JPH09130911A - Drive controller for electric automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the durability and service life of motor and reduction gear while suppressing the vibration and noise of backlash caused by abrupt inversion of torque command signal. SOLUTION: The drive controller for electric automobile comprises a motor 109 for driving the car body, an accelerator section 102 for controlling the running/stopping of car body, a signal processing section 103 for performing conversion into a traveling torque command signal based on the input operation at the accelerator section 102 and performing conversion into a regenerative torque command signal for regenerative brake based on the release of the accelerator section 102, and a motor drive control section 104 for controlling the output torque of motor based on a converted traveling torque signal/ regenerative torque command signal. The signal processing section 103 further comprises a circuit 103a for smoothing the output waveform of regenerative torque command signal at the time of rising/falling when it is fed to the motor drive control section 104 while switching from the traveling torque signal to regenerative torque command signal according to the operation of accelerator section 102.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for an electric vehicle driven by a battery.

[0002]

2. Description of the Related Art Generally, a drive control device for an electric vehicle is composed of a motor, a speed reducer, a battery, an accelerator, a brake, a motor drive circuit, a controller (control device), and the like, and, for example, a torque corresponding to an accelerator input value. A command signal (torque command value) is supplied to the motor drive circuit to control the drive of the motor. In this type of electric vehicle, when the accelerator is released to shift from the running state to the stopped state, a regenerative torque command signal corresponding to the output torque of the motor is supplied to the motor drive circuit in order to shorten the motor stop time. A stop control is used in which a regenerative torque is generated in a motor to quickly decelerate and stop.

[0003]

FIG. 6 is an explanatory view showing a conventional stop control by a regenerative torque command signal. However, as shown in (a ′) and (b ′) of FIG. 6, when the traveling state is changed to the regenerative braking, or when the regenerative braking is changed to the stop state, when the traveling torque command signal is switched to the regenerative torque command signal, the regenerative braking command signal is regenerated. When the start / stop of the torque command signal is suddenly supplied to the motor drive circuit, vibration and noise are generated due to backlash of gears of the reduction gear. This vibration and noise make the ride uncomfortable and give the driver a discomfort. Further, there arises a problem that the durability and life of the motor and the reduction gear are adversely affected.

The present invention has been made in consideration of the above circumstances. For example, when stop control is performed by regenerative braking from traveling control, the output waveform at the time of rising / falling of the regenerative torque command signal is smoothed. The present invention provides a drive device for an electric vehicle that is configured to suppress backlash vibration and noise generation and that does not give a driver a discomfort feeling and is comfortable to ride. Further, the present invention provides a drive device for an electric vehicle in which durability and life of a motor and a reduction gear are improved.

[0005]

FIG. 1 is a block diagram showing the basic configuration of the present invention. 1, a motor 101 for electrically driving a vehicle body, an accelerator section 102 for controlling running / stopping of the vehicle body, and a traveling torque command signal based on an input operation of the accelerator section 102 and an accelerator section 102. Signal processing unit 103 for converting to a regenerative torque command signal for regenerative braking based on the release of the motor, and motor drive control unit 1 for controlling the output torque of the motor based on the converted running torque command signal / regenerative torque command signal.
04, the signal processing unit 1
Reference numeral 03 denotes an output for smoothing the output waveform at the time of rising / falling of the regenerative torque command signal when the traveling torque command signal is switched to the regenerative torque command signal according to the operation of the accelerator unit 102 and supplied to the motor drive control unit 104. The drive control device for an electric vehicle further includes a waveform adjusting circuit 103a.

In the present invention, the motor 101 is a three-phase induction motor. The accelerator unit 102 is composed of an accelerator pedal and a potentiometer (slide volume). Signal processing unit 103, motor drive control unit 10
4, output waveform adjusting circuit 103a, CPU, ROM, R
The motor drive controller 104 includes a microcomputer including AM and I / O ports, and further includes a motor drive circuit including a high power switching transistor. The traveling switching unit 105 includes a switching lever and a micro switch.

