JP2005184978A - Controller for tricycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a tricycle which can control the right and left independent motors of the front wheels of a tricycle, and to improve the traveling stability in power running. <P>SOLUTION: The tricycle uses a battery 11 as a power source, and their right and left front wheels 15, 16 are driven, each independently with motors 1, 2, and it is steered with one rear wheel 14. A control means 7 decides whether to power-drive or regeneratively rotate the motors 1, 2, based on a signal which shows the amount of stamping of an accelerator being the signal showing the intention of a driver, a signal which shows which of advance and retreat is selected, a signal which shows whether the brake is stepped on or not, a tire cut angle signal which shows the tire cut angle of the rear wheel, and signals of rotation of the motors 1, 2. When power-driving the motors, this controller generates speed command values, separate for right and left to the motors, and controls the motors, each independently so that the rotational speeds of the right and left motors become their respective speed command values. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for a three-wheeled vehicle, and more particularly to a control device suitable for use in a three-wheeled vehicle in which two front wheels are driven by left and right independent motors.

  As a conventional three-wheeled vehicle control device, for example, a steering angle sensor or a tire break angle sensor is used to drive a three-wheeled vehicle with a DC motor as described in JP-A-11-215617. In addition, it is known that a tire turning angle, which is a turning angle of a vehicle, is estimated based on a motor current during driving, and a three-wheeled vehicle is controlled by switching between a forward rotation and a reverse contactor.

  Further, as described in Japanese Patent Laid-Open No. 2000-69603, during regenerative braking of a three-wheeled vehicle traveling motor, the field current direction of the motor is determined based on a signal from a rotation sensor mounted on the motor, and regenerative braking is performed. Is known to do.

  Further, as disclosed in Japanese Patent Application Laid-Open No. 2000-69613, there is known one that detects a steering angle, calculates a motor current command for each of the left and right front wheels from the calculated angle value, and drives the left and right wheels.

JP-A-11-215617

JP 2000-69603 A

JP 2000-69613 A

  However, in the one described in Japanese Patent Application Laid-Open No. 11-215617, turning is determined based on only the motor current during turning without using the tire break angle sensor, and the motor driving contactor is switched. The estimation is possible when the motor is in a power running state, and the determination and control method of the regenerative braking operation that is essential in a battery forklift or the like is not taken into consideration.

  Moreover, in the thing of Unexamined-Japanese-Patent No. 2000-69603, when the field current conduction | electrical_connection direction is determined with respect to the rotation direction of a motor and regenerative braking is performed, an inner wheel may become a vehicle turning center in a three-wheeled vehicle. Therefore, the motor speed of the inner ring may be almost zero, and the control method under the conditions in this case is not considered.

  Furthermore, in the one described in Japanese Patent Laid-Open No. 2000-69613, a current command is obtained based on the tire turning angle and the motor rotation number, and the electric motor is controlled. In the case of a motor, controlling the current of the motor is controlling the torque generated by the motor, and the rotation of the motor is determined by the load. Inconsistency occurs between the left and right motor speeds.

  Also, none of the prior arts discloses improving the stability of the vehicle when the vehicle is actually turning.

  An object of the present invention is to provide a control device for a three-wheeled vehicle that can control the left and right independent motors of the front wheels of the three-wheeled vehicle and improve the running stability during powering.

  Another object of the present invention is to provide a control device for a three-wheeled vehicle capable of improving smoothness by enabling smooth turning at the time of regenerative braking and turning.

(1) In order to achieve the above object, the present invention is a control device for a three-wheeled vehicle that uses a battery as a power source, drives left and right front wheels with independent motors, and steers with one rear wheel, When the motor is driven by powering based on a signal indicating the driver's will, a tire angle signal indicating the tire angle of the rear wheel, and a rotation signal of the motor, the left and right individual And a control means for independently controlling the motors so that the rotational speeds of the left and right motors become the respective speed command values.
With this configuration, it is possible to control the left and right independent motors of the front wheels of the three-wheeled vehicle and to improve running stability during power running.

  (2) In the above (1), preferably, the control means sets a speed command value on the inner wheel side of the front wheel according to the tire angle signal, and the tire angle is not less than a first threshold value. At this time, it gradually decreases and reverses above the second threshold value.

