JP2674833B2 - Slip detection method and deceleration control method during electric braking in an electric vehicle - Google Patents
Slip detection method and deceleration control method during electric braking in an electric vehicleInfo
- Publication number
- JP2674833B2 JP2674833B2 JP1160040A JP16004089A JP2674833B2 JP 2674833 B2 JP2674833 B2 JP 2674833B2 JP 1160040 A JP1160040 A JP 1160040A JP 16004089 A JP16004089 A JP 16004089A JP 2674833 B2 JP2674833 B2 JP 2674833B2
- Authority
- JP
- Japan
- Prior art keywords
- slip
- motor
- deceleration
- rotation speed
- determined
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
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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
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【発明の詳細な説明】 ［産業上の利用分野］ 本発明は、車両、特に電気車における制動・減速時の
スリップやスキッドを防止するための方法に関する。Description: TECHNICAL FIELD The present invention relates to a method for preventing slips and skids during braking / deceleration in a vehicle, particularly an electric vehicle.
［従来の技術］ 電気車、特にバッテリー式リーチフォークリフト車等
において、制動をかける時、走行状態からアクセルレバ
ーを前進から後進若しくは後進から前進へ瞬時に目いっ
ぱいに操作（このことをプラギング操作という）して電
気的制動をかけることがしばしば行なわれる。[Prior Art] In an electric vehicle, particularly a battery-powered reach forklift truck, etc., when the brake is applied, the accelerator lever is instantaneously operated from forward to reverse or from reverse to forward from the running state (this is called plugging operation). Then, electric braking is often performed.
［発明が解決しようとする課題］ ところが、路面の摩擦係数が極めて低い冷凍、冷蔵倉
庫などにあっては、上記プラギング操作を行なうと、駆
動輪は徐々に減速していくが、逆回転時にはスリップ、
スキッドが発生して、タイヤの摩耗、消費電力の浪費、
操縦性の悪化などが発生して不都合である。また、従来
の減速制御方法では、減速性を高めることが困難であっ
た。[Problems to be Solved by the Invention] However, in a refrigerating or refrigerating warehouse where the road surface has a very low coefficient of friction, the driving wheel gradually decelerates when the above plugging operation is performed, but slips in the reverse rotation. ,
Skid occurs, wear of tires, waste of power consumption,
This is inconvenient because the controllability deteriorates. Further, it has been difficult to enhance deceleration with the conventional deceleration control method.
そこで、本出願人は、先に、電気的にスリップ状態に
入ったことを検出し、スリップ是正を行ない、加速性を
高め得る加速度制御技術を提案している。Therefore, the present applicant has previously proposed an acceleration control technique that can electrically detect a slip state, correct slip, and improve acceleration.
本発明は、上記提案によるスリップ検出とスリップ是
正検出に加えて、さらに、これらの各過渡点の推移を確
認することにより、より一層精度の高いスリップ検出と
スリップ是正検出が可能となり、路面と駆動輪の摩擦係
数に応じたスリップしない限度まで減速性を高めること
ができる電気車における加速時のスリップ検出方法およ
び減速度制御方法を提供することを目的とする。In addition to the slip detection and the slip correction detection proposed by the present invention, the present invention further enables the slip detection and the slip correction detection with higher accuracy by confirming the transition of each of these transient points, and the road surface and the drive surface. An object of the present invention is to provide a slip detection method and a deceleration control method at the time of acceleration in an electric vehicle that can enhance deceleration to a limit that does not slip according to a wheel friction coefficient.
