JPS63178703A - Vehicle motor drive 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] The present invention does not rely on a running drive engine, but rather uses the driving force of a motor such as a starter motor for starting an engine to temporarily operate a vehicle such as a motorcycle. When an excessive load is applied to the motor in a vehicle drive system where children can be driven,
A vehicle motor drive control that can automatically stop power supply to the motor to prevent thermal damage to the motor and its control system, and also avoids an uncontrollable state due to short-circuit destruction of the motor drive transistor. It is related to the device.

Generally speaking, as a measure to prevent thermal damage to electronic components such as transistors, the temperature of each component is measured, and if the temperature exceeds a certain limit, measures such as stopping the energization or reducing the energization rate are taken. was providing protection.

■But. However, such measures to prevent thermal damage require temperature measurement components such as thermistors and drive circuits, and temperature measurements must be performed near each component, making it difficult to connect the measurement components with each other. The wiring of the drive circuit becomes complicated and an increase in cost is unavoidable.

Moreover, each electronic component has a passionate temperature upper limit, which tends to cause a delay in temperature measurement, and when a large current flows momentarily, it is difficult to effectively prevent thermal damage to the electronic component. was difficult.

The present invention relates to an improvement of a motor drive device for a vehicle that overcomes such a moving point, and in a motor drive control device using a motor as a drive source,
It is equipped with a circuit that detects the energization state of the motor and prohibits power supply to the motor if the energization state continues to exceed a certain limit for a predetermined period of time or more, so the load applied to the motor becomes excessive. In the case of a load, the power supply to the motor can be immediately stopped, and a heat value of 10 % of the electronic components in the motor drive control device can be prevented.

Further, it is possible to avoid an uncontrollable state when a short-circuit breakdown occurs in a transistor for driving the motor.

An embodiment of the present invention illustrated in FIGS. 1 to 8 will be described.

First, there is a multi-cylinder engine mounted on a large motorcycle (not shown), and the crankshaft 2 of the engine 1 is connected to a clutch 3 and a multi-stage gear transmission 4, and the output shaft 5 of the multi-stage gear transmission 4 is Sprocket 1~. The rear wheels 7 are connected to the rear wheels 7 via a power transmission system 6 consisting of an engine, gears, wheels, etc.
When the engine 1 is in a running state, the clutch 3 is in a connected state, and the multi-gear transmission 4 is in a state other than neutral, the dynamic nozzle j of the engine 1 is transmitted to the rear wheels 7. It is now possible to move forward.

Further, the output shaft 9 of the relative starter 8 is connected to the crankshaft 2 via a one-way clutch 10, and to the output shaft 5 of the multi-gear transmission 4 via a reverse reducer 11 having a built-in reverse clutch 12. The cell starter motor 8
When the engine is rotated forward, the engine 1 is cranked and started, the clutch 3 is disengaged, or the multi-gear transmission 4 is set to neutral, and the reverse clutch 12 of the reverse speed reducer 11 is connected. When the cell starter motor 8 is rotated forward, the rear wheels 7 are significantly decelerated and driven in the backward direction.

Furthermore, the electric control device 20 controls the rotation and stopping of the cell starter motor 8 on and off, and also controls the rotation speed.

Therefore, the electric control device 20 has a first starter magnetic relay 21 which is a first switch that controls the operation of the cell starter motor 8, and a second forward starter magnetic relay 22 which is a second switch that controls the operation of the cell starter motor 8 in the backward state. A power transistor unit 23 serving as a retraction control circuit that controls the current supplied to the cell starter motor 8, and a resistor 25.2 that suppresses the current supplied to the cell starter motor 8 in the retracted state.
6, a starter switch 27 that is switched at the time of starting operation, a reverse lever switch 28 that is switched when the reverse lever (not shown) is operated to the high position, and the multi-gear transmission 4 is in the neutral position. a reverse switch 29 that is turned off when the reversing lever is operated to the rear 3R position and turned on in other cases, and a reverse relay 30 that turns on the first starter magnetic relay 21; After the first starter magnetic relay 21 is turned on, the starter magnetic controller 31 supplies the current necessary for self-holding to the coil 21b of the first starter magnetic relay 21, and the cell starter motor 8 is activated to a predetermined position in the backward state. A speed limiter relay 32 that short-circuits both electrodes of the cell starter motor 8 when the rotation speed exceeds the rotation speed, a clutch switch 33 that is turned on when the clutch 3 is in a disengaged state, and a multi-gear transmission 4 that are operated in neutral. The engine 1~ral switch 34 is turned on when the engine 1 is turned on, the side stand switch 35 is turned on when the side stand (not shown) is lifted, and the oil pressure V switch is turned off when the engine 1 is in a rotating state. 36 and an electronic control unit 37.

