JP5321038B2 - Electric vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for an electric vehicle, enabling a driver to easily perform proper accelerator work even in a parking operation where the vehicle is moved at a low speed by a short distance from a stop state while moving forward and backward in turn in a traveling direction. <P>SOLUTION: A motor control section 39 executes either torque following control for generating a target torque T* in an electric motor 17 or rotation angle following control for causing the motor 17 to achieve a target rotating angel &theta;*, in accordance with a target output setting of a target output setting section 25. Of the control, the former torque following control achieves following to an actual output torque for the target torque T* similar to the conventional technique, and the latter rotation angle following control achieves following of deviation between an initial rotation angle &theta;ref for the target rotation angle &theta;* and an actual rotation angle &theta;real. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an electric vehicle including a hybrid vehicle equipped with an electric motor as a power source, and in particular, during a parking operation in which the vehicle is often moved at a low speed by a small distance from a stopped state while turning in the traveling direction. The present invention relates to a control device for an electric vehicle that can easily perform an appropriate accelerator work even in a scene.

  Recently, electric vehicles equipped with an electric motor as a power source instead of an internal combustion engine have been rapidly spread against the background of increasing demand for reduction of emissions related to carbon dioxide or nitrogen oxides.

  In order to appropriately control the output of an electric motor mounted on such an electric vehicle, the applicant of the present application has proposed an electric motor control device that performs torque tracking control (see, for example, Patent Document 1). In this motor control device, the terminals of the motor are opened, the armature induced voltage between the terminals is measured by the voltage measuring means, and the current armature linkage magnetic flux is calculated based on the measured armature induced voltage. To do. A required armature current of the motor is calculated based on the armature linkage magnetic flux and the required torque. The required current calculated in this way is supplied to the electric motor.

  In the electric motor control device according to the above prior art, the target torque is acquired according to the accelerator operation amount (pedal depression amount) based on the driver's accelerator pedal operation, so that the target torque and the actual output torque match. In addition, torque follow-up control is performed. Therefore, the vehicle can be smoothly traveled with an output torque corresponding to the driver's accelerator operation amount in a scene of general traveling or high-speed traveling.

However, when the vehicle is parked, for example, the vehicle is often moved at a low speed by a small distance from the stop state while turning in the traveling direction, so that a delicate accelerator work by the driver is required. For this reason, it is extremely difficult for a novice driver or the like who is unskilled in driving operation to properly perform the accelerator work at the time of parking operation or the like, and it is extremely difficult to accurately park the vehicle in a predetermined space. It was.
JP 2006-141092 A

  The problem to be solved is that it is difficult to grasp the moving distance of the vehicle relative to the amount of accelerator operation in scenes such as parking operations where the vehicle is often moved at a low speed by a small distance from the stop state while turning in the traveling direction. It was difficult to perform appropriate accelerator work.

The present invention is an electric vehicle capable of easily performing an appropriate accelerator work even in a parking operation or the like in which the vehicle is frequently moved at a low speed by a small distance from a stopped state while turning in the traveling direction. For the purpose of obtaining the control device, a target output setting unit that sets, as a target output, one of a target torque or a target rotation angle of the motor that is a driving source of the vehicle and the accelerator operation amount of the driver And a torque follow-up control for generating the target torque in the electric motor or a motor rotation amount in which the driver's accelerator operation amount and the moving distance of the vehicle correspond one-to-one by causing the electric motor to realize the target rotational angle of the electric motor. the one of the following control, and a motor control unit that executes in accordance with a target output setting of the target output setting unit, the motor control unit, the accelerator operation amount is Rotating the drive wheel 1 when it is full, is characterized in that to perform the one-to-one rotation angle follow-up control so that the driving wheel half rotation when the accelerator operation amount is one-half.

In the control device for an electric vehicle according to the present invention, the motor control unit is configured to perform torque follow-up control for causing the motor to generate the target torque or to allow the motor to achieve a target rotation angle of the motor, thereby causing the accelerator operation amount of the driver. Then, one of the rotation angle follow-up controls in which the moving distance of the vehicle has a one-to-one correspondence is executed according to the target output setting of the target output setting unit. That is, in the former torque follow-up control, the follow-up of the actual output torque with respect to the target torque is realized, as in the prior art, whereas in the latter rotation angle follow-up control, the actual rotation angle of the electric motor with respect to the target rotation angle. Follow-up is realized.

