JPH01133501A - Electric motor car - Google Patents

Abstract

PURPOSE:To enable users to cope with the abnormal state of non-conduction with safety, by driving a wheel driving motor at a low speed, when the abnormal state is generated on the side of a speed variably-operating section. CONSTITUTION:After a main switch SW1 and a brake switch SW2 are made, and when an operating thumb is rotationally moved and a lead switch S0 is turned OFF, then a transistor T1 is turned conductive and current is conducted to a relay coil RM1. Then, current is conducted to an armature M2. In the meantime, from a comparator COP1, the driving signal of a duty determined by lead switches S1-S8 turned ON according to the operation of the operating thumb is fed to an exciting transistor T3. When the lead switch S0 is not turned ON even if the operating thumb is put at an OFF-position under running, then the state is turned into the same state as that set on the virtual lead switch S1, and driving signal at the lowest speed is fed to the transistor T3. As a result, a device can be moved to a repairing point.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Industrial Application Field The present invention allows a variable speed operation section to vary the voltage applied to a control section, and the control section controls the speed of a wheel drive motor in accordance with the applied voltage. Regarding electric vehicles, specifically, it is used for golf carts, electric wheelchairs, electric cars, etc.

(b) Conventional technology Technology prior to the present invention: Japanese Patent Application Laid-Open No. 58-127502
There are electric vehicles described in Japanese Patent Application Laid-Open No. 55-67602. In electric vehicles, there is an abnormality in which there is no conduction on the speed variable operation side of the control unit, that is, the electric wire from the speed change operation unit to the control unit is disconnected, and in the case of variable resistance, the variable resistance is disconnected.
When the switch is turned on and off, if the switch is stuck in the open position and cannot be opened, the braking device is activated to forcibly stop the electric vehicle.

As a result, in order to move the electric vehicle from the position where it stopped due to an abnormality, it was necessary to repair the abnormal part, or, if it could not be repaired on the spot, to call a vehicle to transport the failed electric vehicle. However, there were places where golf carts were not allowed, so they had to be transported manually. Furthermore, in the case of electric wheelchairs, the user's personal safety may be threatened because the vehicle in use cannot report the malfunction. Furthermore, electric vehicles cause traffic stagnation and can lead to accidents on expressways.

(c) Problems to be Solved by the Invention The present invention provides a method for safely removing electrical conduction when a non-conducting abnormality occurs on the speed variable operation section side from the control section of the electric vehicle shown in the prior art. The technical challenge is to improve the usability of an electric vehicle by allowing the user to respond to abnormalities.

(d) Means for solving the problem The present invention provides that when a non-conducting abnormality occurs on the speed variable operation section side from the control section, the applied voltage for driving the control section at a low speed is not applied to the control section. This problem is solved by driving the wheel drive motor at a low speed.

(e) Function The present invention is such that when a non-conducting abnormality occurs on the speed variable operation part side from the control part, that is, a wire breakage, a switch failure, etc., a low speed applied voltage is applied to the control part, and the electric vehicle The vehicle does not stop or run out of control at high speed, but continues to run at a safe speed.

(F) Embodiment The present invention will be explained using the illustrated golf cart 1 as a specific example.

1 is a circuit diagram of the golf cart 1, FIG. 2 is a perspective view of the golf cart 1, FIG. 3 is a sectional view of the operation box 2 of the golf cart 1, and FIG. 4 is a plan view of the operation box 2. Figures 5 to 8
The figure is a waveform diagram illustrating the control of the wheel drive motor M by the variable speed operation section 3.

The golf cart 1 has a main body frame 4 formed by combining and connecting pipe bodies, and a wheel drive motor M, a storage battery B, a control unit CT, etc. are attached to the lower part of the main body frame 4, and each part is closed to water by a main body cover 5. It is covered to prevent Control unit CT
is the circuit portion on the right side divided by the dotted chain line from the center in FIG.

A drive wheel 6 is pivotally supported at the rear lower part of the main body frame 4, and the drive wheel 6 is driven by a motor M. A steering wheel 7 is supported at the front lower part of the main body frame 4. A golf bag mounting part 8 is formed at the front lower part of the main body frame 4, and a golf bag support 9 is formed at the front upper part of the main body frame 4. ing. The rear upper part of the main body frame 4 is a handle 10, and the operation box body 2 is attached to the center of the handle 10. A brake lever 11 is formed on the handle 10. By pulling the brake lever 11 to the handle 10, the wire 12
A mechanical brake (not shown) is operated via the drive wheel 6 to prevent the drive wheel 6 from rotating. The brake switch SW2 is also operated in conjunction with the operation of the brake lever 11, and when the brake lever 11 is pulled toward the handlebar 10 to apply the brake, the brake switch SW2 is released. Inside the operation box body 2 is a circuit section on the left side of the center-dot chain line in FIG.

