JP3362156B2 - Vehicle voltage control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a voltage control device for a vehicle which duty-controls a voltage supplied from a battery mounted on the vehicle to an electromagnetic brake .

[0002]

2. Description of the Related Art For example, an automatic vehicle such as a golf car which runs along a guide line buried in a road surface while detecting the guide line is provided with an electromagnetic brake as a braking means.

By the way, the electromagnetic brake is turned on / off by a solenoid and a return spring. That is, the electromagnetic brake is constantly urged to the ON side by the return spring, is turned on by the return spring when the solenoid is not energized, and is disengaged and turned off by the magnetic force of the solenoid when the solenoid is energized.

Therefore, the electromagnetic brake in the ON state is turned on.
In the case of FF, in the initial stage of releasing the electromagnetic brake against the urging force of the return spring, it is necessary to apply a large amount of current to the solenoid to release the electromagnetic brake with a strong magnetic force. Then, once the electromagnetic brake is released, the large magnetic force at the beginning of the release is not required, and the solenoid is large enough to keep the electromagnetic brake in the released state (OFF state) against the urging force of the return spring. It is enough to let the current flow.

[0005]

However, conventionally, since a large amount of current continues to flow to the solenoid even after the electromagnetic brake is disengaged, there is a problem that power consumption increases and heat generation of the electromagnetic brake occurs. .

Therefore, the object of the present invention is to provide an electromagnetic brake after the vehicle speed or the elapsed time from the start state reaches a predetermined value.
An object of the present invention is to provide a voltage control device for a vehicle, which can reduce the amount of electricity supplied to the rake to reduce the power consumption of the electromagnetic brake and prevent heat generation.

By the way, the voltage of the battery mounted on the vehicle may fluctuate depending on the load of various devices, and in order to maintain the OFF state of the electromagnetic brake even when the battery voltage drops, a drop in the battery voltage is expected in advance. Therefore, the specifications of the electromagnetic brake must be determined, and the specifications of the electromagnetic brake in this case had to be a large power consumption type.

Accordingly, processing is always electromagnetic blanking by supplying a constant voltage regardless of fluctuation of the battery voltage, which is an object of the present invention
An object of the present invention is to provide a voltage control device for a vehicle, which can reduce power consumption of the rake and prevent heat generation.

[0009]

In order to achieve the above object, the present invention urges a return spring to urge the ON side.
To prevent the return spring from being biased by energization.
Equipped with an electromagnetic brake that is turned off and a battery
In a voltage control device for a vehicle that controls a supply voltage from the battery of the vehicle to the electromagnetic brake , when the vehicle is in a starting state from a stopped state, and a time from the time when the vehicle is in the starting state reaches a predetermined value, Alternatively, when the vehicle speed reaches a level at which the vehicle can be considered to be traveling with the vehicle out of the stopped state, control is performed to reduce the voltage supplied to the electromagnetic brake.
It is characterized in that a control means for controlling is provided.

Further, according to the present invention, the control means causes the vehicle to change from a stopped state to a starting state, and when the time from the start state reaches a predetermined value, or when the vehicle comes out of the stopped state. When the vehicle speed that can be considered to be traveling is reached, the control means performs duty control of the voltage supplied to the electromagnetic brake , and the duty ratio in the duty control is changed according to the fluctuation of the battery voltage. The feature is that a function is added to keep the supply voltage to the electromagnetic brake constant.

[0011]

According to the present invention, it is considered that the vehicle is in the starting state from the stopped state, the time from the time when the starting state is reached reaches a predetermined value, or the vehicle is out of the stopped state and is traveling. When the vehicle speed reaches the maximum speed and does not require a large amount of current, for example, duty control of the voltage is performed to control the electromagnetic brake.
Since the voltage supplied to the electromagnetic brake is reduced, the amount of electricity supplied to the electromagnetic brake can be suppressed to a low level, and the power consumption of the electromagnetic brake can be saved and heat generation can be prevented.

Further, according to the present invention, for example, when the battery voltage drops during duty control, the duty ratio is changed in accordance with the voltage drop to make the supply voltage (supply current) to the electromagnetic brake constant. because maintained, there is no need to determine the specifications of the electromagnetic brake anticipates a drop in battery voltage as in the prior art previously, can be used labor type electromagnetic brake than the conventional electromagnetic brake <br/> It is possible to reduce power consumption and prevent heat generation.

[0013]

An embodiment of the present invention will be described below with reference to the accompanying drawings.