According to the present invention, when the stop control is performed by the regenerative braking from the traveling control, the output waveform at the time of rising / falling of the regenerative torque command signal is smoothed to suppress the occurrence of backlash vibration and noise. As a result, it is possible to provide a drive device for an electric vehicle that does not cause the driver to feel uneasy and is comfortable to ride. In addition, the durability and life of the motor and the reduction gear can be improved.

A traveling switching unit 1 for outputting a switching signal for switching between forward traveling and backward traveling to the signal processing unit 103.
05, the signal processing unit 103 receives a switching signal from the traveling switching unit 105 during traveling at a predetermined low speed, and when the output waveform of the traveling torque command signal is inverted, the output waveform adjusting circuit 103a causes the traveling torque command It is preferable that the output waveform at the time of rising / falling of the signal is configured to be smooth. According to this structure, it is possible to suppress the occurrence of backlash vibration and noise due to the reversal of the regenerative torque command signal, thereby enabling a comfortable ride. It is preferable that a parking brake for stopping the vehicle body is provided to operate when the vehicle speed becomes zero. According to this structure, the motor drive signal is not output in the stopped state, so that backlash does not occur. The motor 101 is preferably configured to be controlled by an inverter.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail based on an embodiment shown in the drawings. The present invention is not limited to this. The drive control device for an electric vehicle of the present invention is applied to, for example, a golf cart, and suppresses backlash vibration and noise due to reversal of the regenerative torque command signal, thereby enabling a comfortable ride.

FIG. 2 is a block diagram showing an embodiment of a drive control device for an electric vehicle according to the present invention. In FIG. 2, 1
Is a controller (functions as a signal processing unit, an output waveform adjusting circuit, and a motor drive control unit in FIG. 1) that characterizes this embodiment, and includes a CPU, a ROM, a RAM, an I / O port,
It is composed of a microcomputer including a timer, an A / D converter, and a counter. Further, the ROM stores a signal processing unit, an output waveform adjusting circuit, a control program that functions as a motor drive control unit, a signal processing program, and the like. Further, the RAM is configured as a development area of data processed by the CPU.

Reference numeral 2 denotes a motor for running an electric vehicle, which is, for example, a three-phase induction motor (YEKAWA ELECTRIC FEK-1).
112MJ: current 13A, voltage AC200V, torque 2
kg ・ m). Reference numeral 3 denotes a motor drive circuit that drives the motor 2 by an inverter. For example, an inverter circuit (VS-676VG, manufactured by Yasukawa Electric Co., Ltd.) including a power semiconductor switching element, a current amplification transistor, etc.
3: Capacity 5 kW). The motor 2 is driven by an inverter according to a command from the controller 1. Reference numeral 4 denotes an interface circuit which isolates a motor drive signal (inverter input signal) output from the controller 1 and converts it into a motor drive voltage level on the motor drive circuit 3 side for transmission, which is composed of a photocoupler (PC). ing.

Reference numeral 5 is an electromagnetic brake that operates as a parking brake. 6 turns on / off the electromagnetic brake 5
It is a brake drive circuit for driving, and has a function of converting to an electromagnetic brake voltage by PWM control. Reference numeral 7 denotes a rotation sensor that detects the rotation speed and the rotation direction of the motor 2, and is composed of a two-phase encoder (200 ppr). Reference numeral 8 denotes a rotation detection circuit that determines stop, forward movement, and reverse movement from the rotation pulse of the rotation sensor 7 and converts the rotation pulse into speed data. A counter that counts the detection pulse of the rotation sensor 7 every predetermined time (20 msec). It is composed of. The rotation detection circuit 8 can be built in the computer of the controller 1. For example, when the count number 163 is 20 msec, it is set to 20 km / h.

Reference numerals 9a and 9b denote motor current sensors for detecting the drive current of the motor 2, which are provided between the connecting line between the motor 2 and the motor drive circuit 3. Reference numeral 10 is a motor current detection circuit that converts the current values of the motor current sensors 9a and 9b into a motor current signal. This motor current signal can be used as a motor torque detection signal. The motor current sensors 9a and 9b are composed of shunt resistors and the like. The output torque Fm of the electric motor is Fm = K · I (K
Is a constant).