  (3) In the above (1), preferably, the control means performs proportional-integral control so that the rotational speeds of the left and right motors become respective speed command values, and the tire turning angle is a predetermined threshold value. In the case described above, the integral calculation of the proportional integral control of the speed control is stopped.

  (4) In the above (1), preferably, the control means limits a power running speed command when the tire turning angle is a predetermined threshold value or more.

(5) In order to achieve the above object, the present invention is a control device for a three-wheeled vehicle that uses a battery as a power source, drives left and right front wheels with independent electric motors, and steers with one rear wheel. When the motor is regeneratively driven based on a signal indicating the driver's intention, a tire angle signal indicating the tire angle of the rear wheel, and a rotation signal of the motor, the motor is regenerated. Control means for generating separate torque command values for the left and right sides and independently controlling the torque of the electric motors is provided.
With such a configuration, it is possible to perform smooth turning at the time of regenerative braking and at the time of turning, thereby improving traveling performance.

  (6) In the above (5), preferably, the control means limits the regenerative braking torque command in accordance with the tire turning angle.

  (7) In the above (1) or (5), preferably, the signal indicating the driver's intention is a signal indicating an accelerator depression amount, a signal indicating whether forward / reverse driving is selected, or a brake is depressed. This is a signal indicating whether or not the

  ADVANTAGE OF THE INVENTION According to this invention, while controlling the left-right independent motor of the front wheel of a three-wheeled vehicle, the running stability at the time of power running can be improved.

  Further, smooth revolving can be performed during regenerative braking and during turning, thereby improving traveling performance.

Hereinafter, the configuration and control contents of the control device for a three-wheeled vehicle according to an embodiment of the present invention will be described with reference to FIGS.
First, the overall configuration of a three-wheeled vehicle using the three-wheeled vehicle control device according to the present embodiment will be described with reference to FIG.
FIG. 1 is a block diagram showing an overall configuration of a three-wheeled vehicle using a three-wheeled vehicle control device according to an embodiment of the present invention.

  The tricycle includes two front wheels 15 and 16 and one rear wheel 14. The two front wheels 15 and 16 do not turn, and the rear wheel 14 can turn. The left and right front wheels 15 and 16 that do not turn are respectively provided with an independent right motor 1 and left motor 2. The rotation speeds of the right motor 1 and the left motor 2 are detected by the right rotation detection means 3 and the left rotation detection means 4, respectively. The right rotation detection signal 5 detected by the right rotation detection means 3 and the left rotation detection signal 6 detected by the left rotation detection means 4 are input to the control means 7, respectively.

  The control means 7 includes a signal indicating the amount of depression of the accelerator device 8, a signal indicating whether the forward / reverse selection means 9 has selected forward or reverse, and whether or not the brake means 10 has been depressed. An electric signal indicating the driver's intention is input as a signal indicating. Electric power is supplied to the control means 7 from a battery 11 as a power source. A tire turning angle detecting means 12 for detecting a turning angle of the rear wheel 14 is mounted on the rear wheel 14 that steers the vehicle body, and a tire turning angle signal 13 is transmitted to the control means 7. In place of the tire turn angle signal, a steering angle signal detected by a steering angle detector that detects a steering angle may be used.

Next, the configuration of the three-wheeled vehicle control device according to the present embodiment will be described with reference to FIG.
FIG. 2 is a control block diagram showing the configuration of the three-wheeled vehicle control device according to the embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  Based on the right rotation detection signal 5 detected by the right rotation detection unit 3 attached to the right electric motor 1, the right speed calculation unit 32 calculates the right rotation speed 30. Based on the left rotation detection signal 6 detected by the left rotation detection unit 4 attached to the left electric motor 2, the left speed calculation unit 33 calculates the left rotation speed 31.

  The tire turning angle detection means 12 detects the tire turning angle and inputs the tire turning angle signal 13 to the mode determination means 17, the right speed control means 18 and the left speed control means 20 of the control means 7.

