JP2000042045A - Controller for electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve operability without sacrificing safety by detecting operating force applied in the travelling direction, driving a motor based on the detected operating force and braking with a braking force command value calculated by accumulatively increasing with the lapse of time from the time of releasing the operating force. SOLUTION: A control circuit 71 selectively executes one of a driving mode, a control mode, an off mode and an abnormality mode. The driving mode, drives motors 3L and 3R based on operation force applied to operation parts 8R and 8L to propel a wheel chair. The driving mode brakes a motor which is no longer applied with operating force. At this time, CPU of the circuit 71 gradually increases an initial value from the time point of detecting the absence of the operating force and adds variation increasing with the lapse of time to accumulatively calculate a braking command value. The motors 3L and 3R are braked based on this braking command value. Thus, the wheel chair is braked safely and with satisfactory operability.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for an electric vehicle such as an electric wheelchair.

[0002]

2. Description of the Related Art For example, according to the brake device for an electric wheelchair disclosed in Japanese Utility Model Publication No. Sho 61-5841, when the brake device determines that the operation on the operation section of the electric wheelchair has been released, the braking device of the motor drive circuit is activated. A braking force command uniquely determined by the value is output. There are two types of braking force commands corresponding to the vehicle speed, and a braking force command at high speed or a braking force command at low speed is output. According to the braking force command at high speed, a power generation circuit including a predetermined resistance is formed, and a relatively low braking force is generated. According to the braking force command at low speed,
A short-circuited power generation circuit is formed, and a high braking force is generated.

On the other hand, in recent years, electric assist wheelchairs have been used. Such an electric assist wheelchair is
An operating force applied to the hand rim and the caregiver handle is detected, and a driving force based on the operating force is generated by a motor, so that a human operating force is assisted by the driving force of the motor.

[0004]

When the braking device described in the above-mentioned publication is applied to the above-mentioned electric assist type wheelchair, for example, when the operator temporarily releases the operating force or when the running load is reduced. When the operation force is close to 0 because it is very light, a suddenly strong braking force is generated, causing an uncomfortable feeling in the operation. Conversely, a large operating force is applied by the suddenly generated braking force, and the behavior of the vehicle may become unstable. As described above, the conventional braking device for an electric vehicle has a problem in its operability.

[0005] In view of the above-mentioned conventional problems, an object of the present invention is to provide a braking device for an electric vehicle which is excellent in operability and does not impair safety.

[0006]

SUMMARY OF THE INVENTION The present invention relates to an electric vehicle control apparatus for controlling a driving motor mounted on an electric vehicle based on an operating force applied to the electric vehicle. An operation unit that detects an operation force applied in the direction of propulsion, and a state in which the motor is driven based on the operation force detected by the operation unit and that no operation force is applied to the operation unit , By sequentially outputting a braking force command value that is a braking force command value that gradually increases from a predetermined initial value and that is cumulatively calculated in consideration of a variation that increases with the passage of time. And a control unit for braking the motor (claim 1).

[0007] In the electric vehicle control device configured as described above, when it is detected that no operating force is applied, the control unit outputs a braking force command value that gradually increases from a predetermined initial value. , And sequentially outputs a braking force command value that is cumulatively calculated in consideration of variation that increases with the passage of time. As a result, the braking force generated by the motor initially increases slowly, and rapidly increases with time. Therefore, even when the operating force is temporarily lost or when it is detected that the operating force is not substantially applied in relation to the traveling load, a strong braking force is generated suddenly against the operator's will. Never. On the other hand, when the state where the operation force is not applied continues, the braking force increases rapidly, and the required braking force can be secured.

[0008] In the braking device for an electric vehicle (claim 1), the initial value of the braking force command value may be 0 (claim 2). In such an electric vehicle control device, when it is detected that the operating force is not applied, the braking force command value is set to 0.
It gradually increases from the vicinity. When the operating force is applied again, the output of the braking force command value is stopped at that point. Therefore, no strong braking force is generated for a temporary loss of operating force.

In the braking device for an electric vehicle (claim 1), when the control unit detects that an operating force is applied during the output of the braking force command value, the control unit gradually reduces the braking force command value. (Claim 3). In such a control device for an electric vehicle, when the control unit detects that the operating force is applied during the output of the braking force command value, the control unit gradually reduces the braking force command value to release the braking force. Thus, it is possible to prevent a large change in the operating force due to a sudden change in the braking force after the application of the operating force.

The present invention also provides an electric vehicle control apparatus for controlling a driving motor mounted on an electric vehicle based on an operation force applied to the electric vehicle, in a direction in which the electric vehicle is propelled. An operation unit that detects the applied operation force, and drives the motor based on the operation force detected by the operation unit, and determines that the value of the operation force detected by the operation unit is released. If it is less than the discrimination value to be determined, it is determined whether there is a change in the operating force, and in a state where it is determined that there is no change, a braking force command value that gradually increases from a predetermined initial value, A control unit that brakes the motor by sequentially outputting a braking force command value that is cumulatively calculated in consideration of a variation that increases with the passage of time. Good (billing 4).

[0011] In the control apparatus for an electric vehicle configured as described above, the control unit may be configured such that the operation force detected by the operation unit is equal to or less than a determination value for determining that the operation force has been released. And the braking force command value is output on the condition that there is no change in the operation force. This means that even if the operating force is equal to or less than the determination value at which the operating force is determined not to be applied, if the operating force fluctuates, the operator may be operating or holding the operating unit. Because. Therefore, only when the above requirements are satisfied, the control unit calculates the braking force command value that gradually increases from the predetermined initial value, and adds the braking force command value in consideration of the variation that increases with the passage of time. The braking force command value calculated sequentially is sequentially output. As a result, the braking force generated by the motor increases slowly at first, and increases rapidly with the passage of time. Accordingly, it is possible to prevent the braking force from being applied unintentionally when the operator is operating or holding the operation unit. Further, even when the operating force is temporarily lost, no strong braking force is suddenly generated. On the other hand, when the state where the operation force is not applied continues, the braking force increases rapidly, and the required braking force can be secured.

In the braking device for an electric vehicle (claim 4), the control unit determines that there is a change in the operating force when the value of the operating force detected by the operating unit is equal to or less than the determination value. In this case, the variation may be used as the initial value (claim 5). In such a control device for an electric vehicle, when the predetermined operation force is not applied but the operator may operate or grip the operation unit, the variation is returned to the initial value, and the braking force is reduced. Suppress increase in command value. Therefore, it is possible to delay a sudden increase in the braking force when the operator operates or grips the operation unit.

[0013] In the braking device for an electric vehicle (claim 5), the control unit may output the braking force command value output last time, using the variation as an initial value (claim 6). . In such a control device for an electric vehicle, the variation is returned to the initial value, but the same braking force command value as the previous braking force command value is output. Therefore, even when the operator releases the operation unit, a certain amount of braking force is secured.

The present invention also provides a control device for an electric vehicle for controlling a driving motor mounted on the electric vehicle based on an operating force applied to the electric vehicle, provided on both left and right sides of the vehicle body. An operation unit that detects an operation force applied in a direction in which the electric vehicle is propelled, and drives the motor based on the operation force detected by the operation unit, and outputs the left and right operation forces detected by the operation unit. Under the condition that each value is equal to or less than a determination value at which the operating force is determined to be released, it is determined whether or not the left and right operating forces fluctuate, and it is determined that the left and right operating forces are both unchanged. In this case, a braking force command value that gradually increases from a predetermined initial value and that is cumulatively calculated in consideration of variation that increases with the passage of time is sequentially output. The mode Which may be characterized in that a control unit for braking (claim 7).