Reference numeral 11 denotes an accelerator potentiometer for converting the amount of depression of the accelerator into a voltage signal, which is composed of a potentiometer and a slide potentiometer, and is adapted to follow the depression operation of the accelerator pedal (functions as an accelerator section). Reference numeral 12 is an accelerator signal conversion circuit for converting the voltage value of the accelerator volume 9 into an accelerator signal, which is composed of an A / D converter. In addition, this accelerator signal conversion circuit changes the voltage value at a constant cycle (60 m
sec) for sampling, A / D (analog-digital) conversion, and conversion to an accelerator signal. The accelerator signal also includes an accelerator on / off signal (functions as a signal processing unit).

Reference numeral 13 denotes an F / R switch for switching between forward traveling and backward traveling, which is provided on a forward / reverse switching lever (functions as a traveling switching unit in FIG. 1).
Reference numeral 14 is a brake switch for detecting depression of the brake pedal. Reference numeral 15 is an emergency stop switch.
The F / R switch 13, the brake switch 14, and the emergency stop switch 15 are, for example, micro switches. Reference numeral 16 denotes a control mode switch for setting a traveling control mode, which is composed of a DIP switch. Control modes include torque control and speed control.

Reference numeral 17 is a key switch for turning on / off the power supply to the motor drive circuit 3 and the controller 1. 18 is a battery (Matsushita, LCR12V17A: voltage 288V (12V × 24), capacity 17Ah (20 hour rate)). Reference numeral 19 denotes an overload current sensor that detects an overload of all circuits of the driving device, and is composed of a shunt resistor and the like. Reference numeral 20 is an overload detection circuit that converts the current value of the overload current sensor 18 into an overload signal, and is composed of an A / D converter, a photocoupler, and the like.

Reference numeral 21 is a protection circuit composed of a power semiconductor switching element and a current amplification transistor,
For example, the supply voltage and current are limited based on the overload signal. The overload detection circuit 20 may be configured to directly control the supply voltage and current of the protection circuit 21. Reference numeral 22 is a constant voltage circuit that stabilizes the supply voltage to the controller 1 to a constant voltage, and power is supplied from the protection circuit 21. Also,
The power may be supplied from a part (12V) of the battery.

Reference numeral 23 indicates that the power is turned on by the key switch 17.
It is a power-on LED that displays the ON / OFF state. 24 is a battery L that warns of battery abnormality, voltage drop, etc.
It is ED. Reference numeral 25 denotes a standby LED that indicates that the motor drive circuit 3 has entered the standby state. 26
Is an emergency stop LED that indicates that the motor is turned off and the electromagnetic brake is turned on during an emergency stop. An LED drive circuit 27 drives the LEDs 23 to 26.

Here, the inverter drive will be described. Inverter drive has V / F control method and vector control method (control method of supplying current to motor according to required load torque), and V / F control method includes frequency control and voltage control. The control method includes speed control and current control (torque control). In general, the V / F control system has the disadvantages that it is difficult to generate torque at low speeds, zero speed operation is not possible, and the speed varies depending on the load, because it simply applies voltage and frequency to the inverter circuit. On the other hand, the vector control method can generate high starting torque from zero speed. It smoothly turns around the zero speed, and the speed control range (1:10
0) is wide. Excellent speed control performance (± 0.01%). The torque can be controlled directly. With the above advantages,
In the present embodiment, the vector control method is adopted, and the torque control and the speed control are selectively used according to the situation.

Torque control is current control, for example,
This is a control in which a current is supplied to the motor so that the output torque increases in accordance with the depression of the accelerator, and there is a speed change with a change in the load. Speed control means detecting the speed from a PG (pulse generator), rotary encoder, or rotation sensor, or directly estimating and calculating the speed from the voltage and current of the motor, and performing feedback control so as to maintain the specified speed. There is no speed fluctuation with changes in load. The speed control also includes torque control.

FIG. 3 is an external view of a golf cart to which the drive control device for an electric vehicle of the present invention is applied. In FIG. 3, FIG. 3 (a) is a perspective view of the golf cart, and FIG.
3B is an external view of an operation panel, FIG. 3C is an external view of a forward / reverse switching lever, and FIG. 3D is an external view of an operation pedal.

