CN115315369A - Drive control device and vehicle - Google Patents

Abstract

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

Description

drive control device, vehicle

technical field

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

This application claims priority based on Japanese Patent Application No. 2020-054198 for which it applied to Japan on March 25, 2020, and uses the content here.

Background technique

Conventionally, in meshing portions of gears and various movable portions provided in a drive system of a vehicle, the occupant may feel the impact of mutual contact (collision) of components. Due to the gap formed between the components, this impact occurs when the components are engaged with each other from a state where the components are separated from each other by the gap at the time of starting, acceleration, deceleration, and the like.

On the other hand, for example, Patent Document 1 discloses a structure for preventing a backlash reduction shock from occurring at the time of starting in an electric vehicle in which an electric motor drives the rotation shaft of a drive wheel. This structure applies initial torque to the electric motor before the accelerator is operated at the time of starting, and performs anti-backlash of the drive system of the electric motor in advance, thereby preventing anti-backlash shock at the time of starting. In addition, Patent Document 1 discloses a configuration in which drive control of the electric motor is performed in the following cases to perform anti-backlash on the driving side. This is a case where the driving state in which the driving wheel is driven by the driving force of the electric motor changes to the driven state in which the electric motor is driven by the driving wheel. In addition, Patent Document 1 describes that the anti-backlash control is stopped when the rotating shaft rotates at a high speed.

prior art literature

patent documents

Patent Document 1: Japanese Patent No. 4747818

Contents of the invention

Summary of the invention

The problem to be solved by the invention

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

However, if it is necessary to eliminate backlash when switching between forward and reverse, and also when switching between reverse and stop, smooth operation cannot be performed.

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

Solution to the problem

The first aspect of the present invention relates to a drive control device (120) for a vehicle (1) that drives drive wheels (4a, 4b) to rotate through the drive force of a power unit (P) including a prime mover (30). A drive control device (120) characterized in that it is possible to select from a forward mode (M1) for moving the vehicle (1) forward in a state in which a predetermined mode selection condition is satisfied. The reverse mode (M2), the reverse mode (M2) includes: a reverse action (Mb), the vehicle (1) is reversed by the driving force of the power unit (P); a reverse preparatory action (Mp), when using When the vehicle (1) is stopped, an anti-backlash torque (T) in a rotation direction when the vehicle (1) travels backward is given to the drive wheels by the power unit (P). (4a, 4b); and a reverse preparation maintenance operation (Mw), switching between the backward and forwarding of the vehicle (1) when the mode selection condition is still established after transitioning to the state of the backward operation (Mb). At the time of stopping, in the state where the anti-backlash torque (T) is maintained, switching between the backward operation (Mb) is performed, and the forward mode (M1) is transferred to the reverse mode ( M2), performing the backing preparatory action (Mp), in the state of transitioning to the backing action (Mb), switching the backing and stopping of the vehicle (1) under the condition that the mode selection condition is still satisfied , the backward movement (Mb) and the backward preparation maintenance operation (Mw) are switched in the backward mode (M2) without going through the forward mode (M1).

The second aspect of the present invention is based on the above-mentioned first aspect, and is characterized in that, in the state of shifting to the reverse mode (M2), the vehicle (1) At the time of stopping, the state in which the above-mentioned retreat preparation operation (Mp) is performed is maintained.

The third solution of the present invention is based on the above-mentioned second solution, and is characterized in that, for the anti-backlash torque (T), the rotation speed of the prime mover (30) is in the preset first speed range Compared with the first torque (T1) at the time of (V1), the second torque ( The absolute value of T2) is set small.

The fourth aspect of the present invention is based on any one of the above-mentioned first to third aspects, and is characterized in that, in the state of shifting to the fallback mode (M2), when the mode selection condition is not satisfied, the Forward mode (M1) transfer described above.

The fifth solution of the present invention is based on the above fourth solution, characterized in that the forward mode (M1) includes: a forward action (Mf), the vehicle (1 ) forward; and a forward preparatory action (Ma), in which the vehicle (1) is stopped and the power unit (P) is used to cancel the rotation direction when the vehicle (1) is moving forward. Backlash torque (T) is applied to the drive wheels (4a, 4b), and in the state of shifting to the reverse mode (M2), when the mode selection condition is not established, the forward preparation action (Ma) transfer.

The sixth solution of the present invention is based on any one of the above-mentioned first to fifth solutions, and is characterized in that, after shifting from the backward mode (M2) to the forward mode (M1) When the mode (M2) transitions, the above-mentioned retreat preparation operation (Mp) is performed again.

The seventh aspect of the present invention is based on any one of the above-mentioned first to sixth aspects, characterized in that the mode selection condition includes that the rotational speed of the prime mover (30) is below a preset stop determination value.

The eighth aspect of the present invention is based on any one of the above-mentioned first to seventh aspects, characterized in that the drive control device (120) has an accelerator (110) for adjusting the torque of the prime mover (30) , the mode selection condition includes that the opening of the accelerator (110) is fully closed.

The ninth aspect of the present invention is based on any one of the above-mentioned first to eighth aspects, characterized in that the backlash preparation action (Mp) imparts the anti-backlash torque (T) for a predetermined duration, The duration varies according to the rotational speed of the prime mover (30).

The tenth aspect of the present invention is based on the aforementioned ninth aspect, characterized in that the duration is shortened when the rotational speed of the prime mover (30) becomes higher.

An eleventh aspect of the present invention provides a vehicle (1), characterized in that it is provided with the drive control device (120) described in any one of the above-mentioned first to tenth aspects.

