JP2003299205A - Regenerative controller for electric vehicle - Google Patents
Regenerative controller for electric vehicleInfo
- Publication number
- JP2003299205A JP2003299205A JP2002097117A JP2002097117A JP2003299205A JP 2003299205 A JP2003299205 A JP 2003299205A JP 2002097117 A JP2002097117 A JP 2002097117A JP 2002097117 A JP2002097117 A JP 2002097117A JP 2003299205 A JP2003299205 A JP 2003299205A
- Authority
- JP
- Japan
- Prior art keywords
- electric vehicle
- tension
- regenerative
- vehicle
- towing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、電気自動車の牽引
時に電気自動車に搭載されたバッテリの充電制御を行う
電気自動車の回生制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a regeneration control device for an electric vehicle that controls charging of a battery mounted on the electric vehicle when the electric vehicle is towed.
【０００２】[0002]
【関連する背景技術】バッテリに蓄えられた電力を基に
動作する電気自動車が、大気汚染の防止等の環境対策か
ら注目されている。この電気自動車は、制動時に回生制
御装置によって、自動車が持っている運動エネルギーを
電気エネルギーに変換すると共に、この電気エネルギー
をバッテリに蓄えてバッテリの電力消耗を遅らせるよう
構成されている。2. Related Background Art An electric vehicle that operates based on electric power stored in a battery is drawing attention as an environmental measure such as prevention of air pollution. This electric vehicle is configured to convert the kinetic energy of the vehicle into electric energy by the regeneration control device during braking and store the electric energy in the battery to delay the power consumption of the battery.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、この種
の電気自動車にあっては、バッテリに蓄えられた電力が
喪失すると、例えば、他の自動車等によって電気自動車
を充電スタンドまで牽引して貰う必要が生じる。このと
き、電気自動車を牽引する自動車と、この電気自動車と
の間に張架された牽引ロープを弛ませないように、牽引
車両の加減速に応じて、電気自動車のブレーキを操作し
て速度調整を行う必要がある。このため、頻繁な発進停
止や、上りと下りの連続する道路状況下を牽引する場
合、頻繁にブレーキを操作して適切な速度になるよう運
転する必要があり，電気自動車の運転者の負担が大きく
なるという問題があった。However, in this type of electric vehicle, when the electric power stored in the battery is lost, for example, another vehicle or the like needs to pull the electric vehicle to the charging station. Occurs. At this time, the brake of the electric vehicle is operated according to the acceleration / deceleration of the towing vehicle so as not to loosen the tow rope stretched between the electric vehicle and the electric vehicle. Need to do. For this reason, when the vehicle is frequently stopped or towed under continuous up and down road conditions, it is necessary to operate the brakes frequently to drive at an appropriate speed, which imposes a burden on the driver of the electric vehicle. There was a problem of getting bigger.
【０００４】また、牽引時に電気自動車を回生運転し
て、放電したバッテリを充電する方法も考えられるが、
牽引中、常時一定の回生電力が得られるように電気自動
車の回生運転を行うと、牽引車の負担が大きくなるとい
う問題があった。本発明は、上述した課題を解決すべく
牽引車と電気自動車とに安全な間隔を保ちつつ、牽引ロ
ープを弛ませないように牽引車の加減速および牽引経路
中の道路状況等に応じた最適な回生制御を行うことので
きる電気自動車の回生制御装置を提供することにある。A method of regenerating the electric vehicle during towing to charge the discharged battery is also conceivable.
When regenerative driving of an electric vehicle is performed so that a constant regenerative electric power is constantly obtained during towing, there is a problem in that the load on the towing vehicle increases. In order to solve the above-mentioned problems, the present invention is suitable for the acceleration and deceleration of the towing vehicle and the road conditions in the towing route so as not to loosen the towing rope while keeping a safe distance between the towing vehicle and the electric vehicle. An object of the present invention is to provide a regeneration control device for an electric vehicle that can perform various regeneration controls.
【０００５】[0005]
【課題を解決するための手段】前述した目的を達成する
ため、本発明に係る電気自動車の回生制御装置は、前記
電気自動車が牽引される際、牽引車との間に張架された
牽引ロープの張力を検出する張力検出手段と、前記張力
検出手段が検出した張力に応じて回生制動力を制御する
回生制動力制御手段とを具備したことを特徴としてい
る。In order to achieve the above-mentioned object, a regeneration control device for an electric vehicle according to the present invention is a tow rope stretched between the electric vehicle and the tow vehicle when the electric vehicle is towed. And a regenerative braking force control unit that controls the regenerative braking force according to the tension detected by the tension detecting unit.