Reference numeral 201 is a body frame. The vehicle body frame 201 is equipped with a traveling motor, a battery (storage battery), a speed reduction mechanism, a parking brake, and detection units of a speed sensor and a current sensor, a motor drive circuit, and a controller 1 having a microcomputer. There is. As shown in the external view of the operation panel in FIG. 3B, 202 is an operation panel, which displays a key switch 17 for turning on / off the power supply from the battery to the motor drive circuit and the controller, and an ON / OFF state. To L
Equipped with ED23 and the like.

Reference numeral 203 is a switching lever for switching between forward and reverse (see FIG. 2 (c)). Reference numeral 204 is an accelerator pedal for starting, accelerating, decelerating and stopping the motor,
Reference numeral 2005 denotes a brake pedal that is applied with a brake when the vehicle is stopped, and 206 is a parking brake pedal that is applied with a strong brake when the vehicle is parked or stopped, and is released by depressing the accelerator pedal 204 (see FIG. See d)).

Reference numeral 207 is a steering wheel, 208 is a front tire for the front wheels, and 209 is a rear tire for the rear wheels that drive the vehicle body. 210 is a front body, 211 is a front bumper, and 212 is a rear bumper. 213 is a front seat that supports the body, 214 is a rear seat, and each seat 2
An armrest 215 is provided on each of 13, 214. 216 is a windshield, 217 is a roof, 21
Reference numeral 8 is an assist grip provided on the roof 217. 2
Reference numeral 19 denotes a bag holder (bag carrier), and the bag holder 219 has an umbrella stand 220 and a putter sack 22.
Accessories such as 1 are provided.

FIG. 4 is a flow chart showing a regenerative torque command signal processing procedure of the present invention. In FIG. 4, step S101: During traveling, the controller 1 reads the accelerator input value and supplies a traveling torque command signal (traveling torque command value) corresponding to the accelerator input value to the motor drive circuit 3. The motor drive circuit 3 drives the motor 2 by an inverter. Here, for example, the traveling torque command value for the accelerator input value during traveling is set to 1: 1 and the accelerator input value is sampled every 60 msec and converted into the traveling torque command value. Step S102: Check whether the accelerator is off. Step S103: If the accelerator is off, the regenerative torque command value corresponding to the running torque command value is calculated.

Step S104: Smoothly adjust and output the output waveform when the regenerative torque command signal rises / falls (see FIG. 5 (a)). For example, the output waveform may be adjusted based on a functional expression. Step S105: The speed is detected and the regenerative torque command value corresponding to the speed is calculated. Step S106: It is checked whether or not the speed is near 0 km / h. Step S107: Decrease the inversion amplitude of the regenerative torque command signal. Alternatively, the output waveform at the time of starting / falling is smoothly adjusted and output (see (b) of FIG. 5). Step S108: It is checked whether or not the speed = 0 km / h. Step S109: If the speed is 0 km / h, the output of the regenerative torque command signal is ended and the operation is stopped.

FIG. 5 is an explanatory view showing the stop control by the regenerative torque command signal of the present invention. As shown in (a) and (b) of FIG. 5, when the traveling state is changed to the regenerative braking, or when the regenerative braking is changed to the stopped state, that is, when the traveling torque command signal is switched to the regenerative torque command signal, the regenerative torque command is generated. Since the output waveform at the time of rising / falling of the signal (around 0 of the torque command value) is smoothed and supplied to the motor drive circuit, it is possible to prevent vibration and noise due to backlash of the gear of the reduction gear.

Further, in the drive control device for the electric vehicle of the present invention, for example, when the speed is 1 km / h or less, the forward / reverse traveling is set to the control specification which can be switched by the F / R switching switch 13. If the switching signal for traveling is checked during traveling at a low speed of 1 km / h, the output waveform at the time of rising / falling of the output waveform by reversing the traveling torque command signal is configured to be smooth. By preventing the vibration and noise of the reduction gear due to the reversal of the torque command signal, it is possible to drive with a comfortable ride without causing the driver discomfort. Also, the durability and life of the motor and the reduction gear are improved.

