JPH0731008A - Power supply controller for electric automobile - Google Patents

Abstract

PURPOSE:To allow final running over a total target running distance determined by the full charge capacity of battery regardless of the running conditions of electric vehicle. CONSTITUTION:The power supply controller for electric automobile comprises a first electric facility E1 essential to running and a second electric facility E2 not essential to running. A detector M1 detects the residual power of a battery B, a detector M2 detects the total distance being run actually by the electric automobile after the battery is fully charged, and a detector M3 operates a residual running distance (=a target running distance-the actual total running distance) A unit M4 estimates power consumed by a running motor DM and the first and second electric facilities before the automobile runs through the residual running distance. When the estimated power consumption is higher than the residual power, a unit M5 inhibits power supply to the second electric facility.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle having a traveling motor and various electric equipments, and more particularly to a power supply control device for the electric vehicle.

[0002]

2. Description of the Related Art As one of electric vehicles, for example, as disclosed in Japanese Patent Application Laid-Open No. 64-12802, a power supply battery, a traveling motor supplied with electric power from the battery, and a remaining amount of electric power of the battery. It has a power remaining amount drop detecting means for detecting that it has fallen to a predetermined allowable value, and a destination designating means for designating a destination of the vehicle, and designates a destination of the vehicle based on a signal from the power remaining amount drop detecting means. Electric vehicles are known in the prior art which are adapted to change to a destination indicated by means.

According to such an electric vehicle, when the remaining power level of the battery drops to a predetermined allowable value, the low power level detection means detects that and the destination of the vehicle is changed to the destination designated by the destination designating means. As a result, it is possible to reliably prevent the vehicle from being unable to run while the vehicle is running due to power consumption of the battery.

[0004]

However, in the conventional electric vehicle as described above, when the remaining power of the battery drops to a predetermined allowable value, the destination of the vehicle is designated regardless of the intention of the occupants of the vehicle. Since the destination is changed to the destination instructed by the means, there is a problem that the occupant may not be able to reach the desired destination.

In view of the above-mentioned problems in the conventional electric vehicle as described above, the present invention is the target total traveling distance which is always determined by the full charge of the battery regardless of the state of the vehicle traveling. Improved so that the occupant can accurately determine whether he can reach his desired destination from the difference between the target total mileage and the actual total mileage, that is, the remaining mileage. The purpose is to provide an electric vehicle that has been sold.

[0006]

According to the present invention, as described above, the above-mentioned object is achieved by a traveling motor D as shown in FIG.
M, a first electric equipment E1 that is essential for traveling, a second electric equipment E2 that is not essential for traveling, and a power supply battery B that supplies these to a power supply control device for an electric vehicle, A remaining power amount detecting means M1 for detecting the remaining power amount of the battery, and a running distance detecting means M2 for detecting an actual total running distance from the time when the battery is fully charged.
And a remaining mileage calculating means M3 for calculating a remaining mileage by subtracting the actual total mileage from a target total mileage determined by full charge of the battery, and while the electric vehicle travels the remaining mileage. Power consumption estimating means M4 for estimating the electric power consumed by the traveling motor, the first and second electric equipment, and when the estimated electric power consumption is higher than the remaining power level, the second power is supplied from the battery. And a power supply prohibiting means M5 for prohibiting supply of electric power to the electric equipment.

[0007]

According to the above-mentioned structure, the electric power remaining amount detecting means M
The remaining electric power of the battery is detected by 1, the actual total travel distance from the time when the battery is fully charged is detected by the travel distance detection means M2, and the target total travel determined by the full charge of the battery is detected by the remaining travel distance calculation means M3. The remaining total travel distance is calculated by subtracting the actual total travel distance from the distance. Then, the power consumption estimating means M4 estimates the power consumed by the drive motor and the first and second electrical equipment while the electric vehicle travels the remaining travel distance, and the estimated power consumption is higher than the remaining power level. At times, the power supply prohibiting means M5 prohibits the supply of power from the battery to the second electrical equipment.

