JPH0819108A - Reverse control device for electric vehicles - Google Patents

Abstract

(57) [Summary] [Purpose] To provide a reverse drive control device for an electric vehicle, which is capable of obtaining a substantially stable reverse drive speed irrespective of changes in running conditions such as a vehicle load weight and a slope. [Configuration] Deviation calculation means 4 in motor operation control means 33
6 is the reverse vehicle speed 45a detected by the reverse vehicle speed detecting means 45.
And a deviation 46a from the target reverse vehicle speed 44a is output. The motor operating condition setting means 42 outputs a drive or regenerative torque command value 42b based on the deviation 46a so that the vehicle speed during reverse travel becomes the target reverse vehicle speed. Motor drive signal generation means 4
3 generates motor drive signals a to f based on the torque command value, controls the operation of the inverter 34, and adjusts the electric power supplied to the motor M.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention detects a vehicle speed during reverse travel, compares the detected reverse vehicle speed with a preset target reverse vehicle speed, and operates a motor so that the vehicle speed during reverse travel is almost the target reverse vehicle speed. The present invention relates to a reverse control device for an electric vehicle that controls conditions.

[0002]

2. Description of the Related Art Regarding a reverse control device for an electric vehicle,
Japanese Unexamined Patent Application Publication No. 61-147710 discloses a vehicle which is designed to reduce the vehicle speed during reverse travel. In addition, the applicant is
Japanese Patent Application No. 83030 filed on April 9, 1993, proposes a reverse control device for an electric vehicle in which the number of revolutions of the motor during reverse travel is set to a predetermined value irrelevant to the accelerator opening. are doing. According to these, it is possible to facilitate or eliminate the accelerator operation at the time of reverse travel.

[0003]

However, the former one requires an accelerator operation, and therefore further simplification is desired. On the other hand, the latter reverse control device for an electric vehicle is configured to supply a preset torque command value (fixed value) to the motor drive circuit during reverse travel. Since the torque command value (fixed value) is set so that the target reverse vehicle speed (for example, 4 kilometers per hour) can be obtained when moving backward on a flat ground with a standard load weight,
If the load weight changes, the target reverse vehicle speed may not be obtained. In addition, the vehicle speed fluctuates when moving backward on an uphill or a downhill, which makes it difficult to obtain a good riding feeling.

The present invention has been made in order to solve the above problems, and a reverse drive of an electric vehicle capable of obtaining a substantially stable reverse drive speed regardless of changes in the vehicle loading weight and running conditions such as slopes. First to provide a control device
The purpose of. A second object of the present invention is to provide a reverse control device for an electric vehicle in which the reverse vehicle speed does not significantly exceed the target vehicle speed even when traveling backward on a downhill.
A third object is to prevent the operating state of the motor from being suddenly changed from the forward drive state to the reverse drive state, and to prevent an excessive load from being applied to the motor and the rotational drive force transmission system. .

[0005]

According to a first aspect of the present invention, there is provided a reverse drive control device for an electric vehicle according to claim 1, wherein the reverse drive speed detecting means detects a vehicle speed during reverse drive, and the detected reverse drive speed and a preset target. It is characterized by further comprising motor operation control means for controlling an operating state of the motor so that the vehicle speed during reverse travel becomes a target reverse vehicle speed based on a deviation from the reverse vehicle speed.

According to a second aspect of the present invention, there is provided a reverse control device for an electric vehicle, which includes a reverse vehicle speed detecting means for detecting a vehicle speed at the time of reverse drive, and a motor side when the detected reverse vehicle speed exceeds a preset target reverse vehicle speed. It is characterized by comprising a motor operation control means for controlling an operation state of the motor so as to perform brake control.

When the detected reverse vehicle speed exceeds the target vehicle speed, the motor operation control means calculates the regenerative torque based on the amount of the excess and controls the operating state of the motor so as to generate the calculated regenerative torque. It may be configured to.

If the reverse vehicle speed exceeds the target reverse vehicle speed even after performing the regenerative braking control by the generation of the regenerative torque, the motor operation control means calculates the forward torque based on the amount of the excess, and the calculated forward movement. The configuration may be such that the operating state of the motor is controlled so as to generate torque.

