JP2018098898A - Drive control device for electric vehicle - Google Patents

Drive control device for electric vehicle Download PDF

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JP2018098898A
JP2018098898A JP2016241235A JP2016241235A JP2018098898A JP 2018098898 A JP2018098898 A JP 2018098898A JP 2016241235 A JP2016241235 A JP 2016241235A JP 2016241235 A JP2016241235 A JP 2016241235A JP 2018098898 A JP2018098898 A JP 2018098898A
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drive
electric motor
axle
torque
electric vehicle
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JP6907521B2 (en
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孝則 辻本
Takanori Tsujimoto
孝則 辻本
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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Abstract

PROBLEM TO BE SOLVED: To prevent in advance, quick start of a vehicle which is not intended by a driver by stopping a drive torque by an electric motor, when the drive torque by the electric motor is concentrated on one drive wheel.SOLUTION: A drive control device 20 for an electric vehicle for transmitting a drive torque by an electric motor 18 to an axle 19, for driving rear wheels 13 each of which is arranged on each of both ends of the axle, for traveling, comprises: a differential gear mechanism 38 for distributing and transmitting a drive torque by the electric motor to a left rear wheel 13A, and a right rear wheel 13B out of the rear wheels 13; a control part 21 for controlling the drive torque by the electric motor; and rotation number detection units 40A, 40B respectively provided on a left axle 19A and a right axle 19B of the axle, and detecting rotation number of each of the left axle and right axle. The control part 21 stops output of the drive torque by the electric motor when a difference between respective rotation numbers of the left axle 19A and right axle 19B which are rotated by the drive torque distributed by the differential gear mechanism exceeds a prescribed value O.SELECTED DRAWING: Figure 6

Description

本発明は、差動歯車機構を備える電動車椅子などの電動車両の駆動制御装置に関する。   The present invention relates to a drive control device for an electric vehicle such as an electric wheelchair provided with a differential gear mechanism.

駆動軸の両端に設置された駆動輪に対して電動機の駆動トルクを分配する差動歯車機構を備えた電動車両の駆動装置が、特許文献１に開示されている。   Patent Document 1 discloses a drive device for an electric vehicle including a differential gear mechanism that distributes the drive torque of an electric motor to drive wheels installed at both ends of a drive shaft.

特開２００４−２３６３８６号公報JP 2004-236386 A

しかしながら、特許文献１に記載の電動車両の駆動装置では、一方の駆動輪が溝に嵌ってその駆動輪がロックされると、他方の駆動輪のみに電動機の駆動トルクが集中する。このような状態から一方の駆動輪が溝から脱出して、空転中の他方の駆動輪が路面と接触したときには、万一の場合に、車両が運転者の意図しない方向に急発進するという課題がある。   However, in the drive device for an electric vehicle described in Patent Document 1, when one drive wheel is fitted in the groove and the drive wheel is locked, the drive torque of the electric motor is concentrated only on the other drive wheel. When one of the driving wheels escapes from the groove from such a state and the other driving wheel that is idling comes into contact with the road surface, in the unlikely event that the vehicle suddenly starts in a direction unintended by the driver There is.

本発明の目的は、上述の事情を考慮してなされたものであり、電動機による駆動トルクが一方の駆動輪に集中する場合に、電動機による駆動トルクを停止して運転者の意図しない車両の急発進を未然に防止できる電動車両の駆動制御装置を提供することにある。   The object of the present invention has been made in consideration of the above-mentioned circumstances, and when the driving torque by the electric motor is concentrated on one driving wheel, the driving torque by the electric motor is stopped and the vehicle suddenly is not intended by the driver. An object of the present invention is to provide a drive control device for an electric vehicle that can prevent the vehicle from starting.

本発明に係る電動車両の駆動制御装置は、電動機による駆動トルクを駆動軸に伝達し、前記駆動軸の両端に設置された駆動輪を駆動することで走行する電動車両の駆動制御装置において、前記電動機による駆動トルクを前記両駆動輪のそれぞれに分配して伝達する差動歯車機構と、前記電動機による駆動トルクを制御する制御部とを有し、前記制御部は、前記差動歯車機構により分配される駆動トルクの差が所定値を超えたときに、前記電動機による駆動トルクの出力を停止させるよう構成されたことを特徴とするものである。   The drive control device for an electric vehicle according to the present invention is the drive control device for an electric vehicle that travels by transmitting drive torque from the electric motor to the drive shaft and driving the drive wheels installed at both ends of the drive shaft. A differential gear mechanism that distributes and transmits the driving torque generated by the electric motor to each of the two drive wheels; and a control unit that controls the driving torque generated by the electric motor. The control unit distributes the driving torque by the differential gear mechanism. The drive torque output by the electric motor is stopped when the difference between the drive torques exceeds a predetermined value.

本発明によれば、いずれか一方の駆動輪が溝や泥沼などに嵌り、いずれか一方の駆動輪に電動機による駆動トルクが集中してこの駆動輪が空転したときには、制御部によって電動機による駆動トルクが停止されることになる。このため、空転した駆動輪が例えば接地して車両が運転者の意図に反して急発進する事態を、未然に防止できる。   According to the present invention, when any one of the driving wheels is fitted in a groove or a marsh, and when the driving torque by the electric motor is concentrated on any one of the driving wheels and the driving wheel is idle, the driving torque by the electric motor is controlled by the control unit. Will be stopped. For this reason, it is possible to prevent a situation in which the idling drive wheel comes into contact with the ground and the vehicle suddenly starts against the driver's intention.