Invention effect

According to the above-mentioned first aspect, when the mode selection condition is satisfied, switching between start (reverse) and stop after the reverse mode is selected is performed as follows. That is, it does not go through the forward mode, but is performed between the backward movement in the reverse mode and the backward preparation maintenance operation. That is, at the time of stopping in the state where the reverse mode is selected, the state in which the backlash is eliminated is maintained without shifting to the forward mode. Therefore, it is not necessary to redo the anti-backlash operation (backlash preparation operation) of the engine at the time of restarting. Therefore, at the time of starting and stopping after the reverse mode is selected, the time lag until the restart can be suppressed, and the response of the reverse mode can be improved.

According to the above-mentioned second aspect, after the reverse mode is selected, the state in which the anti-backlash operation of the engine (reverse preparatory operation) is performed is maintained at the time of stop when the mode selection condition is still satisfied. Thereby, the time lag until the restart can be suppressed, and the shock at the restart can be reliably suppressed when starting and stopping after the reverse mode is selected.

According to the above third aspect, in the reverse mode, when the rotation speed of the prime mover is on the high side, that is, when the reverse speed of the vehicle is high, the absolute value of the anti-backlash torque in the reverse direction is set to be small. Thereby, it is possible to suppress the feeling of lost motion due to the driving force of the power unit when the backward speed of the vehicle is high.

According to the above-mentioned fourth aspect, if the mode selection condition is not satisfied, the forward mode is returned directly, so no specific release operation or control is required. Thereby, the user's operation load can be reduced.

According to the above-mentioned fifth aspect, when shifting from the reverse mode to the forward mode, the forward preparatory motion is not directly shifted to the forward motion. Thereby, backlash in the advancing direction can be reliably performed, and the shock at the time of advancing can be reliably suppressed.

According to the sixth aspect described above, when the forward mode is shifted to the reverse mode again, the backlash elimination in the reverse direction is reliably performed by the reverse preparatory operation. Thereby, it is possible to reliably suppress the shock at the time of backing up.

According to the above-mentioned seventh aspect, when the rotational speed of the prime mover is equal to or less than the predetermined value, the mode is shifted to the reverse mode, and thus the following effects are obtained. That is, it is possible to shift to the reverse mode while ensuring a state where a large torque in the forward direction is not applied. Accordingly, it is possible to reliably suppress the shock at the time of switching the reverse mode.

According to the above-mentioned eighth aspect, when the accelerator opening is fully closed, the mode is shifted to the reverse mode, so that the following effects are provided. That is, it is possible to shift to the reverse mode while ensuring a state where a large torque in the forward direction is not applied. Accordingly, it is possible to reliably suppress the shock at the time of switching the reverse mode.

According to the ninth aspect described above, the duration of the anti-backlash torque application in the reverse preparation operation is changed in accordance with the rotational speed of the prime mover. For example, when the rotational speed of the prime mover in the reverse direction is high, the duration of the anti-backlash torque is shortened. Accordingly, in a state where the vehicle has already reversed due to the operation of the user or the inclination of the road surface, etc., the reverse operation can be quickly performed, and the response can be improved.

According to the above tenth aspect, when the rotational speed of the prime mover in the reverse direction is high, the duration of the anti-backlash torque is shortened. Accordingly, in a state where the vehicle has already reversed due to the operation of the user or the inclination of the road surface, etc., the reverse operation can be quickly performed, and the response can be improved.

According to the eleventh aspect described above, by providing the drive control device as described above, in the vehicle driven by the power unit, it is possible to suppress the time lag until the start of the vehicle and improve the response.

Description of drawings

FIG. 1 is a left side view of a vehicle according to the embodiment of the present invention.

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

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

FIG. 4 is a diagram showing a state transition of a running mode based on the control in the drive control device.

FIG. 5 is a map showing an example of map information used in the control of the drive control device.

FIG. 6 is a map showing an example of another map information used in the control of the drive control device.

Detailed ways

Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that directions such as front, rear, left, and right in the following description are the same as directions in the vehicle described below unless otherwise specified. In addition, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upward direction of the vehicle are shown at appropriate positions in the drawings used in the following description.

As shown in FIGS. 1 and 2 , an electric vehicle (vehicle) 1 according to the present embodiment supports a front wheel 2 serving as a steering wheel on a front vehicle body (vehicle front structure) 3 . The electric vehicle 1 supports a pair of left and right rear wheels (drive wheels) 4 a and 4 b as drive wheels on a rear vehicle body (vehicle rear structure) 5 . The electric vehicle 1 can swing left and right (roll movement) with respect to a rear body (non-swing side body) 5 on which an occupant sits, a front body (swing side body) 3 on which the left and right rear wheels 4a, 4b are grounded. The electric vehicle 1 is configured as a swing-type electric tricycle. The electric vehicle 1 according to the present embodiment is capable of traveling forward of the vehicle, and capable of traveling backward (reverse) of the vehicle rear.

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

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

Referring to FIG. 1 , the front body 3 includes a front body frame 11 . The front body frame 11 includes: a single front frame 14 that extends downward from the rear side of the head pipe 12 and then bends rearward; extending rearward; and a pair of left and right rear frames 16 bent and extended obliquely rearward and upward from the rear ends of the left and right lower frames 15 . A front wheel suspension device (for example, a telescopic front fork) 13 is supported on the head pipe 12 so as to be steerable. The front wheel 2 is supported by the lower end portion of the front wheel suspension device 13 .

A lower horizontal frame (not shown) is disposed between the lower portions of the left and right rear frames 16 . The front structure body 50F of the rotation mechanism 50 is fixedly supported by the lower horizontal frame.

When the electric vehicle 1 is turning, the front body 3 swings (tilts) in the turning direction via the turning mechanism 50 with respect to the rear body 5 with the left and right rear wheels 4 a , 4 b in contact with the road surface. As a result, the front body 3 causes the front wheels 2 serving as steered wheels to generate a steering angle.