The operation box body 2 includes an upper wall 13 molded from synthetic resin, and a cylindrical portion 14 formed from sheet metal and whose upper opening can be closed by the wall 13.
It consists of. A hanging rib 15 is formed around the upper wall 13, and the hanging rib 15 covers the outer side of the upper edge of the cylindrical part 14, and the screw 16
The two are combined. At the center of the upper wall 13, a shaft support 19 is formed by cylindrical parts 17 and 18 that continuously protrude from the outer and inner surfaces of the upper wall 13. An operating shaft 20 is inserted through and supported by the shaft support 19 . A rotary operating knob 21 is fixed to the upper end of the operating shaft 20 that protrudes from the cylindrical portion 17, and an operating body 22 is fixed to the lower end that protrudes from the cylindrical portion 18. Upper wall 1
A circuit board 23 is mounted above the lower end of the cylindrical portion 18 on the inner surface of the cylindrical portion 3, that is, the lower end of the shaft support 19. Components other than the main switch SW+ and the brake switch SW2 on the speed variable operation section side RM shown in FIG. 1 are mounted and wired on the circuit board 23. The main switch SW+ is in the cylindrical part 1
4 so that its operating section is exposed. So,
S2.33.

S+, Ss, Ss, S7, and so are reed switches, which constitute a setting section for stopping and controlling the speed of the motor M, and are magnetic sensing elements that are turned on when a magnetic body approaches or separates. Reed switches So, S2...So are connected in series with resistors R1,
R2, R3, R41R5, Rs, and R7 are connected.

The operating body 22 is an operating plate 2 formed from one synthetic resin disc.
4, and a magnetic body 25 attached to the upper surface of the outer periphery of the operation plate 24. A plurality of recesses 27 are formed on the upper surface of the operation plate 24, into which engagement bodies 26 that hold the operation plate 24 in an appropriate rotational position are engaged. The engaging body 26 is biased by a spring 28 and is housed in a housing portion 29 of the upper wall 13. With this structure, nine recesses 27 can be formed. The holding position of the operation plate 24 by the engaging body 26 is such that the magnetic body 25 is the reed switch So, S2...S.
This is the position corresponding to the virtual switch S1 between the position corresponding to e and the reed switch S0 and 82. Further, a pointer portion 30 is formed on the low-click operation knob 21, and a display board 31 is attached to the upper surface of the upper wall 13, indicating each holding position of the operation plate 24 and indicating the set state by the pointer portion 30. . As shown in FIG. 4, the display board 31 is provided with displays indicating nine setting positions and text indicating the status of the motor M.

In the display plate 31, the cylindrical portion 17 has an insertion hole in the center, and the rotary operation knob 21 covers the cylindrical portion 17.

The golf cart 1 is used outdoors, and when it is used in the rain, the operation box body 2 gets wet with water, but the water falling on the upper wall 13 flows down without entering the sheath part 14 from the surroundings. Since the operation shaft 20 is supported by the cylinder part 17, water cannot rise up the cylinder part 17, and water is prevented from entering from the shaft support 19.

Water rises in the cylindrical part 17 due to the wind, and the operating shaft 20 and the shaft support 19
When water infiltrates into the sheath 14 through the gap between the sheath 14 and the sheath 14, the infiltrated water flows over the upper surface of the operating body 22 and flows downward.

As a result, the water that has entered the circuit board 23 located above the operating body 22 does not reach the circuit board 23, and electrical insulation can be maintained satisfactorily.

Note that no electrical parts are attached to the sheath section 14 located below the operating body 22, and the main switch SWI is naturally installed at the bottom of the box section 14, which is attached to the upper part of the whistle section 14, to prevent water that has entered the sheath section 14. A drainage hole is formed to drain water.

A lead wire 32 connecting the circuit board 23 to the control unit CT is wired inside the handle 10. Lead! 1132 is the first
In addition to the six wires crossed by the dash-dotted line in the diagram and the seven ground wires, there is one wire for the battery checker shown in FIG. 4, which is not shown in the circuit of FIG.

The electric circuit of the golf cart 1 includes a resistor, a capacitor, a diode, a transistor, a comparator, a relay, an EXCLUSIVE OR circuit, and a motor M, as shown in FIG.