The motor operation control means may be configured to hold the semiconductor switching element of a specific arm of the inverter constituted by connecting the semiconductor power switching elements in a bridge state to perform the brake control.

The motor operation control means is such that the opening degree of the accelerator means for adjusting the forward drive output is fully closed, the reverse set switch for setting the reverse state is operated, and the reverse operation command for the reverse operation is issued. When the switch is operated, it is desirable to be configured to perform reverse operation.

[0011]

The reverse control device for an electric vehicle according to claim 1 is
Since the configuration is such that the motor operating state is controlled based on the deviation between the detected reverse vehicle speed and the target reverse vehicle speed, the reverse vehicle speed can be made to substantially match the target reverse vehicle speed regardless of the running conditions such as the loaded weight and the slope. .

Since the reverse control device for an electric vehicle according to a second aspect of the present invention is configured to perform brake control on the motor side when the detected reverse drive speed exceeds the target reverse drive speed.
It is possible to prevent the reverse vehicle speed from significantly exceeding the target reverse vehicle speed.

When the detected reverse vehicle speed exceeds the target vehicle speed, the motor operation control means causes the motor to generate a regenerative torque based on the amount of excess.
The reverse vehicle speed can be made to substantially match the target reverse vehicle speed regardless of the traveling conditions such as the loaded weight and the slope.

If the reverse vehicle speed exceeds the target reverse vehicle speed even after performing the regenerative braking control by generating the regenerative torque, the motor operation control means causes the motor to generate the forward torque based on the amount. Therefore, even if the target reverse vehicle speed is exceeded even if the regenerative braking control is performed, the reverse vehicle speed can be made substantially the target reverse vehicle speed.

By configuring the semiconductor switching element of the specific arm of the inverter to be held in the conductive state to perform the brake control, the regenerative braking force on the motor side can be increased.

Since the condition for transition to the reverse drive is that the opening degree of the accelerator means for adjusting the forward drive output is in the fully closed state, the motor is reversely driven from the forward drive rotation state to the reverse drive rotation state. There is no. Therefore, an excessive load is not applied to the motor and the rotational driving force transmission system. Since the reverse drive set switch is set and then the motor is driven in reverse while the reverse drive command switch is operated, it is possible to prevent the vehicle from being inadvertently moved to the reverse drive state.

[0017]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is an overall side view of an electric three-wheeled motor vehicle equipped with a reverse control device according to the present invention, and FIG. 2 is a sectional view of a power unit P (a sectional view taken along line CC of FIG. 1). The electric motorcycle V supports a front wheel Wf steered by a handle 2 on the front side of a front body frame 1 formed by steel pipe welding. A front body bracket 3 provided at a rear portion of the front body frame 1 is provided with a rear body bracket 5 which is rotatable leftward and rightward through a swing shaft 4 which is arranged so as to slightly move forward along the vehicle front-rear direction. I support you. The front end of the main rear body frame 6 is fixed to the rear body bracket 5. A power unit P accommodating a motor M for driving a pair of rear wheels Wr attached to the left and right ends of the axle 7 and a clutchless automatic transmission G (see FIG. 2).
Has its rear end attached through a cushion spring 8 so as to be vertically swingable.

A plurality of rechargeable batteries (not shown) are suspended and supported on the main rear body frame 6, and a control unit (not shown) including a reverse control device 30 described later is attached to the main rear body frame 6. The battery and the control unit are covered with a battery / control unit storage box B made of synthetic resin and having an open bottom surface.

A windshield 10 that shields the driver from wind and rain and direct sunlight is connected to the front portion of a synthetic resin body 9 that covers the front body frame 1, and the rear end of the roof 11 is a seat 12. It is supported by the upper end of a pillar 13 which is erected between and.

FIG. 3 is a perspective view of the handle portion, and FIG. 4 is an enlarged view of the switch portion for the reverse operation. As shown in FIG. 3, the main switch 2 is provided on the handle 2 of the motorcycle V.
1, parking lever 22, headlight dimmer switch 23, turn signal switch 24, horn switch 2
5 etc. are provided. A buzzer BZ that sounds when the motorcycle V is moving backward is provided on the lower left side of the handle 2.

A reverse drive set switch 26 for setting the reverse drive state and a reverse drive command switch 27 for giving a reverse drive command are provided in the vicinity of the accelerator grip 28, and the driver put his hand on the accelerator grip 28. It is possible to perform reverse operation as it is.

