JPH012108A - Electric car control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention (Field of Industrial Application) The present invention relates to a control device for analyzing abnormalities in the electrical system of an electric vehicle.

(Prior art) Generally, in electric vehicles such as battery forklifts,
When an abnormality occurs in the electrical system, an external analyzer is used to detect the abnormality.

In other words, by connecting the connector of this analyzer to the connectors of each part on the electric car side, sequentially measuring the voltage of each part on the electric car side, and detecting the difference between this measured value and the set voltage, the abnormal location can be detected. is being detected.

(Problem to be solved by the invention) However, with the above-mentioned abnormality detection method, it is not possible to immediately confirm the location of an abnormality in an electric car, and when there is a failure in an electric car, an analyzer is attached to the connector on the electric car side to detect the abnormality. It is necessary to perform analysis, and it is impossible to detect abnormalities in parts of the electric vehicle that are not output to the outside through the connector.

In addition, in response to an abnormal state of the vehicle, we detect the faulty part by checking several places that may be the cause of the abnormality, and then sequentially check each part that makes up the faulty part. Although analysis is performed, it is necessary to select the connector of the electric vehicle and replace the analyzer each time a different check is performed, which is extremely complicated work.

This invention was made in order to solve the above-mentioned problems, and its purpose is to make it possible to universally check for abnormalities in all electrical system parts using the functions provided in the vehicle, and furthermore, to create an electric vehicle that can easily perform abnormality analysis. The purpose is to provide a control device.

Structure of the Invention (Means for Solving Problems) In order to achieve the above-mentioned object, the present invention controls the drive means for traveling according to a predetermined program by the operation means for traveling, and provides a system for cargo handling. In a control device for an electric cargo handling vehicle that controls the operation of a cargo handling drive means according to a predetermined program using an operating means, a mode setting means for setting an abnormality analysis mode for analyzing an abnormality in an electrical system of the vehicle; test selection means for selecting various tests according to the function of the electrical system under the setting of a mode for each part of the electrical system; and storage means for storing standard data for each part of the electrical system to function normally; A detection means for detecting the presence or absence of an abnormality in each part by comparing the results of the various tests with standard data, and a display means for displaying a code corresponding to the relevant part when the detection means confirms an abnormality. The gist of this article is as follows.

(Operation) In the present invention, under the abnormality analysis mode set by the mode setting means, various tests according to the functions of the electrical system are performed for each part of the electrical system, and the results of these tests and standard data stored in the storage means are provided. The detection means detects the presence or absence of an abnormality in each part by comparison with the above, and when the abnormality is confirmed, a code corresponding to the relevant part is displayed on the display means.

(Example) Hereinafter, an example in which the present invention is embodied in a control device for a battery-powered forklift will be described in detail with reference to the drawings.

The forklift vehicle 1 shown in FIG. 3 travels back and forth by forward and reverse rotation of drive wheels 2 provided at the rear of the vehicle, and further comprises a mast 4 provided at the front and a fork 3 supported by the mast 4 for loading cargo. A cargo handling operation is performed by a mechanism 5. The load discharging mechanism 5 is driven by the expansion and contraction operations of a lift cylinder L, a tilt cylinder, and a reach cylinder (all not shown). move back and forth.

In addition, the lift cylinder L moves the fork 3 up and down along the mast 4, and the tilt cylinder moves the fork 3 up and down along the mast 4.
It is something that moves people.

FIG. 2(a) shows a drive system electric circuit of a forklift. Of this, the main circuit P for cargo handling as a cargo handling drive means is described. The cargo handling motor 7 is connected to the cargo handling contactor 8.
It is connected to the positive terminal of the battery 8 via a.

This cargo handling motor 7 is a series motor consisting of an armature 9 and a field winding 10, and the field winding 10 is connected to a negative terminal of a battery 8 via a cargo handling transistor 11 for chopper control and a current sensor 12. It is connected to the. Then, the rotational speed of the cargo handling motor 7 is controlled by holding the cargo handling contactor 8a in the ON state shown and controlling the cargo handling transistor 11 on and off.

Next, the main circuit M for running as a running drive means will be explained. The travel motor 13 is connected to the positive terminal of the battery 8 via a current sensor 14 and a regeneration contactor 15. This traveling motor 13 employs a series motor consisting of an armature 16 and a field winding 17, and a forward contactor 18 and a reverse contactor 19 are connected to both ends of the field winding 17, respectively. A bypass contactor 20 and a main transistor 22 are connected in parallel between these contactors 18, 19 and the battery 8. Then, as shown in the figure, the regeneration contactor 15 is turned on, both contactors 18 and 19 are held in the forward position, and the travel motor 13 is rotated in the forward direction to move the vehicle 1 forward. ing. At this time, the rotational speed of the traveling motor 13 is increased or decreased by the control of the main transistor 22, thereby adjusting the traveling speed of the vehicle 1.