Therefore, when the estimated power consumption is less than or equal to the remaining power level, the second electric equipment is maintained in a usable state by allowing the electric power to be supplied to the second electric equipment. When the consumed power is higher than the remaining power level, the power supply to the second electrical equipment is prohibited, which prevents the electricity from being consumed by these equipment. It is ensured that the distance is at least the target total mileage.

[0009]

[Supplementary explanation of means for solving the problem] The "first electrical equipment essential for traveling" in the present invention means, for example, a horn, a brake lamp, a turn signal, a headlight,
It means the electrical equipment necessary for the electric vehicle to safely drive regardless of day or night and weather such as side lights and wipers, and "second electrical equipment that is not essential for driving" means car audio, car It is necessary for comfortable running such as air conditioners and car TVs, but it is possible to run electric vehicles even without operating it.Electric equipment for comfortable running, electric power steering device, power window, driver like power seat It means electric equipment that can be driven by human power, which is necessary to reduce the burden on passengers and passengers.

[0010]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

FIG. 2 is a schematic configuration diagram showing one embodiment of a power supply control device according to the present invention applied to an electric vehicle equipped with an electric power steering device, and FIG. 3 is a traveling electronic system shown in FIG. It is a block diagram showing a control device.

In FIG. 2, reference numeral 10 denotes a traveling motor (DM).
The motor 10 rotationally drives the left and right drive wheels (not shown in FIG. 2) via the differential device 12 and the left and right axles 14 and 16. Motor 10
Is rotatably driven by a drive current supplied from the power source battery 18 through the drive circuit 22 of the traveling electronic control unit 20, and the drive current corresponds to the depression amount of the accelerator pedal not shown in FIG. The microcomputer 26 of the electronic control unit 20 is controlled based on the signal from the depression amount detection sensor 24 to be detected according to the depression amount of the accelerator pedal.

The electric vehicle of the illustrated embodiment has an electric power steering device 28, and the power steering device has an auxiliary steering motor (PM) 30. The motor 30 is rotationally driven by the drive current supplied from the battery 18 via the drive circuit 34 of the auxiliary steering electronic control unit 32, and the drive current is the electronic control unit 3.
The second microcomputer 36 controls at least according to the steering torque detected by the torque sensor 38. The rotation of the motor 30 is transmitted to a steering device (not shown) via the electromagnetic clutch 40, whereby auxiliary steering is performed.
The electromagnetic clutch 40 is switched between engagement and disengagement by a control signal from the control device 32, whereby the power steering device 28 can be switched to a manual steering device by disengaging the electromagnetic clutch as necessary.

In addition, in the illustrated embodiment, in addition to the above-described running motor 10 as an electric equipment essential for running, lighting devices such as a horn 42, headlights, brake lamps, side lights, and turn indicators. 44 and a wiper 46 are provided, and electric power for operating them is supplied from a battery 18 to corresponding electrical equipment via a corresponding switch not shown in the drawing in response to operation of the switch by an occupant. It is like this.

Further, in the illustrated embodiment, the above-described power steering device 2 is used as electrical equipment which is not essential for traveling.
In addition to 8, car air conditioner 48, car audio 50,
A power window 52 is provided and these electrical equipment are provided with power to operate them from the battery 18 via normally closed relays 54, 56, 58 and corresponding switches not shown in the figure. It is supplied according to the operation of the switch. The window glass can be opened and closed manually not by the power window 52.

As shown in detail in FIG. 3, the microcomputer 26 of the traveling electronic control unit 20 includes a central processing unit (CPU) 70 and a read only memory (RO).
M) 72 and random access memory (RAM) 74
, An input port device 76, and an output port device 78, which are connected to each other by a bidirectional common bus 80.

In the input port device 76, a signal indicating the depression amount of the accelerator pedal detected by the depression amount detecting sensor 24, a signal indicating the vehicle speed V detected by the vehicle speed sensor 82, and a remaining power detecting device 84 are detected. A signal indicating the remaining amount of electric power WH of the battery 18 and a signal indicating the actual total traveling distance Lr of the vehicle (the actual total traveling distance from the time when the battery is fully charged) detected by the traveling distance detection device 86 are input. It is like this. Input port device 7
6 appropriately processes the signal input to it, and ROM 72
The processed signal is output to the CPU and the RAM 74 in accordance with the instruction of the CPU 70 based on the control program stored in.