First, the overall structure of a golf car 1 having a voltage control device according to the present invention will be described below with reference to FIGS. 4 to 6. 4 is a side view showing the main structure of the golf car, FIG. 5 is a plan view thereof, and FIG. 6 is a block diagram thereof.

As shown in FIGS. 4 and 5, the golf car 1
The front and rear portions of the vehicle body 2 (the left side is the front in FIGS. 4 and 5) are movably supported by a pair of left and right front wheels 3 that are steering wheels and a pair of left and right rear wheels 4 that are drive wheels. .

A handle post 5 is erected obliquely upward toward the rear at the center of the front part of the vehicle body 2 in the left-right direction, and a steering shaft 6 is rotatably inserted through and supported by the handle post 5. ing. A parking lever 7 is rotatably supported on the upper portion of the steering shaft 6, a bar-shaped handle 8 is connected to the upper end of the steering shaft 6, and a gear device 9 is attached to the lower end thereof. The front wheels 3 are steerably connected to each other. A steering motor 10 for driving the gear device 9 is connected to the gear device 9.
As shown in FIG. 6, it is electrically connected to the main controller 12 via the steering controller 11 and the steering relay 75.

Further, as shown in FIG. 4, a brake lever 13 and an accelerator lever 14 are provided on the left and right of the handle 8, and an accelerator switch 15 is provided near the accelerator lever 14. As shown in FIG. 6, the accelerator switch 15 is electrically connected to the main controller 12.

On the other hand, an engine 16 which is a drive source is mounted in a substantially central portion of the vehicle body 2. A carburetor 17 and an intake pipe 18 are connected in series on the intake side of the engine 16 and from the exhaust side. An exhaust pipe 19 is led out, and an exhaust muffler 20 is connected to the end of the exhaust pipe 19.

By the way, as shown in FIG. 4, the first wire 2 is attached to the throttle valve (not shown) of the carburetor 17.
The switching device 22 is connected via 1 and the governor device 24 is connected to the switching device 22 via the second wire 23. The governor device 24 is connected to the accelerator lever 14 via the third wire 25 (see FIG. 6).

The carburetor 17 is provided with a throttle sensor 26 for detecting the opening of the throttle valve. The throttle sensor 26 is, as shown in FIG.
It is electrically connected to the main controller 12.

Further, as shown in FIG. 4, the switching device 22
An electromagnetic clutch 27 and a step motor 28 are connected to each other, and the step motor 28 is electrically connected to the main controller 12 (see FIG. 6).

When the accelerator lever 14 is connected to the throttle valve of the carburetor 17 by the switching operation of the switching device 22, the accelerator lever 14 is operated by the governor device 24 and the switching device 22. It is transmitted to a throttle valve 17 and the throttle valve is opened / closed according to the operation amount of the accelerator lever 14 to control the rotation speed of the engine 16.

If the stepping motor 28 is connected to the throttle valve of the carburetor 17 by the switching operation of the switching device 22, the operation of the stepping motor 28 is controlled by the carburetor 17 via the electromagnetic clutch 27 and the switching device 22. The throttle valve is transmitted to the throttle valve, the opening of the throttle valve is adjusted according to the operation of the step motor 28, and the rotational speed of the engine 16 is controlled as described above.

As shown in FIG. 6, the engine 16 is provided with a rotation sensor 29 and an ignition circuit 30, both of which are electrically connected to the main controller 12. The ignition timing in the ignition circuit 30 is determined by the main controller 12 based on the detected engine speed.

By the way, as shown in FIGS. 4 and 5, a speed reducer 31 is provided behind the engine 16, and the input shaft of the speed reducer 31 is connected to the engine via a V-belt type automatic transmission 32. A disk brake 33 and a vehicle speed sensor 34 are attached to one end of an intermediate shaft of the speed reducer 31, and an electromagnetic brake 35 is attached to the other end thereof. The output shaft 31a extending leftward and rightward from the speed reducer 31 is connected to the rear wheel 4.

As shown in FIG. 6, the disc brake 33 is connected to the brake lever 13, and the vehicle speed sensor 34 and the electromagnetic brake 35 are both electrically connected to the main controller 12.

The disc brake 33 is braked or released by the operation of the parking lever 7 or the brake lever 13. Also, the electromagnetic brake 3
Normally, 5 is braked by the spring force of a return spring (not shown), and when it is electrically turned on, the braking action is released by the electromagnetic force that opposes the spring force.