As shown in the front view of FIG. 4 (a) and the side view of FIG. 4 (b), the reverse set switch 26 uses a switch whose operation knob portion is a seesaw operation, and is set to the reverse state at the position of the operation knob. You can see what was done. Note that a non-locking type switch may be used as the reverse drive set switch 26, and the reverse drive set state and the reverse drive reset (forward) state may be electrically and alternately switched according to the pressing operation of the switch. The reverse command switch 27 is a non-lock type push button switch. After the seesaw-type reverse drive set switch 26 is locked in the reverse drive state, the push-button reverse drive command switch 27 is operated to drive the reverse drive.

FIG. 5 is a block diagram of an essential part of an electric vehicle equipped with the reverse control device according to the present invention. The reverse control device 30 includes a reverse set switch 26, a reverse command switch 27, an accelerator operation means 31, an accelerator operation amount detection means 32, a motor operation control means 33 configured by using a microcomputer or the like, and an electric vehicle. The current detector 35 for detecting the current supplied to the motor M from the traveling DC power supply (secondary battery) BAT mounted on the vehicle through the inverter (DC-AC converter) 34, and the rotational position of the motor M. It includes a position detector 36 for detecting, an automatic transmission G for transmitting the rotation output of the motor M to the rear wheels Wr, and a power transmission mechanism (not shown).

The motor operation control means 33 is a forward / reverse movement determination means 41, a motor operation condition setting means 42, a motor drive signal generation means 43, a target reverse vehicle speed setting means 44,
A reverse vehicle speed detecting means 45 and a deviation calculating means 46 are provided.

The accelerator operating means 31 arranged in the accelerator grip 28 outputs an electric signal such as a voltage according to the accelerator operation amount. For example, a variable resistor which is rotated according to the accelerator operation is used. It is configured to output the divided voltage as the accelerator operation amount signal 31a.

The accelerator operation amount detecting means 32 is configured by using an A / D converter or the like, and is configured to convert the accelerator operation amount signal 31a into a corresponding digital signal 32a and supply it to the motor operation control means 33. There is.

The inverter 34 includes six semiconductor power switching elements (for example, field effect transistors) 34a to 34f connected in a three-phase bridge, and a gate drive circuit 34.
g and. The gate drive circuit 34G supplies the energization command signals a to f (corresponding to the switching elements 34a to 34f) for each arm, which are supplied from the motor operation control unit 33.
Based on the corresponding switching elements 34a-34f
Is configured to be supplied with electric power (gate drive signal) required to drive the gate into the conductive state.

The motor M is composed of, for example, a three-phase permanent magnet type synchronous motor capable of rotating in the forward and reverse directions. The rotation output of the motor M drives the rear wheels Wr via an automatic transmission G and a power transmission mechanism (not shown). Further, a position detector 36 for detecting the rotational position of the motor M is connected to the output shaft of the motor M.

The position detector 36 detects the position of each magnetic pole of the motor M, outputs magnetic pole position signals US, VS, WS, and outputs, for example, one set of pulse signals PS having different phase differences per revolution. Configured to do so.

The reverse vehicle speed detecting means 45 in the motor operation control means 33 is based on the cycle of a set of pulse signals PS output from the position detector 36 or the number of pulses within a predetermined time. Is obtained, and the obtained rotational speed is multiplied by a preset coefficient to output the data 45a relating to the reverse vehicle speed. Since the automatic transmission G is set to the first speed when the vehicle is moving backward, the reverse vehicle speed can be obtained by setting the coefficient according to the gear ratio of the first speed.

Further, the reverse vehicle speed detecting means 45 detects the rotation direction of the motor M based on the phase difference between the pair of pulse signals PS, and the data relating to the detected rotation direction and the motor M.
The data 45b relating to the number of revolutions per unit time is supplied to the motor operating condition setting means 42.

The reverse vehicle speed detecting means 45 may obtain the vehicle speed on the basis of a wheel rotation speed detection signal supplied from a wheel rotation speed detector which generates an output signal for each predetermined rotation angle of the wheel.

The target reverse vehicle speed setting means 44 is, for example, RO
The target reverse vehicle speed value data, which is set by using M or the like, is stored, and the target reverse vehicle speed value data 44a is output.

