JPH07184304A - Running controller for electric automobile - Google Patents

Abstract

PURPOSE:To impart driving power to a vehicle even when an accelerating operation is not present by deciding presence of brake operation and rotating a motor through a first control means when the brake operation is not present. CONSTITUTION:An electric automobile 11, comprises four tires 12, a brake 13, a motor 14 for rotating the tires 12, and accelerator pedal 15 and an r.p.m. controller (ECU) 16. The ECU 16 receives signals from a brake SW 131, a drive/reverse SW 141 and an accelerator SW 151 and controls r.p.m. of the motor 14. When the brake SW 131 is turned OFF and the accelerator SW 151 is turned ON, a constant torque A2 is outputted as a torque command. When the brake SW 131 is turned OFF and the accelerator SW 151 is also turned OFF, a torque B2 is outputted as a torque command depending on the stepping amount of the accelerator pedal 15.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device for controlling a traveling amount by controlling a rotation amount of a motor of an electric vehicle.

[0002]

2. Description of the Related Art In an electric vehicle that obtains propulsive force by a motor, the accelerator opening is detected by an accelerator sensor, and when the accelerator is not depressed, that is, when the accelerator opening is 0%, the motor speed is 0. When the accelerator is depressed, the motor is rotated according to the amount of depression (accelerator opening).

By the way, in an engine vehicle, the engine is constantly rotating when the ignition key is on. Therefore, since the engine is rotating (idle rotation) even when the accelerator opening is 0, this idle rotation can be used for transmission to the vehicle drive system. More specifically, firstly, in an automatic transmission vehicle, a clip torque utilizing idle rotation of the engine is constantly transmitted to the vehicle drive system. Secondly, in a manual transmission vehicle, a half clutch can be used to appropriately transmit the idle rotation of the engine to the vehicle drive system.

[0004]

However, in the electric vehicle as described above, the rotation of the motor is set to 0 when the accelerator opening is 0 when the vehicle is stopped.
For example, when starting after stopping the vehicle on an uphill road,
There is a problem that the vehicle moves backward in the time between releasing the brake and stepping on the accelerator.

In the engine vehicle described above, it was possible to transmit drive torque utilizing idle rotation.
In an electric vehicle, the motor is rotated according to the accelerator opening degree, and when the accelerator opening degree is 0, the motor rotation speed is 0, so that the problem occurs as described above. Therefore, an object of the present invention is to provide a traveling control device for an electric vehicle that can start without moving backward in the direction opposite to the traveling direction of the vehicle when stopped on a slope.

[0006]

In order to achieve the above object, the present invention according to claim 1 is a drive control device for an electric vehicle driven by a motor, which comprises a brake for stopping the electric vehicle. The gist of the present invention is to include first determining means for determining whether or not the brake is operated, and first control means for rotating the motor when the determining means determines that the brake is not operated.

The present invention according to claim 2 provides the invention according to claim 1.
In the running control device for the electric vehicle described above, the first determining means is to determine whether or not the brake operation amount is present based on whether or not the brake pedal amount is a predetermined pedal amount or more. Further, the present invention according to claim 3 provides the invention according to claim 1.
Alternatively, in the traveling control device for the electric vehicle according to claim 2, the gist of the first control means is to rotate the motor at a predetermined rotation speed or more.

The present invention according to claim 4 provides the invention according to claim 1.
The traveling control device for an electric vehicle according to claim 3, wherein a traveling direction determining means for determining a traveling direction of the electric vehicle, and a rotation for controlling a rotation direction of the motor according to the direction determined by the traveling direction determining means. The gist is to provide a direction control means.

The present invention according to claim 5 provides the invention according to claim 1.
The electric vehicle traveling control device according to claim 4, wherein an accelerator for changing the rotation amount of the motor, a rotation amount of the motor by the accelerator, and a rotation amount of the motor by the first control means are compared, A second control means for rotating the motor by any one of the higher rotation amounts is provided.