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

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

The front end portion of the swing unit 40 is supported by the rear end portion of the rear structure 50R of the rotation mechanism 50 . The front end portion of the swing unit 40 is supported so as to be able to swing up and down via a swing shaft (pivot) 41 that extends (extends) in the left-right direction. The rear end portion of the swing unit 40 is connected to and supported by the upper rear portion of the rear body frame 21 via left and right rear shock absorbers (not shown). Including these swing units 40 , left and right rear shock absorbers (not shown), and the rear body frame 21 , a rear wheel suspension device (rear suspension) is formed in the rear body 5 .

The entire rear body 5 including the rear body frame 21 is covered with a rear body cover 70 . The rear body cover 70 includes: a front wall portion 71 forming an inclined front surface substantially parallel to the second rear frame 22; an upper wall portion 72 extending substantially horizontally rearward from an upper end portion of the front wall portion 71; and a rear stopper. The mud plate 74 covers the top of the left and right rear wheels 4a, 4b. The upper wall portion 72 constitutes a shelf 75 on the upper surface of the rear body 5 together with the rear upper frame 23 and the like. The front wall portion 71 is substantially parallel to the rear inclined portion 94 a of the front body 3 . The front wall portion 71 is disposed with a gap set between the rear inclined portion 94a and the rear inclined portion 94a so as not to interfere with the rear inclined portion 94a during relative swing of the front and rear vehicle bodies 3 and 5 .

As shown in FIG. 2, the swing unit 40 is arranged between the left and right rear wheels 4a, 4b. The swing unit 40 is configured to extend from the swing shaft 41 to the rear wheel axle 42 in a side view. The swing unit 40 is arranged such that its longitudinal direction faces the front-rear direction.

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

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

Inside the front portion of the power unit P is provided a parking lock mechanism 80 that locks the left and right rear wheels 4a, 4b from rotating when parking on a slope or the like.

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

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

In the right protruding portion of the rotary shaft 45, a pinion gear 54 is provided at a position between both bearings 53a, 53b. As the pinion gear 54, for example, a helical gear is used.

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

The rear wheel axle 42 is provided behind the vehicle with respect to the rotary shaft 45 and the counter shaft 47 .

The rear axle 42 is coaxial with each other and includes a right axle 42R and a left axle 42L separately. The left axle 42L is rotatably supported on the left side of the unit case 43 via a bearing 59L. The central portion of the left rear wheel 4a is supported by the left end portion of the left axle 42L so as to be integrally rotatable. The right axle 42R is rotatably supported on the right side of the unit case 43 via a bearing 59R. The central portion of the right rear wheel 4b is supported by the right end portion of the right axle 42R so as to be integrally rotatable.

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

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

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

The electric motor 30 of the above-mentioned power unit P is driven by the electric power of the battery 100 shown in FIG. 1 . The electric motor 30 is driven at a variable speed by, for example, VVVF (variable voltage variable frequency) control. The electric motor 30 is controlled to change speed as if having a continuously variable transmission, but is not limited thereto, and may be controlled to change speed as if having a stepless transmission. The battery 100 is provided, for example, under the seat 7 of the front body 3 .

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

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

Mode selection unit 111 accepts an operation input from the occupant in order to switch the driving mode of electric vehicle 1 . As shown in FIG. 4 , in this embodiment, the driving modes of the electric vehicle 1 include a forward mode M1 in which the electric vehicle 1 travels forward (forward) and a reverse mode M2 in which the electric vehicle 1 travels backward (reverse).

The forward mode M1 includes a forward motion Mf and a forward preparation motion Ma. The forward motion Mf moves the electric vehicle 1 forward using the driving force of the electric motor 30 . The forward preparatory operation Ma applies the driving force of the electric motor 30 to the rear wheels 4a, 4b with the electric vehicle 1 at a standstill, giving backlash reduction torque in the rotational direction when the electric vehicle 1 travels forward.

The backward movement mode M2 includes a backward movement Mb and a backward preparation movement Mp. The reverse operation Mb causes the electric vehicle 1 to reverse using the driving force of the electric motor 30 . In the reverse preparatory operation Mp, with the electric vehicle 1 stopped, the driving force of the electric motor 30 is used to impart anti-backlash torque in the rotational direction when the electric vehicle 1 travels backward to the rear wheels 4a, 4b.

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

The mode selection unit 111 includes two operating elements 112 and 113 operated by the occupant. One operating element 112 is, for example, a start switch (indicated as “START” in FIG. 4 ) provided on the right side of the operating handle 6 . The other operating element 113 is a reverse switch (indicated as “REVERSE” in FIG. 4 ) provided on the left side of the operating handle 6 .

Each operation element 112 , 113 outputs an ON signal to the control unit 124 when the occupant operates (for example, presses down). The occupant can select the running mode of the electric vehicle 1 by performing predetermined operations on the two operation elements 112 and 113 . The operation of the two operating elements 112, 113 is included in the mode selection condition. The mode selection conditions are a condition that a motor stop determination is made, a condition that the accelerator is fully closed, and a condition that at least one of the two operation elements 112 and 113 is operated.

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

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

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

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

The mapping information Im in FIG. 5 is the mapping information Im1 when performing the retreat preparation maintenance operation Mw or the retreat preparation operation Mp in the retreat mode M2. The map information Im1 indicates the correlation between the rotational speed of the electric motor 30 and the torque generated by the electric motor 30 . The mapping information Im in FIG. 6 is the mapping information Im2 when transitioning from the retreat preparation action Mp to the retreat action Mb. The map information Im2 indicates the correlation between the execution time of the reverse preparatory operation Mp (standby time until the transition to the reverse operation Mb) and the rotational speed of the electric motor 30 .

The control unit 124 selects a running mode in accordance with the satisfaction of the mode selection condition. The control unit 124 controls (adjusts) the driving force of the electric motor 30 according to the opening degree of the accelerator grip 110 when the forward mode M1 is selected. When the reverse mode M2 is selected, the control unit 124 performs the following control regardless of the opening degree of the accelerator grip 110 , for example. That is, the vehicle speed is gradually increased to a predetermined upper limit speed while the two manipulation elements 112 and 113 are being turned ON.

