JP2008295224A - Electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily perform driving during reverse travel in an electric vehicle. <P>SOLUTION: When a reverse travel signal from a forward travel/reverse travel change-over switch 41 is input to a reverse travel time output reduction circuit 42, present vehicle speed is discriminated to be lower than upper limit speed. When it is lower, control for increasing a duty ratio is performed. When speed is not less than upper limit speed, duty control for restricting vehicle speed is performed. The duty ratio can be maintained, or is set to 0% or it can gradually be dropped, for example. Even if an accelerator is largely operated during reverse travel, high speed travel is prevented by restriction of vehicle speed upper limit. Thus, a driving operation during reverse travel can easily be performed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an electric vehicle.

Conventionally, an electric vehicle using an electric motor as a drive source is known. Compared with a system in which a motor is built in, for example, a wheel of a wheel and the output of a single motor is distributed to each wheel, transmission parts and Some have eliminated the transmission loss by eliminating the space (see, for example, Patent Document 1).
JP-A-5-300712

  On the other hand, in an engine car that uses an internal combustion engine (engine) as a drive source, the engine rotates in only one direction. Switching. On the other hand, in the case of an electric motor, for example, in the case of a direct drive motor, the motor can be rotated forward and backward by simple control switching.

  However, if the motor is simply switched between forward and reverse to reverse, the motor output will be the same as that when moving forward, and the vehicle speed may increase too much during backward movement. There is a problem that it is difficult to drive when going backwards.

  In order to solve such a problem and to make it possible to easily drive in reverse in an electric vehicle, in the present invention, an electric motor for driving wheels and an operation amount of an accelerator are detected. An electric vehicle having an accelerator operation amount detection means and a control means for controlling increase / decrease of the output of the motor in accordance with increase / decrease of the accelerator operation amount, forward / reverse selection means for selecting forward or reverse of the vehicle, Vehicle speed detecting means for detecting a vehicle speed, wherein the control means selects the reverse speed and, when the vehicle speed reaches a predetermined upper limit speed, further increases the amount of operation of the accelerator to increase the vehicle speed. The control device has a forward / reverse selection means for selecting ascent or a reverse drive of the vehicle, and the control means is configured to control the accelerator operation amount when the reverse is selected. The output of the chromatography data was assumed to control multiplied by a factor of less than 1 to the control value in the case where the forward has been selected.

  As described above, according to the present invention, when reverse travel is selected, the vehicle speed is limited to a predetermined upper limit speed with respect to an increase in the amount of operation of the accelerator. Since the vehicle speed does not become higher than the upper limit speed from the operation amount corresponding to the degree to full opening, even if the accelerator is operated greatly during reverse travel, the vehicle speed will not be high speed due to the limitation of the upper limit of the vehicle speed Therefore, it is possible to easily perform the driving operation at the time of reverse travel.

  Further, by controlling the motor output with respect to the accelerator operation amount by multiplying the control value when forward is selected by a coefficient less than 1, the vehicle speed is suppressed over the entire accelerator operation range (fully closed to fully open). Even in this way, since the vehicle speed during reverse travel is limited, the driving operation during reverse travel can be easily performed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic cross-sectional view showing an example applied to drive wheels W of an electric vehicle. In the figure, a fixed support shaft 2 is fixed to a vehicle body 1 so as to protrude sideways, and a rotor 4 serving as an outer rotor of a motor is freely rotatable on the fixed support shaft 2 via a pair of bearings 3a and 3b. It is supported. Drive wheels W are attached to the outer periphery of the rotor 4 via wheels.

  The rotor 4 has a bottomed cylindrical shape and a shape having a boss portion coaxially at the center thereof, a small-diameter peripheral wall portion 4a forming the boss portion, and a large-diameter peripheral wall portion coaxially surrounding the small-diameter peripheral wall portion. 4b. As shown in the figure, the space between the peripheral wall portions 4a and 4b of the rotor 4 is open to the vehicle body 1 side. A plurality of magnets 5 as permanent magnets having N and S poles arranged in the circumferential direction are disposed on the inner peripheral surface of the large-diameter peripheral wall 4b. Moreover, the stator 6 is provided so that it may be received in the space by both the surrounding wall parts 4a * 4b.

  An outward flange is formed on a portion of the fixed support shaft 2 that is fixed to the vehicle body 1, and a guide member 7 that surrounds the small-diameter peripheral wall portion 4 a is fixed to the outward flange. The guide member 7 supports a slide member 8 that is movable in the axial direction of the fixed support shaft 2 by, for example, serration. A radially outward flange is projected on the outer peripheral surface of the slide member 8, and the stator 6 is supported on the flange via, for example, a screw-fastened bracket.

