JP6870321B2 - Accelerator device for electric vehicles - Google Patents

Description

The present invention relates to an accelerator device for an electric vehicle for traveling an electric vehicle such as an electric wheelchair.

In an electric vehicle such as an electric wheelchair, as described in Patent Document 1, the handle arranged above the front wheel is slightly spaced from the handle bent portion having the handle grip portion and the handle grip portion. It is configured to include a box body with an accelerator lever attached. Such an electric vehicle runs by pushing down the accelerator lever with a finger.

Japanese Unexamined Patent Publication No. 7-255787

However, when the driver gets on and off without shutting off the power of the electric vehicle, when the driver's hand, body part, clothes, etc. accidentally touch the accelerator lever and the accelerator lever is pushed down. In the unlikely event, the electric vehicle may run unintentionally.

An object of the present invention is to provide an accelerator device for an electric vehicle, which has been made in consideration of the above circumstances and can surely prevent the electric vehicle from traveling contrary to the intention of the driver.

The accelerator device for an electric vehicle according to the present invention is provided with an accelerator lever, and the electric vehicle can be moved by applying a driving force to an accelerator operating unit that operates the running of the electric vehicle by pushing down the accelerator lever and driving wheels. An accelerator device for an electric vehicle having a motor to be driven and a control unit for controlling the motor so as to permit the electric vehicle to travel based on the operation of the accelerator operation unit. The control unit is the electric motor. When it is detected that the accelerator operation unit is operated at least twice in succession while the vehicle is stopped and the current operation amount operated by the accelerator operation unit exceeds the previous operation amount. , The electric vehicle is configured to allow traveling.
Further, the accelerator device for an electric vehicle according to the present invention is provided with an accelerator lever, and the electric motor is operated by applying a driving force to an accelerator operating unit that operates the running of the electric vehicle by pushing down the accelerator lever and driving wheels. An accelerator device for an electric vehicle having a motor for driving the vehicle and a control unit for controlling the motor so as to permit the electric vehicle to travel based on the operation of the accelerator operation unit. When the electric vehicle is in the stopped state, the accelerator operation unit is operated at least twice in succession, and the current operation continuation time when the accelerator operation unit is operated exceeds the previous operation continuation time. It is characterized in that it is configured to allow the electric vehicle to travel when it is detected.
Further, the accelerator device for an electric vehicle according to the present invention is provided with an accelerator lever, and the electric motor is operated by applying a driving force to an accelerator operating unit that operates the running of the electric vehicle by pushing down the accelerator lever and driving wheels. An accelerator device for an electric vehicle having a motor for driving the vehicle and a control unit for controlling the motor so as to permit the electric vehicle to travel based on the operation of the accelerator operation unit. When the electric vehicle is in a stopped state, the accelerator operating unit is configured to allow the electric vehicle to travel based on the fact that the accelerator operating unit is operated at least twice in succession, and the control unit is further configured to allow the electric vehicle to travel. When the operation of the accelerator operation unit is released while the electric vehicle is in the traveling permitted state, the electric motor is operated within a specified time after the accelerator operation unit is first operated while the electric vehicle is stopped. It is characterized in that the traveling permitted state of the vehicle is maintained, and when the accelerator operating unit is operated again within the specified time, the electric vehicle is configured to travel.
Further, the accelerator device for an electric vehicle according to the present invention is provided with an accelerator lever, and the electric motor is operated by applying a driving force to an accelerator operating unit that operates the running of the electric vehicle by pushing down the accelerator lever and driving wheels. An accelerator device for an electric vehicle having a motor for driving the vehicle and a control unit for controlling the motor so as to permit the electric vehicle to travel based on the operation of the accelerator operation unit. When the electric vehicle is in a stopped state, the accelerator operating unit is configured to allow the electric vehicle to travel based on the fact that the accelerator operating unit is operated at least twice in succession, and the control unit is further configured to allow the electric vehicle to travel. When the operation of the accelerator operation unit is released while the electric vehicle is in the traveling permitted state, if the brake of the electric vehicle is in the non-operating state, the traveling permitted state of the electric vehicle is maintained and the brake is released. It is characterized in that the electric vehicle is configured to travel by operating the accelerator operation unit again when the vehicle is in a non-operating state.

According to the present invention, when the electric vehicle is stopped and the accelerator operation unit is operated at least twice in succession, the control unit permits the electric vehicle to travel. Therefore, for example, the driver of the electric vehicle powers the power supply. Even if the driver's hand or part of the body accidentally pushes down the accelerator lever only once when getting on and off, the electric vehicle is not allowed to run. As a result, it is possible to reliably prevent the electric vehicle from traveling against the driver's intention.