Further, the a contact 21a of the first starter magnetic relay 21, the a contact 22a of the cell starter motor 8, and the second starter magnetic relay 22 are connected in series to the engine starting wiring 40 that connects the battery + terminal 38 and the battery ground terminal 39. is interposed in.

Furthermore, a resistor 25 of a power supply current suppression circuit 24 and a power 1 to run sister unit 23 are connected in series to a backward wiring 41 connected in parallel to the a contact 22a of the second starter magnetic relay 22. A resistor 26 is interposed in the leak wiring 42 connected in parallel to the power transistor units 1 to 25, and a speed limiter is connected to the brake wiring 43 connecting the positive terminal of the cell starter motor 8 and the battery ground terminal 39. A contact 3 of relay 32
2a and a fuse 44 are interposed in series.

Reverse relay 3 is connected to the wire connecting B contact 27b of Stark switch 27 and battery ground terminal 39.
0 coil 30b, diode 45, r noverse switch 29, etc. are interposed in series, and the starter switch 27
The coil 2 of the first starter magnetic relay 21 is connected to the wire connecting the B contact 27b and the battery ground terminal 39.
1b, the a contact 30a of the reverse relay 30, and the clutch switch 33 are interposed in series.

Furthermore, a diode 46 and a coil 22b of the second starter magnetic relay 22 are connected in series to a line connecting the positive side terminal 8a of the cell starter motor 8 and the two reverse switches.

Reverse lever switch 2 is turned on to the battery terminal 38 while the U lever is operated to the non-reverse position.
Connect the new 1 to the contact 28a of 8 and the battery ground terminal 39.
The contact 28b of the reverse lever switch 28, which is turned on to the battery terminal 38 when the reverse lever is operated to the reverse position, is connected in series with the neutral indicator lamp 717 and the neutral switch 34. is connected to the terminal 37-1 of the terminal 37-1.

Roughly, the terminal 37-2 of the electronic control unit 37 is connected to the battery ground terminal 39 via the side stand switch 35, and the terminal 37-3 of the electronic control unit 37 is connected to the battery + terminal 38 via the oil pressure indicator lamp 48. It is also connected to a battery ground terminal 39 via an oil pressure switch 36.

Furthermore, the terminal 37-4゜37 of the electronic control unit 37
-5 is connected to both the positive terminal 8a and the terminal 8b of the cell starter motor 8, so that the voltage applied to the cell starter motor 8 is detected.

Further, the terminals 37-6 of the electronic control units 1 to 37 are terminals for detecting the applied voltage of 23 to the power transistor unit 1, and the terminals 37-7 of the electronic control units 1 to 37 detect the switching operation of the stark switch 27. This is the terminal for

Furthermore, the terminals 37-8 of the electronic control units 1 to 37 are 13
In operation 11a, it is also an output terminal for supplying current to the coil 50b of the high beam relay 50 or the coil 51b of the low beam relay 51 via the dimmer switch 49. When 51b is energized,
When the a contact 50a of the high beam relay 50 or the a contact 51a of the low beam relay 51 is turned on, the high beam light 52 or the low beam light 53 is turned on.

Furthermore, the terminal 37-9 of the electronic control unit 37 is an output terminal for controlling the output of the power transistor unit 23, and the terminal 37-10 of the electronic control unit 37 is an output terminal for controlling the speed limiter relay 32 on and off. It is connected to the coil 32b of the speed limiter relay 32, and when the coil 32b is energized, the a contact 32a of the speed limiter relay 32 is turned on.

Moreover, the terminals 37-11 of the electronic control units 1 to 37 are output terminals for turning on the first starter magnetic relay 21 by turning on the reverse relay 30 even if the reverse switch 29 is in the off state. 9 of 37 to the control unit 1: The child 37-12 operates the starter magnetic controller 31 after a predetermined time has elapsed since the first starter magnetic relay 21 is turned on to self-hold the first starter magnetic relay 21. The first starter magnetic relay 21
The terminal 37-13 of the electronic control unit 1 is an output terminal for supplying current to the coil 21b of the vehicle, and the terminal 37-13 of the electronic control unit 1 is an output terminal for lighting the reverse display lamp 54 and displaying it in the reverse state.

Next, the electronic control unit 37 will be explained.

