Vehicle driven by electric motor and control method for vehicle

Abstract

A vehicle driven by an electric motor, includes: an accelerator operation amount detection unit that detects an accelerator operation amount; a speed detection unit that detects a vehicle speed; and a control unit configured to calculate a required torque of the electric motor on a basis of the accelerator operation amount and the vehicle speed, calculate a torque increase rate, which is a required rate at which an effective torque for driving the electric motor is increased, on a basis of the required torque, and control the electric motor on a basis of the calculated torque increase rate. The control unit is configured to control the electric motor to operate at a predetermined torque increase rate until the effective torque reaches a predetermined threshold torque, and to reduce the torque increase rate below the predetermined torque increase rate after the effective torque reaches the predetermined threshold torque.

Claims

1. A vehicle driven by an electric motor, comprising: an accelerator operation amount detection unit that detects an accelerator operation amount of the vehicle; a speed detection unit that detects a vehicle speed of the vehicle; and a control unit configured to calculate a required torque of the electric motor on a basis of the accelerator operation amount and the vehicle speed, calculate a torque increase rate, which is a required rate at which an effective torque for driving the electric motor is increased, on a basis of the required torque, and control the electric motor on a basis of the calculated torque increase rate, wherein the control unit is configured to control the electric motor to operate at a predetermined torque increase rate until the effective torque reaches a predetermined threshold torque, and to reduce the torque increase rate below the predetermined torque increase rate after the effective torque reaches the predetermined threshold torque, the control unit includes a first map showing a correspondence relationship between the accelerator operation amount, the vehicle speed, and an upper limit value of the torque increase rate, and the control unit is configured to control the electric motor such that, when the effective torque exceeds the threshold torque and the torque increase rate exceeds the upper limit value, the torque increase rate is reduced to the upper limit value.

2. The vehicle according to claim 1, wherein the control unit includes a second map showing a correspondence relationship between the vehicle speed and the threshold torque, and the second map is set such that a value of the threshold torque when the vehicle speed is relatively high equals or exceeds a value of the threshold torque when the vehicle speed is relatively low.

3. The vehicle according to claim 1, wherein the first map is set such that the upper limit value when the accelerator operation amount is relatively large equals or exceeds the upper limit value when the accelerator operation amount is relatively small.

4. The vehicle according to claim 1, wherein the first map is set such that while the accelerator operation amount is equal to or smaller than a threshold operation amount, the upper limit value when the vehicle speed is no lower than a first threshold vehicle speed and no higher than a second threshold vehicle speed is smaller than the upper limit value when the vehicle speed is lower than the first threshold vehicle speed and higher than the second threshold vehicle speed.

5. A control method for a vehicle that is driven by an electric motor, comprising: detecting an accelerator operation amount and a vehicle speed of the vehicle; calculating a required torque of the electric motor on a basis of the accelerator operation amount and the vehicle speed; calculating a torque increase rate, which is a required rate at which an effective torque for driving the electric motor is increased, on a basis of the required torque; and controlling the electric motor on a basis of the calculated torque increase rate, wherein the electric motor is controlled to operate at a predetermined torque increase rate until the effective torque reaches a predetermined threshold torque, and the electric motor is controlled such that the torque increase rate is reduced below the predetermined torque increase rate after the effective torque reaches the predetermined threshold torque, wherein the electric motor is controlled by a control unit including a first map showing a correspondence relationship between the accelerator operation amount, the vehicle speed, and an upper limit value of the torque increase rate, and the electric motor is controlled such that, when the effective torque exceeds the threshold torque and the torque increase rate exceeds the upper limit value, the torque increase rate is reduced to the upper limit value.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

(2) FIG. 1 is a schematic view showing a configuration of a fuel cell vehicle according to a first embodiment;

(3) FIG. 2 is a flowchart illustrating acceleration management control;

(4) FIGS. 3A to 3C are timing charts showing example conditions of the fuel cell vehicle; and

(5) FIG. 4 is a view illustrating an acceleration management Tp rate map.

