Electric vehicles

Abstract

To provide a technique enabling regenerative braking of an electric vehicle to be appropriately limited while suppressing a discomfort feeling to a user.SOLUTION: An electric vehicle includes: a motor connected to a wheel and regeneratively braking the wheel; a battery for storing regenerative power output from a motor by generative braking; and a control apparatus for controlling the regenerative braking so that regenerative torque exerted to a wheel is limited to maximum braking torque or less and so that regenerative power output from the motor is limited to maximum regenerative power or less. The control apparatus is capable of changing the maximum regenerative power, and changes the maximum regenerative braking torque as well in the case of changing the maximum regenerative power.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The technology disclosed in this specification relates to electric vehicles.

[0002] Patent Document 1 discloses an electric vehicle. This electric vehicle includes a motor connected to wheels and performing regenerative braking on the wheels, a battery that stores regenerative power output by the motor through regenerative braking, and a control device that controls the regenerative braking performed by the motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-184459 A Summary of the Invention [Problem to be solved by the invention]

[0004] Usually, in regenerative braking by a motor, a limit value (hereinafter referred to as maximum braking torque) is set for the braking torque so that the braking torque applied to the wheels does not become excessive. Also, a limit value (hereinafter referred to as maximum regenerative power) is set for the regenerative power so that the regenerative power supplied to the battery does not become excessive. In this case, when the speed of the electric vehicle is in the medium to high speed range, the regenerative power reaches the maximum regenerative power before the braking torque reaches the maximum braking torque, thereby limiting the regenerative braking by the motor. On the other hand, when the speed of the electric vehicle drops to the low speed range, the braking torque reaches the maximum braking torque before the regenerative power reaches the maximum regenerative power, thereby limiting the regenerative braking by the motor. As a result, a difference may occur in the braking torque actually generated between the medium to high speed range and the low speed range, but the difference is relatively small.

[0005] However, the set value of the maximum regenerative power may be changed depending on, for example, the charging rate or temperature of the battery. For example, when the charging rate of the battery is high, the maximum regenerative power can be reduced from the normal state to limit the regenerative power supplied to the battery. On the other hand, when the maximum regenerative power is reduced, regenerative braking is further limited in the medium-high speed range, and the braking torque that is actually generated is further reduced. As a result, the braking torque that is actually generated between the medium-high speed range and the low speed range is greatly varied. Such behavior of the electric vehicle that differs from the normal state may cause a sense of discomfort to a user riding in the electric vehicle.

[0006] In view of the above, the present specification provides a technique that can appropriately limit regenerative braking of an electric vehicle while suppressing discomfort felt by the user. [Means for solving the problem]

[0007] The technology disclosed in this specification is embodied in an electric vehicle. The electric vehicle includes a motor connected to wheels and performing regenerative braking on the wheels, a battery that stores regenerative power output by the motor through regenerative braking, and a control device that controls regenerative braking so that the braking torque applied to the wheels is equal to or less than a maximum braking torque and the regenerative power output by the motor is equal to or less than the maximum regenerative power. The control device is capable of changing the maximum regenerative power and also changes the maximum braking torque when the maximum regenerative power is changed.

[0008] In the above-mentioned electric vehicle, a maximum braking torque is set as a limit value for the braking torque due to regenerative braking so that the braking torque applied to the wheels is not excessive. Also, a maximum regenerative power is set as a limit value for the regenerative power due to regenerative braking so that the regenerative power supplied to the battery is not excessive. In addition, the maximum regenerative power can be changed according to, for example, the charging rate or temperature of the battery, and when the maximum regenerative power is changed, the maximum braking torque is also changed. In this way, when the maximum regenerative power is changed, the braking torque actually generated in the low speed range can also be changed in accordance with the change in the braking torque actually generated in the medium to high speed range. The fluctuation in the braking torque actually generated from the medium to high speed range can be made to match or approximate before and after changing the maximum regenerative power, and it is possible to appropriately limit the regenerative braking of the electric vehicle while suppressing the discomfort felt by the user. [Brief description of the drawings]

