JPH11205914A - Electric vehicle output controller - Google Patents

Electric vehicle output controller

Info

Publication number
JPH11205914A
JPH11205914A JP10004101A JP410198A JPH11205914A JP H11205914 A JPH11205914 A JP H11205914A JP 10004101 A JP10004101 A JP 10004101A JP 410198 A JP410198 A JP 410198A JP H11205914 A JPH11205914 A JP H11205914A
Authority
JP
Japan
Prior art keywords
current value
economy
vehicle
maximum allowable
mode
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10004101A
Other languages
Japanese (ja)
Inventor
Hiroaki Takechi
裕章 武智
Soichi Shiozawa
総一 塩澤
Mikio Saito
幹夫 斉藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP10004101A priority Critical patent/JPH11205914A/en
Publication of JPH11205914A publication Critical patent/JPH11205914A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle output controller by which an electric vehicle that has the small maximum output such as a motor scooter may not have difficulty in climbing on an up slope. SOLUTION: A controller is provided with a mode switch means 21 for selecting either a power mode which is a driving method that focuses on the driving performance or an economy mode which is a driving means that focuses on the economy, an up slope detecting means 23 which detects that a vehicle is running on an up slope, a maximum allowable current value limiting means for limiting the maximum allowable current value at the economy mode to an economy maximum allowable current value smaller than the maximum allowable current value at the power mode, and a CPU 20 which functions as a limited current value correcting means which corrects the economy maximum allowable current value to a larger one when it is detected that the vehicle is running on an up slope at the economy mode.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、電動スクータ等の
電動車両における出力制御装置に関し、特に運転モード
を切り替え可能とした場合の登坂走行性能の改善に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output control device for an electric vehicle such as an electric scooter or the like, and more particularly to an improvement in uphill traveling performance when an operation mode can be switched.

【０００２】[0002]

【従来の技術】近年、低公害，低騒音を図る観点から、
バッテリを電源とする電動モータにより車輪を駆動する
ようにした電動スクータ等の電動車両が注目されてい
る。この種の電動車両では、容量に限りのあるバッテリ
を使用しながら走行可能距離をできるだけ延ばすことが
でき、しかも必要な走行性能を確保できることが要請さ
れる。2. Description of the Related Art In recent years, from the viewpoint of low pollution and low noise,
BACKGROUND ART Electric vehicles such as electric scooters in which wheels are driven by an electric motor that uses a battery as a power source have attracted attention. In this type of electric vehicle, it is required that the travelable distance can be extended as much as possible while using a battery having a limited capacity, and that necessary traveling performance can be ensured.

【０００３】このような要請に応えることのできるもの
として、従来例えば、特開平６−１２１４０５号公報に
記載されているように、運転性能を重視したパワーモー
ドと経済性を重視したエコノミーモードとの何れかを運
転者の意図に応じて手動又は自動で切り替えることがで
きるようにした電気自動車がある。上記運転モードの自
動切替えは、アクセル踏み込み量，ブレーキ踏み込み量
等を検出することにより行われる。[0003] Conventionally, for example, as disclosed in Japanese Patent Application Laid-Open No. 6-121405, a power mode emphasizing driving performance and an economy mode emphasizing economic efficiency can meet such demands. There is an electric vehicle in which any one can be manually or automatically switched according to the driver's intention. The automatic switching of the operation mode is performed by detecting an accelerator depression amount, a brake depression amount, and the like.

【０００４】[0004]

【発明が解決しようとする課題】上記公報が対象とする
電気自動車の場合、通常走行においては１／２以下のア
クセル開度で運転され、アクセル全開走行といったこと
はあまりないので、上記アクセル踏み込み量等によるモ
ード自動切替えが可能である。しかし電動スクータのよ
うに最大出力が小さく、アクセル全開走行が頻繁に行わ
れるような場合には、エコノミーモードが選択されてい
る状態で登坂走行になると、出力が不足し登坂走行に支
障が生じるといった問題が懸念される。In the case of an electric vehicle to which the above-mentioned publication is applied, the vehicle is driven at an accelerator opening of １ ／ or less during normal driving, and the accelerator is not fully opened. It is possible to automatically switch the mode by using the above method. However, when the maximum output is small like an electric scooter and the accelerator is fully opened, frequent running uphill with the economy mode selected will result in insufficient output and hindrance to uphill running. Problems are a concern.