  Here, the realization of the follow-up of the actual rotation angle of the electric motor with respect to the target rotation angle means that the vehicle moves by a distance corresponding to the target rotation angle. That is, for example, when the driver fully depresses the accelerator pedal, the driving wheel rotates once and the vehicle travels by that amount of rotation, and when the driver depresses the accelerator pedal by half, the driving wheel is half The driver's accelerator operation amount and the moving distance of the vehicle have a one-to-one correspondence such that the vehicle travels by that amount of rotation.

  Therefore, it is easy to grasp the moving distance of the vehicle with respect to the accelerator operation amount even in a parking operation or the like where the vehicle is frequently moved at a low speed by a small distance from the stop state while turning in the traveling direction. Therefore, an appropriate accelerator work can be easily performed.

  The purpose of making it possible to easily perform an appropriate accelerator work even in a parking operation or the like where the vehicle is often moved at a low speed by a small distance from a stopped state while turning in the traveling direction. This is realized by an electric motor control unit that executes rotation angle tracking control for causing the electric motor to realize a target rotation angle.

  Hereinafter, an electric vehicle control apparatus according to the present invention will be described in detail with reference to the drawings.

[Schematic configuration around the control device of an electric vehicle]
FIG. 1 is a system configuration diagram of an electric vehicle to which the present invention is applied, and FIG. 2 is a block configuration diagram of an electric motor control unit constituting a main part in a control device for the electric vehicle.

  An electric vehicle 11 shown in FIG. 1 converts DC power supplied from a battery 13 as a power source into AC power by an inverter 15 and drives an electric motor 17 such as a PM motor (magnet field type three-phase AC synchronous motor). The final drive device 19 including a differential gear connected to the electric motor 17 is driven, and the drive wheels 23 are driven via the drive shaft 21.

  The target output setting unit 25 includes an accelerator opening sensor 27 that detects the accelerator operation amount of the driver, a vehicle speed sensor 29 that detects the vehicle speed by detecting the rotational speed of the final drive device 19, and output control of the electric motor 17. A mode operated when the mode is switched from the torque follow-up control mode in which the output control of the electric motor 17 is controlled based on the target torque T * to the rotation angle follow-up control mode in which the output control of the electric motor 17 is controlled based on the target rotation angle θ *. A changeover switch 31 and a shift sensor 32 that detects a driver's shift lever operation are connected to each other. The mode changeover switch 31 corresponds to “a changeover switch operated when the target output is switched from the target torque to the target rotation angle” in the present invention. Further, the target rotation angle θ * means a rotation angle of the electric motor 17 set as a target output. Further, the detection value from the shift sensor 32 includes whether the shift position is the forward position (including the D range, the two range, etc.) or the reverse position.

  The target output setting unit 25 calculates and outputs the target torque T * of the electric motor 17 based on the driver's accelerator operation amount, and the target rotation of the electric motor 17 based on the driver's accelerator operation amount. Based on a target rotation angle calculation unit 35 that calculates and outputs the angle θ *, a mode switching signal from the mode changeover switch 31, and a vehicle speed signal from the vehicle speed sensor 29 (the vehicle speed signal is referred to as necessary). A mode in which a mode determination relating to which of the torque follow-up control mode and the rotation angle follow-up control mode should be set as the output control mode of 17 and a mode switching flag in which a value according to the mode decision result is set is output The determination unit 37 is included.

  The motor control unit 39 includes a current sensor 41 that detects the actual current Ifb (three-phase alternating currents Iu, Iv, and Iw in the embodiment of the present invention) supplied to the motor 17 and a signal corresponding to the rotation angle of the motor 17. Is connected to a rotation angle sensor (resolver) 43 that outputs.

  As shown in FIG. 2, the motor control unit 39 executes the rotation angle tracking control for realizing the target rotation angle θ * based on the target rotation angle θ * and the deviation between the initial rotation angle θref and the actual rotation angle θreal. An output control mode switching unit 53 that switches the output control mode of the electric motor 17 to one of the torque tracking control mode and the rotation angle tracking control mode based on the set value of the mode switching flag, A differential calculation unit 55 that calculates and outputs a time deviation amount (motor angular speed) ω related to an actual rotation angle θreal that changes every moment, a target torque T * or a target rotation angle θ *, a target based on the motor angular speed ω, etc. A target current calculation unit 57 that calculates and outputs the current I *, and a current control unit 59 that calculates and outputs the target voltage V * by performing current control based on the target current I * and the actual current Ifb so that they match. It is constructed by enclosing.

[Operation of electric vehicle control device]
Next, the operation of the control apparatus for an electric vehicle according to the embodiment of the present invention will be described with reference to FIGS.