The ROM 72 stores a travel control program not shown in the figure, a power supply control program shown in FIG. 4, and a map corresponding to the graph shown in FIG. The CPU 70 is adapted to perform various calculations and signal processing based on the control program shown in FIG. The output port device 78 outputs a drive current to the traveling motor 10 according to the depression amount of the accelerator pedal according to an instruction of the CPU 70, and outputs a control signal for opening / closing them to the relays 54, 56, 58 as necessary, and When the supply of the drive current to the auxiliary steering motor 30 is stopped and a command signal for releasing the electromagnetic clutch 40 is output to the auxiliary steering electronic control unit 32, this is indicated when the remaining power of the battery 18 decreases. A command signal is output to the alarm lamp 88 to light it.

The microcomputer 36 of the auxiliary steering electronic control unit 32 has the same structure as the microcomputer 26 of the traveling electronic control unit 20 described above, but the structure and operation itself of the auxiliary steering electronic control unit are the same. Since they do not form the subject of the invention and are well known in the art, detailed description thereof will be omitted.

Next, the power supply control in the illustrated embodiment will be described with reference to the flow chart shown in FIG. The power supply control routine by the electronic control unit 20 is started by closing an ignition switch (not shown), and is executed by interruption every predetermined time.

First, in the first step 10, a signal indicating the vehicle speed V detected by the vehicle speed sensor 82, and the remaining amount of electric power W of the battery 18 detected by the electric power remaining amount detecting device 84.
The signal indicating H and the signal indicating the actual total traveling distance Lr of the vehicle detected by the traveling distance detecting device 86 are read, and in step 20, the target total traveling distance Lo (ROM 72 determined by full charge of the battery) is read. (Stored in), the remaining total travel distance L is calculated by subtracting the actual total travel distance Lr.

In step 30, the remaining running time t is calculated based on the remaining running distance L and the vehicle speed V according to the following equation 1, and in step 40, the remaining running time t is based on the vehicle speed V and corresponds to the graph shown in FIG. From this map, the coefficient Ko used in the calculations of the equations 2 to 5 described later is calculated.

## EQU1 ## t = L / V

In step 50, the running motor 1 is run during the remaining running time t of the vehicle according to the following equation 2.
0, horn 42, lighting device 44, wiper 46,
The electric power WHo consumed by the auxiliary steering motor 30, the car air conditioner 48, the car audio 50, and the power window 52 of the electric power steering device 28 is calculated, and the electric power remaining amount WH detected by the electric power remaining amount detecting device 84 is calculated. And whether the difference between the estimated power consumption WHO is positive is determined. When it is determined that WH-WHo> 0 is not satisfied, a control signal is output to the relay 58 in step 60 to prohibit the supply of power to the power window 52 and activate the alarm lamp 88. As a result, an alarm indicating that the power window cannot be used is issued, and when it is determined that WH-WHo> 0, the power window 52, car audio 50, car air conditioner 48, When the supply of electric power to the auxiliary steering motor 30 is prohibited, the prohibition is released and the operation of the alarm lamp 88 is stopped.

[Formula 2] Who = (Ko • Wo + K1 • W1 + K2 • W2 + K3 • W3 + K4 • W4 + K5 • W5 + K6 • W6 + K7 • W7 + K8 • W8) t

In the equation 2, Wo to W8 are the traveling motor 10, the horn 42, the lighting device 44, the wiper 46, the auxiliary steering motor 30, the car air conditioner 48, respectively.
Electric power consumed per unit time by the car audio 50 and the power window 52, and the coefficients K1 to K8 are coefficients (positive constants) corresponding to the usage frequency of the horn 42 and the like during traveling. These are the numbers 3 below.
The same applies to the expression (5).

