TWI765579B - Drive control devices, vehicles - Google Patents

Abstract

In the drive control device and the vehicle of the present invention, when the opening degree of the accelerator (110) is in a fully closed state, when the running speed of the vehicle is within the preset first speed range (V1), the power unit (P), The torsion force (T1) in the first rotational direction (R1) that urges the vehicle to travel forward acts on the drive wheels, when the vehicle's running speed is in the second speed range set on the higher speed side than the first speed range (V1) (V2), the power unit (P) will act on the driving wheel by the torsion force (T2) in the second rotational direction (R2) opposite to the first rotational direction (R1).

Description

Drive control devices, vehicles

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

The present application claims the priority based on Japanese Patent Application No. 2020-54193 for which a patent application was filed in Japan on March 25, 2020, and the content thereof is cited in the specification of the present application.

Conventionally, riders sometimes feel the stumbling caused by "contact (collision) between components" at the meshing portion between gears and various movable parts provided in the drive system of the vehicle. This stumbling is caused by "clearance formed between members", and occurs from "from the state where the members are separated from each other by the clearance to when the members are engaged (engaged) with each other" during start-up, acceleration, deceleration, etc. Time.

On the other hand, Patent Document 1, for example, discloses a structure for preventing chattering shock at the time of starting in an electric vehicle in which a rotating shaft of a drive wheel is driven by an electric motor. This structure, when starting, applies an initial torque to the electric motor before the accelerator is operated, and prevents the shaking and stumbling that occurs at the time of starting by performing the shaking and stumbling of the driving system of the electric motor in advance. Furthermore, Patent Document 1 discloses that in the following cases, in order to execute The vibration on the drive side stutters and drives and controls the structure of the electric motor. The above-mentioned case refers to the case where the driven state of "the electric motor is driven by the driving wheel" is formed from the driving state of "the driving wheel is driven by the driving force of the electric motor". In addition to this, Patent Document 1 also describes that when the rotating shaft rotates at a high speed, the aforementioned chattering and stumbling control is stopped.

[Prior Art Literature] [Patent Literature]

[Patent Document 1]: Japanese Patent No. 4747818

However, in actual vehicle running, there are various situations, and if the vibration control is given too much importance in all situations, the rider will feel uncomfortable. In view of this, it is expected to further suppress the above-mentioned discomfort.

The present invention has been developed in view of the above-mentioned problems, and an object of the present invention is to provide a drive control device and a vehicle capable of operating a "vehicle driven by a prime mover" with less discomfort.

In the first aspect of the present invention, the driving wheels (referred to as rear wheels 4a and 4b in the embodiment) are driven by the driving force of a power unit (P) including a prime mover (referred to as an electric motor 30 in the embodiment). Rotating vehicle (in The drive control device (120) of the electric vehicle 1 in the embodiment is characterized by having an accelerator (referred to as an accelerator handle 110 in the embodiment) for adjusting the torque of the prime mover, and the opening degree of the accelerator is In the case of the fully closed state, when the running speed of the vehicle is within the preset first speed range (V1), the power unit (P) will "prompt the vehicle to move forward in the first rotational direction (R1)" ) of the torque (T1)” acting on the drive wheels; when the vehicle’s running speed is in the second speed range (V2) that is “set on a higher speed side than the first speed range (V1)”, the above The power unit (P) acts on the drive wheel with "torsion force (T2) in the second rotational direction (R2) opposite to the first rotational direction (R1)".

The second aspect of the present invention, in the above-mentioned first aspect, includes: an accelerator opening degree sensor (121) for detecting the opening degree of the aforementioned accelerator; a vehicle speed sensor (122) for detecting The running speed of the aforementioned vehicle; the graphic memory unit (123) is used to memorize graphic data (Im), and the graphic data (Im) displays "the opening degree of the aforementioned accelerator", "the running speed of the aforementioned vehicle" and "with the aforementioned power unit" (P) the correlation of the torque generated by the control unit (124), according to the graphic information (Im) memorized by the graphic memory unit (123), using the power unit (P) to generate a corresponding value corresponding to the “accelerator opening”. The opening degree of the accelerator measured by the speed sensor (121)” and the torque of the “driving speed of the vehicle measured by the vehicle speed sensor (122)”.

In a third aspect of the present invention, in the second aspect, the vehicle speed sensor (122) is based on a rotating shaft driven by the prime mover. (45), the speed of rotation of the vehicle is detected.

In a fourth aspect of the present invention, in any one of the first to third aspects described above, when the running speed of the vehicle is in the first speed range (V1), the power unit (P) is used to With a certain (constant) torque value, the aforementioned torque (T1) is applied to the aforementioned drive wheel.

In a fifth aspect of the present invention, in any one of the first to third aspects, the third speed is set between the first speed range (V1) and the second speed range (V2) In the range (V3), "torque force (T3) acting on the drive wheel by the power unit (P)" is continuously changed.