In the control device for an electric vehicle configured as described above, the control unit determines that each of the left and right operating forces detected by the operating unit is equal to or less than a determination value at which it is determined that the operating force has been released. And the braking force command value is output on the condition that the left and right operating forces do not fluctuate. This means that even if the operating force is equal to or less than the determination value at which the operating force is determined not to be applied, if the operating force fluctuates, the operator may be operating or holding the operating unit. Because. Therefore, only when the above and requirements are satisfied, the control unit sets a braking force command value that gradually increases from a predetermined initial value,
A braking force command value that is cumulatively calculated in consideration of a variation that increases with the passage of time is sequentially output. As a result, the braking force generated by the motor initially increases slowly,
Increases rapidly over time. Therefore, when the operator is operating or gripping at least one of the left and right operation units, it is possible to prevent the braking force from acting unintentionally. Even when the left and right operating forces are temporarily lost, no strong braking force is suddenly generated. On the other hand, when the state where the operation force is not applied continues, the braking force increases rapidly, and the required braking force can be secured.

According to the present invention, there is provided a control device for an electric vehicle for controlling a driving motor mounted on the electric vehicle based on an operation force applied to the electric vehicle, provided on both right and left sides of the vehicle body. An operation unit that detects an operation force applied in a direction in which the electric vehicle is propelled, and drives the motor based on the operation force detected by the operation unit, and outputs the left and right operation forces detected by the operation unit. Under the condition that each value is equal to or less than a determination value at which the operating force is determined to be released, it is determined whether or not the left and right operating forces fluctuate, and it is determined that the left and right operating forces are both unchanged. When it is determined that the absolute value of the sum of the left and right operation forces is equal to or smaller than the discrimination value smaller than twice the discrimination value, the braking force command value gradually increases from a predetermined initial value. Oh, the passage of time A control unit that sequentially outputs a braking force command value that is cumulatively calculated in consideration of a correspondingly increasing variation to brake the motor. Claim 8).

In the control device for an electric vehicle configured as described above (claim 8), the control unit may determine that each of the left and right operating forces detected by the operating unit is equal to or less than a determination value at which it is determined that the operating force has been released. That the left and right operating forces do not fluctuate, and that the absolute value of the sum of the left and right operating forces is equal to or less than an identification value smaller than twice the discrimination value, Outputs the braking force command value. This means that even if the operating force is equal to or less than the determination value at which the operating force is determined not to be applied, if the operating force fluctuates, the operator may be operating or holding the operating unit. Because. Further, even if the operating force of each of the right and left independently is equal to or less than the discrimination value, if the total of the operating forces applied to both the left and right operating units exceeds the identification value, the operator may operate the operating unit. This is because there is a possibility that the user is operating or gripping. Therefore, only when the above requirements are satisfied, the control unit calculates the braking force command value that gradually increases from the predetermined initial value and adds the braking force command value in consideration of the variation that increases with the passage of time. The braking force command value calculated sequentially is sequentially output. As a result, the braking force generated by the motor initially increases slowly, and rapidly increases with time.

Therefore, when the operator is operating or gripping at least one of the left and right operation units, it is possible to prevent the braking force from being applied unintentionally.
In addition, even when it is not recognized that each operation unit is operated alone, by summing both the left and right operation forces, it is more sensitively detected that the operator is operating or holding the operation unit, It is possible to prevent the braking force from acting unintentionally. Even when the left and right operating forces are temporarily lost, no strong braking force is suddenly generated. On the other hand, when the state where the operation force is not applied continues, the braking force increases rapidly, and the required braking force can be secured.

In the above-mentioned braking device for an electric vehicle (claim 7 or 8), the control unit, when the value of the left or right operating force becomes larger than the determination value during the output of the braking force command value,
The variation may be set as an initial value, and the braking force command value may be gradually reduced (claim 9). In such an electric vehicle control device, when the control unit determines that one of the left and right operation units is operated, the control unit gradually reduces the braking force command value to gradually reduce the braking force. release. Therefore, a sudden change in the operating force is prevented. Also, in this case, even if both the left and right operating forces again become equal to or less than the discrimination value, a sudden increase in the braking force command value is suppressed because the variation is the initial value, so that the suddenly large braking force is increased. Does not occur.

[0020] In the above-mentioned braking device for an electric vehicle (claim 7 or 8), the control unit controls the left or right operating force under the condition that the values of the operating forces of the left and right operating units are both equal to or less than the discrimination value. If it is determined that there is a variation, the variation may be set as an initial value (claim 10). In such a control device for an electric vehicle, when the predetermined operation force is not applied but the operator may operate or grip the operation unit, the variation is returned to the initial value, and the braking force is reduced. Suppress increase in command value. Therefore, it is possible to delay a sudden increase in the braking force when the operator operates or grips one of the left and right operation units.

In the braking apparatus for an electric vehicle (claim 10), the control unit may output the previously output braking force command value with the variation as an initial value (claim 11). . In such a control device for an electric vehicle, the variation is returned to the initial value, but the same braking force command value as the previous braking force command value is output. Therefore, even when the operator releases the operation unit, a certain amount of braking force is secured.

According to another aspect of the present invention, there is provided a control device for an electric vehicle for controlling a driving motor mounted on the electric vehicle based on an operation force applied to the electric vehicle. An operation unit that detects an operation force applied in a direction in which the electric vehicle is propelled, and drives the motor based on the operation force detected by the operation unit, and outputs the left and right operation forces detected by the operation unit. Under the condition that each value is equal to or less than a determination value at which the operating force is determined to be released, it is determined whether or not the left and right operating forces fluctuate, and it is determined that the left and right operating forces are both unchanged. And a braking force command value that gradually increases from a predetermined initial value in a state where the absolute value of the sum of the left and right operation forces is equal to or less than a discrimination value smaller than twice the discrimination value, Increases in proportion to speed A control unit that brakes the motor by sequentially outputting a braking force command value that is cumulatively calculated in consideration of a first variation and a second variation that increases with time. (Chart 12).

In the control apparatus for an electric vehicle configured as described above, the control unit determines that each of the left and right operating forces detected by the operating unit is equal to or less than a determination value at which it is determined that the operating force has been released. That the left and right operating forces do not fluctuate, and that the absolute value of the sum of the left and right operating forces is equal to or less than an identification value smaller than twice the discrimination value, Outputs the braking force command value. This means that even if the operating force is equal to or less than the determination value at which the operating force is determined not to be applied, if the operating force fluctuates, the operator may be operating or holding the operating unit. Because. Further, even if the operating force of each of the right and left independently is equal to or less than the discrimination value, if the total of the operating forces applied to both the left and right operating units exceeds the identification value, the operator may operate the operating unit. This is because there is a possibility that the user is operating or gripping. Therefore, only when the above-mentioned requirements are satisfied, the control unit determines that the braking force command value gradually increases from the predetermined initial value, the first variation increases in proportion to the speed, and the time A braking force command value that is cumulatively calculated in consideration of the second variation that increases with the passage of time is sequentially output.
As a result, the braking force generated by the motor initially increases slowly, and rapidly increases with time.

Therefore, when the operator is operating or gripping at least one of the left and right operation units, it is possible to prevent the braking force from being applied unintentionally.
In addition, even when it is not recognized that each operation unit is operated alone, by summing both the left and right operation forces, it is more sensitively detected that the operator is operating or holding the operation unit, It is possible to prevent the braking force from acting unintentionally. Even when the left and right operating forces are temporarily lost, no strong braking force is suddenly generated. On the other hand, when the state in which the operating force is not applied continues, the braking force increases rapidly according to the speed and the elapsed time, and the required braking force is secured. At this time, by taking the speed into account, the braking force becomes more appropriate.