  The stator 6 has an annular portion formed of laminated steel sheets, a core 6a composed of a plurality of teeth projecting radially outward from the annular portion, and a coil 9 as a coil winding wound around the teeth. As described above, the annular portion of the core 6a is screwed in place to the bracket integral with the slide member 8. The stator 6 thus configured and the rotor 4 constitute a motor M as a rotating electrical machine to which the present invention is applied.

  The slide member 8 is reciprocally driven in the axial direction of the fixed support shaft 2 by a motor-rotating electric actuator 11, and the stator 6 integrated with the slide member 8 also reciprocates. In the illustrated example, the actuator 11 is fixed to the outward flange of the fixed support shaft 2 via a bracket, and the drive shaft 12 having a small gear that meshes with a large gear provided on the rotation shaft of the actuator 11 is slid. It is pivotally supported by the outward flange of the fixed support shaft 2 and the bracket so as to extend in the moving direction of the member 8. For example, a trapezoidal screw portion 12 a is provided on the slide member 8 side of the drive shaft 12, and a nut member 13 that is screwed into the trapezoidal screw portion 12 a is fixed to a flange of the slide member 8.

  By this actuator 11, the magnitude of the effective magnetic flux of the motor M can be adjusted. That is, when the actuator 11 is driven to rotate, the drive shaft 12 rotates, and the nut member 13 screwed into the screw portion 12a moves in the axial direction of the drive shaft 12. Therefore, the core 6a integral with the slide member 8 is used. Can move in the axial direction of the fixed support shaft 2 which is parallel to the drive shaft 12. As a result, the amount by which the teeth protruding end surface of the core 6a overlaps the magnetic pole surface of the magnet 5 changes, and the magnetic flux between the magnet 5 and the core 6a increases or decreases. In this way, a variable field type motor is configured.

  In the illustrated example, a variable field type motor is shown. However, a motor that is an object of the present invention is not limited to a variable field type, and may be a motor capable of forward and reverse rotation, such as a known brushless motor. Any motor can be used.

  Next, the control procedure by the control circuit ECU as the control means according to the present invention will be described with reference to the circuit block diagram of FIG. Note that the basic form of the motor M in the illustrated example may be the same as a three-phase brushless motor.

  In the illustrated example, each phase coil 9 of the motor M is connected to an in-vehicle battery BT as a power source via an inverter 21 as a power element circuit in which a bridge circuit using an FET is configured. Note that a current detection sensor 22 is provided on a power supply line connecting the battery BT and the inverter 21, and a current detection signal detected thereby is input to a current detection circuit 23 in the control circuit ECU.

  An accelerator 24 made of, for example, a rotary volume is provided outside the control circuit ECU at a position where the driver can easily operate, and an accelerator operation sensor 24a serving as an accelerator position detecting means is provided by, for example, a variable resistor built in the rotary volume. It has been. A sensor signal of the accelerator operation sensor 24a corresponding to the rotation of the accelerator 24 is input to the driving operation input circuit 25 in the control circuit ECU as a driving operation signal. In the illustrated example, the accelerator 24 is a rotary volume. However, in the description of the operation amount, the expression of fully closed to fully opened in the operation of the accelerator pedal in a known automobile is used. The accelerator is not limited to the volume, and may be an accelerator pedal used in an engine car. In this case, a displacement sensor that detects the depression of the pedal is used as the accelerator operation sensor.

  The output signal of the driving operation input circuit 25 is input to the output current command circuit 26 and the advance angle control circuit 27. The output current command circuit 26 outputs an output current command signal as a current value to be passed through the inverter 21 to the current comparison circuit 28 in accordance with the operation signal from the driving operation input circuit 25. The current detection circuit 28 also receives a current detection signal from the current detection circuit 23, compares the output current command signal with the current detection signal, and outputs, for example, a deviation signal as an output duty determination circuit 29. Output to the advance angle control circuit 27. The output duty determination circuit 29 receives an advance angle signal from the advance angle control circuit 27.

  In the output duty determination circuit 29, an output duty determination value signal that becomes a duty ratio in PWM control based on a current deviation (signal) value and an advance angle (signal) value is converted into a duty 100% determination circuit 31 and a PWM signal generation circuit. And 32 respectively. The duty 100% determination circuit 31 determines whether or not the output duty determination value (duty ratio) from the output duty determination circuit 29 has reached 100%, and determines that the duty ratio has reached 100%. The determination result signal is output to the advance angle control circuit 27.