According to a sixth aspect of the present invention, in any one of the first to third aspects described above, when the running speed of the vehicle is in a fourth speed range (V1) set on a lower speed side than the first speed range (V1) At V4), a torque (T4) smaller than the first speed range (V1) is applied to the drive wheel by the power unit (P).

In a seventh aspect of the present invention, in the sixth aspect, the fourth speed range ( V4 ) includes the stopped state of the vehicle, and the torque ( T4 ) is zero in the stopped state of the vehicle.

In an eighth aspect of the present invention, in the sixth aspect, when the vehicle is stopped, a torque (T0) larger than the first speed range (V1) is applied to the drive wheels.

In a ninth aspect of the present invention, in the sixth aspect, in the fifth speed range (V5) set between the first speed range (V1) and the fourth speed range (V4), the "By the aforementioned power unit (P) The torque (T5)" for the aforementioned drive wheels is continuously changed.

A tenth aspect of the present invention provides a vehicle characterized by including the drive control device (120) according to any one of the above-mentioned first to ninth aspects.

According to the above-described first and second aspects, when the accelerator opening is in the fully closed state and the running speed of the vehicle is in the first speed range, the following control is performed. That is, through the power unit, the torsion force in the first rotational direction that urges the vehicle to move forward acts on the driving wheels. In this way, the backlash of the drive system is eliminated when the accelerator is opened from the fully closed state. Therefore, it is possible to suppress "the jerk that occurs when the vehicle is accelerated".

In addition, when the accelerator opening is in the fully closed state and the running speed of the vehicle is in the second speed range on the higher speed side than the first speed range, that is, when the accelerator is fully closed while the vehicle is running, the following control. That is, the power unit acts on the drive wheels with a torque in a second rotational direction (back torque) opposite to the “first rotational direction when the vehicle is driven forward”. In this state, since the "torque in the direction of accelerating the vehicle" is not applied by the power unit, the generation of "the feeling of idling due to the driving force of the power unit" can be suppressed. In addition, in this state, since the torque force (engine braking) in the direction of decelerating the vehicle is not acted by the power unit, the driving stability can be improved in addition to suppressing the braking load of the vehicle. As a result, with less discomfort feel, and operate a "vehicle powered by a power unit".

According to the above-mentioned third aspect, the detection of the running speed of the vehicle is performed according to the rotation speed of the rotating shaft, so that the vehicle speed can be directly detected by a simpler means.

According to the above-described fourth aspect, since the torque applied by the power unit in the first speed range on the low speed side is a constant (constant) torque value, the influence on the low speed running of the vehicle is constant (constant). Because of this, it is not easy for the rider to feel the "torque applied by the power unit". Therefore, the discomfort can be made harder to act on the rider.

According to the fifth aspect described above, in the third speed range between the first speed range and the second speed range, the "torque applied by the power unit" is continuously changed. In this way, when the vehicle speed is changed from the second speed range to the first speed range, that is, when the vehicle decelerates, while the accelerator opening is kept in the fully closed state, it is possible to suppress the generation of acceleration feeling. In addition, it is not easy for the rider to feel "the change in the torque applied by the power unit". Therefore, the discomfort can be made harder to act on the rider.

According to the above-mentioned sixth aspect, when the vehicle is in a lower speed state, it is more difficult for the rider to feel the "torque force exerted by the power unit". In addition, the influence on the extremely low-speed running of the vehicle can be suppressed.

According to the seventh aspect described above, in the stopped state of the vehicle, since the torque applied by the power unit is zero, it is possible to suppress unintended movement of the vehicle in the stopped state. That is, when the vehicle stops against the torsional force of the power unit, for example, when luggage is placed on the vehicle or a rider gets off the vehicle, an external force may act on the vehicle. At this time, there is a fear that the vehicle may move due to the torque of the power unit. Such doubts can be eliminated by "when the vehicle is stopped, the torque exerted by the power unit is zero".

According to the above-mentioned eighth aspect, in the stopped state of the vehicle, since a torque larger than that in the first speed range acts, the vibration of the power unit (backlash elimination) can be surely performed. That is, for example, in order to perform the shaking of the power unit when the vehicle is started, a larger torque than "the shaking when the vehicle is decelerated from the running state and stopped" is required. Even in such a case, the vibration of the power unit (backlash elimination) can be surely performed.

According to the ninth aspect described above, in the fifth speed range between the first speed range and the fourth speed range, by continuously changing the "torque force acted by the power unit", the following effects exist. That is, while the accelerator opening is kept fully closed, when the vehicle speed changes from the first speed range to the fourth speed range, that is, when the vehicle enters an extremely low speed, it is possible to suppress the vehicle from generating a sense of acceleration. In addition, it is not easy for the rider to feel "the change in the torque applied by the power unit". Therefore, the discomfort can be made harder to act on the rider.

