JPH11275703A - Controller of motor-driven vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make possible such a proper dealing with the abnormal state of a motor-driven vehicle as its emergency stop or the display of its abnormality, by sensing the drive and regeneration currents of its motor, and by sensing its actual speed, and further, by comparing the respective sensed values in its running with predetermined conditions to judge the control state of its driving motor. SOLUTION: Sensing respectively the drive and regeneration currents of a motor-driven vehicle by respective drive and regeneration sensing means 18, 19, whether a drive motor 1 is operated normally or not is checked. Also, when a state continues in a long term wherein the actual speed sensed by a speed sensing means 14 is different from a preset speed, judging this state as a state wherein the motor 1 or a motor control circuit 17 is not operated normally, i.e., as an uncontrollable state, the emergency stop of the vehicle or the display of its abnormality, etc., is performed immediately as the dealing with this state. Still, when judging this state as an uncontrollable one, if this uncontrollable state is caused by a malfunction of relay operation of a motor driving circuit, there are also some cases wherein this state can be resolved by performing dummy switching of this relay.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle that runs with the driving force of a motor, and prevents runaway due to failure of a motor or a control circuit during running.

[0002]

2. Description of the Related Art In some electric vehicles, a traveling speed detecting means is provided to prevent runaway, and stop control is performed when a speed detected by the detecting means exceeds a predetermined maximum speed.

[0003]

In the conventional runaway prevention control described above, braking is performed when the traveling speed exceeds the maximum speed, so that the braking shock is large, and the occupant feels fear. In some cases, it is dangerous to be shaken off. Therefore, it is an object of the present invention to quickly detect an uncontrollable state due to a failure of a motor or a circuit and to stop the operation in a safe state.

[0004]

According to the present invention, a drive motor 1 is provided.
A driving current detecting means 18 for detecting a driving current of the motor, a regenerative current detecting means 19 for detecting a regenerative current, and a speed detecting means 14 for detecting an actual traveling speed are provided. 1 is a control device for an electric vehicle which is designed to determine the control state.

[0005]

The drive current 1 and the regenerative current are detected by the drive current detecting means 18 and the regenerative current detecting means 19 to check whether the drive motor 1 is operating normally.
If the state in which the actual speed detected by the speed detecting means 14 is different from the set traveling speed continues for a long time, it can be determined that the motor 1 or the control circuit is not operating normally, that is, the control cannot be performed. I can take action. In addition, when the control impossible state is determined, the relay of the motor drive circuit is idle-switched, and if the control cannot be performed due to the malfunction of the relay, it may be possible to solve the problem.

[0006]

Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a control block diagram showing a flow of a control signal for traveling control.
F signal, a set speed signal from the accelerator lever 12, a traveling direction signal from the forward / reverse changeover switch 13, a signal to sound the horn 21 from the horn switch 15, a bumper sensor 16
, A collision detection signal enters the control board 10, a rotation control signal is output from the control board 10 to the motor 1 via the motor control circuit 17, a control signal for sounding the horn 21 is output, and an abnormal A control signal such as a display is output, and a braking operation signal is output to the electromagnetic brake 22. The drive current value is input from the motor 1 via the drive current detection circuit 18 and the regenerative current value is input to the control board 10 via the regenerative current detection circuit 19. Timer 2
From 0, a clock count for measuring each elapsed time is input to the control base 10, an actual traveling speed is detected from the speedometer 14, and input to the control base 10.

FIG. 2 and FIG. 3 are flowcharts for explaining the control state of the entire traveling control. When the power is turned on by turning the key switch 11 in step S1, step S2
Initially, the horn switch invalid flag HF, which is a control flag, is set to 0, the bumper sensor invalid flag BF is set to 0, the abnormality detection flag EF is set to 0, and the abnormality detection 1 timer ET1 and the abnormality detection 2 timer ET2 are set to 0. Perform the conversion process. Next, if the horn switch 15 is turned on while the key switch 11 is kept on, the process goes to the adjustment mode of step S4 for adjusting the neutral position of the accelerator lever 12, and if the horn switch is kept off, the electromagnetic brake of step S5 to be described later will be described. 22 is turned on and off. This step S
Before step 5, the parking process of step S18 is entered. Next, the operation stop processing of step S6 is performed, and step S7 is performed.
When the accelerator lever 12 is turned on, a start control process in step S8 described later is performed, and when the power is turned off in step S9, an operation stop process in step S24 is performed, and the process ends in step S25.