A regeneration transistor 23 and a regeneration resistor 23a are connected in series between the armature 16 of the traveling motor 13 and the positive terminal of the battery 8. Further, between the forward and reverse contactors 18 and 19 side of the field winding 17 of the traveling motor 13 and the positive terminal of the battery 8,
Flywheel diodes 24 and 25 are connected respectively, and a regenerative flywheel diode 26 is also connected between the regenerative contactor 15 and the negative terminal of the panteri 8.
is connected.

In the above electric circuit, as shown in FIG. 2(b), a regeneration circuit E is configured (only necessary parts are shown), and the regeneration contactor 15 is turned off, and the forward and reverse contactors 18° 19 in the reverse position, the base current is supplied to the main transistor 22 and the regenerative transistor 23, and the regenerative flywheel diode 26
A current is supplied to the traveling motor 13 via the armature 16.
increases the electromotive force generated. When this electromotive force exceeds a certain value, the regeneration transistor 23 and then the main transistor 22 are turned off, and the regeneration current is transferred from the armature 16 to the positive terminal of the battery 8 via both flywheel diodes 24 and 25. It is designed to apply regenerative braking to the traveling motor 13.

Next, the control structure of the above-mentioned traveling main circuit M and cargo handling main circuit P will be explained with reference to FIG. 1.

A central processing unit (hereinafter referred to as CPU) 27 as a detection means and test selection means is connected to a read-only memory (ROM) 28 and a readable and writable memory (RAM) 29 as storage means. Said ROM2
8 contains a control program for the CPU 27, standard data for diagnosing whether each electrical system part is functioning normally,
A traveling program and a cargo handling program are stored. Further, the RAM 29 temporarily stores digital data corresponding to analog data manually input from various manually operated members.

Regarding the connection configuration on the input side of the CPU 27, when the driving accelerator and cargo handling accelerator are operated on the road, they are turned on and off.
A traveling accelerator sensor 30 and a cargo handling accelerator sensor 31, which are turned off and increase or decrease the rotational speed of the traveling motor 13 and cargo handling motor 7, are connected via A/D converters 32 and 33, respectively. Furthermore, the current sensors 12 and 14 of the amphigenic circuits M and P are respectively connected via an A/D converter 34, and their analog output values are digitally converted and input to the CPU 27. Furthermore, the main circuit M for driving is connected to the CPU 27 by the plugging sensor M.
Forward and reverse limit switches 35a and 35b, which are selectively switched by operating a direction lever, are connected to each other. Also connected to the CPU 27 are a lift limit switch 36a, a reach limit switch 36c, and a tail trimming switch 36b, which are turned on and off by operating the lift lever, reach lever, and tilt lever, respectively. These switch groups 36a, 36b, 36
By turning c on and off, a cargo handling pump controlled by the cargo handling motor 7 is rotated.

Further, a battery voltage detector 37 that detects the voltage of the battery 8 one by one is connected to the CPU 27, and based on the battery voltage output from the battery voltage detector 37, the CPU
U21 calculates the remaining capacity of the battery 8 and sequentially writes the remaining capacity data into the RAM 29. Furthermore, CPU2
7 is connected to a brake switch 61, a park brake switch 62, a key switch 38, and a dip switch 39 as mode setting means. , a self-diagnosis mode is started to check for abnormalities in the electrical system when the heavy vehicle is running. Further, when the dip switch 39 is pressed while the vehicle 1 is stopped, the CPU 27 enters an abnormality analysis mode for analyzing abnormalities in the electrical system, and processing operations for abnormality analysis are performed.

The forward limit switch 35a, the reverse limit switch 35b1, the brake switch 61, and the park brake switch 62 constitute operation means for traveling, and the lift switch 36a, tilt switch 36b, and reach switch 36C constitute operation means for cargo handling. It is something to do.

In addition, a contactor drive circuit 40 is provided on the output side of the CPU 27.
- 44 are connected to each other, and control the opening and closing of the regeneration contactor 15, the forward contactor 18, the reverse contactor 19, the bypass contactor 20, and the cargo handling contactor 8a, respectively. Furthermore, the cargo handling transistor 1 is connected to the CPU 27 via three transistor drive circuits 45 to 47.
1. Running transistor 22, regeneration transistor 23
are connected to each other to control on/off of transistors 11, 22 and 23. These members connected to the output side are driven and controlled according to the program stored in the ROM 28 as the input side members are operated, and the presence or absence of abnormality in these input and output side members is detected. It looks like this.