According to the tenth aspect described above, by including the drive control device as described above, it is possible to operate the "vehicle driven by the power unit" with less discomfort.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, directions such as front, rear, left, right, etc., are the same as (identical to) the directions of the vehicle described below unless otherwise specified. In the drawings used for the following description, arrows FR indicating the front of the vehicle, arrows LH indicating the left side of the vehicle, and arrows UP indicating the upper side of the vehicle are indicated at appropriate positions.

As shown in FIGS. 1 and 2 , in an electric vehicle (vehicle) 1 of the present embodiment, a front wheel 2 serving as a steered wheel is supported on a front vehicle body (vehicle front structure) 3 . The electric vehicle 1 supports a rear vehicle body (vehicle rear structure body) 5 as a pair (a pair) of left and right rear wheels (drive wheels) 4 a and 4 b as drive wheels. The electric vehicle 1 has a front vehicle body (swing side vehicle body) 3 on which a rider rides so as to be able to swing left and right (rolling ). The electric vehicle 1 is configured as a swing-type electric tricycle.

The front body 3 includes a handlebar 6 for steering the front wheel, and a seat cushion 7 for a rider to sit on. The front vehicle body 3 has a spanning space 8 between the handlebar 6 and the seat cushion 7 , and a low chassis 9 is provided below the spanning space 8 . The front vehicle body 3 and the rear vehicle body 5 are connected to each other by a rotation mechanism (rolling 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 vehicle body 3 includes a front vehicle body frame 11 . The front body frame 11 includes a single front frame 14 extending downward from the rear side of the head pipe 12 and then being bent rearward, and a pair of left and right lower frames 15 extending from both sides of the curved portion of the front frame 14 The left and right branched and extended rearward; the left and right paired (a pair) rear portions 16 are bent and extended from the rear end portions of the left and right lower frames 15 toward the rear and upward diagonally. On the head tube 12, a front wheel suspension device (eg, a telescopic front fork) 13 is steerably supported. The front wheel 2 is supported at the lower end of the front wheel suspension device 13 .

Between the lower parts of the left and right rear frames 16, a bottom horizontal frame not shown in the drawing is arranged. On the bottom horizontal frame, the front structure 50F of the turning mechanism 50 is fixedly supported. The front vehicle body 3 is swung (tilted) in the turning direction by the turning mechanism 50 with respect to the rear vehicle body 5 which makes the left and right rear wheels 4a and 4b contact the road surface when the electric vehicle 1 turns. In this way, the front vehicle body 3 causes the steering angle to be generated by the front wheels 2 serving as steering wheels.

The entire front body 3 including the front body frame 11 is covered by a front body cover 90 . The front body cover 90 includes a front cover 91 and an inner cover 92 that cover the peripheries of the head pipe 12 and the front frame 14 from the front and rear, respectively, and a floor board 93 connected to the lower end of the inner cover 92 The rear of the seat cushion; the lower cover 94 of the seat cushion is erected at the rear of the bottom plate 93 and reaches the lower part of the seat cushion 7 . The bottom plate 93 constitutes the low chassis 9 together with the left and right lower frames 15 and the like. The seat cushion lower cover 94 is formed with a rear inclined portion 94a inclined upward and rearward.

The rear vehicle body 5 includes a rear vehicle body frame 21 which is independent from the front vehicle 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 area) of the turning mechanism 50 , and a rear upper frame 23 extending rearward from the upper end of the second rear frame 22 . The second rear frame 22 and the rear upper frame 23 are formed integrally with each other, for example. The rear body frame 21 is located between the left and right rear wheels 4a, 4b in the left-right direction.

The rear end portion of the structure 50R behind the rotating mechanism 50 supports the front end portion of the swing unit 40 . The front end of the swing unit 40 is supported so as to be able to swing up and down through a "swing shaft (pivot shaft) 41 extending in the left-right direction". The rear end portion of the rocking unit 40 is connected to the upper rear portion of the rear vehicle body frame 21 via left and right rear bumpers (not shown) and is supported. Including these rocking units 40 , left and right rear cushions (not shown in the drawings), and the rear body frame 21 , the rear vehicle body 5 constitutes a rear wheel suspension device (rear suspension).

The entire rear body 5 including the rear body frame 21 is covered by a rear body cover 70 . The rear body cover 70 includes: a front wall part 71 forming an inclined front surface slightly parallel to the second rear frame 22; an upper wall part 72 extending rearward from an upper end of the front wall part 71 in a slightly parallel manner; a rear fender 74, covering the upper part of the left and right rear wheels 4a, 4b. The upper wall portion 72 forms a stage 75 on the upper surface of the rear vehicle body 5 together with the rear upper frame 23 and the like. The front wall portion 71 is formed to be approximately parallel to the rear inclined portion 94 a of the front vehicle body 3 . The front wall portion 71 is arranged so as to have a gap between the front wall portion 71 and the rear inclined portion 94a by a gap "to an extent that does not interfere with the rear inclined portion 94a when the front and rear vehicle bodies 3 and 5 are relatively rocked".

