JP4814065B2 - Control device for electric vehicle - Google Patents

Description

  The present invention relates to a control device for an electric vehicle that travels in a curve according to a steering operation amount and drives by driving an electric motor so that a speed command is set based on an accelerator operation amount.

  Recently, electric vehicles have been developed and put into practical use as electric wheelchairs for the elderly and the physically handicapped and as electric carts at golf courses. In such an electric vehicle, under the action of the control device, the vehicle travels in a curve according to the steering operation amount, and is controlled to drive the electric motor so that the speed command is set based on the accelerator operation amount. Yes.

  In addition, there is also a device that realizes a comfortable and easy driving under the action of a control device by appropriately automatically decelerating so as not to generate an uncomfortable centrifugal force when traveling on a curve.

  Specifically, in the electric vehicle described in Patent Document 1, the steering amount is detected in two stages of the first setting steering amount and the second setting steering amount, and the traveling speed is determined in two stages from the steering amount and the traveling speed. I have control.

  Further, in the vehicle described in Patent Document 2, the damping ratio is set to change depending on the maximum speed based on the speed setting means, and the vehicle is controlled to decelerate according to the steering angle.

JP 2002-95115 A JP 2002-113048 A

  By the way, in the electric vehicle of the said patent document 1, since the driving speed is reduced in steps, there exists a discontinuity accompanying a gear shift and driving | operation feeling is not good.

  Further, even in the case of the vehicle described in Patent Document 2, there is no disclosure about smoothly reducing the traveling speed. Furthermore, the entire speed range is set to be uniformly decelerated from the target speed, and unnecessarily decelerated even when it is not necessary to decelerate.

  The present invention has been made in consideration of such problems.Smooth acceleration / deceleration can be obtained during straight running or low-speed curve running, and rapid deceleration can be performed so that unpleasant centrifugal force does not occur during high-speed curve running. An object of the present invention is to provide a control device for an electric vehicle that can be used.

  An electric vehicle control device according to the present invention is an electric vehicle control device that travels in a curve according to a steering operation amount and drives by driving an electric motor so that a speed command is set based on an accelerator operation amount. , Memorize the curve speed limit that prescribes the maximum speed at the time of curve travel, find the intermediate speed command that increases according to the accelerator operation amount every minute time, subtract the curve speed limit from the intermediate speed command The curve limit deviation is obtained, and when the vehicle travels straight or when the curve limit deviation is negative, the intermediate speed command is used as the speed command, and when the curve travels and the curve limit deviation is positive, A correction speed that increases in accordance with the curve limit deviation and is smaller than the curve limit deviation is obtained, and the correction speed is subtracted from the intermediate speed. And sets the speed command.

  Further, the present invention provides a control device for an electric vehicle that travels in a curve according to a steering operation amount and drives an electric motor so that a speed command is set based on an accelerator operation amount. A target speed that increases according to the accelerator operation amount is obtained, a speed deviation between the target speed and the current speed is obtained, and when the speed deviation is positive, the speed deviation is multiplied by an acceleration coefficient to obtain a current speed When the speed deviation is negative and the speed deviation is negative and the target speed is smaller than the threshold speed, the speed deviation is multiplied by a first deceleration coefficient. Subtract from the current speed and set as the speed command, and when the speed deviation is negative and the vehicle is traveling on a curve and the target speed is equal to or higher than the threshold speed, the speed The deviation is multiplied by a second deceleration coefficient, subtracted from the current speed, and set as the speed command. The first deceleration coefficient and the second deceleration coefficient are defined in advance according to the steering operation amount. The first deceleration coefficient is set to be equal to or less than the second deceleration coefficient for the same steering operation amount.

  Accordingly, smooth acceleration / deceleration can be obtained during straight running or low speed curve traveling, and rapid deceleration can be performed so that unpleasant centrifugal force does not occur during high speed curve traveling.

  In this case, if the speed deviation is corrected by referring to an equation or a table before multiplying the acceleration coefficient, the first deceleration coefficient, or the second deceleration coefficient, a more appropriate acceleration / deceleration can be achieved. realizable.

  According to the control apparatus for an electric vehicle according to the present invention, smooth acceleration / deceleration can be obtained during straight traveling or low-speed curve traveling, and rapid deceleration can be performed so that unpleasant centrifugal force is not generated during high-speed curve traveling. it can.