【０００５】本発明は、上記従来装置の問題点に鑑みて
なされたもので、電動スクータのように最大出力が小さ
い電動車両であっても登坂走行に支障を来すことのない
電動車両の出力制御装置を提供することを課題としてい
る。SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the conventional apparatus, and is intended to reduce the output of an electric vehicle, such as an electric scooter, which does not hinder uphill traveling even if the electric vehicle has a small maximum output. It is an object to provide a control device.

【０００６】[0006]

【課題を解決するための手段】請求項１の発明は、運転
性能を重視した駆動方法であるパワーモードと経済性を
重視した駆動方法であるエコノミーモードとの何れかを
選択するモード切替え手段と、登坂中であることを検出
する登坂検出手段と、上記エコノミーモードの選択時の
最大許容電流値をパワーモードの選択時の最大許容電流
値より小さいエコノミ最大許容電流値に制限する最大許
容電流値制限手段と、上記エコノミーモードが選択され
ている時に登坂中であることが検出された場合には、上
記エコノミ最大許容電流値を大側に補正する制限電流値
補正手段とを備えたことを特徴としている。According to the first aspect of the present invention, there is provided a mode switching means for selecting any one of a power mode which is a driving method emphasizing driving performance and an economy mode which is a driving method emphasizing economy. A hill-climbing detecting means for detecting that the vehicle is climbing a hill, and a maximum allowable current value for limiting the maximum allowable current value when the economy mode is selected to an economy maximum allowable current value smaller than the maximum allowable current value when the power mode is selected. Limiting means; and limiting current value correcting means for correcting the economy maximum allowable current value to a larger value when it is detected that the vehicle is climbing a slope when the economy mode is selected. And

【０００７】ここで本発明において、上記エコノミ最大
許容電流値を大側に補正するとは、最大許容電流値をパ
ワーモード選択時の最大許容電流値に補正する場合、及
びこれより大きい値又は小さい値に補正する場合を含
む。In the present invention, the term "correcting the economy maximum allowable current value to the larger side" means that the maximum allowable current value is corrected to the maximum allowable current value when the power mode is selected, or a value larger or smaller than this value. To include

【０００８】請求項２の発明は、請求項１において、上
記登坂検出手段が、路面の傾斜角度を検出する傾斜計に
より構成されていることを特徴とし、請求項３の発明
は、上記登坂検出手段が、電動モータに流れているモー
タ電流値と車速とに基づいて登坂中であることを検出す
るよう構成されていることを特徴としている。A second aspect of the present invention is characterized in that, in the first aspect, the uphill detecting means is constituted by an inclinometer for detecting an angle of inclination of a road surface. It is characterized in that the means is configured to detect that the vehicle is climbing a slope based on the motor current value flowing through the electric motor and the vehicle speed.

【０００９】[0009]

【発明の作用効果】請求項１の発明によれば、エコノミ
ーモードが選択された場合には最大許容電流値がパワー
モード選択時より小側に制限されるので、経済性重視の
走行が行われ、走行可能距離を延長できる。一方、エコ
ノミーモード選択時であっても登坂中であることが検出
された場合には、上記エコノミ最大許容電流値が例えば
パワーモード選択時の最大許容電流値に補正されるの
で、登坂時には最大出力の発生が可能となり、登坂走行
に支障が生じることはない。According to the first aspect of the present invention, when the economy mode is selected, the maximum allowable current value is limited to a smaller value than when the power mode is selected, so that the economy-oriented traveling is performed. , Can extend the mileage. On the other hand, if it is detected that the vehicle is going uphill even when the economy mode is selected, the economy maximum allowable current value is corrected to, for example, the maximum allowable current value when the power mode is selected. Is possible, and there is no problem in running uphill.