The torque control and speed control programmed in the controller 1 of the present invention will be described below.
FIG. 7 is an explanatory diagram showing servo lock (stop maintaining torque) control in the torque control mode of the present invention. As shown in the lower diagram of FIG. 7, when the vehicle body is stopped on an uphill / downhill road and an accelerator operation for restarting is performed, the accelerator amount accompanying the accelerator operation, the torque command value for the accelerator amount, and the traveling speed (dotted line) are displayed. Shown in the above figure. The torque command value for the accelerator amount during running is set to 1: 1 and the accelerator amount is set to 60 mse.
Each c is sampled and converted into a torque command value.

When the accelerator is turned off on an uphill, a regenerative torque command value (braking torque command value) that temporarily causes the motor to rotate in the reverse direction is output, and if the vehicle is stopped, a stop with a positive (+) value is maintained. Generates torque to the motor and keeps it stopped. When the accelerator is turned on on an uphill, the torque command value is quickly started based on the stop maintaining torque command value to improve the start characteristic on the uphill. It also prevents reverse running.

When the accelerator is turned off on a downhill, if a regenerative torque command value (braking torque command value) that temporarily causes the motor to rotate in the reverse direction is issued and the vehicle is stopped, a stop maintaining torque having a value of (-) is obtained. Is generated in the motor to maintain the stop.
When the accelerator is turned on on a downhill, a slow start command value is generated based on the stop maintaining torque command value, and the start of the torque command value is delayed to improve the start characteristic on the downhill. Also, the traveling speed is 20 km / h
The inverter is controlled so that it does not exceed the above. As a result, it is possible to prevent sudden acceleration on a downhill and to run stably.

FIG. 8 is an explanatory view showing the servo lock / electromagnetic brake control in the torque control mode of the present invention.
As shown in the lower diagram of FIG. 8, when the vehicle body is stopped on an uphill / downhill road and an accelerator operation for restarting is performed, the accelerator amount accompanying the accelerator operation, the torque command value for the accelerator amount, and the traveling speed (dotted line) are displayed. Shown in the above figure. Further, the timing of the ON / OFF operation of the electromagnetic brake corresponding to the output to the torque command value is shown in the center diagram. The torque command value for the accelerator amount during traveling is set to 1: 1 and the accelerator amount is set to 60.
The torque command value is converted by sampling every msec. When the accelerator is turned on in the flatland, the electromagnetic brake is turned off after a delay of 500 msec after the torque command value is generated.

When the accelerator is turned off on an uphill road, if a regenerative torque command value (braking torque command value) that temporarily causes the motor to rotate in the reverse direction is issued and the vehicle is stopped, a stop with a positive (+) value is maintained. When the electromagnetic brake is turned on after the torque is generated in the motor (servo lock) and the motor is stopped, the stop maintaining torque command value is stored in the RAM and set to zero. The servo lock is replaced with an electromagnetic brake operation to reduce power consumption. When the accelerator is turned on at an uphill, the torque command value by the accelerator is generated from a place where it becomes equal to or more than the stop maintaining torque command value stored in the RAM, and 500 m
The electromagnetic brake is turned off after a delay of sec. This prevents reverse running.

When the accelerator is turned off on a downhill, a regenerative torque command value (braking torque command value) that temporarily causes the motor to rotate in the reverse direction is temporarily output, and if the vehicle is stopped, a negative (-) value is maintained. When the electromagnetic brake is turned on after the torque is generated in the motor (servo lock) and stopped, the stop maintaining torque command value is stored in the RAM and set to zero. When the accelerator is turned on on a downhill, a slow start command value is generated based on the stop maintaining torque command value for 500 msec.
Delay and turn off the electromagnetic brake. Furthermore, the torque command value is delayed to prevent the sudden acceleration on the downhill. Also, inverter control is performed so that the traveling speed does not exceed 20 km / h. As a result, stable traveling on a downhill becomes possible.

FIG. 9 is an explanatory diagram showing the timing of servo lock / electromagnetic brake control in the speed control mode of the present invention. The speed control mode here means, for example, that the speed command value is set according to the accelerator amount, and the speed of the motor is detected from the rotary encoder so as to hold the set speed command value, and feedback control is performed. is there. Also, the acceleration rate or deceleration rate of the speed command value with respect to the accelerator amount is set by the DIP switch and is set to 20 msec.
The accelerator amount is sampled every time and converted into a designated speed value.