本発明に係る電動車両の駆動制御装置における第１実施形態が適用された電動車両を示す左側面図。The left view which shows the electric vehicle to which 1st Embodiment in the drive control apparatus of the electric vehicle which concerns on this invention was applied. 図１の電動車両を示す平面図。The top view which shows the electric vehicle of FIG. 図２のギアユニットを示す断面図。Sectional drawing which shows the gear unit of FIG. 図３の一部を拡大して示す部分拡大断面図。The partial expanded sectional view which expands and shows a part of FIG. 図３及び図４の円板部材を示し、（Ａ）は正面図、（Ｂ）は側面図。The disk member of FIG.3 and FIG.4 is shown, (A) is a front view, (B) is a side view. 図１及び図２における電動車両の駆動制御装置の構成を示すブロック図。The block diagram which shows the structure of the drive control apparatus of the electric vehicle in FIG.1 and FIG.2. 本発明に係る電動車両の駆動制御装置における第２実施形態の構成を示すブロック図。The block diagram which shows the structure of 2nd Embodiment in the drive control apparatus of the electric vehicle which concerns on this invention.

以下、本発明を実施するための実施形態を図面に基づき説明する。
（Ａ）第１実施形態（図１〜図６）
図１は、本発明に係る電動車両の駆動制御装置における第１実施形態が適用された電動車両を示す左側面図である。また、図２は、図１の電動車両を示す平面図である。これらの図１及び図２に示すように、ハンドル形電動車椅子などの電動車両１０においては、車体フレーム１１に左右一対の前輪１２及び後輪１３が、図示しないサスペンションを介して支持される。車体フレーム１１はその一部を除き、前部カバー１４、レッグシールド１５、フロアパネル１６及び後部カバー１７等からなる樹脂製カバーによって覆われる。 DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
(A) 1st Embodiment (FIGS. 1-6)
FIG. 1 is a left side view showing an electric vehicle to which the first embodiment of the drive control apparatus for an electric vehicle according to the present invention is applied. FIG. 2 is a plan view showing the electric vehicle of FIG. As shown in FIGS. 1 and 2, in an electric vehicle 10 such as a handle-type electric wheelchair, a pair of left and right front wheels 12 and a rear wheel 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 panel 16, a rear cover 17 and the like except for a part thereof.

車体後部の略箱形状の前記後部カバー１７は上方に突設され、この後部カバー１７の内側に、駆動制御装置２０及び図示しないバッテリが収容される。駆動制御装置２０は、後に詳説するが、電動機としての電動モータ１８による駆動トルクを、ギアユニット２５を経て駆動軸としての車軸１９に伝達し、この車軸１９の両端に設置された駆動輪としての後輪１３を駆動することで電動車両１０を走行させるものであり、電動モータ１８による駆動トルクが制御部２１により制御される。   The substantially box-shaped rear cover 17 at the rear of the vehicle body projects upward, and the drive control device 20 and a battery (not shown) are accommodated inside the rear cover 17. As will be described in detail later, the drive control device 20 transmits drive torque from the electric motor 18 as an electric motor to an axle 19 as a drive shaft through a gear unit 25, and serves as drive wheels installed at both ends of the axle 19. The electric vehicle 10 is driven by driving the rear wheel 13, and the driving torque by the electric motor 18 is controlled by the control unit 21.

後部カバー１７の上方には、車体フレーム１１から立ち上がる図示しないブラケットを介して、運転者が着座するシート２２が搭載される。このシート２２は、シートクッション２３及びシートバック（背もたれ）２４を含む。更に、シートバック２４の両側部にはアームレスト２６が設けられ、各アームレスト２６は、支点２７回りに回動可能に支持される。   A seat 22 on which the driver is seated is mounted above the rear cover 17 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. Furthermore, armrests 26 are provided on both sides of the seat back 24, and each armrest 26 is supported so as to be rotatable around a fulcrum 27.

レッグシールド１５は車体前部で上下方向に配置され、シート２２に着座した運転者の脚まわりを風等があたらないように保護する。このレッグシールド１５の内部には、前輪１２を操舵するためのステアリングシャフト２９が立設され、このステアリングシャフト２９の上端にハンドルユニット３０が取り付けられる。通常操舵時に、運転者は、シート２２に着座してハンドルユニット３０を回動操作することで、操舵輪としての前輪１２を左右に操舵する。   The leg shield 15 is disposed in the vertical direction at the front part of the vehicle body and protects the driver's legs around 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 handle unit 30 is attached to the upper end of the steering shaft 29. During normal steering, the driver steers the front wheel 12 as a steered wheel from side to side by sitting on the seat 22 and rotating the handle unit 30.

ハンドルユニット３０は、スイッチボックス３１の左右両側からそれぞれ半円形状の操作ハンドル３２が突設され、更に、操作ハンドル３２の内側にアクセルレバー３３が、スイッチボックス３１から突出されて回動可能に設けられる。スイッチボックス３１には、電源スイッチ３４Ｍや最高速度設定ノブ３４Ｎなどが設けられる。   The handle unit 30 is provided with semicircular operation handles 32 projecting from both the left and right sides of the switch box 31. Further, an accelerator lever 33 projects from the switch box 31 so as to be rotatable inside the operation handle 32. It is done. The switch box 31 is provided with a power switch 34M, a maximum speed setting knob 34N, and the like.

アクセルレバー３３は軸方向中央部分の回動軸部３３Ａから両側にクランク状に屈曲して車両幅方向延び、両先端部に操作部３３Ｂが設けられる。電動車両１０の運転者が操作ハンドル３２のグリップ部３２Ａに掌を置き、アクセルレバー３３の操作部３３Ｂを指で押下げ操作したときの押下げ量に基づいて制御部２１が電動モータ１８を制御して、電動車両１０の走行速度が制御される。   The accelerator lever 33 is bent in a crank shape on both sides from the rotation shaft portion 33A in the central portion in the axial direction and extends in the vehicle width direction, and operation portions 33B are provided at both tip portions. The control unit 21 controls the electric motor 18 based on the pressing amount when the driver of the electric vehicle 10 puts his palm on the grip portion 32A of the operating handle 32 and presses the operating portion 33B of the accelerator lever 33 with a finger. Thus, the traveling speed of the electric vehicle 10 is controlled.