［課題を解決するための手段］ 上記目的を達成するために本発明の制動時のスリップ
検出方法は、電気車の走行駆動輪を駆動するモータの回
転数ｎを検出し、この回転数ｎの加速度dn/dtと回転数
ｎの変化曲率d2n/dt2を演算する一方、上記モータのモ
ータ電流値iMを検出し、この電流値iMと予め記憶させた
モータの電流−トルク特性のテーブルとより、モータの
発生トルクτＭを求め、このトルクτＭと走行所要トル
クτＲとの和よりモータの予想回転数Ｎの予想減速度dN
/dtを、dN/dt＝−Ｋ（τＭ＋τＲ）［ただしＫは定数］
として求め、上記dn/dtがdN/dtより大きいとき駆動輪が
スリップしていると判定し、該スリップあり判定のとき
で、上記演算によるd2n/dt2が下凸曲線の極小値である
ときは、スリップ始点と判定するものである。[Means for Solving the Problems] In order to achieve the above object, the slip detection method at the time of braking of the present invention detects the rotation speed n of the motor that drives the traveling drive wheels of the electric vehicle, and determines the rotation speed n of this rotation speed n. While calculating the change curvature d 2 n / dt 2 of the acceleration dn / dt and the rotation speed n, the motor current value i M of the motor is detected, and the current value i M and the current-torque characteristic of the motor stored in advance. The generated torque τ M of the motor is obtained from the table of Table 1, and the expected deceleration dN of the expected rotation speed N of the motor is calculated from the sum of this torque τ M and the required running torque τ R.
The / dt, dN / dt = -K (τ M + τ R) [ where K is a constant]
Then, when dn / dt is larger than dN / dt, it is determined that the driving wheels are slipping, and when the slip is present, d 2 n / dt 2 calculated above is the minimum value of the downward convex curve. In some cases, it is determined as the slip start point.
また、本発明の減速度制御方法は、上記スリップ検出
方法によりスリップありと判定されたとき、モータ電流
を低減させてスリップ是正を行なうとき、モータ回転数
ｎの減速度dn/dtっと変化曲率d2n/dt2から過渡点推移を
調べることにより、スリップ是正の確認、及び、スリッ
プ是正完了の判定を行ない、その後、アクセルからの指
示によるモータ電流許容値までモータ電流を徐々に大き
くしながら上記スリップ検出を行なうようにすればよ
い。Further, the deceleration control method of the present invention, when it is determined by the slip detection method that there is a slip, when the motor current is reduced to perform the slip correction, the deceleration dn / dt of the motor rotation speed n changes curvature By checking the transition point transition from d 2 n / dt 2 , the slip correction is confirmed, and the slip correction completion is determined.After that, gradually increase the motor current to the motor current allowable value instructed by the accelerator. The slip detection may be performed.
また、上記によりスリップ是正を行なうとき、モータ
回転数ｎの減速度dn/dtと変化曲率d2n/dt2による過渡点
推移の過渡点推移に基き、d2n/dt2＞０、かつ、dn/dt＝
０になれば、スリップ是正スタート点と判定し、その
後、dn/dt＞０となれば、スリップ是正中であると判定
し、次いで、d2n/dt2＜０となれば、スリップ是正収束
と判定し、最後に、dn/dt＝０となれば、スリップ是正
が完了したと判定すればよい。When performing the slip correction as described above, based on the transition point transition of the transition point due to the deceleration dn / dt of the motor speed n and the change curvature d 2 n / dt 2 , d 2 n / dt 2 > 0, and , Dn / dt ＝
If it becomes 0, it is judged as the slip correction start point, and if dn / dt> 0 thereafter, it is judged that the slip is being corrected, and if d 2 n / dt 2 <0, then the slip correction converges. If, at the end, dn / dt = 0, it can be determined that the slip correction has been completed.
［作用］ 上記スリップ検出方法によれば、検出したモータ回転
数ｎの減速度、すなわち、回転数ｎの微分値dn/dtとそ
の変化曲率d2n/dt2を演算し、この時のモータ電流値iM
より予め求まる発生トルクからモータの予想回転数の予
想減速度、すなわち、予想回転数Ｎの微分値dN/dtを求
め、上記減速度dn/dtとdN/dtとを比較することによりス
リップの有無の判定がなされ、かつ、変化曲率d2n/dt2
から過渡点推移が確認され、スリップ是正の判定がなさ
れる。[Operation] According to the slip detection method, the deceleration of the detected motor rotation speed n, that is, the differential value dn / dt of the rotation speed n and its change curvature d 2 n / dt 2 are calculated, and the motor at this time is calculated. Current value i M
Presence or absence of slip by obtaining the predicted deceleration of the expected rotation speed of the motor, that is, the differential value dN / dt of the expected rotation speed N from the generated torque obtained in advance and comparing the deceleration dn / dt with dN / dt. And the change curvature d 2 n / dt 2
The transition point transition is confirmed and the slip correction is determined.