The electronic control units 1 to 37 include a constant voltage power supply circuit 55 that is connected to the terminal 37-1 of the electronic control unit 37 and supplies constant voltage power of 5V to the CPU 59, and a terminal 37-2 of the electronic control unit 37. .37-3 connected to CPU
A digital input circuit 56 that applies digital input to the input ports 1 to 59, and terminals 37 of the electronic control units 1 to 37.
-4゜37-5.37-6, connected to 374 and CP
The analog input circuit 57 which adds analog input to the input port of U59, etc., the terminals 37- of the electronic control units 1 to 37
8.37-9゜37-10, 37-11, 37-1
2, an output circuit 58 that provides an output to 37-13, and a fourth
A digital input circuit 56, such as a ROM 60 containing a sequence program necessary to execute the flowchart shown in FIG. A RAM 61 that can read and write input data of the analog input circuit 57, data obtained by the operation of the CPU 59, and other data, and a digital input circuit 56. R according to the input signal of the analog input circuit 57
It consists of a CPU 59 that executes sequence programs and instructions stored in the OM 60 and outputs control signals to each part of the electrical control device 20 via an output circuit 58.

The operation of the control system of this embodiment will be explained below based on the flowcharts shown in FIGS. 4 and 5.

In addition to the main routine shown in FIG. 4, this control routine has an interrupt routine shown in FIG. 5, which is executed every 1m5ec.

First, let me explain about the interrupt routine. This interrupt routine is mainly a timekeeping routine for operating the vehicle's time-required functions, and it performs an interrupt count to measure p milliseconds in step [phase]. A carry is generated every p milliseconds, and in the next step ■, it is determined whether there is a carry or not.
If Carrie is not standing, jump to step ■; if Carrie is standing, proceed to step ■.

Therefore, steps ① to [phase] are executed every p milliseconds.

Then, when the process proceeds to step ■ every p milliseconds, it is determined whether the start flag is set and the starter switch 27 is set.
When turned on, the starter flag is set, so the state of the next q milliseconds (Q>p) elapsed flag is checked (step [phase]).

This q millisecond elapsed flag is used to measure q milliseconds from turning on the starter switch 27 in the next step ■.
Set when q milliseconds have elapsed.

Therefore, at first, the flag is in a reset state, and q milliseconds are counted in step (2), and the process proceeds to the next step [stock].

In step [stock], the state of the ON-Lock flag is determined.

The 0N-Lock flag is set when an overload is applied to the cell starter motor, for example when the movement of the vehicle body is obstructed by an obstacle at the rear. 0N-Loc is a condition in which the voltage is 3V or less for 3 to 5 seconds.
The k flag is set when the voltage is below the voltage, and the ON-Lock time is measured in the next step.

In the next step 0, it is determined whether or not the power transistor shoot flag (P, Tr, 5hort7 lag) is set, and if the power transistor unit 23 fails and the conduction state continues for r milliseconds (r>q) or more. It detects when P, Tr,
The 5hort flag is set, and in the next step 0, the P, Tr, and 5hort times are measured.

The above steps ① to 0 are executed every p milliseconds to measure various times.

In step 0, each voltage is digitally converted to calculate the average terminal voltage of the cell starter motor, which will be described later, and an average flag (Ave, flag) is set at the end of the conversion.

Next, on/off control of the power transistor unit 23 is performed in step [share], the interrupt is canceled (step [phase]), and the process returns to the main routine.

In the main routine, initial settings for various flags, conditions, etc. are first made (step ■), and then Ave is set in step ■.
, it is determined whether or not the flag is set, and if the digital conversion of each voltage of the starter motor terminal voltage is not completed, the Ave flag is in the reset state, so the process jumps to step ①, and if it has been completed, step Proceed to ■,
The average value of the terminal voltage of the cell starter motor is calculated.

This voltage average value yn is obtained by adding the voltage xn detected this time and digitally converted to the previous average voltage value y n-1 based on a constant proportional distribution as shown in the following equation.

yn = a -'yn-1+(1-α) -xn In other words, yn is the sum of yn-1 and xn multiplied by α and (1-α), respectively, and the variation in detection voltage is averaged. do.

Based on the motor terminal voltage Vm obtained in this way,
In the next step (2), vehicle speed is determined.

In this step (2), three flags to be determined later are set and reset based on the voltage VTrL.

In other words, as shown in Fig. 6, the power transistor's lag (P, Tr, OFF flag) is V'I
It is reset when rL is less than bv, set when it is more than bv, and the starter magnetic switch off flag (S, H
, OFF flag) is set when vm exceeds cV in the reset state, and is reset when it falls below bv in the set state, and the limiter flag is reset when vTn, is less than dV, and set when vTn, is less than dV. be done.