In the braking device for an electric vehicle (claim 12), when the absolute value of the sum of the left and right operating forces is larger than the discrimination value, the control unit controls the braking based on only the first variation. A power command value may be output (claim 13). In such a control device for an electric vehicle, when the absolute value of the sum of the left and right operating forces is larger than the discrimination value, the second variation depending on time is removed and only the first variation is used. By increasing the braking force command value, the rising gradient of the braking force is reduced while securing the braking force.

In the braking device for an electric vehicle, the controller holds the second variation value when the absolute value of the sum of the left and right operating forces is larger than the discrimination value. (Claim 14). In such a braking device for an electric vehicle, by holding the second variation value, when the absolute value of the sum of the left and right operating forces becomes smaller than or equal to the discrimination value again, only the first variation is used. Instead, it is possible to output the braking force command value based on the held second variation. Therefore, the braking force can be secured immediately.

According to another aspect of the present invention, there is provided a control device for an electric vehicle for controlling a driving motor mounted on the electric vehicle based on an operating force applied to the electric vehicle, the control device being provided on both left and right sides of the vehicle body. An operation unit that detects an operation force applied in a direction in which the electric vehicle is propelled, and drives the motor based on the operation force detected by the operation unit, and outputs the left and right operation forces detected by the operation unit. Under the condition that each value is equal to or less than a determination value at which the operating force is determined to be released, it is determined whether or not the left and right operating forces fluctuate, and it is determined that the left and right operating forces are both unchanged. When it is determined that the absolute value of the sum of the left and right operation forces is equal to or smaller than the discrimination value smaller than twice the discrimination value, the braking force command that gradually increases with time. Output the value and Which may be characterized in that a control unit for braking the motor (Claim 15).

In the control device for an electric vehicle configured as described above, the control unit determines that each of the left and right operating forces detected by the operating unit is equal to or less than a determination value at which it is determined that the operating force has been released. That the left and right operating forces do not fluctuate, and that the absolute value of the sum of the left and right operating forces is equal to or less than an identification value smaller than twice the discrimination value, Outputs the braking force command value. This means that even if the operating force is equal to or less than the determination value at which the operating force is determined not to be applied, if the operating force fluctuates, the operator may be operating or holding the operating unit. Because. Further, even if the operating force of each of the right and left independently is equal to or less than the discrimination value, if the total of the operating forces applied to both the left and right operating units exceeds the identification value, the operator may operate the operating unit. This is because there is a possibility that the user is operating or gripping. Therefore, only when the above requirements are satisfied, the control unit outputs the braking force command value that gradually increases with the passage of time. As a result, the braking force generated by the motor gradually increases as time passes.

Therefore, when the operator is operating or gripping at least one of the left and right operation units, it is possible to prevent the braking force from being applied unintentionally.
In addition, even when it is not recognized that each operation unit is operated alone, by summing both the left and right operation forces, it is more sensitively detected that the operator is operating or holding the operation unit, It is possible to prevent the braking force from acting unintentionally. Even when the left and right operating forces are temporarily lost, no strong braking force is suddenly generated. On the other hand, if the state in which the operating force is not applied continues, the braking force increases, and the required braking force can be secured.

[0030]

2 and 3 are a side view and a rear view, respectively, of an electric wheelchair equipped with an electric vehicle control device according to the present invention. 2 and 3, a body 1 of an electric wheelchair includes a frame 2 including a plurality of pipe members,
A pair of left and right driving motors 3 having a built-in speed reduction mechanism and the like. A pair of drive wheels 4 (only the outline is abbreviated in FIG. 2) is attached to each motor 3, and a pair of casters 5 are attached to the front part of the vehicle body 1. The armrests 6 are attached to the upper portions of the left and right frames 2, and a battery (not shown) for driving the motor 3 is mounted inside each of them. A control unit 7 for controlling the motor 3 is provided below the armrest 6 on both sides of the vehicle body 1.

An operating portion (grip) 8 is provided substantially horizontally at the uppermost rear portion of the vehicle body 1, and a brake lever 9 is attached to a lower portion thereof. The operation unit 8 has, for example, a potentiometer inside, and can detect an operation force of a caregiver pushing and pulling the electric wheelchair (details will be described later). Note that a bridge circuit including a strain gauge may be used instead of the potentiometer. Further, in an electric wheelchair of a type in which electric assistance can be performed without a caregiver, a member corresponding to the operation unit 8 is provided on the hand rim 10 (FIG. 3) of the driving wheel 4 so as to detect a force applied to the hand rim 10 by the user. It is composed of The brake lever 9 is linked via a wire 12 with another brake lever 11 provided in front of the vehicle body 1, and can mechanically brake the drive wheels 4 by a brake operation from either one. it can. The operation unit 8, the control unit 7, the battery and the motor 3 are mutually connected by cables 13, 14, 15 and the like.

FIG. 4 is an electric circuit connection diagram in the control device of the electric wheelchair. Regarding the motor 3, the control unit 7, and the operation unit 8, those provided on the right side of the vehicle body 1 are denoted by adding R to the reference numerals, and those provided on the left side of the vehicle body 1 are denoted by L. Notation is attached. Similarly, the battery is 16R on the right and 16L on the left.
In FIG. 4, the right control unit 7R is connected to the operation unit 8R, the battery 16R, and the motor 3R. Further, a switch 17 and an indicator light 18 are provided on the surface of the control unit 7R. The charger 19 is connected to the charging terminal 20 only when charging the batteries 16R and 16L. On the other hand, the left control unit 7L includes an operation unit 8L, a battery 16L, and a motor 3L.
L. The left and right control units 7L and 7R are connected to each other via a cable 15. FIG.
2 correspond to those shown in FIG.

A control circuit 71, a power supply circuit 72, and a drive circuit 73 are provided in the control section 7R, and are connected to each other. On the other hand, the drive circuit 74 is provided in the control unit 7L.
Is provided. The power supply circuit 72 in the control unit 7R includes:
A DC voltage is supplied from the battery 16R, and a DC voltage is also supplied from the battery 16L via the cable 15. The power supply circuit 72 supplies a predetermined power supply voltage to the control circuit 71 and the drive circuits 73 and 74 based on the supplied DC voltage. The power supply circuit 72 includes the switch 1
7, also connected to the indicator light 18 and the charging terminal 20,
The power supply to each unit is started by turning on the switch 17, and the indicator lamp 18 is turned on.

The drive circuits 73 and 74 include, for example, a bridge circuit of a semiconductor switching element, and switch the DC voltage supplied from the power supply circuit 72 based on the PWM signal supplied from the control circuit 71, and Are changed to drive the motors 3R and 3L.
Further, the driving circuits 73 and 74 during braking stop the supply of the DC voltage while the motors 3R and 3L are rotating, and short-circuit each winding terminal during, for example, the H level of the PWM signal, and Open during the period. As a result, the motors 3R and 3L perform power generation braking according to the duty ratio of the PWM signal.

The control circuit 71 includes a CPU and the like, and receives an operation force signal corresponding to an operation force from the operation units 8R and 8L. The operation units 8R and 8L independently detect the push / pull operation force applied by the caregiver, and generate an operation force signal. The potentiometers built into the operation units 8R and 8L change the output value according to the operation force when the operation unit is operated forward or backward from the neutral position where the operation units 8R and 8L are not operated as a base point. . For example, at a neutral position where no operating force is applied, the operating force signal is a predetermined value (usually a value other than 0). The operating force in the forward direction is the operating units 8R and 8L
Is applied, the voltage value of the operation force signal increases from the predetermined value according to the operation force. When the operation force in the backward direction is applied to the operation units 8R and 8L, the voltage value of the operation force signal decreases from the predetermined value according to the operation force.