駆動制御装置２０は、前述の如く電動モータ１８、ギアユニット２５、車軸１９及び制御部２１を有し、更に回転数検出ユニット４０Ａ、４０Ｂ（図３）及び報知部５０（図６）を有して構成される。このうち、車軸１９は、先端部に後輪１３の左後輪１３Ａが設置された左車軸１９Ａと、先端部に後輪１３の右後輪１３Ｂが設置された右車軸１９Ｂとを有してなる。また、ギアユニット２５は、図３及び図４に示すように、左右分割式のケーシング３５、３６内に減速歯車機構３７、差動歯車機構３８及び電磁ブレーキ３９が収容されて構成される。   As described above, the drive control device 20 includes the electric motor 18, the gear unit 25, the axle 19, and the control unit 21, and further includes the rotation speed detection units 40A and 40B (FIG. 3) and the notification unit 50 (FIG. 6). Configured. Among these, the axle 19 has a left axle 19A in which the left rear wheel 13A of the rear wheel 13 is installed at the tip, and a right axle 19B in which the right rear wheel 13B of the rear wheel 13 is installed in the tip. Become. As shown in FIGS. 3 and 4, the gear unit 25 is configured such that a reduction gear mechanism 37, a differential gear mechanism 38, and an electromagnetic brake 39 are accommodated in right and left split type casings 35 and 36.

電動モータ１８は、その出力軸４１が車幅方向に沿う姿勢でケーシング３５の前部左側面にボルト固定される。この電動モータ１８の出力軸４１は、電動モータ１８の右端から突出し、カップリング部材４２を用いて減速歯車機構３７の入力軸４３と回転一体に連結される。   The electric motor 18 is bolted to the front left side surface of the casing 35 with the output shaft 41 in a posture along the vehicle width direction. The output shaft 41 of the electric motor 18 protrudes from the right end of the electric motor 18 and is coupled to the input shaft 43 of the reduction gear mechanism 37 in a rotationally integrated manner using a coupling member 42.

減速歯車機構３７は、電動モータ１８の出力軸４１と同芯に設けられた前記入力軸４３と、この入力軸４３と平行に設けられた中間軸４４と、入力軸４３の右端部に回転一体に形成されたドライブピニオンギア４５と、中間軸４４の左端部に設けられてドライブピニオンギア４５に噛み合うドリブンカウンタギア４６と、このドリブンカウンタギア４６に隣接して中間軸４４に設けられたスライドギア４７と、を有して構成される。   The reduction gear mechanism 37 is integrated with the input shaft 43 provided concentrically with the output shaft 41 of the electric motor 18, the intermediate shaft 44 provided in parallel with the input shaft 43, and the right end portion of the input shaft 43. A drive pinion gear 45 formed on the intermediate shaft 44, a driven counter gear 46 provided at the left end of the intermediate shaft 44 and meshing with the drive pinion gear 45, and a slide gear provided on the intermediate shaft 44 adjacent to the driven counter gear 46. 47.

入力軸４３は、ケーシング３５にベアリング４８、４９を介して回転自在に支持される。また、中間軸４４は、入力軸４３の後方に配置され、ケーシング３５、３６にベアリング５１を介して回転自在に支持される。また、ドリブンカウンタギア４６は、後述の噛合クラッチ６３及びスライドギア４７により中間軸４４に回転一体に設けられる。更に、スライドギア４７は、中間軸４４の軸方向にスライド可能に、この中間軸４４と例えばスプライン結合される。このスライドギア４７が差動歯車機構３８のデフリングギア５２に噛み合う。   The input shaft 43 is rotatably supported by the casing 35 via bearings 48 and 49. The intermediate shaft 44 is disposed behind the input shaft 43 and is rotatably supported by the casings 35 and 36 via bearings 51. Further, the driven counter gear 46 is provided integrally with the intermediate shaft 44 by a meshing clutch 63 and a slide gear 47 which will be described later. Further, the slide gear 47 is spline-coupled to the intermediate shaft 44, for example, so as to be slidable in the axial direction of the intermediate shaft 44. This slide gear 47 meshes with the diff ring gear 52 of the differential gear mechanism 38.

ドリブンカウンタギア４６がドライブピニオンギア４５よりも大径に設けられ、デフリングギア５２がスライドギア４７よりも大径に設けられる。これにより、電動モータ１８にて発生した駆動トルクは、減速歯車機構３７のドライブピニオンギア４５、ドリブンカウンタギア４６、スライドギア４７及び差動歯車機構３８のデフリングギア５２により減速されて、差動歯車機構３８へ伝達される。   The driven counter gear 46 is provided with a larger diameter than the drive pinion gear 45, and the diffring gear 52 is provided with a larger diameter than the slide gear 47. Thus, the drive torque generated by the electric motor 18 is decelerated by the drive pinion gear 45 of the reduction gear mechanism 37, the driven counter gear 46, the slide gear 47, and the diff ring gear 52 of the differential gear mechanism 38, and the differential gear. It is transmitted to the mechanism 38.

差動歯車機構３８は、ケーシング３５にベアリング５３を介して回転自在に支持された前記デフリングギア５２と、このデフリングギア５２に例えばボルト結合されると共にケーシング３６にベアリング５４を介して回転自在に支持されたデフケース５５と、このデフケース５５に支持されたデフシャフト５６に回転自在に軸支された複数個（例えば２個）のデフピニオンギア５７と、このデブピニオンギア５７に噛み合うデフサイドギア５８、５９と、を有して構成される。   The differential gear mechanism 38 is rotatably supported on the casing 35 via a bearing 53, and is connected to the casing 36 via a bearing 54, for example, by being bolted to the differential ring gear 52. Differential case 55, a plurality of (for example, two) differential pinion gears 57 rotatably supported by a differential shaft 56 supported by the differential case 55, and differential side gears 58, 59 meshing with the differential pinion gear 57 And is configured.

