CN103429457A - 电动汽车 - Google Patents
电动汽车 Download PDFInfo
- Publication number
- CN103429457A CN103429457A CN2012800118479A CN201280011847A CN103429457A CN 103429457 A CN103429457 A CN 103429457A CN 2012800118479 A CN2012800118479 A CN 2012800118479A CN 201280011847 A CN201280011847 A CN 201280011847A CN 103429457 A CN103429457 A CN 103429457A
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- Prior art keywords
- value
- drive wheel
- motor
- mentioned
- wheel
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
- B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
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- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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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
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
本发明用于电动汽车,该电动汽车包括电动机(6)和电动机控制部(29),该电动汽车具有内轮电动机驱动装置(8),该内轮电动机驱动装置(8)具有支承驱动轮(2)的车轮用轴承(4)、电动机(6)与减速器(7)。设置干扰观察器(43),其求出相对驱动轮(2)的外力影响量的推算值(⌒Te)。设置滑移量补偿机构(44),该滑移量补偿机构(44)采用该外力影响量的推算值(⌒Te),求出与驱动轮(2)的滑移量相对应的补偿值(Tc),对电动机(6)的加速踏板信号(Tr)进行补偿,作为电动机转矩指令值(Tmr)。
Description
相关申请
本申请要求申请日为2011年3月7日、申请号为日本特愿2011—048630号申请的优先权,通过参照其整体,将其作为构成本申请的一部分的内容而进行引用。
技术领域
本发明涉及具有内轮电动机驱动装置的电池驱动、燃料电池驱动等的电动汽车。
背景技术
与内燃发动机相比较,在电动汽车中采用响应性高的电动机。特别是在内轮电动机型的电动汽车中,各轮独立地采用响应性高的电动机。
现有技术文献
专利文献
专利文献1:日本特开2008—172935号公报
发明内容
发明要解决的课题
由于像上述那样,在电动汽车中采用响应性高的电动机,故在轮胎因滑移等而与路面离开时,轮胎产生急剧的转数上升。为此,制动器处于不利的状况。这样的滑移所造成的电动机的急剧的转数上升对于汽车的稳定的行驶是不好的。在分别驱动车轮的内轮电动机型的电动汽车中,必须极力地防止一部分的驱动轮的上述这样的滑移造成的电动机的急剧的转数上升。由此,人们还考虑求出滑移量,对提供给电动机的转矩指令值进行补偿,但是,没有确立适合的滑移量的检测方法,另外即使仅仅求出滑移量而进行补偿的情况下,在车辆中具有爬坡的车辆重量、风等的外力的影响,无法进行适合的转矩指令值的补偿。
本发明的目的在于提供一种电动汽车,该电动汽车考虑了坡道行驶时的车辆重量、风等造成的外力的影响,可实现适合的轮胎的滑移的防止,不伴随有滑移防止用的无用的行驶性能的限制,确实防止滑移。针对本发明的概述,采用表示实施方式的附图中的标号而进行说明。