The armature M2 of the motor M has current limiting resistors R21 and R2.
2 are connected in series, and the resistor R21 is short-circuited by the relay contact R32, which is turned on by the relay coil RM2 of the start-up compensation relay. A connection is made between the armature M2 and the storage battery B via a relay contact R3I which is cut by the relay fill RM+ of the main relay. A diode Da is connected in parallel to the shunt coil M1 of the motor M, and a current control transistor T3 is connected in series to the shunt coil M1. A diode D is connected to the base terminal of the transistor T3.
7. A parallel circuit of De and De is connected. Diode D8 is connected to the output of comparator COP+, and diode D8 is connected to the output of comparator COP+.
θ is connected to the output of comparator C0P2. Diode D7 is connected via diode Da to the collector terminal of transistor T2, which controls relay fill RM2. A resistor R+i is connected to the base terminal of the transistor T2,
A delay circuit consisting of R+s and a capacitor C2 is connected. The delay circuit is a photocoupler FS and a brake switch SW.
2 and the storage battery B via the main switch SWI. The relay coil RM+ of the main relay and the light emitting element of the photocoupler FS are connected in parallel and connected to the collector terminal of the stall control transistor T1. transistor T
Resistors Re, R++, Rυ and resistors R1...R7 of the speed variable operation section 3 are connected to the base terminal of the speed variable operating section 3. Resistance Re
and Rho are stabilizing resistor R8 and Zener diode ZD
+ to the storage battery B via the main switch SW1.

The connection between the resistors R8 and Rc is connected to the base terminal of the transistor T1 and also to the + input of the comparator COP+. The +input voltage (1) of the comparator COP+ is changed by the operation of the speed variable operation section 3. The + input of comparator C0P2 is connected between armature M2 and resistor R22, and resistor R2
2 voltage ■3 is input. Comparators C0PI and C0Pa
The output from the triangular wave generator A2 is connected to the resistor RI3.
The voltage is divided and applied at R+4. One input terminal v2 of the comparator COP+ is set to be larger than one input terminal v4 of the comparator C0P2.

Abnormality detection part A I4t 2 pieces (7) EXCLLISIV
An E OR circuit is formed with direct reading, the output terminal e of which is connected via a resistor R23 to the base terminal of a transistor T4 which controls the alarm generator SP. Input is resistor R24
, R25, R2e, R27, Rze, and R29, input terminal a is connected to brake switch SW.
2 to the control unit CT side, the input terminal d is connected between the relay coil RM+ and the transistor TI, and the input terminal d is connected to the movable contact of the relay contact R9+ when it disconnects from the armature M2. Connected.

Next, the operation of the motor M will be explained.

Switches SW+, SW2, relay contacts R3+, R8a, reed switch S0. S2...S
The state of e is the main switch S W + of the golf cart 1.
is turned off, the brake is applied and the wheels are fully fixed, and the speed variable operation section 3 is turned off. Therefore, the reed switch S0 is turned on, and the storage battery B is connected to the input terminal d of the abnormality detection section AI.

Next, main switch SW + and brake switch S
When W2 is turned on, the transistor T1 maintains non-conduction because the reed switch S0 is turned on, and both relay contacts R8+ and R9a maintain their current state.

When the rotary operation knob 21 is rotated by one scale, the magnetic body 25 becomes the reed switch S. The position of the virtual reed switch SL is shifted, and the reed switch S0 is set to OF.
It becomes F. Then, transistor T1 becomes conductive, relay coil RM+ is energized, and relay contact R8+ is connected to armature M.
I can connect to 2. At this time, the transistor T2 is non-conductive for the charging time of the capacitor C2, and then the relay fill RM
2 is energized to close relay contact R82. At this time, the input voltage Vl of the comparator COP+ is greater than the input terminal v2 as shown in FIG.
), and the motor M rotates at the lowest speed. However, until the transistor T2 becomes conductive, the motor M is started by the series circuit of resistors R21 and R22, and the starting torque becomes large, which means that the motor starts slowly and can be started reliably even on an uphill slope. . Furthermore, since the diode D7 remains at a high level until the transistor T2 becomes conductive, the duty of the transistor T3 becomes 100% regardless of the level of the diode DI+Ds.
With the brake applied and stopped, reed switch f82
. . . When Se is selected and the brake is released, the transistor T3 is always conductive at a duty of 100% until the transistor T2 is conductive, so that a start with good starting performance and no sudden start can be performed. By sequentially switching from reed switch S2 to S, the input voltage v
l becomes smaller, and the reed switch S2 shown in FIG.
In the N state, the 71 level time of the output of the diode p becomes a little shorter, and the transistor T3 has a duty of 8.
It becomes about 0%, and the motor M is operated at low speed. Also,
When the reed switch S@ is turned on, the diode D
As shown in FIG. 7, when the output is 0, the duty of the transistor T3 is about 20%, and the motor M is operated at the maximum speed. However, the faster the motor M rotates, the smaller the torque becomes.

Therefore, FIG. 8 shows the situation when traveling uphill at maximum speed. When going uphill, a large torque is required, but since the maximum speed has been set, the torque is small and the load on motor M decreases, causing the rotation speed to decrease.8 When the rotation speed decreases, the current in armature M2 decreases. becomes larger, comparator C
As the input voltage v3 of 0P2 increases, it overlaps with the one input terminal v4, an output is generated from the diode Do, the high level time becomes longer, and the duty of the transistor T3 becomes about 60%, so the transistor T3 becomes a diode. Controlled by Do, the rotational speed of the motor M changes to the lower speed side, increasing the torque and allowing smooth uphill travel.