デフサイドギア５８が左車軸１９Ａの基端部に、また、デフサイドギア５９が右車軸１９Ｂの基端部に、それぞれ回転一体に結合される。電動モータ１８による駆動トルクは、減速歯車機構３７を経て差動歯車機構３８のデフリングギア５２に伝達されると、デフピニオンギア５７の公転・自転によりデフサイドギア５８を経て左車軸１９Ａに、デフサイドギア５９を経て右車軸１９Ｂにそれぞれ分配されて伝達され、左後輪１３Ａ、右後輪１３Ｂを駆動する。   The differential side gear 58 is coupled to the base end portion of the left axle 19A, and the differential side gear 59 is coupled to the base end portion of the right axle 19B, respectively. When the driving torque by the electric motor 18 is transmitted to the diff ring gear 52 of the differential gear mechanism 38 via the reduction gear mechanism 37, the differential side gear 58 is rotated to the left axle 19A via the differential side gear 58 by the revolution and rotation of the differential pinion gear 57. 59 is distributed to the right axle 19B and transmitted to drive the left rear wheel 13A and the right rear wheel 13B.

ここで、左車軸１９Ａは、ケーシング３５に取り付けられた左車軸ケース６１内に収容され、この左車軸ケース６１にベアリング６０を介して回転自在に軸支される。また、右車軸１９Ｂは、ケーシング３６に取り付けられた右車軸ケース６２内に収容され、この右車軸ケース６２にベアリング６０を介して回転自在に軸支される。   Here, the left axle 19 </ b> A is accommodated in a left axle case 61 attached to the casing 35, and is rotatably supported by the left axle case 61 via a bearing 60. The right axle 19 </ b> B is accommodated in a right axle case 62 attached to the casing 36, and is rotatably supported by the right axle case 62 via a bearing 60.

電磁ブレーキ３９は、電動モータ１８と減速歯車機構３７との間に位置するように入力軸４３に配置される。この電磁ブレーキ３９は、アクセルレバー３３（図２）が押下げ操作されなくなったときに図示しない電磁コイルへの給電が遮断されることで、入力軸４３の回転を制動し、これにより、左車輪１３Ａ及び右車輪１３Ｂを制動して停止させる。   The electromagnetic brake 39 is disposed on the input shaft 43 so as to be positioned between the electric motor 18 and the reduction gear mechanism 37. The electromagnetic brake 39 brakes the rotation of the input shaft 43 by cutting off the power supply to an electromagnetic coil (not shown) when the accelerator lever 33 (FIG. 2) is not pushed down. 13A and the right wheel 13B are braked and stopped.

また、減速歯車機構３７におけるドリブンカウンタギア４６とスライドギア４７との間に噛合クラッチ６３が設けられる。この噛合クラッチ６３は、スライドギア４７がスプリング６４の付勢力によりドリブンカウンタギア４６に押し付けられることでクラッチ結合状態となり、スライドギア４７を介してドリブンカウンタギア４６の回転力を中間軸４４へ伝達する。図示しないクラッチ操作機構によってスライドギア４７がスプリング６４の付勢力に抗してドリブンカウンタギア４６から離れることで、噛合クラッチ６３はクラッチ解除状態となる。これにより、後輪１３（左後輪１３Ａ及び右後輪１３Ｂ）が回転フリー状態となって、電動車両１０の手押し操作が可能になる。   Further, a meshing clutch 63 is provided between the driven counter gear 46 and the slide gear 47 in the reduction gear mechanism 37. The mesh clutch 63 is brought into a clutch engagement state when the slide gear 47 is pressed against the driven counter gear 46 by the biasing force of the spring 64, and transmits the rotational force of the driven counter gear 46 to the intermediate shaft 44 via the slide gear 47. . When the slide gear 47 is separated from the driven counter gear 46 against the biasing force of the spring 64 by a clutch operating mechanism (not shown), the meshing clutch 63 is brought into a clutch release state. Thereby, the rear wheel 13 (the left rear wheel 13A and the right rear wheel 13B) is in a rotation-free state, and the electric vehicle 10 can be manually pushed.

図３に示すように、回転数検出ユニット４０Ａは、車軸１９の一端側である左車軸１９Ａの回転数を検出し、また、回転数検出ユニット４０Ｂは、車軸１９の他端側である右車軸１９Ｂの回転数を検出し、共に円板部材６５及び回転数検出センサ６６を有して構成される。回転数検出ユニット４０Ａの円板部材６５は左車軸ケース６１内で左車軸１９Ａの先端部に、また、回転数検出ユニット４０Ｂの円板部材６５は右車軸ケース６２内で右車軸１９Ｂの先端部に、それぞれ回転一体に別体または一体（本実施形態では別体）に設けられる。この円板部材６５には複数の突起または切欠き、本実施形態では図５に示すように、円板部材６５の外周にその周方向に沿って複数の突起６５Ａが形成されている。   As shown in FIG. 3, the rotation speed detection unit 40 </ b> A detects the rotation speed of the left axle 19 </ b> A that is one end side of the axle 19, and the rotation speed detection unit 40 </ b> B is the right axle that is the other end side of the axle 19. The rotational speed of 19B is detected, and both are configured to have a disk member 65 and a rotational speed detection sensor 66. The disc member 65 of the rotation speed detection unit 40A is at the tip of the left axle 19A in the left axle case 61, and the disc member 65 of the rotation speed detection unit 40B is at the tip of the right axle 19B in the right axle case 62. In addition, they are provided separately or integrally (in the present embodiment, separately). The disk member 65 has a plurality of protrusions or notches, and in this embodiment, as shown in FIG. 5, a plurality of protrusions 65A are formed on the outer periphery of the disk member 65 along the circumferential direction.