That is, for example, the cargo handling contactor 8a is connected to the key switch 3.
It is turned on and off by the relay control of the contactor drive circuit 40 in accordance with the important operation of step 8, and when it is in the on state, the current sensor 12 detects the current flow, and the cargo handling transistor 11 is turned on and off.
is controlled on and off by operating the cargo handling accelerator switch 31, and the change in the current flowing at this time is also detected by the current sensor 1.
Detected at 2. The regeneration contactor 15 is turned on and off by the control of the contactor drive circuit 41 in conjunction with the operation of the key switch 38, and when in the on state, the forward or reverse limit switch 35a.

35b is turned on, and the current sensor 14 detects a current corresponding to the amount of operation of the driving accelerator.

The forward contactor 18 and the reverse contactor 19 are forward and reverse limit switches 35a and 35b, respectively.
The switching operation switches from the forward position to the reverse position,
The reverse voltage generated at this time is detected by the blanking sensor Ms.

The running transistor 22 is driven via a transistor drive circuit 46 by operating the running accelerator 30, and when it is turned on, a change in the current flowing through the running motor 13 is detected by the current sensor 14. . Also,
The bypass contactor 20 is driven by a contactor drive circuit in accordance with the operation of the travel accelerator 30, and the current flowing when it is in the on state is detected by the current sensor 14.

Furthermore, a battery capacity meter 49 as a display means is connected to the output side of the CPU 27 via a display drive circuit 48. As shown in FIG. 4, this battery capacity meter 49 includes one check clamp 50 and six
Sixth indicator lamps 51 to 56 and one provided at the bottom
battery lamps 57 are provided. These lamps 50.51 to 56.57 are formed of light emitting diodes and emit light in yellow, green, and red, respectively. When the key switch 38 is turned on, all the lamps 50.51 to 56
．． 57 lights up for 2 seconds to confirm that the lamp is not burnt out. This battery capacity meter 49 measures the decrease in the remaining capacity of the battery 8 detected by the battery voltage detector 37 during normal times from the F side (non-discharge side) to the E side (full discharge side) of the first to sixth indicator lamps 51 to 56. A digital display is made by turning off the lights one by one toward the discharge side). When the remaining capacity of the battery 8 exceeds a preset allowable remaining value, the battery lamp 57 lights up to display a warning.

Further, by inputting the key switch 38, the CPU 27 is set to a self-diagnosis mode at predetermined intervals, and searches for abnormalities in each part according to a predetermined program. Performs display operations. Then, when the CPU 27 confirms that there is an abnormality in the electrical system, the check clamp 50 lights up, and at the same time as this lighting, the CPU 27 temporarily stops the battery capacity display function of the battery capacity meter 49, and according to the result of the self-diagnosis operation, the CPU 27 lights up the check clamp 50. One or more lamps 51 to 56 are selected to display the abnormal region by lighting in a predetermined display mode corresponding to each region. Further, when the dip switch 39 is operated while the vehicle 1 is stopped, the CPU 27 causes the check clamp 50 to flash and shifts to the abnormality analysis mode, and uses all the lamps 50°51 to 56.57 to analyze the abnormality. will be displayed.

Further, a charge panel 58 is connected to the CPU 27 in an input/output manner, and is connected to an external device such as a battery charger when charging the battery 8.

Now, the overdischarge prevention function of the control device configured as described above will be described below.

When the battery 8 is over-discharged, the CPU 27 prohibits simultaneous energization of both contactor drive circuits 40 and 44, energizes only one contactor drive circuit 40 by 1lfl, switches the regeneration contactor 15 to the on position, and switches the regeneration contactor 15 to the on position. Main circuit M is energized preferentially. Therefore, the driving motor 13 is rotationally driven, the vehicle 1 is moved to the vicinity of the external charging device, and the battery 8 is charged by the external device via the charging panel 58.

Therefore, when the battery 8 is over-discharged, the vehicle 1
The main circuit for running M
There is no risk of premature depletion due to excessive burden.

Note that if only cargo handling system operations are performed after overdischarge, the CPU
27 turns on the cargo handling contactor 8a via the contactor drive circuit 44. Therefore, cargo handling operations can be continued to the minimum necessary extent without being left unattended.

Next, the self-diagnosis function of this control device will be explained.

As mentioned above, when the key switch 38 is turned on,
It is determined whether or not the CPU 27 itself, the ROM 2B, and the RAM 29 are present, and thereafter the CPU 27 is set to a self-diagnosis mode at predetermined intervals. The 14 parts are the traveling transistor 22, the cargo handling transistor 11, the current sensors 12 and 14, the forward contactor 18, the reverse contactor 19, the bypass contactor 20, the traveling accelerator sensor 30, the cargo handling accelerator sensor 31, and the battery 8. The presence or absence of voltage abnormality is checked at predetermined intervals, and this is indicated by the indicator lamps 51 to 56 of the capacitance meter 49 in an appropriate lighting manner. Note that the indicator lamps 51 to 56 that are off are shown with diagonal lines in the drawings.