  FIG. 3 is an operation flowchart of the control apparatus for an electric vehicle according to the embodiment of the present invention, FIG. 4 (1) is an explanatory diagram showing map data relating to a target torque characteristic with respect to the accelerator opening, and FIG. It is explanatory drawing which shows the map data which concern on the target rotation angle characteristic with respect to an accelerator opening. The actual target torque is determined by comprehensively considering the shift position information obtained from the shift sensor 32, the vehicle speed information obtained from the vehicle speed sensor 29, the map data shown in FIG. For simplification of description, the following description will be made assuming that the target torque is determined based on the map data.

  When the ignition switch (not shown) of the electric vehicle 11 is turned on, this control is started. First, as shown in FIG. 3, the target output setting unit 25 sets the accelerator operation amount of the driver from the accelerator opening sensor 27. The accelerator opening based on the vehicle speed is read (step S11), and the vehicle speed is read from the vehicle speed sensor 29 (step S12).

  Next, the mode determination unit 37 determines whether or not the current vehicle speed read in step S12 is equal to or lower than a predetermined speed (step S13). In step S13, when the current vehicle speed exceeds a predetermined speed (for example, the vehicle speed during creep travel, etc.), it is considered that there is no request for fine adjustment related to the travel distance, so the vehicle speed condition is satisfied. If not ("No" in step S13), it is not necessary to refer to the contents of the mode switching flag, and without performing the rotation angle tracking control according to the present invention, the processing flow is changed to the torque tracking control side (steps S16 to S16). Jump to S17).

  That is, as a result of the determination in step S13, when it is determined that the current vehicle speed read in step S12 exceeds the predetermined speed (“No” in step S13), the mode determination unit 37 performs processing. Is caused to jump to the torque follow-up control side (steps S16 to S17).

  On the other hand, when it is determined that the current vehicle speed read in step S12 is equal to or lower than the predetermined speed (“Yes” in step S13), the mode determination unit 37 receives a mode switching signal from the mode switch 31. Is set in the mode switching flag, and the mode switching flag is output to the motor control unit 39.

  In the motor control unit 39, the output control mode switching unit 53 checks the set value of the mode switching flag (step S14), and based on the set value of the mode switching flag, sets the output control mode of the motor 17 to the torque follow-up control mode. Or it switches to either one among rotation angle tracking control modes.

  That is, when the set value of the mode switching flag indicates the torque follow-up control mode (“No” in step S15), the motor control unit 39 shifts the process flow to the torque follow-up control side (steps S16 to S17). Advance.

  Specifically, in step 16, the target torque calculation unit 33 comprehensively considers the driver's accelerator operation amount, shift position information obtained from the shift sensor 32, vehicle speed information obtained from the vehicle speed sensor 29, and the like. Then, the target torque T * of the electric motor 17 is calculated. In this calculation process, for example, as shown in FIG. 4 (1), the target torque T * corresponding to the accelerator operation amount may be obtained by referring to map data related to the target torque characteristic with respect to the accelerator opening. In the example shown in FIG. 4 (1), the minimum torque is in the region where the accelerator opening is near 0%, the maximum torque is in the region where the accelerator opening is near 100%, and the accelerator opening is from 0% to 100. In the intermediate region gradually increasing to%, a target torque characteristic with respect to the accelerator opening is employed such that the torque increases almost linearly with an increase in the accelerator opening.

The target torque T * obtained as described above is given to the target current calculation unit 57 via the output control mode switching unit 53 (see the path indicated by the dotted line in FIG. 2). In response to this, the target current calculation unit 57 calculates and outputs a target current I * (specifically, for example, target three-phase AC currents Iu ^* , Iv ^* , Iw ^* ) based on the target torque T * and the motor angular velocity ω. To do. In response to this, the current control unit 59 performs, for example, proportional integral control on the deviation between the target current I * (target three-phase AC currents Iu ^* , Iv ^* , Iw ^* ) and the actual current Ifb (Iu, Iv, Iw). By performing the above, current control is performed so that the two coincide. Then, the current control unit 59 performs conventional torque follow-up control such as calculating and outputting the target voltage V * (specifically, for example, the target three-phase AC voltages Vu ^* , Vv ^* , Vw ^* ) (step) S17). As a result, a PWM command signal related to the target voltage V * is output from the motor control unit 39 to the inverter 15, and the inverter 15 receives this and controls the power supplied to the motor 17 based on the PWM command signal. As a result, drive control of the electric motor 17 is performed.