[0009] [Figure 1] 1 shows a schematic diagram of an electric vehicle 10 according to an embodiment. [Diagram 2] 1 is a block diagram showing an electrical configuration of an electric vehicle 10 according to an embodiment. [Diagram 3] 4 shows the relationship between the speed and braking torque of the electric vehicle 10 during normal regenerative braking. [Figure 4] 1 shows the relationship between the speed and braking torque of the electric vehicle 10 during regenerative braking when limited. [Diagram 5] 4 is a map showing a stimulus value γ received by a user for each combination of the speed and acceleration of the electric vehicle 10. [Figure 6] 4 is a flowchart showing an example of a control method executed by the electronic control unit 30. [Figure 7] 6 is a flowchart showing an example of another control method executed by the electronic control unit 30. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] In one embodiment of the present technology, the control device may change the maximum regenerative power according to the charging rate or temperature of the battery. In this case, although not particularly limited, the control device may reduce the maximum regenerative power as the charging rate of the battery increases or the temperature of the battery increases. With such a configuration, the load on the battery can be reduced, and deterioration of the battery can be suppressed.

[0011] In one embodiment of the present technology, the control device may determine the amount of change when changing the maximum braking torque according to the amount of change when changing the maximum regenerative power. With such a configuration, it is possible to effectively suppress the discomfort felt by the user when changing the maximum regenerative power. However, it is sufficient for the control device to be able to change the maximum regenerative power in at least two stages (e.g., normal and limited), and accordingly, it is sufficient for the control device to be able to change the maximum braking torque in at least two stages (similarly, normal and limited).

[0012] In the above embodiment, when the maximum regenerative power is changed, the control device may specify the change range of the stimulus value received by the user before and after the change, and determine the change range when changing the maximum braking torque according to the specified change range of the stimulus value. The stimulus value received by the user for the acceleration / deceleration of the vehicle changes according to the combination of the vehicle speed and the acceleration / deceleration. Therefore, when the maximum regenerative power is changed, the change range of the stimulus value received by the user in the medium to high speed range can be specified by adding the vehicle speed to the change range of the braking torque before and after the change. Then, by determining the change range of the maximum braking torque according to the specified change range of the stimulus value, the change range of the stimulus value received by the user in the low speed range can be made to match or approximate the change range of the stimulus value received by the user in the medium to high speed range. This allows the impression received by the user during regenerative braking of the vehicle before and after the change of the maximum regenerative power to be matched or approximated.

[0013] In the above embodiment, the change range of the stimulus value received by the user according to the change range of the maximum regenerative power may be equal to the change range of the stimulus value received by the user according to the change range of the maximum braking torque. Note that "equal" here is not limited to being completely equal, and may include a deviation within a range that is imperceptible to the user, for example, a deviation within 15 percent.

[0014] In one embodiment of the present technology, the control device may be capable of changing the maximum braking torque regardless of whether or not the maximum regenerative power is changed, that is, the control device may change only the maximum braking torque independently in response to various situations and requirements.

[0015] In the above embodiment, when the control device changes the maximum braking torque, the control device may specify a change range of the stimulus value received by the user before and after the change, and set a limit on the braking torque in each vehicle speed range according to the specified change range of the stimulus value. With this configuration, the impression received by the user during regenerative braking of the vehicle can be made to match or approximate before and after the change in the maximum braking torque.

[0016] In the above embodiment, the control device may change the maximum braking torque according to the characteristics of the road surface on which the vehicle is traveling. With this configuration, when the vehicle is traveling on a road surface with a low friction coefficient, such as a snow-covered surface, the maximum braking torque is set low, so that the vehicle can travel stably. In addition, when the maximum braking torque is set low, a limit is also set on the braking torque in each vehicle speed range, so that the discomfort felt by the user can be suppressed. EXAMPLES

[0017] An electric vehicle 10 according to an embodiment will be described with reference to the drawings. The electric vehicle 10 is a so-called automobile, and is a vehicle that travels on a road surface. As shown in FIG. 1, the electric vehicle 10 includes a body 12, a plurality of wheels 14f, 14r, and a plurality of side doors 16, 18. The body 12 is mainly made of metal, although not limited thereto. A cabin 12c is provided inside the body 12. The cabin 12c is configured so that one or more users can ride in it. The cabin 12c is provided with a pedal device 26 that is operated by the user.