また、減速度制御方法によれば、上記スリップ検出方
法によりスリップありと判定された時に、モータ電流を
低減してスリップ是正を行ない、dn/dtとd2n/dt2より過
渡点推移をチェックして、スリップ是正完了の判定がな
されると、再び、モータ電流を増加してスリップ検出を
行なう。以下、同様の動作を繰り返すことで減速度制御
が行なわれる。Further, according to the deceleration control method, when it is judged that there is a slip by the above slip detection method, the motor current is reduced to correct the slip, and the transition point transition is checked from dn / dt and d 2 n / dt 2. Then, when it is judged that the slip correction is completed, the motor current is increased again to detect the slip. After that, deceleration control is performed by repeating the same operation.
［実施例］ 以下、本発明の一実施例について図面と共に説明す
る。[Embodiment] An embodiment of the present invention will be described below with reference to the drawings.
まず、本発明方法を適用したリーチ式フォークリフト
トラックについて、第６図を参照して説明する。車体１
は、駆動輪と操舵輪を兼ねるドライブホイール２と、被
駆動輪であるロードホイール３を有する。走行用モータ
４からの駆動力は減速機５を介してドライブホイール２
に伝達されている。制御装置６はアクセルレバー７から
の指示がアクセルデータ検出装置８を通して入力され、
また、回転数検出センサ９からモータ４の回転数検出信
号が入力され、所定の走行制御を行なう。なお、10はス
テアリング、11はバッテリである。First, a reach type forklift truck to which the method of the present invention is applied will be described with reference to FIG. Body 1
Has a drive wheel 2 that also serves as a drive wheel and a steering wheel, and a road wheel 3 that is a driven wheel. The driving force from the traveling motor 4 is transmitted through the speed reducer 5 to the drive wheel 2
Has been transmitted to. The control device 6 receives an instruction from the accelerator lever 7 through the accelerator data detection device 8,
Further, a rotation speed detection signal of the motor 4 is input from the rotation speed detection sensor 9 to perform predetermined traveling control. In addition, 10 is a steering wheel and 11 is a battery.
次に、制御装置６を主体とした制御系について第１図
を参照して説明する。Next, a control system mainly including the control device 6 will be described with reference to FIG.
走行用モータ４は、電流検出器11と前後進切換器12と
チョッパ13と直列に結線され、バッテリ電源の＋端子
（＋Ｂ）と−端子（GND）間に接続されている。制御装
置６は、マイクロ・プロセッシング・ユニット（MPU）1
4とROM15とRAM16と、A/Dコンバータ18と、入出力インタ
ーフェース19,20から構成されている。そして、回転数
検出センサ９によるモータ４の回転数検出信号と電流検
出器11によるモータ電流値のA/Dコンバータ18の出力
と、アクセルデータ検出装置８の出力が入力インターフ
ェース19を介してMPU14に入力される。MPU14は所定のプ
ログラムに基き、出力インターフェース20を介してチョ
ッパ13の導通を制御する信号を出力する。プラギング制
動をかけるには、前後進切換器12を走行中とは逆に切換
えると共にアクセルレバー７を操作する。The traveling motor 4 is connected in series with the current detector 11, the forward / reverse switching device 12, and the chopper 13, and is connected between the + terminal (+ B) and the-terminal (GND) of the battery power supply. The control unit 6 is a micro processing unit (MPU) 1
4, the ROM 15, the RAM 16, the A / D converter 18, and the input / output interfaces 19 and 20. Then, the rotation speed detection signal of the motor 4 by the rotation speed detection sensor 9, the output of the A / D converter 18 of the motor current value by the current detector 11, and the output of the accelerator data detection device 8 are sent to the MPU 14 via the input interface 19. Is entered. The MPU 14 outputs a signal for controlling the conduction of the chopper 13 via the output interface 20 based on a predetermined program. To apply the plugging braking, the forward / reverse selector 12 is switched in the opposite direction to that during traveling and the accelerator lever 7 is operated.