That is, after the key switch 38 is input, as shown in FIG. 5, in step St (hereinafter, step is simply referred to as S), the traveling and cargo handling programs stored in the ROM 28 are read out, and the program is executed according to this program. , a traveling operation and a cargo handling operation are performed. During execution of this program, the CPU 27 reads the voltage values of 14 predetermined parts in S2, and reads the read voltage values and R in a predetermined order in S3.
Comparison calculations are made with data values for diagnosis stored in the OM 28, and it is determined whether or not both values are within a predetermined error range. If the determination result is NO, error processing is performed in accordance with a predetermined program corresponding to the abnormal part in S4, and then the check clamp 50 of the capacitance meter 49 is turned on in S5. Notification of an abnormality in the electrical system is made, and the indicator lamps 51 to 56 are suitably selected and turned on in a display mode corresponding to the abnormal area to display the faulty area for a predetermined period of time, and then return to Sl. Note that when the determination result in S3 is YES, the process returns to S1 and the above operation is repeated.

In the above self-diagnosis result of S3, if an abnormality is found in the CPU 27 itself, the running function and loading function of the vehicle 1 are stopped as error processing in S4, and then the sixth
As shown in Figure (a), all of the indicator lamps 51 to 56 of the capacitance meter 49 are lit to indicate an error. R.A.
When an abnormality in the M29 is confirmed, a predetermined display is made on the capacity meter 49, and the vehicle 1 is disabled from traveling and the cargo dumping function. When an abnormality in the ROM 28 and battery 8 is detected, the traveling and loading functions are stopped, and when charging is in progress, the charge panel 58 is shut off to disable charging.

In addition, the CPU 27 operates the main circuit M for traveling and the main circuit P for cargo handling.
When abnormal voltages are confirmed, the traveling operation or loading function of the vehicle 1 is stopped, and the capacity meter 49 changes to the state shown in FIG. 6(b).
Display the error shown in C). Furthermore, when the CPU 27 detects an abnormality in the current sensors 14, 12, the traveling function and the loading function of the vehicle 1 are stopped, respectively, according to the functions of the main circuits M, P in which the corresponding sensors 14, 12 are installed.

If an abnormality in the voltage values of the forward contactor 18 and the reverse contactor 19 is detected, the CPU 27 makes the vehicle 1 unable to run and outputs a signal to the capacitance meter 49, as shown in FIG. 6(d). As shown in FIG. 3, only the second indicator lamp 52 is turned on to display an error. Further, when the bypass contactor 20 shows an abnormal voltage value,
The CPU 27 controls the output so that the duty ratio is 80% even when the accelerator is fully opened.

Furthermore, the CPU 27 sequentially reads the voltage values of the traveling accelerator sensor 30 and the cargo handling accelerator sensor 31, and if these accelerator sensors 30 and 31 are disconnected or short-circuited, the voltage values relative to the operating amounts of the traveling accelerator and the cargo handling accelerator may be changed. When different, the CPU 27 selects each accelerator sensor 3.
Depending on the functions of 0 and 31, the duty ratio during traveling or cargo handling is limited to 50%.

As described above, upon input of the key switch 38, the capacity meter 49 digitally displays the remaining capacity of the battery 8.

At the same time, the CPU 27 detects the presence or absence of an abnormality in the group of parts at a predetermined period, and only when there is an abnormality, performs error processing such as stopping the running operation, etc., and then the capacitance meter 49 changes to display the abnormal part. is displayed only for a predetermined period of time.

Thereafter, the CPU 27 outputs signals related to the traveling operation and cargo handling operation of the vehicle 1 to each part according to the traveling and cargo handling program. Therefore, the self-diagnosis function is performed without interfering with the remaining battery capacity display function of the capacity meter 49, and the faulty part can be confirmed.

When the faulty part is confirmed, dip switch 3
Based on the operation in step 9, the self-diagnosis function of the CPU 27 is switched to an abnormality analysis function, that is, an analyzer function, and a detailed analysis of the faulty part of the electrical system is started.

Prior to operating the dip switch 39 described above, the mast 4 of the vehicle 1 is moved forwardmost along the guide portion 6, and the fork 3 is held at the lowest position. Then, the vehicle 1 is jacked up until the drive wheels 2 leave the ground, and the vehicle 1 is prevented from starting while the driving system switch group is being tested.