  For the mode determination means 17, the right rotation speed signal 30, the left rotation speed signal 31, the tire turning angle signal 13, the accelerator depression amount signal from the accelerator device 8, and the forward or reverse movement from the forward / reverse selection means 9 are selected. And a signal indicating whether or not the brake from the brake means 10 is depressed. The mode determination unit 17 determines the respective operation modes of the right motor 1 and the left motor 2 based on the input signal and generates a mode signal 22. The contents of the mode determination process in the mode determination unit 17 will be described later with reference to FIG.

  The right speed control means 18 and the right torque control means 19 respectively receive a right rotation speed signal 30, a tire turning angle signal 13, a signal from the accelerator device 8, a signal from the forward / reverse selection means 9, and a signal from the brake means 10. To calculate the right speed driving force 34 and the right target torque 35 of the right electric motor 1, respectively. The left speed control means 20 and the left torque control means 21 receive a left rotational speed signal 31, a tire turning angle signal 13, a signal from the accelerator device 8, a signal from the forward / reverse selection means 9, and a signal from the brake means 10, respectively. To calculate the left speed driving force 36 and the left target torque 37 of the left electric motor 2, respectively. The calculated right speed driving force 34 and right target torque 35 are transmitted to the right command selecting means 24, and the left speed driving force 36 and left target torque 37 are transmitted to the left command selecting means 25.

  The right command selection means 24 selects either the input right speed driving force 34 or the right target torque 35 from the mode signal 22 and controls whether the right motor 1 is speed controlled by power running control or torque controlled by regenerative braking. The right drive signal 28 is generated. The left command selection means 25 selects either the input left speed driving force 36 or the left target torque 37 from the mode signal 22 and controls the speed of the left motor 2 by power running control or torque control by regenerative braking. Left drive signal 29 is generated. At the time of turning, the rotational speeds of the right front wheel and the left front wheel may be different. In this case, the right motor 1 and the left motor 2 are controlled independently, and one is power running control and the other is regenerative braking control.

  The right drive signal 28 and the left drive signal 29 are transmitted to the right power conversion means 26 and the left power conversion means 27, respectively, and individually drive and control the right motor 1 and the left motor 2.

Next, the content of the mode determination process of the mode determination means 17 used for the three-wheeled vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is a mode determination diagram showing the contents of the mode determination process of the mode determination means 17 used in the control device for a three-wheeled vehicle according to the embodiment of the present invention.

  The mode discrimination shown in the figure is a determination content for each of the right motor and the left motor, and this determination content is individually performed for each of the left and right motors.

  The mode determination means 17 converts the state signal of the accelerator device 8, the state signal of the brake means 10, the state signal of the forward / reverse selection means 9, the tire turn angle signal 13, the motor rotation speed signal of the right rotation speed 30 or the left rotation speed 31. Based on this, the combinations shown in the table are determined, and the operation mode of each electric motor is determined.

  For example, when the accelerator is ON, the brake is ON or OFF, the forward / reverse selection selects forward and the tire turning angle is less than a certain threshold value TR, and the motor rotational speed Nm is greater than or equal to a certain threshold value −Nr think of. Here, the threshold value -Nr is a value close to zero rotation, for example, -20 rpm. Further, the threshold value -Nr can be set to zero rotation. However, in order to smoothly connect the torque at the time of mode transition and reduce the shock at the time of mode transition, the threshold value -Nr is set to, for example, -20 rpm is effective. The threshold value TR is, for example, 70 °.

  When the rotational speed of the electric motor is Nm ≧ −Nr, it is determined that driving in the forward direction is selected and the accelerator is depressed, and the turning angle of the vehicle is less than the threshold value TR, the turning angle of the vehicle Therefore, it is determined that the electric motor should be driven in the forward rotation direction, and the drive mode is “forward power running: speed control”. The characteristic at this time is as shown in FIG. 4A, and this point will be described later with reference to FIG.

  Here, when the rotational speed of the motor is Nm <−Nr, the accelerator is depressed and the forward / backward selection is selected to be forward, but the motor is driven because the rotational speed of the motor is reversed to −Nr or more. The mode is determined to be the regenerative braking mode, and the drive mode is set to “reverse rotation SB (switchback) regeneration: torque control”.