また、図３及び図４に示すように、回転数検出ユニット４０Ａの回転数検出センサ６６は左車軸ケース６１に、回転数検出ユニット４０Ｂの回転数検出センサ６６は右車軸ケース６２に取付ボルト６７を用いて、円板部材６５の突起６５Ａに対向して取り付けられる。この回転数検出センサ６６は、一定時間内に検出された左車軸１９Ａ、右車軸１９Ｂにより回転する円板部材６５の突起６５Ａの数を検出することで、円板部材６５の回転数、即ち左車軸１９Ａ、右車軸１９Ｂの回転数を検出する。図６に示すように、回転数検出ユニット４０Ａの回転数検出センサ６６は、検出した左車軸１９Ａの回転数を、また、回転数検出ユニット４０Ｂの回転数検出センサ６６は、検出した右車軸１９Ｂの回転数をそれぞれ制御部２１へ送信する。   3 and 4, the rotation speed detection sensor 66 of the rotation speed detection unit 40A is attached to the left axle case 61, and the rotation speed detection sensor 66 of the rotation speed detection unit 40B is attached to the right axle case 62. Is attached to face the protrusion 65A of the disk member 65. The rotational speed detection sensor 66 detects the rotational speed of the disk member 65, that is, the left rotational speed of the disk member 65 by detecting the number of protrusions 65A of the disk member 65 rotated by the left axle 19A and the right axle 19B. The rotational speeds of the axle 19A and the right axle 19B are detected. As shown in FIG. 6, the rotation speed detection sensor 66 of the rotation speed detection unit 40A detects the detected rotation speed of the left axle 19A, and the rotation speed detection sensor 66 of the rotation speed detection unit 40B detects the detected rotation speed of the right axle 19B. Are transmitted to the control unit 21.

制御部２１は、前述の如く電動モータ１８により発生する駆動トルクを制御する。具体的には、制御部２１は、回転数検出ユニット４０Ａ、４０Ｂの円板部材６６にて検出された左車軸１９Ａ、右車軸１９Ｂの回転数に基づき、差動歯車機構３８により分配される駆動トルクにより回転する車軸１９の両端側（つまり左車軸１９Ａ、右車軸１９Ｂ）の回転数の差が所定値Ｏを超えたときに、電動モータ１８を停止してこの電動モータ１８による駆動トルクの出力を停止させ、更に、電磁ブレーキ３９への給電を遮断して、この電磁ブレーキ３９により左後輪１３Ａ及び右後輪１３Ｂを制動する。   The controller 21 controls the drive torque generated by the electric motor 18 as described above. Specifically, the controller 21 is a drive distributed by the differential gear mechanism 38 based on the rotational speeds of the left axle 19A and the right axle 19B detected by the disk members 66 of the rotational speed detection units 40A and 40B. When the difference between the rotational speeds of both ends of the axle 19 that is rotated by torque (that is, the left axle 19A and the right axle 19B) exceeds a predetermined value O, the electric motor 18 is stopped and the drive torque output by the electric motor 18 is output. Further, the power supply to the electromagnetic brake 39 is cut off, and the left rear wheel 13A and the right rear wheel 13B are braked by the electromagnetic brake 39.

上記所定値Ｏは、電動モータ１８による駆動トルクが左車軸１９Ａ、右車軸１９Ｂのいずれか一方に集中したことを検出可能な値に設定される。具体的には、上記所定値Ｏは、ハンドルユニット３０（図２）のスイッチボックス３１に設けられた最高速度設定ノブ３４Ｎにより設定された最高速度設定値と、ステアリング角度センサ（不図示）により検出されたステアリングシャフト２９（図１）のステアリング角度とを考慮して設定される。例えば、ステアリング角度がゼロ度（直進走行）の場合、上記所定値Ｏがゼロ±５％に設定され、制御部２１は、左車軸１９Ａと右車軸１９Ｂのそれぞれの回転数の差がゼロ±５％を超えたときに、電動モータ１８を停止させ、電磁ブレーキ３９により左後輪１３Ａ及び右後輪１３Ｂを制動する。   The predetermined value O is set to a value capable of detecting that the driving torque by the electric motor 18 is concentrated on either the left axle 19A or the right axle 19B. Specifically, the predetermined value O is detected by a maximum speed setting value set by a maximum speed setting knob 34N provided in the switch box 31 of the handle unit 30 (FIG. 2) and a steering angle sensor (not shown). It is set in consideration of the steering angle of the steering shaft 29 (FIG. 1). For example, when the steering angle is zero degrees (straight traveling), the predetermined value O is set to zero ± 5%, and the control unit 21 determines that the difference in rotational speed between the left axle 19A and the right axle 19B is zero ± 5. When it exceeds%, the electric motor 18 is stopped, and the left rear wheel 13A and the right rear wheel 13B are braked by the electromagnetic brake 39.

報知部５０は、電動車両１０に異常が発生したときに、その異常発生の旨を音声または画像表示で報知するものである。制御部２１は、電動モータ１８が停止されてこの電動モータ１８による駆動トルクの出力が停止される異常発生時に、この異常発生の旨を報知部５０により、運転者または周囲の人に報知する。   When the abnormality occurs in the electric vehicle 10, the notification unit 50 notifies the occurrence of the abnormality by voice or image display. When an abnormality occurs when the electric motor 18 is stopped and the output of the driving torque by the electric motor 18 is stopped, the control unit 21 notifies the driver or the surrounding people of the occurrence of the abnormality by the notification unit 50.

尚、回転数検出ユニット４０Ａと４０Ｂのうち、いずれか一方が設置されてもよい。例えば、回転数検出ユニット４０Ａのみが設置されて、この回転数検出ユニット４０Ａにより左車軸１９Ａの回転数が検出される場合、制御部２１は、電動モータ１８の回転数と左車軸１９Ａの回転数との差から右車軸１９Ｂの回転数を算出し、これらの左車軸１９Ａの回転数と右車軸１９Ｂの回転数との差と所定値Ｏとを比較してもよい。   One of the rotation speed detection units 40A and 40B may be installed. For example, when only the rotation speed detection unit 40A is installed and the rotation speed of the left axle 19A is detected by the rotation speed detection unit 40A, the control unit 21 determines the rotation speed of the electric motor 18 and the rotation speed of the left axle 19A. And the difference between the rotation speed of the left axle 19A and the rotation speed of the right axle 19B may be compared with a predetermined value O.