  Hereinafter, an embodiment of an electric vehicle control device according to the present invention will be described with reference to FIGS. 1 to 12B.

  As shown in FIG. 1, the control apparatus 10 which concerns on this Embodiment is mounted in the electric vehicle 12, and runs control.

  The electric vehicle 12 is used as an electric wheelchair for an elderly person or a disabled person, and drives two front wheels 14, two rear wheels 16, a steering wheel 18 that changes the direction of the front wheels 14, and the rear wheels 16. And an operation unit 22 provided at the center of the steering wheel 18. In the electric vehicle 12, the rider puts his feet on the step base 24 and is seated on the seat 26, runs by rotating the electric motor 20 by operating the operation unit 22, and steers the steering wheel 18 to steer the front wheel 14. You can change the direction of cornering. The steering 18 is provided with a steering sensor 28 that detects a steering angle.

  The control device 10 is connected to the operation unit 22 and the steering sensor 28, obtains a speed command Vcom based on signals obtained from these devices, and controls the electric motor 20 via the driver 30.

  The electric vehicle 12 is equipped with a battery and supplies power to each device. The battery can be charged by connecting to AC 100V with a predetermined power switch turned off. The electric motor 20 is a DC brushless motor and can be continuously controlled. Braking is performed by a combination of regenerative braking, reverse braking, electromagnetic brake braking, and manual friction braking. The drive system is a rear wheel direct drive system.

  As shown in FIG. 2, the operation unit 22 includes a console 31 provided at the center, a manual brake lever 32 provided on the left steering wheel 18, and a lock 34 that fixes the manual brake lever 32 to a brake-on state. And two travel levers (accelerators) 36 protruding from the left and right side surfaces of the console 31. The manual brake lever 32 is mainly used to perform a brake operation as necessary during a manual movement. The parking brake can be applied by the lock 34, and the lock 34 can be released by grasping the manual brake lever 32.

  The two traveling levers 36 are configured to be interlocked by a gear or the like inside the console 31 and can travel by operating at least one of the traveling levers 36.

  The console 31 is arranged with various switches for traveling, and a power switch key 40, a forward switch 42, a reverse switch 44, and a speed setting knob 46 are displayed on a monitor 48 that displays the traveling speed and the like. And have. The speed setting knob 46 is a volume type knob, and can be set so that the maximum speed limit Vmax for traveling increases as the knob is rotated clockwise. The maximum speed limit Vmax is set in a stepless manner, for example, 1 to 6 km / h when moving forward, and 1 to 2 km / h when moving backward.

  The travel lever 36 has an accelerator function, and the speed increases within the range of the maximum speed limit Vmax set by the speed setting knob 46 according to the operation amount of the operation to be pulled forward (hereinafter referred to as the accelerator operation amount). Is set as follows. When the travel lever 36 is released, it returns to its original position by the action of an elastic body (not shown), the brake is applied, the speed is reduced, and the travel lever 36 can be stopped.

  Further, the vehicle is configured to be braked and stopped by grasping the traveling lever 36 sufficiently sufficiently during traveling. The accelerator operation amount is detected by the accelerator sensor 50 and supplied to the control device 10.

  Any one of the forward switch 42 and the reverse switch 44 that is pressed last is valid, and forward or reverse can be designated. One of the forward switch 42 and the reverse switch 44 that is enabled lights an internal lamp to facilitate identification.

  As shown in FIG. 3, the control device 10 is interposed between the operation unit 22 and the driver 30, and the forward switch 42, the reverse switch 44, the speed setting knob 46, the accelerator sensor 50, and the steering sensor of the operation unit 22. A speed command Vcom is obtained based on the signal obtained from the signal 28 and supplied to the driver 30.

  Since the conventional electric vehicle is equipped with devices corresponding to the operation unit 22 and the driver 30, the following effects can be obtained only by interposing the control device 10 according to the present embodiment therebetween.

  The driver 30 includes a speed controller 60 that obtains a torque command value by PID processing based on the speed command Vcom, an LPF 62 that removes a high frequency after performing feedback of a current control loop from the obtained torque command value, And a control map 64 for setting the motor drive command value based on the difference between the torque command value and the traveling speed V.