  In the advance angle control circuit 27, the determination result signal from the duty 100% determination circuit 31 and the current detection signal from the current detection circuit 23 are input, and the 100% determination result signal of the duty ratio is input. If the control is to further increase the rotational speed, the advance value is determined based on the operation signal, the current detection signal, and the current deviation signal, and the advance value signal is used as the PWM signal generation circuit 32. And the stator position control circuit 34.

  The output duty determination circuit 29 outputs an output duty determination value signal so as to perform duty control according to the advance angle signal of 0 degree. The output duty determination value signal from the output duty determination circuit 29 is input to the duty 90% determination circuit 33, and the output duty determination value (duty ratio) by the duty 90% determination circuit 33 is determined to be 90% or less. A 90% determination result signal is input to the stator position control circuit 34.

  In the stator position control circuit 34, a stator position command signal serving as a control value for moving the stator 6 (core 6 a) according to the advance value signal is output to the position drive circuit 35. The position driving circuit 35 can drive and control the actuator 11 based on the stator position command signal, thereby performing variable field control that changes the effective magnetic flux by changing the distance between the stator 6 and the rotor 4. In addition, it expresses that the core 6a enters in the direction in which the core 6a is located as shown by the solid line in FIG. 1, and expresses that the core 6a is removed in the direction in which the core 6a is located as shown by the two-dot chain line. To do. Further, when the field weakening control by removing the core 6a is not performed, the maximum value is set (solid line in FIG. 1).

  Note that a position signal from an external manual operation device 45 is input to the stator position control circuit 34. For example, when the position signal from the manual operation unit 45 is 0V, the signal in the control circuit ECU is prioritized, and when the position signal from the manual operation unit 45 is generated, the stator position is determined based on the position signal. As a result, the variable field control can be manually operated according to the situation.

  In the variable field structure of the illustrated example, the stator 6 is mechanically displaced. On the other hand, the advance angle control by the advance angle control circuit 27 can be electrically performed. Control with increasing angular amount is quicker with no response delay. For this reason, when the duty ratio reaches 100% and it is desired to further increase the rotation speed, the advance angle control is first performed, and at the same time, the core removal (the stator 6 is moved toward the rotor 4 in a direction where the distance increases) is controlled. Do. By removing the core without performing only the advance angle in this way, the advance angle is suppressed according to the core removal, so that it is possible to prevent the motor efficiency from being deteriorated by increasing the advance amount. it can.

  In addition, if the core insertion is performed immediately after the duty ratio is lowered from 100%, there is a possibility that smooth characteristic change may not occur due to increase / decrease in the vicinity of 100% of the duty ratio. Therefore, in the illustrated example, the duty ratio becomes 90% or less. In addition, core insertion is performed according to the 90% determination result signal. This is the reason why the 90% determination result signal from the duty 90% determination circuit 33 is output to the stator position control circuit 34.

  Further, the motor M is provided with a rotation sensor 36 for detecting the rotation angle of the rotor 4 with respect to the stator 6, and the rotation angle signal is input to a rotation angle detection circuit 37 in the control circuit ECU, and the rotation angle detection circuit 37. Then, the rotational position of the rotor 4 is detected. The rotational position signal output from the rotational angle detection circuit 37 is input to a PWM signal generation circuit 32 and a speed calculation circuit 38 as vehicle speed detection means. The PWM signal generation circuit 32 performs pulse width modulation according to the rotational position, according to the advance angle signal from the advance angle control circuit 27 when performing advance angle control, and based on the duty ratio from the output duty determination circuit 29. The PWM signal thus output is output to the inverter 21.

  The speed calculation circuit 38 calculates the rotation speed (motor rotation speed) of the rotor 4 based on the rotation position signal, and outputs the speed signal to the speed upper limit determination circuit 39. The speed upper limit determination circuit 39 determines whether or not the vehicle speed has reached a preset upper limit speed (for example, 20 km / h) based on the speed signal.

  Further, a forward / reverse selector switch 41 as a forward / backward selection means is provided at an appropriate position of the vehicle. The forward / reverse selection signal by the switch 41 is input to the reverse output reduction circuit 42. The reverse speed output reduction circuit 42 also receives a speed upper limit determination signal from the speed upper limit determination circuit 39. When the reverse selection signal from the forward / reverse selector switch 41 is input and the speed upper limit determination signal from the speed upper limit determination circuit 39 is input, the reverse output decrease circuit 42 outputs an output decrease signal to the output duty determination circuit 29. Output to.