【００１０】また請求項２の発明によれば、路面の傾斜
角度を検出し、該傾斜角度に基づいて登坂中か否かの判
断が行われるので、登坂中の検出が確実であり、登坂走
行での支障をより確実に防止できる。According to the second aspect of the present invention, the inclination angle of the road surface is detected, and whether or not the vehicle is climbing a slope is determined based on the inclination angle. Can be prevented more reliably.

【００１１】請求項３の発明によれば、モータ電流値と
車速に基づいて登坂中か否かの判断を行うようにしたの
で、傾斜計が不要であり、コスト上昇を抑制できる。According to the third aspect of the present invention, it is determined whether or not the vehicle is climbing a slope based on the motor current value and the vehicle speed. Therefore, an inclinometer is not required, and an increase in cost can be suppressed.

【００１２】[0012]

【発明の実施の形態】以下、本発明の実施の形態を添付
図面に基づいて説明する。図１〜図４は本発明の第１実
施形態による電動スクータの出力制御装置を説明するた
めの図であり、図１は該電動スクータの側面図、図２は
上記出力制御装置のブロック構成図、図３，図４は動作
を説明するためのフローチャートである。Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 4 are views for explaining an output control device of an electric scooter according to a first embodiment of the present invention. FIG. 1 is a side view of the electric scooter, and FIG. 2 is a block diagram of the output control device. 3 and 4 are flowcharts for explaining the operation.

【００１３】図１において、１は本実施形態出力制御装
置を備えた電動スクータであり、該スクータ１の車体フ
レーム２は、ヘッドパイプ２ａに接続された１本のメイ
ンパイプ２ｂの下端に左，右一対のサイドパイプ２ｃ，
２ｃを接続し、該左，右一対のサイドパイプ２ｃ，２ｃ
を左右に拡開させるとともにその下端部を後方に屈曲さ
せ低床の足載部２ｄを形成するように後方に延長し、さ
らに後方斜め上方に延長した構造となっている。In FIG. 1, reference numeral 1 denotes an electric scooter provided with an output control device according to the present embodiment, and a body frame 2 of the scooter 1 has a left end, a lower end of one main pipe 2b connected to a head pipe 2a. Right pair of side pipes 2c,
2c, and a pair of left and right side pipes 2c, 2c
Are extended right and left, and the lower end is bent rearward to extend rearward so as to form a low-floor footrest 2d, and further obliquely upward and rearward.

【００１４】また上記車体フレーム２のヘッドパイプ２
ａにより左右に操向自在に支持されたフロントフォーク
３の下端には前輪４が軸支され、上端には操向ハンドル
５が固定されている。また上記車体フレーム２の後方延
長部２ｅには懸架ブラケット２ｇを介してパワーユニッ
ト６が上下揺動可能に支持されている。このパワーユニ
ット６は、車幅方向に延びるように配置された電動モー
タ７と、該電動モータ７の左端部から後方に延び、モー
タ回転を後輪８に伝達する伝動機構を内蔵する伝動ケー
ス９とを一体的に結合してなるユニットスイング式のも
のである。The head pipe 2 of the vehicle body frame 2
A front wheel 4 is pivotally supported at the lower end of a front fork 3 supported to be steerable left and right by a, and a steering handle 5 is fixed to the upper end. A power unit 6 is supported on the rear extension 2e of the vehicle body frame 2 via a suspension bracket 2g so as to be vertically swingable. The power unit 6 includes an electric motor 7 disposed to extend in the vehicle width direction, a transmission case 9 extending rearward from a left end of the electric motor 7 and incorporating a transmission mechanism for transmitting motor rotation to the rear wheel 8. Is a unit swing type united integrally.

【００１５】そして上記車体フレーム２の足載部２ｄに
は支持ブラケット２ｆが吊設されており、該支持ブラケ
ット２ｆの横辺部上にバッテリ１０が搭載されている。
このバッテリ１０は多数の単電池１１を直列接続すると
ともにバッテリケース１２内に収容配置してなるもので
ある。A support bracket 2f is suspended from the footrest 2d of the body frame 2, and a battery 10 is mounted on a lateral side of the support bracket 2f.
The battery 10 has a large number of unit cells 11 connected in series and accommodated in a battery case 12.

