JPH11205914A - Electric vehicle output controller - Google Patents

Electric vehicle output controller

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Publication number
JPH11205914A
JPH11205914A JP410198A JP410198A JPH11205914A JP H11205914 A JPH11205914 A JP H11205914A JP 410198 A JP410198 A JP 410198A JP 410198 A JP410198 A JP 410198A JP H11205914 A JPH11205914 A JP H11205914A
Authority
JP
Japan
Prior art keywords
current value
economy
maximum allowable
mode
allowable current
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
JP410198A
Other languages
Japanese (ja)
Inventor
Mikio Saito
Soichi Shiozawa
Hiroaki Takechi
総一 塩澤
幹夫 斉藤
裕章 武智
Original Assignee
Yamaha Motor Co Ltd
ヤマハ発動機株式会社
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, ヤマハ発動機株式会社 filed Critical Yamaha Motor Co Ltd
Priority to JP410198A priority Critical patent/JPH11205914A/en
Publication of JPH11205914A publication Critical patent/JPH11205914A/en
Application status is Pending legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/14Road conditions, road types or road features
    • B60W2550/142Road slope
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7258Optimisation of vehicle performance
    • Y02T10/7275Desired performance achievement

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。 The present invention relates to relates to a power control device in an electric vehicle such as an electric scooter, to improve the hill-climbing performance especially when enabling the operation mode is switched.

【0002】 [0002]

【従来の技術】近年、低公害,低騒音を図る観点から、 In recent years, low-pollution, from the viewpoint of low noise,
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。 Electric vehicle electric scooter or the like to drive the wheels by the electric motor to the battery and power is focused. 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。 In this type of electric vehicle, can be extended as much as possible travel distance while using the battery with limited capacity, it is requested that the addition required running performance can be secured.

【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。 [0003] As those which can meet such requirements, conventionally for example, as described in JP-A-6-121405, economy mode and for emphasizing the power mode and economy with an emphasis on operating performance there is an electric vehicle that can be switched manually or automatically according to the driver's intention either. 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。 Automatic of the operation mode switching, an accelerator depression amount, is performed by detecting 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。 [SUMMARY OF THE INVENTION] The electric vehicle above publication is directed case, in the normal driving is operated at less than half of the accelerator opening degree, so there is not much that such full throttle running, the accelerator depression amount mode automatic switching is possible by like. 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。 However, the maximum output as the electric scooter is small, the case that the accelerator fully open travel is frequently performed is, at the hill climbing in a state where the economy mode is selected, such output is trouble in uphill traveling shortage occurs the problem is 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。 The present invention has the been made in view of the problems of the conventional apparatus, the output of the electric vehicle that does not interfere in hill climbing a small electric vehicle maximum output as an electric scooter It has 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。 [Means for Solving the Problems] of claim 1 the invention comprises a mode switching means for selecting one of the economy mode is a driving method that emphasizes power mode and economy is a driving method that emphasizes operating performance the uphill detecting means for detecting that is being uphill, the maximum allowable current value that limits the maximum allowable current value at the time of selection of the economy mode to the small Economy maximum allowable current value than the maximum allowable current value at the time of selection of the power mode features and limiting means, that if it is being uphill is detected when the economy mode is selected, having a limit current value correcting means for correcting the Economy maximum allowable current value larger side It is set to.

【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。 [0007] In the present invention, where a correcting the Economy maximum allowable current value to the larger side, the case of correcting the maximum allowable current value to the maximum allowable current value when the power mode is selected, and this value greater than or smaller to including the case where it is corrected.

【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。 [0008] The second aspect of the present invention resides in that in Claim 1, said uphill detecting means, characterized in that it is constituted by an inclinometer for detecting the inclination angle of the road surface, the invention of claim 3, the climbing detection means, is characterized in that it is configured to detect that based on the motor current value and the vehicle speed flowing through the electric motor is being uphill.