回転数検出センサ９は、第２図、第３図に示すよう
に、発光部9a、受光部9bおよびモータ４の回転軸に取付
けたスリット9cからなる。As shown in FIGS. 2 and 3, the rotation speed detection sensor 9 includes a light emitting portion 9a, a light receiving portion 9b, and a slit 9c attached to the rotation shaft of the motor 4.
次に、上記制御装置６によるスリップの検出および減
速度制御方法について、第４図に示したフローチャート
と第５図に示した減速制動時の回転数とトルクのタイム
チャートを参照して説明する。Next, a slip detection and deceleration control method by the control device 6 will be described with reference to a flow chart shown in FIG. 4 and a time chart of rotational speed and torque during deceleration braking shown in FIG.
まず、電流検出器11からの信号によりモータ電流iMを
検出する（フローチャートのステップS1）。一方、プラ
ギング制動時のモータ電流−トルク特性は予め求めるこ
とが可能で、この特性をテーブルとしてROM15に記憶さ
せておく。このテーブルと上記の検出したモータ電流iM
とからモータの発生トルクτＭを求める（S2）。この値
よりモータの予想回転数Ｎの予想減速度（dN/dt）を、 dN/dt＝Ｋ（τＭ＋τＲ） … ただし、 Ｋは定数、 τＲは走行所要トルク として求める。ここに、走行所要トルクτＲとは、電気
車の走行抵抗に駆動輪タイヤ半径を積したものであり、
走行抵抗は、タイヤと路面間の摩擦抵抗に車体重量を積
した車輪ころがり抵抗等から得られるものである。この
走行抵抗は、タイヤの形状や路面の状況により変動する
が、経験的にはその変動分は一定値と見ても差支えな
く、従って、本説明では、走行所要トルクτＲは車種に
より定まる固定値として扱っている。First, the motor current i M is detected by the signal from the current detector 11 (step S1 of the flowchart). On the other hand, the motor current-torque characteristic during plugging braking can be obtained in advance, and this characteristic is stored in the ROM 15 as a table. This table and the above detected motor current i M
The torque generated by the motor τ M is calculated from (S2). From this value, the expected deceleration (dN / dt) of the expected motor speed N is calculated as dN / dt = K (τ M + τ R ) ... where K is a constant and τ R is the required running torque. Here, the required travel torque τ R is the product of the running resistance of the electric vehicle and the radius of the driving wheel tires,
The running resistance is obtained from the wheel rolling resistance, which is obtained by multiplying the frictional resistance between the tire and the road surface by the vehicle weight. Although this running resistance fluctuates depending on the shape of the tire and the condition of the road surface, it can be empirically considered that the fluctuation amount is a constant value. Therefore, in the present description, the required running torque τ R is fixed depending on the vehicle type. I treat it as a value.
これは、駆動輪と路面の間でスリップを生じていない
とき、回転数ｎが、 ここに、 GD2は慣性モーメント、 n0はｔ＝０のときの回転数初期値 の関係を有することから、式の両辺を微分することに
より式の関係が得られることに基く。なお、スリップ
があると駆動輪と路面の間で滑走し、上記式は成立し
ない。This means that when no slip occurs between the drive wheel and the road surface, the rotation speed n is Here, since GD 2 has the relation of the moment of inertia and n 0 has the relation of the initial value of the rotational speed when t = 0, it is based on that the relation of the formula can be obtained by differentiating both sides of the formula. If there is a slip, the vehicle slips between the drive wheel and the road surface, and the above formula is not satisfied.