【００１６】また上記バッテリケース１２の後側には冷
却用ファン１３が配設されており、該冷却用ファン１３
の上側には充電器１４が配設され、さらに該充電器１４
の上側には、上記電動モータ７の出力制御を行うモータ
コントローラ１５が配設されている。なお上記充電器１
４は、該充電器１４による充電の開始，中断，終了及び
充電電流値の制御、さらにリフレッシュ放電の実行を制
御するバッテリマネジメントコントローラを内蔵してい
る。A cooling fan 13 is provided on the rear side of the battery case 12.
A charger 14 is disposed on the upper side of the
A motor controller 15 for controlling the output of the electric motor 7 is disposed above the motor controller 7. The above charger 1
A battery management controller 4 controls the start, interruption, and termination of charging by the charger 14 and controls the charging current value, and further controls the execution of refresh discharge.

【００１７】図２に示すように、上記モータコントロー
ラ１５のＣＰＵ２０には、運転者の意志により、走行性
能重視のパワーモードと経済性重視のエコノミーモード
との何れを選択するモード切替えスイッチ２１、アクセ
ル操作量（アクセル開度）を検出するアクセルポテンシ
ョ２２、路面の傾斜角度を検出する傾斜計２３、電動モ
ータ７に供給されるモータ電流値を検出する電流計２
５、及び電動モータ７の回転数を検出するエンコーダ２
６のそれぞれの検出信号がインターフェース回路２４を
介して入力される。As shown in FIG. 2, the CPU 20 of the motor controller 15 has a mode changeover switch 21 for selecting either a power mode emphasizing traveling performance or an economy mode emphasizing economy, according to the driver's intention. An accelerator potentiometer 22 for detecting an operation amount (accelerator opening), an inclinometer 23 for detecting a road surface inclination angle, and an ammeter 2 for detecting a motor current value supplied to the electric motor 7.
5 and an encoder 2 for detecting the number of revolutions of the electric motor 7
6 are input via the interface circuit 24.

【００１８】そして上記ＣＰＵ２０は、上記アクセルポ
テンショ２２の検出したアクセル開度に応じたモータ電
流指令値を求めるとともに、該モータ電流指令値と上記
電流計２５で検出されたモータ電流値と比較し、例えば
その差分に比例するように制御値を求めるＰＩＤ制御に
より出力値を決定し、該出力値に応じたパルス幅をドラ
イブ回路２７に出力する。The CPU 20 determines a motor current command value corresponding to the accelerator opening detected by the accelerator potentiometer 22 and compares the motor current command value with the motor current value detected by the ammeter 25. For example, an output value is determined by PID control for obtaining a control value in proportion to the difference, and a pulse width corresponding to the output value is output to the drive circuit 27.

【００１９】上記ドライブ回路２７は、入力されたパル
ス幅に応じて電動モータ７に通電するためのＦＥＴ等の
パワースイッチング素子を駆動し、これにより電動モー
タ７が回転し、駆動力を発生する。なお、上記ＣＰＵ２
０はエンコーダ２６で検出された駆動モータ７の回転数
と固定情報として記憶している減速比等から車速を求め
る。The drive circuit 27 drives a power switching element such as an FET for energizing the electric motor 7 in accordance with the input pulse width, whereby the electric motor 7 rotates to generate a driving force. Note that the CPU 2
A value of 0 determines the vehicle speed from the rotational speed of the drive motor 7 detected by the encoder 26 and the reduction ratio or the like stored as fixed information.

【００２０】ここで上記ＣＰＵ２０は、上記モード切替
えスイッチ２１によりパワーモードが選択されている場
合には、所定の最大許容電流値の範囲内で、上記アクセ
ルポテンショ２２で検出されたアクセル開度をそのまま
上記モータ電流指令値として採用する一方、エコノミー
モードが選択されている場合には、モータ電流指令値
を、上記パワーモード選択時の最大許容電流値より小さ
いエコノミ最大許容電流値以下に制限する最大許容電流
値制限手段として機能する。Here, when the power mode is selected by the mode changeover switch 21, the CPU 20 keeps the accelerator opening detected by the accelerator potentiometer 22 as it is within a predetermined maximum allowable current value. When the economy mode is selected while adopting the motor current command value, the motor current command value is limited to an economy maximum allowable current value smaller than the maximum allowable current value when the power mode is selected. Functions as current value limiting means.