After that, when the dip switch 39 is operated, the analyzer mode preparation is completed, and the capacity meter 49 is checked, with all the indicator lamps 51 to 56 and the battery lamp 57 turned off, as shown in FIG. lamp 50
only starts blinking.

Analyzer mode is broadly divided into an initial preliminary test and a subsequent main analysis test. At the beginning, in addition to the RAM test, ROM test, main circuit test, current sensor test, accelerator test, and battery voltage test according to the self-diagnosis mode items, a static test consisting of a dip switch test and a main analysis test are performed. A switch input test is conducted to check the functionality of various switches used in the event.

The static test is performed after completing the analyzer mode.
That is, when the dip switch 39 is operated, the CPU 27
starts checking sequentially from the RAM 29, and if there is no abnormality, the capacity meter 49 shows 0. Displays normal status for 5 seconds and then moves on to checking the next item. Further, when the CPU 27 detects an abnormality in a certain item, the abnormality is displayed on the capacitance meter 49 for 5 seconds, and then the process moves on to checking the next item. In addition,
When the CPU 27 detects an abnormality in the ROM 28, it does not proceed to the next item.

In the static test described above, the presence or absence of abnormality in the same item is mainly determined from the same lamp 50.51 of the capacity meter 49.
56.57, and is recognized by lighting or blinking it. Further, when an abnormality is detected in a main circuit test or the like, it is determined whether the main circuit is a traveling system or a cargo handling system by turning off or blinking the battery lamp 57.

That is, when there is no abnormality in the test of the RAM 29, the sixth indicator lamp 5 is turned on as shown in FIG. 8(a).
6 lights up, and if an abnormality is discovered, this indicator lamp 56 flashes as shown in FIG. 8(b).

In addition, in this test, the pantry lamp 57 is kept in the off state regardless of the presence or absence of an abnormality.

In addition, in the main circuit test, if the main circuit P for cargo handling or the main circuit M for traveling is normal, both of them are shown in Fig. 9 (a).
As shown in , the fourth indicator lamp 54 lights up,
Other lamps remain off. On the other hand, when there is an abnormality in the main circuit for traveling M, as shown in FIG. 9(b), although the fourth indicator lamp 54 blinks and the battery lamp 57 goes out, When there is an abnormality, the fourth indicator lamp 54 blinks and the battery lamp 57 also blinks as shown in FIG. 9(c).

Similarly, during the accelerator test, if the traveling accelerator sensor 30 or the cargo handling accelerator sensor 31 is normal,
The first indicator lamp 51 lights up [Fig. 10(a)]
), if there is an abnormality in any of them, in addition to the first indicator lamp 51 blinking, the battery lamp 57 turns off or blinks [FIG. 10(b) or (C)].

Furthermore, in the test of the dimples isochi 39, the battery lamp 57 is kept in the off state, all of the indicator lamps 51 to 56 are turned off when the condition is normal, and all of the indicator lamps are turned on when there is an abnormality.

After completing the above static test, the total capacity is 49.
As shown in FIG. 11, the switch enters a test standby state in which the check clamp 50 and the second and sixth indicator lamps 52 and 56 are turned off.

This switch input test includes the brake switch 61, parking brake switch 62, and lift switch 36a.
1 tail switch 2chi 36b1 reach switch 36C1
The forward limit switch 35a and the reverse limit switch 35b are turned on and off to confirm whether there are any functional abnormalities.

Hereinafter, when the brake switch 61 to the forward limit switch 35a are operated in the above-described order, the first indicator lamp 51 to the sixth indicator lamp 56 are turned on or off in order. That is, when the brake switch 61 is turned on, the first indicator lamp 5 turns off as shown in FIG. 12(a), and the park brake switch 62 turns off.
When the forward limit switch 35a and forward limit switch 35a are turned on, the second indicator lamp 52 and the fin indicator lamp 57 are turned on, respectively, as shown in FIGS. 12(b) and 12(c), and these switches 61, 62, 32a indicates that it is functioning properly.

Then, when the reverse limit switch 35b is turned on, the check clamp 50, which is in the off state, lights up, indicating that there is no abnormality in the reverse limit switch 35b.

Note that the switch input test described above is performed arbitrarily by the driver for the purpose of maintaining the vehicle 1, and if it is determined that it is unnecessary, it is also possible to omit this and directly perform the analysis test described below.

After the static test described above, when the capacitance meter 49 is in the standby state for the switch input test, the lift lever and the tilt lever are operated for 3 seconds, and the lift switch 3
When the tilt switch 6a and the tilt switch 36b are turned on, the main hall analysis test begins. This analysis test is roughly divided into three stages, and when entering the analysis test mode, switch the direction lever from the analog input test mode to the neutral position. By turning on the switch 35a and then turning it off again, the contactor test, main circuit M
, P and the regenerative circuit E are sequentially subjected to chopper tests.