【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。 According to the present invention [effects of the invention, the maximum allowable current value is limited to the smaller side than in the power mode selection, the running of the economy-oriented done when the economy mode is selected , you can extend the travel distance. 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。 On the other hand, if it even during economy mode selection is being uphill is detected, because they are corrected to the maximum allowable current value at the Economy maximum allowable current value, for example, the power mode selection, maximum when climbing output possible occurrence of the will, does not occur trouble in the hill-climbing.

【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。 [0010] According to the second aspect of the invention, to detect the inclination angle of the road surface, since the judgment whether or not the uphill on the basis of the inclination angle is performed, a reliable detection in the uphill, uphill hindrance in can be more reliably prevented.

【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 invention of claim 3, since the carry out whether the determination or in climbing on the basis of the motor current value and the vehicle speed, inclinometer is not necessary, it is possible to suppress increase in cost.

【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。 BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, will be explained based on the embodiment of the present invention in the accompanying drawings. 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。 1 to 4 are diagrams for explaining an output control device for an electric scooter according to a first embodiment of the present invention, FIG. 1 is a side view of the electric scooter, FIG 2 is a block diagram of the output control device , 3 is a flow chart for Figure 4 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, [0013] In FIG. 1, 1 is an electric scooter with an output control device present embodiment, the vehicle body frame 2 of the scooter 1, left to the lower end of one of the main pipe 2b which is connected to the head pipe 2a, right pair of side pipes 2c,
2cを接続し、該左,右一対のサイドパイプ2c,2c Connect the 2c, left, right pair of side pipes 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。 The causes are expanded to the left and right by bending the lower end portion to the rear extend rearward to form a low-floor footrest portion 2d, and has a further extended obliquely rearward upper works.

【0014】また上記車体フレーム2のヘッドパイプ2 [0014] The above-mentioned of the vehicle body frame 2 head pipe 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。 The lower end of the front fork 3 which is steerable supported to the right and left by a front wheel 4 is rotatably supported, a steering handle 5 is fixed to the upper end. 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。 The power unit 6 through the suspension brackets 2g The rear extension portion 2e of the body frame 2 is supported vertically swingably. 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 power unit 6 includes an electric motor 7 disposed so as to extend in the vehicle width direction, it extends rearward from the left end of the electric motor 7, a transmission case 9 which incorporates a transmission mechanism for transmitting the motor rotation to the rear wheel 8 the is of a unit swing type formed by integrally connected.

【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。 [0015] And in the footrest portion 2d the body frame 2 is supported bracket 2f is suspended, the battery 10 is mounted on horizontal side of the support bracket 2f.
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。 The battery 10 is made of a number of cells 11 housed placed in the battery case 12 with connected in series.

【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 [0016] The rear side of the battery case 12 are a cooling fan 13 is disposed, the cooling fan 13
の上側には充電器14が配設され、さらに該充電器14 The upper side of the disposed charger 14, further the charger 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。 On the upper side of the motor controller 15 for controlling the output of the electric motor 7 is disposed. なお上記充電器1 Note the charger 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。 4, the start of charging by the charger 14, interrupted, a built-in battery management controller for controlling the execution of the termination and control of the charging current value, further 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 As shown in FIG. 2, the CPU20 of the motor controller 15, the driver's intention, the running performance-oriented power mode and mode selector switch 21 selects one of the economy mode of economy-oriented, accelerator operation amount an accelerator potentiometer 22 for detecting the (accelerator opening), inclinometer 23 which detects the inclination angle of the road surface, ammeter 2 for detecting a motor current supplied to the electric motor 7
5、及び電動モータ7の回転数を検出するエンコーダ2 5, and the encoder 2 for detecting the rotational speed of the electric motor 7
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。 Each of the detection signals of 6 is inputted through 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。 [0018] Then the CPU20, as well as obtains the detected motor current instruction value corresponding to the accelerator opening degree of the accelerator potentiometer 22 is compared with the detected motor current value at the motor current command value and the current meter 25, for example the output value determined by the PID control for obtaining a control value to be proportional to the difference, and outputs a pulse width corresponding to the output value 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。 [0019] The drive circuit 27, a power switching element such as an FET for energizing the electric motor 7 is driven in response to the input pulse width, thereby the electric motor 7 rotates, to generate a driving force. なお、上記CPU2 It is to be noted that the 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。 0 finds the vehicle speed from the speed reduction ratio or the like that is stored as the engine speed and the fixed information of the driving motor 7 detected by the encoder 26.