解决课题用的技术方案
本发明的电动汽车具有内轮电动机驱动装置8,该内轮电动机驱动装置8具有支承驱动轮2的车轮用轴承4、电动机6以及夹设于该电动机6和该车轮用轴承4之间的减速器7,该电动汽车设置有:干扰观察器43,该干扰观察器43求出相对驱动轮2的外力影响量的推算值⌒Te;滑移量对应补偿机构44,该滑移量对应补偿机构44采用该外力影响量的推算值⌒Te,求出作用于驱动轮2上的转矩推算值、驱动轮2的转数推算值⌒ω2以及驱动轮2的旋转角加速度推算值⌒·ω,将它们与各自实际的驱动轮2的转数ω2、旋转角加速度·ω2进行比较,由此,推算轮胎的滑移量,根据该推算量求出补偿值Tc,对上述电动机的加速踏板信号Tr进行补偿,作为电动机转矩指令值Tmr。
干扰观察器43将上述电动机转矩指令值Tmr除以根据车辆惯性而推算的围绕驱动轮的惯性力矩J,求出该除法运算而获得的值的积分值⌒ω1和从动轮转数ω1的差分值,对该差分值进行时间微分运算,进一步将乘以上述惯性力矩J的值作为相对驱动轮的外力影响量的推算值⌒Te。
上述滑移量对应补偿机构44求出:
速度差分值,该速度差分值为:将上述外力影响量的推算值⌒Te与上述电动机转矩指令值Tmr的加法运算值除以根据上述车辆惯性而推算的围绕驱动轮的惯性力矩J且对其进一步进行积分运算而获得的值⌒ω2、与驱动轮转数ω2的差分值;或加速度差分值,该加速度差分值为:将外力影响量的推算值⌒Te与上述电动机转矩指令值Tmr的加法运算值除以根据车辆惯性而推算的围绕驱动轮的惯性力矩J而获得的值⌒·ω2、与对驱动轮转数ω2进行时间微分运算而获得的值·ω2的差分值;
将下述信号Tc相对上述加速踏板信号Tr而进行减法运算,作为上述电动机转矩指令值Tmr,该信号Tc与该速度差分值和加速度差分值中的任意一值、或通过另一差分值而对任意一差分值进行补偿而获得的值成比例。
在本说明书中,“转数”为单位时间的转数,与旋转速度同义。另外,根据车辆惯性而推算的围绕驱动轮的惯性力矩J为根据车辆的质量及车轮数而确定的值。
按照该方案,干扰观察器43将电动机转矩指令值Tmr除以围绕驱动轮2的惯性力矩J,求出该除法运算而获得的值的积分值⌒ω1和从动轮转数ω1的差分值,对该差分值进行时间微分,进一步将乘以上述惯性力矩J的值作为相对驱动轮2的外力影响量的推算值⌒Te。将电动机转矩指令值Tmr除以围绕驱动轮2的惯性力矩J,对该除法运算而获得的值进行积分运算而获得的值为平地行驶的场合的从动轮转数的推算值⌒ω1。像这样,由于对平地行驶的场合的从动轮转数的推算值⌒ω1和实际检测的从动轮转数ω1进行比较,故可求出爬坡时等的外力的影响量的推算值⌒Te。另外,由于从动轮3伴随车辆的行驶而旋转,故从动轮转数视为车辆的行驶速度。
上述滑移量对应补偿机构44将比如像这样通过干扰观察器43而求出的外力影响量的推算值⌒Te和上述电动机转矩指令值Tmr的加法运算值除以围绕驱动轮的惯性力矩J,求出作为对其进一步进行积分运算的值⌒ω2和驱动轮转数ω2的差分值的速度差分值。上述积分运算的值⌒ω2为没有滑移的场合的驱动轮转数的推算值,其为考虑了外力的影响量的推算值。该驱动轮转数的推算值⌒ω2和实际检测的驱动轮2的转数ω2的差分值为相当于驱动轮2的滑移量的推算值。相当于该滑移量的推算值为考虑了上述外力的影响量的推算值,为以良好的精度而求出的推算值。将与像这样求出的驱动轮2的滑移量的推算值成比例的值Tc相对加速踏板信号Tr进行减法运算,作为电动机转矩指令值Tmr。由此,考虑了坡道行驶时的车辆重量、风等的外力的影响,可实现适合的轮胎的滑移的防止,不伴随有用于防止滑移的无用的行驶性能的限制,可确实防止滑移。
在上面描述中,属于上述滑移量对应补偿机构44对检测值ω2和推算值⌒ω2进行比较,对驱动轮2的转数进行补偿的场合,但是同样在对检测值·ω2和推算值⌒·ω2进行比较,对驱动轮2的加速度进行补偿的场合,仍确实防止滑移。另外,在采用对针对驱动轮2的转数的检测值和推算值进行比较的差分值、与对针对加速度的检测值和推算值进行比较的差分值进行补偿的场合,可进一步实现适合的滑移的防止。
