JPS5827732B2 - electric car control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for the driving motors of an electric vehicle, in which at least two driving motors are installed to drive each of the left and right wheels of the vehicle.

Conventionally, in electric vehicles, especially industrial vehicles such as battery forklifts, two running motors drive each of the right and left wheels of the vehicle, mainly to reduce the turning radius of the vehicle. There was a method that cut off the driving force of the driving motor on the inside of the turn and turned on power only to the driving motor on the outside of the turn.

However, with the rationalization of logistics in recent years, smooth turning is now required when lining up with vehicles.

In view of the above points, the present invention makes the turning of the vehicle smooth by projecting different voltages to the individual driving motors when the vehicle turns, and further smooths the turning of the vehicle by connecting the driving motors in series when driving at full speed. It can be done efficiently and smoothly.

The purpose of this invention is to provide an electric vehicle control device particularly suitable for industrial vehicles such as Pup Leaf Oaklifts.

The present invention will be described below with reference to embodiments shown in the drawings.

In the first embodiment shown in FIG. 1, 1 is a DC power source, 2 is a controller that generates a control signal according to the depression angle of an accelerator pedal 50 and the angle of a steering handle 60, which constitute accelerator means;
3 and 4 are armatures of the driving motor, 5 and 6 are thyristors that are semiconductor switching elements, and 7 is a thyristor 6.
This commutation circuit constitutes a chopper circuit with the thyristor 6.

A capacitor 8 constitutes a flip-flop type chopper circuit with the cyrisks 5 and 6.

9.10 is the field of the driving motor, 15 is an electromagnetic contactor which is connected from the normally closed contact 15a to the normally open contact 151) side by the full speed command of the accelerator pedal 50, and 16 is the normally open contact 15b side of the electromagnetic contactor 15. The electromagnetic contactors 17 and 18, which close simultaneously when the
It is an electromagnetic contactor that determines the direction of the current flowing through the field 9.10 by supplying it from the side 8a to the normally open contact side 17 b j 18 b, thereby determining whether the vehicle is moving forward or backward. 15. '16 constitutes a switching means.

30° 31 is the i1J reverse switch that is turned on when forward or reverse commands are given, 32.33 is the excitation coil of the electromagnetic contactor 17.18, 34 is the accelerator full speed command detection switch that is turned on when the accelerator pedal 50 is given a full speed command, 35.36 are the excitation coils of the electromagnetic contactors 15 and 16.

In the controller 2, a reference oscillator 40 is constructed of a self-propelled multi-vibration brake, etc., and stops its oscillation operation when the accelerator full speed command detection switch 34 is turned on.

41 is an inverting circuit that inverts the output of the reference oscillator 40; 42;
, 43 is a delay circuit whose delay time changes according to the depression angle of the accelerator pedal 50, and is controlled by, for example, a potentiometer that operates on the accelerator pedal 50 so that the greater the depression angle of the accelerator pedal 50, the shorter the delay time. .

Reference numerals 44 and 45 denote delay circuits whose delay time changes depending on the angle of the steering bundle 60 in a predetermined direction, and the larger the angle of the steering bundle 60, the longer the delay time.
This constitutes conductivity reducing means.

Further, the delay time of the delay circuit 42 is set to be twice the delay time of the delay circuit 43, and the delay time of the delay circuit 44.4 is set to be twice the delay time of the delay circuit 43.
5 generates a trigger pulse to 1 as an output at the rise of the delay time.

Further, the delay circuit 44 controls the steering bundle 60 so that the delay time becomes longer as the steering angle becomes larger, only when the steering bundle 60 is turned to a predetermined direction, for example, to the right.
The delay circuit 45 is controlled by a potentiometer linked to the steering bundle 60, and the delay circuit 45 is linked to the steering bundle 60, for example, so that only when the steering bundle 60 is turned to the left, for example, the delay time becomes longer as the steering angle becomes larger. controlled by a potentiometer.

A frequency dividing circuit 46 divides the frequency of the output of the reference oscillator 40, and is composed of a flip-flop circuit.

47 is an inverting circuit that inverts the output of the frequency dividing circuit 46, and 48 is an OR of the rising edge of each output of the frequency dividing circuit 46 and the inverting circuit 47.
01 (circuit) that generates a trigger pulse.

The armature 3 and the field 9 constitute a running motor that drives, for example, the front left wheel of the vehicle, and the armature 4 and the field 10 constitute a running motor that drives, for example, the front right wheel of the vehicle. , and the steering bundle 60 changes the direction of wheels provided at the center of the rear of the vehicle.

Next, the operation of the above configuration will be explained.

When it is determined whether the vehicle is moving forward or backward and either switch 30 or 31 is turned on, the excitation coil 32 or 33 is turned on.
is energized and the electromagnetic contactor 17 or 18 becomes the normally closed contact 17.
a, 18a side to the normally open contacts 17b, 181) side, and connect each series circuit of each motor and Cyrisk 5.6 to the DC power supply 1.

Next, when the accelerator pedal 50 is depressed, the reference oscillator 40
An oscillation waveform shown by the solid line in FIG. 3A is generated.

Then, a delay time corresponding to the depression angle of the accelerator pedal 50 is reflected in the delay circuit 42, and an output shown by the broken line 31E71A, for example, is generated in the delay circuit 42.

Furthermore, the steering bundle 60
At this time, if the steering bundle 60 is in the center position or the travel motor on the armature 4 side is in the outer ring position 1, the delay circuit 44 records the delay time according to the angle of the steering wheel. There is no.

Now, if the running motor on the armature 4 side is on the inner ring side, there is a delay time shown by the dashed line in FIG.