As shown in FIGS. 4 and 5, a starter dynamo 36 is provided in front of the engine 16, and the starter dynamo 36 is attached to the output shaft of the engine 16 via a V-belt winding device 37. It is connected. The starter dynamo 36 also serves as a starter motor and a generator, and when it functions as a starter motor, it is arranged on the right side of the speed reducer 31 (right side toward the front of the vehicle body 2, hereinafter the same). When driven by the battery 38 to start the engine 16 and function as a generator, the output is converted into electricity and stored in the battery 38, and the battery 38 is charged.

By the way, as shown in FIG. 6, a resistor 40 is provided in the series circuit of the battery 38 and the main relay 39.
Are connected in parallel, and one end of this parallel circuit is connected to the main controller 12 via the starter dynamo controller 41.
, And the other end is electrically connected to the starter dynamo 36 via a series circuit including a switching relay 42 and a power supply sensor 43. And
The main relay 39, the switching relay 42, and the power sensor 43 are all the starter dynamo controller 41.
It is electrically connected to the main controller 12 via. Further, as shown in FIG. 5, the steering relay 75 is connected in parallel to the battery 38. It should be noted that the resistor 40 uses the heat insulating member 44 for the exhaust muffler 20.
And are thermally isolated.

On the other hand, as shown in FIG. 4, the handle 8
An operation panel 45 is provided below the control panel 45, and a main switch 46, a start / start switch shown in FIG.
A stop switch 47 and a mode changeover switch 48 are installed, both of which are electrically connected to the main controller 12.

By the way, the main switch 46 is a key switch capable of supplying the power of the battery 38 to the main controller 12, and the start / stop switch 47 is "start" and "start" each time the switch is pressed. It is configured to repeat the "stop" instruction. If the start / stop switch 47 is pressed again within 1 second after being pressed, all signals generated by the operation within 1 second are ignored in order to prevent erroneous operation.

The mode changeover switch 48 allows the operator to directly operate each component of the golf car 1 while the operator is in the vehicle, and the remote controller (remote operation) to operate each component. This is a switch for selecting either the automatic mode to perform or the fixed point passing mode.

When the manual mode is selected by the mode changeover switch 48, the changeover device 2 is operated.
2 connects the accelerator lever 14 to the throttle valve of the carburetor 17 via this and the governor device 24, and when the automatic mode is selected, the switching device 22 uses this and the electromagnetic clutch 27 to connect the throttle valve of the carburetor 17 to it. The step motor 28 is connected to. Then, in the automatic mode, by the detection signal of the vehicle speed sensor 34,
If the vehicle speed is low, the opening of the throttle valve of the carburetor is adjusted to a large value by operating the step motor 28, and if the vehicle speed is high, the opening of the throttle valve is adjusted to a small value. At this time, the opening of the throttle valve is detected by the throttle sensor 26, and the detected value is fed back to the step motor 28 via the main controller 12, whereby the opening of the throttle valve is adjusted to a predetermined value.

On the other hand, as shown in FIG. 4, a basket 5 for mounting a golf bag 49 on the front portion of the vehicle body 2.
0 is attached, and a step plate 5 is attached to the rear.
1, the operator can get on the golf car 1 while standing on the step plate 51 to steer the steering wheel 8, and the brake lever 13
Alternatively, the accelerator lever 14 can be operated.

By the way, the golf car 1 according to the present embodiment is controlled in its running state including starting and stopping by remote control, and as shown in FIG. 6, it receives a signal from the transmitter 52. The remote controller 53 is provided, and the remote controller 53 is electrically connected to the main controller 12 as shown.
The transmitter 52 is also provided with a start / stop switch 54 similar to the start / stop switch 47.

Further, as shown in FIG. 4, a guide wire 55 is buried along the desired traveling course on the traveling road surface of the golf car 1, and the N pole or the guide wire 55 is provided at a predetermined position of the guide wire 55. S
A pole magnet 56 is installed.

On the other hand, as shown in FIGS. 4 and 5, in the lower front portion of the golf car 1, the front wheels 3 are interlocked with the gear device 9.
A rotating arm 57 that rotates in the same direction as the steering direction is provided, and three guide wire sensors 58 are arranged side by side in the vehicle width direction at the front end of the rotating arm 57. And FIG.
As shown in, the induction wire sensor 58 is electrically connected to the main controller 12 via an amplifier 59.