【００２１】また上記ＣＰＵ２０は、上記傾斜計２３に
より検出された路面の傾斜角度が所定値以上の場合には
登坂中であると判断する登坂検出手段として機能し、ま
た登坂中と判断した場合には上記エコノミ最大許容電流
値を大側に補正する制限電流値補正手段としても機能す
る。具体的には上記モータ電流指令値の制限を解除し、
上記パワーモードと同じ最大許容電流値の範囲内でモー
タ電流指令値を制御する。そしてこのエコノミーモード
において路面の傾斜角度が上記所定値未満となった場合
には、再び最大許容電流値を上記エコノミ最大許容電流
値に制限する。The CPU 20 functions as an uphill detecting means for judging that the vehicle is going uphill when the inclination angle of the road surface detected by the inclinometer 23 is equal to or larger than a predetermined value. Also functions as limiting current value correction means for correcting the economy maximum allowable current value to a larger value. Specifically, the restriction on the motor current command value is released,
The motor current command value is controlled within the same maximum allowable current value range as in the power mode. When the inclination angle of the road surface becomes smaller than the predetermined value in the economy mode, the maximum allowable current value is again limited to the economy maximum allowable current value.

【００２２】次に出力制御動作を図３，図４のフローチ
ャートに沿って説明する。走行制御が開始されると、ア
クセルポテンショ２２の検出値が読み込まれ（ステップ
Ｓ１）、該ポテンショ値に所定の比例係数を乗算してモ
ータ電流指令値が求められる（ステップＳ２）。この場
合に、上記モード切替えスイッチ２１により通常モード
（パワーモード）が選択されている場合には、上記求め
られたモータ電流指令値と電流計２５で検出されたモー
タ電流値とに基づいて電流フィードバック制御により、
デューティ比が計算され（ステップＳ３〜５）、この計
算結果に基づいて上記電動モータ７に供給される電流値
が制御される。Next, the output control operation will be described with reference to the flowcharts of FIGS. When the running control is started, the detected value of the accelerator potentiometer 22 is read (step S1), and the potentiometer value is multiplied by a predetermined proportional coefficient to obtain a motor current command value (step S2). In this case, when the normal mode (power mode) is selected by the mode changeover switch 21, the current feedback is performed based on the obtained motor current command value and the motor current value detected by the ammeter 25. By control
A duty ratio is calculated (steps S3 to S5), and a current value supplied to the electric motor 7 is controlled based on the calculation result.

【００２３】上記ステップＳ３において、エコノミーモ
ードが選択されている場合には、上記モータ電流指令値
に後述するエコノミーモード処理が施され（ステップＳ
６）、該処理後のモータ電流指令値に基づいて上記フィ
ードバック制御が行われる。When the economy mode is selected in step S3, the motor current command value is subjected to economy mode processing (to be described later) (step S3).
6) The feedback control is performed based on the motor current command value after the processing.

【００２４】上記エコノミーモード処理では、図４に示
すように、まず登坂中であるか否か、つまり傾斜計２３
により検出された路面の傾斜角度が所定値より大きいか
否かが判断され（ステップＳ１１）、検出傾斜角度が所
定値より小さい場合、つまり登坂中以外の場合には、モ
ータ電流指令値と、パワーモード時の最大許容電流値よ
り小さい値に予め設定された最大設定値（エコノミ最大
許容電流値）とが比較され（ステップＳ１２）、モータ
電流指令値が最大設定値以下である場合にはモータ電流
指令値をそのまま用いて上記ステップＳ４のフィードバ
ック制御が行われる。一方、上記モータ電流指令値が最
大設定値より大きい場合には、該モータ電流指令値は最
大設定値に制限され（ステップＳ１３）、ステップＳ４
に移行する。In the economy mode process, first, as shown in FIG.
It is determined whether or not the inclination angle of the road surface detected by the above is greater than a predetermined value (step S11). If the detected inclination angle is smaller than the predetermined value, that is, if the vehicle is not climbing a slope, the motor current command value and the power A preset maximum set value (economic maximum allowable current value) is compared with a value smaller than the maximum allowable current value in the mode (step S12). If the motor current command value is equal to or less than the maximum set value, the motor current is reduced. The feedback control in step S4 is performed using the command value as it is. On the other hand, if the motor current command value is larger than the maximum set value, the motor current command value is limited to the maximum set value (step S13), and step S4
Move to