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

The rocking unit 40 is constituted as a power unit P that "includes an electric motor (prime mover) 30 as a drive source of the electric vehicle 1". The swing unit 40 includes: a unit case 43 as a structure (rocker arm) that supports the left and right rear wheels 4a, 4b to be able to swing up and down; an electric motor 30 housed in the left side of the front part of the unit case 43; a differential mechanism (differential mechanism) 44 is accommodated in the rear of the unit case 43 . The swing unit 40 is swingably coupled to the turning mechanism 50 in a state in which it is mounted on the sub-arm 43a (refer to FIG. 1 ).

Inside the unit case 43 are provided a rotating shaft 45 , a countershaft 47 , and a rear axle 42 . The rotation shaft 45 , the intermediate shaft 47 , and the rear axle 42 have respective shaft centers extending in the left-right direction of the vehicle body, and are provided parallel to each other. Inside the front left side of the unit case 43, a motor case 46 is accommodated. The inside of the front part of the power unit P is provided with a parking lock mechanism 80 that locks the left and right rear wheels 4a and 4b so as not to rotate when the vehicle is parked on a slope.

The rotation shaft 45 is provided in the front part of the unit case 43 . The rotating shaft 45 is the output shaft of the electric motor 30 . Referring to FIG. 2, the rotating shaft 45 is rotatably provided in "the motor housing 46 provided in the unit case 43" through the bearings 51 and 52. The electric motor 30 is provided within the motor housing 46 . The electric motor 30 includes a rotor 31 fixed to 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 a motor case 46 .

The rotation shaft 45 is provided so as to protrude from the motor housing 46 toward the right side of the vehicle body. The protruding portion of the rotating shaft 45 is rotatably supported by "the front end portion of the collar protruding from the right side of the motor housing 46" through the bearing 53a. The right end portion of the rotation shaft 45 is rotatably supported by the right side wall of the unit case 43 through the bearing 53b. A pinion gear 54 is provided at a portion located between the bearings 53a and 53b on the right protruding portion of the rotating shaft 45 . The pinion gear 54 is, for example, a helical gear.

The intermediate shaft 47 is provided at the rear of the vehicle body with respect to the rotation shaft 45 . Both ends of the intermediate shaft 47 are rotatably supported by the unit case 43 through bearings 55 and 56 . The intermediate shaft 47 is provided with a transmission gear 57 having a relatively large diameter that meshes with the pinion gear 54 of the rotating shaft 45 . In this way, the rotation of the rotating shaft 45 is decelerated and transmitted by the intermediate shaft 47 . A pinion gear 58 is engraved on the left side of the vehicle body with respect to the transmission gear 57 on the outer peripheral surface of the intermediate shaft 47 .

The rear axle 42 is provided behind the vehicle body with respect to the rotation shaft 45 and the intermediate shaft 47 . The rear axle 42 includes a right axle 42R and a left axle 42L that are coaxial with each other and are different from each other. The left axle 42L is rotatably supported by the left part of the unit case 43 through a bearing 59L. The center portion of the left rear wheel 4a is integrally rotatably supported at the left end portion of the left axle 42L. The right axle 42R is rotatably supported by the right side portion of the unit case 43 through a bearing 59R. At the right end portion of the right axle 42R, the center portion of the right rear wheel 4b is integrally rotatably supported.

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 through bearings 60A, 60B. A pair of pinion gears 62 are provided in the differential case 61 . A pair of pinion gears 62 are rotatably supported by pins 64 . A pair of side gears 63 are provided on the left and right sides in the differential case 61 . The left end portion of the right axle 42R is engaged with the right side gear 63 by the key groove. The right end portion of the left axle 42L is engaged with the left side gear 63 by the key groove.

An output gear 65 is provided on the outer peripheral surface of the left side portion of the differential case 61 . The output gear 65 meshes with the pinion gear 58 formed on the intermediate shaft 47 . The output gear 65 has a larger diameter than the pinion gear 58 . In this way, the rotation of the intermediate shaft 47 is decelerated and transmitted by the differential case 61 . The rear axle 42 (the right axle 42R, the left axle 42L) is rotationally driven through the differential mechanism 44 by the rotation of the differential case 61 .

The electric motor 30 of the power unit P is driven by the electric power of the battery 100 shown in FIG. 1 . For example, the electric motor 30 can be controlled by VVVF (variable voltage variable frequency; variable voltage variable frequency) to form a variable speed drive. Although the electric motor 30 is subject to the speed change control as if it had a continuously variable transmission, it is not limited to this, and may be subject to the speed change control as if it had a stepwise transmission. The battery 100 is provided, for example, below the seat cushion 7 of the front vehicle body 3 .