The left side view which shows the electric vehicle to which the 1st Embodiment of the accelerator device of the electric vehicle which concerns on this invention is applied. The front view which shows the handle unit of the electric vehicle of FIG. FIG. 2 is a partial view taken along the line III of FIG. The block diagram which shows the structure of the accelerator device in the electric vehicle of FIG. It is a graph explaining the control of the control unit performed based on the accelerator signal from the steering wheel unit of FIG. 4, and is a graph which shows the case where (A) permits traveling, and (B) the case where traveling is prohibited. The flowchart which shows the procedure of the traveling control performed by the control unit of FIG. It is a graph explaining the control performed by the control unit in the 2nd Embodiment of the accelerator device of the electric vehicle which concerns on this invention based on the accelerator signal from the steering wheel unit, and the case where (A) permits traveling is (B). ) Is a graph showing the case where driving is prohibited. The flowchart which shows the procedure of the traveling control performed by the control unit explained with FIG. It is a graph explaining the control performed by the control unit in the 3rd Embodiment of the accelerator device of the electric vehicle which concerns on this invention based on the accelerator signal from the steering wheel unit, and (A) and (B) both permit traveling. A graph showing the case. The flowchart which shows the procedure of the traveling control performed by the control unit explained with FIG. It is a graph explaining the control which the control part in 4th Embodiment of the accelerator device of the electric vehicle which concerns on this invention performs based on the accelerator signal from a steering wheel unit, and the case where (A) permits traveling, (B ) Is a graph showing the case where driving is prohibited. The flowchart which shows the procedure of the traveling control performed by the control unit explained with FIG. The flowchart which shows the procedure of the traveling control performed by the control part in 5th Embodiment of the accelerator device of the electric vehicle which concerns on this invention. The flowchart which shows the procedure of the traveling control performed by the control part in 6th Embodiment of the accelerator device of the electric vehicle which concerns on this invention.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
[A] First Embodiment (FIGS. 1 to 6)
FIG. 1 is a left side view showing an electric vehicle to which the first embodiment of the accelerator device for the electric vehicle according to the present invention is applied. As shown in FIG. 1, in an electric vehicle 10 such as a steering wheel type electric wheelchair, a pair of left and right front wheels 12 and rear wheels 13 are supported by a body frame 11 via a suspension (not shown). The body frame 11 is covered with a resin cover including a front cover 14, a leg shield 15, a floor 16, a rear cover 17, and the like, except for a part thereof.

The substantially box-shaped rear cover 17 at the rear of the vehicle body is projected upward, and inside the rear cover 17, an electric motor 18 for driving the rear wheels 13 and the output of the electric motor 18 are transmitted to the axle 19. A gear unit, a battery (both not shown), etc. are housed. The electric motor 18 applies a driving force to the rear wheels 13 as driving wheels to drive the electric vehicle 10, and is controlled by the control unit 20 as described later.

Above the rear cover 17, a seat 22 on which the driver sits is mounted via a bracket (not shown) that rises from the vehicle body frame 11. The seat 22 includes a seat cushion 23 and a seat back (backrest) 24. Further, armrests 26 are provided on both sides of the seat back 24, and each armrest 26 is rotatably supported around the fulcrum 27.

The leg shield 15 is arranged in the vertical direction at the front of the vehicle body to protect the legs of the driver seated on the seat 22 from being exposed to wind or the like. A steering shaft 29 for steering the front wheels 12 is erected inside the leg shield 15, and a steering wheel unit 30 as an accelerator operating portion is attached to the upper end of the steering shaft 29. The driver steers the front wheels 12 by sitting on the seat 22 and rotating the steering wheel unit 30 left and right.

As shown in FIG. 2, the handle unit 30 is configured such that a semicircular operation handle 32 is attached to each of the left and right sides of the switch box 31, and an accelerator lever 33 is projected. The switch box 31 is equipped with a power switch 34, a maximum speed setting switch 35, a forward / backward changeover switch 36, left and right winker switches 37, switches such as an alarm sound switch 38, and a display window 39.

The accelerator lever 33 is bent in a crank shape from the rotating shaft portion 41 in the central portion in the axial direction to both sides and extends in the vehicle width direction, and operation portions 42 are provided at both tip portions. The rotation shaft portion 41 of the accelerator lever 33 is rotatably supported by a bracket (not shown) in the switch box 31 in a state of being positioned on an extension line of the axis of the grip portion 44 of the operation handle 32.

Therefore, the operating portion 42 of the accelerator lever 33 located in the vicinity of the grip portion 44 of the operating handle 32 is equidistant from the axis of the grip portion 44 of the operating handle 32 in the P direction and the Q direction of FIG. Rotates to. The P direction is the direction when the driver of the electric vehicle 10 puts his / her palm on the grip portion 44 of the operation handle 32 and pushes down the operation portion 42 of the accelerator lever 33 with his / her finger. Further, the Q direction is a direction when a restoring force (not shown) for returning the accelerator lever 33 to the initial position (solid line display in FIG. 3) acts. By pushing down the operation unit 42 of the accelerator lever 33 described above, the running of the electric vehicle 10 is operated.

The rotation of the rotating shaft portion 41 of the accelerator lever 33 is transmitted to the rotary variable resistor 45 (FIG. 4) built in the switch box 31 via a power transmission mechanism such as a gear or a belt (not shown), and this variable The resistance of the resistor 45 changes and the output voltage from the variable resistor 45 changes. The output voltage of the variable resistor 45 is transmitted to the control unit 20 as an accelerator signal.

As shown in FIG. 4, the control unit 20 is an electric vehicle 10 based on a change in the accelerator signal from the variable resistor 45 that changes when the operation unit 42 of the accelerator lever 33 of the steering wheel unit 30 is pushed down. The electric motor 18 is controlled so as to allow the traveling of the electric motor 18. At this time, in the control unit 20, when the electric vehicle 10 is in the stopped state, the operation unit 42 of the accelerator lever 33 is continuously pressed down at least twice, and the predetermined time T (FIG. 5) When it is detected that the next pressing operation has been performed again within 5), the electric motor 18 is controlled so as to allow the electric vehicle 10 to travel. The control unit 20 may be controlled to issue an alarm by the alarm 46 before controlling the electric motor 18 so as to allow the electric vehicle 10 to travel.