【０００６】特に、前記回生制動力制御手段を、前記張
力検出手段が検出した張力が小さいときは回生制動力を
増加させ、前記張力検出手段が検出した張力が大きいと
きは回生制動力を減少するように構成することが好まし
い。好ましくは、前記回生制動力制御手段は、前記張力
検出手段が検出した張力が所定の範囲となるよう回生制
動力を制御するよう構成される。In particular, the regenerative braking force control means increases the regenerative braking force when the tension detected by the tension detecting means is small, and decreases the regenerative braking force when the tension detected by the tension detecting means is large. It is preferable to configure as follows. Preferably, the regenerative braking force control means is configured to control the regenerative braking force so that the tension detected by the tension detecting means falls within a predetermined range.
【０００７】[0007]
【発明の実施の形態】以下、図面を参照して本発明に係
る電気自動車の回生制御装置について説明する。図１は
電気自動車の回生制御装置の概略構成図である。そし
て、図２は本発明を適用した電気自動車の回生制御装置
の主要部およびこの電気自動車を牽引する牽引車を示す
概略図である。これらの図において、この回生制御装置
の主制御装置をなすトルク制御部１０には、牽引車１と
の間に張架された牽引ロープ２の張力を検出する張力計
測部１１の他、車両の状態をモニタする各種センサが設
けられている。BEST MODE FOR CARRYING OUT THE INVENTION A regenerative control device for an electric vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram of a regeneration control device for an electric vehicle. FIG. 2 is a schematic diagram showing a main part of a regenerative control device for an electric vehicle to which the present invention is applied and a towing vehicle for towing the electric vehicle. In these figures, the torque control unit 10 which is the main control unit of the regenerative control device includes a tension measuring unit 11 for detecting the tension of the tow rope 2 stretched between the tow vehicle 1 and the vehicle. Various sensors for monitoring the state are provided.
【０００８】この各種センサとしては、イグニッション
スイッチ（図示せず）のオン／オフ状態を検出するイグ
ニッションスイッチセンサ１２、アクセルペダル（図示
せず）の踏み込み状態を検出するアクセル開度センサ１
３、ブレーキペダル（図示せず）の踏み込み状態を検出
するブレーキ開度センサ１４、シフトレバー（図示せ
ず）のポジションを検出するシフトポジションセンサ１
５、主蓄電池４０の充電状態を検出する充電状態センサ
１６および主蓄電池４０の電池残量を検出する電池管理
部１７などがある。As these various sensors, an ignition switch sensor 12 for detecting an on / off state of an ignition switch (not shown) and an accelerator opening sensor 1 for detecting a depressed state of an accelerator pedal (not shown).
3, a brake opening sensor 14 for detecting the depression state of a brake pedal (not shown), a shift position sensor 1 for detecting the position of a shift lever (not shown)
5, a charge state sensor 16 that detects the charge state of the main storage battery 40, a battery management unit 17 that detects the remaining battery level of the main storage battery 40, and the like.
【０００９】また、この回生制御装置には、トルク制御
部１０の指令に基づき、モータ３０を制御するモータ制
御部２０が設けられている。このモータ制御部２０は、
電気自動車の駆動源となるモータ３０Ｒ、３０Ｌに与え
る電力を制御するインバータ２１を備え、このインバー
タ２１を介してモータ３０を駆動するように構成されて
いる。ちなみに、このモータ３０は、例えば三相誘導電
動機などで構成され、その出力は、図示しない駆動系へ
与えられている。Further, the regenerative control device is provided with a motor control unit 20 which controls the motor 30 based on a command from the torque control unit 10. This motor control unit 20
An inverter 21 for controlling electric power applied to motors 30R and 30L, which are drive sources of the electric vehicle, is provided, and the motor 30 is driven via the inverter 21. Incidentally, the motor 30 is composed of, for example, a three-phase induction motor, and its output is given to a drive system (not shown).