The control circuit 71 subtracts the predetermined voltage value from the operating force signal which changes as described above, as an "operating force detection signal", and sets "operating force" as shown in FIG. Characteristics of the "detection signal". That is, when no operation force is applied, the operation force detection signal is 0, and when an operation force in the forward direction (push direction) is applied, the operation force detection signal has a positive value that increases at a constant gradient, and the retreat direction (pull direction). When the operation force is applied, the value increases in the negative direction at the constant gradient. Therefore, the discrimination between forward and backward can be detected by the sign of the operation force detection signal, and the magnitude of the operation force can be detected by the absolute value of the operation force detection signal. Based on the operation force detection signal obtained as described above, the motor 3R
And 3L of driving or braking are performed. In FIG. 5, “+ Fs” and “−Fs” of the operation force are threshold values for setting the control to the drive mode when the absolute value is a value larger than this. The operating force applied to the operating units 8R and 8L is
Apart from the power generated by the motors 3R and 3L, the power itself is transmitted to the left and right drive wheels 4 via the vehicle body 1 and becomes driving force.

At least one of the motors 3R or 3L has a built-in pulse generator for generating a pulse signal for each unit rotation angle, and the pulse signal is sent to the control circuit 71 via a corresponding drive circuit. The control circuit 71 can detect the rotation speed of the motors 3R and 3L, that is, the speed of the electric wheelchair, by counting the number of pulses per unit time. Instead of the pulse generator, a speed sensor may be provided on the motors 3R, 3L or the driving wheels 4 (FIG. 2).

Next, the operation of the control circuit 71 will be described. The control circuit 71 selectively executes one of the driving mode, the control mode, the off mode, and the abnormal mode. The drive mode is a mode in which the motors 3R and 3L are driven so as to propel the electric wheelchair based on the operation force given to the operation units 8R and 8L. When the operating force is in the pushing direction, the motors 3R and 3L rotate forward, and when the operating force is in the pulling direction, the motors 3R and 3L rotate reversely. In the braking mode, when the operating force is no longer applied,
This is a mode in which the motor 3 is braked. The off mode is a mode in which the output of the motor 3 is stopped when shifting from the driving mode to the braking mode, or conversely, when shifting from the braking mode to the driving mode. Motor 3 in off mode
R and 3L are released from the electric control and are in a free rotation state. By providing such an off mode, one cushion is placed between the braking state and the driving state to prevent a shock from being applied to the occupant. The abnormal mode is a mode in which, when an abnormality occurs in the electric wheelchair, the motor 3 is stopped by increasing the braking force generated by the motors 3R and 3L at a constant gradient. Note that once the abnormal mode is executed, there is no transition to another mode. Therefore, even if a failure occurs, an accident such as a runaway of the electric wheelchair is prevented beforehand, and the safety of the user is ensured.

FIG. 6 is a flowchart showing a main routine executed by the CPU (hereinafter simply referred to as CPU) of the control circuit 71. This main routine is executed every predetermined sampling time. First, in step 101, input value conversion is performed. That is, the CPU performs a process of subtracting the value of the operation force signal when no operation force is applied from the value of the operation force signal output corresponding to the operation force applied to the operation units 8R and 8L. . Through this processing, an operation force detection signal FinR corresponding to the operation force on the operation unit 8R and an operation force detection signal FinL corresponding to the operation force on the operation unit 8L are obtained.

Next, the CPU determines whether the current left and right driving force command signals FoutR and FoutL are both greater than 0 and whether the operating force detection signals FinR and FinL have not changed for a predetermined time ( Step 1
02). That is, an attempt is made to detect a state in which the operating force has not changed for a predetermined time even though the motors 3R and 3L are being driven. If this determination is YES, there is a possibility that the operation units 8R and 8L have failed, so the CPU executes the processing in the abnormal mode (step 1).
08).

If the determination in step 102 is NO, the CPU determines whether the processing in the braking mode has already been executed (step 103). If the mode is the braking mode, the CPU continuously executes the processing in the braking mode (step 110). On the other hand, if not in the braking mode, the CPU determines whether or not the processing in the drive mode has already been executed (step 104). If the mode is the drive mode, the CPU continuously executes the process in the drive mode (step 109). The determination as to whether or not the processing in the braking mode and the processing in the driving mode are being executed depends on whether or not the braking mode flag and the driving mode flag are set in the memory provided in the control circuit 71, respectively. This is done by checking. Further, the braking mode flag and the driving mode flag are set when the processing of these modes is started, and are reset when they are finished.

If the result of determination in step 104 is that the operation mode is not the drive mode, the CPU sets the operation force detection signal FinR
Then, it is determined whether or not each absolute value of FinL is smaller than a discrimination value Fsb described later (step 105). If the result of this determination is yes, the processing in the braking mode is executed (step 110). On the other hand, if the determination in step 105 is no, the CPU determines that the operation force detection signal FinR
Is determined to be greater than or equal to the reference value Fs, or whether the absolute value of the operation force detection signal FinL is greater than or equal to the reference value Fs (step 106). If this judgment is yes, C
The PU executes a drive mode process (step 10).
9). On the other hand, in the case of No, the CPU executes the processing in the off mode (step 107).

FIG. 7 is a diagram showing the relationship between the discrimination value Fsb and the reference value Fs and each mode.
And 106.
That is, in the braking mode, the operation force detection signal is Fin (F
This is a mode executed when inR, FinL) is in the range of -Fsb to + Fsb, and the drive mode is a mode executed when the operation force detection signal Fin (FinR, FinL) is equal to or more than + Fs or equal to or less than -Fs. is there. Also,
In the off mode, the operation force detection signal Fin (FinR, Fi
This mode is executed when (nL) is in the range of + Fsb to + Fs (excluding the boundary value) or in the range of -Fsb to -Fs (excluding the boundary value). As clearly shown in FIG. 7, the absolute value of the reference value Fs is
It is larger than the absolute value of the discrimination value Fsb. The value of the discrimination value Fsb is set to a value that may be generated due to an error or the like even when, for example, the operation force is not applied to the operation units 8R and 8L.

Next, the braking mode will be described in detail. FIG. 1 is a flowchart showing the operation in the braking mode. When the processing in the braking mode is started, first, in step S1, the CPU determines whether or not each absolute value of the operation force detection signals FinR and FinL is smaller than the determination value Fsb. The content of this determination is the same as that of step 105 in the main routine described above. Therefore, the determination result immediately after starting the braking mode from the main routine is naturally YES. Once the braking mode is started, since the braking mode flag in the main routine is set, the above determination is not performed in the main routine, but is performed in step S1 of the braking mode. Subsequently, the CPU calculates the amount of change in the operating force (step S
2). Specifically, the following calculation is basically performed, where dFinRT is the operation force fluctuation amount for the right operation unit 8R, dFinLT is the operation force fluctuation amount for the left operation unit 8L, and t is the number of step executions.

DFinRT (t) = FinR (t) −FinR (t−1) (1) dFinLT (t) = FinL (t) −FinL (t−1) (2) That is, the operation The force fluctuation amount is a fluctuation amount of the operation force detection signal from the previous value to the current value. In order to remove a steep change such as noise, the following calculation is performed in addition to the above equations (1) and (2). dFinRT (t) = {dFinRT (t-1) + (FinR (t) -FinR (t-1))} / 2 (3) dFinLT (t) = {dFinLT (t-1) + ( FinL (t) −Fin L (t−1))｝ / 2 (4) That is, the operating force fluctuation amount according to the equations (3) and (4) is the current value of the operating force detection signal from the previous value. This indicates that the average value is the average of the amount of change to the value and the amount of change in the operating force obtained last time.