According to a sixth aspect of the present invention, there is provided a travel control device for an electric vehicle driven by a motor, wherein an accelerator for changing a rotation amount of the motor and a presence / absence of operation of the accelerator are determined. The gist of the present invention is to include the second determination means and the third control means for rotating the motor when it is determined by the second determination means that there is no accelerator operation amount.

The present invention according to claim 7 provides the invention according to claim 6.
In the traveling control device for an electric vehicle described above, the gist is that the control circuit rotates the motor at a predetermined rotation amount. The present invention according to claim 8 is a travel control device for an electric vehicle driven by a motor, comprising a switch for enabling the electric vehicle to be in a travelable state and the motor when the switch is in the travelable state. The gist of the present invention is to include a first control unit for rotating the first control unit.

[0012]

According to the traveling control apparatus for an electric vehicle of the present invention having the above-mentioned structure, the first judging means judges whether or not the brake operation is performed, and when there is no brake operation, The first control means rotates the motor. Therefore, the driving force is applied to the vehicle even when the accelerator is not operated, so that the vehicle does not move backward even on an uphill road, for example.

According to the traveling control apparatus for an electric vehicle of the present invention as defined in claim 6, it is judged whether or not the accelerator is operated, and the motor is rotated even when there is no accelerator operation amount. , It does not move backward even when the brake is released on the uphill road. Further, according to the traveling control device for an electric vehicle of the present invention as set forth in claim 8, the motor is always rotated in the traveling enabled state, so that the motor is driven to rotate even on an uphill road, for example. It does not move backward because it is given torque.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a traveling control device for an electric vehicle of the present invention will be described below with reference to the drawings. [First Embodiment] FIG. 1 is a schematic configuration diagram of an electric vehicle to which the present invention is applied.

The electric vehicle 11 includes four tires 12,
Brake 13 and motor 14 for rotating tire 12
, An accelerator pedal 15, and a control device (ECU) 16 for controlling the rotation speed of the motor 14. The brake 13 is provided with a brake switch (hereinafter referred to as brake SW) 131 that is turned on by depressing a brake pedal that sends a negative pressure to the brake 13 to stop the vehicle.

Before the motor 14 determines the rotation direction,
A reverse switch (hereinafter referred to as forward / reverse SW) 141 is provided. The accelerator pedal 15 has an accelerator pedal switch (hereinafter referred to as an accelerator SW) 151 for determining whether or not a progress command is given according to the amount of depression.
Is provided. The accelerator SW 151 is turned off by depressing the accelerator pedal 15, and is in an on state when the accelerator pedal 15 is not depressed.

The ECU 16 uses the brake SW 131 described above.
Then, the rotation speed of the motor 14 is controlled by receiving the signals from the forward / reverse SW 141 and the accelerator SW 151. Next, the operation of the ECU 16 in the above configuration will be described based on FIG. As shown in FIG. 2, when the brake SW is on, the torque command value is 0 regardless of whether the accelerator SW is on or off.
And By setting the torque command value to 0, the motor 14 is not rotating when the vehicle is stopped. Therefore, at this time, no extra battery is used.

Further, when the brake SW is turned off, that is, when the brake 13 is not depressed, and
When the accelerator SW is in the ON state, that is, when the accelerator pedal 15 is not depressed, a constant torque A2 is output as a torque command value. This torque A2 is
The creep torque is such that the vehicle does not accelerate rapidly. Note that switching between positive torque and negative torque with respect to the traveling direction of the vehicle is performed by a mechanical traveling direction command switch 18.

When the brake SW is turned off and the accelerator SW is also turned off, torque B2 is output as a torque command value according to the amount of depression of the accelerator pedal 15. The above operation is shown in the flow chart of FIG. 10. To explain the operation again in detail, the control is started in step 100, and the brake SW is started in step 101.
To turn on or off. If the brake SW is determined to be on in step 101, the process proceeds to step 105, and if it is determined to be off, the process proceeds to step 102.