以上ように構成されたことから、本第１実施形態によれば、次の効果（１）〜（３）を奏する。
（１）電動モータ１８による駆動トルクを制御する制御部２１は、差動歯車機構３８により左車軸１９Ａ、右車軸１９Ｂに分配される駆動トルクにより回転する左車軸１９Ａと右車軸１９Ｂのそれぞれの回転数の差が所定値Ｏを超えたときに、電動モータ１８を停止してこの電動モータ１８による駆動トルクの出力を停止させ、更に、電磁ブレーキ３９により左後輪１３Ａ、右後輪１３Ｂを制動させる。 With the configuration as described above, the following effects (1) to (3) are achieved according to the first embodiment.
(1) The control unit 21 that controls the driving torque by the electric motor 18 rotates each of the left axle 19A and the right axle 19B that are rotated by the driving torque distributed to the left axle 19A and the right axle 19B by the differential gear mechanism 38. When the difference between the numbers exceeds a predetermined value O, the electric motor 18 is stopped and the output of the driving torque by the electric motor 18 is stopped, and the left rear wheel 13A and the right rear wheel 13B are braked by the electromagnetic brake 39. Let

従って、左後輪１３Ａ、右後輪１３Ｂのいずれか一方の後輪１３が溝や泥沼などに嵌り、この溝に嵌った車輪１３と反対側の車輪１３、または泥沼に嵌った車輪１３に電動モータ１８による駆動トルクが集中してこの後輪１３が空転したときには、制御部２１によって、電動モータ１８が停止されてこの電動モータ１８による駆動トルクが停止され、且つ電磁ブレーキ３９により左後輪１３Ａ及び右後輪１３Ｂが制動される。このため、空転した後輪１３が例えば接地して電動車両１０が運転者の意図に反して急発進する事態を、未然に防止することができる。   Accordingly, the rear wheel 13 of either the left rear wheel 13A or the right rear wheel 13B is fitted in a groove or a quagmire, and the wheel 13 on the opposite side of the wheel 13 fitted in the groove or the wheel 13 fitted in a quagmire is electrically driven. When the driving torque by the motor 18 is concentrated and the rear wheel 13 idles, the control unit 21 stops the electric motor 18 to stop the driving torque by the electric motor 18 and the left brake wheel 13A by the electromagnetic brake 39. And the right rear wheel 13B is braked. For this reason, it is possible to prevent a situation in which the rear wheel 13 that has been idled is grounded and the electric vehicle 10 starts suddenly against the driver's intention.

（２）制御部２１は、電動モータ１８を停止してこの電動モータ１８による駆動トルクの出力を停止させる異常発生時に、その異常発生の旨を報知部５０により電動車両１０の運転者や周囲の人に報知させるよう構成されている。このため、電動車両１０の運転者等は、左後輪１３Ａ、右後輪１３Ｂのいずれかが空転した結果電動モータ１８が停止した電動車両１０の異常を、迅速に把握することができる。   (2) When the abnormality that causes the electric motor 18 to stop and the output of the driving torque by the electric motor 18 is stopped, the control unit 21 notifies the driver of the electric vehicle 10 and the surroundings by the notification unit 50. It is configured to notify a person. Therefore, the driver of the electric vehicle 10 can quickly grasp the abnormality of the electric vehicle 10 in which the electric motor 18 has stopped as a result of either the left rear wheel 13A or the right rear wheel 13B idling.

（３）回転数検出ユニット４０Ａ及び４０Ｂは、円板部材６５が左車軸１９Ａ、右車軸１９Ｂのそれぞれに取り付けられ、回転数検出センサ６６が左車軸ケース６１、右車軸ケース６２のそれぞれに取り付けられて構成される。このため、回転数検出ユニット４０Ａ及び４０Ｂは、既存の部品（左車軸１９Ａ、右車軸１９Ｂ、左車軸ケース６１、右車軸ケース６２）を利用するので部品点数を抑制できる。この結果、回転数検出ユニット４０Ａ及び４０Ｂの組立工数を低減でき、更に、組付不良が抑制されることで回転数検出ユニット４０Ａ及び４０Ｂの品質を向上させることができる。   (3) In the rotational speed detection units 40A and 40B, the disk member 65 is attached to each of the left axle 19A and the right axle 19B, and the rotational speed detection sensor 66 is attached to each of the left axle case 61 and the right axle case 62. Configured. For this reason, since the rotation speed detection units 40A and 40B use the existing parts (the left axle 19A, the right axle 19B, the left axle case 61, and the right axle case 62), the number of parts can be suppressed. As a result, the assembly man-hours of the rotation speed detection units 40A and 40B can be reduced, and the quality of the rotation speed detection units 40A and 40B can be improved by suppressing the assembly failure.

［Ｂ］第２実施形態（図７）
図７は、本発明に係る電動車両の駆動制御装置における第２実施形態の構成を示すブロック図である。この第２実施形態において、第１実施形態と同様な部分ついては、第１実施形態と同一の符号を用いることにより説明を簡略化し、または省略する。 [B] Second Embodiment (FIG. 7)
FIG. 7 is a block diagram showing the configuration of the second embodiment of the drive control apparatus for an electric vehicle according to the present invention. In the second embodiment, the same parts as those in the first embodiment will be simplified or omitted by using the same reference numerals as those in the first embodiment.

本第２実施形態の駆動制御装置７０が第１実施形態と異なる点は、第１実施形態の回転数検出ユニット４０Ａ及び４０Ｂに代えて、左車軸１９Ａにトルクセンサ７１Ａが、右車軸１９Ｂにトルクセンサ７１Ｂがそれぞれ設置され、制御部２１は、これらのトルクセンサ７１Ａ、７１Ｂからの検出値に基づいて電動モータ１８による駆動トルクの出力を停止させるよう制御する点である。   The drive control device 70 of the second embodiment differs from the first embodiment in that a torque sensor 71A is provided on the left axle 19A and a torque is applied on the right axle 19B in place of the rotation speed detection units 40A and 40B of the first embodiment. The sensors 71B are respectively installed, and the control unit 21 controls to stop the output of the drive torque by the electric motor 18 based on the detection values from the torque sensors 71A and 71B.