The determination in step S10 is for determining whether the motor 1 or the motor control circuit 17 is abnormal. If the abnormality is determined, the emergency stop processing in step S26 is performed. In step S11, the horn switch state is determined. If the horn switch 15 is invalid and the horn switch in step S12 is OFF, the horn switch invalid flag HF is set to 0 in step S13. The determination in step S14 is for determining the state of the bumper sensor 16. If the bumper sensor 16 is ON in step S15 unless the bumper sensor 16 is stopped, the bumper sensor invalid flag BF in step S16 is set to 1 and the processing in step S17 is performed. Deceleration control is performed, and parking is performed in step S18. Step S19 and step S20 are performed by the bumper sensor 16
Is turned off, the bumper sensor invalid flag BF is set to 0. In step S21, the accelerator lever 12
Is ON, speed control is performed in step S22 so as to run at a speed corresponding to the accelerator operation amount,
It returns before step S9. Accelerator lever 12 is off
If so, deceleration control in step S23 is performed, and parking is performed in step 18.

Next, each control process will be described in detail.
4 and 5 are control flowcharts of the start control. The electromagnetic brake 22 is braked in step S801, the number of checks CN is set to 0 in step S802, the motor output is set to 0 in step S803, and the main relay is turned on in step S804. Then, the process waits for 0.1 second in step S805, sets the check timer CT to 0 in step S806, and counts the number of checks once in step S807. In step S808, depending on whether the forward / reverse switch 13 is forward or reverse, the forward relay is switched in step S809 or the reverse relay is switched in step S810.
In step S811, wait for 0.1 second, and in step S812, wait for 25 milliseconds. Steps S813, S814, S81
5, S816 is a process for gradually increasing the output when the motor output is 60% or less. If the motor output is 0 in step S814, the output is set to 12% in step S816; In S815, increase by 4%.

If the motor current is 3 A or more in step S817, the motor output is set to 0 in step S834, the process waits for 50 milliseconds in step S835, the electromagnetic brake 22 is released in step S836, and the process returns to the main process. If the motor current is less than 3 A, the check timer CT is counted up in step S818, and a process of increasing the motor output is performed in step S819 until the check timer CT reaches 0.3 seconds. When the check timer CT has passed 0.3 seconds, the motor output is set to 0 in step S820, and waits for 0.1 seconds in step S821.
In steps S823, S823, and S824, the relay is switched between the forward direction and the reverse direction by switching the forward / reverse selector switch 13. In step S825, the relay is waited for 0.1 second, the main relay is turned off in step S826, and 25 millimeters in step S827. After waiting for seconds, the process returns to the step S804 until the number of checks becomes two in the step S828.

When the two relay switching checks have been completed,
In step S829, the timer NT for measuring the holding time at the neutral position of the accelerator lever 12 is set to 0, and in step 830, the process waits for the accelerator lever 12 to become neutral. If the accelerator lever 12 becomes neutral, the timer NT is counted up in step S831,
In step S832, the timer NT is counted up until the time reaches 0.5 seconds.
2 is turned on, and the process returns to step S802.

FIG. 6 is a flowchart of the speed control. In step S2201, the traveling speed is set according to the degree of rotation of the accelerator lever 12. In step S2202, the horn switch invalid flag HF is 1, ie, whether the horn switch 15 has failed or not. If the bumper sensor invalid flag BF is 1 in S2203, that is, if the bumper sensor 16 is out of order, the set speed is limited to a low speed in Step S2205, and an alarm is displayed in Step S2206. If both are normal, the alarm is turned off in step S2204. If the actual speed becomes the target speed in step S2207, the deceleration start speed S is set to the actual speed in step S2214, and the deceleration start motor output D is returned as the current motor output in step S2215. If it is determined in step S2208 that the actual speed is lower than the target speed, acceleration is performed in step S2209, and a drive system abnormality test 1 is performed in step S2210. If the actual speed is equal to or higher than the target speed, step S221
In step S2212, the drive system abnormality inspection 2 is performed, and the drive system abnormality inspection 3 is performed in step S2213.