Since the motor terminal voltage vm substantially corresponds to the vehicle speed, the above three flags are set depending on the vehicle speed state.

When the vehicle speed is determined in this way, the Ave flag is reset (step 2), and it is first determined whether or not the limiter flag is set (step 2).

As mentioned above, the limiter flag is set when <v'rrL>=dV, and in this case, it is assumed that the vehicle is moving backwards at a certain speed or higher on a slope, and in this case, the step [phase] fly to

In step [phase], current is passed from the brake relay output terminal 37-10 of the electronic control unit 37 to the speed limiter relay 32, turning on the same relay 32.

Therefore, the cell starter motor 8. Resistance 26. Fuse 44. A closed loop circuit of the speed limiter relay 32 is formed and the cell starter motor 8 is braked.

Then, the process further advances to step [phase], where the reverse display lamp 54 is turned off, and the reverse control is stopped (step 0), thereby terminating the control according to this routine.

Further, in step ■, the vehicle speed is less than a predetermined limit speed (y
n<d ■), in the next step ■ S, H,
The state of the OFF flag is determined.

The backward vehicle speed is controlled by changing the ON/OFF duty ratio of the power transistor unit 23, and the control relationship of the motor terminal voltage Vm according to this duty ratio is shown in FIG.

Duty control is performed in the range of Vm<bV,
V77L-a When control starts with V, due T
(5TDT) is the maximum (point A), control is stopped at Vm-bv, and the duty (EDDT) at that time is the minimum (point B).

Therefore, when the S, H, and OFF flags are set in step ■, this means that the motor terminal voltage vm exceeds CV. Unlike the backward control at the time of braking in step [phase], the process returns to step (2) again and backward control is still possible.

Once the S, H, and OFF flags are set as described above, they are not reset unless the motor terminal voltage VTrL becomes less than bv, so that stability control is performed.

In other words, when the S, H, and OFF flags are in the reset state, the seventh
Vehicle speed control is performed between AB as shown in the figure.

Therefore, if the S, H, OFF flag is in the reset state in step ■, the process proceeds to step ■, and P, 'TrOF
It is determined whether or not the F flag is set.

If the motor terminal voltage Vm is greater than or equal to bv, P, Tr.

With the OFF flag set, duty control is not performed and the process jumps to step ■. However, if Vm≦bv, the process proceeds to step ■, where the vehicle speed, duty, and pull are searched, and the power transistor unit 23 is energized. Determine the time or duty.

In the next step [phase], the state of the q millisecond elapsed flag is determined.

As will be described later in the startup control section, the vehicle speed is not controlled for 041 seconds after the starter switch 27 is turned on.
Since 0N-Lock detection in the next step ■ is not performed,
Before q milliseconds have elapsed, the flag is in the reset state and the step @
fly to

When q milliseconds have passed, proceed to step ■0N-Lo
ck detection is performed.

That is, in step (3), as described above, the starter motor is overloaded and the motor terminal voltage Vm is 3V or less.
It is detected whether seconds or 5 seconds have elapsed (time measurement is done in step ■ of the interrupt routine), and when the condition is satisfied and it is determined that 0N-Lock-1q - (step @), step Φ Then, the reverse display lamp 54 is turned off and the reverse control is stopped (step ■).

If it is determined in step @ that the lock is not 0N-Lock, the process proceeds to step (2) to detect P, Tr, and 5hort.

When the motor terminal voltage is 1.5V or more for more than r milliseconds, the time measurement is performed in step [phase] of the interrupt routine.
), determines that the power transistor 23 is short-circuited (step ■), jumps to step [phase], turns off the reverse display lamp 54, and stops reverse control (step [phase]) .

When the power transistor 23 is not short-circuited,
Proceed to the next step ■.

In the same step ■, the status of the side stand switch 35° and oil pressure switch 36 is checked by the CPU.
59, and as determined in the next step [phase], if the side stand switch 35 is off or the oil pressure switch 36 is on, proceed to step (3), turn off the reverse display lamp 54, Stop the reverse control (step @) and return to step ■.

In other words, reversing is prohibited when the side stand is out or the engine is running.

When the side stand switch 35 is on and the oil pressure switch 36 is off, the process moves from step ■ to step ■, and since it is possible to back up, the reverse display lamp 54 is turned on, and then the state of the starter switch 27 is checked by the CPU 59. step [phase]), judge the state (step ■), and turn off the starter switch 27.
If it is, jump to step [phase] and stop backward control,
If the starter switch 27 is in the ON state, it is determined whether the next q milliseconds elapsed flag is set (step @).