つまり、トルクセンサ７１Ａは、電動モータ１８により発生し差動歯車機構３８により左車軸１９Ａに分配された駆動トルクを検出する。また、トルクセンサ７１Ｂは、電動モータ１８により発生し差動歯車機構３８により右車軸１９Ｂに分配された駆動トルクを検出する。これらのトルクセンサ７１Ａ、７１Ｂによりそれぞれ検出された駆動トルクは制御部２１へ送信される。制御部２１は、トルクセンサ７１Ａ、７１Ｂによりそれぞれ検出された左車軸１９Ａ、右車軸１９Ｂのそれぞれの駆動トルクの差が所定値Ｐを超えたときに、電動モータ１８を停止してこの電動モータ１８による駆動トルクの出力を停止させ、更に、電磁ブレーキ３９への給電を遮断して、この電磁ブレーキ３９により左後輪１３Ａ及び右後輪１３Ｂを制動する。   That is, the torque sensor 71A detects the drive torque generated by the electric motor 18 and distributed to the left axle 19A by the differential gear mechanism 38. The torque sensor 71B detects the drive torque generated by the electric motor 18 and distributed to the right axle 19B by the differential gear mechanism 38. The drive torques detected by these torque sensors 71A and 71B are transmitted to the control unit 21. When the difference between the drive torques of the left axle 19A and the right axle 19B detected by the torque sensors 71A and 71B exceeds a predetermined value P, the control unit 21 stops the electric motor 18 and stops the electric motor 18. The output of the drive torque is stopped, the power supply to the electromagnetic brake 39 is interrupted, and the left rear wheel 13A and the right rear wheel 13B are braked by the electromagnetic brake 39.

上記所定値Ｐは、前記所定値Ｏと同様に、電動モータ１８による駆動トルクが左車軸１９Ａ、右車軸１９Ｂのいずれか一方に集中したことを検出可能な値に設定される。また、これらのトルクセンサ７１Ａと７１Ｂは、いずれか一方が設置されたものでもよい。例えば、トルクセンサ７１Ａのみが設置されて、このトルクセンサ７１Ａにより左車軸１９Ａに分配された駆動トルクが検出される場合、制御部２１は、電動モータ１８に生じた駆動トルクと左車軸１９Ａに分配された駆動トルクとの差から、右車軸１９Ｂに分配された駆動トルクを算出し、これらの左車軸１９Ａと右車軸１９Ｂにそれぞれ分配された駆動トルクの差と所定値Ｐとを比較してもよい。   Similar to the predetermined value O, the predetermined value P is set to a value capable of detecting that the driving torque by the electric motor 18 is concentrated on either the left axle 19A or the right axle 19B. Further, one of these torque sensors 71A and 71B may be installed. For example, when only the torque sensor 71A is installed and the driving torque distributed to the left axle 19A is detected by the torque sensor 71A, the control unit 21 distributes the driving torque generated in the electric motor 18 to the left axle 19A. The drive torque distributed to the right axle 19B is calculated from the difference between the drive torque distributed to the right axle 19B, and the difference between the drive torque distributed to the left axle 19A and the right axle 19B is compared with a predetermined value P. Good.

以上のように構成されたことから、本第２実施形態においても、第１実施形態の効果（２）と同様な効果を奏するほか、次の効果（４）を奏する。   Due to the above configuration, the second embodiment also provides the following effect (4) in addition to the same effect (2) as the first embodiment.

（４）電動モータ１８による駆動トルクを制御する制御部２１は、差動歯車機構３８により左車軸１９Ａ、右車軸１９Ｂに分配される駆動トルクの差が所定値Ｐを超えたとき、電動モータ１８を停止してこの電動モータ１８による駆動トルクの出力を停止させ、更に、電磁ブレーキ３９により左車輪１３Ａ、右車輪１３Ｂを制動させる。   (4) When the difference between the drive torques distributed to the left axle 19A and the right axle 19B by the differential gear mechanism 38 by the differential gear mechanism 38 exceeds the predetermined value P, the control unit 21 that controls the drive torque by the electric motor 18 Is stopped, the output of the drive torque by the electric motor 18 is stopped, and the left wheel 13A and the right wheel 13B are braked by the electromagnetic brake 39.

従って、左後輪１３Ａ、右後輪１３Ｂのいずれか一方の後輪１３が溝や泥沼などに嵌り、この溝に嵌った車輪１３と反対側の車輪１３、または泥沼に嵌った車輪１３に電動モータ１８による駆動トルクが集中してこの後輪１３が空転したときには、制御部２１によって、電動モータ１８が停止されてこの電動モータ１８による駆動トルクが停止され、且つ電磁ブレーキ３９により左後輪１３Ａ及び右後輪１３Ｂが制動される。このため、空転した後輪１３が例えば接地して電動車両１０が運転者の意図に反して急発進する事態を、未然に防止することができる。   Accordingly, the rear wheel 13 of either the left rear wheel 13A or the right rear wheel 13B is fitted in a groove or a quagmire, and the wheel 13 on the opposite side of the wheel 13 fitted in the groove or the wheel 13 fitted in a quagmire is electrically driven. When the driving torque by the motor 18 is concentrated and the rear wheel 13 idles, the control unit 21 stops the electric motor 18 to stop the driving torque by the electric motor 18 and the left brake wheel 13A by the electromagnetic brake 39. And the right rear wheel 13B is braked. For this reason, it is possible to prevent a situation in which the rear wheel 13 that has been idled is grounded and the electric vehicle 10 starts suddenly against the driver's intention.

以上、本発明の実施形態を説明したが、これらの実施形態は、例として提示したものであり、発明の範囲を限定することは意図していない。これらの実施形態は、その他の様々な形態で実施されることが可能であり、発明の要旨を逸脱しない範囲で、種々の省略、置き換え、変更を行うことができ、また、それらの置き換えや変更は、発明の範囲や要旨に含まれると共に、特許請求の範囲に記載された発明とその均等の範囲に含まれる。   As mentioned above, although embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. Is included in the scope and gist of the invention, and is included in the invention described in the claims and the equivalents thereof.