In step 80, the power window 5 is applied during the remaining running time t of the vehicle according to the following equation 3.
The electric power WH1 consumed by electric equipment such as the traveling motor 10 other than 2 is calculated, and the electric power remaining amount detecting device 8
Residual power WH detected by 4 and estimated power consumption WH1
It is determined whether or not the difference between and is positive. WH-WH
When it is determined that 1> 0 is not satisfied, step 9
When the control signal is output to the relay 56 at 0, the supply of electric power to the car audio 50 is prohibited and the alarm lamp 88 is activated to give an alarm that the car audio cannot be used. WH-
When it is determined that WH1> 0, in step 100 the car audio 50, the car air conditioner 48,
When the supply of electric power to the auxiliary steering motor 30 is prohibited, the prohibition is released and the operation of the alarm lamp 88 is stopped.

[Formula 3] WH1 = (Ko · Wo + K1 · W1 + K2 · W2 + K3 · W3 + K4 · W4 + K5 · W5 + K6 · W6 + K7 · W7) t

In step 110, the electric power WH2 consumed by the electric equipment such as the running motor 10 other than the power window 52 and the car audio 50 is calculated while the vehicle runs for the remaining running time t according to the following equation 4. At the same time, it is determined whether or not the difference between the remaining power amount WH detected by the remaining power amount detection device 84 and the estimated power consumption WH2 is positive. When it is determined that WH-WH2> 0 is not satisfied, a control signal is output to the relay 54 in step 120 to prohibit the supply of electric power to the car air conditioner 48 and activate the alarm lamp 88. As a result, an alarm indicating that the car air conditioner cannot be used is issued, and when it is determined that WH-WH2> 0, the car air conditioner 48 is operated in step 130.
Alternatively, when the supply of electric power to the auxiliary steering motor 30 is prohibited, the prohibition is released and the operation of the alarm lamp 88 is stopped.

[Formula 4] WH2 = (Ko * Wo + K1 * W1 + K2 * W2 + K3 * W3 + K4 * W4 + K5 * W5 + K6 * W6) t

In step 140, the electric power consumed by the electric equipment such as the running motor 10 other than the power window 52, the car audio 50 and the car air conditioner 48 while the vehicle runs for the remaining running time t according to the following equation 5. W
While H3 is calculated, it is determined whether or not the difference between the remaining power amount WH detected by the remaining power amount detection device 84 and the estimated power consumption WH3 is positive. When it is determined that WH-WH3> 0 is not satisfied, in step 150, a control signal is output to the microcomputer 36 of the auxiliary steering electronic control unit 32 to supply power to the auxiliary steering motor 30. Is prohibited and the electromagnetic clutch 40 is released to switch the power steering device to the manual steering device, and the alarm lamp 88 is activated to give a warning that the power steering device cannot be used. WH
When it is determined that -WH3> 0, in step 160, if the supply of electric power to the auxiliary steering motor 30 is prohibited, the prohibition is released and the electromagnetic clutch 40 is engaged. As a result, the power steering device is switched to the operable state and the alarm lamp 8
The operation of 8 is stopped.

[Equation 5] WH3 = (Ko * Wo + K1 * W1 + K2 * W2 + K3 * W3 + K4 * W4 + K5 * W5) t

Thus, according to the illustrated embodiment, when the remaining power amount WH is larger than the estimated power consumption WHO, the determination in step 50 is YES, so that the power window 52 or the like is determined in step 70. Since the second electric equipment is maintained in a usable state, the driver and passengers can travel comfortably without being burdened with an extra burden.

On the other hand, when the remaining power amount WH becomes equal to or less than the estimated power consumption, step 50, 80, 110, or 140.
Since the determination of “NO” is made in step 60, 90, 120, or 150, the supply of electric power to the corresponding second electric equipment is prohibited, and the electric power consumption by these is ensured. As a result, the final actual total travel distance Lr becomes at least the target total travel distance Lo, so that the final total travel distance can always be achieved.