[0018] Each of the multiple wheels 14f, 14r is rotatably supported by the body 12. The multiple wheels 14f, 14r include a pair of front wheels 14f located at the front of the body 12 and a pair of rear wheels 14r located at the rear of the body 12. The pair of front wheels 14f are arranged coaxially with each other at the front of the body 12. The pair of rear wheels 14r are arranged coaxially with each other at the rear of the body 12. The pair of front wheels 14f are steered wheels whose rotation axis direction changes. The pair of rear wheels 14r are driven wheels driven by the motor 20. The number of wheels 14f, 14r is not limited to four.

[0019] As shown in Figs. 1 and 2, the electric vehicle 10 further includes a motor 20, a power conversion unit 22, a battery pack 24, and an electronic control unit 30. The motor 20 is a driving motor that drives a pair of rear wheels 14r, and is mechanically connected to the pair of rear wheels 14r. The battery pack 24 is a power supply device that supplies power to the motor 20, and is electrically connected to the motor 20 via the power conversion unit 22. The battery pack 24 has a plurality of built-in secondary battery cells, and is configured to be repeatedly charged by power supplied from an external source or by regenerative power from the motor 20. As an example, the power conversion unit 22 has a DC-DC converter 22a and an inverter 22b.

[0020] The electronic control unit 30 is communicatively connected to the power conversion unit 22, the battery pack 24, and the pedal device 26, and monitors and / or controls the operations of the power conversion unit 22, the battery pack 24, and the pedal device 26. For example, the electronic control unit 30 controls the operation of the power conversion unit 22 in response to the operation of the pedal device 26 by a user. As a result, for example, when the user depresses the pedal device 26 with his / her foot, driving power is supplied from the battery pack 24 to the motor 20, and the pair of rear wheels 14r is driven by the motor 20. On the other hand, when the user releases his / her foot from the pedal device 26, regenerative power is supplied from the motor 20 to the battery pack 24, and the pair of rear wheels 14r is regeneratively braked by the motor 20.

[0021] The motor 20 is not limited to the pair of rear wheels 14r, but may be configured to drive at least one of the multiple wheels 14f, 14r. The electric vehicle 10 may further include another prime mover such as an engine in addition to the motor 20. Furthermore, the electric vehicle 10 may include another power source device such as a fuel cell unit or a solar panel in addition to the battery pack 24. That is, the electric vehicle 10 is not limited to a rechargeable electric vehicle, but may be a hybrid vehicle, a fuel cell vehicle, a solar car, or the like. Furthermore, the electric vehicle 10 of this embodiment is not limited to one driven by a user, but may also include one operated by an external device and one in which the electric vehicle 10 runs autonomously.

[0022] The electronic control unit 30 in this embodiment is an example of a control device that controls regenerative braking by the motor 20. The electronic control unit 30 stores a maximum braking torque and a maximum regenerative power as indexes used for controlling regenerative braking. The maximum braking torque is a limit value (upper limit value) of the braking torque in regenerative braking, and is an index for preventing the braking torque from becoming excessive. The maximum regenerative power is a limit value (upper limit value) of the regenerative power in regenerative braking, and is an index for preventing the regenerative power supplied to the battery pack 24 from becoming excessive. The electronic control unit 30 controls the regenerative braking by the motor 20 so that the braking torque is equal to or less than the maximum braking torque and the regenerative power is equal to or less than the maximum regenerative power.

[0023] 3, when the speed of the electric vehicle 10 is in a medium to high speed range A, the regenerative power reaches the maximum regenerative power before the braking torque reaches the maximum braking torque (Tx), thereby limiting the regenerative braking by the motor 20. On the other hand, when the speed of the electric vehicle 10 drops to a low speed range B, the braking torque reaches the maximum braking torque (Tx) before the regenerative power reaches the maximum regenerative power, thereby limiting the regenerative braking by the motor 20. As a result, a difference may occur in the braking torque actually generated between the medium to high speed range A and the low speed range B, but the difference is relatively small.