也可在本发明中,上述电动机6构成内轮电动机驱动装置8,该内轮电动机驱动装置8的一部分或整体设置于驱动轮2的内部,包括上述电动机6和车轮用轴承4。另外,上述内轮电动机驱动装置8包括上述减速器7,该减速器7减小上述电动机6的旋转速度,将其传递给驱动轮2。
如果为采用内轮电动机驱动装置8的电动汽车,由于各驱动轮2独立地通过响应性高的电动机6而驱动,故驱动轮2的滑移检测的控制大大影响行驶的安全性。由此,按照本发明,由于针对各驱动轮2实现与路面状况等相对应的适合的轮胎的滑移的防止,故有效地防止车整体的滑移。另外,由于内轮电动机驱动装置8的至少一部分设置于驱动轮2内部,故沿驱动轮2的轴心方向的内轮电动机驱动装置8的尺寸变小。在内轮电动机驱动装置8带有减小上述电动机6的旋转速度,将其传递给驱动轮2的减速器7的场合,有助于电动机6的小型化。
在本发明中,上述减速器7也可为摆线减速器。对于摆线减速器,获得比如1/10以上的高减速比,并且获得平滑的动作。由于为高减速比,故电动机6采用小型、且高速旋转的类型,导致车辆的轻质化。在减速器为摆线减速器这样的高减速的场合,由于电动机的转矩放大而传递给轮胎,故电动机的驱动转矩对滑移的影响大。由此,本发明的滑移防止的效果更进一步有效。
权利要求书和/或说明书和/或附图中公开的至少两个方案中的任意的组合均包含在本发明中。特别是权利要求书中的各项权利要求的两个以上的任意的组合也包含在本发明中。
附图说明
根据参照附图的下面的优选的实施形式的说明,会更清楚地理解本发明。但是,实施形式和附图用于单纯的图示和说明,不应用于确定本发明的范围。本发明的范围由权利要求书确定。在附图中,多个附图中的同一部件标号表示同一或相当的部分。
图1为通过俯视图而表示本发明的一个实施方式的电动汽车的构思方案的方框图;
图2为表示该电动汽车中的内轮电动机单元的构思方案的方框图;
图3为表示该电动汽车中的电动机控制部的构思方案的方框图;
图4为表示该电动汽车中的内轮电动机驱动装置的剖面主视图;
图5为沿图4中的V—V线的剖视图;
图6为图5的部分放大剖视图;
图7为该电动汽车中的旋转检测器的一个例子的纵向剖视图。
具体实施方式
根据图1~图7,对本发明的一个实施方式进行说明。该电动汽车为4轮的汽车,其中,构成图1所示的车轮1的左右的后轮的车轮为驱动轮2,构成左右的前轮的车轮为从动轮3的操舵轮。构成驱动轮2和从动轮3的车轮均具有轮胎,分别经由车轮用轴承4、5而支承于车身1上。对于车轮用轴承4、5,在图1中,标注轮毂轴承的简称“H/B”。左右的驱动轮2、2分别通过独立的响应性高的电动机6、6而驱动。电动机6的旋转经由减速器7和车轮用轴承4传递给车轮2。该电动机6、减速器7、与车轮用轴承4相互构成作为一个组成部件的内轮电动机驱动装置8。
像图2所示的那样,内轮电动机驱动装置8的一部分或全部设置于车轮2的内部。也可在本实施方式中,沿驱动轮2的轴心C,车轮用轴承4和减速器7的整体和电动机6的一部分与驱动轮2重合,或内轮电动机驱动装置8的整体与驱动轮2重合。电动机6也可不经由减速器7,而直接旋转驱动驱动轮2。各内轮电动机驱动装置8与图1的后述的变频装置22共同构成内轮电动机单元30。在各驱动轮2和从动轮3上分别设置作为电动式等的摩擦制动器的机械式的制动器9、10。
构成左右的前轮的操舵轮的从动轮3、3可经由转向机构11进行转向,通过操舵机构12而操舵。转向机构11为通过左右移动系杆11a,改变保持车轮用轴承5的转向节臂11b的角度的机构,通过操舵机构12的指令,驱动EPS(电动助力转向)电动机13,经由旋转、直线运动转换机构(图中未示出)而左右移动。转向角通过转向角传感器15而检测,该传感器输出送给ECU21,该信息用于左右的驱动轮2、2的加速、减速指令等。
对控制系统进行说明。作为进行汽车整体的控制的电子控制单元的ECU21、按照该ECU21的指令进行行驶用的电动机6的控制的变频装置22、与制动控制器23装载于车身1上。ECU21由计算机、在其中运行的程序以及各种的电子电路等构成。