  On the other hand, when the set value of the mode switching flag indicates the rotation angle tracking control mode (“Yes” in step S15), the motor control unit 39 changes the process flow to the rotation angle tracking control side (steps S18 to S20). Proceed to.

  Specifically, in step 18, the rotation angle tracking control unit 35 reads the reference initial rotation angle θref from the rotation angle sensor 43. Next, at step 19, the target rotation angle calculator 35 calculates the target rotation angle θ * of the electric motor 17 based on the driver's accelerator operation amount. In this calculation process, for example, as shown in FIG. 4B, the target rotation angle θ * corresponding to the accelerator operation amount may be obtained by referring to the map data related to the target rotation angle characteristic with respect to the accelerator opening. . In the example shown in FIG. 4 (2), the minimum rotation angle is in the region where the accelerator opening is near 0%, the maximum rotation angle is in the region where the accelerator opening is near 100%, and the accelerator opening is 0%. In the intermediate region that gradually increases from 100% to 100%, a target rotation angle characteristic with respect to the accelerator opening is employed such that the rotation angle increases almost linearly with an increase in the accelerator opening.

  Now, the target rotation angle θ * obtained as described above is given to the rotation angle tracking control unit 51. In response to this, the rotation angle tracking control unit 51 executes the rotation angle tracking control for realizing the target rotation angle θ * based on the target rotation angle θ * and the deviation between the initial rotation angle θref and the actual rotation angle θreal. (Step S20).

Actually, in step S20, first, the rotation angle tracking control unit 51 performs a deviation between the initial rotation angle θref and the actual rotation angle θreal with respect to the target rotation angle θ * by the rotation angle tracking control (this deviation is the initial rotation). (It is zero when the angle θref is read.) The torque thus obtained is applied to the target current calculation unit 57 via the output control mode switching unit 53 (see the route indicated by the solid line in FIG. 2). In response to this, the target current calculation unit 57 calculates the target current I * (specifically, for example, the target three-phase AC currents Iu ^* and Iv ^* based on the torque and the motor angular velocity ω obtained by the rotation angle tracking control unit 51 ^. , Iw ^* ) is calculated and output. In response to this, the current control unit 59 performs, for example, proportional integral control on the deviation between the target current I * (target three-phase AC currents Iu ^* , Iv ^* , Iw ^* ) and the actual current Ifb (Iu, Iv, Iw). By performing the above, current control is performed so that the two coincide. Then, the current control unit 59 executes the rotation angle tracking control according to the present invention such as calculating and outputting the target voltage V * (specifically, for example, the target three-phase AC voltages Vu ^* , Vv ^* , Vw ^* ). . As a result, a PWM command signal related to the target voltage V * is output from the motor control unit 39 to the inverter 15, and the inverter 15 receives this and controls the power supplied to the motor 17 based on the PWM command signal. As a result, drive control of the electric motor 17 is performed.

  Here, when the torque follow-up control according to steps S16 to S17 and the rotation angle follow-up control according to steps S18 to S20 are compared, the follow-up control based on torque is finally performed in any control mode. Although common in point, in the target setting stage, the target is set in the torque mode in the former torque tracking control, while the target is set in the rotation angle (movement distance) mode in the latter rotation angle tracking control. Is different in that it is. Due to this difference, it is virtually impossible to perform precise positioning with respect to the target point in the former torque tracking control, whereas in the latter rotation angle tracking control, precision with respect to the target point (target rotation angle) is not possible. Positioning (fine adjustment of moving distance) can be performed.

[Effect of Example]
In the control apparatus for an electric vehicle according to the embodiment of the present invention, the motor control unit 39 performs torque tracking control for causing the motor 17 to generate the target torque T * or rotation angle tracking control for causing the motor 17 to achieve the target rotation angle θ *. One of them is executed according to the target output setting of the target output setting unit 25.

  Of these, in the former torque tracking control, tracking of the actual output torque with respect to the target torque T * is realized, as in the prior art, whereas in the latter rotation angle tracking control, the initial rotation with respect to the target rotation angle θ * is achieved. Tracking of the deviation between the rotation angle θref and the actual rotation angle θreal is realized.

  Here, realizing the deviation between the initial rotation angle θref and the actual rotation angle θreal with respect to the target rotation angle θ * means that the vehicle moves by a distance corresponding to the target rotation angle θ *. . That is, for example, when the driver fully depresses the accelerator pedal, the driving wheel rotates once and the vehicle travels by that amount of rotation, and when the driver depresses the accelerator pedal by half, the driving wheel is half The driver's accelerator operation amount and the moving distance of the vehicle have a one-to-one correspondence such that the vehicle travels by that amount of rotation.