  In this way, the motor drive device in the electric vehicle in the illustrated example is configured, but each circuit includes one configured using an IC and one configured by CPU program control. good. Further, detailed description of the parts understood by the illustrated circuit names and signal lines will be omitted.

  Next, a first example in the case of performing program control according to the present invention will be described below with reference to the flowchart of FIG. First, at step ST1, the switching position of the forward / reverse selector switch 41 is determined, and if forward is selected, the process proceeds to step ST2. In step ST2, it is determined whether or not the target output Wp is larger than the current output Wn. If it is determined that the target output Wp is larger, the process proceeds to step ST3. In FIG. 2, this determination can be made by comparing the output current command value and the current detection value in the current comparison circuit 28.

  In step ST3, processing for increasing the duty ratio is performed so as to approach the target output Wp. In FIG. 2, as described above, the duty ratio is determined by the output duty determination circuit 29 based on the current deviation value from the current comparison circuit 28, and the duty ratio increase process corresponding to the increase is performed.

  In the next step ST4, drive output processing of the motor M is performed. In FIG. 2, the PWM signal generation circuit 32 generates a PWM signal that is pulse width modulated based on the increased duty ratio signal from the output duty determination circuit 29, and the inverter 21 is controlled by the PWM signal. The drive current flowing through the motor M can be increased. When the process in step ST4 is completed, the process returns to step ST1.

  If it is determined in step ST2 that the target output Wp is equal to or less than the current output Wn, the process proceeds to step ST5. In step ST5, a process of decreasing the duty ratio is performed in contrast to step ST3. In this process, since only the difference between increase and decrease with respect to step ST3, the description thereof is omitted.

  If reverse is selected in step ST1, the process proceeds to step ST6. As control during reverse travel, it is first determined whether or not the target output Wp is greater than the current output Wn, as in forward travel. If it is determined that the target output Wp is less than or equal to the current output Wn, the process proceeds to step ST7 where it is determined whether or not the vehicle speed V is lower than the upper limit speed Vup. The upper limit speed Vup may be set to 20 km / h, for example, so that the vehicle speed does not become too high during reverse travel, but the setting is arbitrary.

  If it is determined in step ST7 that the vehicle speed V is lower than the upper limit speed Vup, the process proceeds to step ST8. In this case, the vehicle speed does not reach the upper limit speed Vup, so in step ST8, the same as step ST3 above. A duty increase process is performed, and the process proceeds to step ST4.

  In step ST9, which is performed when the vehicle speed V becomes equal to or higher than the rising speed Vup in step ST7, duty control for limiting the vehicle speed is performed. There are various methods for controlling the vehicle speed limiting duty, and examples thereof will be described below with reference to FIG.

  First, a first example of vehicle speed limit duty control is shown. As shown in FIG. 4, the forward / reverse selector switch 41 is switched to reverse, and the duty ratio is increased by the operation of the accelerator 24, and the vehicle speed V is increased accordingly. In order to prevent further increase in vehicle speed when the vehicle speed V reaches the target vehicle speed Vup, in the first example, when the duty ratio reaches the vehicle speed Vup as shown by the solid line in FIG. Maintain the duty ratio. As a result, the shock when the increase in the vehicle speed is restricted is suppressed, and the control can be switched smoothly.

  In this first example, the duty ratio is kept constant when the upper limit speed Vup is reached even when the vehicle travels without returning the accelerator 24 or until it is fully opened as in the illustrated example. Is done. Although the vehicle speed V may fluctuate due to external conditions (over a stone or the like), the vehicle speed can be lowered by returning the accelerator 24. Since the process proceeds from step ST7 to step ST8 after the vehicle speed V is lowered, the vehicle speed V can rise again to the upper limit speed Vup unless the accelerator 24 is returned. Further, at least when the vehicle speed V reaches the upper limit speed Vup, the increase in the vehicle speed due to the increase rate up to that time is limited. Therefore, the vehicle is not greatly accelerated and can travel stably during reverse travel.

  Next, a second example of vehicle speed limit duty control is shown. In this case, as indicated by the one-dot chain line in FIG. 4, when the vehicle speed V reaches the upper limit speed Vup, the duty ratio is set to 0%. Thereby, unless it is a big downhill, the vehicle speed V falls, and the vehicle speed V does not rise more than the upper limit speed Vup. The processing when the vehicle speed V decreases is the same as in the first example.