Further, an inverted waveform of the reference oscillator 40 is generated in the inverting circuit 41 as shown by the solid line in FIG. For example, the output shown by the broken line in FIG. 3B is generated in the delay circuit 43.

Furthermore, the steering bundle 60
A delay time corresponding to the turning angle of the steering bundle 60 is given to the delay circuit 45 depending on the angle of the steering wheel.
When the side running motor is on the outer wheel side, the delay circuit 45 has no delay time.

Now, if the traveling motor 3 is on the outer wheel side, there is no delay time due to the delay circuit 45, and at the time indicated by the broken line in FIG. The conduction of the cyrisk 6 causes the cyrisk 5 to be cut off.

Further, the frequency dividing circuit 46 generates a waveform obtained by dividing the output of the reference oscillator 40 as shown in FIG. arise.

Then, Or(, the circuit 48 performs the OR of the rising edges of the outputs of the IMITIl path 46 and the inverting circuit 47, and
Since the I-IJ pulse of a is generated, its period is equal to the period of the reference oscillator 40, and when the thyristor 7a is turned on, the thyristor 6 is cut off.

Through the above operation, the voltage applied to the traveling motor on the armature 4 side becomes as shown in FIG. 3F, similar to E1 in FIG. 3, and the voltage applied to the traveling motor on the armature 3 side as shown in FIG. 3F.

Therefore, on the inner side of the vehicle turn, a considerably larger voltage is applied to the outer wheel motor than to the inner wheel motor in accordance with the turning angle of the steering handle 60, thereby allowing the vehicle to turn smoothly.

Furthermore, when the accelerator pedal 50 is pressed to the maximum value, the delay time caused by the delay circuits 42, 43 decreases, and when the steering wheel 60 is positioned in the center in this state, the delay time caused by the delay circuits 44, 45 disappears, so that each cycle The conductivity of 5 and 8 becomes a factor of 50, and the voltage applied to each armature 3.4 of each traveling motor approaches the voltage 1\2 of the DC power supply 1, as shown in FIGS. 3A and 3H.

When the accelerator pedal 50 is further depressed, the full speed command switch 34 is turned on, energizing the excitation coils 35 and 36, and turning the electromagnetic contactor 15 on to the normally open contact 15b side, and the electromagnetic contactor 16 is closed. Field 9, 10 Armature 4, Magnetic contactor 15. Armature 3, magnetic contactor 1
6 series circuits are connected between the terminals of the DC power supply 1.

As a result, each traveling motor runs at full speed.

At this time, when the steering wheel 60 is turned to turn the vehicle, the load on the inner wheel motor increases, the rotation speed decreases, and the back electromotive force decreases, and the voltage applied to the outer wheel motor increases accordingly. As a result, the vehicle turns smoothly.

Furthermore, when the full-speed command detection switch 34 is turned on, the oscillation of the reference oscillator 40 is stopped, so that the cyrisk 5 does not become conductive.

FIG. 2 shows a second embodiment of the present invention.
13.14 is an electromagnetic contactor that switches the field 10 of one running motor, and 13.14 is an electromagnetic contactor that switches the field 9 of the other running motor.

In this embodiment, when the turning angle of the steering wheel exceeds a set value, the field of the driving motor on the inside of the vehicle turn is moved by the electromagnetic contactors 11, 12, 13° 14 in the direction opposite to the direction of the steering wheel. By switching to generate driving force, the vehicle can turn with a smaller turning radius.

Note that the configuration of the control circuit for switching the electromagnetic contactors 11, 12, 13, and 14 is well known and will therefore be omitted.

Incidentally, in each of the embodiments described above, Cyrisk was used as the semiconductor switching element, but even if a transistor is used, a similar circuit can be constructed by omitting the commutation circuit 7.

As described above, in the device of the present invention, each armature of each traveling motor that drives the left and right wheels of the vehicle,
Semiconductor switching elements whose conductivity changes within a predetermined range of 50 fO in accordance with the operation of the accelerator means are respectively connected to the 1-G rows, and the driving element is located on the inner wheel side when the vehicle turns. Since the conductivity of the semiconductor switching element connected in series with the motor is reduced, the rotation of the inner-wheel drive motor of each drive motor can be made slower than that of the outer-wheel drive motor. It has the excellent effect of being able to turn smoothly.

Furthermore, in the present invention, since each traveling motor is connected in series to the DC power source when the vehicle is running at full speed, it is possible to drive efficiently, and the characteristics of the DC motor enable the vehicle to turn smoothly and efficiently. It has a positive effect.

[Brief explanation of the drawing]

FIG. 1 is an electrical wiring diagram showing the first embodiment of the device of the present invention, FIG. 2 is an electrical wiring diagram showing the main parts of the second embodiment of the device of the invention, and FIG. 3 is the embodiment shown in FIG. 1. It is a waveform diagram of each part in . DESCRIPTION OF SYMBOLS 1... DC power supply, 314... Armature of the traveling motor, 5, 6... Cylisk forming a semiconductor switching element, 15, 16... Magnetic contactor forming a switching means, 44, 45... - Delay circuit constituting conductivity reduction means, 50... accelerator pedal constituting accelerator means, 60... steering handle.

Claims (1)

[Claims] 1. In an electric vehicle in which both left and right wheels of the vehicle are driven by respective driving motors, a predetermined conductivity of 50% or less is connected in series to each armature of each said driving motor and has a conductivity of 50% or less in response to the operation of an accelerator means. conductivity reducing means for reducing the conductivity of each conductor switching element that changes within a range of 1/- and the semiconductor switching element connected in series with the traveling motor located on the inner wheel side when the vehicle turns; and a switching means for connecting each of the armatures in series and applying full voltage from a DC power supply to the series body when the accelerator means is in a full speed command state.