【００２５】そして上記ステップＳ１１において登坂中
である場合には、上記モータ電流指令値に何ら処理を施
すことなく、つまり上記パワーモードの場合と同様に上
記演算されたままのモータ電流指令値でステップＳ４の
フィードバック制御が行われる。If it is determined in step S11 that the vehicle is climbing a hill, no processing is performed on the motor current command value, that is, the motor current command value remains the same as in the power mode. The feedback control of S4 is performed.

【００２６】このように、本実施形態装置では、モータ
電流指令値を最大設定値（エコノミ最大許容電流値）に
制限する経済性重視のエコノミーモードと、この制限を
行わない走行性能重視のパワーモードとを選択可能とし
たので、走行可能距離を延ばすかあるいは加速性等の走
行性能を重視するか等のユーザの希望するモードの走行
が可能である。As described above, according to the present embodiment, the economy mode in which the motor current command value is limited to the maximum set value (the economy maximum allowable current value) and the power mode in which the driving performance is emphasized without this limitation. Since it is possible to select the mode, it is possible to run in a mode desired by the user, for example, whether to increase the running distance or to emphasize running performance such as acceleration.

【００２７】そしてエコノミーモードを選択している場
合であっても、登坂走行においては、上記モータ電流指
令値を制限することなくフィードバック制御を行うよう
にしたので、登坂走行についてはパワーモードと同様と
なり、登坂走行に支障が生じることはない。Even when the economy mode is selected, the feedback control is performed without restricting the motor current command value during the uphill running, so that the uphill running is the same as the power mode. There is no problem in running uphill.

【００２８】図５〜図７は本発明の第２実施形態を示
す。上記第１実施形態では、傾斜計により検出した路面
の傾斜角度に基づいて登坂中か否かの判断を行うように
したが、本第２実施形態は傾斜計を用いることなく登坂
中か否かの判断を行うようにした例である。FIGS. 5 to 7 show a second embodiment of the present invention. In the first embodiment, whether or not the vehicle is going uphill is determined based on the inclination angle of the road surface detected by the inclinometer. In the second embodiment, whether or not the vehicle is uphill without using the inclinometer is used. This is an example in which the determination is made.

【００２９】登坂中か否かの判断フローを示す図５にお
いて、上記アクセルポテンショ２２で検出されたスロッ
トル開度からモータ駆動力（モータ電流値）が、また上
記エンコーダ２６で検出されたモータ回転数から車速が
それぞれ求められ（ステップＳ２１）、該求められたモ
ータ駆動力と車速とから、図６の車速−駆動力特性曲線
上における現在の走行状態を示すポイントＡが求めら
れ、該ポイントＡの位置と走行抵抗との関係から登坂中
か否かが判断される（ステップＳ２２，２３）。In FIG. 5 showing a flow of judging whether or not the vehicle is climbing a hill, the motor driving force (motor current value) is calculated from the throttle opening detected by the accelerator potentiometer 22 and the motor rotation speed detected by the encoder 26. Are obtained (step S21). From the obtained motor driving force and the vehicle speed, a point A indicating the current running state on the vehicle speed-driving force characteristic curve in FIG. It is determined from the relationship between the position and the running resistance whether the vehicle is climbing a hill (steps S22 and S23).