  In this second example, it is possible to feel that the vehicle speed V has reached the upper limit speed Vup, so that it is possible to easily recognize traveling at the upper limit speed Vup during reverse travel where the vehicle speedometer cannot be seen. Can travel safely and reverse.

  A third example of vehicle speed limit duty control is shown. In this case, as indicated by a two-dot chain line in FIG. 4, when the vehicle speed V reaches the upper limit speed Vup, the duty ratio is gradually decreased. As a result, as in the second example, an increase in the vehicle speed V exceeding the upper limit speed Vup can be suppressed, and the processing when the vehicle speed V decreases is the same as in the first example. Further, since the duty ratio is gradually decreased, the rate of decrease in the vehicle speed V when the upper limit speed Vup is reached is suppressed compared to the case where the duty ratio is set to 0% at a stroke, so that the shock due to the decrease in the vehicle speed is small.

  By performing the vehicle speed limit duty control in step ST9 in this manner, in any example, the vehicle speed V is not accelerated to the upper limit speed Vup or more according to the increase in the operation amount of the accelerator 24, and the vehicle travels at a high speed in the reverse direction. Can be prevented, and the operability during reverse travel can be improved.

  If it is determined in step ST6 that the target output Wp is equal to or less than the current output Wn, the process proceeds to step ST10, where control is performed to decrease the duty ratio as in step ST5, and the process proceeds to step ST4.

  The above illustrated example shows the control procedure based on the circuit of FIG. 2. However, according to the present invention, the present invention is not limited to the illustrated example, and another example will be described below with reference to FIGS. In addition, the same code | symbol is attached | subjected to the part similar to the said example of illustration, and the detailed description is abbreviate | omitted.

  In the circuit of FIG. 5, the forward / reverse selection signal by the forward / reverse selector switch 41 is input to the reverse target output gain setting circuit 43 instead of the reverse output reduction circuit 42 in FIG. Yes. The output signal of the reverse drive target output gain setting circuit 43 is a gain set value as a reverse drive coefficient, and the gain set value is input to the output current command circuit 26.

  When the output signal from the reverse target output gain setting circuit 43 is not inputted, the output current command circuit 26 multiplies the operation signal from the driving operation input circuit 25 as a gain, and inverts the inverter according to the calculated value. An output current command signal as a current value to be passed through 21 is output to the current comparison circuit 28. When the output signal from the reverse target output gain setting circuit 43 is input, a process of multiplying the operation signal by the reverse gain which is the output signal is performed. The gain setting value at the time of subsequent advancement is preferably set to less than 1 and stored in the memory in advance. Other circuit configurations may be the same as those in FIG. In this other example, since the control is performed without comparing the vehicle speed, the speed calculation circuit 38 and the speed upper limit determination circuit 39 shown in FIG. 2 are omitted.

  Next, the control procedure corresponding to FIG. 5 will be described below with reference to FIG. In the flow of FIG. 6, detailed description of portions that perform the same processing as in FIG. 3 is omitted.

  Steps ST1 to ST5 may be the same as those in FIG. If it is determined in step ST1 that reverse travel has been selected, the process proceeds to step ST6. In step ST6, the reverse gain is multiplied by the target output Wp used during forward travel, and the calculation result is set as the target output Wp during reverse travel. In the illustrated example, the gain setting value is ½.

  In the next step ST7, processing similar to that in step ST6 in FIG. 3 is performed. In the flow of FIG. 6, the vehicle speed V in FIG. 3 is not compared with the upper limit speed Vup. If the target output Wp is larger than the current output Wn, the process proceeds to step ST8, where duty increase processing is performed (FIG. 3). If the target output Wp is less than or equal to the current output Wn, the process proceeds to step ST9 where duty reduction processing is performed (same as step ST10 in FIG. 3). In FIG. 5, the output duty determination circuit 29 outputs a duty ratio multiplied by a coefficient (1/2) to the PWM signal generation circuit 32, and the PWM signal generation circuit 32 gains the gain of the PWM signal output value at the time of forward movement. Therefore, the inverter 21 is controlled with a signal value obtained by halving.

  In this way, in order to reduce the target output Wp, which is a determination value for performing the duty reduction process at the time of reverse travel, the duty increase / decrease process is performed below the reduced target output Wp. Thus, for example, when the coefficient in the illustrated example is ½, duty increase / decrease control is performed with an output that is half the accelerator operation amount during forward travel, and therefore it is possible to perform reverse travel while suppressing the vehicle speed. Stable reverse running can be performed.