DETAILED DESCRIPTION OF EMBODIMENTS

(6) FIG. 1 is a schematic view showing a configuration of a fuel cell vehicle 10 according to a first embodiment. The fuel cell vehicle 10 includes a fuel cell 110, a fuel cell (FC) boost converter 120, a power control unit (PCU) 130, a traction motor 136, an air compressor (ACP) 138, a vehicle speed detection unit 139, a secondary battery 140, a state of charge (SOC) detection unit 142, an accelerator position detection unit 175, a control device 180, and a vehicle wheel WL. The fuel cell vehicle 10 travels when the traction motor 136 is driven by power supplied from the fuel cell 110 and the secondary battery 140.

(7) The fuel cell 110 is a polymer electrolyte fuel cell that generates power upon reception of supplies of hydrogen and oxygen as reaction gases. Note that the fuel cell 110 is not limited to a polymer electrolyte fuel cell, and another type of fuel cell may be used. The fuel cell 110 is connected to high pressure direct current wiring DCH via the FC boost converter 120, and connected to a motor driver 132 and an ACP driver 137 included in the PCU 130 via the high pressure direct current wiring DCH. The FC boost converter 120 boosts an output voltage VFC of the fuel cell 110 to a high-pressure voltage VH that can be used by the motor driver 132 and the ACP driver 137.

(8) The motor driver 132 is constituted by a three-phase inverter circuit, and connected to the traction motor 136. The motor driver 132 converts output power from the fuel cell 110, supplied via the FC boost converter 120, and output power from the secondary battery 140, supplied via a DC/DC converter 134, into three-phase alternating current power, and supplies the three-phase alternating current power to the traction motor 136. The traction motor 136 is constituted by a synchronous motor including a three-phase coil, and drives the vehicle wheel WL via a gear and so on. Further, during a braking operation in the fuel cell vehicle 10, the traction motor 136 functions as a power generator that generates regenerative power by regenerating kinetic energy produced by the fuel cell vehicle 10. The vehicle speed detection unit 139 detects a vehicle speed S.sub.VHCL (kin/h) of the fuel cell vehicle 10 and transmits the detected vehicle speed S.sub.VHCL to the control device 180.

(9) The DC/DC converter 134 switches the secondary battery 140 between a charging condition and a discharging condition by adjusting a voltage level of the high pressure direct current wiring DCH in response to a drive signal from the control device 180. Note that when regenerative power is generated by the traction motor 136, the regenerative power is converted into direct current power by the motor driver 132 and charged to the secondary battery 140 via the DC/DC converter 134.

(10) The ACP driver 137 is constituted by a three-phase inverter circuit, and connected to an ACP 138. The ACP driver 137 converts the output power from the fuel cell 110, supplied via the FC boost converter 120, and the output power from the secondary battery 140, supplied via the DC/DC converter 134, into three-phase alternating current power, and supplies the three-phase alternating current power to the ACP 138. The ACP 138 is constituted by a synchronous motor including a three-phase coil, and supplies the fuel cell 110 with oxygen (air) used during power generation by driving a motor in accordance with the supplied power.

(11) The secondary battery 140 is a electricity storage device that stores electric energy and can be charged and discharged repeatedly. The secondary battery 140 may be constituted by a lithium ion battery, for example. Note that another type of battery, such as a lead storage battery, a nickel cadmium battery, or a nickel hydrogen battery, may be used as the secondary battery 140 instead. The secondary battery 140 is connected to the DC/DC converter 134 included in the PCU 130 via a low pressure direct current wiring DCL, and connected to the high pressure direct current wiring DCH via the DC/DC converter 134.