If q milliseconds have not elapsed since the starter switch 27 was turned on, the process proceeds to step [phase] and has q milliseconds elapsed, and when q milliseconds have passed, the step [phase] moves to step [phase].
Controls to set the millisecond elapsed flag.

When it is determined that q milliseconds have elapsed in step @, the process moves to step ■ and turns off the reverse relay 30.

When operating the first starter magnetic relay 21, this is done via the reverse relay 30.
Only for 1 second, then the starter magnetic controller 31 controls the first starter magnetic relay 21.
This is to maintain the ON state of the first starter magnetic relay 21 by controlling the supply of current necessary for self-holding to this coil 21b, thereby suppressing power consumption.

Then, in the next step ■, it is determined whether the startup control flag is set, but this startup control flag is set in the next step [
This is set when the vehicle speed control only at startup, which is executed at step [phase] and 0, is completed; in this case, step [phase]
fly to

Therefore, at startup, the flag goes to step [phase] with the flag in a reset state, and startup control is performed.

When starting in reverse, control as shown in FIG. 8 is performed to reduce the starting shock.

That is, after the starter switch 27 is turned on, the power transistor unit 23 is in a non-conducting state for q milliseconds, and the voltage applied to the cell starter motor 8 is reduced to start at low rotation speed, and after q milliseconds have elapsed, the power transistor unit 23 is turned off at Td. Startup control is performed by adjusting the time and duty ratio of the power transistor units 1-23.

Here, a solid line 8 indicates the maximum value of the duty ratio that is allowed as the 116 time period elapses during startup, and initially the duty ratio is determined over time based on the solid line B.

Therefore, in step [phase], the duty ratio is searched for the elapsed time of the solid line B, and the startup control time T
d, and after the same time has elapsed, the activation control flag is set.

Then, in the next step 0, the duty ratio of the dashed line C with respect to the vehicle speed is searched, compared with the solid line B, and the one with the smaller duty ratio is selected.

Then, proceed to the next step [phase], set the power transistor output flags (P, Tr, OUT flags), and return to step (2) again.

The contents of the flowcharts shown in FIGS. 4 and 5 have been explained above, but if we look at the operating state over time from the time when the starter switch 27 is turned on, the control of the electronic control unit 37 is started when the starter switch 27 is turned on. First, initial settings are made (step ■), and then, until the motor terminal voltage is digitally converted (step ■), the process jumps to step ■ and side stand switch 35. The switch state of the oil pressure switch 36 is judged (step [phase]), and if the reverse is possible, the reverse display lamp 54
(Step [Phase]) and determine whether the starter switch 27 is on (Step ■). If it is on, wait for the same q milliseconds to elapse (Step [Phase]). ]).

While repeating the above steps, when the starter motor terminal voltage is digitally converted, the AVe flag is set (step ■), the average value of the voltage is determined (step ■), and the vehicle speed is determined. is determined (step ■), various flags are set and reset, and △ve
Norag is brought into the reset state again (step ■).

Then, the vehicle speed does not exceed the predetermined limit speed (Vm=clV) (step ■), and the vehicle speed control upper limit speed (Vm=c
When lower than V), step ■), P, Tr, O
The state of the FF flag is judged, but in the initial stage until the end of the start control, the vehicle speed is low, and the next 64
The state of the 9 seconds elapsed flag is determined, and if q milliseconds have not elapsed, 0N-LOCK detection is not performed and P, Tr,
5hort is detected (step @).

If the power transistor unit 23 is normal and not shorted (Step Co., Ltd.), turn the side stand switch 35 again. Check the state of the oil pressure switch 36 (steps ■, ■), and if it is possible to reverse, check the on state of the starter switch 27 (steps [phase], ■), then check the state of the 649 seconds elapsed flag (step @) .

If q milliseconds have elapsed, the reverse relay 30 is turned off (step @), and starting control is performed at step [phase], 0.

This start-up control is executed for Td after q milliseconds have elapsed since the starter switch 27 is turned on, and thereafter the start control is not performed as the process jumps from step ``st'' to step [phase].

At the end of startup control, the duty ratio is determined based on the duty ratio for the normal vehicle speed (see Figure 8).
, thereafter, step (3) is executed, and vehicle speed control is performed by searching the duty ratio for the vehicle speed.