  Therefore, it is easy to grasp the moving distance of the vehicle with respect to the accelerator operation amount even in a parking operation or the like where the vehicle is frequently moved at a low speed by a small distance from the stop state while turning in the traveling direction. Therefore, an appropriate accelerator work can be easily performed. For this reason, even if the driver is an inexperienced driver, the vehicle can be accurately parked in a predetermined space while appropriately performing fine adjustment related to the moving distance.

  Further, for example, when the rotation angle tracking control according to the embodiment of the present invention is applied in a traffic jam, the vehicle can be smoothly driven while appropriately performing fine adjustment related to the inter-vehicle distance from the preceding vehicle.

  Further, when the rotation angle tracking control according to the embodiment of the present invention is applied at the time of starting on an uphill, for example, even when the driver changes his right foot from the brake pedal to the accelerator pedal, As a result of maintaining the present rotation angle real as it is, the vehicle can be prevented from slipping down.

  Moreover, on so-called bad roads such as muddy roads, snowy roads, sandy roads, grassland, and rusty roads, the required torque changes depending on the road surface conditions. If the rotation angle tracking control according to the embodiment of the invention is applied, it is possible to control the behavior of the vehicle at will as a result of effectively suppressing idling of the wheel due to excessive torque.

  For example, when the rotation angle tracking control according to the embodiment of the present invention is applied at the time of stopping on a flat road, the actual rotation angle real in the electric motor 17 remains as it is when the driver removes the leg from the brake pedal. As a result of being maintained and functioning like an auxiliary brake, unexpected movement of the vehicle can be prevented.

[Others]
The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the gist of the invention read from the claims and the entire specification or the technical idea, and an electric vehicle with such a change. These control devices are also included in the scope of the technical scope of the present invention.

  That is, in the embodiment of the present invention, the PM motor (magnet field type three-phase AC synchronous motor) is exemplified as the electric motor. However, the present invention is not limited to this example, and the motor is an IM motor (induction motor). The technical concept of the present invention can be applied to an electric vehicle equipped with any type of electric motor.

  Further, in the embodiment of the present invention, the mode according to the mode switching signal of the mode switch 31 has been described as an example of setting the mode switching flag. However, the present invention is not limited to this example and relates to the travel distance. A mode may be adopted in which it is determined whether fine adjustment is necessary and a value according to the determination result is set in the mode switching flag. In this case, when determining the necessity of fine adjustment related to the travel distance, for example, an inclination angle sensor that detects the inclination angle of the road surface and a brake hydraulic pressure sensor that detects a brake operation by the driver are separately provided. The sensor tilt angle detection value is equal to or greater than a predetermined value (that is, a slope), the brake operation detection result of the brake hydraulic pressure sensor is no brake operation, and the driver's accelerator operation amount is zero. When the determination is made, in view of the fact that if the vehicle is left as it is, the vehicle will move down the slope, in such a case, it is determined that the fine adjustment is required for the travel distance, and the rotation angle tracking control according to the present invention is performed. Applicable configuration can be adopted. With this configuration, the vehicle can be prevented from slipping down without bothering the driver's hand for operating the mode switch. In addition, when the configuration in which the output control mode of the electric motor 17 is automatically switched from the torque follow-up control mode to the rotation angle follow-up control when the required conditions described above are satisfied, the output is performed prior to this switching. It is desirable that the driver is notified in advance that the control mode is to be switched. If configured in this way, there is a possibility that the driver may feel uncomfortable if the output control mode of the electric motor 17 is switched without the driver's knowledge. The control apparatus of the electric vehicle provided with can be obtained.

  Furthermore, in the embodiment of the present invention, the map data related to the target rotation angle characteristic with respect to the accelerator opening has been described as an example in which the rotation angle increases almost linearly as the accelerator opening increases. The present invention is not limited to this example, and any map data having any characteristic can be adopted without any particular limitation. The map data related to the target torque characteristic with respect to the accelerator opening is the same as described above.