  The driver 30 further includes a voltage correction processing unit 66 for correcting the motor drive command value obtained from the control map 64, a waveform generator 68 for generating a PWM waveform based on the corrected motor drive command value, and a battery. The obtained direct current power supply is subjected to PWM processing, converted into a three-phase alternating current of a desired frequency by a bridge circuit and supplied to the electric motor 20, and a current sensor for detecting the current of each phase and feeding it back to the waveform generator 68. 78a, 78b, 78c.

  The electric motor 20 is provided with an electromagnetic brake 74, a magnetic pole position / speed detector 76, and current sensors 78a, 78b, 78c for detecting the current value of each phase.

  Further, the driver 30 feeds back the current values 72a, 72b, 72c of the respective phases obtained from the current sensors 78a, 78b, 78c to the torque command value obtained from the speed controller 60, and performs a predetermined torque limiting process. The current limiter 80, the detection unit 82 for detecting the number of revolutions based on the motor number of revolutions obtained from the magnetic pole position / speed detector 76, and the traveling speed V by removing the high frequency of the obtained motor number of revolutions. LPF 84 for output. The travel speed V is used for feedback of the speed command Vcom and is supplied to the control device 10.

  The control device 10 basically uses the fed-back speed command Vcom as an approximate value of the travel speed V to generate the speed command Vcom. However, the operation speed V is set to a speed command by operating a predetermined switch function unit 86. It can be used instead of Vcom. When the traveling speed V is used, the vehicle can be decelerated more quickly when decelerating, and the acceleration is delayed when accelerating. On the other hand, when the speed command Vcom is used, the deceleration is delayed at the time of deceleration, and the faster acceleration can be performed at the time of acceleration.

  FIG. 4 is a graph showing the response when sudden acceleration and sudden deceleration are performed as indicated by the target speed 90. That is, a change in the speed command Vcom when processing based on the speed command Vcom is shown by a graph 92a, a change in the travel speed V is shown by a graph 92b, and a change in the speed command Vcom when processing based on the travel speed V is shown. The change of the graph 94a and the running speed V is shown by a graph 94b. As can be seen from the graph, in the process based on the speed command Vcom, a delay is caused by a time t in comparison with the top of the process based on the traveling speed V at the time of deceleration. In addition, the speed rises faster during acceleration.

  If the processing based on the speed command Vcom is performed, it is not necessary to feed back the traveling speed V to the control device 10, and the control device 10 is easily interposed between the operation unit 22 and the driver 30. Further, the control response can be improved by operating the predetermined switch function unit 86.

  The control device 10 includes a target speed setting unit 100 that sets a target speed, an acceleration / deceleration map 102 that performs a predetermined correction of the target speed, and a speed command setting unit 104 that outputs a speed command Vcom.

  Next, the operation of the control device 10 will be described in detail.

First, in steps S10 and S11 in FIG. 5, dead zone processing is performed to prevent chattering of software internal signals. That is, as shown in FIG. 7, when the travel lever 36 is pulled from the stop with reference to the signal of the accelerator sensor 50, the accelerator operation amount is 0% until a ₁ % or more with respect to the total operation amount. Handling (step S10), when the traveling lever 36 is returned from traveling, it is treated as 0% when it becomes a ₂ % or less with respect to the total operation amount (step S11). Also, during the period from when the accelerator operation amount becomes a ₁ % or more until it becomes a ₂ % or less, the software internal signal is turned on to perform predetermined processing.

  In step S12, a first intermediate speed command V1 that increases according to the accelerator operation amount and is limited by the maximum speed limit Vmax is obtained. The first intermediate speed command V1 is a value serving as an initial reference for the process of determining the speed command Vcom. Since the first intermediate speed command V1 is limited by the maximum speed limit Vmax at this stage, the traveling speed V of the electric vehicle 12 is limited by the maximum speed limit Vmax.

In step S13, obtains an intermediate decision for the speed deviation Vipushiron ₀ obtained by subtracting the curve limit speed Vc from the first intermediate speed command V1, if該途status judgment for the speed deviation Vipushiron ₀ is 0 or less, the process proceeds to step S15, If it is positive, the process proceeds to step S14.