  Here, the relationship of the duty ratio to the accelerator operation amount is shown in FIG. 7 for forward travel and reverse travel multiplied by the above coefficient. In the figure, the horizontal axis represents the operation amount of the accelerator 24 (fully closed to fully opened), the vertical axis represents the duty ratio corresponding to the motor output (output of the output duty determining circuit 29), and the case of forward movement is indicated by a two-dot chain line. The case of reverse travel is indicated by a solid line. As shown in the figure, since the duty ratio with respect to the accelerator operation amount is reduced at the time of reverse travel, the duty ratio is low (1/2 of the forward travel) even if the accelerator 24 is operated to the fully open position as in the forward travel. The vehicle speed will not increase. In the example shown in the figure, the coefficient used in reverse is ½, but it is not limited to ½, it may be a value less than 1, and can be set arbitrarily according to motor characteristics, vehicle specifications, etc. You can do it.

  Further, as indicated by a one-dot chain line in FIG. 7, the duty ratio may be kept constant when the accelerator operation amount becomes an arbitrary operation amount θ1 or more. In this case, it is possible to set an upper limit value Dup for increasing the duty ratio in advance in step ST8 of FIG. By doing so, it is possible to arbitrarily change the output increase / decrease characteristic during reverse travel, and it is possible to make a suitable setting according to motor characteristics, vehicle specifications, etc., and further improve the traveling performance during reverse travel. be able to.

  In the flow of FIG. 3, when the reverse vehicle speed V becomes equal to or higher than the upper limit speed Vup, the increase in the vehicle speed is suppressed by duty control. In the flow of FIG. 6, the reverse target output Wp is changed to the forward target output Wp. Although a value obtained by multiplying a coefficient less than 1 is set, the values may be combined. In that case, for example, in the flow of FIG. 6, step ST7 of FIG. 3 is executed after step ST7, and when the vehicle speed V is less than the upper limit speed Vup, the process proceeds to step ST8, where the vehicle speed V is equal to or higher than the upper limit speed Vup. This can be dealt with by adding a part for executing step ST9 in FIG.

  The electric vehicle according to the present invention can prevent high-speed traveling during traveling in reverse and enables stable traveling, and can be reversely rotated at low speed without using a gear device in a device directly driven by an electric motor. The present invention can also be applied to a direct drive motor device capable of forward and reverse rotation.

It is typical sectional drawing which shows the example applied to the driving wheel of the electric vehicle. It is a circuit block diagram which shows the control circuit based on this invention. It is a flowchart which shows the control point. It is explanatory drawing which shows the control point of the output reduction at the time of reverse travel. It is a figure corresponding to FIG. 2 which shows another example. It is a flowchart corresponding to FIG. 3 which shows the control point in another example. It is a figure which shows the relationship between the amount of accelerator operation in another example, and a motor output.

Explanation of symbols

4 Rotor 6 Stator 9 Coil 21 Inverter 24 Accelerator, 24a Accelerator operation sensor 25 Operation operation input circuit 26 Output current command circuit 28 Current comparison circuit 29 Output Duty determination circuit 41 Forward / reverse selector switch 42 Reverse output reduction circuit 43 Reverse target Output gain setting circuit ECU Control circuit M Motor

Claims (2)

An electric vehicle comprising: an electric motor that drives a wheel; an accelerator operation amount detection unit that detects an operation amount of an accelerator; and a control unit that controls increase / decrease of the output of the motor according to increase / decrease of the operation amount of the accelerator. ,
A forward / reverse selection means for selecting forward or reverse of the vehicle, and a vehicle speed detection means for detecting the vehicle speed,
An electric vehicle characterized in that the control means limits the increase in the vehicle speed due to the further increase in the amount of operation of the accelerator when the reverse is selected and the vehicle speed reaches a predetermined upper limit speed. An electric vehicle comprising: an electric motor that drives a wheel; an accelerator operation amount detection unit that detects an operation amount of an accelerator; and a control unit that controls increase / decrease of the output of the motor according to increase / decrease of the operation amount of the accelerator. ,
Having forward / reverse selection means for selecting forward or reverse of the vehicle,
When the reverse is selected, the control means controls the output of the motor with respect to the operation amount of the accelerator by multiplying a control value when the forward is selected by a coefficient less than 1. Electric car.

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