As shown in FIG. 4, a fixed point sensor 60 is attached to the lower center of the body of the vehicle body 2. As shown in FIG. 6, the fixed point sensor 60 is also connected to the main controller 12 via an amplifier 61. Electrically connected to.

Further, in the golf car 1 according to this embodiment, as shown in FIGS. 4 and 5, an obstacle sensor 62 and a rear-end collision prevention sensor 63 are provided on the front part of the vehicle body 2.
As shown in FIG. 6, these are electrically connected to the main controller 12 via amplifiers 64 and 65, respectively. The rear-end collision prevention sensor 63, as shown in FIGS. 4 and 5, has a receiver 66 and a transmitter 67 which are respectively arranged at the front and rear of the vehicle body 2.

In addition, the golf car 1 is provided with a bumper switch 68, a boarding switch 69, a parking switch 70, a back switch 71, a maintenance switch 72 and an alarm device 73, and as shown in FIG. It is electrically connected to the main controller 12.

The configuration of the voltage control device according to the present invention will be described with reference to FIG.

FIG. 1 is a block diagram showing the configuration of a control device according to the present invention, and the control device basically comprises the main controller 12.

As shown in the figure, the main controller 12 includes a CPU 80 including an input processing unit 76, a vehicle speed calculation processing unit 77, a judgment processing unit 78 and an output processing unit 79, the start / stop switch 47, and the accelerator switch 15. , Input circuits 81, 82, 83 for receiving the respective signals from the vehicle speed sensor 34 and sending them to the input processing unit 76, respectively.
And a voltage control circuit 84 which outputs a control pulse for duty-controlling the input voltage from the battery 38,
An electromagnetic brake control determination that receives an instruction (ON / OFF instruction or duty control instruction) from the output processing unit 79 and a control pulse from the voltage control circuit 84 and outputs control signals to the electromagnetic brake 35 and the steering relay 75, respectively. A circuit 85 and a steering relay control determination circuit 86, and an electromagnetic brake drive circuit for receiving the control signals from the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86 to drive the electromagnetic brake 35 and the steering relay 75, respectively. 87 and a steering relay drive circuit 88 are incorporated.
In this embodiment, since the single voltage control circuit 84 controls the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86, the circuit configuration is simplified.

Next, the operation of the voltage control device according to the present invention will be described with reference to FIGS. 2 is a flowchart showing a control procedure in the voltage control device, and FIG. 3 is a timing chart of voltage control.

When the voltage control is started, it is judged whether or not the golf car 1 is started (STEP 1 in FIG. 2). That is, it is determined whether the start / stop switch 47 is on the "start" side in the automatic mode, and whether the accelerator switch 15 is turned on in the manual mode.

In both the automatic mode and the manual mode, when the golf car 1 is stopped, both the electromagnetic brake 35 and the steering relay 75 are turned off.
An FF instruction (to turn off the energization of each solenoid, at which time the electromagnetic brake 35 is in the ON state and the steering relay 75 is in the OFF state) is issued, and the solenoid of the electromagnetic brake 35 and the steering relay 75 is energized. Are both turned off, and the duty control of the supply voltage to each solenoid is not performed (STEP in FIG. 2).
2 and the range of time T _{0 to} T ₁ (OFF range) in FIG. 3).

That is, in the above case, the determination processing unit 76 of the CPU 80 determines that the energization of the solenoids of the electromagnetic brake 35 and the steering relay 75 should be turned off, and outputs the determination result to the output processing unit 79. . Then, the output processing unit 79 outputs an instruction (OFF instruction) to turn off the power supply to the electromagnetic brake 35 and the steering relay 75 to the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86, and the electromagnetic brake control determination is performed. In response to this instruction, the circuit 85 and the steering relay control determination circuit 86 output control signals to the electromagnetic brake drive circuit 87 and the steering relay drive circuit 88, respectively. As a result, the solenoids of the electromagnetic brake 35 and the steering relay 75 are not energized, and the electromagnetic brake 35 is turned on by the urging force of the return spring.
The steering relays 75 are kept off.

Next, when the start / stop switch 47 is switched to the "start" side in the automatic mode, or when the accelerator switch 15 is turned on because the accelerator lever 14 is operated by the occupant in the manual mode, The determination processing unit 78 of the CPU 80 uses the electromagnetic brake 35.
It is determined that each solenoid of the steering relay 75 should be energized, and in response to the determination result, the output processing unit 79 causes the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86 at time T _{1 as} shown in FIG. On the other hand, an ON instruction is output (STEP 3 in FIG. 2).