[0024] Here, the set value of the maximum regenerative power may be changed according to, for example, the charging rate or temperature of the battery pack 24. This makes it possible to suppress, for example, the deterioration of the battery pack 24. The electronic control unit 30 in this embodiment is configured to change the maximum regenerative power according to the charging rate of the battery pack 24. In detail, when the charging rate of the battery pack 24 exceeds a predetermined threshold, the electronic control unit 30 is configured to limit the regenerative power supplied to the battery pack 24 by lowering the maximum regenerative power. That is, normally, a first value is used as the maximum regenerative power, but when the limit is activated, a second value lower than the first value is used as the maximum regenerative power.

[0025] As shown in Fig. 4, when the maximum regenerative power is reduced below normal, regenerative braking is further restricted in the medium to high speed range A, and the braking torque that is actually generated is also further reduced. In contrast, in a part of the low speed range B, even if the maximum regenerative power is set lower than normal, regenerative braking is not restricted thereby. As a result, if only the maximum regenerative power is changed and the maximum braking torque (Tx) is maintained, a large fluctuation in the braking torque that is actually generated will occur between the medium to high speed range A and the low speed range B. Such behavior of the electric vehicle 10 that differs from normal may cause a sense of discomfort to a user riding the electric vehicle 10.

[0026] In response to the above problem, the electronic control unit 30 in this embodiment is configured to change the maximum braking torque when the maximum regenerative power is changed (from Tx to Ty in FIG. 4). As a result, when the maximum regenerative power is changed, the braking torque actually generated in the low speed range B can also be changed in accordance with the change in the braking torque actually generated in the medium to high speed range A. The fluctuations in the braking torque actually generated from the medium to high speed range A to the low speed range B can be made to match or approximate each other before and after changing the maximum regenerative power, and the regenerative braking of the electric vehicle 10 can be appropriately limited while suppressing any discomfort felt by the user.

[0027] Although not particularly limited, the electronic control unit 30 may be configured to determine the change width when changing the maximum braking torque according to the change width when changing the maximum regenerative power. In this case, it is preferable to consider the stimulus value γ received by the user in association with the acceleration / deceleration of the electric vehicle 10. As shown in FIG. 5, the stimulus value γ received by the user in association with the acceleration / deceleration of the electric vehicle 10 changes according to the combination of the speed and the acceleration / deceleration of the electric vehicle 10. Therefore, as the regenerative braking of the electric vehicle 10 is performed and the speed of the electric vehicle 10 changes from the medium-high speed range A to the low speed range B, the stimulus value γ received by the user also changes from moment to moment. If the change width Δγ of the stimulus value γ received by the user during this regenerative braking differs before and after the change of the maximum regenerative power, that is, if it differs between the normal time and the limited time, the user may feel uncomfortable. Therefore, when changing the maximum braking torque in response to a change in the maximum regenerative power, it is advisable to match or approximate the change range Δγ of the stimulus value γ received by the user before and after the change, rather than simply matching the deviation in braking torque occurring between the medium-high speed range A and the low speed range B.

[0028] With reference to Fig. 6, an example of a control method for changing the maximum regenerative power and the maximum braking torque in consideration of the stimulus value γ as described above will be described. First, in step S12, the electronic control unit 30 acquires the charging rate of the battery pack 24. Next, in step S14, the electronic control unit 30 determines whether or not it is necessary to change the maximum regenerative power based on the charging rate of the battery pack 24. If the electronic control unit 30 determines that it is not necessary to change the maximum regenerative power (NO in step S14), it returns to the process of step S12. On the other hand, if the electronic control unit 30 determines that it is necessary to change the maximum regenerative power (YES in step S14), it proceeds to the process of step S16.