  In step S14, as shown in FIG. 8, when the steering operation amount L is 0, the first intermediate speed command V1 is obtained, and the steering operation amount L is 100% (when full steering) is set to the curve speed limit Vc. The limited second intermediate speed command V2 is obtained. In FIG. 8, the steering operation amount L is 0 and the vertical axis is limited to the maximum speed limit Vmax, and the steering operation amount L is 100% and the vertical axis is limited to a line 110 connecting the curve speed limit Vc with a straight line. However, the limit threshold line is not limited to a straight line, and may be a gentle S-shape, for example. Thereafter, the process proceeds to step S16.

  According to such processing of step S14, the vehicle is limited by the maximum speed limit Vmax during straight running, is limited by the curve speed limit Vc during full steering, and is limited as indicated by a smooth appropriate line 110 during the period. Thus, the electric vehicle 12 is appropriately speed-limited according to the maximum speed limit Vmax and the steering operation amount L. Thereby, the electric vehicle 12 is not decelerated more than necessary, and the traveling speed convergence time and the undershoot amount can be reduced.

  FIG. 9A is a step response waveform when the process of step S14 is not performed, and FIG. 9B is a step response waveform in the electric vehicle 12.

  In this case, the convergence time T2 shown in FIG. 9B is shorter than the convergence time T1 of the traveling speed V shown in FIG. 9A. Further, the undershoot U2 shown in FIG. 9B is smaller than the undershoot U1 of the traveling speed V shown in FIG. 9A.

  In step S15, the second intermediate speed command V2 is set to a value equal to the first intermediate speed command V1. In other words, in this case, since the first intermediate speed command V1 is equal to or lower than the curve limit speed Vc, there is no need to particularly limit, and the second intermediate speed command V2 is set without limiting the first intermediate speed command V1. To do.

  Thus, the second intermediate speed command V2 obtained in step S14 or S15 becomes the target speed of the electric vehicle 12. However, if the second intermediate speed command V2 is used as it is as the speed command Vcom, there may be a case where a suitable riding feeling cannot be obtained due to the relationship with the current speed. Obtain Vcom.

  In step S16, a speed deviation Vε obtained by subtracting the speed command Vcom from the second intermediate speed command V2 is obtained. If the speed deviation Vε is 0, the process proceeds to step S17. If it is not 0, step S18 (FIG. 6). As described above, the speed command Vcom is supplied to the driver 30 and serves as a basis for setting the traveling speed V of the electric vehicle 12, and therefore can be substantially equated with the current speed. Of course, in step S16, the speed deviation Vε may be obtained by subtracting the traveling speed V from the second intermediate speed command V2 by operating the predetermined switch function unit 86. In either case, as shown in FIG. 4, a unique effect can be obtained.

  In step S17, the second intermediate speed command V2 is set as the speed command Vcom. Specifically, an acceleration coefficient k, which is a predetermined parameter, is temporarily set (or nothing is set), and the process proceeds to step S26. The acceleration coefficient k is an adjustment parameter for appropriately realizing acceleration / deceleration of the electric vehicle 12 according to the situation. In this step S17, since Vε = 0, in the end, in step S26, Vcom ← V2.

  In step S18, the sign of the speed deviation Vε is confirmed. If it is positive, the process proceeds to step S19, and if it is negative, the process proceeds to step S21.

  In step S19, with reference to the speed deviation correction table 300 shown in FIG. 10, a corrected speed deviation Vε ′ is obtained. The speed deviation correction table 300 is recorded in a predetermined storage unit, and holds a first value 302, a second value 304, and a third value 306 that are referred to based on the speed deviation Vε. In step S19 (that is, when the speed deviation Vε is positive), the first value 302 is referred to and set as the corrected speed deviation Vε ′.

  The corrected speed deviation Vε ′ is not necessarily limited to the table reference, and may be set based on, for example, an empirical formula. Although the first value 302, the second value 304, and the third value 306 are represented on one coordinate for easy comparison, they may be set by individual table types. In addition, since the speed deviation correction table 300 can refer to the corrected speed deviation Vε ′ as a map format, easy tuning can be performed regardless of the processing speed.