次いで、回転数検出センサ９からの信号によりモータ
回転数ｎを検出し（S4）、この回転数ｎを微分すること
により減速度dn/dtを求める（S5−１）。さらに、モー
タ回転数ｎの変化曲率d2n/dt2を求める（S5−２）。次
いで、スリップ継続中の判定をしたかどうかを調べ（S
6）、この判定をしていなければ、減速中であるかどう
か、すなわち、上記dn/dtが負（dn/dt＜０）であるかど
うかを調べ（S7）、正でなければ減速中でないのでスリ
ップなしの判定をする（＃９）。一方、負であれば減速
中であるので、減速度dn/dtが予想減速度dN/dt以上であ
るかどうかを調べ（S8）、以上であればスリップなしと
判定する（S9）。次いで、アクセルレバー７での指示に
よるモータ電流許容値までモータ電流iMを徐々に増大し
て、ステップS1に戻り、同様の動作を繰り返す。Next, the motor rotation speed n is detected by the signal from the rotation speed detection sensor 9 (S4), and the deceleration dn / dt is obtained by differentiating this rotation speed n (S5-1). Further, the changing curvature d 2 n / dt 2 of the motor rotation speed n is obtained (S5-2). Then, it is checked whether or not it is judged that the slip continues (S
6) If this determination is not made, check whether deceleration is being performed, that is, whether the above dn / dt is negative (dn / dt <0) (S7), and if not positive, deceleration is not being performed. Therefore, it is determined that there is no slip (# 9). On the other hand, if negative, deceleration is in progress, so it is checked whether or not the deceleration dn / dt is equal to or higher than the expected deceleration dN / dt (S8), and if so, it is determined that there is no slip (S9). Next, the motor current i M is gradually increased to the motor current allowable value instructed by the accelerator lever 7, the process returns to step S1, and the same operation is repeated.
一方、ステップS8で、減速度dn/dtが予想減速度dN/dt
より大きければ、d2n/dt2＜０かどうかによりスリップ
始点が存在したかどうかを判定する（S11−１）。この
判定がNOであれば、上記S9に進み、YESであれば、スリ
ップ継続中の判定を行なう（S11−２）。この状態は、
第５図において、「スリップ」と表示した期間に該当す
る。このスリップありの判定がなされたときは、モータ
電流設定値IMを低減してモータ電流iMを低減させる（S1
2）。On the other hand, in step S8, the deceleration dn / dt is the expected deceleration dN / dt.
If it is larger, it is determined whether or not the slip start point is present depending on whether d 2 n / dt 2 <0 (S11-1). If this determination is NO, the process proceeds to S9, and if YES, it is determined that the slip is continuing (S11-2). This state is
This corresponds to the period shown as "slip" in FIG. When it is determined that there is slip, the motor current setting value I M is reduced to reduce the motor current i M (S1
2).
その後、d2n/dt2＞０で、かつ、dn/dn＝０かを調べる
ことで、スリップ是正スタート点が存在したかを判定す
る（S13−１）。スリップ是正スタート点が存在してい
れば、次に、dn/dt＞０になったかどうかによりスリッ
プ是正中が存在したかを調べる（S13−２）。スリップ
是正中が存在していれば、この状態は第５図において
「スリップ是正」と表示した期間に該当する。その後、
d2n/dt2＜０になったかどうかにより、スリップ是正収
束が存在したかを判定する（S13−３）。スリップ是正
収束が存在していれば、次に、dn/dt＝０かを調べるこ
とにより、スリップ是正完了かを判定して（S14）。ス
リップ是正完了であれば、スリップなしの判定を行なう
（S15）。この状態が第５図の「スリップ是正」の完了
時点である。上記スリップなしの判定の後は、ステップ
S1に戻り、以下同様の動作を繰り返す。Then, it is determined whether or not the slip correction start point exists by checking whether d 2 n / dt 2 > 0 and dn / dn = 0 (S13-1). If the slip correction start point exists, then it is checked whether or not the slip correction is in progress by checking whether dn / dt> 0 (S13-2). If the slip correction in progress exists, this state corresponds to the period indicated as "slip correction" in FIG. afterwards,
Whether or not the slip correction convergence exists is determined depending on whether d 2 n / dt 2 <0 (S13-3). If slip correction convergence exists, then it is determined whether the slip correction is completed by checking whether dn / dt = 0 (S14). If the slip correction is completed, it is determined that there is no slip (S15). This state is the completion point of "slip correction" in FIG. After the above determination that there is no slip, step
Returning to S1, the same operation is repeated thereafter.