Next, the CPU calculates the operation force variation dFinR
It is determined whether or not the absolute values of T and dFinLT are each equal to or smaller than a predetermined discrimination value dFsb of the variation (step S3). These are the operation force detection signals FinR and Fin
Even if each absolute value of L is equal to or less than the discrimination value Fsb, if at least one of the operation force detection signals FinR and FinL has a change exceeding the discrimination value, the caregiver operates the operation unit 8R or 8L. Or, there is a possibility that the user is grasping. Here, the operation force fluctuation amounts dFinRT and dFinRT
When the absolute value of FinLT is equal to or less than the predetermined discrimination value dFsb of the variation, the caregiver operates the operation units 8R and 8R.
Recognizing that the hand has been released from L, the CPU performs variation calculation (1) of the command value (step S4).

In step S4, the CPU determines the speed-dependent component (speed variation) Kb of the braking force command value described later.
Determine rkV. Assuming that the speed of the electric wheelchair is Vel [km / hour], the speed-dependent component KbrkV is a function of the speed Vel, and can be expressed as KbrkV = func (Vel). This function takes, for example, the values shown in Table 1 below.

[0048]

[Table 1]

Therefore, for example, if the speed is 5 km / h, the speed-dependent component KbrkV = 11. Next, CP
U sets a braking counter Brkcnt (initial value is 0), which is a count value corresponding to the passage of time, as Brkcnt = B
rkcnt + 1 is increased by one (step S
5). Since the initial value is 0, the first Brkcnt obtained in this step is 1. The actual time corresponding to one count of the braking counter Brkcnt is C
This is the cycle in which the PU executes step S5.

Next, the CPU determines whether or not the absolute value of the sum of the left and right operation force detection signals (FinR + FinL) is equal to or less than a predetermined identification value Fsbw (step S).
6). This is because even if the absolute values of the operation force detection signals FinR and FinL are equal to or smaller than the discrimination value Fsb, and the absolute values of the operation force fluctuation amounts dFinRT and dFinLT are each equal to or smaller than the predetermined identification value dFsb, Is “gently” in the forward or backward direction with respect to the operation units 8R and 8L.
This is because there is a possibility that an operating force is applied. Therefore,
By making such a determination, the operation units 8R and 8L
Are not recognized to have been operated independently, but the sum of the left and right operation force detection signals gives the discrimination value F
If it exceeds sbw, it is recognized that the caregiver is holding the operation units 8R and 8L. In this manner, it is possible to more sensitively detect whether the caregiver has released his or her hand from the operation units 8R and 8L.

If the decision result in the step S6 is YES, that is, the left and right operation force detection signals Fin
When it is not recognized that the operation force is applied even when R and FinL are added, the CPU performs variation calculation (No. 2) of the command value (step S7). In this step, the time-dependent component (time variation) of the braking force command value
Determine KbrkT. Here, the time-dependent component KbrkT
= Brkcnt. That is, the time-dependent component Kbr
kT is a braking counter Brkcn corresponding to the passage of time.
equal to t. Therefore, the time-dependent component KbrkT is a natural number 1, 2, 3,. . . Increase.

Next, the CPU calculates the braking force command value Brk (initial value is 0) by using Brk = Brk + KbrkV + Kbrk.
It is obtained by calculating T (step S8). Therefore, the braking force command value Brk first obtained after the start of the braking mode is:
This is the sum of the speed-dependent component KbrkV and the time-dependent component KbrkT. Assuming that the hourly speed of the electric vehicle is 5 km, the braking force command value Brk at this time is Brk = 11 + 1 = 12. CPU
Outputs a PWM signal having a duty ratio according to the PWM command value, with the upper limit value of the braking force command value Brk set to, for example, 250 as a PWM command value (step S).
9). The drive circuits 73 and 74 (FIG. 4) cause the motors 3R and 3L to exert a dynamic braking force based on the PWM signal. Thus, the first processing of the control mode is completed.

Steps S1, S3 and S
6, the same step is executed. In step S8, the braking force command value Brk is changed to the previous value by the speed-dependent component KbrkV and the time-dependent component KbrkT.
Are added as a new braking force command value Brk.
Therefore, the speed-dependent component KbrkV and the time-dependent component Kbr
A new braking force command value Brk is cumulatively calculated using the sum of kT and the previous value as a variation from the previous value. For example, if the speed does not change from the previous time, the speed-dependent component KbrkV is 11 and the time-dependent component KbrkT is 2, so the second braking force command value Brk = 12 + 11 + 2 = 25.
Similarly, the third time is 39, the fourth time is 54, and the fifth time is 7
The braking force command value Brk increases to zero. As described above, the braking force command value Brk is a relatively small value immediately after the start of the output, and the increasing speed is slow. However, since the braking force command value Brk is cumulatively calculated including the time-dependent component KbrkT that increases with the passage of time, the braking force command value Brk increases as the time elapses.
(The value of the nth time−the value of the (n-1) th time) increases and increases at an accelerating rate.

FIG. 8 shows step S1 in the braking mode.
11 is a graph showing a change characteristic of a PWM command value with respect to time when steps S9 to S9 are repeatedly executed. As shown in the figure, the PWM command value (substantially synonymous with the braking force command value) initially increases slowly, but the variation increases as time passes, and increases at an accelerating rate. The braking force command value Brk is 250
After this point (when the point P1 is reached on the graph), the PWM command value maintains 250. Such PW
By outputting a PWM signal according to the M command value, the braking force exerted by the motors 3R and 3L increases slowly at first, but increases rapidly with time and reaches a maximum value without delay. . Therefore, the caregiver operates the operation units 8R and 8L.
Even if you take your hand off, the strong braking force does not work immediately and the operation does not feel uncomfortable. However, if the time during which the hand is released becomes longer, the braking force increases rapidly and reaches a maximum value, so that a sufficient braking force is exerted even on a downhill, and safety can be ensured. Also, the speed-dependent component Kbrk
Since the braking force command value Brk is determined in consideration of V, the variation increases as the speed increases, and the maximum braking force is quickly reached. Therefore, an appropriate braking force corresponding to the speed can be obtained.

Thereafter, the caregiver again operates the operation units 8R and 8L.
Is operated and if the result of the determination in step S1 is NO, the CPU sets the braking counter Brkcnt to 0 (step S10). Subsequently, the CPU reduces the braking force command value Brk by half (step S11), and determines whether the reduced braking force command value Brk is 1 or more (step S12). Here, if it is 1 or more, the CPU
Goes to step S9, and P corresponding to the braking force command value Brk
It outputs a WM signal. Thereafter, as long as the same state is maintained, the above steps S1 → S10 → S11 → S12 → S9 are repeated, and the braking force command value Brk is reduced by half each time. When the braking force command value Brk finally becomes a value less than 1,
The CPU releases the braking mode (resets the braking mode flag in the main routine) and sets the braking force command value Brk to 0 (step S13). In the above process, the PWM command value decreases with a half reduction characteristic from point P2 on the graph of FIG. Such a half reduction characteristic of the PWM command value is as follows.
Since the braking force is gradually released as compared with the case where the braking force is set to zero at once, there is an effect that a sudden change in the operating force due to the influence of the sudden loss of the braking force is prevented.