In the analog input test mode described above, the analog input performed for each check item is A/D converted, and the converted value is displayed in binary or bar graph on the capacitance meter 49. As shown in FIG. 2, the process is started by making an initial display in which only the check lamp 50 is blinked and all other lamps are turned off.

Selection of the check item is carried out by holding the lift lever in the non-operating position, turning off the lift switch 36a, and turning the tilt switch 36b on and off by switching the tilt lever. That is, the capacity meter 49
When initially displayed, the offset voltage value of the current sensor 14 is checked.'-ei! ! After that, ■ Voltage of main driving circuit M, ■ Offset voltage value of current sensor 12, voltage of 5 cell voltage, ■ Cargo handling accelerator voltage, ■ Cargo handling offset duty, ■ Cargo handling soft start, 0 tail duty, ■ Each item of reach duty, 07 retachiment duty, ■charging voltage, ■power controller volume, and ■option input is selected in sequence, and the total capacity is 4.
9 lights up the indicator lamps 51 to 56 as appropriate to perform a display mode indicating item selection, that is, a code display.

When the above-mentioned item selections from ■ to ■ are completed, turn on the lift switch 36a by operating the lift lever,
Perform an analog input test for the relevant item. Of the check items, the A/D display for 0 A bar graph display using 56 is performed, and the measured value is obtained by converting these A/D displays using a conversion table.

To describe a specific example of this analog input test, when ``main running circuit voltage'' is selected in the item selection, the capacitance meter 49 causes the check clamp 50 to blink as shown in FIG. 14(a), and the 3. The code is displayed by lighting the indicator lamp 53. After confirming that there is no mistake in selecting the item by displaying this code, lift switch 36a
Turn on and perform analog input. And the capacity meter 4
9 is a check clamp 50 as shown in FIG. 14(b).
, the sixth indicator lamp 56, and the battery lamp 57 are turned on to display a binary number. Then, according to the binary number conversion table 63 shown in FIG. .54 is determined and it is checked whether this value is within a preset tolerance range.

Furthermore, when the cargo handling offset duty is selected as a check item, the capacity meter 49 lights up the check clamp 5o and the third to fifth indicator lamps 53 to 55 to display a code, as shown in FIG. 16(a). conduct. After this, the analog input test showed that the capacitance meter 49 was 16th (b).
When the 1.2 indicator lamps 51.52 are turned on as shown in FIG. 17, the numerical value 44.42 corresponding to this bar graph is read out in the bar graph conversion table 65 shown in FIG.

When the analog input test described above is completed, the mode is switched to the contactor test mode by operating the direction lever, and the capacitance meter 49 performs the initial display shown in FIG. 18(a). In this contactor test, test items such as the forward contactor 18, the reverse contactor 19, the regeneration contactor 15, the bypass contactor 20, and the cargo handling contactor 8a are sequentially selected by operating the tilt lever.

That is, in the initial display, the forward contactor 18 is selected as the check item, and when the backward contactor 19 is selected by operating the tilt lever, the capacitance meter 4 is selected.
9 is a check clamp 50 as shown in FIG. 18(b).
While blinking, turn on the first and third indicator lamps 5.
1. When a predetermined code is displayed in accordance with the selection of the check item described above, the corresponding contactor is turned on by operating a lever or the like. At this time, other parts are kept stationary and no noise is generated, and only the sound of the contactor being turned on is visible to the driver. When there is a normal closing sound, it is recognized that the corresponding contactor is functioning normally.

On the other hand, if there is no normal closing sound, it is confirmed that there is an abnormality in the contactor, and the contacts are inspected for damage.

After the contact manual test is completed, the chopper test mode is started by operating the direction lever, and as shown in FIG.
The initial display of the chopper test is performed by lighting the .

In this chopper test, the main circuit M for traveling and cargo handling,
The chopper functions of three items, P and regeneration circuit E, are checked, and a test item is selected by turning on the tilt switch 36b, which is in the OFF state, by operating the tilt lever. When the running main circuit M is selected as a check item, as shown in FIG. 19(b), the code display on the capacitance meter 49 causes the check lamp 50 to flash, and the first to third indicator lamps 51, 52 . This is done by lighting up 53.

After that, by switching the daylight tension lever to the forward position, the forward and reverse limit switches 35a and 35b are switched to the forward and reverse positions, and the second
A chopper test of the main driving circuit M is started according to a predetermined program shown in FIG.

That is, simultaneously with the ON operation of the forward limit switch 35a, the CPU 27 outputs an ON signal to the travel transistor 22 via the transistor drive circuit 46 to drive it in S7, and in S8 the CPU 27 changes the voltage value of the transistor 22. is within the appropriate range.