なお、上記ステップS13−1,13−2,13−３での判定の
いずれかがNOであれば、ステップS1に戻って同様の動作
を繰り返す。If any of the determinations in steps S13-1, 13-2, 13-3 is NO, the process returns to step S1 and the same operation is repeated.
上記の動作を行なうことにより、スリップ始点、スリ
ップ是正スタート点、スリップ是正中、スリップ是正収
束、スリップ是正完了といった各過渡点の推移を確認す
ることができる。したがって、第５図に示すように、時
間経過と共にモータ回転数ｎを減少させることができ、
それと同時に発生トルクτＭは変化する。同図から分か
るように、発生トルクτＭがスリップする限界トルクの
レベルを越えている期間が、スリップ期間となり、同レ
ベルを下回り、かつ、減少している期間が、スリップ是
正期間となる。かくして、スリップ検出と減速制御を小
刻みに、かつ迅速に行なうことが可能となり、したがっ
て、路面と駆動輪の摩擦係数μに応じてスリップの発生
をできるだけ抑えて、高い減速性能を得ることができ応
答性が良く、それと同時に、乗り心地が良好になる。By performing the above operation, it is possible to confirm the transition of each transition point such as the slip start point, the slip correction start point, the slip correction in progress, the slip correction convergence, and the slip correction completion. Therefore, as shown in FIG. 5, the motor rotation speed n can be decreased with the passage of time,
At the same time, the generated torque τ M changes. As can be seen from the figure, the period during which the generated torque τ M exceeds the level of the limit torque for slipping is the slip period, and the period during which it falls below the same level and decreases is the slip correction period. In this way, slip detection and deceleration control can be performed in small increments and quickly, and therefore slippage can be suppressed as much as possible according to the friction coefficient μ between the road surface and the drive wheels, and high deceleration performance can be obtained. The ride is good and at the same time the ride quality is good.
なお、上記ではモータの回転数ｎを検出し、また、予
想回転数Ｎの予想加速度dN/dtを求めた実施例を示した
が、モータの回転数と駆動車輪との間に滑りを有しない
通常の電気車等では、モータの回転数に代えて、駆動車
輪の回転数を用いても、同様にスリップ検出および減速
度制御を行なうことができる。In the above description, the rotation speed n of the motor is detected, and the predicted acceleration dN / dt of the predicted rotation speed N is obtained. However, there is no slip between the rotation speed of the motor and the driving wheels. In an ordinary electric vehicle or the like, slip detection and deceleration control can be similarly performed by using the rotation speed of the drive wheels instead of the rotation speed of the motor.
［発明の効果］ 以上のように本発明のスリップ検出方法によれば、走
行用モータの回転数検出値とモータ電流検出値を入力と
し、電気制動時の減速時における回転数ｎの減速度dn/d
tと、その変化曲率d2n/dt2とを演算し、また、モータ電
流検出値から求まる発生トルクに基いて求められる予想
回転数Ｎの減速度dN/dtと上記dn/dtとを比較することに
より、スリップ発生の有無を判定し、かつ、上記d2n/dt
2から過渡点推移を確認するようにしているので、制動
時のスリップ検出を迅速かつ精度良く行なうことができ
る。[Effects of the Invention] As described above, according to the slip detection method of the present invention, the deceleration dn of the rotation speed n during deceleration during electric braking is input with the rotation speed detection value and the motor current detection value of the traveling motor as input. / d
t and its change curvature d 2 n / dt 2 are calculated, and the deceleration dN / dt of the predicted rotation speed N obtained based on the generated torque obtained from the motor current detection value is compared with the above dn / dt. By determining the occurrence of slip, the above d 2 n / dt
Since the transition of the transition point is confirmed from 2 , the slip detection during braking can be performed quickly and accurately.