While the golf cart 1 is in use, the rotary operation knob 21
The reed switch S can also be set to the 1 off position.

If there is a failure in which the transistor T1 does not turn on, or if the connection to the base terminal of the transistor T1 or the ground wire L2 is disconnected, the situation will be the same as setting the virtual reed switch S1, so the golf cart 1 will be at the lowest speed. You can continue running. As a result, there was a golf cart on the way.
You can move to a point where you can repair it, a safe place, or a point where you can request repair without abandoning it, and you can continue playing golf without abandoning it. To stop in this state, press brake lever 1.
This can be done by operating 1.

When the golf cart 1 is running, the abnormality detection unit A1 has the transistor T1 ON, so that the input terminals S and D are at a low level, and the input terminal a is at a high level, so the output terminal e is at a low level. The main switch SW becomes high level, the transistor T4 is OFF, and the generator SP does not sound.

Or, when the brake switch S W 2 is turned OFF, the input terminals a and b become low level, and the input terminal d becomes high level, so the output terminal e becomes high level.
Generator SP does not sound. When main switch SWI and brake switch SW2 are ON and reed switch S0 is ON, input terminals a, b, and d become high level, output terminal e becomes high level, and generator SP does not sound, therefore, the golf cart 1 is under normal condition when the generator SP
will not sound.

Furthermore, even if the relay contact R3+ is welded while connected to the armature M2, the speed variable operation section 3 will set the reed switch S0, that is, a state other than "off", and the main switch SWI and brake switch SW2 will also be operated. In a running state in which the engine is not operated, the generator SP does not sound because it operates in the same way as in a normal state.

Next, when relay contact R3+ is connected to armature M2 and welded, main switch SW+ is turned OFF.
Or operate the brake lever 11 and switch the brake switch SW.
When the reed switch S0 is turned OFF or the rotary operation knob 21 is operated to turn the reed switch S0 ON, the generator SP sounds. That is, when each of the above-mentioned operations is performed, the input changes at the input terminals a and b of the abnormality detection unit AI are unchanged from the normal state, and the main switch S W + or the brake switch S
When W2 is OFF, it becomes low level and the reed switch S
o (7) By being turned on and at high level, the intermediate output terminal C is always at low level. On the other hand, relay contact R
Since the input terminal d is always at a low level due to the welding of 3+, the output terminal e is at a low level, the transistor T4 is turned on, and the generator SP sounds.

If any or more of the above three operations is performed with the contacts welded, the shunt coil M1 is not energized because the transistor T3 is turned off, but the armature M2 and resistors R21 and R22 are energized. In this state, the motor M cannot run with zero torque and stops. If this state continues, the armature M2 and the resistors R21 and R22 will generate abnormal heat and there is a risk of fire. In particular, in the case of the golf cart 1, the resistor R21 that intervenes in order to obtain sufficient starting torque at startup and to start slowly without suddenly starting is a nichrome resistor due to ease of assembly, cost, and design considerations, so it is difficult to use. It will become red hot, and only when this situation occurs will the generator SP sound to notify you of an abnormality.

It should be noted that the above-mentioned structure shows a structure considered to be optimal for the present golf cart in carrying out the present invention, and the present invention is not limited to this structure and can be implemented with various modifications.

(g) Effects of the Invention The present invention is configured so that when a non-conducting abnormality occurs on the speed variable operation part side of the control part, the control part drives the wheel drive motor at a low speed, so that repairs can be made easily. Possible points,
It can move to a safe zone and perform its functions as an electric vehicle to the minimum extent necessary.

[Brief explanation of the drawing]

The figures show the present invention, and show the structure used in a golf cart, where Fig. 1 is an electric circuit diagram, Fig. 2 is a perspective view, Fig. 3 is a sectional view of the operation box, Fig. 4 is a plan view of the same, and Fig. 4 is a plan view of the same. 5 to 8 are waveform diagrams showing the operation. 1... Golf cart (electric vehicle), 2... Operation box body,
3...Speed variable operation section, CT...control section, RM...
・Speed variable operation unit side, M...Motor, A1...Abnormality detection unit, SP...Generation unit, SWI...Main switch, SW2...Brake switch.

Claims (1)

[Claims] 1. In a device in which the voltage applied to the control unit is changed by the speed variable operation unit, and the speed of the wheel drive motor is controlled by the control unit in accordance with the applied voltage, the speed variable operation unit side is controlled from the control unit. An electric vehicle in which the control unit drives the wheel drive motor at low speed when a non-conducting abnormality occurs.