【００３０】図６，図７において、駆動力曲線Ｃ100 は
アクセル開度が全開、つまり最大電流が電動モータ７に
供給されている場合の車速−駆動力特性を示し、駆動力
曲線Ｃ70, Ｃ50, Ｃ30はそれぞれアクセル開度、つまり
モータ電流値が７０，５０，３０％の場合の車速−駆動
力特性を示す。また傾斜度曲線Ｄｏは平坦路における車
速−走行抵抗特性を示し、傾斜度曲線Ｄ3,Ｄ5,Ｄ10, Ｄ
15はそれぞれ路面の傾斜角度が３，５，１０，１５度の
場合の車速−走行抵抗特性を示し、これらの特性は予め
実験等で求められたものであり、上記コントローラ１５
に内蔵されている。6 and 7, the driving force curve C100 shows the vehicle speed-driving force characteristic when the accelerator opening is fully opened, that is, when the maximum current is supplied to the electric motor 7, and the driving force curves C70, C50, C30 indicates the vehicle speed-driving force characteristics when the accelerator opening degree, that is, the motor current value is 70, 50, and 30%, respectively. The slope curve Do indicates the vehicle speed-running resistance characteristics on a flat road, and the slope curves D3, D5, D10, D
Numeral 15 indicates vehicle speed-running resistance characteristics when the road surface inclination angles are 3, 5, 10, and 15 degrees, respectively. These characteristics are obtained in advance by experiments or the like.
It is built in.

【００３１】アクセル開度を全開とした場合、車速は例
えば平坦路ではｖmax となり、傾斜角度が１５°の登坂
路ではｖmin となる。またアクセル開度を例えば３０％
とした場合において車速がＶ30である場合には、Ｃ30ラ
インとＶ30ラインとの交点Ａの座標から現在走行中の路
面の傾斜角度は３°であることが判る。ＣＰＵ２０は求
められた路面の傾斜角度が所定値（例えば５°）以上の
場合には登坂中であると判断する。When the accelerator pedal is fully opened, the vehicle speed is, for example, vmax on a flat road, and vmin on an uphill road with a 15 ° inclination angle. In addition, the accelerator opening is, for example, 30%.
In the case where the vehicle speed is V30, the coordinates of the intersection A between the C30 line and the V30 line indicate that the inclination angle of the road surface on which the vehicle is currently running is 3 °. When the obtained inclination angle of the road surface is equal to or larger than a predetermined value (for example, 5 °), the CPU 20 determines that the vehicle is climbing a slope.

【００３２】上記スロットル開度と車速との関係から登
坂走行中であると判断された場合には、上記第１実施形
態と同様に、エコノミーモードを選択している場合であ
っても、上記モータ電流指令値を制限することなくスロ
ットル開度に応じた電流指令値をそのまま使用してフィ
ードバック制御が行われる。If it is determined from the relationship between the throttle opening and the vehicle speed that the vehicle is traveling on an uphill road, as in the first embodiment, even if the economy mode is selected, the motor is stopped. The feedback control is performed using the current command value corresponding to the throttle opening without limiting the current command value.

【００３３】また、上記ＣＰＵ２０は現在の走行状態を
示すポイントＡが、図７に斜線で示した領域、つまり平
坦路の車速−走行抵抗特性線Ｄ0 より下側に位置してい
る場合には降坂中であると判断する。この判断により回
生制動力の値を変化させることも可能である。The CPU 20 determines that the point A, which indicates the current running state, is located below the hatched area in FIG. 7, that is, below the vehicle speed-running resistance characteristic line D0 on a flat road. Judge that you are on the hill. By this determination, the value of the regenerative braking force can be changed.

【００３４】このように本第２実施形態においても上記
第１実施形態と同様に、エコノミーモードを選択してい
る場合であっても登坂走行に支障が生じることはない。
さらに本第２実施形態では、スロットル開度（モータ電
流値）と車速とから登坂中か否かの検出が可能であり、
傾斜計を不要にでき、コストを低減できる。As described above, in the second embodiment, as in the first embodiment, even when the economy mode is selected, there is no problem in climbing uphill.
Further, in the second embodiment, it is possible to detect whether or not the vehicle is climbing a slope from the throttle opening (motor current value) and the vehicle speed.
The inclinometer can be dispensed with and the cost can be reduced.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の第１実施形態による出力制御装置を備
えた電動スクータの側面図である。FIG. 1 is a side view of an electric scooter provided with an output control device according to a first embodiment of the present invention.