When the servo lock control is selected (it can be designated by the DIP switch), it is released by the activation of the accelerator, and the servo lock is activated when the traveling speed becomes 0.1 km / h or less with the accelerator off. Servo lock in the speed control mode is to maintain around zero speed, and torque control is also performed at this time.

When the electromagnetic brake is operated (it can be specified with a DIP switch), 500 ms after the speed command value is generated
ec is delayed and the electromagnetic brake is turned off. If the electromagnetic brake is turned on after the servo lock function is started with the accelerator off, the servo lock function is released. The start command signal (F / R) that starts the inverter drive of the motor drive circuit (inverter circuit) is output to "H" when the accelerator is on, and becomes "L" with a delay of 500 msec after the electromagnetic brake is turned on, and the inverter drive is neutral. And finish.

FIG. 10 is a state transition diagram showing control steps including servo lock control in the torque control mode of the present invention. In FIG. 10, step A1: The key switch 17 is used to turn on the power. Step A2: The microcomputer of the controller 1 is reset by a reset key (not shown) or an auto reset function. Step A3: Indicates initialization. The RAM is cleared and the control mode is read. Here, the torque control mode including the servo lock control is read (the control mode is set by the DIP switch).

Step A4: Indicates a key input waiting state (inverter neutral). For example, when the F / R-SW (F / R changeover switch 13) input for designating the traveling direction and the foot brake (brake switch 14) are turned on, the process goes to the free run of step A5. When the accelerator is turned on, the control shifts to the traveling control of step A8. Inverter neutral means a state in which inverter control (torque control, speed control) is not performed on the motor.

Step A5: Free run (inverter neutral) is shown. The torque command value is 0.
When the foot brake is turned off, the process proceeds to step A6. At this time, F / R-SW can be accepted. Step A6: Indicates stop control. The stop is maintained by increasing / decreasing the torque so that the speed becomes 0 on the up / down / flat ground. If the accelerator is turned on in the down state, the process proceeds to step A7,
If the accelerator is turned on in the uphill / flatland state, the process proceeds to step A8. Step A7: Shows down-start control (start control).
The torque command value (stop maintaining torque command value) in the direction opposite to the traveling direction is gradually decreased to perform a slow start.

Step A8: The traveling control is shown. The torque command value corresponding to the accelerator pedal depression angle (accelerator amount) is output. The torque command value changes stepwise. Accelerator amount 100% = Torque 250% (motor output torque 5 kg · m) A speed limit of 20 km / h is applied with an accelerator amount of 20%. Step A9: Regeneration control (braking control) is shown. When the accelerator is off, a deceleration rate is set according to the traveling speed, the regenerative torque is adjusted so that the deceleration rate is set, and the vehicle body (motor) is stopped. When the speed becomes 0, the control shifts to the stop control of step A6. When the brake is turned on, the process shifts to the free run of step A5.

Step A10: Shows the inverter NG.
When an error occurs during inverter control, the standby LED 25 goes out. Step A11: Shows inverter standby. When the error is released, the standby LED 25 lights up. Step A12: Indicates emergency stop control. The NMI key (emergency stop switch) turns off the motor and turns on the electromagnetic brake. The emergency stop LED 26 lights up. Wait for reset input. Step A13: Indicates a battery abnormality. The battery LED 24 is turned on by detecting a decrease in battery voltage and an abnormality.

FIG. 11 is a state transition diagram showing control steps including servo lock / electromagnetic brake control in the torque control mode of the present invention. In FIG. 11, step B1: The key switch 17 is used to turn on the power. Step B2: The microcomputer of the controller 1 is reset by a reset key (not shown) or an auto reset function. Step B3: Indicates initialization. The RAM is cleared and the control mode is read. Here, the torque control mode including the servo lock / electromagnetic brake control is read (the control mode is set by the DIP switch). Step B4: Indicates a key input waiting state (inverter neutral). For example, F / RS that specifies the direction of travel
When the W (F / R changeover switch 13) is input, the process proceeds to the stop control in step B5.