【００１０】また、モータ３０の電源となる主蓄電池４
０の端子には、図示しないイグニッションスイッチと連
動するコンタクタ４１が接続され、主蓄電池４０をモー
タ３０およびその周辺回路から開放／接続可能なように
構成されている。一方、前記張力計測部１１は、例えば
車両前部の牽引フック４の部位に設けられた張力センサ
１１ｓからなる。この張力センサ１１ｓは、図２に示す
ように牽引車１が電気自動車３を牽引した場合、牽引ロ
ープ２を介して電気自動車３に加わる張力を検出する役
割を担う。そして、張力計測部１１を介して検出された
張力情報は、前記トルク制御部１０に与られている。
尚、この回生制御装置の制御回路用電源として、制御用
電池４２を主蓄電池４０とは別に備えている。The main storage battery 4 serving as the power source of the motor 30
A contactor 41 interlocked with an ignition switch (not shown) is connected to the terminal 0, so that the main storage battery 40 can be opened / connected from the motor 30 and its peripheral circuits. On the other hand, the tension measuring unit 11 includes, for example, a tension sensor 11s provided at a portion of the tow hook 4 on the front of the vehicle. The tension sensor 11s plays a role of detecting the tension applied to the electric vehicle 3 via the tow rope 2 when the towing vehicle 1 tows the electric vehicle 3 as shown in FIG. Then, the tension information detected through the tension measuring unit 11 is given to the torque control unit 10.
A control battery 42 is provided separately from the main storage battery 40 as a power source for the control circuit of the regenerative control device.
【００１１】このように構成された電気自動車は、アク
セル開度センサ１３およびシフトポジションセンサ１５
により検出された情報からトルク制御部１０が運転に必
要なトルクを計算し、モータ制御部２０へ転送する。モ
ータ制御部２０は、この情報に基づきインバータ２１の
点弧角制御を行い、モータ３０を可変速制御する。ま
た、この点弧角制御情報からモータ３０の回転速度を求
めることができるので、モータ制御部２０は、点弧角制
御情報をトルク制御部１０へ転送する。この回転速度を
受け取ったトルク制御部１０は、点弧角制御情報から車
速を計算すると共に、コンビネーションメータ１８に車
速を表示する。更には、電池管理部１７が検出するバッ
テリ残量を受け取ったトルク制御部１０は、電池残量を
コンビネーションメータ１８へ表示する。これらは電気
自動車の構成として，良く知られているのでここではこ
れ以上詳しく述べない。The electric vehicle constructed as described above is provided with an accelerator opening sensor 13 and a shift position sensor 15.
The torque control unit 10 calculates the torque required for operation from the information detected by and transfers it to the motor control unit 20. The motor controller 20 controls the firing angle of the inverter 21 based on this information, and controls the motor 30 at a variable speed. Further, since the rotation speed of the motor 30 can be obtained from this firing angle control information, the motor control unit 20 transfers the firing angle control information to the torque control unit 10. The torque control unit 10 that has received this rotation speed calculates the vehicle speed from the ignition angle control information and displays the vehicle speed on the combination meter 18. Further, the torque control unit 10 that has received the battery remaining amount detected by the battery management unit 17 displays the battery remaining amount on the combination meter 18. Since these are well known as the structure of an electric vehicle, they will not be described in further detail here.
【００１２】ところで、電気自動車３に搭載された主蓄
電池４０の電力を使い切ってしまった場合、他の自動車
などの牽引車１によって電気自動車３を充電スタンドま
で牽引して貰う必要があるが、このような状態における
本発明の電気自動車の回生制御装置の特徴とするところ
を以下に詳述する。先ず、牽引車１により電気自動車３
を牽引するとき、電気自動車３の運転者は、牽引運転が
行われること（牽引モード）をモード切替スイッチ１９
によってトルク制御部１０に伝える。この牽引モードで
は、モータ３０を誘導発電機として利用すると共に、イ
ンバータ２１を回生運転動作させモータ３０が発生する
交流電力から直流電力を作り出し，主蓄電池４０を充電
する。By the way, when the electric power of the main storage battery 40 mounted on the electric vehicle 3 is used up, it is necessary to pull the electric vehicle 3 to the charging stand by the towing vehicle 1 such as another vehicle. The features of the regeneration control device for an electric vehicle of the present invention in such a state will be described in detail below. First, the electric vehicle 3 by the towing vehicle 1
When towing the vehicle, the driver of the electric vehicle 3 indicates that the towing operation is performed (towing mode) by the mode changeover switch 19
Is transmitted to the torque control unit 10. In this traction mode, the motor 30 is used as an induction generator, and the inverter 21 is regeneratively operated to generate DC power from the AC power generated by the motor 30 to charge the main storage battery 40.