The deviation calculating means 46 obtains the deviation between the target reverse vehicle speed value data 44a and the reverse vehicle speed data 45a, and supplies the deviation data 46a including the polarity of the deviation to the motor operating condition setting means 42. I am configuring.

When the reverse drive set switch 26 is not set to the reverse drive position, the forward drive reverse drive determining means 41 determines that the vehicle is in the forward drive mode, and if the signals of various brakes (not shown) are released, the accelerator pedal is released. A forward drive request 41a corresponding to the operation amount is supplied to the motor operating condition setting means 42.

The forward / reverse traveling determining means 41 constantly monitors the output of the accelerator operation amount detecting means 32. When it is determined that the accelerator operating means 31 is at the fully closed position, the reverse traveling set switch 26 is set to the reverse traveling position. It is configured to check whether or not it has been done. Reverse set switch 2
Even if 6 is set to the reverse position, if the accelerator opening deviates from the fully closed position, the reverse position setting state of the reverse set switch 26 is ignored and the reverse operation is not performed.

The forward drive reverse drive determination means 41 has the accelerator drive means 31 at the fully closed position and the reverse drive set switch 26.
Is set to the reverse position, reverse command switch 2
Only when 7 is operated, the reverse drive request 41b is supplied to the motor operating condition setting means 42.

The motor operating condition setting means 42 sets the operating condition of the motor M based on the forward drive request 41a and the reverse drive request 41b supplied from the forward drive reverse drive determination means 41, and the torque command data including the rotational direction information. 42a is supplied to the motor drive signal generating means 43.

Further, the motor operating condition setting means 42
Is a current detector 35 via an A / D converter (not shown) or the like.
Of the current value supplied to the motor M via the inverter 5 is excessive,
The torque command value is reduced so as to reduce the supply current, and the operation of the motor M is stopped as necessary.

When the forward drive request 41a is supplied from the stopped state of the vehicle, the motor operating condition setting means 42 is
The speed change command 42b for instructing the speed is supplied to the automatic transmission G to set the speed change ratio to the first speed, and the forward rotation torque is set and set based on the magnitude of the forward output request according to the accelerator opening. The torque command data 42a including the normal rotation torque data is supplied to the motor drive signal generation means 43.

The motor drive signal generating means 43 outputs the required output torque in the required rotation direction based on the torque command data 42a and the magnetic pole position signals US, VS, WS supplied from the position detector 36. Energization command signals a to f for each arm are generated and output so as to be obtained.

When the inverter 34 operates based on the energization command signals a to f and the motor M is driven to bring the vehicle into the forward state, the motor operating condition setting means 42 is a unit of the motor M supplied from the reverse vehicle speed detecting means 45. The data 45b relating to the number of revolutions per hour is monitored, registered in advance and referred to a shift table or a shift function, etc., and appropriate from the relationship between the forward drive required force set by the accelerator means 31 and the number of revolutions of the motor M. Of the desired gear ratio, the gear ratio of the automatic gear ratio G is changed and controlled to obtain an appropriate gear ratio, the normal rotation torque corresponding to the changed gear ratio is calculated, and the torque command data including the calculated normal rotation torque data is obtained. 42a is supplied to the motor drive signal generating means 43.

When the reverse drive request 41b is supplied, the motor operating state setting means 42 causes the gear shift command 4 for instructing the first speed.
2b is supplied to the automatic transmission G to set the gear ratio to the first speed, and a reverse rotation torque command 42b including preset standard reverse torque data is supplied to the motor drive means 43. Here, the standard reverse travel torque value is set to a value required for traveling at a reverse travel speed (for example, 4 kilometers per hour) preset on a level ground with a standard load weight. The standard reverse torque value may not be provided, and the reverse torque value may be set based on the deviation data 46a supplied from the deviation calculating means 46.

In the reverse control device according to the first aspect, when the vehicle starts to reverse, the motor operating condition setting means 42 monitors the deviation data 46a, and when the reverse vehicle speed does not reach the target reverse vehicle speed, The reverse torque value is increased according to the insufficient vehicle speed, and the increased reverse torque value data 42b is output. As a result, the reverse rotation output of the motor M is increased, and the target reverse vehicle speed can be approached. Also, if the reverse speed exceeds the target reverse speed,
Since the motor operating condition setting means 42 reduces the reverse traveling torque value according to the excess amount, the reverse traveling vehicle speed can be brought close to the target reverse traveling vehicle speed.