【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。 [0020] Here, the CPU20, when the power mode is selected by the mode selector switch 21, within the predetermined maximum permissible current value, as the accelerator opening detected by the accelerator potentiometer 22 while employed as the motor current instruction value, when the economy mode is selected, the maximum acceptable motor current command value is limited to less than a small Economy maximum allowable current value than the maximum allowable current value when the power mode is selected functions as a 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。 [0021] The above CPU20 is the inclination angle of the road detected by the inclinometer 23 functions as uphill detecting means for determining that in the case of more than a predetermined value is being uphill, and when it is determined that the medium-climbing also functions as a limit current value correcting means for correcting the Economy maximum allowable current value to a large side. 具体的には上記モータ電流指令値の制限を解除し、 Specifically releases the restriction of the motor current command value,
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。 Controlling the motor current command value within the same maximum allowable current value and the power mode. 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 inclination angle of the road surface in the economy mode when it becomes less than the predetermined value again limits the maximum allowable current value 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。 [0022] Next FIG output control operation 3 will be described with reference to the flowchart of FIG. 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)。 When cruise control is started, the detection value of the accelerator potentiometer 22 is read (step S1), the motor current command value by multiplying a predetermined proportionality factor to the potentiometer value is determined (step 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、 In this case, when the normal mode by the mode changeover switch 21 (power mode) is selected, the current feedback based on the motor current value detected by the motor current command value and a current meter 25 obtained above by the control,
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。 Duty ratio is calculated (step S3~5), the current value supplied to the electric motor 7 is controlled on the basis of 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 [0023] In step S3, if the economy mode is selected, economy mode process to be described later to the motor current command value is performed (step 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。 6), the feedback control is performed based on the motor current command value after the treatment.

【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 [0024] In the economy mode processing, as shown in FIG. 4, whether it is first in uphill, i.e. inclinometer 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。 Whether the inclination angle of the detected road surface is larger than a predetermined value is determined by (step S11), and when the detected inclination angle is smaller than a predetermined value, that is, if other than in uphill, the motor current and the command value, the power maximum allowable current value less than the predetermined maximum set value during mode (Economy maximum allowable current value) and are compared (step S12), the motor current when the motor current instruction value is equal to or less than the maximum set value Feedback control of the step S4 is performed using the command value as it is. 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 On the other hand, when the motor current instruction value is greater than the maximum set value, the motor current command value is limited to a maximum set value (step S13), and step S4
に移行する。 To migrate 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。 [0025] Then, if it is uphill in the above step S11, step in the motor current instruction value to any without performing the process, i.e. the motor current instruction value when the remains similarly the arithmetic of the power mode S4 feedback control of is carried out.

【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。 [0026] Thus, in this embodiment apparatus, the maximum set value of the motor current command value and the economy mode of economy-oriented to limit the (Economy maximum allowable current value), running performance oriented power mode that does not perform this limit since the possible select and is capable of running the desired mode-users or the like to emphasize the traveling performance such or acceleration extend the travel distance.

【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。 [0027] Then, even when you have selected the economy mode, in uphill, since to carry out feedback control without limiting the motor current command value, the hill climbing becomes similar to the power mode , it does not occur trouble in the hill-climbing.

【0028】図5〜図7は本発明の第2実施形態を示す。 [0028] FIGS. 5-7 show a second embodiment of the present invention. 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。 In the first embodiment, was to perform whether the determination or in climbing on the basis of the inclination angle of the road surface detected by the inclinometer, the second embodiment whether or not uphill without using an inclinometer of an example in which to perform the determination.