When the determination result in S8 is NO, the CPU
27 outputs a drive circuit abnormality signal to the capacitance meter 49, and based on this signal, the capacitance meter 49 lights up the check clamp 50, the sixth indicator lamp 56, and the pantry lamp 57 to display the first error display [Fig. 21 (a) 〕I do. This first
The error display confirms that there is an abnormality in the running transistor 22 or the transistor drive circuit 45, and appropriate error handling is performed by manual operation or the like.

On the other hand, if the determination result in S8 is YES, the SIO determines whether the voltage value of the current sensor 14 is within the appropriate range,
When the answer is No, the CPU 27 selects sensor 1 in Sll.
4 is judged to be abnormal, and the check clamp 50 of the capacitance meter and the 5th. A second error is displayed by lighting up the fin indicator lamps 54, 56 and the battery lamp 57 [Fig. 21(b)]
I do.

This second error display confirms that there is an abnormality in the current sensor 14, and appropriate processing is performed in the same manner as described above.

If the SIQ determination result is YES, the chopping operation continues at the maximum duty of -20%, and when the forward and reverse limit switches are turned off, the CPU 27 sends an end signal to the capacity meter 49 in step 512. As shown in FIG. 21(c), this capacitance meter 49 turns on the first to third indicator lamps 5 while keeping the check clamp 50 on.
1°52.53 is turned on and the main driving circuit M is driven at maximum duty.

After this, switch the direction lever to the neutral position,
When the forward and reverse limit switches 35a and 35b are respectively turned off, the display shown in FIG.
The initial display for the test of the cargo handling main circuit P is performed. Thereafter, when the lift switch 36a is turned on by operating the lift lever, a test is performed on the cargo handling transistor 11 and the current sensor 12 in the same processing order as the test for the traveling main circuit M described above. and,
The capacitance meter 49 displays a first error display, a second error display, and a test completion display in the states shown in FIGS. 22(a), (b), and (c), respectively.

When the chopper test of the main circuits M and P for traveling and cargo handling is completed, the tilt switch 36b is turned on and off, and the forward limit switch 35a is held on. E's chopper test is performed.

In this test, at the same time as the forward limit switch 35a is turned on, an on signal is output to the forward contactor 18 in S13, and the regeneration contactor 15 is output in S14.
It is then determined whether the flywheel diodes 24, 25 are normally open. When the determination result in S14 described above is No, that is, for example, the regenerative contactor 1
When 5 is in the welded state and the circuit is closed, 315
, the CPU 27 displays the third error display, and
A third error display (FIG. 24(a)) is performed on the capacitance meter 49 by lighting all lamps other than the second indicator lamps 51 and 52.

If the determination result in 314 is YES, it is determined in 316 whether or not the conduction of the regeneration transistor 23 and the regeneration resistor 23a is normal through measurement of the voltage of the transistor 22. If the determination result is NO, in 317 the A fourth error display [FIG. 24(b)] is performed by the capacitance meter 49 by lighting all the lamps except the 1 indicator lamp 51.

When the determination result in 316 is YES, in 318 the CPU 27 outputs a command to end the test to the capacitance meter 49, the CHIE'7 clamp 50 of the capacitance meter 49 flashes, and the display meter 49 displays the first and second 2. A test completion indication [FIG. 24(C)] is displayed in which the fourth indicator lamps 51, 52, and 54 are lit.

After the chopper test of regeneration circuit E is completed, when the direction lever is moved to the non-operating position, the capacity totals 49.
The display returns to the standby state shown in FIG. 19(a).

By appropriately combining various item tests in the analog input test, contactor test, and chopper test described above, the cause of abnormality in the electrical system of the vehicle 1 can be clearly understood. An example is described below.

When there is an abnormality in the main circuit M for traveling, a contactor test is performed to check that the regeneration contactor 15 and the forward contactor 1
8. The reverse contactor 19 is checked. If there is no closing sound of any of these contactors 15, 18.19, the corresponding contactor 15, 18.1
It is confirmed that there is an abnormality in 9.

Further, when the closing sound of all the contactors 15, 18, and 19 is confirmed, the voltage of the main running circuit M is measured by an analog input test. When this measured voltage value is within the allowable error range with respect to the preset standard voltage value, the main running circuit M is checked by a chopper test, and an error indication on the capacitance meter 49 indicates that the running transistor 22 or An abnormality in the transistor drive circuit 45 is confirmed. Also, if there is no error message, CPU2
7 is found to be abnormal.

The above analysis test is performed according to a preset program by turning on and off the lift switch 36a, tilt switch 36b, and the like.