そして、スリップを検出した時に、モータ電流を低減
して、dn/dtとd2n/dt2により過渡点の推移を調べて、ス
リップ是正、是正完了の判定をし、是正完了後に、モー
タ電流を徐々に大きくして同様の動作を繰り返すことに
より減速度を制御するようにしている。したがって、高
精度にスリップ発生をできるだけ抑えつつ、小刻みに減
速することができ、減速性、応答性のより一層の向上を
図ることができる。特に、本発明方法は、前進から後進
に、或いは後進から前進に駆動を切換えることによりプ
ラギング制動をかけることがしばしば行なわれるリーチ
式フォークリフト車等に用いれば、極めて有用である。Then, when a slip is detected, the motor current is reduced and the transition of the transition point is checked by dn / dt and d 2 n / dt 2 to determine whether slip correction or correction has been completed. Is gradually increased and the same operation is repeated to control the deceleration. Therefore, it is possible to decelerate in small steps while suppressing slippage with high accuracy as much as possible, and it is possible to further improve deceleration and responsiveness. In particular, the method of the present invention is extremely useful when used in a reach type forklift truck or the like in which plugging braking is often performed by switching the drive from forward to reverse or from reverse to forward.
第１図は本発明方法を実施するための制御系のブロック
図、第２図、第３図は同制御系に用いた回転数検出セン
サ部の構成図、第４図は本発明方法の一実施例を説明す
るためのフローチャート、第５図は本発明方法による減
速時の回転数とトルクのタイムチャート、第６図は本発
明方法が実施される電気車の一例としてのリーチ式フォ
ークリフト車の側面図である。 １……車体、４……走行用モータ、６……制御装置、７
……アクセルレバー、９……回転数検出センサ、11……
電流検出器、14……MPU。FIG. 1 is a block diagram of a control system for carrying out the method of the present invention, FIGS. 2 and 3 are configuration diagrams of a rotation speed detection sensor unit used in the control system, and FIG. 4 is one example of the method of the present invention. FIG. 5 is a flow chart for explaining an embodiment, FIG. 5 is a time chart of rotation speed and torque during deceleration according to the method of the present invention, and FIG. 6 is a reach type forklift truck as an example of an electric vehicle in which the method of the present invention is implemented. It is a side view. 1 ... Car body, 4 ... Running motor, 6 ... Control device, 7
...... Accelerator lever, 9 ...... Rotation speed detection sensor, 11 ......
Current detector, 14 …… MPU.
Claims (3)
転数ｎを検出し、この回転数ｎの減速度dn/dtと回転数
ｎの変化曲率d2n/dt2を演算する一方、上記モータのモ
ータ電流値iMを検出し、この電流値iMと予め記憶させた
モータの電流−トルク特性のテーブルとより、モータの
発生トルクτＭを求め、このトルクτＭと走行所要トル
クτＲとの和よりモータの予想回転数Ｎの予想減速度dN
/dtを、 dN/dt＝−Ｋ（τＭ＋τＲ） ただしＫは定数 として求め、上記dn/dtがdN/dtより小さいとき駆動輪が
スリップしていると判定し、該スリップあり判定のとき
で、上記演算によるd2n/dt2が下凸曲線の極小値である
ときは、スリップ始点と判定することを特徴とした電気
車における電気制動時のスリップ検出方法。1. A rotation speed n of a motor for driving a traveling drive wheel of an electric vehicle is detected, and a deceleration dn / dt of this rotation speed n and a change curvature d 2 n / dt 2 of the rotation speed n are calculated. detects a motor current value i M of the motor, the current value i M and prestored motor current were - more torque characteristics table, obtains the generated torque tau M of the motor, the travel required and the torque tau M From the sum of the torque τ R , the expected deceleration dN of the expected motor speed N
The / dt, determined as dN / dt = -K (τ M + τ R) where K is a constant, the dn / dt is determined to drive wheels is smaller than dN / dt is slipping, the slip located in the determination At this time, when d 2 n / dt 2 obtained by the above calculation is a minimum value of the downward convex curve, it is determined as a slip start point, and a slip detection method during electric braking in an electric vehicle.