In the reverse control device according to the second aspect, when the reverse vehicle speed exceeds the target reverse vehicle speed, the motor operating condition setting means 42 outputs the reverse torque value data 42a so as to perform the brake control on the motor side. Therefore, it is possible to prevent the reverse vehicle speed from exceeding the target reverse vehicle speed.

In the reverse control device according to claim 3, when the reverse vehicle speed exceeds the target reverse vehicle speed, the motor operating condition setting means 42 calculates the regenerative torque according to the amount of exceeding the target reverse vehicle speed, Since the reverse torque value data 42a including the calculated regenerative torque value data is output, the reverse vehicle speed can be brought close to the target reverse vehicle speed.

In the reverse control device according to the fourth aspect, if the reverse vehicle speed exceeds the target reverse vehicle speed even after the regenerative braking control is performed, the motor operating condition setting means 42 determines the forward torque according to the exceeded amount. Is configured to output the forward torque value data 42a. Therefore, it is possible to prevent the reverse vehicle speed from becoming too high even if the regenerative brake is insufficient in braking force.

In the reverse control device according to the fifth aspect, the motor operating condition setting means 42 outputs the forced conduction command 42c to hold the semiconductor power switching elements 34a to 34f corresponding to the specific arm in the conduction state. Since the regenerative braking force is increased by short-circuiting the phases of the three-phase motor M, it is possible to prevent the reverse vehicle speed from becoming excessive.

The motor operating condition setting means 42 first keeps the semiconductor power switching element (for example, reference numeral 34d) forming a specific one-phase arm in a conductive state,
If the reverse vehicle speed still exceeds the target reverse vehicle speed, a specific two-phase semiconductor power switching element (for example, reference numeral 34
d and the reference numeral 34e) are kept in a conductive state and the regenerative braking force is insufficient, the semiconductor power switching elements of all the phases (for example, reference numerals 34d, 34e and 34e).
f) is held in a conductive state. The semiconductor power switching elements (reference numerals 34a to 34c) forming the upper arm instead of the lower arm may be held in the conductive state.

FIG. 6 is a flow chart showing the operation of the reverse control device according to the first aspect. The forward / backward movement determining means 41 in the motor operation control means 33 shown in FIG.
At 1, check whether the accelerator opening is fully closed. If the accelerator opening is not fully closed, the reverse flag is reset in step S2. The motor operating condition setting means 42 outputs a forward rotation torque command value according to the accelerator opening (S3).
As a result, the motor drive signal generation means 43 generates and outputs the energization command signals a to f corresponding to the forward rotation torque command value,
The motor M is driven to rotate in the normal direction according to the accelerator opening, and the vehicle is in the forward traveling state.

When the accelerator opening is fully closed, the forward drive reverse drive determining means 41 checks in step S4 whether the reverse drive set switch 26 is operated. If the reverse drive set switch 26 is operated, the reverse drive flag is set in step S5, and the state of the reverse drive flag is checked in step S6. If the reverse drive flag is set, step S7 is performed.
Then, it is checked whether or not the reverse drive command switch 27 is operated.

When the reverse command switch 27 is operated, the forward reverse judging means 41 supplies the reverse drive request 41b to the motor operating condition setting means 42 in step S7. As a result, the motor operation condition setting means 42 controls the reverse operation of the motor M based on the deviation output 42a between the reverse vehicle speed and the target vehicle speed (S8).

FIG. 7 is a flow chart showing a specific example of the reverse operation control based on the deviation between the reverse vehicle speed and the target vehicle speed. When entering the reverse operation state, the motor operation condition setting means 42
Determines whether or not the reverse vehicle speed is equal to or higher than the target reverse vehicle speed based on the polarity of the deviation data 46a (S1).
1). When the reverse vehicle speed is equal to or lower than the target reverse vehicle speed, the motor operating condition setting means 42 supplies a preset fixed reverse torque command value to the motor drive signal generating means 43 (S1).
2). When the reverse vehicle speed exceeds the target reverse vehicle speed, the motor operating condition setting means 42 multiplies the deviation between the reverse vehicle speed and the target reverse vehicle speed by a preset constant K1 to obtain the reverse regeneration torque value, and the calculated reverse regeneration torque. The value is supplied to the motor drive signal generation means 43 (S13).