(12) The SOC detection unit 142 detects the SOC of the secondary battery 140, and transmits the detected SOC to the control device 180. The SOC detection unit 142 detects a temperature T, an output voltage V, and an output current I of the secondary battery 140, and detects the SOC on a basis of these detection values. The accelerator position detection unit 175 serves as an accelerator operation amount detection unit so as to detect, as an accelerator operation amount, an amount by which a driver depresses an accelerator pedal (an accelerator depression amount D.sub.ACC) (%), and transmits the detected accelerator depression amount D.sub.ACC to the control device 180. Note that the fuel cell vehicle 10 may also include auxiliary devices used during power generation by the fuel cell 110, such as a fuel pump and a coolant pump, and an air-conditioning device such as an air-conditioner.

(13) The control device 180 is constituted by a microcomputer having a central processing unit and a main storage device. The control device 180 may be an electronic control unit (ECU). When an operation performed by the driver such as an accelerator operation is detected, the control device 180 controls power generation by the fuel cell 110 and charging/discharging of the secondary battery 140 in accordance with the content of the operation. The control device 180 generates a drive signal corresponding to the accelerator depression amount D.sub.ACC, and transmits the generated drive signal to each of the motor driver 132 and the DC/DC converter 134. In response to the drive signal from the control device 180, the motor driver 132 drives the traction motor 136 to rotate in accordance with the accelerator depression amount D.sub.ACC by adjusting a pulse width of an alternating current voltage and so on.

(14) The control device 180 calculates a required torque T.sub.RQ (N×m) from the accelerator depression amount D.sub.ACC detected by the accelerator position detection unit 175 and the vehicle speed S.sub.VHCL detected by the vehicle speed detection unit 139. The required torque T.sub.RQ is an amount of torque (a target torque) required by the traction motor 136, and can be calculated using a map that shows relationships between the accelerator depression amount D.sub.ACC, the vehicle speed S.sub.VHCL, and the required torque T.sub.RQ. Further, the control device 180 controls the traction motor 136 such that a torque (an effective torque) T.sub.AC (N×m) actually generated by the traction motor 136 approaches the calculated required torque T.sub.RQ. Here, the effective torque T.sub.AC is a torque (Tp) of a propeller shaft. At this time, the control device 180 executes acceleration management control to control an increase rate of the effective torque T.sub.AC. The increase rate of the effective torque T.sub.AC will be referred to here as a Tp rate RA.sub.Tp. The Tp rate RA.sub.Tp is an amount by which the effective torque T.sub.AC increases per calculation period of the control device 180. During the acceleration management control, the control device 180 calculates the Tp rate RA.sub.Tp from the accelerator depression amount D.sub.ACC and the vehicle speed S.sub.VHCL, and controls the effective torque T.sub.AC of the traction motor 136 to the calculated Tp rate RA.sub.Tp. The Tp rate RA.sub.Tp according to this embodiment functions as a torque increase rate.

(15) FIG. 2 is a flowchart illustrating the acceleration management control. The control device 180 executes the acceleration management control described below repeatedly at predetermined period intervals when the driver switches an ignition ON. First, the control device 180 calculates a Tp rate base value BRA.sub.Tp that serves as a base value when calculating the Tp rate RA.sub.Tp (step S110). The Tp rate base value BRA.sub.Tp can be calculated from Equation (1), shown below.
BRA.sub.Tp=T.sub.DIF+T.sub.OFST+T.sub.RTH  (1)

(16) Here, T.sub.DIF is a difference (T.sub.RQ−T.sub.AC) between the required torque T.sub.RQ and the effective torque T.sub.AC. T.sub.OFST is a value (>0) set in advance as an offset value of RA.sub.Tp. T.sub.RTH is a value (≦0) set in advance in accordance with the value of the effective torque T.sub.AC in order to suppress gear rattle occurring when the effective torque T.sub.AC shifts from a negative value to a positive value. Here, T.sub.RTH takes a negative value when the effective torque T.sub.AC is within a predetermined range close to zero, and takes a value of zero when the value of the effective torque T.sub.AC is not within the predetermined range.