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

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

When the opening degree of the accelerator grip 110 obtained from the accelerator opening degree sensor 121 is the fully closed state during the forward motion Mf, the control unit 124 transitions to the forward ready state Ma (arrow F1 in FIG. 4 ). The control unit 124 performs the following control in the advance preparation state Ma. That is, while the electric vehicle 1 is kept at a standstill, the electric motor 30 (power unit P) applies a slight torque to the direction (forward rotation direction) in which the rear wheels 4a, 4b are rotated when the electric vehicle 1 is driven forward. (Anti-backlash torque).

The anti-backlash torque is set to such an extent that the backlash between gears and the like of the drive system in the power unit P is eliminated without increasing (not accelerating) the running speed of the electric powered vehicle 1 . The absolute value of the anti-backlash torque is larger than the absolute value of the minimum torque Tmin for eliminating backlash (anti-backlash) in the power transmission path of the power unit P. Thereby, when the opening degree of the accelerator grip 110 is increased from the forward preparation state Ma (arrow F2 in FIG. 4 ), it is possible to suppress the shock generated by the gears colliding with each other in the drive system.

The control unit 124 can shift to the reverse mode M2 when the electric vehicle 1 is in the stopped state (advance preparation state Ma) in the forward mode M1. The forward preparation state Ma corresponds to a state where the electric motor 30 is stopped (for example, the rotation speed is equal to or less than a predetermined reference rotation speed (for example, 50 rpm)) and the accelerator grip 110 is in the fully closed state. The control unit 124 performs the following control when one of the operation elements 112 and 113 of the mode selection unit 111 is in the ON state in the advance preparation state Ma. That is, the transition to the reverse mode M2 and the transition to the reverse pre-standby Mr are permitted (arrow F3 in FIG. 4 ). The control unit 124 still maintains the motor stop determination and the fully closed state of the accelerator under the reverse pre-standby Mr, and returns to the forward preparation state Ma (arrow F4 in FIG.

After shifting to the reverse pre-standby Mr, when both the operation elements 112 and 113 are in the ON state, the control unit 124 transitions from the reverse pre-standby Mr to the reverse preparatory operation Mp (arrow F5 in FIG. 4 ). In the reverse preparation operation Mp, the control unit 124 applies a slight torque (anti-backlash torque) in the direction (reverse direction) to rotate the rear wheels 4a, 4b when the electric vehicle 1 is driven backward. In the forward preparation state Ma, when both the operation elements 112 and 113 of the mode selection unit 111 are in the ON state, the control unit 124 can directly transfer to the backward preparation operation Mp.

In the backward preparation operation Mp, when the ON state of both the operation elements 112 and 113 continues for a predetermined time (for example, 0.2 sec), the control unit 124 shifts to the backward operation Mb (arrow F6 in FIG. 4 ). In the backward movement Mb, the control unit 124 gradually increases the vehicle speed up to a predetermined upper limit speed while the two operation elements 112 and 113 are being turned ON. At this time, since the backlash of the drive system is eliminated by application of the anti-backlash torque, the following effects are provided. That is, at the time of switching to the backward movement Mb and at the time of acceleration in the backward direction, it is possible to suppress the impact caused by the gears colliding with each other in the drive system.

Here, at the time of switching from the backward preparation operation Mp to the backward operation Mb, the time Tk for continuing the backward preparation operation Mp is set based on the map information Im2 shown in FIG. 6 . As shown in FIG. 6 , the time Tk for continuing the reverse preparatory operation Mp is set to vary according to the rotation speed of the electric motor 30 . In this map information Im2 , it is set to shorten the time during which the reverse preparatory operation Mp continues as the rotation speed of the electric motor 30 increases. Thus, when the traveling mode is switched to the reverse preparation operation Mp, for example, when the reverse speed is greater than or equal to a predetermined level due to the influence of the slope of the road surface or the occupant kicking the road surface, the following effects are provided. That is, it is possible to immediately switch to the backward movement Mb by shortening the backward preparation movement Mp.

In addition, when the occupant releases either one of the operation elements 112 and 113 to turn it into an OFF state during the reverse-back preparation operation Mp, the control unit 124 performs the following control. That is, the running mode is shifted to a reverse preparation maintenance operation Mw described later (arrow F7 in FIG. 4 ). The back preparation maintenance operation Mw is a control that transitions even when either one of the operation elements 112 and 113 is in the OFF state during the back movement Mb.

When the occupant releases one of the operating elements 112 and 113 to turn it off, the control unit 124 transitions from the backward movement Mb to the backward preparation maintenance operation Mw (arrow F8 in FIG. 4 ). The control unit 124 maintains a state in which a slight torque (anti-backlash torque) is applied in the direction (reverse direction) to rotate the rear wheels 4a, 4b in the backward preparation maintenance operation Mw. The control unit 124 continues the reverse preparation maintenance operation Mw until the occupant operates both the operation elements 112 and 113 again to be in the ON state. The control unit 124 returns to the backward movement Mb from the backward preparation maintenance operation Mw (arrow F9 in FIG. 4 ) when both the operation elements 112 and 113 are operated again to be in the ON state during the backward preparation maintenance operation Mw. At this time, since the backlash of the drive system is eliminated by application of the anti-backlash torque, the following effects are provided. That is, at the time of returning to the backward movement Mb and at the time of acceleration in the backward direction, it is possible to suppress the impact caused by the gears colliding with each other in the drive system.

In addition, when both the operation elements 112 and 113 are in the OFF state during the backward preparation maintenance operation Mw, the control unit 124 performs the following control. That is, if the motor stop determination and the accelerator fully closed state are in the condition, the state transitions to the forward preparation state Ma (arrow F10 in FIG. 4 ). That is, the vehicle shifts from the reverse mode M2 to the forward mode M1.