FIG. 8 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 7 is performed. By performing the control of steps S11 to S13 shown in FIG. 7, when the reverse vehicle speed is equal to or lower than the target vehicle speed, a preset constant reverse drive force is output from the motor M, and when the target reverse vehicle speed is exceeded, Regenerative braking control is performed according to the amount that has been exceeded. Note that a predetermined hysteresis width is provided between the reverse vehicle speed at which the reverse regenerative torque control is started and the reverse vehicle speed at which the control is stopped so that the reverse drive state and the reverse regenerative brake state are not frequently switched. By performing such control, it is possible to reduce a change in vehicle speed when traveling backward on an uphill and traveling backward on a downhill.

FIG. 9 is a flowchart showing another specific example of the reverse operation control based on the deviation between the reverse vehicle speed and the target vehicle speed. In the reverse drive control shown in FIG. 9, when the reverse drive speed is equal to or lower than the target reverse drive speed, the difference between the target reverse drive speed and the detected reverse drive speed is multiplied by a preset constant K2 to obtain the reverse drive torque value, and the calculated reverse drive speed is obtained. The drive torque value is supplied to the motor drive signal generating means 43 (step S22). If the reverse vehicle speed exceeds the target reverse vehicle speed, the deviation between the reverse vehicle speed and the target reverse vehicle speed is multiplied by a preset constant K3 to perform the reverse drive. The regenerative torque value is obtained, and the obtained reverse regeneration torque value is supplied to the motor drive signal generating means 43 (S23).

FIG. 10 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 9 is performed. By performing the control of steps S21 to S23 shown in FIG. 9, when the reverse vehicle speed is equal to or lower than the target vehicle speed, the reverse drive force corresponding to the deviation is output from the motor M, and when the target reverse vehicle speed is exceeded, Regenerative braking control is performed according to the amount that has been exceeded. Since the reverse drive force is reduced by using the predetermined constant K2 and the reverse drive force at the target reverse vehicle speed is brought close to zero, the shock at the beginning of the regenerative braking can be reduced.

FIG. 11 is a flowchart showing a third specific example of the reverse drive control based on the deviation between the reverse vehicle speed and the target vehicle speed. The reverse control shown in FIG. 11 corresponds to claim 4. Here, the reverse vehicle speed is divided into three stages for determination, and when the reverse vehicle speed is equal to or lower than the first target reverse vehicle speed, the motor operating condition setting unit 42 causes the deviation between the detected reverse vehicle speed and the first target reverse vehicle speed. Is multiplied by a preset constant K4 to obtain a reverse torque command value, and the obtained reverse torque command value is output (S32).

When it is determined in step S31 that the reverse vehicle speed is equal to or higher than the first target vehicle speed, the first target vehicle speed is determined in step S33.
It is determined whether or not the second target reverse vehicle speed that is set to a value larger than the target reverse vehicle speed is exceeded. When the first target reverse vehicle speed is exceeded and the second target reverse vehicle speed is less than the second target reverse vehicle speed, the motor operating condition setting means 42 multiplies the deviation between the detected reverse vehicle speed and the first target reverse vehicle speed by a preset constant K5 for regeneration. The torque command value is calculated and the calculated regenerative torque command value is output (S34).

When the vehicle speed is equal to or higher than the second target reverse vehicle speed, the motor operating condition setting means 42 calculates the forward torque command value by multiplying the deviation between the detected reverse vehicle speed and the second target reverse vehicle speed by a preset constant K6. The forward torque command value thus obtained is output (S35). Therefore, if the reverse vehicle speed becomes higher than the second target reverse vehicle speed even after the regenerative braking control is performed, the motor M is rotationally driven in the direction to drive the vehicle forward to prevent the reverse vehicle speed from increasing.

FIG. 12 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 11 is performed. By performing the control of steps S31 to S35 shown in FIG. 11, when the reverse vehicle speed is equal to or lower than the first target vehicle speed,
The reverse drive force corresponding to the deviation is output from the motor M. If the first target reverse vehicle speed is exceeded and the second target reverse vehicle speed is less than the first target reverse vehicle speed, regenerative braking control is performed according to the amount of exceeding the first target reverse vehicle speed. When the vehicle speed is equal to or higher than the second target vehicle speed, the motor M is driven in the forward direction, and the reverse braking force larger than the regenerative brake acts on the vehicle.