At step 102, it is judged whether the accelerator SW is on or off. In this step 102, accelerator S
If W is determined to be off, the process proceeds to step 104, and if it is determined to be on, the process proceeds to step 103. Step 103 shifts when the brake SW is off and the accelerator SW is on, so the creep torque A2 is output as described above.

Further, step 104 shifts when the brake SW is off and the accelerator SW is off, so that the torque B2 corresponding to the accelerator opening is output. Further, step 105 shifts when the brake SW is on, so the torque output is set to 0 regardless of whether the accelerator SW is on or off. Then, step 103 and step 1
After step 04 and step 105, the process moves to step 106 and ends, and control is restarted from step 100.

Either step 101 or step 102 may be judged first, and the order is not specified. With the configuration and operation described above, no torque is output when the brake 13 is depressed to stop the vehicle. Therefore, the motor 14 does not rotate and the extra battery is not consumed. Further, when the brake SW corresponding to starting the vehicle from the stopped state is off and the accelerator SW is on, the creep torque A2 is output although the accelerator 15 is not depressed. Therefore, for example, when the vehicle is stopped on an uphill road and next moved forward, the vehicle can move forward without moving backward.

Further, when the vehicle driver issues a command to move backward by the advancing direction command switch 18, the vehicle can move backward without moving forward even on a downhill. That is, it is possible to prevent the vehicle from moving backward in the opposite direction to the traveling direction on a slope. [Second Embodiment] A second embodiment will be described below with reference to FIG.

In this embodiment, a forward / reverse selector switch is used as the shift lever. That is, as shown in FIG. 4, when the traveling direction is the forward command, the positive torques A3 and B3 are output according to the same case as in the first embodiment. The positive torque A3 corresponds to A2 in the first embodiment, and the positive torque B3 corresponds to B2 in the first embodiment.

When the traveling direction is the backward command,
In that case, the negative torques C3 and D3 are output in the same manner as in the first embodiment. In addition, in the first embodiment, since the traveling direction was the forward traveling direction, the positive torque was output.
When moving backward, it outputs negative torque. The brake SW
And the accelerator SW are the same as in the first embodiment,
The negative torque C3 corresponds to A2, and the negative torque D3 corresponds to B2.

When the vehicle is in the neutral state, neither forward nor backward, the torque is set to 0 as the torque command value. In this embodiment as well, similar to the first embodiment, the brake S corresponding to when the vehicle is started from the stopped state
When W is off and accelerator SW is on, creep torques A3 and C3 are output even though accelerator 15 is not depressed. Therefore, for example, when the vehicle is stopped on an uphill road and then moves forward or backward, the vehicle can move forward or backward without going down to the lower side of the slope.

[Third Embodiment] A third embodiment will be described below with reference to FIGS. 4 and 11. The third embodiment is an example in which a clutch 17 is provided in a manual transmission vehicle as shown in FIG. 11, and when the clutch 17 is disengaged to switch gears or the vehicle is stopped, an ON signal is transmitted. A clutch SW is provided which outputs and outputs an off signal when the clutch 17 is connected. The other structure is similar to that of the first embodiment shown in FIG. 1, and the same structures are denoted by the same reference numerals and the description thereof is omitted.

The operation of the third embodiment will be described with reference to FIG. In the present embodiment, the brake SW is used to determine the stop of the vehicle in the second embodiment, whereas in the manual transmission vehicle, the clutch SW is used.
It is different in that it is judged by turning on and off. Other operations are the same as those in the second embodiment, the positive torque A4 corresponds to A3 in the second embodiment, B4 corresponds to B3, C4 corresponds to C3, and D4 corresponds to D3. .

In this way, the torque can be controlled by the output of the clutch SW as in the first and second embodiments. [Fourth Embodiment] Next, a fourth embodiment will be described with reference to FIG. The structure is substantially the same as that of the first embodiment shown in FIG. In the first embodiment, the accelerator SW is turned on.
Although the torque command value is controlled by the off output, in the present embodiment, it is configured by an accelerator sensor (not shown, provided in place of the accelerator SW) that outputs a linear voltage according to the opening degree of the accelerator 15. Different in points.