Specifically, as shown in FIG. 5B, the first accelerator signal 47B (amplitude V11> 0) is transmitted from the variable resistor 45 to the control unit 20 by the first pressing operation of the operation unit 42 of the accelerator lever 33. The variable resistor 45 to the second accelerator signal 48B (amplitude V21> 0) by the second pressing operation of the operation unit 42 of the accelerator lever 33 after a predetermined time T after the end of the first accelerator signal 47B. Is input to the control unit 20, but the control unit 20 does not output an operation command to the electric motor 18 while leaving the electric vehicle 10 prohibited from traveling.

On the other hand, as shown in FIG. 5A, the first accelerator signal 47A (amplitude V11> 0) is transmitted from the variable resistor 45 to the control unit 20 by the first pressing operation of the operation unit 42 of the accelerator lever 33. The input is input, and within a predetermined time T after the end of the first accelerator signal 47A, the second accelerator signal 48A (amplitude V21> 0) is transmitted from the variable resistor 45 by the second pressing operation of the operation unit 42 of the accelerator lever 33. When input to the control unit 20, at that time, the control unit 20 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel.

The traveling control of the electric vehicle 10 by the control unit 20 described above will be described with reference to the flowchart of FIG.
The control unit 20 detects whether or not the operation unit 42 of the accelerator lever 33 has been pushed down depending on whether or not the first accelerator signals 47A and 47B have been input from the variable resistor 45 of the steering wheel unit 30 (S11). .. In the case of Yes in step S11, the control unit 20 pushes down the operation unit 42 of the accelerator lever 33 again depending on whether or not the second accelerator signals 48A and 48B are input from the variable resistor 45 of the handle unit 30. It detects whether or not it has been done (S12).

In the case of Yes in step S12, the control unit 20 determines whether or not step S12 is detected within a predetermined time T after the detection in step S11 is completed (S13). In the case of Yes in step S13, the control unit 20 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel (S14), but before the output of the operation command to the electric motor 18. In addition, the alarm device 46 may be used to control the alarm. If No in steps S11, S12, and S13, the control unit 20 does not output an operation command to the electric vehicle 18 in order to prohibit the electric vehicle 10 from traveling (S15).

As shown in FIG. 4, the steering wheel unit 30, the control unit 20, and the electric motor 18 including the accelerator lever 33 and the variable resistor 45 described above constitute an accelerator device 50 of the electric vehicle for traveling the electric vehicle 10. Since the accelerator device 50 is configured as described above, the following effects (1) and (2) are obtained according to the first embodiment.

(1) The electric vehicle 10 is in a stopped state, the operation unit 42 of the accelerator lever 33 in the steering wheel unit 30 is continuously pressed down at least twice, and the interval between these pressing operations is within a predetermined time T. Occasionally, the control unit 20 controls the electric motor 18 to allow the electric vehicle 10 to travel. Therefore, for example, when the driver of the electric vehicle 10 gets on and off without shutting off the power supply, the driver's hand, a part of the body, clothes, etc. mistakenly press the accelerator lever 33 only once, or T or more for a predetermined time. The running of the electric vehicle 10 is not permitted even if the pressing operation is performed a plurality of times at the interval of. As a result, it is possible to reliably prevent the electric vehicle 10 from traveling contrary to the driver's intention.

(2) When the operating portion 42 of the accelerator lever 33 of the steering wheel unit 30 is continuously pressed down at least twice, and these pressing operations are performed within a predetermined time T, the electric vehicle 10 is traveling. Allowed to. Therefore, for the driver of the electric vehicle 10, since the same operation is only performed at least twice in succession, complicated operations such as changing the grip portion 44 of the operation handle 32 are not required. Therefore, the traveling operation of the electric vehicle 10 has a high affinity for the elderly who are the main users of the electric vehicle 10.

[B] Second embodiment (FIGS. 4, 7, 8)
FIG. 7 is a graph for explaining the control performed by the control unit in the second embodiment of the accelerator device of the electric vehicle according to the present invention based on the accelerator signal from the steering wheel unit, and the case where (A) permits traveling. It is a graph which shows the case where (B) prohibits traveling. In this second embodiment, the same parts as those in the first embodiment are designated by the same reference numerals as those in the first embodiment to simplify or omit the description.

As shown in FIG. 4, the accelerator device 55 of the electric vehicle 10 of the second embodiment includes a handle unit 30 including an accelerator lever 33 and a variable resistor 45, a control unit 56, and an electric motor 18. .. The control unit 56 is currently pressed down at least twice in succession by the operating unit 42 of the accelerator lever 33 while the electric vehicle 10 is stopped, and the operating unit 42 of the accelerator lever 33 is pressed down. The electric motor 18 is controlled so as to allow the electric vehicle 10 to travel when the operation amount of the above exceeds the previous operation amount. In this second embodiment as well, the control unit 56 may be controlled so that the alarm device 46 issues an alarm before controlling the electric motor 18 so as to allow the electric vehicle 10 to travel.

Specifically, as shown in FIG. 7B, the first accelerator signal 57B (amplitude V12b> 0) is transmitted from the variable resistor 45 to the control unit 56 by the first pressing operation of the operation unit 42 of the accelerator lever 33. The second accelerator signal 58B (amplitude V22> 0) is transmitted from the variable resistor 45 by the second pressing operation of the operation unit 42 of the accelerator lever 33 within a predetermined time T after the end of the first accelerator signal 57B. Even if it is input to the control unit 56, the amplitude V22 of the second accelerator signal 58B corresponding to the second pressing operation amount is equal to or less than the amplitude V12b of the first accelerator signal 57B corresponding to the first pressing operation amount. Since (V22 ≦ V12b), the control unit 56 does not output an operation command to the electric motor 18 while leaving the electric vehicle 10 prohibited from traveling.