Therefore, there is no need to test analyzer equipment provided separately from the vehicle 1 via different connectors for each part of the electrical system of the vehicle 1, and complicated work is avoided.

In addition, by having a configuration in which various tests are performed based on the standard data for each part stored in the ROM 28, the data of all electrical system parts that need to be checked can be read.
When stored in the OM 28, there are no restrictions on the check items, unlike conventional products in which each part is output externally via a connector.

Furthermore, in the analysis test, the tests are carried out smoothly because switches used for switching between various tests and selecting items in each test are tested at the beginning.

In addition, since the analog input value at the input site is digitally displayed on the capacitance meter, the actual input value is reliably recognized.

Moreover, since the battery capacity meter 49 provided on the forklift is used as an indicator of the failure location, there is no need to install a new indicator member, which is economical.

Effects of the Invention As detailed above, this invention has the excellent effect that it is possible to universally check for abnormalities in all electrical system parts by the functions provided in the vehicle, and furthermore, this abnormality analysis work can be performed easily. demonstrate.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the electrical control configuration of the present invention;
Figure 2 (a) is an electric circuit diagram showing the main circuit for traveling and cargo handling, Figure 2 (b) is an electric circuit diagram showing the regeneration circuit, Figure 3 is a side view showing the forklift, and Figure 4 5 is a front view showing the battery capacity indicator, FIG. 5 is a flowchart for implementing the self-diagnosis mode, and FIGS. 6(a) to (d)
) is a front view showing the capacitance meter in the self-diagnosis mode, and Fig. 8(a) is a front view showing the capacitance meter when starting the analyzer mode.
(b), Figures 9(a), (b), and (c), and Figures 10(a), (b), and (c) are front views showing capacitance meters that display abnormalities in major parts during static testing, respectively;
FIG. 11 is a front view showing a capacitance meter that displays switch input test standby. Figures 12 (a) to (c) are front views showing a capacitance meter that displays abnormalities in various items during a switch input test, and Figure 13 is a front view showing a capacitance meter that displays an initial display of analog mode input. , FIGS. 14(a) and 14(b) are front views showing a capacitance meter that displays item selection mode and binary digital display in an analog input test, and FIG. 15 is a partially broken new front view showing a binary conversion table.
Figures 16 (a) and (b) are front views showing a capacitance meter that displays item selection mode and bar graph display in an analog input test; Figure 17 is a front view showing a bar graph conversion table;
18(a) and 18(b) are front views of the capacitance meter showing item selection during the contactor test, FIG. 19(a) is a front view of the capacitance meter showing the initial display of the chopper test, and FIG.
Figure (b) is a front view showing a capacity meter that displays chopper test selection for the main travel and cargo handling circuit, Figure 20 is a flowchart showing the operation of the CPU to carry out the chopper test for the main travel circuit, and Figure 21 (a), (b), and (c) are front views of the capacity meters that display the error and completion indications for the main circuit chopper test, respectively, and Figures 22 (a), (b), and (c) are the front views for the chopper test for the cargo handling main circuit. A front view of the capacitance meter that displays error and termination displays, Figure 23 is a flowchart showing the operation of the CPU to perform a chopper test of the regeneration circuit, and Figures 24 (a), (b), and (c) are the regeneration circuit diagrams. FIG. 3 is a front view of a capacitance meter that displays an error and an end display of a circuit chopper test. CPU 27 as a detection means and test selection means, ROM 2B as a storage means, forward limit switch 35a and reverse limit switch 35b, brake switch 61 and park brake switch 62 as operating means for traveling, and a brake switch 61 and a park brake switch 62 for cargo handling. A lift switch 36a, a tilt switch 36b, and a reach switch 36c as operating means; a battery capacity meter 4 as a display means;
9. A dip switch 39 as a mode setting means, a main traveling circuit M as a traveling drive means, and a cargo handling main circuit P as a cargo handling drive means. Patent applicant: Toyota Industries Corporation, Meidensha Co., Ltd.

Claims (1)

[Scope of Claims] 1. An electric vehicle in which a driving operation means for traveling controls a travel drive means according to a predetermined program, and an operation means for cargo handling controls a cargo handling drive means according to a predetermined program. The control device includes a mode setting means for setting an abnormality analysis mode for analyzing abnormalities in the electrical system of the vehicle, and various tests according to the functions of the electrical system under the setting of the abnormality analysis mode for each part of the electrical system. A storage means that stores standard data for each part in order for the electrical system to function normally; By comparing the results of the various tests with the standard data, abnormalities in each part can be detected. A control device for an electric vehicle, comprising: a detection means for detecting the presence or absence of an abnormality; and a display means for displaying a code corresponding to the relevant part when the detection means confirms an abnormality.