On the other hand, when the caregiver releases his / her hand from the operation units 8R and 8L and returns the hand to the operation unit 8R or 8L before the PWM command value reaches the maximum value, similarly, the above-described step S1 is performed. → S10 → S11 → S12 → S9 are repeated, and the braking force command value Brk is halved each time. When the braking force command value Brk finally becomes a value less than 1, C
The PU releases the braking mode (resets the braking mode flag in the main routine) and sets the braking force command value Brk to 0.
(Step S13). In the above process,
As shown in the graph of FIG.
It is reduced from one point by a half reduction characteristic. Therefore, the braking force is gradually lost by re-operation before the braking force becomes strong,
Strong braking against the caregiver's will is prevented beforehand, and a sudden change in the operating force due to the sudden loss of the braking force is prevented. At the point P2 in FIG. 9, the control shifts to another mode (driving mode or off mode).
From 3 points), the PWM command value gradually increases again. The dashed line in the graph shows the same characteristics as in FIG. 8 for comparison purposes (the same applies to FIGS. 10 and 11 described below).

On the other hand, in step S3 after the start of the output of the braking force command value, if the determination result is
U sets the braking counter Brkcnt to 0 (step S
14). Therefore, the time-dependent component KbrkT that has increased up to this point is reset to 0, and the CPU outputs the PWM signal without passing through step S8 (step S9). As a result, the previous value of the braking force command value Brk is output as it is. This corresponds to the point P1 in the graph shown in FIG.

If the same steps are performed again in the next routine, the braking force command value Brk remains the same, but the absolute values of the operation force fluctuation amounts dFinRT and dFinLT are respectively equal to the predetermined identification value dFsb of the fluctuation amount. In the following cases, it is recognized that the caregiver has released the hand from the operation units 8R and 8L, and the CPU executes steps S4 to S9. As a result, the braking force command value Brk and the PWM command value begin to increase again (after point P1 in FIG. 10). Then, the braking force command value Brk and the PWM command value increase in an accelerated manner as time elapses from the point P1, and at the point P2 the PWM
The command value reaches the maximum value.

Regarding the characteristics from the point P1 to the point P2, since the time-dependent component KbrkT is returned to 0 at the point P1, the increasing pace immediately after the point P1 has returned to the initial state of the start of the braking mode. Increase. As a result, it is delayed that the PWM command value reaches the maximum value.
This has the significance of prolonging the chance of avoiding the application of a strong braking force contrary to will, and if the operating force is applied again during this time, the braking force is released. On the other hand, even if the increase pace is returned to the initial state at the point P1, the PWM command value is maintained, and when the maximum braking force is finally exerted, the maintenance of the PWM command value is performed thereafter. Contributes to securing braking force. Note that, when an operation force is applied to the operation unit 8R or 8L on the way from the point P1 to the point P2, the PWM command value decreases with a half-decrease characteristic as in the case of FIG.

According to the increasing characteristic of the PWM command value shown in FIG. 10, when the operation force exceeding the predetermined value is not applied, but the caregiver is suspected of operating or gripping the operation unit 8R or 8L, In addition, a strong braking force is not generated unnecessarily quickly, and a predetermined strong braking force is exerted only when the caregiver really releases his / her hand. In this way, it is possible to provide the user with care and time in determining whether the caregiver has released his / her hand, and to provide excellent operability while securing a predetermined braking force.

On the other hand, in step S6, the absolute value of the sum (FinR + FinL) of the left and right operation force detection signals is equal to or smaller than the predetermined discrimination value Fsb smaller than twice the discrimination value Fsb.
w, the CPU determines that the braking force command value Brk
Is obtained by the calculation of Brk = Brk + KbrkV (step S15). That is, a new braking force command value Brk is obtained by adding only the speed-dependent component KbrkV to the previous value of the braking force command value Brk. This step S15 is performed because the operation force detection signals FinR and FinR
L and operation force fluctuation amounts dFinRT and dFinL
Regarding any of T, it is not recognized that the caregiver is applying the operation force, but when viewed from the point of the sum of the left and right operation forces, the caregiver moves forward or backward with respect to the operation units 8R and 8L. This is a case where there is a suspicion that a gentle operation force is applied in the reverse direction. In step S15, the time-dependent component Kbr
Since kT is not added, the braking force command value Br
k, the variation from the previous value decreases, and the braking force command value Brk
And the increasing gradient of the PWM command value temporarily decreases.

The temporary decrease in the increasing gradient corresponds to immediately after the point P1 in the graph shown in FIG. If the same step is performed again in the next routine, the increasing gradient of the braking force command value Brk will be the same value, but if the absolute value of the sum of the left and right operating forces is less than or equal to the discrimination value Fsbw, the caregiver Recognized that the hands were released from the operation units 8R and 8L, and the CPU
Steps S6 to S9 are executed. As a result, the time-dependent component KbrkT is restored, and the braking force command values Brk and Prk are restored again.
The WM command value starts increasing at the previous pace (P2 in FIG. 11).
Thereafter, the PWM command value reaches a maximum value (point P3). In addition,
On the way from the point P2 to the point P3, the operation unit 8R or 8
When an operating force is applied to L, P is applied in the same manner as in FIG.
The WM command value decreases with the half-life characteristic.

According to the increasing characteristic of the PWM command value shown in FIG. 11, although the operating force exceeding the predetermined value is not applied and the fluctuation amount of the operating force is less than the predetermined value,
If the caregiver is suspected of operating or gripping the operation unit 8R or 8L, the pace of increase in the braking force command value Brk and the PWM command value can be reduced, so to speak, "see the situation" (point P1). To point P2). Then, only when the caregiver has really released his / her hand, the braking force command value Brk and the PWM command value are increased at the previous pace, and a predetermined strong braking force is exerted at an early stage. The longer the period in which the pace of increase is slowed down (the period corresponding to P2 from P1), the longer the PWM
The timing at which the command value reaches the maximum value is delayed. However, if the caregiver does not actually release his hand due to this delay in timing, the increase in the braking force is delayed so that the operating force is restored during that time (No in step S1), and the maximum braking force is reduced. It can prolong the opportunity to prevent it from acting. On the other hand, the PWM command value continues to increase even if the increase pace decreases at the point P1, so that when the maximum braking force is finally exerted, the P
Holding the increase of the WM command value contributes to securing the braking force thereafter. In this way, it is possible to provide the user with extra caution in determining whether or not the caregiver has released his / her hand, and to provide excellent operability while securing a predetermined braking force.

In the above-described embodiment, the braking force command value Brk and the PWM command value have an n (n ≧ 2) -order function characteristic in which the gradient increases along with the braking force command value Brk and the PWM command value. A characteristic in which the gradient increases stepwise by combining two or more may be used. For example, assuming that the positive numbers a1, a2, and a3 have a relationship of a1 <a2 <a3, the increasing characteristic of the PWM command value includes a straight line having a gradient a1 in the initial stage, a straight line having the gradient a2 in the middle period, and a straight line having the end period a3. Is also good. further,
A straight line from the beginning to the middle is n (n ≧ 2) in the later stage
The characteristic may increase sharply as a quadratic function.

In the above embodiment, each judgment in the braking mode is made based on the operation force of the caregiver.
In the case of a non-care-type electric wheelchair, an operation unit is provided on the hand rim 10 (FIG. 3), and each judgment in the braking mode is made based on the operation force of the user (riding person) given to this operation unit. . In addition, the operation unit 8 of the above embodiment
When an operation unit is also provided on the hand rim 10 in addition to the R and 8L, the operation force of the operator (caregiver or user) given to the operation unit or the operation units 8R and 8L for the caregiver is reduced. Each determination in the braking mode is made based on the determination.

In the above embodiment, the power generation braking is used for the braking, but the reverse rotation braking for reversing the rotation directions of the motors 3R and 3L may be used. Also in this case, the reverse braking force is slowly increased by initially gradually increasing the duty ratio of the PWM signal, and the reverse braking force is rapidly increased as time passes. When reverse braking is used, for example, a reverse braking force is applied to an electric wheelchair that goes down a hill, and when the speed becomes, for example, 0, the reverse braking force at that time is maintained. It is also possible to stop the electric wheelchair on a hill while maintaining a reverse braking force that balances with the force to be attempted.