When reversing while controlling the vehicle speed in this way,
When the vehicle speed control upper limit speed (Vm=CV) is exceeded (step ■), reverse control is stopped (step @), and when the vehicle speed roughly exceeds the predetermined limit speed (Vm-dV), the speed limiter relay is activated. Turn on 32 (step [phase]
), and after applying dynamic braking and stopping the reverse control (step ■), the control by the electronic control unit 37 is ended.

Next, the embodiment shown in FIG. 9 will be described.

This embodiment is a control circuit related to the 0NI-ock control, and is a control circuit for the starter motor 8 in the previous embodiment. Starter magnetic relay 21. Power transistor 23, resistor 2
5.26. The starter switch 27 is designated by the same reference numeral.

Both terminals of the cell starter motor 8 are connected to the input terminal of an operational amplifier 71, the output terminal of the operational amplifier 71 is connected to an integrating circuit 72, and the output terminal of the integrating circuit 72 is connected to a vehicle speed/pulse conversion circuit 74 to determine the vehicle speed. /pulse conversion circuit 74
The output terminal of the power transistor 23 is connected to the base terminal of the power transistor 23 via an AND circuit 80 and a resistor 81.

The circuit surrounded by the broken line is the 0N-Lock control circuit 7.
0, the output terminal of the integrating circuit 72 is connected to one input terminal of the comparator 73, and a predetermined voltage Vref (approximately 3 V) corresponding to the vehicle speed for setting 0N-Lock is applied to the input terminal of the comparator 73. It is now entered.

The output terminal of the comparator 73 is connected to a timer circuit 75, and the output of the timer circuit 75 is inputted to the base terminal of the transistor 9 via a flip-flop circuit 76, a NOT circuit 77, and a resistor 78.

The transistor 79 has a common emitter and a collector terminal connected to the first
It is connected to the coil 21b of the starter magnetic relay 21.

Further, the output of the pulse conversion circuit 74 is the output of the NOT circuit 7.
7 and the AND circuit 80, and the output is sent to the power transistor unit 23 via a resistor 81.
is input to the base terminal of

Under the above circuit configuration, the starter switch 27
When turned on, the initial transistor 79 is in a conductive state, so the coil 21b of the first starter magnetic relay 21 is energized and the contact of the first starter magnetic relay 21 is turned on so that current is applied to the ONL cell starter motor 8. As a result, a voltage Vm is generated across the cell starter motor 8, and the cell starter motor 8 starts rotating.

The voltage Vm is integrated by the integrating circuit 72 and becomes the vehicle speed voltage Vs.
to occur.

This vehicle speed voltage Vs corresponds to the actual single speed = 28
- Normally, the pulse frequency is converted by the pulse conversion circuit 74, and the power transistor unit 23 is turned on and off based on this pulse signal to control the rotation of the cell starter motor 8.

However, when climbing a particularly steep slope, or when reversing is prevented by an obstacle, a high load is applied to the starter motor, resulting in a state in which the motor rotational speed decreases, and the terminal voltage Vm and vehicle speed voltage Vs decrease, causing the vehicle speed to decrease. Predetermined voltage V
When the voltage drops below ref, the converter 73 becomes 0N-Lock.
is detected and its output is set as "HII".

This detection signal is input to the timer circuit 75, and when the detection signal 11HII exceeds the time (3 to 5 seconds) set in the timer circuit 75, the timer output is changed to r+)("
The flip-flop circuit 76 is set as ``H'', and its output becomes ``H'', but the output of the NOT circuit 77 in the next stage becomes ``[''°, and the power transistor unit 23 is turned off via the AND circuit 80. At the same time, the transistor 79 is made non-conductive to turn off the first starter magnetic relay 21 and stop supplying electricity to the cell starter motor 8.

As described above, the ON-Lock 1lI11 control circuit 70 can prohibit the rotation of the cell starter motor 8 when an overload is applied to the cell starter motor 8 and the vehicle speed voltage remains below a predetermined voltage for a predetermined period of time.

Therefore, it is possible to prevent thermal damage to the power transistor and resistor for driving the motor due to excessive current caused by high loads.

Furthermore, control is performed using only speed data, and no temperature measurement unit is required.

In the embodiments described above, the voltage of the cell starter motor is converted into the vehicle speed voltage, but the rotation speed of the wheels may be detected and the vehicle speed voltage may be generated based on the rotation speed.

Next, another embodiment of the fail-safe circuit when the power transistor for driving the cell starter motor 8 exceeds a short-circuit failure will be described with reference to FIG.

Serum motor 8 and starter magnetic relay 21
are the same as in the previous embodiment and use the same symbols.