  In step S20, the acceleration coefficient k is obtained with reference to the acceleration coefficient table 310 shown in FIG. The acceleration coefficient table 310 is recorded in a predetermined storage unit, and includes three acceleration correction values 312, a first deceleration correction value (first deceleration coefficient) 314 that are referred to based on the steering operation amount L, and A second deceleration correction value (second deceleration coefficient) 316 is held. In step S20 (that is, when the speed deviation Vε is positive), the acceleration correction value 312 is referred to and set as the acceleration coefficient k based on the steering operation amount L at that time. Thereafter, the process proceeds to step S26.

  The acceleration correction value 312, the first deceleration correction value 314, and the second deceleration correction value 316 are values that are defined in advance according to the steering operation amount L, and are the first value for the same steering operation amount L. The deceleration correction value 314 is set to be equal to or less than the second deceleration correction value 316.

  The acceleration coefficient k is not necessarily limited to the table reference, and may be set based on, for example, an empirical formula. The acceleration correction value 312, the first deceleration correction value 314, and the second deceleration correction value 316 are represented on one coordinate for easy comparison, but may be set by individual table types. .

  In step S21, the process proceeds to step S22 during straight running (that is, the steering operation amount L is L = 0) or when the second intermediate speed command V2 is smaller than the curve speed limit Vc, and otherwise the process proceeds to step S24. That is, the process proceeds to step S24 when the vehicle travels on a curve (that is, the steering operation amount L is L ≠ 0) and the second intermediate speed command V2 is equal to or higher than the curve speed limit Vc.

  In step S22, the speed deviation correction table 300 (see FIG. 10) is referred to, and a corrected speed deviation Vε ′ is obtained. In step S22 (that is, when the speed deviation Vε is negative and the vehicle travels linearly or when the second intermediate speed command V2 is smaller than the curve speed limit Vc), the second value 304 is referred to and set as the corrected speed deviation Vε ′. .

  In step S23, an acceleration coefficient k is obtained with reference to the acceleration coefficient table 310 (see FIG. 11). In step S23 (that is, when the speed deviation Vε is negative and the vehicle travels linearly or when the second intermediate speed command V2 is smaller than the curve speed limit Vc), the first deceleration correction is performed based on the steering operation amount L at that time. The value 314 is referred to and set as the acceleration coefficient k. Thereafter, the process proceeds to step S26.

  In step S24, a speed deviation correction table 300 (see FIG. 10) is referred to, and a corrected speed deviation Vε ′ is obtained. In step S22 (that is, when the speed deviation Vε is negative and the curve travels and the second intermediate speed command V2 is equal to or higher than the curve speed limit Vc), the third value 306 is referred to and set as the corrected speed deviation Vε ′. .

  In step S25, an acceleration coefficient k is obtained by referring to the acceleration coefficient table 310 (see FIG. 11). In step S25 (that is, when the speed deviation Vε is negative and the vehicle is traveling on the curve and the second intermediate speed command V2 is equal to or higher than the curve speed limit Vc), the second deceleration correction is performed based on the steering operation amount L at that time. The value 316 is referred to and set as the acceleration coefficient k.

  In step S26, the speed command Vcom is updated as Vcom ← Vε ′ × k + Vcom based on the corrected speed deviation Vε ′ and the acceleration coefficient k (in this case, Vcom ← based on the traveling speed V for the same reason as described above). Vε ′ × k + V may be used). Thereafter, the obtained speed command Vcom is supplied to the driver 30 and the processes shown in FIGS. 5 and 6 are terminated.

  In the equation of step S26, when the sign of the corrected speed deviation Vε ′ (and the speed deviation Vε) is positive, it is an addition process, and when it is negative, it is a subtraction process.

  The processing shown in FIGS. 5 and 6 is repeatedly executed every minute time. If the accelerator operation amount and the steering operation amount L of the steering are constant during curve driving, the second intermediate speed command V2, The corrected speed deviation Vε ′ and the acceleration coefficient k are kept constant, and the speed command Vcom gradually changes according to the formula of step S26, and is automatically adjusted so as to finally coincide with the second intermediate speed command V2.

  Thereafter, in the driver 30, the torque command value is calculated in the PID control unit, the motor drive command value is calculated in the voltage command calculation unit, the PWM control is performed in the DC brushless motor control unit, and the electric motor 20 is driven at speed. The vehicle rotates at a speed corresponding to the command Vcom, and the electric vehicle 12 travels.

  The PID control unit can be controlled so that high responsiveness is obtained and the steady-state deviation is zero.