(17) Next, the control device 180 calculates a Tp rate changeover torque T.sub.CHG, which is a threshold of the effective torque T.sub.AC used to calculate the Tp rate RA.sub.Tp (step S120). The control device 180 includes a map (an S.sub.VHCL−T.sub.CHG map) showing a correspondence relationship between the vehicle speed S.sub.VHCL and the Tp rate changeover torque T.sub.CHG, and calculates the Tp rate changeover torque T.sub.CHG from the vehicle speed S.sub.VHCL and the S.sub.VHCL−T.sub.CHG map. The S.sub.VHCL−T.sub.CHG map is set such that the Tp rate changeover torque T.sub.CHG increases steadily as the vehicle speed S.sub.VHCL increases. In other words, the control device 180 switches the Tp rate changeover torque T.sub.CHG as the vehicle speed S.sub.VHCL increases. Note that the S.sub.VHCL−T.sub.CHG map may be set such that a value of the Tp rate changeover torque T.sub.CHG when the vehicle speed S.sub.VHCL is relatively high equals or exceeds the value of the Tp rate changeover torque T.sub.CHG when the vehicle speed S.sub.VHCL is relatively low. In other words, a region in which the Tp rate changeover torque T.sub.CHG does not vary even when the vehicle speed S.sub.VHCL increases may exist on the S.sub.VHCL−T.sub.CHG map. For example, the value of the Tp rate changeover torque T.sub.CHG may be set on the S.sub.VHCL−T.sub.CHG map in respective speed ranges (0 to 10, 10 to 20, . . . (km/h), for example) corresponding to the vehicle speed S.sub.VHCL. The Tp rate changeover torque T.sub.CHG according to this embodiment functions as a threshold torque. The S.sub.VHCL−T.sub.CHG map functions as a second map.

(18) Next, the control device 180 calculates an acceleration management Tp rate MRA.sub.Tp that is used as an upper limit value of the Tp rate RA.sub.Tp (step S130). The control device 180 includes a map (an acceleration management Tp rate map) that shows correspondence relationships between the accelerator depression amount D.sub.ACC, the vehicle speed S.sub.VHCL, and the acceleration management Tp rate MRA.sub.Tp, and calculates the acceleration management Tp rate MRA.sub.Tp from the accelerator depression amount D.sub.ACC, the vehicle speed S.sub.VHCL, and the acceleration management Tp rate map. A specific configuration of the acceleration management Tp rate map will be described below. The acceleration management Tp rate MRA.sub.Tp according to this embodiment functions as an upper limit value of the torque increase rate. The acceleration management Tp rate map functions as a first map.

(19) The control device 180 determines whether or not the effective torque T.sub.AC exceeds the Tp rate changeover torque T.sub.CHG (step S140). When the effective torque T.sub.AC does not exceed the Tp rate changeover torque T.sub.CHG (T.sub.AC≦T.sub.CHG) the control device 180 calculates the value of the Tp rate base value BRA.sub.Tp as the Tp rate RA.sub.Tp (step S145). The control device 180 then controls the effective torque T.sub.AC of the traction motor 136 to the calculated Tp rate RA.sub.Tp.

(20) When the effective torque T.sub.AC exceeds the Tp rate changeover torque T.sub.CHG (T.sub.AC>T.sub.CHG), on the other hand, the control device 180 determines whether or not the Tp rate base value BRA.sub.Tp exceeds the acceleration management Tp rate MRA.sub.Tp (step S150). When the Tp rate base value BRA.sub.Tp does not exceed the acceleration management Tp rate MRA.sub.Tp (BRA.sub.Tp≦MRA.sub.Tp), the control device 180 calculates the value of the Tp rate base value BRA.sub.Tp as the Tp rate RA.sub.Tp (step S145). The control device 180 then controls the effective torque T.sub.AC of the traction motor 136 to the calculated Tp rate RA.sub.Tp.