A child terminal of the battery 90 is connected to the contact 21a and the coil 21b of the first starter magnetic relay 21, and also to one contact of a reverse switch 91, and the other contact of the reverse switch 91 is connected to a resistor 92. One terminal of the resistor 92 is connected via a resistor 93 to the base terminal of a transistor 94 whose emitter is grounded, and further connected to the collector terminal of a transistor 103 whose emitter is grounded.

The collector terminal of the transistor 94 is connected to the coil 21b of the first starter magnetic relay 21, and one contact 21a of the first starter magnetic relay 21 is connected to the terminal of the cell starter motor 8.
The other terminal of the cell starter motor 8 is a current limiting resistor 9
5 to the collector terminal of a transistor 96 whose emitter is grounded.

Both terminals of the cell starter motor 8 are connected to the input terminal of a rotation detection circuit 97, the output terminal of the same rotation detection circuit 97 is connected to a chopper circuit 98, and the output terminal of the chopper circuit 98 is connected to the base terminal of the transistor 96. has been done.

The circuit surrounded by the broken line is a power transistor short-circuit fail-safe circuit 100, the input terminal of the energization detection circuit 101 is connected to both terminals of the resistor 95, and the output terminal of the energization detection circuit 101 is connected to the short-circuit detection circuit 102. The output terminal of the short circuit detection circuit 102 is connected to the base terminal of the transistor 103 via a resistor 104.

The short circuit detection circuit 102 also includes the chopper circuit 98.
The output of is now input.

This embodiment has the circuit configuration as described above, and when the reverse switch 91 is turned on, the transistor 94 becomes conductive (the transistor 103 is normally non-conductive).
, the first starter magnetic relay 21 is turned on, causing current to flow through the cell starter motor 8 and causing the cell starter motor 8 to rotate.

The rotation speed of the cell starter motor 8 is detected as a voltage across the cell starter motor 8 by a rotation detection circuit 97, and the thus detected voltage is converted into a pulse frequency by a chopper circuit 98, which turns the transistor 96 ON and OFF.
The FF operation is performed and the rotation speed of the cell starter motor 8 is controlled.

However, when a short-circuit failure occurs in transistor 96, current always flows through resistor 95 from the time of the short-circuit.

The current flowing through the resistor 95 is detected by the energization detection circuit 101 as a voltage, and the detection voltage VS is in the 11 HII state even when the pulse voltage Vp, which is the output of the chopper circuit 98, is 'L''. 1
The detection voltage of 01 is compared with the output of the chopper circuit 98, and when the detection voltage US becomes ``H'' while the pulse voltage Vp is ``L'', it is determined that the transistor 96 is short-circuited, and the output Transistor 10 with the terminal set to H''
3 becomes conductive.

When the transistor 103 becomes conductive, the transistor 94 becomes non-conductive, and the first starter magnetic relay 21 becomes OFF.
It becomes FF, and power supply to the cell starter motor 8 is stopped.

As described above, when a short-circuit failure occurs in the motor drive power transistor, the rotation of the cell starter motor 8 is immediately stopped, and a continuation of an uncontrollable state can be avoided.

Note that the energization detection circuit 101 shown in FIG. A concrete example of the short circuit detection circuit 102 is shown in FIG.

The operational amplifier 110 corresponds to the energization detection circuit 101.
, and the one corresponding to the short circuit detection circuit 102 is NO.
T circuit 111, AND circuit 112. Resistor 113° Capacitor 114. This is a NOT circuit 115.

Now, the timer chart of the output waveform is shown as the output a of the chopper circuit 98, the output of the NOT circuit 111, the output C of the operational amplifier 110, the output d of the AND circuit 112, and the output e of the integrating circuit of the low resistance 13 and the capacitor 114. 12
As shown in the figure.

Normally, the output a of the chopper circuit 98 and the output C of the operational amplifier 110 are synchronized, and approximately the same waveforms are obtained. When the AND circuit 112 calculates the logical sum with C, the output d is always in the 111 +1 state.

However, if a short-circuit failure occurs in the transistor 96 at the time S, the output C of the operational amplifier 110 will always be II HI+ from that point on, and when the AND circuit 112 performs an AND operation, the output of the AND circuit 112 will be at the time S. A state of H'' appears.

Therefore, the output e of the integrating circuit is S as shown in FIG.
From the point in time, the level changes to H'', making the transistor 103 conductive, and making the transistor 94 non-conductive.
Turn on starter magnetic relay 21.

Therefore, when a short-circuit failure occurs in the transistor 96, the power supply to the cell starter motor 8 can be immediately stopped, and rotation of the cell starter motor 8 can be prohibited.