リップありと判定されたとき、モータ電流を低減させて
スリップ是正を行なうとき、モータ回転数ｎの減速度dn
/dtと変化曲率d2n/dt2から過渡点推移を調べることによ
り、スリップ是正の確認、及び、スリップ是正完了の判
定を行ない、その後、アクセルからの指示によるモータ
電流許容値までモータ電流を徐々に大きくしながら上記
スリップ検出を行なうことを特徴とした電気車における
減速度制御方法。2. When the slip detection method according to claim 1 determines that there is a slip, when the motor current is reduced to correct the slip, the deceleration dn of the motor rotation speed n.
By checking the transition point transition from / dt and change curvature d 2 n / dt 2 , the slip correction is confirmed and the slip correction completion is judged.After that, the motor current is reduced to the motor current allowable value instructed by the accelerator. A deceleration control method for an electric vehicle, characterized in that the slip detection is performed while gradually increasing.
き、モータ回転数ｎの減速度dn/dtと変化曲率d2n/dt2に
よる過渡点推移の過渡点推移に基き、d2n/dt2＞０、か
つ、dn/dt＝０になれば、スリップ是正スタート点と判
定し、その後、dn/dt＞０となれば、スリップ是正中で
あると判定し、次いで、d2n/dt2＜０となれば、スリッ
プ是正収束と判定し、最後に、dn/dt＝０となれば、ス
リップ是正が完了したと判定することを特徴とした電気
車における減速度制御方法。3. When performing the slip correction according to claim 2, based on the transition point transition of the transition point transition due to the deceleration dn / dt of the motor speed n and the change curvature d 2 n / dt 2 , d 2 n / If dt 2 > 0 and dn / dt = 0, it is judged as the slip correction start point, and if dn / dt> 0 thereafter, it is judged that the slip correction is in progress, and then d 2 n / A deceleration control method for an electric vehicle, characterized in that when dt 2 <0, it is determined that the slip correction has converged, and finally when dn / dt = 0, it is determined that the slip correction has been completed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1160040A JP2674833B2 (en) | 1989-06-22 | 1989-06-22 | Slip detection method and deceleration control method during electric braking in an electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1160040A JP2674833B2 (en) | 1989-06-22 | 1989-06-22 | Slip detection method and deceleration control method during electric braking in an electric vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0327702A JPH0327702A (en) | 1991-02-06 |
| JP2674833B2 true JP2674833B2 (en) | 1997-11-12 |
Family
ID=15706635
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1160040A Expired - Lifetime JP2674833B2 (en) | 1989-06-22 | 1989-06-22 | Slip detection method and deceleration control method during electric braking in an electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2674833B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11352243B2 (en) | 2018-09-13 | 2022-06-07 | Crown Equipment Corporation | System and method for controlling a maximum vehicle speed for an industrial vehicle based on a calculated load |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5895996A (en) * | 1994-09-29 | 1999-04-20 | Seiko Epson Corporation | Saw device |
| JP4719186B2 (en) * | 2007-06-06 | 2011-07-06 | 本田技研工業株式会社 | Electric vehicle driving control system |
| CN103935265B (en) * | 2014-04-24 | 2016-10-05 | 吴刚 | A kind of vehicle body stabilizing control system of electric automobile |
-
1989
- 1989-06-22 JP JP1160040A patent/JP2674833B2/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11352243B2 (en) | 2018-09-13 | 2022-06-07 | Crown Equipment Corporation | System and method for controlling a maximum vehicle speed for an industrial vehicle based on a calculated load |
| US11945705B2 (en) | 2018-09-13 | 2024-04-02 | Crown Equipment Corporation | System and method for controlling a maximum vehicle speed for an industrial vehicle based on a calculated load |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0327702A (en) | 1991-02-06 |
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