例えば、制御部２１が、左車軸１９Ａと右車軸１９Ｂのそれぞれの回転数の差、または左車軸１９Ａと右車軸１９Ｂのそれぞれに分配された駆動トルクの差を管理することで、これらの差（上記回転数の差、上記駆動トルクの差）が所定の閾値を超えたときに、片側の後輪１３（左後輪１３Ａまたは右後輪１３Ｂ）の偏摩耗を検出することも可能である。   For example, the control unit 21 manages the difference between the rotation speeds of the left axle 19A and the right axle 19B or the difference between the drive torques distributed to the left axle 19A and the right axle 19B. It is also possible to detect the partial wear of the rear wheel 13 (the left rear wheel 13A or the right rear wheel 13B) on one side when the difference in the rotational speed and the difference in the driving torque exceed a predetermined threshold value.

また、第１実施形態の回転数検出ユニット４０Ａ、４０Ｂの円板部材６５は、左後輪１３Ａ、右後輪１３Ｂの内側に設置したり、差動歯車機構３８のデフサイドギア５８、５９にそれぞれ設置したりして、この円板部材６５に対応する位置に設置した回転数検出センサ６６により、左車軸１９Ａ、右車軸１９Ｂのそれぞれの回転数を間接的に検出してもよい。   Further, the disk members 65 of the rotation speed detection units 40A and 40B of the first embodiment are installed inside the left rear wheel 13A and the right rear wheel 13B, or are respectively attached to the differential side gears 58 and 59 of the differential gear mechanism 38. The rotational speed of the left axle 19A and the right axle 19B may be indirectly detected by a rotational speed detection sensor 66 installed at a position corresponding to the disk member 65.

１０…電動車両、１３…後輪（駆動輪）、１３Ａ…左後輪、１３Ｂ…右後輪、１８…電動モータ（電動機）、１９…車軸（駆動軸）、１９Ａ…左車軸、１９Ｂ…右車軸、２０…駆動制御装置、２１…制御部、３８…差動歯車機構、４０Ａ、４０Ｂ…回転数検出ユニット、５０…報知部、６１…左車軸ケース、６２…右車軸ケース、６５…円板部材、６６…回転数検出センサ、７０…駆動制御装置、７１Ａ、７１Ｂ…トルクセンサ、Ｏ、Ｐ…所定値 DESCRIPTION OF SYMBOLS 10 ... Electric vehicle, 13 ... Rear wheel (drive wheel), 13A ... Left rear wheel, 13B ... Right rear wheel, 18 ... Electric motor (electric motor), 19 ... Axle (drive shaft), 19A ... Left axle, 19B ... Right Axle, 20 ... drive control device, 21 ... control unit, 38 ... differential gear mechanism, 40A, 40B ... rotational speed detection unit, 50 ... notification unit, 61 ... left axle case, 62 ... right axle case, 65 ... disc Member, 66... Rotational speed detection sensor, 70... Drive control device, 71A, 71B... Torque sensor, O, P.

Claims (4)

電動機による駆動トルクを駆動軸に伝達し、前記駆動軸の両端に設置された駆動輪を駆動することで走行する電動車両の駆動制御装置において、
前記電動機による駆動トルクを前記両駆動輪のそれぞれに分配して伝達する差動歯車機構と、
前記電動機による駆動トルクを制御する制御部とを有し、
前記制御部は、前記差動歯車機構により分配される駆動トルクの差が所定値を超えたときに、前記電動機による駆動トルクの出力を停止させるよう構成されたことを特徴とする電動車両の駆動制御装置。 In a drive control device for an electric vehicle that travels by transmitting drive torque from an electric motor to a drive shaft and driving drive wheels installed at both ends of the drive shaft,
A differential gear mechanism that distributes and transmits drive torque generated by the electric motor to each of the two drive wheels;
A control unit for controlling the driving torque by the electric motor,
The control unit is configured to stop driving torque output by the electric motor when the difference in driving torque distributed by the differential gear mechanism exceeds a predetermined value. Control device. 前記駆動軸の少なくとも一端側には、差動歯車機構により分配される駆動トルクを検出するトルクセンサが設置されたことを特徴とする請求項１に記載の電動車両の駆動制御装置。 The drive control device for an electric vehicle according to claim 1, wherein a torque sensor that detects a drive torque distributed by a differential gear mechanism is installed on at least one end side of the drive shaft. 前記駆動軸の少なくとも一端側には、この駆動軸の少なくとも一端側の回転数を検出する回転数検出ユニットが設置され、制御部は、差動歯車機構により分配される駆動トルクにより回転する前記駆動軸の両端側の回転数の差が所定値を超えたときに、前記電動機による駆動トルクの出力を停止させるよう構成されたことを特徴とする請求項１に記載の電動車両の駆動制御装置。 At least one end side of the drive shaft is provided with a rotation speed detection unit that detects the rotation speed of at least one end side of the drive shaft, and the control unit rotates with the drive torque distributed by the differential gear mechanism. 2. The drive control device for an electric vehicle according to claim 1, wherein the drive torque output by the electric motor is stopped when a difference in rotational speed between both ends of the shaft exceeds a predetermined value. 3. 前記電動車両の異常を報知する報知部を有し、制御部は、電動機による駆動トルクの出力を停止させる異常発生時に、その異常発生の旨を前記報知部により報知させるよう構成されたことを特徴とする請求項１乃至３のいずれか１項に記載の電動車両の駆動制御装置。 It has a notifying unit for notifying the abnormality of the electric vehicle, and the control unit is configured to cause the notifying unit to notify that the abnormality has occurred when an abnormality that stops the output of the drive torque by the electric motor has occurred. The drive control device for an electric vehicle according to any one of claims 1 to 3.
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