝達する状態に対応する範囲にある、
    　請求項８に記載の電動車両。     The operation detector is a switch that is turned on and off by operation of the clutch operator,
    The position of the clutch operator where the switch is switched on and off is in a range corresponding to a state in which the clutch mechanism transmits at least part of the driving force from the electric motor to the driving wheel.
    The electric vehicle according to claim 8.
  11. 　前記スイッチのオンとオフが切り替わる前記クラッチ操作子の位置は、前記クラッチ機構の接続と切断の中間状態に対応する範囲にある、
    　請求項１０に記載の電動車両。     The position of the clutch operator where the switch is switched on and off is in a range corresponding to an intermediate state between connection and disconnection of the clutch mechanism.
    The electric vehicle according to claim 10.
  12. 　前記クラッチ機構は、多板式のクラッチ機構である、
    　請求項１に記載の電動車両。     The clutch mechanism is a multi-plate clutch mechanism.
    The electric vehicle according to claim 1.
  13. 　前記クラッチ機構、前記マスターシリンダ及び前記クラッチ操作子は、車両幅方向の中央に対して一方に配置される、
    　請求項１に記載の電動車両。     The clutch mechanism, the master cylinder, and the clutch operator are arranged on one side with respect to the center in the vehicle width direction.
    The electric vehicle according to claim 1.
  14. 　電動モータと、
    　前記電動モータに電力を供給するバッテリと、
    　前記電動モータの駆動力が伝達される駆動輪と、
    　前記電動モータから前記駆動輪への駆動力伝達経路の接続と切断を切り替える油圧式のクラッチ機構と、
    　ステアリングハンドルと、
    　前記ステアリングハンドルに取り付けられ、第１位置と第２位置の間を移動するピストンを内部に有するマスターシリンダと、
    　前記クラッチ機構と前記マスターシリンダを接続するオイルホースと、
    　前記マスターシリンダ内の前記ピストンが前記第１位置に移動するときにオイル量を調整するリザーバータンクと、
    　前記ステアリングハンドルに取り付けられ、乗員による操作に応じて前記マスターシリンダ内の前記ピストンを前記第２位置に向けて押し出すクラッチ操作子と、
    　前記クラッチ操作子の操作によりオンとオフが切り替わるスイッチと、
    　を備え、
    　前記スイッチのオンとオフが切り替わる前記クラッチ操作子の位置は、前記クラッチ機構が前記電動モータからの駆動力の少なくとも一部を前記駆動輪に伝達する状態に対応する範囲にある、
    　電動車両。

          An electric motor;
    A battery for supplying power to the electric motor;
    Driving wheels to which the driving force of the electric motor is transmitted;
    A hydraulic clutch mechanism that switches connection and disconnection of a driving force transmission path from the electric motor to the driving wheel;
    A steering handle,
    A master cylinder having a piston attached to the steering handle and moving between a first position and a second position;
    An oil hose connecting the clutch mechanism and the master cylinder;
    A reservoir tank that adjusts the amount of oil when the piston in the master cylinder moves to the first position;
    A clutch operator attached to the steering handle and for pushing the piston in the master cylinder toward the second position in response to an operation by an occupant;
    A switch that is switched on and off by operation of the clutch operator;
    With
    The position of the clutch operator where the switch is switched on and off is in a range corresponding to a state in which the clutch mechanism transmits at least part of the driving force from the electric motor to the driving wheel.
    Electric vehicle.

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WO2023188743A1 (en) * 2022-03-29 2023-10-05 本田技研工業株式会社 Method for controlling electric two-wheel vehicle

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