  When the tire turning angle is equal to or greater than TR and the rotational speed of the motor is Nm ≦ Nr, it is determined that the motor should be driven in reverse, and “reverse power running: speed control” is determined. When the motor rotation speed is Nm> Nr, it is determined that “forward rotation SB regeneration: torque control”.

  On the other hand, when the accelerator is OFF, the rotational speed of the electric motor does not depend on whether the forward / backward selection means is forward, reverse, or neutral depending on whether the brake is ON or OFF, or the tire turning angle is any value. The mode is determined by comparing with the threshold value Nr. For example, when the accelerator is OFF and the brake is OFF, if the rotational speed of the electric motor is Nm> Nr, it is determined that the electric motor is in a normal rotation state and the electric motor should be braked. Is determined. If the rotation speed of the electric motor is Nm ≦ −Nr, the electric motor is in the reverse rotation state, so this is determined as “reverse rotation accelerator-off regeneration: torque control”. When the brake is ON, it is determined that “forward brake regeneration: torque control” and “reverse brake regeneration: torque control”, respectively.

  Thus, in this embodiment, the mode is determined so that speed control is performed during power running and torque control is performed during regenerative braking. During power running, the rotational speed of the motor can be controlled by speed control of the left and right motors regardless of the vehicle load, and good running stability can be obtained. By using torque control during regenerative braking, the regenerative torque itself, which is the vehicle braking force, can be directly controlled regardless of the vehicle state, enabling smooth turning during turning and improving running performance.

Next, torque characteristics for each drive mode in the three-wheeled vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 4 is an explanatory diagram of torque characteristics for each drive mode in the three-wheeled vehicle control apparatus according to the embodiment of the present invention. In the figure, the horizontal axis represents the rotation speed of the electric motor, and the vertical axis represents the torque (driving force) of the electric motor. Note that -Nr and Nr on the horizontal axis are threshold values used for determination of the motor rotation speed in FIG.

  The torque characteristics shown in the figure correspond to the drive modes shown in the right column of FIG.

  Depending on the drive mode, both the forward rotation when the motor rotation speed Nm is positive and the reverse rotation of the negative value are both power running when the motor rotation speed Nm is forward rotation and the driving force is positive. Sometimes it is driven in the X1 area and controlled by speed control. When the driving force is negative, regeneration is performed, and at this time, driving is performed in the area Y1. When the motor rotation speed Nm is reverse, the positive / negative relationship of the torque is switched, and driving is performed in the X2 area and the Y2 area, respectively.

  In the X1 area, speed control is performed in accordance with the characteristic A so that torque according to the rotation speed of the electric motor is output in the normal rotation power running mode. In the Y1 area, torque according to the rotational speed of the motor is output in the regenerative braking mode in accordance with characteristic B (forward rotation SB regeneration), characteristic E (forward rotation accelerator-off regeneration), and characteristic F (forward rotation brake regeneration). Thus, torque control is performed. In the X2 area, the speed is controlled in accordance with the characteristic C so that a torque corresponding to the rotation speed of the motor is output in the reverse power running mode. In the Y2 area, according to the characteristic D (reverse rotation SB regeneration), the characteristic G (reverse rotation brake regeneration), and the characteristic H (reverse rotation accelerator off regeneration), torque corresponding to the rotation speed of the motor is output in the regenerative braking mode. Torque controlled.

Next, the configuration and operation of the speed control means 18 and 20 used in the three-wheeled vehicle control device according to the present embodiment will be described with reference to FIGS.
FIG. 5 is a control block diagram showing the configuration of speed control means used in the control device for a three-wheeled vehicle according to one embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts. FIG. 6 is an explanatory diagram of the first control content of the speed control means used in the control device for a three-wheeled vehicle according to one embodiment of the present invention. FIG. 7 is an explanatory diagram of the second control content of the speed control means used in the control device for a three-wheeled vehicle according to one embodiment of the present invention. FIG. 8 is an explanatory diagram of the third control content of the speed control means used in the control device for a three-wheeled vehicle according to one embodiment of the present invention.