(21) When the Tp rate base value BRA.sub.Tp exceeds the acceleration management Tp rate MRA.sub.Tp (BRA.sub.Tp>MRA.sub.Tp), on the other hand, the control device 180 calculates the value of the acceleration management Tp rate MRA.sub.Tp as the Tp rate RA.sub.Tp (step S160). Here, the acceleration management Tp rate MRA.sub.Tp functions as an upper limit value (a guard value) of the Tp rate base value BRA.sub.Tp. Note that in order to suppress rapid reduction in the calculated Tp rate RA.sub.Tp, the control device 180 may calculate the Tp rate RA.sub.Tp in step S160 by performing rate processing (smoothing processing) on a decrease rate of the Tp rate RA.sub.Tp so that the decrease rate of the Tp rate RA.sub.Tp does not equal or exceed a predetermined rate. In other words, the Tp rate RA.sub.Tp may be calculated so that a difference between the Tp rate base value BRA.sub.Tp and the acceleration management Tp rate MRA.sub.Tp decreases gradually. In so doing, torque shock can be suppressed.

(22) Hence, when the effective torque T.sub.AC does not exceed the Tp rate changeover torque T.sub.CHG during the acceleration management control, the control device 180 calculates the value of the Tp rate base value BRA.sub.Tp as the Tp rate RA.sub.Tp regardless of whether or not the value of the Tp rate base value BRA.sub.Tp exceeds the acceleration management Tp rate MRA.sub.Tp. As a result, the effective torque T.sub.AC can be brought close to the required torque T.sub.RQ quickly, thereby suppressing a sensation of sluggishness in the vehicle when the accelerator pedal is depressed. When the effective torque T.sub.AC exceeds the Tp rate changeover torque T.sub.CHG, on the other hand, the control device 180 reduces the Tp rate RA.sub.Tp to the acceleration management Tp rate MRA.sub.Tp. As a result, a sensation of the vehicle shooting forward against the will of the driver when the accelerator pedal is depressed can be suppressed.

(23) FIGS. 3A to 3C are timing charts showing example conditions of the fuel cell vehicle 10 according to this embodiment. FIG. 3A shows time series variation in the accelerator depression amount D.sub.ACC and the vehicle speed S.sub.VHCL. FIG. 3B shows time series variation in the required torque T.sub.RQ, the effective torque T.sub.AC, and the Tp rate changeover torque T.sub.CHG. FIG. 3C shows time series variation in the Tp rate RA.sub.Tp and the acceleration management Tp rate MRA.sub.Tp. In the case described below, the driver does not depress the accelerator during a period from T0 to T1, depression of the accelerator starts at the time T1, and from a time T3 onward, the accelerator depression amount remains constant. Further, in the case described below, variation in the vehicle speed S.sub.VHCL is small, and therefore the value of the Tp rate changeover torque T.sub.CHG is not switched. Furthermore, in the case described below, T.sub.RTH of Equation (1) takes a negative value when the Tp rate RA.sub.Tp is calculated during a period from T2 to T4.

(24) During the period from T0 to T1, the accelerator depression amount D.sub.ACC is zero, and therefore the control device 180 calculates the required torque T.sub.RQ as a negative value. Accordingly, negative acceleration is generated in the fuel cell vehicle 10. Further, since substantially no variation occurs in either the accelerator depression amount D.sub.ACC or the vehicle speed S.sub.VHCL, the control device 180 calculates the acceleration management Tp rate MRA.sub.Tp as a substantially constant value. Since T.sub.DIF and T.sub.RTH of Equation (1) are both zero, the control device 180 calculates the value of T.sub.OFST as the Tp rate RA.sub.Tp, but since the effective torque T.sub.AC is already equal to the required torque T.sub.RQ serving as the upper limit value, the control device 180 does not increase the effective torque T.sub.AC on a basis of the Tp rate RA.sub.Tp.