【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)。 [0029] In FIG. 5, which shows the flow of decision whether or not the uphill, the motor driving force from the throttle opening degree detected by the accelerator potentiometer 22 (motor current value), also the motor rotation speed detected by the encoder 26 vehicle speed is obtained from each of the (step S21), and the the obtained motor driving force and the vehicle speed, the vehicle speed in FIG. 6 - point a indicating the current running state on the driving force characteristic curve is determined, of the point a position and whether or not uphill from the relationship between the running resistance is determined (step 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。 [0030] In FIGS. 6 and 7, the driving force curve C100 is the vehicle speed when the accelerator opening is fully open, i.e. the maximum current is supplied to the electric motor 7 - shows the driving force characteristic, the driving force curve C70, C50, C30 accelerator opening respectively, i.e. the motor current value is the vehicle speed in the case of 70,50,30% - shows the driving force characteristic. 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 The slope of the curve Do is the vehicle speed on a flat road - shows the running resistance characteristic slope curve 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 15 the inclination angle of each road vehicle speed in the case of 3,5,10,15 degrees - shows the running resistance characteristics, these characteristics are those obtained by the experiment or the like in advance, the controller 15
に内蔵されている。 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。 [0031] When the fully opened accelerator opening, vehicle speed becomes vmin is uphill of vmax, and the inclination angle of 15 ° in the example flat road. またアクセル開度を例えば30% The accelerator opening e.g. 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。 And when the vehicle speed is V30 in case of the inclination angle of the road surface currently traveling from the coordinates of the intersection A between the C30 line and the V30 line is seen to be 3 °. 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。 CPU20 inclination angle of the road surface obtained is determined that in the case of more than a predetermined value (e.g., 5 °) is being uphill.

【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。 [0032] If it is determined to be in uphill from the relationship between the throttle opening and the vehicle speed, as in the first embodiment, even if you have selected the economy mode, the motor as feedback control using is performed a current command value corresponding to the throttle opening without restricting 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。 Further, the CPU20 is point A indicating the current running state, region indicated by oblique lines in FIG. 7, i.e. the speed of the flat road - downhill if than the running resistance characteristic line D0 is positioned on the lower side it is determined that the in slope. 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。 It is also possible to change the value of the regenerative braking force by this judgment.

【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。 [0034] Similar to the first embodiment in this manner, the present second embodiment, does not occur trouble in traveling uphill even if you have selected economy mode.
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、 Furthermore, in this second embodiment, but it may be detected from a throttle opening (motor current value) and the vehicle speed whether or not uphill,
傾斜計を不要にでき、コストを低減できる。 An inclinometer can be eliminated, 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。 1 is a side view of an electric scooter equipped with a power control device according to the 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。 2 is a block diagram of the embodiment device.

【図3】上記実施形態装置のフローチャート図である。 3 is a flow chart diagram of the embodiment device.

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

【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。 5 is a flowchart of a second embodiment apparatus 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。 A driving force characteristic diagram - 6 speed 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。 A driving force characteristic diagram - Figure 7 a vehicle speed of the second embodiment device.

【符号の説明】 DESCRIPTION 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) 1 electric scooter (electric vehicle) 7 electric motor 20 CPU (uphill detecting means, the maximum allowable current value limiting means limits the current value correcting means) 21 switching switch (switching means) 23 inclinometer (uphill detecting means)

Claims (3)

    【特許請求の範囲】 [The claims]
  1. 【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. A and mode switching means for selecting one of the economy mode is a driving method that emphasizes power mode and economy is a driving method that emphasizes driving performance, climbing detects that it is being uphill detection means, the maximum allowable current value limiting means for limiting the maximum allowable current value when selecting the economy mode to the small Economy maximum allowable current value than the maximum allowable current value at the time of selection of the power mode, the economy mode is selected If it is in uphill is detected when in the output control apparatus of an electric vehicle, characterized in that a limit current value correcting means for correcting the Economy maximum allowable current value to a large side.
  2. 【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. The method of claim 1, said uphill detecting means, an output control device for an electric vehicle, characterized in that it is constituted by an inclinometer for detecting the inclination angle of the road surface.
  3. 【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 method of claim 2, electric for the uphill detecting means, characterized in that it is configured to detect that based on the motor current value and the vehicle speed flowing through the electric motor is being uphill output control apparatus of a vehicle.
JP410198A 1998-01-12 1998-01-12 Electric vehicle output controller Pending JPH11205914A (en)

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