  As shown in FIG. 2, the speed control means is divided into a right speed control means 18 and a left speed control means 20, and the contents of the right speed control means 18 and the left speed control means 20 are the same. A typical configuration is shown.

  In FIG. 5, the target speed calculation means 38 is a signal from the accelerator device 8, a signal from the forward / reverse selection means 9, a signal from the brake means 10, a tire turning angle detection signal 13, a right rotation speed 30 or a left rotation speed 31. The right target speed 34 or the left target speed 36, which is the target speed of the electric motor, is calculated based on the signal from.

  Here, the target speed of the electric motor will be described with reference to FIG. FIG. 6 is a diagram showing characteristics of a tire turning angle and a target speed in the three-wheeled vehicle control apparatus according to the present embodiment. In FIG. 6, the horizontal axis indicates the tire turning angle signal 13, and the vertical axis indicates the target speed. At the target speed, the solid line indicates the outer ring speed, and the alternate long and short dash line indicates the inner ring speed.

  Since the vehicle is in a substantially straight state until the tire cut angle reaches an angle θ1, the target speeds of the left and right motors are commanded to be the same. Here, the angle θ1 is, for example, 20 °.

  When the tire turning angle becomes equal to or greater than the angle θ1, the turning angle of the vehicle has increased, so the target speed on the inner ring side is gradually reduced according to the tire turning angle, as indicated by the dashed line in section b. This makes it possible to balance the rotational speed of the electric motor with respect to the tire turning angle. In this section b, both the outer ring and the inner ring are rotating in the same direction.

  Further, when the tire turning angle reaches θ2, in this case, the vehicle turns around the inner ring, so that the target speed of the inner ring motor is zero and Vi1 = 0. The angle θ2 is, for example, 70 ° and is equal to the threshold value TR shown in FIG.

  Further, when the tire turning angle is equal to or greater than θ2, the inner wheel needs to be reversed, so the target speed is reversed and switched to a negative value. When the tire turning angle reaches θ3, the tire turning angle becomes 90 °. At this time, the outer wheel target speed Vo2 and the inner wheel target speed Vi2 become the same speed. In this section c, the outer ring and the inner ring rotate in opposite directions, and the inner ring is in a reverse rotation drive state.

  In this manner, the target speed calculation means 38 determines the target speeds of the outer and inner wheels according to the tire turning angle.

  Next, in FIG. 5, the right target speed 34 or the left target speed 36 is added to the right rotational speed 30 or the left rotational speed 31, and the speed is fed back so that the difference becomes zero. By controlling the speed of the electric motor so as to follow this target speed, it is possible to improve the running stability during power running.

  The difference output between the two is input to the proportional-integral control 39. The content calculated by the proportional-integral control 39 is output as the right speed driving force 34 or the left speed driving force 36 through the limiter 41.

  Here, the tire turning angle determination means 42 generates an integration stop flag 45 when the tire turning angle determination means 42 is equal to or greater than a certain threshold value according to the value of the tire turning angle signal 13 and outputs it to the integration stop means 40. When the integral stop flag 45 is set in the proportional integral control 39 by the integral stop flag 45, the integral stop means 40 controls the integral addition process of the proportional integral control 39 to be disconnected. Thus, when the tire turning angle signal 13 is equal to or greater than a certain threshold value, the speed control is performed so as to operate only with the proportional term.

  Here, the function of the integration stopping means 40 will be described with reference to FIG. The horizontal axis in FIG. 7 represents the motor rotation speed, and the vertical axis represents the driving force. The running resistance curve Vr of the vehicle at that time is as shown in the figure. In the case of a vehicle having a vehicle speed of around 15 km / h such as a battery forklift, the running resistance curve has a substantially horizontal straight line characteristic. When the three-wheeled vehicle is turning, the target speed of the outer wheel is Vo and the target speed of the inner wheel is Vi.

  Here, when the left and right motors are driven and rotated at the outer wheel target speed Vo and the inner wheel target speed Vi, when the tire diameters of the left and right drive wheels are ideally the same, the left and right drive wheels are the outer wheel target speed Vo and the inner wheel. Although it rotates according to the target speed Vi, the tire diameters of the left and right drive wheels are rarely the same due to the influence of wear, air pressure, and the like. In this case, when the tire diameter of the inner ring is smaller than the tire diameter of the outer ring, the actual drive wheel field rotation speed is a rotation with a lower Vi 'with respect to the inner ring target speed Vi.