【００１３】詳しくはインバータ２１で直流電力に変換
回生電力は、コンタクタ４１を介して主蓄電池４０に供
給されて充電される。このとき、主蓄電池４０に対する
充電電圧は、充電状態センサ１６でモニタされ、主蓄電
池４０を充電するにふさわしい電圧になるように、トル
ク制御部１０およびモータ制御部２０を介して、インバ
ータ２１戻され、フィードバック制御される。More specifically, it is converted into DC power by the inverter 21, and the regenerated power is supplied to the main storage battery 40 via the contactor 41 to be charged. At this time, the charging voltage for the main storage battery 40 is monitored by the state-of-charge sensor 16 and returned to the inverter 21 via the torque control unit 10 and the motor control unit 20 so that the voltage is suitable for charging the main storage battery 40. , Feedback controlled.
【００１４】また、牽引車１と電気自動車３との間に張
架された牽引ロープ２の張力が張力計測部１１により検
出される。例えば図３に示すように、この張力計測部１
１によって検出された張力情報を受けたトルク制御部１
０は、トルク制御部１０が有する張力―回生トルク特性
１０ａによって、張力に見合う回生トルクを発生させる
ようモータ制御部２０に指令する。例えば、この張力の
大きさに反比例するような回生トルクを発生させるよう
に指令を出す。具体的には、牽引車１が電気自動車３を
牽引しながら発進や加速または登坂などの状態にある場
合、牽引ロープ２を介して電気自動車３に加わる張力が
大きくなる。このとき、電気自動車３を回生運転する
と、牽引車１の走行の妨げとなる。したがって、この場
合トルク制御部１０は、モータ制御部２０に回生トルク
を減少させる指令を出す。The tension of the tow rope 2 stretched between the tow vehicle 1 and the electric vehicle 3 is detected by the tension measuring section 11. For example, as shown in FIG.
The torque control unit 1 that has received the tension information detected by 1.
0 instructs the motor control unit 20 to generate a regenerative torque commensurate with the tension by the tension-regenerative torque characteristic 10a of the torque control unit 10. For example, a command is issued to generate a regenerative torque that is inversely proportional to the magnitude of this tension. Specifically, when the towing vehicle 1 is in a state of starting, accelerating, or climbing while pulling the electric vehicle 3, the tension applied to the electric vehicle 3 via the tow rope 2 is large. At this time, if the electric vehicle 3 is regeneratively operated, the traveling of the towing vehicle 1 is hindered. Therefore, in this case, the torque control unit 10 issues a command to the motor control unit 20 to reduce the regenerative torque.
【００１５】逆に、牽引車１が減速または下り坂を走行
中は、牽引ロープ２を介して電気自動車３に加わる張力
が減少する。このとき、電気自動車３に適切な制動力
（回生トルク）を発生させないと、牽引されている電気
自動車３が、牽引車１に追突する虞がある。したがっ
て、この場合、トルク制御部１０は、モータ制御部２０
に回生トルクを増加させる指令を出す。On the contrary, the tension applied to the electric vehicle 3 via the tow rope 2 decreases while the tow vehicle 1 is decelerating or traveling downhill. At this time, unless an appropriate braking force (regenerative torque) is generated in the electric vehicle 3, the towed electric vehicle 3 may collide with the towing vehicle 1. Therefore, in this case, the torque control unit 10 controls the motor control unit 20.
A command to increase the regenerative torque is issued to.
【００１６】より詳しくは、張力―トルク特性１０ａを
例えば、１００［％］の回生トルクをＴM［Ｎ・ｍ］、
張力の最大値をＦM［Ｎ］としたとき、牽引ロープ２の
張力がＦ［Ｎ］であったとすれば、そのときの回生トル
クＴを、
Ｔ＝ＴM｛１−（Ｆ／ＦM）｝［Ｎ・ｍ］
となるように制御すればよい。More specifically, for the tension-torque characteristic 10a, for example, a regenerative torque of 100 [%] is represented by T M [N · m],
When the maximum tension was F M [N], if the tension of the tow rope 2 were F [N], the regenerative torque T at that time, T = T M {1- ( F / F M )} [N · m].