The operation of the electric motor 30 is controlled by the drive control device 120 shown in FIG. 4 . The drive control device 120 includes an accelerator opening sensor 121 , a vehicle speed sensor 122 , a pattern memory unit 123 , and a control unit 124 . The accelerator opening sensor 121 detects the opening of the accelerator handle (accelerator) 110 provided on the right side of the vehicle body of the handlebar 6 . The accelerator handle 110 is an operating element for adjusting the traveling speed (vehicle speed) of the electric vehicle 1 . The rider performs an adjustment to adjust the opening degree of the accelerator handle 110 . The electric motor 30 operates at "the number of revolutions corresponding to the opening degree of the accelerator handle 110", and acts on the left and right rear wheels 4a and 4b with a driving force (torque force) corresponding to the number of revolutions.

The vehicle speed sensor 122 is used to detect the running speed of the electric vehicle 1 . The vehicle speed sensor 122 , for example, can also detect the rotational speed of the front wheel 2 . In the present embodiment, the vehicle speed sensor 122 detects the traveling speed of the electric vehicle 1 by detecting "the rotational speed of the rotating shaft 45 driven by the electric motor 30".

The graphic memory unit 123 stores preset graphic information Im (please refer to FIG. 4 ). The graphic information Im is a member for causing the electric motor 30 to generate "torque corresponding to the opening degree of the accelerator handle 110". The graphic information Im is set for each opening degree of the accelerator handle 110 . The graphic information Im is set for each opening degree of the accelerator handle 110 : the correlation between the traveling speed of the electric vehicle 1 and the torque generated by the electric motor 30 . The graphic information Im in FIG. 4 is graphic data when the opening degree of the accelerator handle 110 is in a fully closed state (opening degree=0). The graph information Im in FIG. 4 is graph information Im0 showing the correlation between "the traveling speed of the electric vehicle 1" and the "torque force generated by the electric motor 30".

The control unit 124, according to the “graphic information Im memorized by the graphic memory unit 123”, “the opening degree of the accelerator handle 110 detected by the accelerator opening sensor 121”, and “the electric vehicle detected by the vehicle speed sensor 122” 1", to control (adjust) the torque generated by the electric motor 30.

The graphics memory unit 123 and the control unit 124 are functionally provided by a PCU (Power Control Unit) 125 as hardware. The graphics memory unit 123 is set in a memory area provided in the PCU 125 . The control unit 124 can realize functionality by "processing executed according to a computer program preset in the PCU 125". The PCU 125 is, for example, a control unit integrally provided with a PDU (Power Driver Unit) and an ECU (Electric Control Unit: electronic control unit).

(torque control in drive control device) The control unit 124 of the drive control device 120 acquires the detection result of the opening degree of the accelerator handle 110 from the accelerator opening degree sensor 121 . The control unit 124 refers to the graphic information Im “corresponding to the obtained opening degree of the accelerator handle 110 ” stored in the graphic memory unit 123 . When the obtained opening degree of the accelerator handle 110 is other than the fully closed state, the control unit 124 refers to the graphic information Im corresponding to the opening degree. The control unit 124 uses the electric motor 30 to generate a torque corresponding to "the traveling speed of the electric vehicle 1 detected by the vehicle speed sensor 122".

When the opening degree of the accelerator handle 110 obtained from the accelerator opening degree sensor 121 is in the fully closed state, the control unit 124 refers to the graphic information Im0 shown in FIG. 4 . The graphic information Im0 when the opening degree of the accelerator handle 110 is in a fully closed state has the following functions in the first speed range V1 set in the low speed measurement. That is, the electric motor 30 (power unit P) is set so that when the electric vehicle 1 is driven forward, the torsion force T1 acts on the direction in which the rear wheels 4a and 4b are rotated (hereinafter, referred to as the first rotation direction R1). . The torque T1 is set to such an extent that the backlash between the respective gears of the drive system of the power unit P can be eliminated, and the running speed of the electric vehicle 1 will not be increased (not accelerated). The torque T1 is greater than the minimum torque Tmin that the backlash of the power transmission path of the power unit P can be eliminated (vibration is formed). In this way, in the first speed range V1, when the rider increases the opening degree of the accelerator handle 110, it is possible to suppress the occurrence of "the shock caused by the collision between the gears in the drive system".

In addition, in the graphic information Im0, the number of revolutions of the rotating shaft 45 becomes the second speed range V2 on the high-speed side compared to the first speed range V1, and has the following effects. That is, the electric motor 30 (power unit P) acts on the rear wheels 4a and 4b with a torsion force (reverse torsion force) T2 in the second rotational direction R2 opposite to the first rotational direction R1. For example, at least a part of the second speed range V2, the graphic information Im0 includes the range of "acting the torque value T2 with a certain (constant) torque value by the electric motor 30 (power unit P)".