  Moreover, in the embodiment of the present invention, an example in which the target rotation angle of the electric motor 17 according to the accelerator operation amount is calculated by referring to map data related to a single target rotation angle characteristic with respect to the accelerator opening is described as an example. However, the present invention is not limited to this example, and map data relating to a plurality of variations in which the target rotational angle characteristics are different from each other with respect to the accelerator opening is prepared, and According to the amount of accelerator operation of the user by letting the user select the map data related to the target rotation angle characteristic for the accelerator opening degree that matches his preference from the map data, and referring to the selected map data It is also possible to adopt a mode in which the target rotation angle of the electric motor 17 is calculated. The map data related to the target torque characteristic with respect to the accelerator opening is the same as described above.

  In the embodiment of the present invention, the output control mode of the electric motor 17 is switched from the torque tracking control mode to the rotation angle tracking control mode according to the operation position of the mode switch 31. Without being limited to this example, for example, when the shift lever is switched from the forward position to the reverse position, it is assumed that the vehicle is parked, and the output control mode of the electric motor 17 is set to follow the torque. The control mode may be switched to the rotation angle tracking control mode.

  Further, the timing at which the shift lever is switched from the reverse drive position to the forward drive position is considered, and it is considered that the parking operation of the vehicle has ended, and the output control mode of the electric motor 17 is changed from the rotation angle tracking control mode to the torque tracking control mode. You may switch to.

  In addition, the automatic switching of the output control mode as described above may be executed with reference to the operation time of the accelerator pedal or the brake pedal, or the electric motor 17 may be changed according to the operation time of the accelerator pedal or the brake pedal. The output control mode may be switched from the torque tracking control mode to the rotation angle tracking control mode.

  Finally, in the embodiment of the present invention, the electric vehicle using only the electric motor as the travel drive source has been illustrated and described. However, the present invention is not limited to this example, and includes both the internal combustion engine and the electric motor. Needless to say, the present invention can also be applied to a hybrid vehicle that temporarily travels using only the driving force of an electric motor.

FIG. 1 is a system configuration diagram of an electric vehicle to which the present invention is applied. FIG. 2 is a block configuration diagram of an electric motor control unit that constitutes a main part in the control device for the electric vehicle. FIG. 3 is an operation flowchart of the control apparatus for the electric vehicle according to the embodiment of the present invention. FIG. 4 (1) is an explanatory diagram showing map data relating to the target torque characteristic with respect to the accelerator opening, and FIG. 4 (2) is an explanatory diagram showing map data relating to the target rotation angle characteristic with respect to the accelerator opening.

Explanation of symbols

11 Electric vehicle 13 Battery (power supply)
15 Inverter 17 PM motor (electric motor)
DESCRIPTION OF SYMBOLS 19 Final drive apparatus 21 Drive shaft 23 Drive wheel 25 Target output setting part 27 Accelerator opening degree sensor 29 Vehicle speed sensor 31 Mode switch 32 Shift sensor 33 Target torque calculating part 35 Target rotation angle calculating part 37 Mode determination part 39 Electric motor control part 41 Current sensor 43 Rotation angle sensor 51 Rotation angle tracking control unit 53 Output control mode switching unit 55 Differentiation calculation unit 57 Target current calculation unit 59 Current control unit

Claims (4)

An electric motor as a driving source of the vehicle;
A target output setting unit for setting one of a target torque or a target rotation angle of the electric motor based on the accelerator operation amount of the driver as a target output;
Torque follow-up control for generating the target torque in the electric motor, or rotation angle follow-up control in which the driver's accelerator operation amount and the moving distance of the vehicle correspond one-to-one by causing the electric motor to realize the target rotation angle of the electric motor. An electric motor controller that executes one of them according to the target output setting of the target output setting unit;
With
The motor control unit performs the one-to-one rotation angle tracking control so that the driving wheel rotates once when the accelerator operation amount is full, and the driving wheel rotates halfway when the accelerator operation amount is half. To do,
A control apparatus for an electric vehicle. The control apparatus for an electric vehicle according to claim 1,
A rotation angle sensor for detecting a rotation angle of the electric motor;
The motor control unit performs the rotation angle tracking control based on the target rotation angle and the rotation angle detected by the rotation angle sensor;
A control apparatus for an electric vehicle. The control device for an electric vehicle according to claim 1 or 2,
The target output setting unit includes a target torque calculation unit that calculates the target torque based on a driver's accelerator operation amount, and a target rotation angle calculation unit that calculates the target rotation angle based on a driver's accelerator operation amount. ,
An electric vehicle control device comprising: The control device for an electric vehicle according to any one of claims 1 to 3,
Comprising a selector switch operated when the target output is switched from the target torque to the target rotation angle;
The target output setting unit sets the target output in accordance with a switching operation of the selector switch;
A control apparatus for an electric vehicle.