【００１７】このように、トルク制御部１０は、牽引ロ
ープ２を介して電気自動車３に加わる張力が大きいとき
は、回生トルクを徐々に（段階的に）減少させ、逆にこ
の張力が小さいときには、回生トルクを徐々に（段階的
に）増加させるようにモータ制御部２０を制御する。更
に、トルク制御部１０の回生制御手順の一例を図４に示
す回生制御装置の制御手順を示すフロー図を用いて説明
する。このフローチャートは、例えば予め定めた所定の
範囲の牽引力となるように制御する手順を示すものであ
る。Thus, the torque control unit 10 gradually (stepwise) reduces the regenerative torque when the tension applied to the electric vehicle 3 via the tow rope 2 is large, and conversely when the tension is small. The motor controller 20 is controlled so as to gradually (stepwise) increase the regenerative torque. Further, an example of the regenerative control procedure of the torque control unit 10 will be described with reference to the flowchart showing the control procedure of the regenerative control device shown in FIG. This flowchart shows a procedure for controlling the traction force so that the traction force is within a predetermined range, for example.
【００１８】先ず、トルク制御部１０は、電気自動車３
が回生制動モードかどうかを判定する（ステップＳ
１）。ちなみに、回生モードかどうかはモード切替スイ
ッチ１９のポジションをトルク制御部１０が読み取るこ
とによって検出可能である。そして、このステップＳ１
で、回生モードでない場合はそのままリターンし、回生
モードの場合、トルク制御部１０は張力計測部１１から
得られる牽引ロープを介して電気自動車３に加わる牽引
トルクの情報を得る（ステップＳ２）。First, the torque control unit 10 operates the electric vehicle 3
Is in the regenerative braking mode (step S
1). By the way, it is possible to detect whether the mode is the regeneration mode by reading the position of the mode changeover switch 19 by the torque control unit 10. And this step S1
Then, if the mode is not the regenerative mode, the process directly returns, and if the mode is the regenerative mode, the torque control unit 10 obtains information on the traction torque applied to the electric vehicle 3 via the traction rope obtained from the tension measuring unit 11 (step S2).
【００１９】この張力情報を受けたトルク制御部１０
は、予め定めたトルク値Ｔ１よりも大きいかどうかを判
定する（ステップＳ３）。そして、このＴ１よりトルク
値が小さい場合、牽引車１が減速しているか、または下
り坂を走行中であるので、トルク制御部１０は、回生ト
ルクを増加させるようモータ制御部２０へ指令を出す
（ステップＳ４）。ステップＳ３でＴ１より牽引トルク
Ｔが大きい場合、トルク制御部１０は、更に予め定めた
トルク値Ｔ２と比較する（ステップＳ５）。ちなみに、
上述したＴ１およびＴ２との関係は［Ｔ２＞Ｔ１］とな
るよう予め設定しておく。The torque control unit 10 which has received the tension information
Determines whether the torque value is larger than a predetermined torque value T1 (step S3). When the torque value is smaller than T1, the towing vehicle 1 is decelerating or is traveling downhill, so the torque control unit 10 issues a command to the motor control unit 20 to increase the regenerative torque. (Step S4). When the traction torque T is larger than T1 in step S3, the torque control unit 10 further compares it with a predetermined torque value T2 (step S5). By the way,
The relationship with T1 and T2 described above is set in advance so that [T2> T1].
【００２０】ところで、ステップＳ５で予め定めたＴ２
より牽引トルクＴが小さい場合は、そのままリターン
し、逆にＴ２より牽引トルクＴが大きい場合は、牽引車
１が発進や加速または登坂などの状況にあると判断でき
るので、回生トルクを減少させるためモータ制御部２０
へ指令を出す（ステップＳ６）。かくして、このように
構成された電気自動車の回生制御装置によれば、牽引車
の運転状態に応じて回生トルクを自動的に可変調整する
ことができるので最適な回生トルクを得ることができる
と共に、牽引時の回生発電の効率を向上させることがで
きる。また、従来のような牽引車の加減速や上り／下り
の路面状況に対応するべく、運転者の頻繁なブレーキ制
御が不要となり、運転者の負担を激減させることができ
る。By the way, T2 predetermined in step S5
If the traction torque T is smaller, the vehicle returns as it is. On the contrary, if the traction torque T is larger than T2, it can be determined that the towing vehicle 1 is in a situation such as starting, accelerating, or climbing the hill, so that the regenerative torque is reduced. Motor control unit 20
Command to (step S6). Thus, according to the regenerative control device for an electric vehicle configured as described above, since the regenerative torque can be automatically and variably adjusted according to the operating state of the towing vehicle, the optimum regenerative torque can be obtained, The efficiency of regenerative power generation during towing can be improved. Further, in order to cope with the acceleration / deceleration of the towing vehicle and the up / down road surface condition as in the conventional art, frequent braking control of the driver is not necessary, and the driver's burden can be drastically reduced.