Then, the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86 are respectively connected to the electromagnetic brake drive circuit 87 and the steering relay drive circuit 88.
Then, the electromagnetic brake drive circuit 87 and the steering relay drive circuit 88 energize the solenoids of the electromagnetic brake 35 and the steering relay 75 at time T ₁ shown in FIG.

When the solenoids of the electromagnetic brake 35 and the steering relay 75 are energized as described above, the electromagnetic brake 35 is disengaged against the urging force of the return spring to maintain the OFF state, and the steering relay 75 is returned to the return spring. The golf car 1 is allowed to travel as a result of being switched to the ON side against the urging force of the vehicle, and the vehicle automatically travels along the steering line while detecting the guide line 55.

By the way, when the electromagnetic brake 35 is disengaged against the urging force of the return spring, a large magnetic force is required at the initial stage of disengagement. Therefore, as shown in FIG. 3, the time T ₁ -T ₂ range ( In the ON range), the duty control of the voltage is not performed, and the solenoid of the electromagnetic brake 35 is always energized to supply a large amount of current. Similarly, when the steering relay 75 is switched to the ON side against the urging force of the solenoid, a large magnetic force is required in the initial stage of the switching, so that the voltage of the voltage is reduced in the range of T _{1 to} T ₂ (ON range). The duty control is not performed and the steering relay 7
The solenoid 5 is always energized and supplied with a large amount of current.

Then, once the electromagnetic brake 35 is released,
If the steering relay 75 is switched to the ON side,
After that, since the magnetic forces required to hold the electromagnetic brake 35 and the steering relay 75 in the respective states against the biasing force of the return spring are small, a predetermined time from the time T ₁ when the energization of each solenoid is started. At the elapsed time T ₂ , the supply voltage (= current) to each solenoid is duty-controlled to reduce the supply voltage (= current) to reduce power consumption and prevent heat generation of the electromagnetic brake 35 and the steering relay 75. ing. In this embodiment, since the electric resistance of each solenoid is constant, controlling the supply voltage results in controlling the current.

Thus, in this embodiment, the vehicle speed determines the timing (time T ₂ ) at which the duty control of the supply voltage is started. That is, the detection signal from the vehicle speed sensor 34 passes through the input circuit 83 and the input processing unit 76, and then becomes CP.
When input to the vehicle speed calculation processing unit 77 of U80, the vehicle speed calculation processing unit 77 calculates the vehicle speed, and the determination processing unit 78 determines that the vehicle speed is a set value (the golf car 1 may be considered to be running). It is judged whether or not the value exceeds the (possible value) (ST of Fig. 2
EP4), the vehicle speed by more than the set value (until time T ₂₎ is not made, the duty control, the duty control is performed at the time exceeds the set value (time point time T ₂₎ (in FIG. 2 STEP5 ).

That is, when the output processing section 79 of the CPU 80 outputs a duty control instruction to the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86, respectively, the electromagnetic brake control determination circuit 85 and the steering relay control determination circuit 86. Is the voltage control circuit 8 shown in FIG.
A control signal for controlling ON / OFF of energization of the solenoids of the electromagnetic brake 35 and the steering relay 75 is output to the electromagnetic brake drive circuit 87 and the steering relay drive circuit 88 in accordance with the control pulse of No. 4 to each solenoid. The energization amount is reduced to a value sufficient and sufficient to keep the electromagnetic brake 35 in the OFF state or keep the steering relay 75 in the ON state.

As shown in FIG. 3, when the voltage of the battery 38 drops during the time T _{3 to} T ₄ due to the load on various devices during the duty control, the degree of voltage drop depends on the degree. The control pulse width of the voltage control circuit 84 is changed to change the duty ratio in the duty control, and the electromagnetic brake 35 and the steering relay 7 are changed.
Although the voltage (current) supplied to each solenoid of No. 5 is kept constant and the voltage of the battery 38 is lowered, the electromagnetic brake 35 is turned off and the steering relay 75 is turned off.
The N states are maintained as they are.

As another method for determining the timing (time T ₂ ) at which the duty control is started, the CPU 8
There is a method in which a timer built in 0 measures the elapsed time from the time T ₁ and sets the time when the elapsed time reaches a predetermined value as the start time T ₂ of the duty control.