In this way, in the present invention, the load condition applied to the motor can be detected, and if it is overloaded, the power supply to the motor can be immediately stopped, so that instantaneous excessive power supply can be avoided. It is possible to effectively prevent thermal damage to the electronic components of the motor drive control device due to heat damage.

Furthermore, an uncontrollable state can be avoided when a short-circuit breakdown of the motor drive transistor occurs.

In addition, in the present invention, there is no need to place temperature measuring components near the electronic components of the motor drive control device, and the drive circuit is also unnecessary, so wiring is simplified, the number of components is reduced, and costs are reduced. It becomes possible.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram illustrating an embodiment of a vehicle reverse control device according to the present invention, FIG. 2 is a circuit diagram of the embodiment, and FIG. 3 is a diagram illustrating details of the electronic control unit in FIG. 2. FIG. 4 is a flowchart illustrating the main routine of this embodiment, FIG. 5 is a flowchart illustrating the interrupt routine of this embodiment, and FIG. 6 is an explanatory diagram illustrating a flag setting method in vehicle speed determination. , FIG. 7 is a diagram showing the relationship between motor terminal voltage and duty to explain the vehicle speed control method, FIG. 8 is a diagram showing the relationship between duty ratio and time to explain control at startup, and FIG. 11 and 10 are circuit diagrams showing other embodiments of the present invention, FIG. 11 is a circuit diagram illustrating FIG. 10 more specifically, and FIG. 12 is a time chart illustrating the output waveform thereof. DESCRIPTION OF SYMBOLS 1... Engine, 2... Crankshaft, 3... Clutch, 4... Multi-stage gear transmission, 5... Output shaft, 6...
...Power transmission system, 7.. Rear wheel, 8.. Cell starter motor, 9.. Output shaft, 10.. One-way clutch, 11.. Reverse speed reducer, 12.. Reverse clutch , 20... Electric control device, 21... First starter magnetic relay, 22... Second starter magnetic relay, 23... Power transistor unit, 24... Power supply current suppression circuit, 25.26...Resistor, 27...Starter switch, 28...Reverse lever switch, 29...Reverse switch, 30...
・Reverse relay, 31... Starter magnetic controller, 32... Speed limiter relay,
33...Clutch switch, 34...Neutral switch, 35...Side stand switch, 36.
...Oil pressure switch, 37...Electronic control unit, 38...Battery + terminal, 39...Battery ground terminal, 40...Engine starting wiring, 41...
・Reverse wiring, 42... Leak wiring, 43... Control wiring, 44... Fuse, 45.46... Diode, 47... Neutral indicator lamp, 48... Oil pressure indicator lamp, 49 ... Dimmer switch, 50... High beam relay, 51... Low beam relay, 52... High beam light, 53... Low beam light, 54... Reverse indicator lamp, 55...
Constant voltage power supply circuit, 56... Digital input circuit, 57
...Analog input circuit, 58...Output circuit, 59.
...cpu. 60...ROM, 61...RAM. 70...0N-Lock control circuit, 71... operational amplifier, 72... integrating circuit, 73... comparator,
74... Pulse conversion circuit, 75... Timer circuit,
76...Flip-flop circuit, 77...N07 circuit, 78...Resistor, 79...Transistor, 80...
...AND circuit, 81...resistance, 90...battery, 91...reverse switch, 92.93...resistance,
94...Transistor, 95...Resistor, 96...
Transistor, 97... Rotation detection circuit, 98... Chopper circuit, 100... Short circuit fail safe circuit, 1
01... Energization detection circuit, 102... Short circuit detection circuit,
103...Transistor, 104...Resistor, 110...Operation amplifier, 111...N07 circuit, 1
12...AND circuit, 113...Resistor, 114...
・Capacitor, 115...N07 circuit.

Claims (1)

[Scope of Claims] 1. In a motor drive control device that uses a motor as a drive source, the energization state of the motor is detected, and if the energization state continues to be above a certain limit for a predetermined period of time or more, the motor A vehicle motor drive control device characterized by comprising a circuit for prohibiting power supply to the vehicle. 2. In a motor drive control device that includes the motor and a switch that controls energization to the motor, a control circuit that supplies current to the motor at a predetermined duty ratio and a load applied to the motor are detected. A motor load detection circuit,
Comparing the outputs of the control circuit and the motor load detection circuit,
The vehicle motor drive according to claim 1, further comprising a circuit that prohibits power supply to the motor when there is no output from the control circuit and there is an output from the motor load detection circuit. Control device.