In the second speed range V2, the opening degree of the accelerator handle 110 is in a fully closed state, for example, when the accelerator handle 110 is fully closed in order to decelerate while traveling. In such a state, the electric motor 30 generates a torsional force in a direction (the second rotational direction R2 ) that decelerates the electric vehicle 1 . Therefore, the braking load of the electric vehicle 1 is suppressed. In addition, in this state, the electric motor 30 acts on the electric motor 30 : the torque T2 in the direction of decelerating the electric vehicle 1 . Therefore, the running stability of the electric vehicle 1 can be improved. Furthermore, since the torsion force T2 acting in the second speed range V2 includes a certain (constant) range, the influence of the torsion force T2 on the running of the electric vehicle 1 is suppressed. Therefore, it is not easy to make the rider feel uncomfortable.

In addition, in the graphic information Im0, the third speed range V3 set between the first speed range V1 and the second speed range V2 is set as follows. That is, the third speed range V3 is set so as to continuously change the "torque T3 acting on the rear wheels 4a and 4b by the electric motor 30 (power unit P)". "When the vehicle speed changes from the second speed range V2 to the first speed range V1 while the opening of the accelerator handle 110 is kept in the fully closed state, that is, when the vehicle decelerates," will be described. At this time, the torque generated by the electric motor 30 does not change in stages, and the rider is less likely to feel the change in the torque T3.

In addition, in the graphic information Im0, the extremely low-speed fourth speed range V4 is set on the lower speed side than the first speed range V1. In the graphic information Im0, when the traveling speed of the electric vehicle 1 is in the fourth speed range V4, the following settings are made. That is, it is set so that the electric motor 30 (power unit P) acts on the rear wheels 4a and 4b with a torque T4 smaller than the torque T1 in the first speed range V1. The fourth speed range V4 is an extremely low speed range including the stopped state of the electric vehicle 1 . In the stopped state of the electric vehicle 1 (the traveling speed is 0, that is, the complete stop state), the torsion force 4 is set to zero, for example.

In such a fourth speed range V4, when the electric vehicle 1 is in a lower speed state, it is more difficult for the rider to feel "the torque T4 applied by the electric motor 30". In addition, when the electric vehicle 1 is stopped or at an extremely low speed, the influence of, for example, stacking luggage on the electric vehicle 1 or when a rider moves forward on the electric vehicle 1 is suppressed. That is, when the electric vehicle 1 is stopped or the like, a situation in which the electric motor 30 starts to move due to the unexpected torque applied to the electric motor 30 due to the influence of an external force acting on the electric vehicle 1 is suppressed.

Here, the fourth speed range V4 may be set to a torsion force T0 larger than the torsion force T1 of the first speed range V1 in the stopped state of the electric vehicle 1 . This is because, for example, when the electric vehicle 1 starts to vibrate, a larger torque is required than "vibration when the electric vehicle 1 decelerates and stops".

In addition, the graphic information Im0 has the following settings in the fifth speed range V5 set between the first speed range V1 and the fourth speed range V4. That is, the fifth speed range V5 is set so as to continuously change “the torque T5 acting on the rear wheels 4a and 4b by the electric motor 30 (power unit P)”.

In the fifth speed range V5, the following effects are obtained when the vehicle speed changes from the first speed range V1 to the fourth speed range V4, that is, when decelerating, while the accelerator handle 110 is kept fully closed. That is, it is possible to suppress the acceleration feeling from being generated in the electric vehicle 1 . In addition, the rider is less likely to feel "the fluctuation of the torque T5 acted on by the electric motor 30".

As described above, in the drive control device 120 and the electric vehicle 1 of the embodiment, the control unit 124 executes the following control when the accelerator handle 110 is in a fully closed state. That is, when the running speed of the electric vehicle 1 is within the preset first speed range V1, the electric motor 30 acts on the rear wheels 4a and 4b with the following torque T1. The torsion force T1 is the torsion force in the first rotational direction R1 when the electric vehicle 1 is driven forward. Further, when the running speed of the electric vehicle 1 is in the second speed range V2 set on the higher speed side than the first speed range V1, the electric motor 30 applies the following torque T2 to the rear wheels 4a, 4b. The torsion force T2 is the torsion force in the second rotational direction R2 opposite to the first rotational direction R1.

According to this configuration, when the opening degree of the accelerator handle 110 is in the fully closed state and the running speed of the electric vehicle 1 is in the first speed range V1, the following control is performed. That is, the electric motor 30 acts on the rear wheels 4a and 4b with the torsion force T1 that urges the electric vehicle 1 to move forward in the first rotational direction R1. In this way, when the accelerator handle 110 is opened from the fully closed state, the backlash of the drive system is eliminated. Therefore, it is possible to suppress "jerkiness that occurs when the electric vehicle 1 is accelerated". In addition, when the opening degree of the accelerator handle 110 is in the fully closed state and the running speed of the electric vehicle 1 is in the second speed range V2 on the higher side than the first speed range V1, the following control is performed. That is, when the accelerator handle 110 is fully closed while the electric vehicle 1 is running, the following control is performed. That is, the power unit P acts on the rear wheels 4a, 4b with a torsion force (reverse torsion force) T2 in the second rotational direction R2 opposite to "the first rotational direction R1 when the electric vehicle 1 is driven forward" . In this state, since "torsion in the direction of acceleration of the electric vehicle 1" does not act on the electric motor 30, it is possible to suppress the generation of "the idling feeling due to the driving force of the electric motor 30". In addition, in this state, since the torque T2 in the direction of decelerating the electric vehicle 1 is not acted by the electric motor 30 , the braking load of the electric vehicle 1 can be suppressed and the running stability can be improved. As a result, the "electric vehicle 1 driven by the electric motor 30" can be operated with less discomfort.