Next, the operation of the above configuration will be described. When the output of the accelerator sensor is less than the predetermined value V0, it is the same as when the accelerator SW of the first embodiment shown in FIG. 2 is in the ON state. When the output of is equal to or greater than the predetermined value V0, the torque command value according to the opening degree is output in the same manner as when the accelerator SW shown in FIG. 2 is in the off state. The accelerator sensor outputs a high voltage when the accelerator 15 is depressed and the opening is large, and outputs a small voltage when the opening is small.

The torque command value A5 corresponds to the torque command value A2 in the first embodiment, and similarly, the torque command value B5 corresponds to the torque command value B2. In this way, torque can be controlled by the accelerator sensor that outputs a linear voltage as in the first to third embodiments. [Fifth Embodiment] Next, a fifth embodiment will be described with reference to FIG.

The structure is substantially the same as that of the first embodiment shown in FIG. In the first embodiment, the torque command value is controlled by the ON / OFF output of the accelerator SW. However, in the present embodiment, the torque command value is controlled by an accelerator sensor that outputs a linear voltage according to the opening degree of the accelerator 15. The difference is that Further, it is different in that a brake sensor (not shown) that linearly outputs the depression amount of the brake 13 is used instead of the brake SW.

This brake sensor outputs a high voltage when the depression amount is large and a small voltage when the depression amount is small, depending on the depression amount of the brake 13. As shown in FIG. 6, when the output voltage of the brake sensor is equal to or higher than V1, the torque command value is 0, as in the case where the brake SW is in the ON state in the first embodiment shown in FIG.

On the other hand, when the output voltage of the brake sensor is less than V1, torque command values A6 and B6 are output according to the output voltage of the accelerator sensor in the fourth embodiment as in the case where the brake SW is in the off state. . The torque command value A6 corresponds to the torque command value A5 in the fourth embodiment, and the torque command value B6 similarly corresponds to the torque command value B5 in the fourth embodiment.

In this way, torque control can be performed by the accelerator sensor that outputs a linear voltage and the brake sensor that outputs a linear voltage as in the first to fourth embodiments. Further, in the present embodiment, a high voltage is output when the depression amount of the brake 13 is large, and a small voltage is output when the depression amount of the brake 13 is small. On the contrary, when the depression amount of the brake 13 is large, a small voltage is output. Alternatively, a large voltage may be output when the depression amount is small, and the torque command value based on the comparison result of the output voltage of the brake sensor and V1 may be reversed.

[Sixth Embodiment] Next, a sixth embodiment will be described with reference to FIG. The structure is substantially the same as that of the first embodiment shown in FIG. In the first embodiment, the torque command value is controlled by the ON / OFF output of the accelerator SW. However, in the present embodiment, the torque command value is controlled by an accelerator sensor that outputs a linear voltage according to the opening degree of the accelerator 15. There is. Further, it is different in that a brake pressure sensor (not shown) that linearly outputs the depression amount of the brake 13 is used instead of the brake SW.

This brake pressure sensor is used for the brake 13
Depending on the depression amount, a high pressure is output when the depression amount is large, and a small pressure is output when the depression amount is small. As shown in FIG. 6, when the output pressure of the brake pressure sensor is P0 or more, as in the first embodiment shown in FIG. 2, when the brake SW is in the ON state,
The torque command value is 0.

On the other hand, the output pressure of the brake pressure sensor is P
When it is less than 0, in the fourth embodiment, the brake S
Similar to when W is in the off state, torque command values A7 and B7 are output according to the output voltage of the accelerator sensor. The torque command value A7 corresponds to the torque command value A6 in the fifth embodiment, and the torque command value B7 similarly corresponds to the torque command value B6 in the fourth embodiment.