On the other hand, as shown in FIG. 7A, the first accelerator signal 57A (amplitude V12a> 0) is transmitted from the variable resistor 45 to the control unit 56 by the first pressing operation of the operation unit 42 of the accelerator lever 33. The input is input, and within a predetermined time T after the end of the first accelerator signal 57A, the second accelerator signal 58A (amplitude V22> 0) is transmitted from the variable resistor 45 by the second pressing operation of the operation unit 42 of the accelerator lever 33. The amplitude V22 of the second accelerator signal 58A, which is input to the control unit 56 and corresponds to the second pressing operation amount, exceeds the amplitude V12a of the first accelerator signal 57A corresponding to the first pressing operation amount. At that time, the control unit 56 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel.

The traveling control of the electric vehicle 10 by the control unit 56 will be described with reference to the flowchart of FIG.
The control unit 56 detects whether or not the operation unit 42 of the accelerator lever 33 has been pushed down depending on whether or not the first accelerator signals 57A and 57B have been input from the variable resistor 45 of the steering wheel unit 30 (S21). .. In the case of Yes in step S21, the control unit 56 pushes down the operation unit 42 of the accelerator lever 33 again depending on whether or not the second accelerator signals 58A and 58B are input from the variable resistor 45 of the handle unit 30. It detects whether or not it has been done (S22).

In the case of Yes in step S22, the control unit 56 determines whether or not step S22 is detected within a predetermined time T after the detection of step S21 is completed (S23). Then, in the case of Yes in step S23, the control unit 56 determines that the pressing operation amount in step S22 (corresponding to the amplitude V22 of the second accelerator signals 58A and 58B) is the pressing operation amount in step S21 (first accelerator signal). It is determined whether or not the amplitudes of 57A and 57B (corresponding to the amplitudes V12a and V12b, respectively) have been exceeded (S24).

In the case of Yes in step S24, the control unit 56 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel (S25), but gives an alarm before the operation command to the electric motor 18. The device 46 may be controlled to issue an alarm. Further, when No in steps S21, S22, S23 and S24, the control unit 56 does not output an operation command to the electric motor 18 in order to prohibit the traveling of the electric vehicle 10 (S26).

Based on the above configuration, according to the second embodiment, in addition to the same effects as those of the first embodiment (1) and (2), the following effect (3) is obtained.

(3) When the control unit 56 detects that the current operation amount when the operation unit 42 of the accelerator lever 33 of the steering wheel unit 30 is pushed down exceeds the previous operation amount, the control unit 56 runs the electric vehicle 10. It is configured to allow. Therefore, when the current pressing operation amount of the operation unit 42 of the accelerator lever 33 is equal to or less than the previous pressing operation amount, the control unit 56 prohibits the electric vehicle 10 from traveling. As a result, for example, when the driver of the electric vehicle 10 pushes down the operation unit 42 of the accelerator lever 33 to get on and off, changes the body position, and pushes down the operation unit 42 of the accelerator lever 33 again, for example, when an erroneous operation occurs. The running of the electric vehicle 10 can be reliably prevented.

[C] Third Embodiment (FIGS. 4, 9, 10)
FIG. 9 is a graph for explaining the control performed by the control unit in the third embodiment of the accelerator device of the electric vehicle according to the present invention based on the accelerator signal from the steering wheel unit, and both (A) and (B) are It is a graph which shows the case which allows running. In the third embodiment, the same parts as those in the first embodiment are designated by the same reference numerals as those in the first embodiment to simplify or omit the description.

As shown in FIG. 4, the accelerator device 60 of the electric vehicle 10 of the third embodiment includes a handle unit 30 including an accelerator lever 33 and a variable resistor 45, a control unit 61, and an electric motor 18. .. In the control unit 61, when the electric vehicle 10 is in the stopped state, the operation unit 42 of the accelerator lever 33 is continuously pushed down at least twice, and the operation unit 42 of the accelerator lever 33 is pushed down. When the current operation duration exceeds the previous operation duration, the electric motor 18 is controlled so as to allow the electric vehicle 10 to travel. Also in this third embodiment, the control unit 61 may be controlled to issue an alarm by the alarm device 46 before controlling the electric motor 18 so as to allow the electric vehicle 10 to travel.

Specifically, as shown in FIG. 9A, the first accelerator signal 62A (amplitude V13a> 0; required time T13a) from the variable resistor 45 by the first pressing operation of the operation unit 42 of the accelerator lever 33. Is input to the control unit 61, and after the end of the first accelerator signal 62A, the variable resistor 45 to the second accelerator signal 63A (amplitude V23> 0; required) by the second pressing operation of the operation unit 42 of the accelerator lever 33. The time T23a) is input to the control unit 61, and the required time T23a of the second accelerator signal 63A corresponding to the duration of the second pressing operation is the first accelerator signal corresponding to the duration of the first pressing operation. When the required time T13a of 62A is exceeded, at that time, the control unit 61 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel.

Further, as shown in FIG. 9B, the first accelerator signal 62B (amplitude V13b> 0; required time T13b) is transmitted from the variable resistor 45 by the first pressing operation of the operation unit 42 of the accelerator lever 33. It is input to 61, and after the end of the first accelerator signal 62B, the variable resistor 45 to the second accelerator signal 63B (amplitude V23> 0; required time T23b) by the second pressing operation of the operation unit 42 of the accelerator lever 33. Is input to the control device 61, and in this case, the amplitude V23 of the second accelerator signal 63B corresponding to the second pressing operation amount becomes the amplitude V13b of the first accelerator signal 62B corresponding to the first pressing operation amount. Even if they are the same, the required time T23b of the second accelerator signal 63B corresponding to the duration of the second pressing operation exceeds the required time T13b of the first accelerator signal 62B corresponding to the duration of the first pressing operation. At that time, the control unit 61 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel.