【００２１】尚、この発明は上述した実施形態に限定さ
れるものではなく、種々変型して実施することができ
る。上述した実施形態では牽引ロープにもたらされる張
力の大きさに回生制動力を変化させる構成であったが、
張力の時間変化によって回生トルクを変化させるように
構成してもよい。この場合、微小時間ｄｔ［ｓ］間に牽
引ロープに加わる張力の微小変化がｄＦ［Ｎ］であった
とすれば、次に示すように回生制御を行うとよい。The present invention is not limited to the above-described embodiment, but various modifications can be carried out. In the above-described embodiment, the regenerative braking force is changed according to the magnitude of the tension applied to the tow rope,
The regenerative torque may be changed by changing the tension with time. In this case, if the minute change in the tension applied to the tow rope during the minute time dt [s] is dF [N], the regeneration control may be performed as follows.
【００２２】（１）［ｄＦ／ｄｔ＞０］のとき
この場合は、加速や登坂走行等により牽引車１に負荷が
加わる状態にあるので、回生運転を行わない。ただし、
一定加速度の場合は［ｄＦ／ｄｔ＝０］となるので、好
ましくは前述した張力による回生制御の手段を併用する
とよい。或いは、［ｄＦ／ｄｔ＞０］を検出してから所
定の時間内は回生運転しないように制御してもよい。(1) When [dF / dt> 0] In this case, since the load is applied to the towing vehicle 1 due to acceleration or traveling uphill, regenerative operation is not performed. However,
In the case of a constant acceleration, [dF / dt = 0], so it is preferable to use the above-described means for regenerative control by tension. Alternatively, the control may be performed so that the regenerative operation is not performed within a predetermined time after detecting [dF / dt> 0].
【００２３】（２）［ｄＦ／ｄｔ≦０］のとき
この場合は、減速や下り坂走行等により牽引ロープの張
力Ｆが減少している状態にある。このため、速やかに回
生運転に移行する。このような制御方法をとることによ
って、例えば牽引車の加速度が一定でない場合であって
も、牽引力の時間的変化を捉えて制御しているので、牽
引車の運転状態を検出することができ、牽引車の過渡的
な過負荷となることを防ぐことができると共に、確実に
電気自動車を回生運転させることができる。このため、
なめめらかな回生運転が可能となり運転者に与える違和
感を極めて少なくすることができる。(2) When [dF / dt≤0] In this case, the tension F of the tow rope is decreasing due to deceleration, traveling on a downhill or the like. Therefore, the regenerative operation is quickly started. By adopting such a control method, for example, even when the acceleration of the towing vehicle is not constant, since the temporal change in the towing force is captured and controlled, the operating state of the towing vehicle can be detected. The transient overload of the towing vehicle can be prevented, and the electric vehicle can be reliably regenerated. For this reason,
Smooth regenerative operation is possible, and the driver's discomfort can be extremely reduced.
【００２４】[0024]
【発明の効果】以上述べたように、本発明の電気自動車
の回生制御装置によれば、牽引車の運転状態に応じて電
気自動車の回生電力を自動的に可変調整することができ
るので最適な回生トルクを得ることができると共に、牽
引時の回生発電効率を向上させることができる。また、
運転者の頻繁なブレーキ制御が不要となり、運転者の負
担を激減させることができる等の実用上多大なる効果が
奏せられる。As described above, according to the regenerative control device for an electric vehicle of the present invention, the regenerative electric power of the electric vehicle can be automatically and variably adjusted according to the driving state of the towing vehicle, which is optimal. It is possible to obtain regenerative torque and improve regenerative power generation efficiency during towing. Also,
Frequent braking control by the driver is not necessary, and the burden on the driver can be greatly reduced.
【図１】本発明に係る電気自動車の回生制御装置の主要
構成を示すブロック図。FIG. 1 is a block diagram showing a main configuration of a regeneration control device for an electric vehicle according to the present invention.