As shown in FIG. 7, the deceleration control includes a normal deceleration control in step S231, a relay reverse braking in step S232, and a reverse braking in step S233.
As shown in FIG. 8, the normal deceleration control is performed through the drive system abnormality inspection 2 in step S2212 and the drive system abnormality inspection 3 in step S2213, and after 1.2 seconds or more have elapsed since the start of deceleration in step S2311 or the actual speed in step S2313 0.2km /
h, or if the determination in step S2313 whether the actual traveling direction is opposite to the set traveling direction is YES, the process proceeds to step S2.
18 and if all are ON, step S23
If it is NO in the determination of whether the motor output in step 14 is the minimum or not, the deceleration in step S2335 is performed, and the process returns to before the drive system abnormality inspection 2 in step S2212.

As shown in FIG. 9, in the relay reverse rotation control, the motor output is completely stopped in step S2321, waits for 0.1 millisecond in step 2322, and after the traveling direction is determined in step S2323, steps S2324, S2325, S2
At 326 and S2627, the relay is switched so that the driving force is applied in the direction opposite to the traveling direction. 2 in step S2338
Wait for 5 milliseconds and proceed to the next process.

In the reverse rotation braking control, as shown in FIG. 10, the motor output is started in step S2331, and in step S231,
In step S2213, the drive system abnormality inspection 3 is performed, and 1.2 seconds or more have elapsed since the start of deceleration in step S2333, whether the actual speed in step S2334 is less than 0.2 km / h, When it is determined that the traveling direction is the reverse direction, if any is YES, the process proceeds to the next process. If all the determinations are NO, the motor output is increased in step S2336, and the process returns to before step S2213.

In the operation stop control S24, as shown in FIG. 11, from the complete stop of the motor output in step S2401, the electromagnetic brake is braked in step S2403 via the forward / reverse switching relay OFF in step S2402. The electromagnetic brake 22 is of a type that performs braking when power is turned off.

As shown in FIG. 12, the electromagnetic brake intermittent ON processing control S5 is performed by the electromagnetic brake 22 in step S501.
The intermittent ON processing timer X is set to 0, and step S502
If the actual speed is higher than 0.5 km / h in step S506, the timer X is set to 0.5 seconds. If the actual speed is higher than 1 km / h in steps S503 and S507, the timer X is set to 1 second. S508
If the actual speed is higher than 2 km / h, the timer X is set to 2 seconds. If the timer X is not 0 in step S505, the electromagnetic brake 22 is released for 25 milliseconds in step S509, and the electromagnetic brake 22 is released for 100 milliseconds in step S510. Braking is performed, the timer X is counted down in step S511, and the process returns to before step S505. Therefore, the higher the actual traveling speed is, the longer the intermittent ON time of the electromagnetic brake 22 is.

When emergency stop control S26 is performed upon detection of an abnormality in the motor 1 or the motor control circuit 17, FIG.
As shown in FIG. 3, the output of the motor 1 is set to 0 in step S261.
In step S262, the electromagnetic brake intermittent ON processing timer X is set to 2 seconds, and it is determined whether or not the timer X in step S263 has become 0, so that the electromagnetic brake 22 is released for 25 milliseconds in step S266 and the electromagnetic brake 22 in step S267 is released. The braking for 100 milliseconds and the countdown of the timer X in step S268 are performed, and the timer X is set to 0.
, The alarm is turned on in step S264, and the
The operation stop control of step S 265 is performed, the power supply is turned off in step S 265, and the process ends.

In the adjustment mode S4 for adjusting the neutral position of the accelerator lever 12, as shown in FIG. 14, the timer AT for releasing the adjustment mode is set to 0 in step S401, and step S40 is performed.
It is determined whether or not the horn switch 15 is ON. If the horn switch 15 is ON, the timer AT is counted up in step S403, and if the timer AT in step S404 has passed 1.5 seconds or more, the horn switch invalid flag HF is determined in step S405.
Is set to 1 for parking control. Horn switch 15 is OF
If F, the neutral position is adjusted by performing various adjustment function processing in step S406, and the power is turned off in step S407.
If F is reached, the operation stop processing of step S24 is performed, and the process ends.

Control SC1 of drive system abnormality inspection 1 during acceleration
Is 2 in the judgment of step SC101 as shown in FIG.
The following inspection process is started every 5 milliseconds. Step SC10
2, whether the motor current is less than 2 A, the regenerative current is less than 1 A in step SC103, the actual speed is lower than the target set speed by 2 km / h or more in step SC104, or step SC1
05 is NO for any judgment whether the motor output is 80% or more
If so, the timer E for abnormality detection 1 is determined in step SC108.
When T1 is set to 0, the timer ET1 of step SC107 is set to 1
It is determined whether the count is larger than 2 counts, and if it is larger, the abnormality detection flag EF is set to 1 and the control returns to the original control. If all of the above determinations are YES, the timer ET1 for abnormality detection 1 in step SC106 is counted up, and the flow shifts to step SC107.

Control SC2 of drive system abnormality inspection 2 during deceleration
Enters the above inspection process every 25 milliseconds in step SC201, as shown in FIG. Whether the motor current in step SC202 is less than 2A, the regenerative current in step SC203 is less than 1A, or the actual speed in step SC204 is 3.5k
m / h or more, the motor output D at the start of deceleration in step SC205 is 4% or more, the current motor output in step SC206 is D / 2 or more, and the actual speed in step SC207 is (speed S- at the start of deceleration). If any of the determinations is greater than 0.2 km / h), the timer ET2 for abnormality detection 2 is set to 0. If all of these determinations are YES, the timer ET2 is counted up, and step SC2
If the timer ET2 counts 4 counts or more, that is, 0.1 second has elapsed in the judgment of 09, the abnormality detection flag EF is set to 1.

In the drive system abnormality inspection 3 during deceleration, as shown in FIG. 17, the above-described inspection process is started every 25 msec in step SC301. Whether the motor current in step SC302 is less than 2A, the regenerative current in step SC303 is less than 1A, the actual speed in step SC304 is 3.5 km / h or more, or the acceleration for 0.3 seconds in step SC305 is 0.3 km / h or more. If all the determinations are YES, the process proceeds to a determination as to whether or not the normal deceleration of SC306 is being performed.
In step SC, the timer ET2 for abnormality detection 2 of
Move before 309.

If it is determined that the normal deceleration is being performed in step SC306, the motor output in step SC310 is reduced to 8%.
If NO, proceed to step SC312, if YES, proceed to step SC307 to determine whether reverse braking is being performed. If YES, proceed to step SC311 to determine whether the motor output is 12% or more. If NO, proceed to step SC311. If the answer is YES, the process proceeds to Step SC312.
The timer ET2 of 08 is counted up. Step S
In C309, the timer ET2 counts 4 counts or more, ie, 0.1
After the elapse of seconds, the abnormality detection flag EF is determined in step SC313.
Is set to 1.

[Brief description of the drawings]

FIG. 1 is a control block diagram of an embodiment.

FIG. 2 is a control flowchart of the embodiment.

FIG. 3 is a control flowchart of the embodiment.

FIG. 4 is a control flowchart of the embodiment.

FIG. 5 is a control flowchart of the embodiment.

FIG. 6 is a control flowchart of the embodiment.

FIG. 7 is a control flowchart of the embodiment.

FIG. 8 is a control flowchart of the embodiment.

FIG. 9 is a control flowchart of the embodiment.

FIG. 10 is a control flowchart of the embodiment.

FIG. 11 is a control flowchart of the embodiment.

FIG. 12 is a control flowchart of the embodiment.

FIG. 13 is a control flowchart of the embodiment.

FIG. 14 is a control flowchart of the embodiment.

FIG. 15 is a control flowchart of the embodiment.

FIG. 16 is a control flowchart of the embodiment.

FIG. 17 is a control flowchart of the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Drive motor 14 Speed detecting means 18 Drive current detecting means 19 Regenerative current detecting means

Claims (2)

[Claims] A driving current detecting means for detecting a driving current of a driving motor, a regenerative current detecting means for detecting a regenerative current, and a speed detecting means for detecting an actual traveling speed. A control device for an electric vehicle, which is provided for comparing each detected value with a predetermined condition during traveling to determine a control state of the drive motor (1). 2. The control device for an electric vehicle according to claim 1, wherein when it is determined that the control of the drive motor (1) is impossible, the relay of the motor drive circuit is idle-switched to output a control signal again. .