The traveling control of the electric vehicle 10 by the control unit 61 described above will be described with reference to the flowchart of FIG.
The control unit 61 detects whether or not the operation unit 42 of the accelerator lever 33 has been pushed down depending on whether or not the first accelerator signals 62A and 62B have been input from the variable resistor 45 of the steering wheel unit 30 (S31). .. In the case of Yes in step S31, the control unit 61 pushes down the accelerator lever 33 again depending on whether or not the second accelerator signals 62A and 62B are input from the variable resistor 45 of the handle unit 30. It detects whether or not it has been done (S32).

In the case of Yes in step S32, the control unit 61 determines that the push-down operation duration in step S32 (corresponding to the required times T23a and T23b of the second accelerator signals 63A and 63B, respectively) is the push-down operation duration in step S31. It is determined whether or not the required times (corresponding to the required times T13a and T13b) of the first accelerator signals 63A and 63B have been exceeded (S33). In the case of Yes in step S33, the control unit 61 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel (S34), but before the output of the operation command to the electric motor 18. The alarm device 46 may be controlled to issue an alarm.

Further, if No in steps S31, 32 and S33, the control unit 61 does not output an operation command to the electric motor 18 in order to prohibit the running of the electric vehicle 10 (S35). Here, the control unit 61 inserts a determination as to whether or not step S32 is detected within a predetermined time T after the end of detection in step S31 between step S32 and step S33, and the determination is Yes. In some cases, it may be controlled to proceed to step S33.

Based on the above configuration, according to the third embodiment, in addition to the same effects as those of the first embodiment (1) and (2), the following effect (4) is obtained.

(4) When the control unit 61 detects that the current operation duration when the operation unit 42 of the accelerator lever 33 of the handle unit 30 is pushed down exceeds the previous operation duration, the control unit 61 of the electric vehicle 10 It is configured to allow driving. Therefore, for example, when the driver of the electric vehicle 10 becomes accustomed to the operation, the operation unit 42 of the accelerator lever 33 is momentarily pushed down as a driving trigger, and then the accelerator lever 33 is operated to drive the electric vehicle 10. It is possible to realize an operation method in which the operation unit 42 is pushed down for a long time.

[D] Fourth Embodiment (FIGS. 4, 11, 12)
FIG. 11 is a graph for explaining the control performed by the control unit according to the fourth embodiment of the accelerator device of the electric vehicle according to the present invention based on the accelerator signal from the steering wheel unit, and the case where (A) permits traveling. It is a graph which shows the case where (B) prohibits traveling. Further, FIG. 12 is a flowchart showing a procedure of traveling control performed by the control unit described with reference to FIG. In the fourth embodiment, the same parts as those in the first embodiment are designated by the same reference numerals as those in the first embodiment to simplify or omit the description.

The difference between the accelerator device 65 of the electric vehicle of the fourth embodiment and that of the first embodiment is that the pressing operation of the operation unit 42 of the accelerator lever 33 in the steering wheel unit 30 is released when the electric vehicle 10 is in the traveling permitted state. The present invention relates to the control of the control unit 66 when the operation unit 42 of the accelerator lever 33 is pushed down again after the operation.

That is, when the electric vehicle 10 is traveling in the travel permitted state, the control unit 66 is in the stopped state of the electric vehicle 10 when the pressing operation of the operation unit 42 of the accelerator lever 33 is released. If the operation unit 42 of the accelerator lever 33 is first pushed down and within the specified time Z (FIG. 11), the running permission state of the electric vehicle 10 is maintained, and the accelerator lever 33 is operated within the specified time Z. When the unit 42 is pushed down again, an operation command is output to the electric motor 18 to drive the electric vehicle 10.

Specifically, as shown in FIGS. 11A and 11B, the first accelerator signal 67 is input from the variable resistor 45 to the control unit 66 by the first pressing operation of the operation unit 42 of the accelerator lever 33. Then, within a predetermined time T after the end of the first accelerator signal 67, the second accelerator signal 68 was input from the variable resistor 45 to the control unit 66 by the second pressing operation of the operation unit 42 of the accelerator lever 33. At that time, the control unit 66 outputs an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel.

When the electric vehicle 10 is traveling in the travel permitted state and the second pressing operation of the operation unit 42 of the accelerator lever 33 is released and the output of the second accelerator signal 68 is completed, the control unit 66 Does not immediately put the electric vehicle 10 in the traveling prohibited state. That is, in this case, the control unit 66 determines the specified time after the end of the first accelerator signal 67 output from the variable resistor 45 by the first pressing operation of the operation unit 42 of the accelerator lever 33 while the electric vehicle 10 is stopped. During Z, the traveling permission state of the electric vehicle 10 is maintained.

As shown in FIG. 11A, the control unit 66 outputs, for example, a third accelerator signal 69A from the variable resistor 45 by, for example, a third pressing operation of the operation unit 42 of the accelerator lever 33 within the specified time Z. At that time, an operation command is output to the electric motor 18 based on the third accelerator signal 69A to drive the electric vehicle 10. Further, as shown in FIG. 11B, the third accelerator signal 69B output from the variable resistor 45 by, for example, the third pressing operation of the operation unit 42 of the accelerator lever 33 exceeds the specified time Z. In this case, the control unit 66 puts the electric vehicle 10 in a traveling prohibited state at the same time as the end of the specified time Z, and does not output an operation command to the electric motor 18.