Step B5: Stop control is shown. The torque command is 0 and the electromagnetic brake is on. If the accelerator is turned on, the process proceeds to step B6. Step B6: Start control is shown. The electromagnetic brake is turned off 500 msec after the torque command value is output. Step B7: Shows traveling control. The torque command value corresponding to the accelerator pedal depression angle (accelerator amount) is output. The torque command value changes stepwise. Accelerator amount 100% = Torque 250% (motor output torque 5 kg · m) A speed limit of 20 km / h is applied with an accelerator amount of 20%.

Step B8: Regenerative control (braking control) is shown. When the accelerator is off, a deceleration rate is set according to the traveling speed, the regenerative torque is adjusted so that the deceleration rate is set, and the vehicle body (motor) is stopped. If the speed becomes 0, step B
9 shifts to the electromagnetic brake control. When the brake is turned on, the control shifts to the stop control of step B5. Step B9: Indicates electromagnetic brake control. When the speed is 0, the electromagnetic brake is turned on, and the control shifts to stop control in step B5. Step B10 to Step B13: Step A in FIG.
Since the processing contents of 10 to step A13 are the same, description thereof will be omitted.

FIG. 12 is a state transition diagram showing control steps including servo lock control in the speed control mode of the present invention. In FIG. 12, step C1: The key switch 17 is used to turn on the power. Step C2: The microcomputer of the controller 1 is reset by a reset key (not shown) or an auto reset function. Step C3: Indicates initialization. The RAM is cleared and the control mode is read. Here, the speed control mode including the servo lock control is read (the control mode is set by the DIP switch). Step C4: Indicates a key input waiting state (inverter neutral). For example, F / RS that specifies the direction of travel
When the W (F / R changeover switch 13) is input, the process proceeds to the servo lock control of step C5. When the accelerator is turned on, the control shifts to the traveling control of step C6.

Step C5: Servo lock control is shown.
The servo lock selection command is output and the stop is maintained by increasing or decreasing the torque so that the speed becomes zero. Step C6: Shows traveling control. A speed command value corresponding to the accelerator pedal depression angle (accelerator amount) is output. The speed command value changes stepwise. Accelerator amount 100% = Speed 100% (20 km / h is M
At this time, F / R-SW input can be accepted at 1 km / h or less. When the accelerator is turned off, the speed command is changed step by step, the braking control is performed, and the servo lock control of step C5 is performed on the verge of stoppage at which the speed is 0.1 km / h or less. Step C7 to Step C11: Step A1 in FIG.
Since the processing contents of 0 to step A13 are the same, description thereof will be omitted.

FIG. 13 is a state transition diagram showing control steps including servo lock / electromagnetic brake control in the servo control mode of the present invention. In FIG. 13, step D1: The power is turned on by the key switch 17. Step D2: The microcomputer of the controller 1 is reset by a reset key (not shown) or an auto reset function. Step D3: Indicates initialization. The RAM is cleared and the control mode is read. Here, the speed control mode including the servo lock / electromagnetic brake control is read (the control mode is set by the DIP switch). Step D4: Indicates a key input waiting state (inverter neutral). For example, F / RS that specifies the direction of travel
When the W (F / R changeover switch 13) is input, the process proceeds to the stop control of step D5.

Step D5: Stop control is shown. The electromagnetic brake is on and the inverter is in neutral. If the accelerator is turned on, the control shifts to the start control of step D6. Step D6: Start control is shown. Output speed command value 5
The electromagnetic brake is turned off after 00 msec. Step D7: Shows traveling control. A speed command value corresponding to the accelerator pedal depression angle (accelerator amount) is output. The speed command value changes stepwise. Accelerator amount 100% = Speed 100% (20 km / h is M
At this time, F / R-SW input can be accepted at 1 km / h or less. When the accelerator is turned off, the speed command is changed step by step, the braking control is performed, and the servo lock control of step D8 is performed on the verge of stoppage at which the speed becomes 0.1 km / h or less.

Step D8: Servo lock control is shown.
The servo lock selection command is output, and the torque is increased or decreased so that the speed becomes 0, and the stop is temporarily maintained. Step D9: Indicates electromagnetic brake control. After the servo lock is completed (speed = 0), the electromagnetic brake is turned on, the stop control of step D5 is entered, and the inverter becomes neutral. Step D10 to Step D13: Step A in FIG.
Since the processing contents of 10 to step A13 are the same, description thereof will be omitted.