Further, according to the illustrated embodiment, the second electric equipment such as the power window 52 is provided with the priority order of prohibiting the supply of electric power in the order of the degree of the influence on the running, and each second electric equipment is given priority. Since the equipment is prohibited from supplying power step by step according to the priority order, compared to the case where the power supply to all the second electrical equipment is prohibited when the remaining power level WH becomes less than or equal to the estimated power consumption, It is possible to reduce the burden on the driver and the occupants when the remaining amount of battery power is low, and reduce the influence on comfortable driving.

Further, according to the illustrated embodiment, even when the supply of electric power to any of the second electric equipment is prohibited, the running state of the automobile is determined in steps 50, 80, 110 or 140. When it is determined that the actual power consumption is small and the remaining power amount WH is larger than the estimated power consumption, the power supply to the corresponding second electrical equipment is performed in step 70, 100, 130, or 160. Since the prohibition is released and those second electric equipments are switched to the usable state, once the electric power supply to the second electric equipment is prohibited, the driver or the It is possible to reduce the burden on the occupants and improve the comfort when traveling.

Although the present invention has been described in detail above with reference to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art that it is possible.

For example, in the above-mentioned embodiment, an example of a specific electric equipment is shown as the second electric equipment, but the second electric equipment is a combination of arbitrary electric equipment according to the electric vehicle. Further, the priority order of prohibiting the supply of electric power to the second electric equipment is not limited to the above-mentioned order, and may be arbitrarily set as necessary.

Further, in the above embodiment, the remaining mileage is not displayed, but the remaining mileage can be prepared and ensured without the driver subtracting the actual total mileage from the target total mileage. For example, step 20
The remaining traveling distance calculated in the above may be displayed on the display means provided in the vehicle compartment.

[0035]

As is apparent from the above description, according to the present invention, when the estimated power consumption is less than or equal to the remaining power level, the power supply to the second electrical equipment is allowed to However, when the estimated power consumption is higher than the remaining power level, the supply of power to the second electrical equipment is prohibited, and power is consumed by these equipment. This ensures that the final actual total mileage will reach the target total mileage determined by at least the full charge of the battery. It is possible to achieve the target total mileage, and the occupant can accurately determine whether he can reach the desired destination based on the remaining mileage, and also accurately determine whether or not to charge the battery. Rukoto can.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing a configuration of a power supply control device for an electric vehicle according to the present invention, corresponding to the claims.

FIG. 2 is a schematic configuration diagram showing one embodiment of a power supply control device according to the present invention applied to an electric vehicle equipped with an electric power steering device.

FIG. 3 is a block diagram showing the electronic control unit for traveling shown in FIG.

FIG. 4 is a flowchart showing a power supply control routine achieved by the electronic control device for traveling shown in FIGS. 2 and 3.

FIG. 5: Vehicle speed V detected by a vehicle speed sensor and coefficient Ko
7 is a graph showing the relationship between and.

[Explanation of symbols]

 10 ... Traveling motor 18 ... Power supply battery 20 ... Traveling electronic control device 28 ... Electric power steering device 30 ... Auxiliary steering motor 32 ... Auxiliary steering electronic control device 48 ... Car air conditioner 50 ... Car audio 52 ... Power window 82 ... Vehicle speed sensor 84 ... Electric power remaining amount detection device 86 ... Distance detection device 88 ... Warning lamp

Claims (1)

[Claims] 1. A power supply control for an electric vehicle having a motor for traveling, a first electric equipment required for traveling, a second electric equipment not required for traveling, and a power supply battery for supplying electric power to these. In the device, it is determined by a remaining power amount detecting means for detecting a remaining power amount of the battery, a traveling distance detecting means for detecting an actual total traveling distance from the time when the battery is fully charged, and a full charging of the battery. A remaining mileage calculation means for calculating a remaining mileage by subtracting the actual total mileage from a target total mileage, the running motor, the first and the second while the electric vehicle runs the remaining mileage. Power consumption estimating means for estimating the power consumed by the second electrical equipment, and when the estimated power consumption is higher than the remaining power level, the battery to the second electrical equipment Power supply control apparatus for an electric vehicle, characterized in that it comprises a power supply inhibiting means for inhibiting the supply of power.