When the operation unit 42 of the accelerator lever 33 is pressed down for the fourth time within a predetermined time T after the end of the third accelerator signal 69B output beyond the specified time Z, this pressing operation is performed. When the fourth accelerator signal (not shown) output from the variable resistor 45 is input to the control unit 66, the control unit 66 outputs an operation command to the electric motor 18 so as to permit the electric vehicle 10 to travel. ..

The traveling control of the electric vehicle 10 by the control unit 66 described above will be described with reference to the flowchart of FIG. The procedure of steps S41 to S45 of FIG. 12 is the same as the traveling control steps S11 to S15 shown in FIG. 6 of the first embodiment.

The control unit 66 determines whether or not the second pressing operation of the operation unit 42 of the accelerator lever 33 is released depending on whether or not the input of the second accelerator signal 68 from the variable resistor 45 of the steering wheel unit 30 is blocked. Is detected (S46). In the case of Yes where the push-down operation is released in step S46, the control unit 66 determines the accelerator lever 33 depending on whether or not the third accelerator signals 69A and 69B are input from the variable resistor 45 of the steering wheel unit 30. It is detected whether or not the operation unit 42 has been pressed down again (third time) (S47).

In the case of Yes when the (third) pressing operation is detected again in step S47, the control unit 66 again (3) in step S47 within the specified time Z after the detection of the first pressing operation in step S41 is completed. It is determined whether or not the pressing operation of the second time) is detected (S48). In the case of Yes, in which the (third) pressing operation is detected again within the specified time Z in step S48, the control unit 66 holds the traveling permission state of the electric vehicle 10 in the specified time Z. Then, based on the push-down operation of the operation unit 42 of the accelerator lever 33 again (third time), an operation command is output to the electric motor 18 to drive the electric vehicle 10 (S49). In this case, the control unit 66 may be controlled so that the alarm device 46 issues an alarm before the operation command is output to the electric motor 18 described above.

In the case of No where it is detected in step S46 that the second pressing operation of the operating unit 42 of the accelerator lever 33 has not been released, the control unit 66 is based on the second accelerator signal 68 by this second pressing operation. The operation command is output to the electric motor 18 to continue the running of the electric vehicle 10. Further, in the case of No in which the (third) pressing operation is not detected again in step S47, and in the case of No in which the (third) pressing operation is not detected again within the specified time Z in step S48. The control unit 66 prohibits the electric vehicle 10 from traveling and does not output an operation command to the electric motor 18.

Since it is configured as described above, according to the fourth embodiment, the following effect (5) is obtained.
(5) The control unit 66 is in a stopped state of the electric vehicle 10 when the pressing operation of the operation unit 42 of the accelerator lever 33 is released while the electric vehicle 10 is traveling in the travel permitted state. If it is within the specified time Z after the first (first) pressing operation of the operation unit 42 of the accelerator lever 33 is completed, the running permission state of the electric vehicle 10 is maintained, and the accelerator is held within the specified time Z. When the operation unit 42 of the lever 33 is operated again, an operation command is output to the electric motor 18 to control the electric vehicle 10 to travel.

Therefore, even if the pressing operation of the operation unit 42 of the accelerator lever 33 is released while the electric vehicle 10 is traveling in the travel permitted state, the accelerator lever is used to drive the electric vehicle 10 again. It is not necessary to continuously push down the operation unit 42 of 33 at least twice, and one push-down operation is sufficient. As a result, the operability of the electric vehicle 10 can be improved.

[E] Fifth Embodiment (FIGS. 4 and 13)
FIG. 13 is a flowchart showing a procedure of traveling control performed by the control unit in the fifth embodiment of the accelerator device of the electric vehicle according to the present invention. In the fifth embodiment, the same parts as those in the first embodiment are designated by the same reference numerals as those in the first embodiment to simplify or omit the description.

The electric vehicle access device 70 of the fifth embodiment is different from the first embodiment in that the pressing operation of the operation unit 42 of the accelerator lever 33 in the steering wheel unit 30 is released when the electric vehicle 10 is in the traveling permitted state. The present invention relates to the control of the control unit 71 when the operation unit 42 of the accelerator lever 33 is pushed down again after the operation.

That is, when the electric vehicle 10 is traveling in the travel permitted state, the control unit 71 increases the vehicle speed of the electric vehicle 10 when the pressing operation of the operation unit 42 of the accelerator lever 33 is released. If it exceeds a predetermined value (for example, 0.1 km / hour), the traveling permission state of the electric vehicle 10 is maintained, and when the vehicle speed exceeds the predetermined value, the operation unit 42 of the accelerator lever 33 is pushed down again. As a result, an operation command is output to the electric motor 18 to drive the electric vehicle 10. Here, the vehicle speed of the electric vehicle 10 is detected by using, for example, a rotation speed sensor that detects the rotation speed of the electric motor 18.

The traveling control of the control unit 71 will be described with reference to the flowchart of FIG. The procedure of steps S51 to S55 of FIG. 13 is the same as that of steps S11 to S15 of the traveling control shown in FIG. 6 of the first embodiment.