In this way, torque control can be performed by the accelerator sensor that outputs a linear voltage and the brake pressure sensor that outputs a linear pressure as in the first to fifth embodiments. [Seventh Embodiment] Next, a seventh embodiment will be described with reference to FIGS.
It will be described based on 2.

The structure is substantially the same as that of the first embodiment shown in FIG. In the first embodiment, the torque command value is controlled by the on / off output of the brake SW, but in the present embodiment, a slope start switch (hereinafter referred to as slope start SW) 19 is provided as shown in FIG. , Slope start S
The torque command value is controlled according to whether W is turned on or off.

The slope start SW is a switch provided in the driver's seat inside the vehicle and is operated by the vehicle occupant.
This slope start SW is operated and is in the ON state, and
Creep torque command value A when accelerator SW is on
8 is output. When the accelerator SW is off, the torque command value B8 is output according to the opening degree of the accelerator 15.

On the other hand, when the hill start SW is in the off state, the torque command value is set to 0 when the accelerator 15 is not operated and the accelerator SW is off, and when the accelerator 15 is operated and the accelerator SW is on, the torque command value is 0. The torque command value C8 is output according to the accelerator opening degree. By providing the slope start SW as described above, the vehicle occupant can start the slope start SW.
Since the creep torque A8 can be output when is operated to turn on, it is possible to apply torque in the traveling direction even on a slope and prevent backward movement in the opposite direction to the traveling direction.

Further, as shown by the chain double-dashed line in the time chart of FIG. 8A, when the accelerator SW is changed from the on state to the off state, the slope start SW may be automatically released. [Eighth Embodiment] Hereinafter, the eighth embodiment will be described with reference to FIGS.
It will be described based on 2.

The structure of this embodiment is substantially the same as that of the seventh embodiment shown in FIG. In this embodiment, a slope gradient sensor (not shown) is provided in place of the manual slope start SW of the seventh embodiment shown in FIG. The slope gradient sensor is attached to the vehicle and is a sensor that can detect the inclination (gradient) of the vehicle in the front-rear direction.

Next, the operation of this embodiment using the slope gradient sensor as described above will be described. When the brake SW is in the ON state, the torque command value is 0 as in the first embodiment. On the other hand, the brake SW is off,
When accelerator SW is in the off state, torque command value C9 is output according to the opening degree of accelerator 15.

When the brake SW is off and the accelerator SW is on, the torque command value is output according to the gradient detected by the slope gradient sensor. Figure 9
As shown in (b), when the slope detected by the slope gradient sensor is, for example, 0 to 10%, it is determined that there is almost no slope and the vehicle will not move backward in the traveling direction. The torque command value is set to 0.

The slope detected by the slope sensor is 1
When it is 0 to 20%, it is determined that there is an inclination, and the torque command value A9 that is the first creep torque is output. When the slope detected by the slope gradient sensor is 20% or more, it is determined that the slope is large, and the torque command value B9 that is the second creep torque that is larger than the first creep torque is output.

As described above, by controlling using the slope gradient sensor, the torque command value is output according to the gradient, so that the battery is not consumed more than necessary. In addition,
By setting the torque command value to 0 when 0 to 10% where it can be determined that there is almost no gradient, it is possible to further suppress battery consumption. In each of the above-described embodiments, the torque command value is set to 0 in order to set the output torque of the motor 14 to 0 during the vehicle stop period, and the battery consumption is suppressed. In order to prevent the backward movement in the reverse direction, a predetermined torque (creep torque) may be output when the accelerator opening is 0. In this way, by outputting the creep torque even when the accelerator opening is 0, the creep torque is transmitted when the depression of the brake is eliminated, and the vehicle can start in the traveling direction without moving backward.