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

In this way, when returning to the advance preparation state Ma from the retreat preparation maintenance operation Mw, the control unit 124 performs the following control when the reverse retreat mode M2 is selected again by the mode selection unit 111 . That is, it shifts to the backward movement Mb via the rear wheel pre-standby Mr and the backward preparation movement Mp.

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

This torque T1 is set to such an extent that the backlash between gears and the like of the drive system in the power unit P is eliminated and the traveling speed of the electric vehicle 1 in the rear direction is not increased (not accelerated). The absolute value of the torque T1 is larger than the absolute value of the minimum torque Tmin for eliminating the backlash of the power transmission path of the power unit P (performing anti-backlash). Thereby, when the opening degree of the accelerator grip 110 is increased from the first speed range V1, it is possible to suppress the shock generated by the gears colliding with each other in the drive system.

In addition, in the map information Im1, in the second speed range V2 set to the side where the rotation speed of the electric motor 30 is higher than the first speed range V1 (the side where the absolute value is larger, the side where the reverse speed is higher), , the torque T2 in the reverse direction is applied to the rear wheels 4a, 4b. The absolute value of this torque T2 is smaller than the absolute value of the torque T1 applied in the first speed range V1. Accordingly, it is suppressed that the reverse speed exceeds a predetermined upper limit speed or that a sense of slippage occurs when the reverse speed is high.

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

Accordingly, when the vehicle speed changes from the second speed range V2 to the first speed range V1 or from the first speed range V1 to the second speed range V2 while the accelerator grip 110 is fully closed, the following effects are obtained. That is, the torque generated by the electric motor 30 does not change stepwise, and the occupant hardly feels the fluctuation of the torque T3.

In addition, in the map information Im1, a fourth extremely low speed range V4 is set on the lower speed side than the first speed range V1. In the map information Im1, when the running speed of the electric vehicle 1 is in the fourth speed range V4, it is set as follows. That is, it is set so that the torque T4 smaller than the torque T1 of the 1st speed range V1 is given to the rear wheel 4a, 4b by the electric motor 30 (power unit P). This fourth speed range V4 is an extremely low speed region including the stopped state of the electric vehicle 1 .

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

Here, in the fourth speed range V4, in the stopped state of the electric vehicle 1 (the running speed is 0, that is, the state of a complete stop), the torque T1 may be set to be larger than the torque T1 in the first speed range V1. Moment T0. This is because, for example, when the electric vehicle 1 is started, in order to eliminate the backlash of the power unit P, a larger torque is required than when the electric vehicle 1 decelerates and stops.

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

In such a fifth speed range V5, when the vehicle speed changes from the first speed range V1 to the fourth speed range V4 while the opening of the accelerator grip 110 is kept fully closed, the following effects are obtained. That is, it is possible to suppress the feeling of acceleration of the electric vehicle 1 . Furthermore, it is difficult for the occupant to feel fluctuations in the torque T5 given by the electric motor 30 .

In the drive control device 120 according to the embodiment, the control unit 124 performs the following control in the reverse preparation maintenance operation Mw. That is, in the power unit P, torque in the rotation direction when the electric vehicle 1 travels backward is applied to the rear wheels 4a, 4b. The control unit 124 performs the following control when the state in which the backward movement Mb is selected by the mode selection unit 111 is released (when the mode selection condition is not established). That is, it directly switches to the backward preparation maintenance operation Mw without going through the forward mode M1.

The control unit 124 performs the following control when the backward movement Mb is selected by the mode selection unit 111 . That is, based on the map information Im stored in the map storage unit 123 , torque for driving the electric vehicle 1 backward is given to the rear wheels 4 a , 4 b. In the state in which the backward movement Mb is selected, the control unit 124 performs the following control when the state in which the backward movement Mb is selected is canceled by an input to the mode selection unit 111 . That is, the running mode is switched to the reverse preparation maintenance operation Mw.

In the reverse preparation maintenance operation Mw, the control unit 124 applies the power unit P to the rear wheels 4a, 4b with torque in the rotational direction when the electric vehicle 1 travels backward. Therefore, when the travel mode is shifted to the reverse motion Mb again by the input of the occupant to the mode selection unit 111 , the backlash of the drive system is eliminated. Therefore, it is possible to suppress the shock generated when shifting to the reverse motion Mb and when the electrically powered vehicle 1 reverses. Therefore, it is possible to reverse the electrically powered vehicle 1 with good responsiveness while suppressing the time lag. As a result, the electric vehicle 1 driven by the power unit P can be steered with less discomfort.

In addition, the control unit 124 performs the following control when the state in which the backward movement Mb is selected by the mode selection unit 111 is released and the state shifts to the backward preparation maintenance movement Mw. That is, the back preparation maintenance action Mw is executed until the back action Mb is selected again. Accordingly, even after the state in which the backward movement Mb is selected is released, the state shifts to the backward preparation maintenance operation Mw, and the backlash elimination state is maintained. Thereby, it is possible to suppress the shock that occurs when the reverse movement Mb is selected again, and it is possible to reverse the electric vehicle 1 responsively and well while suppressing a time lag.

In addition, the control unit 124 switches to the backward movement Mb when the predetermined time elapses after the backward movement preparation movement Mp is continued in the mode selection unit 111 . Thus, when the travel mode is switched from the forward mode M1 to the reverse mode M2, the backlash of the drive system is eliminated by the reverse preparatory operation Mp, and then automatically switches to the reverse operation Mb. Accordingly, when the electric vehicle 1 is driven backward, the following effects are obtained. That is, it is possible to suppress the shock of the drive system and to start the electric vehicle 1 backward with good responsiveness while suppressing the time lag.

In addition, the control unit 124 changes the time during which the reverse preparatory operation Mp lasts according to the rotation speed of the electric motor 30 . Thus, when the travel mode is switched from the forward motion Mf to the reverse motion Mb, the following effects are obtained. That is, when the electric vehicle 1 moves in the reverse direction due to, for example, the gradient of the slope or the occupant kicking the road surface, the reverse preparatory operation Mp is performed within a time corresponding to the speed. Thereby, it is possible to shift to the backward movement Mb.