The control unit 71 detects whether or not the pressing operation of the operation unit 42 of the accelerator lever 33 in step S52 is released (S56). In the case of Yes when the push-down operation is released in step S56, the control unit 71 determines whether or not the vehicle speed of the electric vehicle 10 is detected to be equal to or lower than a predetermined value (S57). When No is determined in step S57 that the vehicle speed exceeds a predetermined value, the control unit 71 detects whether or not the operation unit 42 of the steering wheel lever 33 has been pushed down again (S58).

In the case of Yes when the pressing operation is detected again in step S58, the control unit 71 maintains the traveling permission state of the electric vehicle 10 when the vehicle speed exceeds a predetermined value. Therefore, the accelerator lever in step S58. Based on the push-down operation of the operation unit 42 of 33 again, an operation command is output to the electric motor 18 to drive the electric vehicle 10 (S59). In this case, the control unit 71 may be controlled so that the alarm device 46 issues an alarm before the operation command is output to the electric motor 18 described above.

If No is detected in step S56 that the pressing operation of the operating unit 42 of the accelerator lever 33 has not been released, the control unit 71 is based on the accelerator signal output from the variable resistor 45 by this pressing operation. An operation command is output to the electric motor 18 to continue the running of the electric vehicle 10. Further, in the case of Yes where the vehicle speed of the electric vehicle 10 is equal to or less than the predetermined value in step S57 and the case of No in which the pressing operation is not detected again in step S58, the control unit 71 causes the electric vehicle 10 to travel. Is prohibited, and the operation command to the electric motor 18 is not output.

Since it is configured as described above, according to the fifth embodiment, the following effect (6) is obtained.
(6) When the electric vehicle 10 is traveling in the travel permitted state, the control unit 71 increases the vehicle speed of the electric vehicle 10 when the pressing operation of the operation unit 42 of the accelerator lever 33 is released. If it exceeds the predetermined value, the traveling permission state of the electric vehicle 10 is maintained, and when the vehicle speed exceeds the predetermined value, the operation unit 42 of the accelerator lever 33 is pushed down again to reach the electric motor 18. An operation command is output to control the electric vehicle 10 to run.

Therefore, even if the pressing operation of the operation unit 42 of the accelerator lever 33 is released while the electric vehicle 10 is traveling in the travel permitted state, the accelerator lever is used to drive the electric vehicle 10 again. It is not necessary to continuously press down the operation unit 42 of 33 at least twice, and one pressing operation is sufficient. As a result, the operability of the electric vehicle 10 can be improved.

[F] Sixth Embodiment (FIGS. 4 and 14)
FIG. 14 is a flowchart showing a procedure of traveling control performed by the control unit in the sixth embodiment of the accelerator device of the electric vehicle according to the present invention. In the sixth embodiment, the same parts as those in the first embodiment are designated by the same reference numerals as those in the first embodiment to simplify or omit the description.

The electric vehicle access device 75 of the sixth embodiment is different from the first embodiment in that the pressing operation of the operation unit 42 of the accelerator lever 33 in the steering wheel unit 30 is released when the electric vehicle 10 is in the traveling permitted state. The present invention relates to the control of the control unit 76 when the operation unit 42 of the accelerator lever 33 is pushed down again after the operation.

That is, when the electric vehicle 10 is traveling in the travel permitted state, the control unit 76 releases the pressing operation of the operation unit 42 of the accelerator lever 33, the brake of the electric vehicle 10 is released. If it is in the non-operating state, the traveling permitted state of the electric vehicle 10 is maintained, and when the brake is in the non-operating state, the operation unit 42 of the accelerator lever 33 is pushed down again to give an operation command to the electric motor 18. Is output to drive the electric vehicle 10.
The traveling control of the control unit 76 will be described with reference to the flowchart of FIG. The procedure of steps S61 to S65 of FIG. 14 is the same as that of steps S11 to S15 of the traveling control shown in FIG. 6 of the first embodiment.

The control unit 76 detects whether or not the pressing operation of the operation unit 42 of the accelerator lever 33 in step S62 is released (S66). In the case of Yes when the pressing operation is released in step S66, the control unit 76 detects whether or not the brake of the electric vehicle 10 has been activated (S67). If No is determined in step S67 that the brake is in the non-operating state, the control unit 76 detects whether or not the operation unit 42 of the handle lever 33 has been pushed down again (S68).

In the case of Yes when the pressing operation is detected again in step S68, the control unit 76 maintains the traveling permitted state of the electric vehicle 10 when the brake is in the non-operating state. Therefore, the accelerator lever 33 in step S68. An operation command is output to the electric motor 18 based on the push-down operation of the operation unit 42 of the above, and the electric vehicle 10 is driven (S69). In this case, the control unit 76 may be controlled so that the alarm device 46 issues an alarm before the operation command is output to the electric motor 18 described above.

If No is detected in step S66 that the pressing operation of the operating unit 42 of the accelerator lever 33 has not been released, the control unit 76 is based on the accelerator signal output from the variable resistor 45 by this pressing operation. An operation command is output to the electric motor 18 to continue the running of the electric vehicle 10. Further, in the case of Yes in which the brake is in the operating state in step S67 and in the case of No in which the pressing operation is not detected again in step S68, the control unit 76 prohibits the running of the electric vehicle 10 and is electrically operated. Does not output an operation command to the motor 18.

Since it is configured as described above, according to the sixth embodiment, the following effect (7) is obtained.
(7) The control unit 76 releases the brake of the electric vehicle 10 when the pressing operation of the operation unit 42 of the accelerator lever 33 is released while the electric vehicle 10 is traveling in the travel permitted state. If it is in the non-operating state, the traveling permitted state of the electric vehicle 10 is held, and when the brake is in the non-operating state, the operation unit 42 of the accelerator lever 33 is pushed down again to give an operation command to the electric motor 18. Is output to control the electric vehicle 10 to run.