【図２】本発明に係る電気自動車の回生制御装置を搭載
した電気自動車の要部構成および該電気自動車を牽引す
る牽引車を示す図。FIG. 2 is a diagram showing a configuration of a main part of an electric vehicle equipped with a regeneration control device for an electric vehicle according to the present invention and a towing vehicle towing the electric vehicle.
【図３】本発明に係る電気自動車の回生制御装置の要部
構成およびこの回生制御装置の張力−回生トルク特性の
一例を示す図。FIG. 3 is a diagram showing an example of a main configuration of a regenerative control device for an electric vehicle according to the present invention and a tension-regenerative torque characteristic of the regenerative control device.
【図４】本発明の一実施形態に係る回生トルクの制御ル
ーチンを示すフローチャート。FIG. 4 is a flowchart showing a regenerative torque control routine according to an embodiment of the present invention.
１ 牽引車 ２ 牽引ロープ ３ 電気自動車 １０ トルク制御部 １１ 張力計測部 １６ 充電状態センサ １７ 電池管理部 １９ モード切替スイッチ ２０ モータ制御部 ２１ インバータ ３０ モータ ４０ 主蓄電池 1 towing vehicle 2 tow rope 3 electric vehicles 10 Torque control unit 11 Tension measurement unit 16 Charge status sensor 17 Battery Management Department 19 Mode selector switch 20 Motor control unit 21 inverter 30 motor 40 Main storage battery
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 3D044 AA21 AA25 AB01 AC00 AC13 AC15 AC22 AC24 AC39 AD00 AE21 5H115 PA08 PA11 PG04 PI16 PO02 PU01 PU09 PU21 PV09 QE01 QE04 QE06 QE10 QE12 QI04 SE04 SE06 TO30 TR04 ─────────────────────────────────────────────────── ─── Continued front page F term (reference) 3D044 AA21 AA25 AB01 AC00 AC13 AC15 AC22 AC24 AC39 AD00 AE21 5H115 PA08 PA11 PG04 PI16 PO02 PU01 PU09 PU21 PV09 QE01 QE04 QE06 QE10 QE12 QI04 SE04 SE06 TO30 TR04
Claims (3)
れた牽引ロープの張力を検出する張力検出手段と、 前記張力検出手段が検出した張力に応じて回生制動力を
制御する回生制動力制御手段とを具備したことを特徴と
する電気自動車の回生制御装置。1. A regeneration control device for an electric vehicle, comprising: tension detecting means for detecting the tension of a tow rope stretched between the electric vehicle and the tow vehicle when the electric vehicle is towed; and the tension detecting means. And a regenerative braking force control unit that controls the regenerative braking force according to the tension detected by the electric vehicle.
出手段が検出した張力が小さいときは回生制動力を増加
させ、前記張力検出手段が検出した張力が大きいときは
回生制動力を減少させるものである請求項１に記載の電
気自動車の回生制御装置。2. The regenerative braking force control means increases the regenerative braking force when the tension detected by the tension detecting means is small, and decreases the regenerative braking force when the tension detected by the tension detecting means is large. The regeneration control device for an electric vehicle according to claim 1, wherein the regeneration control device is an electric vehicle.
出手段が検出した張力が所定の範囲となるよう回生制動
力を制御するものである請求項１に記載の電気自動車の
回生制御装置。3. The regenerative controller for an electric vehicle according to claim 1, wherein the regenerative braking force control means controls the regenerative braking force so that the tension detected by the tension detecting means falls within a predetermined range.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002097117A JP2003299205A (en) | 2002-03-29 | 2002-03-29 | Regenerative controller for electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002097117A JP2003299205A (en) | 2002-03-29 | 2002-03-29 | Regenerative controller for electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003299205A true JP2003299205A (en) | 2003-10-17 |
Family
ID=29387615
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002097117A Pending JP2003299205A (en) | 2002-03-29 | 2002-03-29 | Regenerative controller for electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2003299205A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006166693A (en) * | 2004-10-28 | 2006-06-22 | Textron Inc | Ac drive system for electric vehicle |
| EP2039577A3 (en) * | 2007-09-21 | 2009-06-03 | Fuji Jukogyo Kabushiki Kaisha | Towing device for electric vehicle |