FIG. 14 is an explanatory diagram showing an outline of control of the present invention. As shown in FIG. 14, the drive control device for an electric vehicle according to the present invention includes a torque control (servo lock control), a torque control (servo lock control / electromagnetic brake control), a speed control (servo lock control), and a speed control (servo control). Four control methods (lock control / electromagnetic brake control) can be selected with a DIP switch. The four control methods have been described with reference to FIGS.

[0052]

According to the present invention, vibration of backlash and generation of noise due to reversal of the regenerative torque command signal are suppressed to enable comfortable traveling. In addition, the durability and life of the motor and the reduction gear can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a basic configuration of the present invention.

FIG. 2 is a block diagram showing an embodiment of a drive control device for an electric vehicle of the present invention.

FIG. 3 is an external view of a golf cart to which the drive control device for an electric vehicle according to the present invention is applied.

FIG. 4 is a flowchart showing a regenerative torque command signal processing procedure of the present invention.

FIG. 5 is an explanatory diagram showing stop control by a regenerative torque command signal of the present invention.

FIG. 6 is an explanatory diagram showing a conventional stop control by a regenerative torque command signal.

FIG. 7 is an explanatory diagram showing servo lock (stop maintaining torque) control in the torque control mode of the present invention.

FIG. 8 is an explanatory diagram showing servo lock / electromagnetic brake control in the torque control mode of the present invention.

FIG. 9 is an explanatory diagram showing the timing of servo lock / electromagnetic brake control in the speed control mode of the present invention.

FIG. 10 is a state transition diagram showing control steps including servo lock control in the torque control mode of the present invention.

FIG. 11 is a state transition diagram showing control steps including servo lock / electromagnetic brake control in the torque control mode of the present invention.

FIG. 12 is a state transition diagram showing control steps including servo lock control in the speed control mode of the present invention.

FIG. 13 is a state transition diagram showing control steps including servo lock / electromagnetic brake control in the servo control mode of the present invention.

FIG. 14 is an explanatory diagram showing a control outline of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 controller 2 traveling motor 3 motor drive circuit 4 interface circuit 5 electromagnetic brake 6 brake drive circuit 7 rotation sensor 8 rotation detection circuit 9a, 9b motor current sensor 10 motor current detection circuit 11 accelerator volume 12 accelerator signal conversion circuit 13 F / R selector switch 14 Brake switch 15 Emergency stop switch 16 Control mode switch 17 Key switch 18 Battery 19 Overload current sensor 20 Overload detection circuit 21 Protection circuit 22 Constant voltage circuit 23 Power-on LED 24 Battery LED 25 Standby LED 26 Emergency stop LED 27 LED drive circuit

Claims (4)

[Claims] 1. A motor for electrically driving a vehicle body, an accelerator portion for controlling running / stopping of the vehicle body, conversion into a traveling torque command signal based on an input operation of the accelerator portion, and regenerative braking based on release of the accelerator portion. An electric vehicle including a signal processing unit for converting into a regenerative torque command signal for controlling the motor, and a motor drive control unit for controlling the output torque of the motor based on the converted traveling torque command signal / regenerative torque command signal. When the processing unit switches the traveling torque command signal to the regenerative torque command signal according to the operation of the accelerator unit and supplies the regenerative torque command signal to the motor drive control unit, the processing waveform is an output waveform that smoothes the output waveform at the time of rising / falling of the regenerative torque command signal. A drive control device for an electric vehicle, further comprising an adjusting circuit. 2. A travel switching unit for outputting a switching signal for switching between forward traveling and backward traveling to the signal processing unit, wherein the signal processing unit outputs a switching signal from the traveling switching unit during a predetermined low speed traveling. 2. The electric vehicle according to claim 1, wherein when the output waveform of the traveling torque command signal is inverted, the output waveform adjusting circuit smoothes the output waveform at the time of rising / falling of the traveling torque command signal. Drive controller. 3. The drive control device for an electric vehicle according to claim 1, further comprising a parking brake for stopping the vehicle body, which operates when the vehicle speed becomes zero. 4. The drive control device for an electric vehicle according to claim 1, wherein the motor is inverter-controlled.