Therefore, even if the pressing operation of the operation unit 42 of the accelerator lever 33 is released while the electric vehicle 10 is traveling in the travel permitted state, the accelerator lever is used to drive the electric vehicle 10 again. It is not necessary to continuously press down the operation unit 42 of 33 at least twice, and one pressing operation is sufficient. As a result, the operability of the electric vehicle 10 can be improved.

Although some embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention, and their replacements and changes can be made. Is included in the scope and gist of the invention, and is also included in the invention described in the claims and the equivalent scope thereof.

Further, in each of the above-described embodiments, when the electric vehicle 10 is in the stopped state, the operation unit 42 of the accelerator lever 33 is continuously pushed down at least twice, that is, a plurality of times to drive the electric vehicle 10. Although it was necessary to permit, when the operation unit 42 of the accelerator lever 33 is pressed down once or multiple times and the pressing operation at that time is continuously performed for a certain period of time or more, the control of the accelerator device is performed. The unit may output an operation command to the electric motor 18 so as to allow the electric vehicle 10 to travel.

10 ... Electric vehicle, 13 ... Rear wheel (drive wheel), 18 ... Electric motor, 20 ... Control unit, 30 ... Handle unit (accelerator operation unit), 32 ... Operation handle, 33 ... Accelerator lever, 42 ... Operation unit, 45 ... Variable resistor, 50 ... Accelerator device, 55 ... Accelerator device, 56 ... Control unit, 60 ... Accelerator device, 61 ... Control unit, 65 ... Accelerator device, 66 ... Control unit, 70 ... Accelerator device, 71 ... Control unit, 75 ... Accelerator device, 76 ... Control unit, T ... Predetermined time, V12a, V12b, V22 ... Accelerator signal amplitude (operation amount), T13a, T13b, T23a, T23b ... Accelerator signal required time (operation duration), Z … Specified time.

Claims (6)

It is equipped with an accelerator lever, and an accelerator operation unit that operates the running of the electric vehicle by pushing down the accelerator lever, and
A motor that runs the electric vehicle by applying a driving force to the driving wheels,
An accelerator device for an electric vehicle, comprising a control unit that controls the motor so as to allow the electric vehicle to travel based on the operation of the accelerator operation unit.
In the control unit, when the electric vehicle is stopped, the accelerator operation unit is continuously operated at least twice , and the current operation amount in which the accelerator operation unit is operated exceeds the previous operation amount. An accelerator device for an electric vehicle, which is configured to allow the electric vehicle to travel when it is detected. It is equipped with an accelerator lever, and an accelerator operation unit that operates the running of the electric vehicle by pushing down the accelerator lever, and
A motor that runs the electric vehicle by applying a driving force to the driving wheels,
An accelerator device for an electric vehicle, comprising a control unit that controls the motor so as to allow the electric vehicle to travel based on the operation of the accelerator operation unit.
In the control unit, when the electric vehicle is stopped, the accelerator operation unit is operated at least twice in succession, and the current operation continuation time when the accelerator operation unit is operated is the previous operation continuation time. An accelerator device for an electric vehicle, which is configured to allow the electric vehicle to travel when it is detected that the amount exceeds the limit. It is equipped with an accelerator lever, and an accelerator operation unit that operates the running of the electric vehicle by pushing down the accelerator lever, and
A motor that runs the electric vehicle by applying a driving force to the driving wheels,
An accelerator device for an electric vehicle, comprising a control unit that controls the motor so as to allow the electric vehicle to travel based on the operation of the accelerator operation unit.
The control unit is configured to allow the electric vehicle to travel based on the fact that the accelerator operation unit is operated at least twice in succession when the electric vehicle is stopped.
Further, when the operation of the accelerator operation unit is released while the electric vehicle is in the traveling permission state, the control unit first operates the accelerator operation unit in the stopped state of the electric vehicle. The electric vehicle is configured to hold the travel permission state of the electric vehicle within a specified time and to run the electric vehicle when the accelerator operation unit is operated again within the specified time. Vehicle accelerator device. It is equipped with an accelerator lever, and an accelerator operation unit that operates the running of the electric vehicle by pushing down the accelerator lever, and
A motor that runs the electric vehicle by applying a driving force to the driving wheels,
An accelerator device for an electric vehicle, comprising a control unit that controls the motor so as to allow the electric vehicle to travel based on the operation of the accelerator operation unit.
The control unit is configured to allow the electric vehicle to travel based on the fact that the accelerator operation unit is operated at least twice in succession when the electric vehicle is stopped.
Further, when the operation of the accelerator operation unit is released while the electric vehicle is in the traveling permitted state, the control unit permits the electric vehicle to travel if the brake of the electric vehicle is in the non-operating state. An accelerator device for an electric vehicle, which is configured to run the electric vehicle by holding the state and operating the accelerator operation unit again when the brake is in the non-operating state. The control unit is configured to permit traveling of an electric vehicle when it detects that the accelerator operation unit has been operated again within a predetermined time . The accelerator device for an electric vehicle according to any one of the following items. When the operation of the accelerator operation unit is released while the electric vehicle is in the traveling permitted state, the control unit maintains the traveling permitted state of the electric vehicle if the vehicle speed of the electric vehicle exceeds a predetermined value. The electric motor according to claim 1 or 2 , wherein the accelerator operating unit is operated again when the vehicle speed exceeds the predetermined value to drive the electric vehicle. Vehicle accelerator device.

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