(25) During a period from T1 to T3, the accelerator depression amount D.sub.ACC increases rapidly, and therefore the control device 180 rapidly increases the calculated required torque T.sub.RQ and acceleration management Tp rate MRA.sub.Tp. The effective torque T.sub.AC increases at a delay relative to the required torque T.sub.RQ, and therefore the difference (T.sub.RQ−T.sub.AC) between the required torque T.sub.RQ and the effective torque T.sub.AC increases. From the time T3 onward, substantially no variation occurs in either the accelerator depression amount D.sub.ACC or the vehicle speed S.sub.VHCL, and therefore the control device 180 calculates the respective values of the required torque T.sub.RQ and the acceleration management Tp rate MRA.sub.Tp to be constant. During a period from T3 to T7, the effective torque T.sub.AC gradually approaches the required torque T.sub.RQ, and at the time T7, the effective torque T.sub.AC becomes equal to the required torque T.sub.RQ.

(26) During the period from T1 to T2, T.sub.DIF of Equation (1) increases while T.sub.RTH remains at zero, and therefore the control device 180 increases the calculated Tp rate RA.sub.Tp and increases the effective torque T.sub.AC to correspond to the Tp rate RA.sub.Tp. During a period from T2 to T4, T.sub.DIF of Equation (1) increases while T.sub.RTH falls greatly below zero, and therefore the control device 180 reduces the calculated Tp rate RA.sub.Tp and causes the effective torque T.sub.AC to rise less sharply. At the time T4, T.sub.RTH of Equation (1) returns to zero, and therefore the control device 180 increases the calculated Tp rate RA.sub.Tp and increases the effective torque T.sub.AC to correspond to the Tp rate RA.sub.Tp. Note that at the time T4, the effective torque T.sub.AC does not yet exceed the Tp rate changeover torque T.sub.CHG (step S140 in FIG. 2: No), and therefore the value of the Tp rate RA.sub.Tp may exceed the acceleration management Tp rate MRA.sub.Tp. Hence, the increase rate of the effective torque T.sub.AC can be kept high, enabling an improvement in an acceleration feeling of the vehicle.

(27) When the effective torque T.sub.AC exceeds the Tp rate changeover torque T.sub.CHG (step S140 in FIG. 2: Yes) and the Tp rate RA.sub.Tp exceeds the acceleration management Tp rate MRA.sub.Tp (step S150 in FIG. 2: Yes), as occurs at a time T5, the control device 180 reduces the value of the Tp rate MRA.sub.Tp to the acceleration management Tp rate MRA.sub.Tp serving as the upper limit value (step S160 in FIG. 2). Here, the control device 180 calculates the Tp rate RA.sub.Tp by performing rate processing (smoothing processing) on the decrease rate of the Tp rate RA.sub.Tp, and therefore the calculated Tp rate RA.sub.Tp takes a larger value than the acceleration management Tp rate MRA.sub.Tp. In a period from T5 to T6, the control device 180 reduces the value of the calculated Tp rate RA.sub.Tp such that at the time T6, the value of the Tp rate RA.sub.Tp becomes equal to the acceleration management Tp rate MRA.sub.Tp. Hence, when the effective torque T.sub.AC exceeds the Tp rate changeover torque T.sub.CHG, the control device 180 reduces the increase rate of the effective torque T.sub.AC (the Tp rate RA.sub.Tp) to the set upper limit value (the acceleration management Tp rate MRA.sub.Tp). As a result, the sensation of the vehicle shooting forward against the will of the driver when the accelerator pedal is depressed can be suppressed. Note that at the time T7, T.sub.DIF of Equation (1) reaches zero, and therefore the control device 180 reduces the calculated Tp rate RA.sub.Tp.