  Accordingly, the speed feedback becomes Vi ′ with respect to the inner ring target speed Vi, and thus a speed deviation ΔN occurs. When the speed control is performed by a normal proportional integral calculation, the speed deviation ΔN is controlled to be zero by the integral term of the proportional integral control. As a result, the inner ring speed tends to shift from Vi ′ to Vi. However, since the inner ring tire diameter should actually rotate at Vi ′, the inner ring speed becomes higher than necessary, resulting in slippage in the inner ring. It turns while generating. Therefore, in the proportional integral control 39 of the present embodiment, the integral control is stopped when the tire turning angle signal 13 is equal to or greater than a certain value. Therefore, the inner wheel control is performed with respect to the inner wheel target speed Vi and the running resistance polarity Vr and the speed deviation. Thus, it is possible to drive in a balanced manner at the point of speed Vi ′ with the speed deviation ΔN at the intersection with the inclined line K. As a result, slipping or the like due to excessive driving of the inner ring during turning control can be avoided.

  Next, the speed limiting process in the speed control means 38 will be described with reference to FIG. FIG. 8 shows the characteristics of the speed limiting coefficient with respect to the tire turning angle in the present embodiment.

  In the turning of a three-wheeled vehicle, since the rear wheel has a single body configuration, there is a concern that the vehicle may become unstable, for example, when the turning speed is high, the vehicle leans around the rear wheel as an axis. Therefore, the speed limiting coefficient Ksp is gradually decreased from 100% when the tire cutting angle is Tas1 or more according to the tire cutting angle, and the speed limiting coefficient Ksp is reduced to SL at the tire cutting angle Tas2. In this state, the tire cutting angle is limited to 90 °. Limiting is performed by correcting the right target speed 34 and the left target speed 36 using the speed limiting coefficient Ksp. The tire turning angle Tas1 is, for example, 40 °, the tire turning angle Tas2 is, for example, 80 °, and the speed limit coefficient Ksp = SL is, for example, 40%.

  This makes it possible to appropriately suppress the vehicle speed when the vehicle is turning, and to contribute to improving the stability of the vehicle when turning.

Next, the operation of the torque control means 19 and 21 used in the three-wheeled vehicle control apparatus according to the present embodiment will be described with reference to FIG. FIG. 9 shows the characteristics of the regenerative torque limiting coefficient with respect to the tire turning angle in the present embodiment.
FIG. 9 is an operation explanatory view of torque control means used in the control device for a three-wheeled vehicle according to one embodiment of the present invention.

  In turning of a three-wheeled vehicle, the vehicle speed during power running also affects the vehicle stability. Similarly, in the case of regenerative braking during turning, if the same braking as in the straight running state is performed, the stability of the vehicle It is assumed that the damage will be lost. Accordingly, similarly, the regenerative torque limit coefficient Krt is gradually reduced from 100% when the tire cut angle is Tal1 or more according to the tire cut angle, and the regenerative torque limit coefficient Krt is reduced to TL at the tire cut angle Tal2. In this state, the tire cutting angle is limited to 90 °. Limiting is performed by correcting the right target torque 35 and the left target torque 37 using the regenerative torque limiting coefficient Krt. The tire turning angle Tal1 is, for example, 20 °, the tire turning angle Tal2 is, for example, 80 °, and the regenerative torque limit coefficient Krt = TL is, for example, 40%.

  As described above, during regenerative braking during turning of the vehicle, it is possible to appropriately brake without applying a braking force more than necessary, and stability during turning of the vehicle can be improved.

  As described above, according to the present embodiment, when the three-wheeled vehicle turns, it becomes possible to appropriately control the speeds of the left and right motors of the front wheel according to the turning angle of the rear wheel. The driving performance of the car can be improved.

  Further, even when the tire diameters of the front wheels of the three-wheeled vehicle are uneven, it is possible to turn without unnecessarily slipping the inner wheel during turning.