  In the voltage command calculation unit, when an overload of the three-phase current of the electric motor 20 is detected by the current limiter process, the torque command value is lowered to prevent a failure of the DC brushless motor control unit. In addition, the torque command value is optimized in order to improve the followability of the control system. Thereby, the torque command value can be kept within the calculation effective range of the control map 64.

  FIG. 12A shows a case where the speed deviation Vε is not corrected by the speed deviation correction table 300 when the vehicle travels straight (that is, when the steering operation amount L is L = 0) or when the second intermediate command V2 is smaller than the curve limit speed Vc. FIG. 12B is a step response waveform when processing based on the corrected speed deviation Vε ′ obtained by the speed deviation correction table 300 is performed.

  In this case, the convergence time T1 shown in FIG. 12A and the convergence time T2 shown in FIG. 12B are substantially equal. Further, the undershoot U2 shown in FIG. 12B is smaller than the undershoot U1 shown in FIG. 12A.

  As described above, according to the control apparatus 10 for an electric vehicle according to the present embodiment, a predetermined deceleration is performed in a speed range where deceleration during steering operation is necessary (that is, a speed range equal to or higher than the curve speed limit Vc). Therefore, when it is not necessary to decelerate (for example, when traveling in a straight line or at a speed range equal to or lower than the curve speed limit Vc), the vehicle can arrive earlier than the destination without unnecessarily decelerating.

  The acceleration coefficient k is defined in advance according to the steering operation amount L, and appropriate acceleration / deceleration according to the steering state can be realized.

  Further, at the same steering operation amount L, the first deceleration correction value 314 is set to be equal to or less than the second deceleration correction value 316. Accordingly, when the vehicle is traveling straight or when the second intermediate speed command V2 that is the target speed is smaller than the curve speed limit Vc, the vehicle is moderately and smoothly decelerated, and comfortable operability is obtained. Comfortable operability can be realized even when driving on a rough road, running on rough terrain such as a golf course, and undulating land.

  Further, at the same steering operation amount L, the second deceleration correction value 316 is set to be equal to or greater than the first deceleration correction value 314. Therefore, the second intermediate speed command V2 that is the target speed during curve traveling is set. Is larger than the curve speed limit Vc, the vehicle is decelerated moderately fast so as not to generate unpleasant centrifugal force, and higher stability can be obtained.

  Further, as is clear from FIG. 11, the acceleration correction value 312 is set approximately in inverse proportion to the first deceleration correction value 314, and the maximum value and the minimum value are set equal. Therefore, for example, when accelerating during straight running, smooth acceleration is performed, and comfortable operability is obtained. When the absolute value of the speed deviation is the same, the acceleration and deceleration during straight running are almost equal and easy to handle.

  In the design and setting, when sufficient performance is obtained by the action of the acceleration coefficient k based on the steering operation amount L, the process for obtaining the corrected speed deviation Vε ′ may be omitted and the speed deviation Vε may be used as it is. .

  As described above, according to the control apparatus 10 for an electric vehicle according to the present embodiment, smooth acceleration / deceleration can be obtained during straight traveling or low-speed curve traveling, and unpleasant centrifugal force can be prevented from being generated during high-speed curve traveling. You can decelerate quickly.

  The control device for an electric vehicle according to the present invention is not limited to the above-described embodiment, and can of course adopt various configurations without departing from the gist of the present invention.

It is a perspective view of an electric vehicle. It is a top view of an operation part. It is a block block diagram of a control part. It is a graph which shows the characteristic difference at the time of using command speed and driving speed. It is a flowchart (the 1) which shows the process sequence in a control apparatus. It is a flowchart (the 2) which shows the process sequence in a control apparatus. It is a detection graph of the amount of accelerator operation. It is a graph which shows the line of a limit which asks for the 2nd middle speed command based on a curve speed limit and the maximum speed limit. FIG. 9A shows a step response waveform when there is no processing corresponding to step S14, and FIG. 9B shows a step response waveform in the electric vehicle. It is a graph which shows the content of the speed deviation correction table. It is a graph which shows the content of the acceleration coefficient table. FIG. 12A is a step response waveform when the speed deviation is not corrected by the speed deviation correction table during straight running or in a speed range below the curve speed limit, and FIG. 12B is a corrected speed deviation obtained by the speed deviation correction table. It is a step response waveform when processing based on the above.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Control apparatus 12 ... Electric vehicle 20 ... Electric motor 22 ... Operation part 36 ... Traveling lever 46 ... Speed setting knob 300 ... Speed deviation correction table 310 ... Acceleration coefficient table 312 ... Acceleration correction value 314 ... 1st deceleration correction value (First deceleration coefficient)
316: Second deceleration correction value (second deceleration coefficient)
L: Steering operation amount V ... Travel speed V1 ... First intermediate speed command V2 ... Second intermediate speed command Vc ... Curve limit speed Vcom ... Speed command Vmax ... Maximum limit speed Vε ... Speed deviation Vε '... Corrected speed deviation k ... Acceleration coefficient