[0029] In step S16, the electronic control unit 30 estimates the acceleration in the forward / rearward direction that occurs in the electric vehicle 10 based on the changed maximum regenerative power. Here, since the electric vehicle 10 is subjected to regenerative braking, the estimated acceleration is a negative value. Next, in step S18, the electronic control unit 30 calculates a stimulus value γ to be received by the user using the estimated acceleration and the speed of the electric vehicle 10. To estimate this stimulus value γ, the electronic control unit 30 may store in advance a map of the stimulus value γ as shown in FIG. 5, for example. Next, in step S20, the electronic control unit 30 calculates the change width Δγ of the stimulus value γ from the normal state, that is, the change width Δγ of the stimulus value γ before and after the change of the maximum regenerative power.

[0030] Next, in step S22, the electronic control unit 30 calculates the change width of the maximum braking torque based on the calculated change width Δγ of the stimulus value γ. More specifically, the change width of the maximum braking torque is calculated so that the change width Δγ of the stimulus value γ before and after the change of the maximum braking torque is equal to the change width Δγ of the stimulus value γ calculated in step S20. Finally, in step S24, the electronic control unit 30 changes the maximum braking torque using the calculated change width of the maximum braking torque.

[0031] As described above, when the electronic control unit 30 changes the maximum regenerative power, it is preferable to specify the change width Δγ of the stimulus value γ received by the user before and after the change, and determine the change width for changing the maximum braking torque according to the specified change width Δγ of the stimulus value γ. This makes it possible to match or approximate the change width Δγ of the stimulus value γ received by the user before and after the change of the maximum regenerative power. Therefore, it is possible to appropriately limit the regenerative braking of the electric vehicle 10 while effectively suppressing the discomfort felt by the user.

[0032] Although not particularly limited, the electronic control unit 30 in this embodiment may be capable of changing the maximum braking torque regardless of whether or not the maximum regenerative power is changed. For example, the electronic control unit 30 may change the maximum braking torque according to the properties (particularly, the friction coefficient) of the road surface on which the electric vehicle 10 runs. With this configuration, for example, when the electric vehicle 10 runs on a road surface with a low friction coefficient such as a snow-covered surface, the maximum braking torque is set low, thereby enabling the electric vehicle 10 to run stably.

[0033] When changing the maximum braking torque, the electronic control unit 30 can also take into consideration the stimulus value γ received by the user, as in the case of changing the maximum regenerative power described above. In this case, when changing the maximum braking torque, the electronic control unit 30 may specify the change width Δγ of the stimulus value γ received by the user before and after the change, and set a limit on the braking torque in each vehicle speed range according to the specified change width Δγ of the stimulus value γ. This makes it possible to match or approximate the change width Δγ of the stimulus value γ received by the user before and after changing the maximum braking torque. In other words, it is possible to suppress the sense of discomfort felt by the user.

[0034] With reference to FIG. 7, an example of a control method for changing the maximum braking torque in consideration of the stimulus value γ as described above will be described. First, in step S32, the electronic control unit 30 estimates the friction coefficient of the road surface on which the electric vehicle 10 runs. This estimation can be performed, for example, from the relationship between the torque output by the motor 20 and the acceleration generated in the electric vehicle 10. Next, in step S34, the electronic control unit 30 determines whether or not the road surface on which the electric vehicle 10 runs corresponds to a predetermined road surface with a low friction coefficient based on the estimated friction coefficient. If the electronic control unit 30 determines that the road surface does not correspond to a road surface with a low friction coefficient (NO in step S34), the electronic control unit 30 returns to the process of step S32. On the other hand, if the electronic control unit 30 determines that the road surface corresponds to a road surface with a low friction coefficient (YES in step S34), the electronic control unit 30 proceeds to the process of step S36.

[0035] In step S36, the electronic control unit 30 estimates the maximum acceleration in the forward / rearward direction permitted for the electric vehicle 10 based on the estimated friction coefficient of the road surface. Here, since the electric vehicle 10 is subjected to regenerative braking, the estimated maximum acceleration is a negative value. Next, in step S38, the electronic control unit 30 calculates a stimulus value γ to be received by the user using the estimated maximum acceleration and the speed of the electric vehicle 10. Next, in step S40, the electronic control unit 30 calculates the change width Δγ of the stimulus value γ from normal times, that is, the change width Δγ of the stimulus value γ before and after the change in the maximum acceleration.