[0067]

The present invention configured as described above has the following effects. According to the control device for the electric vehicle of the first aspect, the braking force generated by the motor initially increases slowly,
Since it increases rapidly with the passage of time, even if the operating force is temporarily lost or if it is detected that the operating force is not substantially applied in relation to the traveling load, the operator's Unexpectedly, no strong braking force is generated.
Therefore, the operation of the electric vehicle is not uncomfortable and the operability is excellent. On the other hand, when the state in which the operating force is not applied continues, the braking force rapidly increases, and the required braking force can be secured, which is safe.

According to the control device for the electric vehicle of the second aspect,
Since a strong braking force is not generated for a temporary loss of operation force, operability is not impaired.

According to the control device for the electric vehicle of the third aspect,
Since the braking force is gradually released, it is possible to prevent a sudden change in the braking force after the application of the operating force, thereby preventing a large change in the operating force and a decrease in operability.

According to the control device for the electric vehicle of the fourth aspect,
The braking force command value is output on condition that the operation force detected by the operation unit is equal to or less than a determination value at which the operation force is determined to be released, and that the operation force does not fluctuate. When the operator is operating or holding the operation unit, it is possible to prevent the braking force from acting unintentionally. In addition, the braking force generated by the motor increases slowly at first, and increases rapidly with the passage of time, so even if the operating force is temporarily lost, a strong braking force is suddenly generated. There is no. Therefore, the operation of the electric vehicle is not uncomfortable and the operability is excellent. On the other hand, when the state in which the operating force is not applied continues, the braking force rapidly increases, and the required braking force can be secured, which is safe.

According to the control device for the electric vehicle of the fifth aspect,
When the predetermined operation force is not applied but the operator may operate or hold the operation unit, the variation is returned to the initial value, and the increase in the braking force command value is suppressed. Therefore, it is possible to delay a sudden increase in the braking force when the operator is operating or gripping the operation unit, and it is possible to increase the possibility of avoiding unintended strong braking.

According to the electric vehicle control device of the sixth aspect,
Although the variation is returned to the initial value, the same braking force command value as the previous braking force command value is output, so that even when the operator releases the operation part, a certain amount of braking force is secured. So it ’s safe

According to the electric vehicle control device of the seventh aspect,
The left and right operation forces detected by the operation unit are equal to or less than a determination value for determining that the operation force has been released; and
Since the braking force command value is output on the condition that there is no change in each of the left and right operating forces, if the operator is operating or gripping at least one of the left and right operating units, On the contrary, it is possible to prevent the braking force from acting. Also, the braking force generated by the motor increases slowly at first and increases rapidly with the passage of time,
Even if the left and right operating forces are temporarily lost, no strong braking force is suddenly generated. Therefore, the operation of the electric vehicle is not uncomfortable and the operability is excellent. On the other hand, when the state in which the operating force is not applied continues, the braking force rapidly increases, and the required braking force can be secured, which is safe.

According to the control apparatus for an electric vehicle of the eighth aspect,
The left and right operation forces detected by the operation unit are equal to or less than a determination value for determining that the operation force has been released, the left and right operation forces do not change, and the sum of the left and right operation forces is added. Since the braking force command value is output on condition that the absolute value of the value is equal to or less than the discrimination value smaller than twice the determination value, whether the operator is operating at least one of the left and right operation units Alternatively, it is possible to prevent the braking force from acting unintentionally when the user is gripping. Also,
Even when it is not recognized that each operation unit is operated by itself, by adding both the left and right operation forces, it is possible to more sensitively detect that the operator is operating or holding the operation unit, On the contrary, it is possible to prevent the braking force from acting. Furthermore, the braking force generated by the motor increases slowly at first and increases rapidly with the passage of time, so even if the left and right operating forces are temporarily lost, a strong braking force is suddenly generated. I will not do it. Therefore, the operation of the electric vehicle is not uncomfortable and the operability is excellent. On the other hand, when the state in which the operating force is not applied continues, the braking force rapidly increases, and the required braking force can be secured, which is safe.

According to the control device for an electric vehicle of the ninth aspect,
When any one of the left and right operation units is operated, the braking force is gradually released, so that a sudden change in the operation force is prevented. Also, in this case, even if both the left and right operating forces again become equal to or less than the discrimination value, a sudden increase in the braking force command value is suppressed because the variation is the initial value, so that the suddenly large braking force is increased. Does not occur, and it is possible to prevent an uncomfortable feeling in operability.

According to the electric vehicle control device of the tenth aspect, when the predetermined operating force is not applied but the operator may operate or hold the operation unit, the variation is set to the initial value. To suppress the increase in the braking force command value. Therefore, it is possible to delay a sudden increase in the braking force when the operator operates or grips one of the left and right operation units, and it is possible to increase the possibility of avoiding unintended strong braking.

According to the eleventh aspect of the present invention, although the variation is returned to the initial value, the same braking force command value as the previous braking force command value is output. Even when the part is released, a certain amount of braking force is secured, which is safe.

According to the twelfth aspect of the present invention, the left and right operating forces detected by the operating unit are equal to or less than the discrimination value for determining that the operating force has been released. Since the braking force command value is output on the condition that the force does not fluctuate and that the absolute value of the sum of the left and right operation forces is equal to or less than a discrimination value smaller than twice the discrimination value, In addition, when the operator is operating or gripping at least one of the left and right operation units, it is possible to prevent the braking force from acting unintentionally. In addition, even when it is not recognized that each operation unit is operated alone, by summing both the left and right operation forces, it is more sensitively detected that the operator is operating or holding the operation unit, It is possible to prevent the braking force from acting unintentionally. Furthermore, the braking force generated by the motor increases slowly at first and increases rapidly with the passage of time, so even if the left and right operating forces are temporarily lost, a strong braking force is suddenly generated. I will not do it. Therefore, the operation of the electric vehicle is not uncomfortable and the operability is excellent.
On the other hand, when the state in which the operating force is not applied continues, the braking force rapidly increases in accordance with the speed and the elapsed time, and the required braking force is secured, so that it is safe. At this time, by taking the speed into account, the braking force becomes more appropriate.

According to a thirteenth aspect of the present invention, when the absolute value of the sum of the left and right operation forces is larger than the discrimination value, the second time-dependent variation is removed. 1
By increasing the braking force command value only by the variation, the rising gradient of the braking force is reduced while securing the braking force, so that the possibility of avoiding unintended strong braking can be increased.

According to the electric vehicle control device of the fourteenth aspect, by holding the second variation value, when the absolute value of the sum of the left and right operation forces becomes smaller than the discrimination value again,
Since the braking force command value can be output based on not only the first variation but also the retained second variation, the braking force can be secured immediately.

According to the electric vehicle control device of the present invention, each of the left and right operating forces detected by the operating unit is equal to or less than a determination value for determining that the operating force has been released, and Since the braking force command value is output on the condition that the force does not fluctuate and that the absolute value of the sum of the left and right operation forces is equal to or less than a discrimination value smaller than twice the discrimination value, In addition, when the operator is operating or gripping at least one of the left and right operation units, it is possible to prevent the braking force from acting unintentionally. In addition, even when it is not recognized that each operation unit is operated alone, by summing both the left and right operation forces, it is more sensitively detected that the operator is operating or holding the operation unit, It is possible to prevent the braking force from acting unintentionally. Furthermore, since the braking force generated by the motor gradually increases with the passage of time, even if the left and right operating forces are temporarily lost, no strong braking force is generated immediately. Therefore, the operation of the electric vehicle is not uncomfortable and the operability is excellent. On the other hand, when the state where the operation force is not applied continues, the braking force increases, and the required braking force can be secured, so that it is safe.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an operation in a braking mode in a braking device for an electric vehicle according to an embodiment of the present invention.