  Furthermore, even when the vehicle is running straight or turning under the driving conditions of a three-wheeled vehicle, or when the left and right wheels rotate in the opposite direction, power running and regeneration must be determined individually and accurately according to the operating conditions of the left and right motors. It becomes possible to improve the running performance of the three-wheeled vehicle.

In addition, the power running speed command and the regenerative torque command can be appropriately limited by going straight and turning, and the running stability of the three-wheeled vehicle can be improved.

1 is a block diagram showing an overall configuration of a three-wheeled vehicle using a three-wheeled vehicle control device according to an embodiment of the present invention. It is a control block diagram which shows the structure of the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is a mode determination figure which shows the content of the mode determination process of the mode determination means 17 used for the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is explanatory drawing of the torque characteristic for every drive mode in the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is a control block diagram which shows the structure of the speed control means used for the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is explanatory drawing of the 1st control content of the speed control means used for the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is explanatory drawing of the 2nd control content of the speed control means used for the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is explanatory drawing of the 3rd control content of the speed control means used for the control apparatus of the three-wheeled vehicle by one Embodiment of this invention. It is operation | movement explanatory drawing of the torque control means used for the control apparatus of the three-wheeled vehicle by one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Right motor 2 ... Left motor 3 ... Right rotation detection means 4 ... Left rotation detection means 7 ... Control means 8 ... Acceleration means 9 ... Forward / reverse selection means 10 ... Brake means 11 ... Battery 12 ... Tire cut angle detection means 13 ... Tire turning angle detection signal 14 ... rear wheel 15 ... right drive wheel 16 ... left drive wheel 17 ... mode determination means 18 ... right speed control means 19 ... right torque control means 20 ... left speed control means 21 ... left torque control means 22 ... Mode signal 24 ... right command selection means 25 ... left command selection means 26 ... right power conversion means 27 ... left power conversion means 30 ... right rotation speed 31 ... left rotation speed 34 ... right target speed 36 ... left target speed 38 ... target speed Calculation means 39 ... proportional integral control 40 ... integration stop means 42 ... tire turning angle determination means 45 ... integration stop flag

Claims (7)

A control device for a three-wheeled vehicle using a battery as a power source, driving left and right front wheels with independent motors, and steering with one rear wheel,
When the motor is driven by powering based on a signal indicating the driver's will, a tire angle signal indicating the tire angle of the rear wheel, and a rotation signal of the motor, the left and right individual And a control means for independently controlling the motors so that the rotational speeds of the left and right motors become the respective speed command values. apparatus. The control device for a three-wheeled vehicle according to claim 1,
The control means gradually reduces the speed command value on the inner wheel side of the front wheel according to the tire angle signal when the tire angle is equal to or greater than a first threshold value, and is equal to or greater than a second threshold value. A three-wheeled vehicle control device, wherein The control device for a three-wheeled vehicle according to claim 1,
The control means performs proportional-integral control so that the rotational speeds of the left and right motors become respective speed command values,
The three-wheeled vehicle control device, wherein when the tire turning angle is equal to or greater than a predetermined threshold value, the integral calculation of the proportional integral control of the speed control is stopped. The control device for a three-wheeled vehicle according to claim 1,
The control means limits a power running speed command when the tire turning angle is equal to or greater than a predetermined threshold value. A control device for a three-wheeled vehicle using a battery as a power source, driving left and right front wheels with independent motors, and steering with one rear wheel,
When the motor is regeneratively driven based on a signal indicating the driver's will, a tire angle signal indicating the tire angle of the rear wheel, and a rotation signal of the motor, the left and right individual motors A control device for a three-wheeled vehicle comprising control means for generating a torque command value of the motor and independently controlling the torque of the motors. The control device for a three-wheeled vehicle according to claim 5,
The three-wheeled vehicle control device, wherein the control means limits the torque command for the regenerative braking according to the tire turning angle. In the control device for a three-wheeled vehicle according to any one of claims 1 and 5,
The three-wheel vehicle is characterized in that the signal indicating the driver's will is a signal indicating the amount of depression of the accelerator, a signal indicating whether the forward / reverse driving is selected, or a signal indicating whether the brake is being pressed. Car control device.

Images