(28) FIG. 4 is a view illustrating the acceleration management Tp rate map. FIG. 4 shows a relationship between the vehicle speed S.sub.VHCL and the acceleration management Tp rate MRA.sub.Tp at each accelerator depression amount D.sub.ACC. The control device 180 includes the acceleration management Tp rate map shown in FIG. 4, and calculates the acceleration management Tp rate MRA.sub.Tp from the accelerator depression amount D.sub.ACC, the vehicle speed S.sub.VHCL, and the acceleration management Tp rate map. In the fuel cell vehicle 10 according to this embodiment, the acceleration management Tp rate MRA.sub.Tp corresponding to the accelerator depression amount D.sub.ACC and the vehicle speed S.sub.VHCL can be set easily using the acceleration management Tp rate map. Accordingly, the acceleration management Tp rate MRA.sub.Tp at which the driver feels most comfortable can be set easily for each vehicle speed S.sub.VHCL and each accelerator depression amount D.sub.ACC, and as a result, an improvement in drivability can be achieved.

(29) On the acceleration management Tp rate map, the acceleration management Tp rate MRA.sub.Tp is set to increase in value steadily as the accelerator depression amount D.sub.ACC increases. Accordingly, deterioration of the acceleration feeling relative to the accelerator depression amount D.sub.ACC when the accelerator pedal is depressed by a large amount can be suppressed. Note that the acceleration management Tp rate map may be set such that the acceleration management Tp rate MRA.sub.Tp when the accelerator depression amount D.sub.ACC is relatively large equals or exceeds the acceleration management Tp rate MRA.sub.Tp when the accelerator depression amount D.sub.ACC is relatively small. In other words, a region in which the acceleration management Tp rate MRA.sub.Tp does not vary even when the vehicle speed S.sub.VHCL increases may exist on the acceleration management Tp rate map.

(30) Further, on the acceleration management Tp rate map, while the accelerator depression amount D.sub.ACC is at or below a threshold depression amount THD serving as a threshold operation amount, the acceleration management Tp rate MRA.sub.Tp when the vehicle speed S.sub.VHCL is no lower than a first threshold vehicle speed THS.sub.1 and no higher than a second threshold vehicle speed THS.sub.2 is set to be relatively smaller than the acceleration management Tp rate MRA.sub.Tp when the vehicle speed S.sub.VHCL is lower than the first threshold vehicle speed THS.sub.1 and higher than the second threshold vehicle speed THS.sub.2. The threshold depression amount THD, the first threshold vehicle speed THS.sub.1, and the second threshold vehicle speed THS.sub.2 are set at appropriate values at which the driver is most comfortable. For example, the threshold depression amount THD may be approximately 60 to 80%, the first threshold vehicle speed THS.sub.1 may be approximately 20 to 40 km/h, and the second threshold vehicle speed THS.sub.2 may be approximately 60 to 80 km/h. Hence, the acceleration management Tp rate MRA.sub.Tp when the accelerator pedal is initially depressed from a stationary condition is relatively high, and therefore a sufficient torque response can be secured when the accelerator pedal is initially depressed from a stationary condition, whereby a sensation of sluggishness upon initial depression of the accelerator pedal can be suppressed. On the other hand, the acceleration management Tp rate MRA.sub.Tp at a low vehicle speed and a small accelerator depression amount is relatively low, and therefore the sensation of the vehicle shooting forward against the will of the driver can be suppressed. Moreover, the acceleration management Tp rate MRA.sub.Tp at a high vehicle speed is relatively high, and therefore deterioration of the acceleration feeling relative to the accelerator depression amount D.sub.ACC upon depression of the accelerator pedal can be suppressed.

(31) The fuel cell vehicle 10 according to this embodiment, described above, is configured to operate at a predetermined Tp rate RA.sub.Tp until the effective torque T.sub.AC reaches the Tp rate changeover torque T.sub.CHG, and such that the Tp rate RA.sub.Tp is reduced after the effective torque T.sub.AC reaches the Tp rate changeover torque T.sub.CHG. According to this configuration, a sufficient torque response can be secured when the accelerator pedal is initially depressed from a stationary condition, for example, whereby the sensation of sluggishness upon initial depression of the accelerator pedal can be suppressed. When the effective torque exceeds the threshold torque, on the other hand, the torque increase rate is reduced, and therefore the sensation of the vehicle shooting forward against the will of the driver can be suppressed.