Then, at time T ₅ , when the start / stop switch 47 of the golf car 1 in the automatic mode is switched to the "stop" side, or the accelerator switch 15 of the golf car 1 in the manual mode is turned off. If the electromagnetic brake 35 and steering relay 7
5 is instructed to turn OFF, and the electromagnetic brake 3
5, the energization of each solenoid of the steering relay 75 is turned off, the duty control of the voltage supplied to each solenoid is not performed (STEP 2 in FIG. 2), and the golf car 1 is automatically stopped.

As described above, in this embodiment, when the vehicle speed or time reaches a predetermined value and a large amount of current is not required, the voltage supplied to each solenoid of the electromagnetic brake 35 and the steering relay 75 is duty controlled. Since the supply voltage is lowered by this, the amount of electricity supplied to each solenoid of the electromagnetic brake 35 and the steering relay 75 can be suppressed to a small amount, and the power consumption of the electromagnetic brake 35 and the steering relay 75 can be saved and heat generation can be prevented.

Further, in this embodiment, when the battery voltage drops during duty control, the duty ratio is changed to keep the voltage supplied to the solenoids of the electromagnetic brake 35 and the steering relay 75 constant. This eliminates the need to determine the specifications of devices such as electromagnetic brakes and steering relays in advance by anticipating the battery voltage drop as in the past, and it is possible to use devices that are more labor-saving than the conventional ones, thus reducing device consumption. It is possible to reduce power consumption and prevent heat generation.

[0060]

As is apparent from the above description, according to the present invention, the return spring biases the ON side.
To prevent the return spring from being biased by energization.
Equipped with an electromagnetic brake that is turned off and a battery
In a voltage control device for a vehicle that controls a supply voltage from the battery of the vehicle to the electromagnetic brake , when the vehicle is in a starting state from a stopped state, and a time from the time when the vehicle is in the starting state reaches a predetermined value, Alternatively, when the vehicle speed reaches a level at which the vehicle can be considered to be traveling with the vehicle out of the stopped state, control is performed to reduce the voltage supplied to the electromagnetic brake.
Since the control means provided for, after the vehicle speed or starting state
After the overtime reaches a predetermined value, the amount of electricity supplied to the electromagnetic brake can be suppressed to a small value, and it is possible to reduce the power consumption of the electromagnetic brake and prevent heat generation.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a voltage control device according to the present invention.

FIG. 2 is a flowchart showing a control procedure in the voltage control device according to the present invention.

FIG. 3 is a timing chart of voltage control in the voltage control device according to the present invention.

FIG. 4 is a side view showing a main configuration of a golf car including the voltage control device according to the present invention.

FIG. 5 is a plan view showing the main configuration of a golf car equipped with the voltage control device according to the present invention.

FIG. 6 is a block diagram showing a main configuration of a golf car including the voltage control device according to the present invention.

[Explanation of symbols]

12 Main controller (control means) 35 Electromagnetic brake 38 battery 47 Start / Stop switch 75 Steering relay 76 Input processing unit 77 Vehicle speed calculation processing unit 78 Judgment processing unit 79 Output processing unit 80 CPU 84 Voltage control circuit 85 Electromagnetic brake control judgment circuit 86 Steering relay control judgment circuit 87 Electromagnetic brake drive circuit 88 Steering relay drive circuit

─────────────────────────────────────────────────── ─── Continuation of the front page (56) References Japanese Patent Laid-Open No. 5-170038 (JP, A) Actual Development 5-12300 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60R 16/02 670 G05D 1/02 H02J 7/00 302

Claims (2)

(57) [Claims] 1. A return spring is provided on the ON side.
The return spring is urged by energizing and energizing
Equipped with an electromagnetic brake that is turned off against
In a voltage control device for a vehicle that controls a supply voltage from the battery of the vehicle to the electromagnetic brake , when the vehicle changes from a stop state to a start state and a time from the time when the vehicle reaches the start state reaches a predetermined value. Or a control means for controlling the supply voltage to the electromagnetic brake to be lowered when the vehicle speed reaches a level at which the vehicle can be regarded as traveling while leaving the stopped state. Voltage control device. 2. It is considered that the vehicle is in a starting state from a stopped state and the time from the time when the starting state is reached reaches a predetermined value, or that the vehicle is out of the stopped state and is traveling. When the vehicle speed at which the
The supply voltage to the electromagnetic brake is duty-controlled, and the duty ratio in the duty control is changed according to the fluctuation of the battery voltage to keep the supply voltage to the electromagnetic brake constant. The voltage control device for a vehicle according to claim 1.