In addition, in the first speed range V1 on the low speed side, the control unit 124 applies the torque T1 to the rear wheels 4a and 4b with a constant (constant) torque value from the electric motor 30 . In this way, the influence exerted when the electric vehicle 1 is running at a low speed is constant (constant), and it is more difficult for the rider to feel the "torque T1 exerted by the electric motor 30". Therefore, it is more difficult for the rider to experience discomfort.

In addition, the vehicle speed sensor 122 detects the traveling speed of the electric vehicle 1 according to "the rotation speed of the rotating shaft 45 driven by the electric motor 30". Thereby, the vehicle speed can be directly detected by a simpler means.

In addition, the control unit 124 continuously causes the "torque T3 acting on the rear wheels 4a and 4b by the electric motor 30" in the third speed range V3 set between the first speed range V1 and the second speed range V2. Variety. Thereby, when the vehicle speed changes from the second speed range V2 to the first speed range V1 , that is, when the electric vehicle 1 decelerates, the acceleration feeling can be suppressed while the accelerator handle 110 is kept fully closed. In addition, the rider is less likely to feel "the fluctuation of the torque T3 acted on by the electric motor 30". Therefore, it is more difficult to make the rider feel uncomfortable.

Further, the control unit 124 performs the following control when the traveling speed of the electric vehicle 1 is in the fourth speed range V4 set on the lower speed side than the first speed range V1. That is, the electric motor 30 acts on the rear wheels 4a and 4b with a torque T4 smaller than the first speed range V1 in the first rotational direction R1. Accordingly, when the electric vehicle 1 is in a lower speed state, it is more difficult for the rider to feel the "torque T4 applied by the electric motor 30". In addition, the influence exerted by the extremely low-speed running of the electric vehicle 1 can be suppressed.

In addition, the fourth speed range V4 includes the stopped state of the electric vehicle 1, and in the stopped state of the electric vehicle 1, the aforementioned torsion force T4 is zero. Thereby, the electric vehicle 1 in the stopped state can be prevented from moving unexpectedly. That is, when the electric vehicle 1 stops against the torque T4 of the electric motor 30 , for example, when luggage is stacked on the electric vehicle 1 or a rider gets off the electric vehicle 1 , an external force may act on the electric vehicle 1 . At this time, there is a fear that the electric vehicle 1 may be moved by the torque of the electric motor 30 . Such doubts can be eliminated by "when the electric vehicle 1 is stopped, the torque applied by the electric motor 30 becomes zero".

In addition, as long as the electric vehicle 1 is provided with a parking brake, even in a stopped state of the electric vehicle 1, a torque T0 larger than the first speed range V1 can act. Thereby, the vibration of the power unit P (backlash cancellation) can also be surely performed. That is, for example, in order to execute the vibration of the power unit P when the electric vehicle 1 is started, a larger torque than "the vibration when the electric vehicle 1 is decelerated and stopped from the running state" is required. Even in such a case, the vibration of the power unit P (backlash cancellation) can be surely performed.

In addition, the control unit 124 continuously causes the "torque T5 acting on the rear wheels 4a and 4b by the electric motor 30" in the fifth speed range V5 set between the first speed range V1 and the fourth speed range V4. Variety. In this way, when the vehicle speed changes from the first speed range V1 to the fourth speed range V4 while the accelerator handle 110 is kept fully closed, that is, when the electric vehicle 1 enters an extremely low speed, the following effects are obtained. That is, it is possible to suppress the acceleration feeling from being generated in the electric vehicle 1 . In addition, the rider is less likely to feel "the fluctuation of the torque T5 acted on by the electric motor 30". Therefore, it is more difficult to make the rider feel uncomfortable.

The present invention is not limited to the above-described embodiments described with reference to the drawings, and various modifications are possible within the technical scope. For example, although the electric vehicle 1 is configured to "run only by the driving force of the electric motor 30 as the prime mover", the present invention is not limited to this. As long as the electric motor 30 is used for the electric vehicle, for example, the driving force of the engine and the driving force of the electric motor 30 may be used together, and may be of a hybrid type. In addition, in the above-mentioned embodiment, although the structure provided with the electric motor 30 as the prime mover of the power unit P is formed, the prime mover is not limited to the electric motor 30 and may be an engine (internal combustion engine). In addition, the power unit P may also include, for example, a clutch actuator, an auxiliary motor (ACG), or the like. In the case where a clutch actuator driven by an electric motor, hydraulic pressure, or the like is employed as the power unit P, control can be performed as described below. That is, the clutch actuator is actuated by the clutch actuator corresponding to the accelerator opening degree, whereby torsional forces for the forward rotation direction and the reverse rotation direction of the drive wheel can be controlled.