In addition, the control unit 124 shortens the time during which the reverse preparatory operation Mp lasts when the rotation speed of the electric motor 30 increases. Thereby, when the running speed at the time of switching to the reverse preparatory motion Mp is high, the reverse preparatory motion Mp can be shortened and the vehicle can be switched to the reverse reverse motion Mb immediately.

In addition, the control unit 124 performs the following control when the travel mode is in the reverse preparation maintenance operation Mw and is in the motor stop determination and the accelerator fully closed state. That is, when both of the operation elements 112 and 113 are in the OFF state, the state transitions to the advance preparation state Ma. In the forward preparation state Ma, the power unit P imparts anti-backlash torque in the rotational direction when the electric vehicle 1 travels forward to the rear wheels 4a, 4b. Therefore, when the occupant opens the accelerator handle 110 to move the electric vehicle 1 forward, the backlash of the drive system is eliminated. Therefore, it is possible to suppress the shock generated when the accelerator handle 110 is opened to drive the electric vehicle 1 forward. Accordingly, it is possible to move the electric vehicle 1 forward with good responsiveness while suppressing the time lag. Furthermore, by allowing the transition from the reverse preparation maintenance operation Mw to the forward mode M1 in this way, the degree of freedom in the operation of the occupant can be improved.

In addition, the control unit 124 performs the following control when the backward movement Mb is selected by the mode selection unit 111 in the forward preparation state Ma. That is, it switches to the backward movement Mb via the backward preparation movement Mp. Accordingly, when switching to the reverse mode M2 again after shifting from the retreat preparation maintenance operation Mw to the advance preparation state Ma, the following effects are provided via the retreat preparation operation Mp. That is, the transition from the forward mode M1 to the reverse mode M2 can be performed smoothly.

In addition, the control unit 124 performs the following control when the selection operation from the forward mode M1 to the reverse mode M2 is performed in the mode selection unit 111 . That is, when the rotational speed of the electric motor 30 is equal to or lower than the predetermined reference rotational speed, the process shifts to the reverse preparatory operation Mp. Accordingly, when shifting to the reverse preparation operation Mp, the following effects are obtained. That is, it is possible to secure a state where no large torque is applied by the electric motor 30 . Accordingly, when shifting from the forward mode M1 to the reverse mode M, it is possible to suppress the occurrence of a shock in the drive system.

In addition, the control unit 124 performs the following control when the selection operation from the forward mode M1 to the reverse mode M2 is performed in the mode selection unit 111 . That is, when the accelerator grip 110 is in the fully closed state, the vehicle shifts to the reverse preparation operation Mp. Accordingly, when shifting to the reverse preparation operation Mp, the following effects are obtained. That is, it is possible to secure a state where no large torque is applied by the electric motor 30 . Thereby, when shifting from the forward mode M1 to the reverse mode M2, it is possible to suppress the occurrence of a shock in the drive system.

In addition, the control unit 124 performs the following control when the rearward traveling speed of the electrically powered vehicle 1 is within the predetermined first speed range V1 in the state where the traveling mode is the reverse preparation maintenance operation Mw. That is, the power unit P applies constant torque T1 to the rear wheels 4a, 4b. Thereby, the backlash of the drive system can always be eliminated regardless of the driving speed within the first speed range V1. Accordingly, it is possible to suppress the shock generated when the accelerator handle 110 is opened to drive the electric vehicle 1 backward.

In addition, the control unit 124 performs the following control when the rearward traveling speed of the electric vehicle 1 is in the second speed range V2 higher than the first speed range V1 in the state where the traveling mode is the reverse preparation maintenance operation Mw. That is, by the power unit P, the torque T2 whose absolute value is smaller than the absolute value of the torque T1 is given to the rear wheels 4a, 4b. Accordingly, when the electric vehicle 1 travels at a high rearward speed, it is possible to suppress the feeling of lost motion due to the driving force of the power unit P. As shown in FIG.

In addition, the control unit 124 performs the following control in the third speed range V3 set between the first speed range V1 and the second speed range V2 when the running mode is the reverse preparation maintenance operation Mw. That is, the torque applied to the rear wheels 4a, 4b by the power unit P is continuously changed. Accordingly, when the vehicle speed changes from the first speed range V1 to the second speed range V2, that is, when the electric vehicle 1 accelerates backward, it is possible to suppress the feeling of acceleration. In addition, it is difficult for the occupant to feel fluctuations in the torque given by the power unit P, and it is less likely to give the occupant a sense of discomfort.

In addition, the mode selection unit 111 includes two manipulation elements 112 and 113 . The control unit 124 shifts to the reverse pre-standby Mr in the reverse mode M2 when only one of the two operation elements 112 and 113 is operated in the forward mode M1. The control unit 124 shifts to the backward movement Mb of the backward mode M2 when both the operation elements 112 and 113 are operated.

Thereby, by changing the combination of operations of the two operation elements 112 and 113 , it is possible to easily switch the driving mode. For example, it is possible to switch from a state in which both of the manipulation elements 112 and 113 are operated to transition to the backward movement Mb by releasing one of the manipulation elements 112 and 113 to switch to the backward preparation maintenance movement Mw. In this way, the switching operation of the travel mode can be set easily and intuitively.