Further, regardless of the amount of brake depression,
Even with the configuration in which the torque that is always greater than or equal to the predetermined value (creep torque) is output, the creep torque is transmitted when the brake pedal is released, and the vehicle can start in the traveling direction without moving backward. Also, the first
In the eighth embodiment, the torque command value is output. However, the present invention is not limited to this, and the motor rotation speed command value for controlling the rotation speed of the motor may be output. It may be configured to output the control command value.
At this time, a rotation speed detection sensor for measuring the rotation speed of the motor or a speed detection sensor for detecting the speed is required.

In each of the above-described embodiments, the torque command value is output. Therefore, when the slope of the slope becomes steep, the creep torque based on the constant torque command value may cause insufficient torque. Therefore, an embodiment in which a slope gradient sensor is provided as in the eighth embodiment shown in FIG. 9 has been proposed. However, according to the rotation speed command value or the speed control command value, the rotation speed or speed is controlled to be a predetermined value. Therefore, there is no backward movement in the traveling direction on the slope.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an electric vehicle to which the present invention is applied.

FIG. 2A is a time chart showing the first embodiment of the present invention. (B) is a torque command table in (a).

FIG. 3A is a time chart showing a second embodiment of the present invention. (B) is a torque command table in (a).

FIG. 4A is a time chart showing a third embodiment of the present invention. (B) is a torque command table in (a).

FIG. 5A is a time chart showing a fourth embodiment of the present invention. (B) is a torque command table in (a).

FIG. 6A is a time chart showing a fifth embodiment of the present invention. (B) is a torque command table in (a).

FIG. 7A is a time chart showing a sixth embodiment of the present invention. (B) is a torque command table in (a).

FIG. 8A is a time chart showing a seventh embodiment of the present invention. (B) is a torque command table in (a).

FIG. 9A is a time chart showing an eighth embodiment of the present invention. (B) is a torque command table in (a).

FIG. 10A is a flowchart in the first embodiment of the present invention.

FIG. 11 is a diagram showing a configuration of an electric vehicle according to a third embodiment.

FIG. 12 is a diagram showing a configuration of an electric vehicle according to a seventh embodiment.

[Explanation of symbols]

 11 Electric Vehicle 12 Tire 13 Brake 131 Brake Switch (First Judgment Means) 14 Motor 141 Forward / Reverse Switch 15 Accelerator 151 Accelerator Switch 16 ECU (First Control Means)

Claims (8)

[Claims] 1. A travel control device for an electric vehicle driven by a motor, comprising: a brake for stopping the electric vehicle; a first determining means for determining whether or not the brake is operated; A first control unit that rotates the motor when it is determined that there is no brake operation, and a travel control device for an electric vehicle. 2. The traveling control device for an electric vehicle according to claim 1, wherein the first determining means determines whether or not the brake operation amount is present based on whether or not the brake pedal amount is equal to or larger than a predetermined pedal amount. 3. The first control means rotates the motor at a predetermined rotation speed or more.
A traveling control device for an electric vehicle as described above. 4. A traveling direction determination means for determining a traveling direction of the electric vehicle, and a rotation direction control means for controlling a rotation direction of the motor according to the direction determined by the traveling direction determination means. The running control device for an electric vehicle according to any one of claims 1 to 3. 5. The accelerator for changing the rotation amount of the motor, the rotation amount of the motor by the accelerator, and the rotation amount of the motor by the first control means are compared, and the motor is controlled by the higher rotation amount. The drive control device for an electric vehicle according to any one of claims 1 to 4, further comprising: a second control unit that rotates. 6. A travel control device for an electric vehicle driven by a motor, comprising: an accelerator for changing a rotation amount of the motor; a second determining means for determining whether or not the accelerator is operated; And a third control unit that rotates the motor when it is determined by the determination unit that there is no accelerator operation amount. 7. The traveling control device for an electric vehicle according to claim 6, wherein the control circuit rotates the motor at a predetermined rotation amount. 8. A travel control device for an electric vehicle driven by a motor, comprising a switch for enabling the electric vehicle to travel, and a first control for rotating the motor when the switch is in the travel enabled state. A driving control device for an electric vehicle, comprising: