WO2015068186A1 - 乗物およびそれに用いる電源ユニット - Google Patents
乗物およびそれに用いる電源ユニット Download PDFInfo
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- WO2015068186A1 WO2015068186A1 PCT/JP2013/006548 JP2013006548W WO2015068186A1 WO 2015068186 A1 WO2015068186 A1 WO 2015068186A1 JP 2013006548 W JP2013006548 W JP 2013006548W WO 2015068186 A1 WO2015068186 A1 WO 2015068186A1
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to a vehicle such as an electric motorcycle and a power supply unit used therefor.
- Patent Document 1 discloses a configuration in which when the output current from the drive battery falls below a predetermined current and falls below a predetermined vehicle speed, the relay is disconnected to disconnect the connection between the drive battery and the drive motor. It is disclosed.
- the present invention has been made to solve the above-described problems, and provides a vehicle and a power supply unit used for the vehicle that can improve the convenience of the user while appropriately detecting an abnormality. Objective.
- a vehicle configured to perform a predetermined operation check for confirming whether or not the vehicle can normally operate, and a transition procedure to reach the vehicle operable state.
- a control unit that controls the vehicle according to the above, wherein the operation confirmation unit determines whether or not the predetermined altitude abnormal state or a low level abnormal state different from the altitude abnormal state is determined.
- the control unit is configured to perform an operation check process, and when the operation check unit determines that the normal operation is possible, the control unit performs the normal time control to advance the transition procedure and shift the vehicle to an operable state.
- the transition procedure is completed and the vehicle is moved to the operation prohibited state, and an altitude abnormality control is performed, and the operation confirmation unit determines that the low level abnormal state is present. If you do When the low-level abnormality control different from the normal-time control is performed without ending the line procedure, and the operation confirmation unit determines that the normal-level operation is restored from the low-level abnormal state, the normal-time control is performed. Configured to do.
- an error mode (low-level abnormal state) that can return to normal control is provided separately from an error mode (high-level abnormal state) that ends the transition procedure to reach a vehicle operable state when an abnormality occurs.
- a minor error such as a false detection or immediately returning to the normal state
- the transition to the operable state is performed without performing the time-consuming transition procedure again from the beginning.
- the vehicle includes a power source, an electric motor that drives the vehicle using electric power of the power source, and a switching element that switches supply and interruption of electric power from the power source to the electric motor, and the operation check unit includes Determining whether or not the switching element can normally operate as the operation confirmation process, the high-level abnormal state includes that the switching element is abnormal in operation, and the low-level abnormal state is the switching It is good also as not including that an element is abnormal in operation. According to this configuration, when it is determined that the state is a low-level abnormal state and then returns to the normal state, it is possible to return to the normal control without performing time-consuming operation check of the switching element.
- the transition procedure in the normal time control may be different from the transition procedure in the low abnormality control.
- the control unit When the low-level abnormality state is determined by the operation confirmation unit, the control unit performs a control that restricts the traveling ability of the vehicle as compared with the normal-time control as the low-level abnormality control, and the operation When it is determined by the confirmation unit that the low-level abnormal state has been recovered, the control may be performed by releasing the restriction on the traveling ability of the vehicle.
- the control unit waits for the progress of the transition procedure until it is determined that the low-level abnormal state is recovered from the low-level abnormal state control. May be.
- the control unit may perform the low abnormality control depending on the cause determined as the low abnormality state. According to this configuration, more appropriate control can be performed according to the cause determined as the low-level abnormal state. As a result, it is possible to easily return from the low-level abnormal state or to promote the transition to the high-level abnormal state.
- the control unit gradually releases the limitation on the traveling ability over time. It may be determined whether release control is performed or whether a predetermined release time condition is satisfied, and the restriction on the driving ability may be released when the release time condition is satisfied. According to this configuration, the gradual change canceling control is performed during the transition from the low-level abnormality control to the normal-time control, or the impact generated on the vehicle even when the low-level abnormality control is shifted to the normal-time control. Wait until it is difficult to occur. As a result, it is possible to make it difficult to generate an impact generated on the vehicle when the traveling vehicle recovers from the low abnormality control to the normal control.
- the release timing conditions include, for example, when traveling is stopped, when traveling at a low speed, when decelerating, when shifting, when power is not transmitted, when regenerating, when not accelerating, when accelerator operation is canceled, and the like.
- the control unit limits the driving ability and maintains the operable state, and the vehicle has stopped running. Thereafter, the transition to the operable state may be prohibited until it is determined by the initial operation confirmation process that the normal operation is possible.
- the system reliability and stability can be ensured by prohibiting the transition to the operable state until it is determined that the normal operation is possible again.
- the vehicle includes an anomaly detector that detects an anomaly of the vehicle, and the operation check unit includes a first value that is outside a predetermined first range and that includes the first range.
- the operation check unit includes a first value that is outside a predetermined first range and that includes the first range.
- the value is within the range of 2
- the low-level abnormal state may be determined
- the high-level abnormal state may be determined.
- the operation confirmation unit Is determined to be in a highly abnormal state.
- the abnormality detector includes a first detector for detecting a predetermined first characteristic in the vehicle, and a second detector for detecting a second characteristic different from the first characteristic,
- the operation check unit may determine whether or not the low-level abnormal state is based on the first characteristic, and may determine whether or not the high-level abnormal state is based on the second characteristic.
- the characteristic for determining whether or not the low-level abnormal state is present is different from the characteristic for determining whether or not the high-level abnormal state is present.
- the index of the minor error that can be recovered and the index of the error that cannot be recovered are set in different characteristics. Thereby, it is possible to optimally set whether or not to make an error that can be recovered according to the influence of the characteristic on the vehicle.
- the first detector is configured to detect at least one numerical value of an index indicating the state of the vehicle
- the operation check unit is configured to detect the low degree when the numerical value is out of a predetermined range. You may determine with an abnormal state.
- the index representing the state of the vehicle includes, for example, temperature, current value, cooling medium flow rate, inclination angle, and the like.
- the second detector is configured to detect at least one of the vehicle state abnormality, the electric circuit failure abnormality, the sensor failure abnormality, and the failure abnormality of the control target, When the second detector detects the abnormality, the altitude abnormality state may be determined.
- the vehicle state abnormality includes, for example, a fall or a collision
- the electric circuit failure abnormality includes, for example, a leakage, a relay failure, an inverter failure, a power supply failure, etc.
- the failure abnormality to be controlled includes, for example, a BMU failure Relay failure, inverter failure, power supply failure, motor failure, etc.
- the vehicle may include a notification unit that notifies the abnormality when the operation confirmation unit determines that the abnormality is present, and the notification unit may have different notification modes in the low-level abnormal state and the high-level abnormal state. . According to this configuration, when an abnormality occurs, it is possible to quickly grasp whether the occupant is in a low-level abnormal state or a high-level abnormal state.
- a power supply unit includes a power supply that stores electric power for driving a vehicle, and an operation confirmation unit that performs predetermined operation confirmation for confirming whether or not normal operation is possible for a charging operation to the power supply. And a control unit that controls a charging operation to the power source according to a transition procedure to reach a charging operation enabled state, wherein the operation checking unit is configured to detect a predetermined altitude abnormality state or the altitude abnormality. Configured to perform an operation check process for determining whether or not a low-level abnormal state different from the state, and when the control unit determines that the operation check unit is capable of normal operation, the control unit proceeds with the transition procedure.
- the transition procedure is ended and the charging operation to the power supply is prohibited. If the operation confirmation unit determines that the low-level abnormal state is, the low-level abnormal time control different from the normal-time control is performed without ending the transition procedure. When the operation check unit determines that the normal operation is possible from the low-level abnormal state, the normal-time control is performed.
- an error mode (low-level abnormal state) that can be returned to normal control is provided separately from an error mode (high-level abnormal state) that ends the transition procedure to reach a state where the power supply can be charged when an abnormality occurs.
- an error mode high-level abnormal state
- the transition to the chargeable state is performed without performing the time-consuming transition procedure again from the beginning. I can forgive you. Therefore, if a minor or recoverable abnormality occurs due to noise or instantaneous abnormality detection, it will be detected, but if the abnormality is resolved, it will promptly return to normal control. As a result, the convenience of the user can be improved.
- the vehicle of the present invention and the power supply unit used therefor, it is possible to improve the convenience for the user while appropriately detecting an abnormality.
- FIG. 1 is a left side view showing an electric motorcycle according to an embodiment of the present invention.
- FIG. 2 is a block diagram showing a configuration example of the electric system of the electric motorcycle shown in FIG.
- FIG. 3 is a block diagram illustrating a control system of the electric system of the electric motorcycle shown in FIG.
- FIG. 4 is a state transition diagram showing a transition mode of the operation state of the electric motorcycle shown in FIG.
- FIG. 5 is a flowchart showing the flow of control for confirming the operation of the electric motorcycle shown in FIG.
- FIG. 6 is a schematic diagram showing an example of a system check in the electric motorcycle shown in FIG.
- an electric motorcycle including an electric motor is illustrated as a vehicle to which the present invention is applied.
- the present invention is not limited to an electric motorcycle.
- the present invention can be applied to other straddle-type electric vehicles (such as electric tricycles), electric four-wheeled vehicles having a living space such as multipurpose vehicles, and vehicles other than vehicles such as small planing boats.
- the present invention can also be applied to a hybrid vehicle having an internal combustion engine in addition to an electric motor, or a vehicle powered only by an internal combustion engine.
- FIG. 1 is a left side view showing an electric motorcycle according to an embodiment of the present invention.
- the electric motorcycle 1 of the present embodiment includes a front wheel 2 that is a driven wheel, a rear wheel 3 that is a driving wheel, and a body frame 4 that is disposed between the front wheel 2 and the front wheel 3. And an electric motor 5 supported by the vehicle body frame 4.
- the electric motorcycle 1 does not include an internal combustion engine, and is configured to rotationally drive the rear wheels 3 with traveling power generated by an electric motor 5 driven by electric power of a power source.
- the front wheel 2 is rotatably supported at a lower portion of a front fork 6 that extends substantially vertically while tilting at a certain caster angle.
- a steering shaft 7 is connected to the upper part of the front fork 6, and a bar-type handle 8 is attached to the upper part of the steering shaft 7.
- the right grip of the handle 8 is configured as a throttle grip for the driver to adjust the traveling power generated by the electric motor 5.
- a cylinder lock 10 is disposed in the vicinity of the handle 8.
- the vehicle body frame 4 includes a head pipe 11, a pair of left and right main frames 12, a pair of left and right down frames 13, a pair of left and right pivot frames 14, a pair of left and right swing arms 15, and a seat frame 16.
- the head pipe 11 supports the steering shaft 7 in a rotatable manner.
- the seat frame 16 supports a seat (not shown) on which the driver and passengers can sit side by side.
- the electric motor 5 is disposed below the down frame 13 and in a region in front of the pivot frame 14.
- the traveling power generated by the electric motor 5 is transmitted to the rear wheel 3 via the power transmission mechanism 17.
- the electric motor 5 is accommodated in a motor case 18.
- the motor case 18 accommodates a transmission (not shown) constituting the power transmission mechanism 17 together with the electric motor 5, and is suspended on the down frame 13 and the pivot frame 14.
- the electric motorcycle 1 includes an inverter case 19 and a battery unit 100 in addition to a motor case 18 that houses the electric motor 5.
- the inverter case 19 accommodates electrical components such as the inverter 20, and the battery unit 100 accommodates electrical components such as a battery pack 60 as a power source.
- the inverter case 19 is surrounded by the main frame 12, the pivot frame 14, and the seat frame 16, and is disposed in a space having a substantially inverted triangular shape in a side view.
- the inverter case 19 is disposed immediately behind the lower rear end portion of the battery unit 100.
- the battery unit 100 is disposed in a space between the pair of left and right main frames 12, above the lower ends of the pair of left and right down frames 13 and before the pivot frame 14.
- the battery unit 100 is provided with a charging connector 49 for charging the battery pack 60 from an external power supply 90 for charging outside the vehicle.
- the fitting portion of the charging connector 49 may be exposed on the exterior surface of the battery unit 100, or the opening portion (charging port) of the battery unit 100 is disposed and the opening portion is covered with a predetermined cover. May be.
- FIG. 2 is a block diagram showing a configuration example of the electric system of the electric motorcycle shown in FIG. FIG. 2 mainly shows the flow of driving power between the power source (battery pack 60) and the electric motor 5.
- the battery pack 60 is a unit that includes a plurality of battery modules 61 and a battery frame 64 and functions as a single high-voltage and direct-current secondary battery.
- Each battery module 61 includes a plurality of battery cells 62 and a rectangular parallelepiped module housing 63 that houses the plurality of battery cells 62.
- each battery cell 62 is a secondary battery that stores DC power, such as a lithium ion battery or a nickel metal hydride battery.
- a capacitor such as an electric double layer capacitor may be used as a power source instead of the battery pack 60 using a secondary battery.
- the plurality of battery cells 62 are aligned in the module housing 63 and are electrically connected in series.
- the plurality of battery modules 61 are secured to the battery frame 64 in a state of being densely arranged in the battery pack 60.
- the plurality of battery modules 61 are electrically connected in series.
- the battery pack 60 is obtained by electrically connecting a large number of battery cells 62 in series. As a result, the battery pack 60 functions as a high voltage (for example, 200 V to 300 V) secondary battery.
- Each of the plurality of battery modules 61 is provided with a cell monitoring device (CMU) 65 that monitors the voltage and temperature of each battery cell 62.
- the cell monitoring device 65 detects the voltage and temperature of each battery cell 62 and sends the detected data to the battery controller 70.
- the battery controller 70 performs charge / discharge control for each battery module 61 based on data from the cell monitoring device 65.
- the battery pack 60 is electrically connected to the charging connector 49 via a charging line 50 including a positive-side charging line 50p and a negative-side charging line 50n.
- a charging positive-side relay 51 is disposed on the positive-side charging line 50p
- a charging negative-side relay 52 is disposed on the negative-side charging line 50n.
- the charging positive electrode side relay 51 and the charging amount negative electrode side relay 52 may be collectively referred to as charging relays 51 and 52.
- the charging connector 49 is configured to be electrically connected to an external power supply 90 that charges the battery pack 60.
- the battery pack 60 is electrically connected to the inverter 20 via the high-voltage electric wire 31 including the positive-side power line 31p and the negative-side power line 31n.
- Inverter 20 converts high-voltage DC power sent from battery pack 60 into three-phase AC power in accordance with a torque command from main controller 80 or the like.
- the converted three-phase AC power is supplied to the electric motor 5 via the three-phase AC wiring 32.
- the electric motor 5 is driven by being supplied with AC power from the inverter 20 and generates traveling power corresponding to electrical characteristics such as current.
- An inverter positive side relay 36 is disposed on the positive side power supply line 31 p of the high voltage electric wire 31.
- a detour wiring 33 is formed in parallel with the inverter positive-side relay 36.
- a current limiting resistor 34 and an inrush current preventing relay 35 are arranged in series.
- an inverter negative relay 37 is disposed on the negative power supply line 31n of the high voltage electric wire 31.
- Each of the relays 35 to 37 functions as a switching element that switches between supply and interruption of power from the battery pack 60 that is a power source to the electric motor 5.
- the relays 35 to 37 may be collectively referred to as traveling relays.
- a current sensor is disposed on the positive power supply line 31p, the negative power supply line 31n, and / or the bypass wiring 33.
- a current sensor 53a is disposed on the bypass wiring 33
- a current sensor 53b is disposed on the inner side of the path of the bypass wiring 33 on the positive power supply line 31p. The case of being is illustrated.
- a service plug 40 is disposed on the connection wiring 39 that connects the battery modules 61 disposed adjacent to each other.
- the service plug 40 includes a plug 41 that switches between connection and disconnection of the connection wiring 39 and a fuse 42 that interrupts the connection wiring 39 when an overcurrent flows.
- the maintenance contractor manually operates the plug 41 so that the connection wiring 39 becomes conductive and power can be supplied from the battery pack 60 to the electric motor 5, and the connection wiring 39 is cut off to transfer the electric power from the battery pack 60 to the electric motor 5. It is possible to switch between a cut-off state for cutting off the power supply.
- the electric motorcycle 1 includes an auxiliary battery 43 that is a secondary battery as a low-voltage DC power source (for example, DC 12 V), in addition to the battery pack 60 that serves as a power source for the electric motor 5.
- the auxiliary battery 43 is connected to a power load (auxiliary machine) other than the electric motor 5 through a low voltage electric wire 44.
- Examples of the power load that uses the auxiliary battery 43 as a power source include a battery controller (also referred to as BMU: Battery Management Unit) 70 that monitors the charging state of the battery pack 60, an inverter 20, various sensors, and a main controller (EV -Also referred to as ECU or VCU) 100.
- the main controller 80 is configured as a control device that controls the entire electric motorcycle 1 including drive control of the inverter 20.
- the electric power load using the auxiliary battery 43 as a power source includes a lighting device such as a headlight, a tail lamp, and a direction indicator, a speed indicator, and an alarm device 120 (see FIG. 3) such as an abnormality alarm device.
- the alarm device 120 includes a display lamp, a meter such as a speedometer, a display device such as a liquid crystal screen that displays various information, and a speaker that outputs a warning sound, an operation sound, an abnormality notification sound, a guide sound, and the like.
- these power loads are shown generically as auxiliary equipment 110.
- a low voltage relay 101 is interposed in the low voltage electric wire 44 connecting the auxiliary battery 43, the main controller 80, the auxiliary device 110 and the battery controller 70.
- the battery relay 70 operates the traveling relays 35 to 37 so as to cut off the high-voltage electric wire 31 between the battery pack 60 and the inverter 20.
- the battery controller 70 sets the traveling relays 35 to 37 so as to connect the high-voltage electric wire 31 between the battery pack 60 and the inverter 20. Operate.
- the auxiliary battery 43 is connected to the DC / DC converter 45 via a low-voltage converter wiring 46 composed of a positive-side power line 46p and a negative-side power line 46n.
- the DC / DC converter 45 is connected to the positive-side power line 31p and the negative-side power line 31n of the high-voltage electric wire 31 through a high-voltage side converter wiring 47 including a positive-side power line 47p and a negative-side power line 47n.
- a DC / DC converter relay 48 is disposed on the positive-side power line 47p and the negative-side power line 47n of the high-voltage side converter wiring 47.
- FIG. 2 illustrates the case where the DC / DC converter relay 48 is disposed on the high-voltage power supply line 47p.
- the DC / DC converter relay 48 is given an open / close command by the battery controller 70.
- the battery controller 70 switches the connection or disconnection of the corresponding wiring by giving commands to the various relays 35 to 37, 48, and 51 to 52.
- the electric motor 2 In the discharge mode in which the battery pack 60 and the electric motor 5 are connected, the electric motor 2 is driven by the electric power from the battery pack 60 to run the electric motorcycle 2. Further, when the electric motorcycle 1 is decelerated, the electric motor 5 is caused to function as a generator. In this case, AC power (regenerative power) generated by the electric motor 5 is converted to DC power by the inverter 20, and the battery pack 60 is charged with DC power.
- the battery pack 60 In the charging mode in which the battery pack 60 and the external power supply 90 are connected via the charging connector 49, the battery pack 60 is charged by the power from the external power supply 90.
- the auxiliary battery 43 can be charged with electric power supplied from the external power supply 90.
- the DC battery stored in the battery pack 60 can be converted into DC power for the auxiliary battery 43 by the DC / DC converter 45 to charge the auxiliary battery 43.
- FIG. 3 is a block diagram illustrating a control system of the electric system of the electric motorcycle shown in FIG.
- the electric motorcycle 1 in the present embodiment is controlled mainly by a main controller 80 and a battery controller 70.
- the main controller 80 and the battery controller 70 include controllers 81 and 71 such as a microcontroller and memories 82 and 72 for storing various information, respectively.
- the controller 81 of the main controller 80 and the controller 71 of the battery controller 70 function as operation confirmation units 83 and 73 and control units 84 and 74 described later.
- the main controller 80 includes a cylinder lock 10, a main switch 121 that is incorporated in the cylinder lock 10 and switches the auxiliary battery 43 on and off, a start switch 122 provided near the handle 8, and the electric motorcycle 1 when the electric motorcycle 1 is parked.
- a side stand switch 123 that detects whether the supporting side stand (not shown) is in the unfolded state (parking) or in the stowed state (running), the front wheel speed sensor 124 that detects the rotational speed of the front wheel 2, and the rear wheel 3
- a rear wheel speed sensor 125 for detecting the rotational speed and a fall sensor 126 for detecting whether or not the electric motorcycle 1 is in a fall state based on the inclination angle of the body of the electric motorcycle 1 are connected.
- an inverter temperature sensor 127 that detects the temperature of the inverter 2
- a motor temperature sensor 128 that detects the temperature of the electric motor 5
- a rotation speed sensor 129 that detects the rotation speed of the electric motor 5
- the rotational speed sensor 129 for example, a rotational angle sensor such as a resolver is used.
- the sensor is not limited to the above.
- a gear position sensor, a travel mode switching command sensor, an acceleration sensor, an accelerator sensor and a brake sensor, a connection determination sensor for a charging connector, and determination of power supply from the charging connector A sensor or the like to be connected can be connected to the main controller 80 as well.
- the main controller 80 gives a control command to the battery controller 70 or the inverter 20 in accordance with information or commands from these switches or sensors. Further, the main controller 80 notifies the notification device 120 of the state of the electric motorcycle 1.
- the main controller 80 is connected to the low voltage relay 101.
- the main controller 80 performs control to shut off these relays when an abnormality occurs in the auxiliary battery 43. Further, the main controller 80 can detect the operation state of the low-voltage relay 101 and grasp the presence or absence of an operation abnormality.
- the battery controller 70 is connected to a cell monitoring device 65 provided in each of the plurality of battery modules 61 of the battery pack 60 and current sensors 53a and 53b for detecting a current flowing through the battery pack 60.
- the cell monitoring device 65 detects the voltage and temperature of the corresponding battery module 61 and sends the detected information to the battery controller 70. That is, the cell monitoring device 65 can function as a voltage sensor or a temperature sensor for the battery pack 60.
- the battery controller 70 performs voltage management of the battery pack 60 based on the voltage and temperature of each battery module 61 sent from each cell monitoring device 65 and the current of the battery pack 60 sent from the current sensors 53a and 53b.
- the battery controller 70 is connected to the traveling relays 35 to 37, the DC / DC converter relay 48, and the charging relays 51 and 52.
- the battery controller 70 performs control to shut off these relays when an abnormality occurs in the electric motorcycle 1 or the battery unit 100.
- the battery controller 70 can detect the operation state of each of the relays 35 to 37, 48, 51, and 52 and grasp the presence or absence of an operation abnormality.
- the overturn sensor 126, the inverter temperature sensor 127, the motor temperature sensor 128, the rotation speed sensor 129, the cell monitoring device 65, the current sensors 53a and 53b, and the relays 35 to 37, 48, 51, 52, and 101 indicate an abnormality in the electric motorcycle 1.
- the fall sensor 126 detects a case where the vehicle body of the electric motorcycle 1 is tilted by a predetermined angle or more as an abnormality.
- Each of inverter temperature sensor 127 and motor temperature sensor 128 detects a case where the detected temperature is equal to or higher than a predetermined temperature as an abnormality.
- the rotation speed sensor 129 detects an abnormality when the difference between the detected rotation speed of the electric motor 5 and the command value of the main controller 80 is equal to or greater than a predetermined value.
- the cell monitoring device 65 and the current sensors 53a and 53b detect a case where each voltage, temperature, and current in the battery unit 100 is equal to or higher than a predetermined value as an abnormality.
- the cylinder lock 10 is used as an input device that selectively switches between charging permission and traveling permission.
- the cylinder lock 10 is used for switching the main switch 121 and used for locking the vehicle body.
- the cylinder lock 10 is set so that the keyhole can move to a plurality of predetermined positions.
- a sensor attached to the cylinder lock 10 gives a signal indicating the position of the key hole to the main controller 80.
- the cylinder lock 10 can switch the keyhole position by rotating the mechanical key inserted in the keyhole.
- the main controller 80 switches the control mode based on the key hole position signal given from the cylinder lock 10.
- the main switch 121 switches on and off based on a key hole position signal given from the cylinder lock 10. Further, when the key hole is removed, the key hole is prevented from rotating.
- the key hole position includes a lock position, a main switch off position, a main switch on position, and a charging position. Information on the keyhole position of the cylinder lock 10 is sent to the main controller 80.
- FIG. 4 is a state transition diagram showing the transition state of the operation state of the electric motorcycle shown in FIG.
- a transition procedure is set so as to pass through at least one operation state.
- the operation state during normal operation of the electric motorcycle 1 is an initialization for performing an initial operation confirmation process when the keyhole position of the cylinder lock 10 is located at the main switch-on position.
- a standby state after the initial operation confirmation process in the initialization state a parking state in which the electric motorcycle 1 can electrically travel, and a travelable state in which the vehicle can actually travel by the operation of the occupant (first An operable state) and a chargeable state (second operable state) when the key hole position of the cylinder lock 10 is set to the charging position.
- the keyhole positions of the cylinder lock 10 are arranged in the order of the charging position, the main switch off position, and the main switch on position.
- the cylinder lock 10 is not located at the charging position unless it passes through the main switch off position once from the main switch on position. For this reason, it is necessary to turn off the main switch 121 once in order to charge the electric motorcycle 1 in a travelable state. Similarly, in order to run the electric motorcycle 1 in a chargeable state, it is necessary to turn off the main switch 121 once.
- each operation state is set with a predetermined procedure necessary for shifting to the next operation state (that is, a transition procedure for reaching the operable state of the electric motorcycle 1) and a control mode in the low-level abnormal state.
- the operation operation of the start switch 122 is set as a necessary procedure
- the side stand switch 123 is released (the side stand switch 123 is released by setting the side stand in the storage state). Is set as a necessary procedure.
- the controller 81 of the main controller 80 functions as a control unit 84 that controls the electric motorcycle 1 according to such a transition procedure.
- the low voltage relay 101 is cut off, whereby the auxiliary battery 43 to the main controller 80, the battery controller 70, and each auxiliary The power supply to the machine 110 is cut off, and the electric motorcycle 1 enters a shutdown state in which no control is performed. Further, when the key hole position of the cylinder lock 10 is switched from the main switch-off position to the main switch-on position or the charging position, the auxiliary controller battery 43 is connected to the main controller 80, the battery controller 70, and the low-voltage relay 101. Electric power is supplied to each auxiliary machine 110, and each device becomes electrically operable.
- FIG. 5 is a flowchart showing the flow of control for confirming the operation of the electric motorcycle shown in FIG.
- the controller 81 of the main controller 80 detects that the cylinder lock 10 is located at the main switch-on position (step S1), the controller 81 operates as the operation check unit 83.
- the controller 71 of the battery controller 70 outputs a value detected with respect to the battery unit 100 to the main controller 70 and connects or disconnects each relay based on a command from the main controller 80. That is, in the process of the transition procedure from when the main switch 121 is turned on to the travelable state and in the travelable state, the main controller 80 serves as a master and the battery controller 70 operates as a slave.
- the operation check unit 83 resets the control state (a normal state control state, a low-level abnormal state control state, and a high-level abnormal state control state, which will be described later) (step S2), performs a predetermined initial operation confirmation process, and performs an electric motorcycle. It is confirmed whether 1 can operate normally (step S3).
- the initial operation confirmation processing includes, for example, determination as to whether or not the value detected from each sensor is within a predetermined range. Further, the initial operation confirmation process includes a system check (initialization operation) for performing operation confirmation by actually connecting and disconnecting each relay.
- the controller 71 of the battery controller 70 sends detection values relating to the battery unit 100 such as the operation confirmation of each relay and the voltage and temperature detected from the cell monitoring device 65 to the controller 81 of the main controller 80.
- the operation confirmation unit 83 an operation confirmation process regarding the battery unit 100 is performed.
- the controller 81 of the main controller 80 performs an operation confirmation process other than the battery unit 100 such as a state abnormality confirmation based on values detected from the temperatures of the inverter 20 and the electric motor 5 as the operation confirmation unit 83.
- FIG. 6 is a schematic diagram showing an example of a system check in the electric motorcycle shown in FIG.
- FIG. 6 illustrates the operation confirmation of the traveling relays 35, 36, and 37.
- FIG. 6 is an arrangement diagram of relays 35, 36, and 37 between the battery unit 100 and the inverter 20 in order from the top, a graph showing connection timings of the relays 35, 36, and 37, and current sensors 53a, The graph of the detected value of 53b and the graph of the detected value of current sensor 53a, 53b at the time of a certain abnormality are shown.
- ON the state in which the wiring before and after the relay is connected in each relay
- OFF the state in which the wiring before and after the relay is blocked.
- the controller 71 of the battery controller 70 turns on the travel relay (inrush current prevention relay) 35 on the bypass wiring 33 from the state where all the travel relays 35 to 37 are off. At this time, the other traveling relays 36 and 37 to the inverter 20 remain off. In this state, since the traveling relay 37 on the negative electrode side is off, no current flows to the inverter 20. Therefore, if it is normal, both the current Ia flowing through the current sensor 53a and the current Ib flowing through the current sensor 53b remain zero. From this, the controller 81 of the main controller 80 functioning as the operation confirmation unit 83 detects the current Ia flowing through the current sensor 53a via the battery controller 70, whereby the interruption state of the negative-side traveling relay 37 is determined. It can be confirmed that it is appropriate.
- the controller 71 of the battery controller 70 turns on the traveling relay 37 on the negative electrode side again from the state in which the traveling relays 35 to 37 are off. At this time, the other traveling relays 35 and 36 to the inverter 20 remain off. Even in this state, since the traveling relays 35 and 36 on the positive electrode side are off, no current flows to the inverter 20. Therefore, if normal, both currents Ia and Ib remain zero. From this, the controller 81 of the main controller 80 functioning as the operation confirmation unit 83 detects the current Ia flowing through the current sensor 53a via the battery controller 70, so that the traveling relay 35 is properly disconnected. This can be confirmed, and by detecting the current Ib flowing through the current sensor 53b, it is possible to confirm that the interruption state of the traveling relay 36 is appropriate.
- the traveling relay 37 when only the negative-side traveling relay 37 is turned on, if the current Ia changes, it can be determined that the interruption state of the traveling relay 35 on the detour wiring 33 is abnormal. Similarly, when only the negative traveling relay 37 is turned on and the current Ib changes, it can be determined that the interruption state of the traveling relay 36 is abnormal. Further, when the currents Ia and Ib change when at least one of the positive traveling relays 35 and 36 is turned on and the negative traveling relay 37 is turned off, the traveling relay 37 is disconnected. It can be determined that it is abnormal.
- the controller 71 of the battery controller 70 turns on the traveling relay 35 on the bypass wiring 33 and the traveling relay 37 on the negative side from the state where the traveling relays 35 to 37 are off. In this case, a current flows to the inverter 20 through the bypass wiring 33. Therefore, if normal, current Ia changes. Since the current limiting resistor 34 is disposed on the bypass wiring 33, the current Ia detected by the current sensor 53a has a waveform that rises moderately to a predetermined value. Accordingly, the operation confirmation unit 83 can confirm that the connection state of the traveling relays 35 and 37 is appropriate by detecting the current Ia flowing through the current sensor 53a.
- the controller 71 of the battery controller 70 turns on the traveling relay 36 from the state where the traveling relays 35 and 37 are on.
- the current limiting resistor 34 is disposed on the bypass wiring 33, no current flows through the bypass wiring 33, and a current flows through the traveling relay 36 with less resistance. Therefore, if it is normal, the current Ia becomes 0 and a current flows in the current Ib. Since there is no resistance on the traveling relay 36 side, the current flowing therethrough rises steeply. Therefore, the controller 81 of the main controller 80 functioning as the operation confirmation unit 83 detects the current Ib flowing through the current sensor 53b via the battery controller 70, so that the connection state of the traveling relays 36 and 37 is appropriate. It can be confirmed.
- the individual relay relays 35, 36, and 37 You can check whether the connection status is appropriate. For example, when either one of the change in the current Ia when the travel relays 35 and 37 are turned on and the change in the current Ib when the travel relays 36 and 37 are turned on is not appropriate, the travel relay 37 on the negative electrode side. It can be determined that the connection state is normal and one of the positive-side traveling relays 35 and 36 is abnormal, the current Ia changes when the traveling relays 35 and 37 are turned on, and the traveling relays 36 and 37 are connected. If both of the changes in the current Ib are not appropriate, it can be determined that at least the connection state of the traveling relay 37 on the negative electrode side is abnormal.
- the controller 71 of the battery controller 70 When the controller 71 of the battery controller 70 detects that the cylinder lock 10 is located at the charging position, the controller 71 operates as the operation check unit 73 and performs an initial operation check process for the battery unit 100. At this time, the main controller 80 only sends detection outputs from the vehicle speed sensors 124 and 125 to the battery controller 70 for determining whether or not the electric motorcycle 1 is moving during charging. That is, at the time of charging, the battery controller 70 serves as a master and the main controller 80 operates as a slave. Also in the initial operation confirmation process for the battery unit 100, the system check as described above and the current, voltage, and temperature of the battery pack 60 are confirmed. However, the control flow other than during charging will be mainly described below. That is, the controller 81 of the main controller 80 operates as the operation confirmation unit 83 and the control unit 84.
- the operation confirmation unit 83 determines whether or not an error has occurred (step S4).
- the control unit 84 performs normal-time control on each unit of the electric motorcycle 1 after connecting each relay (step S5). .
- the normal control as described above, the transition procedure set in each operation state is performed, so that the operation state transitions and finally the vehicle is ready to travel, and normal traveling control is performed. .
- the operation check unit 83 determines whether the electric motorcycle 1 is in a low-level abnormal state or a high-level abnormal state (step S6).
- the abnormality detector connected to the main controller 80 or the battery controller 70 includes a first detector that detects the first characteristic and a second detection that detects a second characteristic different from the first characteristic. If the error is based on the first characteristic detected by the first detector, the operation check unit 83 determines that the error is a low-level abnormal state, and the second detector detects the first error detected by the second detector. If the error is based on the second characteristic, the operation check unit 83 may determine that the state is a highly abnormal state.
- the first detector detects at least one numerical value among the indices indicating the state of the electric motorcycle 1.
- the first characteristic includes the temperature of the inverter 20, the electric motor 5, the battery cell 61 or the battery pack 60, the current value flowing through the power line 31, the inclination angle of the electric motorcycle 1, and the electric motor 5 for cooling.
- the flow rate of the cooling medium is included. That is, the cell monitoring device 65, the current sensors 53a and 53b, the temperature sensors 127 and 128, and the like function as a first detector.
- a range of normal values and a range of altitude abnormal states are set in advance, and the operation confirmation unit 83 detects them. If at least any one of the values exceeds the corresponding normal value range and falls below the altitude abnormal state range, it is determined that the electric motorcycle 1 is in the low abnormality state.
- an abnormal state in which the temperature is higher than a predetermined value may naturally decrease, and the temperature often decreases as the electric motorcycle 1 travels. For this reason, when the control unit 84 determines that the error can be recovered, it is possible to reduce a situation in which the highly abnormal state frequently occurs.
- the second characteristic detected by the second detector includes, for example, overturning of the electric motorcycle 1, other state abnormalities of the electric motorcycle 1, abnormalities in electrical circuits such as relays, abnormalities in sensors, abnormalities in the control target, etc. Is included.
- the second detector may include controllers 81 and 71 that output a control command to the controlled object and a predetermined sensor that detects a response corresponding to the controller 81 and 71.
- the second detector for detecting an abnormality in an electric circuit such as a relay is constituted by a current sensor provided on the wiring including the relay, like the current sensors 53a and 53b corresponding to the traveling relays 35 to 37. May be.
- the relay itself may be configured as the second detector by connecting a relay having an abnormality detection function to the main controller 80 or the battery controller 70. .
- the second detector that detects a fall may be configured by the fall sensor 126.
- These second detectors may send electrical signals to the corresponding controllers 81 and 71 when a fault condition occurs.
- the operation check unit 83 determines that the electric motorcycle 1 is in an altitude abnormal state.
- the controllers 81 and 71 may determine that a failure state, that is, a highly abnormal state is based on the detection value sent from the second detector.
- the corresponding controllers 80 and 70 indicate the type of the abnormal state (high or low) as the cause of the abnormality (the abnormality detection that detected the abnormality). And the like as a history of abnormality in the memories 82 and 72. That is, for example, an abnormality history related to the battery unit 100 is stored in the memory 72 of the battery controller 70, and an abnormality history related to the inverter 20 and the like is stored in the memory 82 of the main controller 80.
- the abnormality history stored in one memory 82, 72 may be shared by the other memory 82, 72.
- step S6 When the operation confirmation unit 83 determines that the low-level abnormality state is present (Yes in step S6), the control unit 84 does not end the transition procedure, and performs predetermined control (low level) different from the normal control for the electric motorcycle 1. Control at the time of abnormality) (step S7).
- not ending the transition procedure includes not only maintaining the same transition procedure as the transition procedure in the normal control but also performing a transition procedure different from the transition procedure in the normal control. .
- the control unit 84 terminates the transition procedure and performs the control at the time of altitude abnormality that shifts the electric motorcycle 1 to the operation prohibited state (travel prohibited state). Perform (steps S8, S9). After determining that the altitude abnormality state is present, the control unit 84 continues the altitude abnormality control until it is determined in the initial operation confirmation process that normal operation is possible. That is, if it is determined that the altitude abnormality state is present, the main switch 121 is turned off (Yes in step S9) after the shift to the altitude abnormality control (step S8), and the occupant turns on the main switch 121 again. Otherwise, the control state is not reset (step S2), and the control unit 84 does not return to normal control.
- the operation confirmation unit 83 confirms whether or not normal operation is possible. Processing is performed (step S11). Also in the continuous operation confirmation process, the controller 81 of the main controller 80 functions as the operation confirmation unit 83 except during charging.
- the controller 71 of the battery controller 70 performs detection from the abnormality detector relating to the battery unit 100, sends it to the main controller 80, and controls the operation of the battery unit 100 based on a command from the main controller 80.
- the continuous operation confirmation process may be performed, for example, by continuously monitoring the value detected from the abnormality detector after the initial operation confirmation process. Instead of this, the continuous operation confirmation process may be performed every time a predetermined time has elapsed, may be performed every time a predetermined state is shifted, such as when traveling is stopped, or a combination thereof.
- the operation check unit 83 monitors whether or not each relay is cut off, and determines that an error occurs when it detects that the relay is cut off.
- the processing of the control unit 84 after the continuous operation confirmation processing is the same as the initial operation confirmation processing (steps S4 to S8).
- step S5 the control unit 84 performs normal-time control (step S5). That is, after the recovery from the low-level abnormal state, the control unit 84 can permit the transition of the electric motorcycle 1 to the operable state (runnable state or chargeable state) without performing the initial operation confirmation process.
- step S9 or S10 When the main switch 121 is turned off (Yes in step S9 or S10), the low voltage relay 101 is shut off.
- the continuous operation confirmation process is performed in the normal time control and the low abnormality control. However, it may be performed only in the low abnormality control. Further, the continuous operation confirmation process in the low abnormality control may be different from the continuous operation confirmation process in the normal control. For example, in the continuous operation confirmation processing in the control at the time of low abnormality, the operation confirmation unit 83 determines whether or not the item has recovered within the normal range with respect to the item determined to be in the low abnormality state and / or the item is advanced. You may determine whether it came to be included in the range of an abnormal state.
- an error mode (low-level abnormal state) that can return to normal control separately from an error mode (high-level abnormal state) that terminates the transition procedure to reach the operable state of the electric motorcycle 1 when an abnormality occurs. It is done. For this reason, in the case of a minor error that is erroneously detected or immediately returns to the normal state, when the minor error is recovered, the transition to the operable state is performed without performing the time-consuming transition procedure from the beginning again. Can be allowed. That is, when it is determined that the electric motorcycle 1 is in the low-level abnormal state and then returns to the normal state, the normal operation control can be restored without going through the initial operation confirmation process for confirming the operation of the switching element, which takes time. It becomes possible.
- the power is shut down when an abnormality occurs during traveling that is more unstable than a four-wheeled vehicle or the like.
- the chance of performing unexpected control can be reduced.
- the control unit 84 performs an operation determined to be a low-level abnormal state.
- the state shifts from the state to the low abnormality control state provided corresponding to the operation state.
- the low-level abnormality control state 1 is set, and low-level abnormality control corresponding to the standby state, the parking state, the travelable state, and the chargeable state in this order. This is referred to as states 2-5.
- the control unit 84 sets the low operation level corresponding to the next operation state. Shifts to the control state when an error occurs. For example, when it is determined in the standby state that the low-level abnormality state is present, the operation state of the electric motorcycle 1 shifts from the standby state to the low-level abnormality time control state 2. In this state, when the start switch 122 that is a procedure for shifting to the next operation state (parking state) in the standby state is operated and turned on, the operation state of the electric motorcycle 1 corresponds to the parking state without performing continuous operation confirmation. It shifts to the control state 3 at the time of low abnormality.
- transition procedure from one operation state at normal time to the next operation state and the transition procedure from the corresponding low-level abnormality control state to the next low-level abnormality control state may be different.
- the transition procedure from the initialization state to the standby state is the end of the initial operation confirmation process, but the transition procedure from the low-level abnormality control state 1 to the low-level abnormality state control 2 includes a plurality of initial operation confirmation processes. It may be that the occupant performs a predetermined operation input after repeating the initial operation confirmation process or the initial operation confirmation process.
- the control in the low-level abnormal state differs depending on the operation state of the electric motorcycle 1, the low-level abnormal state corresponding to the transition of the moving state without performing the operation check by the operation check unit 83 again.
- the control in can be executed quickly.
- control unit 84 performs the low-level abnormality control state corresponding to the standby state until returning to the normal-time control.
- the control state 1 at the time of low abnormality may be maintained without shifting to 2.
- FIG. 4 when shifting from the normal operation state to the high abnormality state, it is shown that it passes through one of the low abnormality control states.
- FIG. 4 is shown for the sake of convenience in order to facilitate understanding of the transition relationship of the operation state. Therefore, it is possible to shift from the normal operation state to the high abnormality state without passing through the low abnormality control state.
- the inverter has a large difference between the torque command value sent from the main controller 80 to the inverter 20 and the motor output value based on the detection value of the rotational speed sensor 129 of the electric motor 5, each of the supplements that can communicate with the controllers 100 and 70 is used.
- a communication failure occurs due to a communication failure with the machine, or when each relay is operating abnormally (when shutting off), the normal operating state can be shifted directly to an altitude abnormal state.
- the operation check unit 83 determines that the low-level abnormal state occurs when the value detected by the abnormality detector is outside the predetermined first range and within the second range including the first range. When the value detected by the abnormality detector is outside the second range, it is determined that the altitude abnormality state is present. For example, when the temperature of the inverter 20 detected by the inverter temperature sensor 127 is equal to or higher than the upper limit value T1 of the first range and lower than the upper limit value T2 of the second range, the operation check unit 83 determines that the low-level abnormal state has occurred. And when it is more than upper limit value T2 of the 2nd range, operation check part 83 may judge with an altitude abnormal state.
- the operation check unit 83 It is determined that the abnormal state is high. As a result, by temporarily suspending the determination of whether or not to prohibit the transition or maintenance of the electric motorcycle 1 to the operable state, the tolerance, variation or noise is absorbed, and the reliability and stability of the system are improved. Can do.
- the operation check unit 83 determines that the low-level abnormal state is detected when the value detected by the abnormality detector is out of a predetermined range, and the number of times that the abnormal detector determines that the low-level abnormal state is a predetermined value. When the number of times is greater than or equal to the number of times, it may be determined that the altitude abnormal state is present. Further, the operation check unit 83 may determine that the abnormality is in the high abnormality state when the period in which the low abnormality state continues after determining the low abnormality state is equal to or longer than a predetermined period. In addition, for example, the operation confirmation unit 83 may determine that the abnormality is in the high abnormality state when an event that determines the low abnormality state again occurs within a predetermined period after determining that the abnormality is in the low abnormality state.
- the main controller 80 When the operation check unit 83 determines that an abnormality has occurred, the main controller 80 notifies the abnormality by the alarm device 120.
- the notification device 120 notifies the abnormality in a different notification mode between the low-level abnormal state and the high-level abnormal state.
- different lamps may be lit in the low-level abnormal state and the high-level abnormal state.
- a display unit such as a liquid crystal display unit
- “SLOW” may be displayed in a low-level abnormal state
- “EMERGENCY” may be displayed in a high-level abnormal state.
- the corresponding controllers 100 and 70 can manage the abnormality history, when the same error occurs continuously or when an error related thereto occurs, it is possible to make an early determination such as determining the highly abnormal state. Can be done appropriately.
- the control unit 84 can apply various control modes. For example, in the low abnormality control, the control unit 84 may perform the control that restricts the traveling ability of the electric motorcycle 1 in the travelable state while permitting the transition to the travelable state. In this case, when it is determined by the operation confirmation unit 83 that the low-level abnormal state has been recovered, the control unit 84 performs control by releasing the restriction on the traveling ability of the electric motorcycle 1.
- the control unit 84 may wait for the transition to the operable state until it is determined that the low-level abnormal state has been recovered. . For example, when the operation state of the electric motorcycle 1 is other than the travelable state, the transition to the travelable state is waited.
- the operation confirmation unit 83 determines that the abnormality is in the high abnormality state. May be. Further, for example, in the low abnormality control state 2 corresponding to the standby state, the main controller 80 does not accept the operation of the start switch 122, so that the parking state or the low abnormality control state 3 corresponding to the parking state is entered. Migration may be prohibited. Further, for example, in the case of the low abnormality control state 3, the main controller 80 may prohibit the traveling of the electric motorcycle 1 by not accepting an operation such as an accelerator operation.
- control unit 84 may wait for the transition to the next low abnormal state control state.
- the control unit 84 operates the electric motorcycle 1 as the low abnormality control in the low abnormality control state 4.
- the control unit 84 limits the travel capability of the electric motorcycle 1 and maintains the travelable state, and the electric motorcycle 1 travels. After stopping, it may wait for the transition to the travelable state until it is determined that the normal operation is possible by the continuous operation confirmation process.
- the mode of limiting the traveling capability of the electric motorcycle 1 includes limiting the maximum output of the electric motor 5, limiting the speed, and limiting the voltage supplied from the battery pack 60.
- the control unit 84 when the control unit 84 shifts to the travel prohibition state or waits for the transition to the travelable state, the control unit 84 sets the travel relays 35 to 37 so as to cut off the power from the battery pack 60 to the electric motor 5. You may switch. According to this configuration, in order to stop the electric motorcycle 1 when it is determined that the altitude abnormality state or the low degree abnormality state, the traveling relays 35 to 37 are cut off, whereby the battery pack 60 transfers to the electric motor 5. The power supply of is cut off. As a result, the transition to the travelable state can be reliably prohibited. Instead of this, the control unit 84 may not accept (ignore) an input to the main controller 80 such as an accelerator operation.
- the control unit 84 may determine whether or not a predetermined release time condition is satisfied, and may release the restriction on the running ability when the release time condition is satisfied.
- the gradual change cancellation control is performed during the traveling while the low-level abnormality control shifts to the normal-time control, or even if the low-level abnormality control shifts to the normal-time control, It waits until the timing at which the generated impact is difficult to occur.
- the release timing conditions include, for example, when traveling is stopped, when traveling at a low speed, when decelerating, when shifting, when power is not transmitted, when regenerating, when not accelerating, when accelerator operation is canceled, and the like.
- control unit 84 may perform different low abnormality control depending on the cause determined as the low abnormality state. For example, when it is determined that the low-level abnormal state is caused by the high temperature of the battery pack 60, the control unit 84 permits the transition to the travelable state, and the low-temperature abnormal state is caused by the high temperature of the inverter 20. When it is determined that, the control unit 84 may wait for the transition to the travelable state. When the temperature of the battery pack 60 is high, cooling of the battery pack 60 can be promoted by running the electric motorcycle 1 and applying running wind to the battery pack 60.
- cooling of the inverter 20 can be promoted by stopping the switching control in the inverter 20 while waiting for the transition of the electric motorcycle 1 to the travelable state.
- more appropriate control can be performed according to the cause determined as the low-level abnormal state.
- the controller 81 of the main controller 80 that functions as the control unit 84 sends the electric motor from the battery pack 60 to the controller 71 of the battery controller 70.
- Command to cut off power to 5 is output.
- the controller 71 of the battery controller 70 cuts off the travel relays 35-37.
- the control unit 84 restricts the traveling capability and maintains the travelable state, and after the electric motorcycle 1 stops traveling. After the main switch 121 is turned off, the main switch 121 may be turned on again to wait for the transition to the operable state until it is determined by the initial operation confirmation process that the normal operation is possible.
- the occupant when it is determined that the vehicle is in an abnormal altitude state while traveling, the occupant is supported such as bringing the electric motorcycle 1 to the end of the road by maintaining the travelable state while limiting the travel capability. Can do. After the traveling is stopped, the reliability and stability of the system can be ensured by waiting for the transition to the operable state again until it is determined that the normal operation is possible by the initial operation confirmation.
- the operation confirmation unit 83 may perform the initial operation confirmation process more than usual. Good.
- the operation confirmation unit 83 may perform the initial operation confirmation process a plurality of times, usually once, or may increase the time for performing one initial operation confirmation process.
- the contents (number of times or items) of the initial operation confirmation process may be changed based on the abnormality history stored in each of the memories 82 and 72.
- the controller 71 of the battery controller 70 functioning as the operation confirming unit 73 proceeds with the transition procedure, and the electric motorcycle 1
- the battery pack 60 as a power source is allowed to shift to a chargeable state, and normal charging operation control is performed.
- the control unit 74 confirms the connection between the charging connector 49 and the external power supply 90 and gives a charging command to the external power supply 90.
- the state of charge of the battery pack 60 is monitored for each battery cell 61 by the cell monitoring device 65.
- the control unit 4 ends the transition procedure and charges the battery pack 60. Transition to the operation prohibited state.
- the operation check unit 73 determines that the low-level abnormal state is different from the high-level abnormal state
- the operation state of the electric motorcycle 1 shifts to the low-level abnormal time control state 5
- the control unit 74 shifts to Without completing the procedure, a predetermined low abnormality control different from the normal operation is performed for charging the battery pack 60. For example, in the low abnormality control state 5 corresponding to the chargeable state, charging may not be started.
- control unit 74 After determining that the operation check unit 73 is in the low-level abnormal state, if the control unit 74 determines that the low-level abnormal state has been recovered in the continuous operation check process, the control unit 74 can proceed with the transition procedure and charge the battery pack 60. The transition to the state is permitted and normal charging operation control is performed.
- the battery unit 100 is configured to be detachable from the electric motorcycle 1 with the battery pack 60 and the relays 35 to 37, 48, and 51 to 52 integrated. Therefore, it is possible to easily execute control in a highly abnormal state by cutting off each relay with the battery unit 100 alone.
- the present invention is useful for improving the convenience of the user while appropriately detecting an abnormality in the vehicle and the power supply unit used therefor.
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Abstract
Description
5 電気モータ
35,36,37 走行用リレー
48 DC/DCコンバータ用リレー
49 充電コネクタ
50 充電線
51,52 充電用リレー
53a,53b 電流センサ
60 バッテリパック
65 セル監視装置
70 バッテリコントローラ
71,81 制御器
72,82 メモリ
73,83 動作確認部
74,84 制御部
80 メインコントローラ
90 外部電源
101 低圧用リレー
120 報知器
Claims (14)
- 正常動作可能か否かを確認するための所定の動作確認を行う動作確認部と、乗物の動作可能状態へ至る移行手順に従って乗物を制御する制御部と、を備えた乗物であって、
前記動作確認部は、予め定められた高度異常状態または前記高度異常状態とは異なる低度異常状態であるか否かを判定する動作確認処理を行うように構成され、
前記制御部は、
前記動作確認部が正常動作可能と判定した場合、前記移行手順を進めて乗物を動作可能状態へ移行する正常時制御を行い、
前記動作確認部が前記高度異常状態であると判定した場合、前記移行手順を終了して乗物を動作禁止状態へ移行する高度異常時制御を行い、
前記動作確認部が前記低度異常状態であると判定した場合、前記移行手順を終了せずに、前記正常時制御とは異なる低度異常時制御を行い、前記動作確認部が前記低度異常状態から正常動作可能状態に回復したと判定した場合、前記正常時制御を行う、乗物。 - 電源と、
前記電源の電力を用いて前記乗物を駆動する電気モータと、
前記電源から前記電気モータへの電力の供給および遮断を切り替えるスイッチング素子と、を備え、
前記動作確認部は、前記動作確認処理として前記スイッチング素子が正常動作可能か否かを判定することを含み、
前記高度異常状態は、前記スイッチング素子が動作異常であることを含み、
前記低度異常状態は、前記スイッチング素子が動作異常であることを含まない、請求項1に記載の乗物。 - 前記正常時制御における前記移行手順と、前記低度異常時制御における前記移行手順とが異なる、請求項1または2に記載の乗物。
- 前記制御部は、前記動作確認部により前記低度異常状態と判定された場合、前記低度異常時制御として、前記正常時制御に比べて前記乗物の走行能力を制限した制御を行い、前記動作確認部により前記低度異常状態から回復したと判定された場合、前記乗物の走行能力の制限を解除して制御を行う、請求項1~3の何れかに記載の乗物。
- 前記制御部は、前記動作確認部により前記低度異常状態と判定された場合、前記低度異常時制御として、前記低度異常状態から回復したと判定されるまで、前記移行手順の進行を待機する、請求項1~3の何れかに記載の乗物。
- 前記制御部は、前記低度異常状態と判定された原因に応じて異なる前記低度異常時制御を行う、請求項1~5の何れかに記載の乗物。
- 前記動作確認部が前記低度異常状態から回復したと判定したときに、前記乗物が走行中である場合、前記制御部は、前記走行能力の制限を時間経過に伴って徐々に解除する徐変解除制御を行う、または、予め定められた解除時期条件を満たすか否かを判定し、当該解除時期条件を満たした場合に前記走行能力の制限を解除する、請求項4に記載の乗物。
- 前記動作確認部が前記高度異常状態と判定したときに、前記乗物が走行中である場合、前記制御部は、前記走行能力を制限して前記動作可能状態を維持し、前記乗物が走行停止した後は、前記動作可能状態への移行を禁止する、請求項1~7の何れかに記載の乗物。
- 前記乗物の異常を検出する異常検出器を備え、
前記動作確認部は、前記異常検出器が検出した値が所定の第1の範囲外、かつ、当該第1の範囲を含む第2の範囲内である場合に、前記低度異常状態と判定し、前記異常検出器が検出した値が前記第2の範囲外である場合に、前記高度異常状態と判定する、請求項1~8の何れかに記載の乗物。 - 前記異常検出器は、前記乗物における所定の第1の特性を検出する第1の検出器と、前記第1の特性とは異なる第2の特性を検出する第2の検出器とを含み、
前記動作確認部は、前記低度異常状態か否かを前記第1の特性に基づいて判定し、前記高度異常状態か否かを前記第2の特性に基づいて判定する、請求項1~8の何れかに記載の乗物。 - 前記第1の検出器は、前記乗物の状態を表す指標のうちの少なくとも1つの数値を検出するよう構成され、
前記動作確認部は、前記数値が所定の範囲外である場合に、前記低度異常状態と判定する、請求項10に記載の乗物。 - 前記第2の検出器は、前記乗物の状態異常、電気回路故障異常、センサ故障異常、および、制御対象の故障異常のうちの少なくとも何れか1つを検出可能に構成され、
前記動作確認部は、前記第2検出器が前記異常を検出した場合に、前記高度異常状態と判定する、請求項10または11に記載の乗物。 - 前記動作確認部が異常と判定した場合に、当該異常を報知する報知部を備え、
前記報知部は、前記低度異常状態と前記高度異常状態とで報知態様が異なる、請求項1~12の何れかに記載の乗物。 - 乗物を駆動する電力を蓄える電源と、
前記電源への充電動作について、正常動作可能か否かを確認するための所定の動作確認を行う動作確認部と、
充電動作可能状態へ至る移行手順に従って前記電源への充電動作を制御する制御部と、を備えた電源ユニットであって、
前記動作確認部は、予め定められた高度異常状態または前記高度異常状態とは異なる低度異常状態であるか否かを判定する動作確認処理を行うように構成され、
前記制御部は、
前記動作確認部が正常動作可能と判定した場合、前記移行手順を進めて前記電源への充電動作可能状態へ移行する正常時制御を行い、
前記動作確認部が前記高度異常状態であると判定した場合、前記移行手順を終了して前記電源への充電動作禁止状態へ移行する高度異常時制御を行い、
前記動作確認部が前記低度異常状態であると判定した場合、前記移行手順を終了せずに、前記正常時制御とは異なる低度異常時制御を行い、前記動作確認部が前記低度異常状態から正常動作可能状態に回復したと判定した場合、前記正常時制御を行う、電源ユニット。
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JP2015546157A JP6127151B2 (ja) | 2013-11-06 | 2013-11-06 | 乗物およびそれに用いる電源ユニット |
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US10179512B2 (en) | 2019-01-15 |
EP3067231A4 (en) | 2017-06-28 |
EP3067231A1 (en) | 2016-09-14 |
JPWO2015068186A1 (ja) | 2017-03-09 |
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US20160250928A1 (en) | 2016-09-01 |
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