In addition, although the electric vehicle 1 is a swing type vehicle in which the front and rear vehicle bodies are independent of each other and can swing (roll) left and right, the present invention is not limited to this, and can also be applied to an electric vehicle in which the front and rear vehicle bodies are integrated. In addition, the present invention is not limited to being applicable to three-wheeled vehicles with front and rear wheels, but can also be applied to locomotives (bicycles and scooters with prime movers); three-wheeled vehicles with front two wheels and rear wheels; or four-wheeled vehicles. wheeled vehicle.

Furthermore, the electric vehicle 1 is not limited to a so-called straddle-type vehicle in which a rider sits on the seat cushion 7, and may be a vehicle having a seat with a seat back.

Next, the structure in the above-described embodiment is only one example of the present invention, and various modifications can be made without departing from the gist of the present invention.

1: Electric Vehicles

4a, 4b: rear wheel

30: Electric Motor

45: Rotary shaft

110: Accelerator handle

120: Drive control device

121: Accelerator opening sensor

122: Speed sensor

123: Graphics Memory Department

124: Control Department

Im,Im0: Graphic information

P: power unit

R1: The first rotation direction

R2: The second rotation direction

T1, T2, T3, T4, T5: Torque

V1: First speed range

V2: Second speed range

V3: Third speed range

V4: Fourth speed range

V5: Fifth speed range

1 is a left side view of a vehicle according to an embodiment of the present invention. [ Fig. 2] Fig. 2 is a development 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 the drive control device in the above vehicle. Fig. 4 is a graph showing an example of graph information used for control in the drive control device.

T0~T5: Torque

Tmin: The minimum torque to eliminate backlash

Im,Im0: Graphic information

V1: First speed range

V2: Second speed range

V3: Third speed range

V4: Fourth speed range

V5: Fifth speed range

Claims (8)

A drive control device (120) is a drive control device (120) of a vehicle that drives a driving wheel to rotate and drive by the driving force of a power unit (P) including a prime mover, characterized in that it is provided with a torsion force for adjusting the aforementioned prime mover When the accelerator is in a fully closed state, when the speed of the vehicle is in the preset first speed range (V1), the power unit (P) will cause the vehicle to move toward the The torsion force (T1) in the first rotational direction (R1) when traveling ahead acts on the driving wheels, and when the running speed of the vehicle is in a second speed range set at a higher speed side than the first speed range (V1) (V2), the torque force (T2) in the second rotational direction (R2) opposite to the first rotational direction (R1) is acted on the driving wheel by the power unit (P), and when the vehicle is running When the speed is in the fourth speed range (V4) set on the lower speed side than the first speed range (V1), the torque ( T4) acts on the driving wheels, and the fourth speed range (V4) includes the stopped state of the vehicle. In the stopped state of the vehicle, the torque (T4) is zero. The drive control device (120) according to claim 1, comprising: an accelerator opening degree sensor (121) for detecting the opening degree of the accelerator; A vehicle speed sensor (122) is used to detect the speed of the vehicle; a graphic memory unit (123) is used to memorize graphic information (Im), the graphic information (Im) representing: the opening of the accelerator, the vehicle Correlation between the driving speed and the torque generated by the power unit (P); the control unit (124), according to the graphic information (Im) memorized by the graphic memory unit (123), uses the power unit (P) to, A torque corresponding to the accelerator opening detected by the accelerator opening sensor (121) and the running speed of the vehicle detected by the vehicle speed sensor (122) is generated. The drive control device (120) according to claim 2, wherein the vehicle speed sensor (122) detects the running speed of the vehicle according to the rotational speed of the rotating shaft (45) driven by the prime mover. The drive control device (120) according to any one of claim 1 to claim 3, wherein when the traveling speed of the vehicle is in the first speed range (V1), the power unit (P) is used to With a certain (constant) torque value, the torque (T1) is applied to the drive wheel. The drive control device (120) according to any one of claim 1 to claim 3, wherein the third speed is set between the first speed range (V1) and the second speed range (V2) In the range (V3), the torsion force (T3) acting on the drive wheel by the power unit (P) is continuously changed. The drive control device (120) according to claim 1, wherein a torque (T0) larger than the first speed range (V1) is applied to the drive wheels in a stopped state of the vehicle. The drive control device (120) according to claim 1, wherein in the fifth speed range (V5) set between the first speed range (V1) and the fourth speed range (V4), the The torsional force (T5) of the power unit (P) acting on the aforementioned driving wheels is continuously changed. A vehicle comprising the drive control device (120) according to any one of Claims 1 to 7.

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