When a vehicle having a large vehicle weight or traveling backward on a steep slope is moved backward, the acceleration is increased by the backward drive, and the braking force may be insufficient in the regenerative braking. For that purpose, it is necessary to use a transmission that can set a large reduction ratio during reverse, or to use a large motor with a large output torque, but by adding a control called forward drive as in this embodiment, It is possible to eliminate the inconvenience.

FIG. 13 is a flow chart showing a fourth specific example of the reverse operation control based on the deviation between the reverse vehicle speed and the target vehicle speed. The reverse control shown in FIG. 13 corresponds to claim 5. Here, when the reverse vehicle speed is divided into four stages and judged, and when the reverse vehicle speed is equal to or lower than the first target reverse vehicle speed, the motor operating condition setting unit 42 causes the deviation between the detected reverse vehicle speed and the first target reverse vehicle speed. Is multiplied by a preset constant K7 to obtain a reverse torque command value, and the obtained reverse torque command value is output (S42).

If it is determined in step S41 that the reverse vehicle speed is equal to or higher than the first target vehicle speed, the first reverse vehicle speed is determined in step S43.
It is determined whether or not the second target reverse vehicle speed that is set to a value larger than the target reverse vehicle speed is exceeded. If the first target reverse vehicle speed is exceeded and the second target reverse vehicle speed is less than the second target reverse vehicle speed, the motor operating condition setting means 42 multiplies the deviation between the detected reverse vehicle speed and the first target reverse vehicle speed by a preset constant K8 to perform regeneration. The torque command value is calculated and the calculated regenerative torque command value is output (S44).

In steps S45 and S47, the detected reverse vehicle speed is equal to or higher than the second target reverse vehicle speed, and the third reverse vehicle speed is detected.
Is less than the target reverse vehicle speed, the third target reverse vehicle speed or more and less than the fourth target reverse vehicle speed, or the fourth target reverse vehicle speed or more, and the detected reverse vehicle speed is If the target reverse vehicle speed is exceeded, first, for example, the one-side arm of the U-phase of the inverter 34 is controlled to the conductive state (S46).
If the third target reverse vehicle speed is exceeded, the U-phase and V-phase one-side arms are controlled to the conductive state (S48), and if the fourth target reverse vehicle speed is exceeded, all the phase one-side arms are controlled. By controlling the conduction state (S49), the braking force is sequentially increased as the reverse vehicle speed increases, and the reverse vehicle speed increase is suppressed.

FIG. 14 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 13 is performed. Since the configuration is such that the phases of the motor M are electrically connected to increase the braking effect, the configuration is not complicated.
It is possible to prevent an increase in reverse vehicle speed.

[0066]

As described above, the reverse control device for an electric vehicle according to claim 1 is configured to control the operating state of the motor based on the deviation between the detected reverse vehicle speed and the target reverse vehicle speed. It is possible to make the reverse vehicle speed substantially match the target reverse vehicle speed regardless of the running conditions such as weight and slope.

Since the reverse control device for an electric vehicle according to the second aspect of the invention is configured to perform brake control on the motor side when the detected reverse vehicle speed exceeds the target reverse vehicle speed.
It is possible to prevent the reverse vehicle speed from significantly exceeding the target reverse vehicle speed.

When the detected reverse vehicle speed exceeds the target vehicle speed, the reverse control device for an electric vehicle according to a third aspect of the invention causes the motor to generate a regenerative torque based on the amount of the reverse vehicle speed. It is possible to make the reverse vehicle speed substantially match the target reverse vehicle speed regardless of the running conditions such as weight and slope.

If the reverse vehicle speed exceeds the target reverse vehicle speed even after performing the regenerative braking control, the reverse control device for an electric vehicle according to the fourth aspect generates a forward torque to the motor based on the amount. As a result, even if the regenerative braking force is not sufficient, the reverse vehicle speed can be made approximately the target reverse vehicle speed.

The reverse control device for an electric vehicle according to a fifth aspect of the present invention increases the regenerative braking force on the motor side by holding the semiconductor switching element of the specific arm of the inverter in a conducting state to perform brake control. be able to.