(32) Further, the fuel cell vehicle 10 according to this embodiment includes the acceleration management Tp rate map, and therefore the acceleration management Tp rate MRA.sub.Tp corresponding to the accelerator depression amount D.sub.ACC and the vehicle speed S.sub.VHCL can be set easily. Hence, the acceleration management Tp rate MRA.sub.Tp at which the driver feels most comfortable can be set easily for each vehicle speed S.sub.VHCL and each accelerator depression amount D.sub.ACC. For example, by making the acceleration management Tp rate MRA.sub.Tp at a low vehicle speed and a small accelerator depression amount relatively low, the sensation of the vehicle shooting forward against the will of the driver when the accelerator pedal is depressed at a low speed can be suppressed. Furthermore, for example, by increasing the acceleration management Tp rate MRA.sub.Tp steadily as the accelerator depression amount D.sub.ACC increases, deterioration of the acceleration feeling relative to the accelerator depression amount D.sub.ACC when the accelerator pedal is depressed by a large amount can be suppressed.

(33) Moreover, the fuel cell vehicle 10 according to this embodiment includes the S.sub.VHCL−T.sub.CHG map, and therefore the Tp rate RA.sub.Tp can exceed the acceleration management Tp rate MRA.sub.Tp at each vehicle speed until the effective torque T.sub.AC reaches the Tp rate changeover torque T.sub.CHG, enabling an improvement in the acceleration feeling of the vehicle. As a result, a sufficient torque response is secured when the accelerator is initially depressed from a stationary condition, for example, whereby the sensation of sluggishness upon initial depression of the accelerator pedal can be suppressed. When the effective torque T.sub.AC exceeds the Tp rate changeover torque T.sub.CHG, on the other hand, the Tp rate RA.sub.Tp is reduced to the Tp rate changeover torque T.sub.CHG, and therefore the sensation of the vehicle shooting forward against the will of the driver can be suppressed.

(34) Note that the invention is not limited to the embodiment described above, and may be implemented in various other embodiments within a scope that does not depart from the spirit thereof. For example, following amendments may be implemented.

(35) In this embodiment, the invention is realized as the fuel cell vehicle 10, but the invention may be applied to a vehicle not having a fuel cell. For example, the invention may be applied to an electric vehicle or a hybrid vehicle.

(36) In this embodiment, the Tp rate changeover torque T.sub.CHG is described as being calculated from the vehicle speed S.sub.VHCL and the S.sub.VHCL−T.sub.CHG map, but the Tp rate changeover torque T.sub.CHG may take a single fixed value. In this case, the fuel cell vehicle 10 need not include the S.sub.VHCL−T.sub.CHG map.

(37) The acceleration management Tp rate map is not limited to the content described above. For example, the acceleration management Tp rate map need not be set such that while the accelerator depression amount D.sub.ACC is at or below the threshold depression amount THD, the acceleration management Tp rate MRA.sub.Tp when the vehicle speed S.sub.VHCL is no lower than the first threshold vehicle speed THS.sub.1 and no higher than the second threshold vehicle speed THS.sub.2 decreases relative to the acceleration management Tp rate MRA.sub.Tp when the vehicle speed S.sub.VHCL is lower than the first threshold vehicle speed THS.sub.1 and higher than the second threshold vehicle speed THS.sub.2 as the accelerator depression amount D.sub.ACC increases. Likewise in this case, other acceleration management Tp rates MRA.sub.Tp at which the driver feels most comfortable can be set easily in accordance with the vehicle speed S.sub.VHCL, and the accelerator depression amount D.sub.ACC.

(38) Note that the invention may be realized in various forms, for example as a fuel cell vehicle, a hybrid vehicle, an electric vehicle, a control method for a vehicle driven by an electric motor, a control apparatus for executing the control method, a computer program for realizing the control method, a recording medium on which the computer program is recorded, and so on.