【図２】上記実施形態装置のブロック構成図である。FIG. 2 is a block diagram of the apparatus according to the embodiment.

【図３】上記実施形態装置のフローチャート図である。FIG. 3 is a flowchart of the apparatus according to the embodiment.

【図４】上記実施形態装置のフローチャート図である。FIG. 4 is a flowchart of the apparatus according to the embodiment.

【図５】本発明の第２実施形態装置のフローチャート図
である。FIG. 5 is a flowchart of the apparatus according to the second embodiment of the present invention.

【図６】上記第２実施形態装置の車速−駆動力特性図で
ある。FIG. 6 is a vehicle speed-driving force characteristic diagram of the second embodiment device.

【図７】上記第２実施形態装置の車速−駆動力特性図で
ある。FIG. 7 is a vehicle speed-driving force characteristic diagram of the second embodiment device.

【符号の説明】[Explanation of symbols]

１ 電動スクータ（電動車両） ７ 電動モータ ２０ ＣＰＵ（登坂検出手段，最大許容電流値制限手
段，制限電流値補正手段） ２１ 切替えスイッチ（切替え手段） ２３ 傾斜計（登坂検出手段）REFERENCE SIGNS LIST 1 electric scooter (electric vehicle) 7 electric motor 20 CPU (uphill detecting means, maximum allowable current value limiting means, limited current value correcting means) 21 changeover switch (switching means) 23 inclinometer (uphill detecting means)

Claims (3)

【特許請求の範囲】[Claims] 【請求項１】 運転性能を重視した駆動方法であるパワ
ーモードと経済性を重視した駆動方法であるエコノミー
モードとの何れかを選択するモード切替え手段と、登坂
中であることを検出する登坂検出手段と、上記エコノミ
ーモードの選択時の最大許容電流値をパワーモードの選
択時の最大許容電流値より小さいエコノミ最大許容電流
値に制限する最大許容電流値制限手段と、上記エコノミ
ーモードが選択されている時に登坂中であることが検出
された場合には、上記エコノミ最大許容電流値を大側に
補正する制限電流値補正手段とを備えたことを特徴とす
る電動車両の出力制御装置。1. Mode switching means for selecting one of a power mode, which is a driving method emphasizing driving performance, and an economy mode, which is a driving method emphasizing economy, and climbing detection for detecting that the vehicle is climbing. Means, maximum allowable current value limiting means for limiting the maximum allowable current value when the economy mode is selected to an economy maximum allowable current value smaller than the maximum allowable current value when the power mode is selected, and the economy mode is selected. An output control device for an electric vehicle, comprising: a current limiter that corrects the economy maximum allowable current value to a larger value when it is detected that the vehicle is climbing a hill. 【請求項２】 請求項１において、上記登坂検出手段
が、路面の傾斜角度を検出する傾斜計により構成されて
いることを特徴とする電動車両の出力制御装置。2. An output control device for an electric vehicle according to claim 1, wherein said uphill detecting means comprises an inclinometer for detecting an inclination angle of a road surface. 【請求項３】 請求項２において、上記登坂検出手段
が、電動モータに流れているモータ電流値と車速とに基
づいて登坂中であることを検出するよう構成されている
ことを特徴とする電動車両の出力制御装置。3. The electric motor according to claim 2, wherein the uphill detecting means detects that the vehicle is climbing uphill based on a motor current value flowing through the electric motor and a vehicle speed. Vehicle output control device.
JP10004101A 1998-01-12 1998-01-12 Electric vehicle output controller Pending JPH11205914A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10004101A JPH11205914A (en) 1998-01-12 1998-01-12 Electric vehicle output controller

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Application Number Priority Date Filing Date Title
JP10004101A JPH11205914A (en) 1998-01-12 1998-01-12 Electric vehicle output controller

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Publication Number Publication Date
JPH11205914A true JPH11205914A (en) 1999-07-30

Family

ID=11575410

Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Link
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