Claims (3)

In a control device for an electric vehicle that travels in a curve according to a steering operation amount and travels by driving an electric motor so as to be a speed command set based on an accelerator operation amount,
Stores the curve speed limit that defines the maximum speed during curve driving in full steering,
A first intermediate speed command that increases according to the accelerator operation amount is obtained every minute time,
When the first intermediate speed command is larger than the curve limit speed, the first intermediate speed command is set when the steering operation amount is 0, and the curve limit speed is set when the steering operation is full. Obtaining a second intermediate speed command which is not limited when the first intermediate speed command is equal to or lower than the curve speed limit;
Subtracting the current speed from the second intermediate speed command to obtain a speed deviation;
When the speed deviation is 0, the second intermediate speed command is set as the speed command;
When the speed deviation is positive, a value obtained by multiplying the speed deviation by an acceleration coefficient is added to the current speed and set as the speed command,
When the speed deviation is negative and when the vehicle is traveling in a straight line or when the second intermediate speed command is smaller than the curve speed limit, a value obtained by multiplying the speed deviation by a first deceleration coefficient is obtained as a current speed. Is subtracted from and set as the speed command,
When the speed deviation is negative and the vehicle is running on a curve and the second intermediate speed command is equal to or higher than the curve speed limit, a value obtained by multiplying the speed deviation by a second deceleration coefficient is a current speed. Is subtracted from and set as the speed command,
The acceleration coefficient, the first deceleration coefficient, and the second deceleration coefficient are values that are defined in advance according to a steering operation amount. For the same steering operation amount, the first deceleration coefficient is A control device for an electric vehicle, wherein the control device is set to be equal to or less than the second deceleration coefficient. In the control apparatus of the electric vehicle according to claim 1,
The acceleration coefficients, prior to multiplying the first deceleration coefficient or said second deceleration factor, the speed deviation and compensation, correction of the speed deviation, if the speed deviation is positive, the When the speed deviation is negative when the speed deviation is negative and the second intermediate speed command is smaller than the curve speed limit, the speed deviation is corrected using the second value. Is negative, and when the vehicle travels on a curve and the second intermediate speed command is equal to or higher than the curve speed limit, the third value is used for correction.
The control apparatus for an electric vehicle , wherein when the correction is made using the third value, the speed deviation is corrected to be larger on the minus side than the correction using the second value . In a control device for an electric vehicle that travels in a curve according to a steering operation amount and travels by driving an electric motor so as to be a speed command set based on an accelerator operation amount,
Every minute time, the target speed is obtained based on the accelerator operation amount,
Subtract the current speed from the target speed to obtain a speed deviation,
When the speed deviation is positive, a value obtained by multiplying the speed deviation by an acceleration coefficient is added to the current speed and set as the speed command,
When the speed deviation is negative, when the vehicle is traveling straight or when the target speed is smaller than a threshold speed, a value obtained by multiplying the speed deviation by a first deceleration coefficient is subtracted from the current speed, and Set as speed command,
When the speed deviation is negative, and when traveling on a curve and the target speed is equal to or higher than the threshold speed, a value obtained by multiplying the speed deviation by a second deceleration coefficient is subtracted from the current speed. Set as the speed command,
The first deceleration coefficient and the second deceleration coefficient are predetermined values according to a steering operation amount, and the first deceleration coefficient is the second deceleration coefficient for the same steering operation amount. A control device for an electric vehicle, wherein the control device is set to a deceleration coefficient or less.

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