[0036] Next, in step S42, the electronic control unit 30 calculates the change width of the braking torque in each speed range (particularly, the medium to high speed range A) based on the calculated change width Δγ of the stimulus value γ. In detail, the change width of the braking torque in each speed range is calculated so that the change width Δγ of the stimulus value γ when the braking torque is changed in each speed range is equal to the change width Δγ of the stimulus value γ calculated in step S40. Finally, in step S42, the electronic control unit 30 sets a limit on the braking torque in each speed range using the calculated change width of the braking torque.

[0037] As described above, when the electric vehicle 10 runs on a road surface with a low friction coefficient, such as a snow-covered surface, the electronic control unit 30 can change the maximum braking torque in regenerative braking and set a limit on the braking torque in each speed range, taking into account the stimulus value γ experienced by the user. This makes it possible to make the impression felt by the user during regenerative braking of the electric vehicle 10 consistent or similar before and after the change in the maximum braking torque. In other words, it is possible to set an appropriate limit on the braking torque in regenerative braking while suppressing any discomfort felt by the user.

[0038] Although the embodiments of the present technology have been described in detail above, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes to the specific examples exemplified above. The technical elements described in this specification or drawings exhibit technical utility alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or drawings achieves multiple objectives simultaneously, and achieving one of the objectives itself has technical utility. [Explanation of symbols]

[0039] 10: Electric vehicles 12: Body 14f, 14r: Wheels 20:Motor 22: Power conversion unit 22a:DC / DC converter 22b: Inverter 24: Battery pack 26: Pedal device 30: Electronic control unit

Claims

1. An electric vehicle, A motor connected to a wheel and configured to regeneratively brake the wheel; a battery that stores regenerative power output by the motor due to the regenerative braking; a control device that controls the regenerative braking so that a braking torque applied to the wheels is equal to or less than a maximum braking torque and the regenerative power output by the motor is equal to or less than a maximum regenerative power; Equipped with the control device is configured to change the maximum regenerative power and, when the maximum regenerative power is changed, to change the maximum braking torque; The control device, when changing the maximum regenerative power, specifies a change range of a stimulus value received by a user before and after the change, and determines a change range when changing the maximum braking torque according to the specified change range of the stimulus value. Electric vehicle.

2. The electric vehicle according to claim 1 , wherein the control device changes the maximum regenerative power in accordance with a charging rate or a temperature of the battery.

3. The electric vehicle according to claim 1 or 2, wherein a change range of a stimulus value received by a user in accordance with a change range of the maximum regenerative power is equal to a change range of a stimulus value received by a user in accordance with the change range of the maximum braking torque.

4. The electric vehicle according to claim 1 , wherein the control device is capable of changing the maximum braking torque regardless of whether the maximum regenerative power is changed or not.

5. 5. The electric vehicle according to claim 4, wherein, when the control device changes the maximum braking torque, the control device specifies a range of change in a stimulus value received by the user before and after the change, and sets a limit on the braking torque in each vehicle speed range in accordance with the specified range of change in the stimulus value.

6. An electric vehicle, A motor connected to a wheel and configured to regeneratively brake the wheel; a battery that stores regenerative power output by the motor due to the regenerative braking; a control device that controls the regenerative braking so that a braking torque applied to the wheels is equal to or less than a maximum braking torque and the regenerative power output by the motor is equal to or less than a maximum regenerative power; Equipped with the control device is configured to change the maximum regenerative power and, when the maximum regenerative power is changed, to change the maximum braking torque; The control device is capable of changing the maximum braking torque regardless of whether the maximum regenerative power is changed, When the control device changes the maximum braking torque, the control device specifies a change range of a stimulus value received by the user before and after the change, and sets a limit on the braking torque in each vehicle speed range according to the specified change range of the stimulus value. Electric vehicle.

7. The electric vehicle according to claim 4 , wherein the control device changes the maximum braking torque in accordance with a property of a road surface on which the electric vehicle travels.

Images