As described above, the drive control device 120 of the embodiment is the drive control device 120 of the electric vehicle 1 that drives the rear wheels 4a, 4b to rotate by the driving force of the power unit P including the electric motor 30, and selects the When the condition is satisfied, the reverse mode M2 for making the electric vehicle 1 move backward can be selected from the forward mode M1 for moving the electric vehicle 1 forward, and the reverse mode M2 includes: a reverse action Mb for making the electric vehicle 1 move backward by using the driving force of the power unit P; In the state where the electric vehicle 1 is stopped, the backlash preparatory action Mp is imparted to the rear wheels 4a and 4b by the power unit P in the backlash elimination torque T in the rotation direction when the electric vehicle 1 travels backward; From the state of Mb, when switching between reverse and stop of the electric vehicle 1 when the mode selection condition is satisfied, the reverse preparation for switching between the reverse operation Mb is maintained while the application of the anti-backlash torque T is maintained. Action Mw, in which, when shifting from the forward mode M1 to the reverse mode M2, the reverse preparatory action Mp is performed, and in the state of shifting to the backward action Mb, the reverse and stop of the electric vehicle 1 are switched when the mode selection condition is still satisfied , without going through the forward mode M1, the backward movement Mb and the backward preparation maintenance movement Mw are switched in the backward mode M2.

According to this configuration, if the mode selection condition is still satisfied, switching between start (reverse) and stop after the reverse mode M2 is selected is performed as follows. That is, it does not pass through the forward mode M1, but is performed between the backward movement Mb in the backward movement mode M2 and the backward preparation maintenance movement Mw. That is, at the time of stopping in the state where the reverse mode M2 is selected, the vehicle does not shift to the forward mode M1, and the state in which the backlash is eliminated is maintained. Therefore, it is not necessary to redo the anti-backlash operation of the engine (reverse preparatory operation Mp) when moving backward again. Therefore, at the time of starting and stopping after the reverse mode M2 is selected, the time lag until the restart can be suppressed, and the response of the reverse mode M2 can be improved.

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

According to this configuration, after the reverse mode M2 is selected, the state in which the anti-backlash operation of the engine (reverse preparatory operation Mp) is performed is maintained at the time of stop where the mode selection condition is still satisfied. Thereby, the time lag until the restart can be suppressed, and the shock at the restart can be reliably suppressed at the time of starting and stopping after the reverse mode M2 is selected.

In the drive control device 120 described above, the anti-backlash torque T is set as follows. That is, compared with the first torque T1 when the rotation speed of the electric motor 30 is in the preset first speed range V1, the rotation speed is in the second speed range V2 set on the higher side than the first speed range V1. The absolute value of the second torque T2 is set small.

According to this configuration, in the reverse mode M2, when the rotation speed of the electric motor 30 is on the high side, that is, when the reverse speed of the electric vehicle 1 is high, the absolute value of the anti-backlash torque T in the reverse direction is set to Small. Accordingly, it is possible to suppress the feeling of lost motion due to the driving force of the power unit P when the reverse speed of the electric vehicle 1 is high.

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

According to this configuration, if the mode selection condition is not satisfied, the forward mode M1 will be returned as it is, so no specific release operation or control is required. Thereby, the user's operation load can be reduced.

In the drive control device 120 described above, the forward mode M1 includes: the forward motion Mf of using the driving force of the power unit P to move the electric vehicle 1 forward; The forward preparatory action Ma given to the rear wheels 4a, 4b by the anti-backlash torque T in the rotational direction when traveling forward, wherein, in the state of shifting to the reverse mode M2, if the mode selection condition is not satisfied, the forward preparatory action Ma is performed. transfer.

According to this configuration, when shifting from the reverse mode M2 to the forward mode M1, the forward preparatory motion Ma is passed through without directly shifting to the forward motion Mf. Thereby, backlash in the advancing direction can be reliably performed, and the shock at the time of advancing can be reliably suppressed.

In the drive control device 120 described above, when shifting to the reverse mode M2 again after shifting from the reverse mode M2 to the forward mode M1, the reverse preparatory operation Mp is performed again.

According to this configuration, when shifting from the forward mode M1 to the reverse mode M2 again, the backlash in the reverse direction is reliably performed by the reverse preparatory operation Mp. Thereby, it is possible to reliably suppress the shock at the time of backing up.

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

According to this configuration, when the rotation speed of the electric motor 30 is equal to or less than a predetermined value, the operation shifts to the reverse mode M2, and thus the following effects are provided. That is, it is possible to shift to the reverse mode M2 while ensuring a state in which a large torque in the forward direction is not applied. Accordingly, the shock at the time of switching to the reverse mode M2 can be reliably suppressed.

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

According to this configuration, when the accelerator opening is fully closed, the vehicle shifts to the reverse mode M2, and thus has the following effects. That is, it is possible to shift to the reverse mode M2 while ensuring a state in which a large torque in the forward direction is not applied. Accordingly, the shock at the time of switching to the reverse mode M2 can be reliably suppressed.

In the drive control device 120 described above, the backlash preparation operation Mp imparts the anti-backlash torque T for a predetermined duration, which varies according to the rotation speed of the electric motor 30 .

According to this configuration, the duration of the anti-backlash torque T applied in the reverse preparatory operation Mp is changed according to the rotation speed of the electric motor 30 . For example, when the rotation speed of the electric motor 30 in the reverse direction is high, the duration of the anti-backlash torque T is shortened. Accordingly, in a state where the electric vehicle 1 has already reversed due to the operation of the user, the inclination of the road surface, etc., the reverse movement can be quickly performed, and the response can be improved.

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

According to this configuration, when the rotation speed of the electric motor 30 in the reverse direction is high, the duration of the anti-backlash torque T is shortened. Accordingly, in a state where the vehicle has already reversed due to the operation of the user, the inclination of the road surface, etc., the reverse operation can be quickly performed, and the response can be improved.

Furthermore, according to the electric vehicle 1 provided with any one of the drive control devices 120 described above, by including the drive control device 120 as described above, in the electric vehicle 1 driven by the power unit P, it is possible to operate with less uncomfortable feeling. .