| DE102008004300A1 (en) * | 2008-01-15 | 2009-07-16 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle for being towed by another vehicle, has control unit designed such that machine is operated during existence of towing process, so that power supply, current distributing device and battery are temporally supplied with energy |
| JP2013046510A (en) * | 2011-08-25 | 2013-03-04 | Denso Corp | Control system and communication device |
| JP2013106457A (en) * | 2011-11-15 | 2013-05-30 | Mitsubishi Motors Corp | Output characteristic control method |
| CN103419645A (en) * | 2012-05-15 | 2013-12-04 | 福特全球技术公司 | Charging device for electric vehicles while being flat towed |
| EP2679435A1 (en) * | 2012-06-25 | 2014-01-01 | Paraska Holdings Limited | Method and arrangement for charging an electrical energy storage and a vehicle with such an arrangement |
| CN104553809A (en) * | 2013-10-24 | 2015-04-29 | 联合汽车电子有限公司 | Trailer protection system for hybrid power and pure electric automobile |
| FR3030388A1 (en) * | 2014-12-22 | 2016-06-24 | Renault Sa | METHOD AND SYSTEM FOR CONTROLLING THE TORQUE DEVELOPED BY AN ELECTRIC MOTOR OF A VEHICLE |
| CN106809045A (en) * | 2017-03-24 | 2017-06-09 | 深圳腾势新能源汽车有限公司 | The charging method and system of a kind of electric automobile |
| CN112440777A (en) * | 2020-11-13 | 2021-03-05 | 湖南京能新能源科技有限公司 | Mobile charging device for electric vehicle |
-
2002
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Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8120291B2 (en) | 2004-10-28 | 2012-02-21 | Textron Innovations Inc. | Drive system for electrically operated vehicle |
| JP2006166693A (en) * | 2004-10-28 | 2006-06-22 | Textron Inc | Ac drive system for electric vehicle |
| EP2039577A3 (en) * | 2007-09-21 | 2009-06-03 | Fuji Jukogyo Kabushiki Kaisha | Towing device for electric vehicle |
| US7712760B2 (en) | 2007-09-21 | 2010-05-11 | Fuji Jukogyo Kabushiki Kaisha | Towing device for electric vehicle |
| DE102008004300A1 (en) * | 2008-01-15 | 2009-07-16 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle for being towed by another vehicle, has control unit designed such that machine is operated during existence of towing process, so that power supply, current distributing device and battery are temporally supplied with energy |
| JP2013046510A (en) * | 2011-08-25 | 2013-03-04 | Denso Corp | Control system and communication device |
| JP2013106457A (en) * | 2011-11-15 | 2013-05-30 | Mitsubishi Motors Corp | Output characteristic control method |
| CN103419645B (en) * | 2012-05-15 | 2015-08-19 | 福特全球技术公司 | The parts charged when putting down and dragging of elec. vehicle |
| CN103419645A (en) * | 2012-05-15 | 2013-12-04 | 福特全球技术公司 | Charging device for electric vehicles while being flat towed |
| DE102013208852B4 (en) | 2012-05-15 | 2021-07-15 | Ford Global Technologies, Llc | FEATURE OF CHARGING WHILE PULLING AN ELECTRIC VEHICLE LEVEL |
| EP2679435A1 (en) * | 2012-06-25 | 2014-01-01 | Paraska Holdings Limited | Method and arrangement for charging an electrical energy storage and a vehicle with such an arrangement |
| CN104553809B (en) * | 2013-10-24 | 2017-02-15 | 联合汽车电子有限公司 | Trailer protection system for hybrid power and pure electric automobile |
| CN104553809A (en) * | 2013-10-24 | 2015-04-29 | 联合汽车电子有限公司 | Trailer protection system for hybrid power and pure electric automobile |
| FR3030388A1 (en) * | 2014-12-22 | 2016-06-24 | Renault Sa | METHOD AND SYSTEM FOR CONTROLLING THE TORQUE DEVELOPED BY AN ELECTRIC MOTOR OF A VEHICLE |
| EP3037298A1 (en) * | 2014-12-22 | 2016-06-29 | Renault S.A.S. | Method and system for controlling the torque output by an electric motor of a vehicle |
| CN106809045A (en) * | 2017-03-24 | 2017-06-09 | 深圳腾势新能源汽车有限公司 | The charging method and system of a kind of electric automobile |
| CN112440777A (en) * | 2020-11-13 | 2021-03-05 | 湖南京能新能源科技有限公司 | Mobile charging device for electric vehicle |
| CN112440777B (en) * | 2020-11-13 | 2022-07-15 | 湖南京能新能源科技有限公司 | Mobile charging device for electric vehicle |
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