In the reverse control device for an electric vehicle according to the sixth aspect of the present invention, since the condition for the reverse operation transition is that the opening degree of the accelerator means for adjusting the forward drive output is in the fully closed state, the motor is driven forward. There is no reverse drive from the rotating state to the reverse drive rotating state. Therefore, an excessive load is not applied to the motor and the rotational driving force transmission system. Since the reverse drive set switch is set and then the motor is driven in reverse while the reverse drive command switch is operated, it is possible to prevent the vehicle from being inadvertently moved to the reverse drive state.

[Brief description of drawings]

FIG. 1 is an overall side view of an electric motorcycle including a reverse control device according to the present invention.

FIG. 2 is a cross-sectional view of the power unit (C-C cross-sectional view of FIG. 1)

FIG. 3 is a perspective view of a handle portion.

FIG. 4 is an enlarged view of a switch section related to reverse operation.

FIG. 5 is a block diagram of a main part of an electric vehicle including a reverse control device according to the present invention.

FIG. 6 is a flowchart showing the operation of the reverse control device according to claim 1;

FIG. 7 is a flowchart showing a specific example of the reverse drive control based on the deviation between the reverse vehicle speed and the target vehicle speed.

8 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 7 is performed.

FIG. 9 is a flowchart showing another specific example of the reverse drive control based on the deviation between the reverse vehicle speed and the target vehicle speed.

10 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 9 is performed.

FIG. 11 is a flowchart showing a third specific example of reverse operation control based on the deviation between the reverse vehicle speed and the target vehicle speed.

12 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 11 is performed.

FIG. 13 is a flowchart showing a fourth specific example of the reverse operation control based on the deviation between the reverse vehicle speed and the target vehicle speed.

FIG. 14 is a graph showing the relationship between the reverse vehicle speed and the reverse drive force when the reverse operation control shown in FIG. 13 is performed.

[Explanation of symbols]

 26 reverse set switch 27 reverse command switch 30 reverse control device 31 accelerator operation means 33 motor operation control means 34 inverter 36 position detector 41 forward reverse movement determination means 42 motor operating condition setting means 43 motor drive signal generation means 44 target reverse vehicle speed setting means 45 reverse vehicle speed detecting means 46 deviation calculating means G automatic transmission M motor P power unit V electric motorized tricycle

Claims (6)

[Claims] 1. A reverse vehicle speed detecting means for detecting a vehicle speed during reverse driving, and an operating state of a motor so that the vehicle speed during reverse driving becomes a target reverse vehicle speed based on a deviation between the detected reverse vehicle speed and a preset target reverse vehicle speed. A reverse drive control device for an electric vehicle, comprising: 2. A reverse vehicle speed detecting means for detecting a vehicle speed at the time of reverse driving, and when the detected reverse vehicle speed exceeds a preset target reverse vehicle speed, the operation state of the motor is controlled so as to perform brake control on the motor side. And a reverse drive control device for an electric vehicle. 3. If the detected reverse vehicle speed exceeds the target reverse vehicle speed, the motor operation control means calculates a regenerative torque based on the amount of the reverse vehicle speed, and generates a calculated regenerative torque of the motor. The reverse control device for an electric vehicle according to claim 1, wherein the reverse control device is configured to control a driving state. 4. If the reverse vehicle speed exceeds the target reverse vehicle speed even after performing the regenerative braking control by the generation of the regenerative torque, the motor operation control means calculates the forward torque based on the excess amount, The reverse control device for an electric vehicle according to claim 1 or 2, wherein the operation state of the motor is controlled so as to generate the calculated forward torque. 5. The motor operation control means is configured to hold a semiconductor switching element of a specific arm of an inverter configured by bridge-connecting semiconductor power switching elements in a conductive state to perform brake control. The reverse control device for an electric vehicle according to claim 1 or 2. 6. The motor operation control means is configured such that the opening degree of an accelerator means for adjusting a forward drive output is in a fully closed state, a reverse set switch for setting a reverse state is operated, and a reverse operation is commanded. The reverse control device for an electric vehicle according to claim 1 or 2, wherein the reverse drive control switch is operated to perform a reverse drive when the reverse drive command switch is operated.