In addition, this invention is not limited to the said embodiment demonstrated with reference to drawings, Various modification examples are conceivable within the technical range. For example, in the back preparation action Mp, the movement to the back action Mb is made after a lapse of a certain time, but the present invention is not limited thereto. For example, switching to the backward movement Mb may be performed by other operations such as opening the accelerator grip 110 after shifting to the reverse preparation movement Mp. Furthermore, in the above-described embodiment, the electric vehicle 1 travels only by the driving force of the electric motor 30 as a prime mover, but the present invention is not limited thereto. As long as the electric vehicle uses the electric motor 30 , for example, it may be a hybrid type in which the driving force of the engine and the driving force of the electric motor 30 are used together.

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

The electric vehicle 1 is a swing type vehicle capable of swinging (rolling) the front and rear bodies that are separate from each other, but is not limited thereto, and may be applied to an electric vehicle with an integrated front and rear bodies. Furthermore, the application is not limited to a three-wheeled vehicle with one front wheel and two rear wheels, but may also be applied to motorcycles (including bicycles and scooter-type vehicles with prime movers), two-wheeled front wheels and rear two-wheel vehicles. three-wheeled vehicles, and four-wheeled vehicles. In addition, the electric vehicle 1 is not limited to a so-called straddle-type vehicle in which an occupant straddles the seat 7 , and may be a vehicle in which a seat having a backrest is seated. In addition, the structure in the said embodiment is an example of this invention, Various changes are possible in the range which does not deviate from the summary of this invention.

Symbol Description

1 Electric vehicles (vehicles)

4a, 4b rear wheels (drive wheels)

30 electric motor (prime mover)

45 axis of rotation

110 Throttle handle (throttle)

111 Mode Selection Section

112, 113 Operating parts

120 drive control unit

121 Accelerator opening sensor

122 Vehicle speed sensor

123 Map memory unit

124 Control Department

Im, Im1, Im2 mapping information

M1 forward mode

M2 back mode

Ma move forward ready action

Mf forward action

Mb back action

Mr back to standby

Mp Backward ready action

Mw step back ready to maintain action

P power unit

T Anti-backlash torque

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

Tmin minimum torque

Tk time

V1 first speed range

V2 second speed range

V3 third speed range

Claims (11)

1. A drive control device (120), which is a drive control device (120) for a vehicle (1) that drives drive wheels (4a, 4b) to rotate by a drive force of a power unit (P) including a prime mover (30) ), characterized in that, A reverse mode (M2) for moving the vehicle (1) backward can be selected from a forward mode (M1) for moving the vehicle (1) forward in a state where a predetermined mode selection condition is satisfied, The backward mode (M2) includes: a backward movement (Mb), the driving force of the power unit (P) is used to make the vehicle (1) backward; a backward preparation movement (Mp), after the vehicle (1) In the stopped state, the power unit (P) imparts an anti-backlash torque (T) in the rotation direction when the vehicle (1) travels backward to the drive wheels (4a, 4b); And the reverse preparation maintenance operation (Mw), when switching between the reverse and stop of the vehicle (1) when the mode selection condition is still established after transitioning to the state of the reverse operation (Mb), maintains the In the state where the anti-backlash torque (T) is applied, switching between the backward movement (Mb), when shifting from said forward mode (M1) to said reverse mode (M2), performing said reverse preparatory action (Mp), In the state of shifting to the reverse operation (Mb), when switching between the reverse and stop of the vehicle (1) while the mode selection condition is still satisfied, the vehicle (1) does not go through the forward mode (M1), in the Switching between the backward movement (Mb) and the backward preparation maintenance operation (Mw) in the backward movement mode (M2). 2. The drive control device (120) according to claim 1, characterized in that, When the vehicle (1) is stopped while the mode selection condition is still satisfied in the state shifted to the reverse mode (M2), the state in which the reverse preparatory operation (Mp) is performed is maintained. 3. The drive control device (120) according to claim 2, characterized in that, Regarding the anti-backlash torque (T), compared with the first torque (T1) when the rotational speed of the prime mover (30) is in the preset first speed range (V1), the rotational speed The absolute value of the second torque (T2) is set to be small in a second speed range (V2) set on a higher side than the first speed range (V1). 4. The drive control device (120) according to any one of claims 1 to 3, characterized in that, In the state of shifting to the backward mode (M2), when the mode selection condition is not satisfied, shift to the forward mode (M1). 5. The drive control device (120) according to claim 4, characterized in that, The forward mode (M1) includes: a forward action (Mf) to make the vehicle (1) move forward by the driving force of the power unit (P); and a forward preparation action (Ma) to make the vehicle (1) ) in a stopped state, the drive wheels (4a, 4b) are given an anti-backlash torque (T) in the rotation direction when the vehicle (1) moves forward through the power unit (P), In the state of shifting to the backward mode ( M2 ), when the mode selection condition is not satisfied, it shifts to the forward preparation operation (Ma). 6. The drive control device (120) according to any one of claims 1 to 5, characterized in that, When shifting to the backward mode (M2) again after shifting from the backward mode (M2) to the forward mode (M1), the backward preparation operation (Mp) is performed again. 7. The drive control device (120) according to any one of claims 1 to 6, characterized in that, The mode selection condition includes a condition that the rotational speed of the prime mover (30) is equal to or less than a preset stop determination value. 8. The drive control device (120) according to any one of claims 1-7, characterized in that, The drive control device (120) includes an accelerator (110) for adjusting the torque of the prime mover (30), The mode selection condition includes a condition that the opening degree of the accelerator (110) is fully closed. 9. The drive control device (120) according to any one of claims 1-8, characterized in that, said backlash preparation (Mp) imparts said anti-backlash torque (T) for a predetermined duration, The duration varies according to the rotational speed of the prime mover (30). 10. The drive control device (120) according to claim 9, characterized in that, The duration shortens as the rotational speed of the prime mover (30) becomes higher. 11. A vehicle (1), characterized in that it comprises the drive control device (120) according to any one of claims 1-10.

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