FIG. 2 is a side view of an electric wheelchair equipped with the electric vehicle braking device.

FIG. 3 is a rear view of an electric wheelchair equipped with the electric vehicle braking device.

FIG. 4 is an electric circuit diagram of the braking device for the electric vehicle.

FIG. 5 is a graph showing a relationship between an operation force and an operation force detection signal in the braking device for an electric vehicle.

FIG. 6 is a flowchart showing a main routine in the braking device for the electric vehicle.

FIG. 7 is a diagram showing a relationship between an operation force detection signal and each mode in the braking device for an electric vehicle.

FIG. 8 is a graph showing a change in a PWM command value by a braking device of the electric vehicle, showing a state where a braking force reaches a maximum value in a shortest time.

FIG. 9 is a graph showing a change in a PWM command value by the braking device of the electric vehicle, and shows a state in which a braking force is released on the way.

FIG. 10 is a graph showing a change in a PWM command value by the braking device of the electric vehicle, and shows a state in which the rate of increase in the braking force returns to an initial state on the way.

FIG. 11 is a graph showing a change in a PWM command value by the braking device of the electric vehicle, and shows a state in which an increase in braking force is delayed halfway.

[Explanation of symbols]

 3 (3R, 3L) Motor 7 (7R, 7L) Control unit 8 (8R, 8L) Operation unit

Claims (15)

[Claims] 1. A driving motor mounted on an electric vehicle,
In a control device for an electric vehicle that controls based on an operation force applied to the electric vehicle, an operation unit that detects an operation force applied in a direction in which the electric vehicle is propelled; and an operation unit that detects an operation force detected by the operation unit. While driving the motor based on the operating force, the braking force command value gradually increases from a predetermined initial value in a state where it is detected that the operating force is not applied to the operating portion. A control unit for braking the motor by sequentially outputting a braking force command value that is cumulatively calculated in consideration of a variation that increases. 2. An electric vehicle control apparatus according to claim 1, wherein an initial value of said braking force command value is zero. 3. The electric vehicle according to claim 1, wherein the control unit gradually reduces the braking force command value when detecting that an operating force is applied while the braking force command value is being output. Control device. 4. A driving motor mounted on an electric vehicle,
In a control device for an electric vehicle that controls based on an operation force applied to the electric vehicle, an operation unit that detects an operation force applied in a direction in which the electric vehicle is propelled; and an operation unit that detects an operation force detected by the operation unit. When the value of the operating force detected by the operating unit is equal to or less than a determination value that determines that the operating force has been released, it is determined whether or not the operating force has changed. And a braking force command value that gradually increases from a predetermined initial value in a state where it is determined that there is no fluctuation, and that is a braking force that is cumulatively calculated in consideration of a variation that increases with time. A control unit for braking the motor by sequentially outputting command values. 5. The control unit according to claim 1, wherein the value of the operation force detected by the operation unit is equal to or less than the determination value.
The control device for an electric vehicle according to claim 4, wherein when it is determined that the operation force has a change, the change is set as an initial value. 6. The control unit sets the variation as an initial value.
6. The control device for an electric vehicle according to claim 5, wherein the braking force command value output last time is output. 7. A driving motor mounted on an electric vehicle,
An electric vehicle control device for controlling based on an operation force applied to the electric vehicle, an operation unit provided on both left and right sides of a vehicle body and detecting an operation force applied in a direction in which the electric vehicle is propelled; A condition that the motor is driven based on the operating force detected by the operating unit, and that each value of the left and right operating forces detected by the operating unit is equal to or less than a determination value for determining that the operating force has been released. Then, it is determined whether or not the left and right operating forces have changed, and when it is determined that both the left and right operating forces have not changed, a braking force command value that gradually increases from a predetermined initial value, A control unit that brakes the motor by sequentially outputting a braking force command value that is cumulatively calculated in consideration of a variation that increases with the passage of time. Control device. 8. A driving motor mounted on an electric vehicle,
An electric vehicle control device for controlling based on an operation force applied to the electric vehicle, an operation unit provided on both left and right sides of a vehicle body and detecting an operation force applied in a direction in which the electric vehicle is propelled; A condition that the motor is driven based on the operating force detected by the operating unit, and that each value of the left and right operating forces detected by the operating unit is equal to or less than a determination value for determining that the operating force has been released. Then, it is determined whether or not the left and right operation forces fluctuate, and both the left and right operation forces are determined not to fluctuate, and the absolute value of the sum of the left and right operation forces is 2 of the determination value. When it is determined that the discrimination value is equal to or less than the discrimination value smaller than twice, the braking force command value gradually increases from a predetermined initial value, and is cumulatively calculated by taking into account the variation that increases with the passage of time. The calculated braking force command value Control device for an electric vehicle characterized by comprising a control unit for braking the motor by the following output. 9. When the value of the left or right operating force becomes larger than the discrimination value during the output of the braking force command value, the control unit sets the variation as an initial value and changes the braking force command value. The control device for an electric vehicle according to claim 7, wherein the control device is gradually lowered. 10. The control unit, when determining that the left or right operating force fluctuates under the condition that the values of the operating forces of the left and right operating units are both equal to or less than the determination value, initializes the variation. 9. The control device for an electric vehicle according to claim 7, wherein the control value is a value. 11. The control device for an electric vehicle according to claim 10, wherein the control unit outputs the previously output braking force command value using the variation as an initial value. 12. A control device for an electric vehicle that controls a driving motor mounted on the electric vehicle based on an operation force applied to the electric vehicle, wherein the control device is provided on both left and right sides of a vehicle body. An operation unit that detects an operation force applied in the direction of propulsion, and while driving the motor based on the operation force detected by the operation unit, each value of the left and right operation forces detected by the operation unit is: Under the condition that the operating force is equal to or less than the determination value that is determined to be released, it is determined whether or not the left and right operating forces fluctuate, and both the left and right operating forces are determined to have no fluctuation, and In a state where the absolute value of the sum of the left and right operation forces is equal to or less than the discrimination value smaller than twice the discrimination value, the braking force command value gradually increases from a predetermined initial value, and is proportional to the speed. First variation A control unit that brakes the motor by sequentially outputting a braking force command value that is cumulatively calculated in consideration of a second variation that increases with the passage of time. Control device for an electric vehicle. 13. The control unit outputs a braking force command value based only on the first variation when an absolute value of a sum of left and right operation forces is larger than the discrimination value. The control device for an electric vehicle according to claim 12, wherein 14. The control unit according to claim 13, wherein the control unit holds the second variation value when the absolute value of the sum of the left and right operation forces is larger than the discrimination value. Braking device for electric vehicles. 15. A control device for an electric vehicle that controls a driving motor mounted on the electric vehicle based on an operation force applied to the electric vehicle, wherein the control device is provided on both left and right sides of a vehicle body. An operation unit that detects an operation force applied in the direction of propulsion, and while driving the motor based on the operation force detected by the operation unit, each value of the left and right operation forces detected by the operation unit is: Under the condition that the operating force is equal to or less than the determination value that is determined to be released, it is determined whether or not the left and right operating forces fluctuate, and both the left and right operating forces are determined to have no fluctuation, and If it is determined that the absolute value of the sum of the left and right operation forces is equal to or smaller than the discrimination value smaller than twice the discrimination value, a braking force command value that gradually increases with time is output. Brake the motor Control device for an electric vehicle, characterized in that a control unit.