如果从功能类别而分类,ECU21分为进行涉及驱动的控制的驱动控制部21a和进行其它的控制的普通控制部21b。驱动控制部21a具有转矩分配机构48,该转矩分配机构48根据加速踏板操作部16所输出的加速指令、制动操作部17所输出的减速指令、以及转向角传感器15所输出的旋转指令,将提供给左右轮的行驶用电动机6、6的加速、减速指令作为转矩指令值而形成,将其输出给变频装置22。转矩分配机构48具有下述的功能,即,在具有制动操作部17所输出的减速指令时,分配成将电动机6用作再生制动器的制动转矩指令值、与使机械式的制动器9、10动作的制动转矩指令值。用作再生制动器的制动转矩指令值在转矩指令值中反映提供给上述左右的驱动轮2、2的行驶用电动机6、6的加速、减速指令。使机械式的制动器9、10动作的制动转矩指令值输出给制动控制器23。
转矩分配机构48不但具有上述功能,还具有下述的功能,即,采用根据设置于各车轮2、3的车轮用轴承4、5上的旋转传感器24、24A而获得的轮胎转数的信息、车载的各传感器的信息,对所输出的加速、减速指令进行补偿。加速踏板操作部16由加速踏板和检测其踏入量,输出上述加速指令的传感器16a构成。制动操作部17由制动踏板和检测其踏入量,输出上述减速指令的传感器17a构成。
ECU21的普通控制部21b具有控制各种的辅助系统25的功能;对来自控制台的操作面板26的输入指令进行处理的功能;在显示机构27中进行显示的功能等。该辅助系统25为比如空调、灯、雨刷器、GPS、气囊等,在这里,作为代表,作为一个块而示出。
制动控制器23为按照从ECU21所输出的减速指令,将制动指令提供给各驱动轮2、2、各从动轮3、3的机械式的制动器9、10的机构,制动控制器23由作为制动专用ECU的电子电路、微型计算机等构成。在从主ECU21输出的制动指令中,包括通过制动操作部17所输出的减速指令而生成的指令,以及通过ECU21所具有的安全性提高用的机构而生成的指令。制动控制器23包括防抱死系统。
变频装置22由相对各电动机6而设置的电源电路部28、与控制该电源电路部28的电动机控制部29构成。电动机控制部29既可相对各电源电路部28而共同地设置,也可分别地设置,但是,即使在共同地设置的情况下,仍可按照比如电动机转矩相互不同的方式单独地控制各电源电路部28。电动机控制部29具有下述的功能,即,该电动机控制部29所具有的内轮电动机驱动装置8的各检测值、控制值等的各信息(称为“IWM系统信息”)输出给ECU21。
在本实施方式中,电动机控制部29相对各电源电路部28而分别设置,通过由电源电路部28和电动机控制部29构成的变频装置22、与包括其控制对像的电动机6的内轮电动机驱动装置8,像前述那样构成内轮电动机单元30。
图2为表示该电动汽车中的内轮电动机单元30的构思方案的方框图。变频装置22的电源电路部28由变频器31与PWM驱动器32构成,变频器31将电池19(图1)的直流电转换为用于电动机6的驱动的三相的交流电,该PWM驱动器32控制该变频器31。该电动机6由三相的同步电动机,比如IPM型(埋入磁铁型)同步电动机等构成。变频器31由多个半导体开关元件(图中未示出)构成,PWM驱动器32对已输入的电流指令进行脉冲幅度调制,将开关(onoff)指令提供给上述各半导体开关元件。
电动机控制部29由计算机、在其中运行的程序以及电子电路构成。电动机控制部29为下述的机构,该机构按照从作为上级控制机构的ECU21提供的转矩指令等的加速、减速指令,转换为电流指令,将电流指令提供给电源电路部28的PWM驱动器32。另外,电动机控制部29根据电流传感器35,获得从变频器31而流过电动机6的电动机电流值,进行电流反馈控制。另外,在该电流控制中,根据角度传感器36而获得电动机6的转子的转角,进行矢量控制等的与转角相对应的控制。
在本实施方式中,在电动机控制部29中,设置下述的干扰观察器43与滑移量对应补偿机构44。干扰观察器43为求出相对驱动轮2的爬坡时的车体重量、风的影响等的外力影响量的推算值的机构,换言之,为外力影响量推算机构。滑移量对应补偿机构44为采用通过干扰观察器43而求出的外力影响量的推算值,求出与驱动轮2的滑移量相对应的补偿值,对电动机6的加速踏板信号进行补偿,形成电动机转矩指令值的机构。
结合图3,对干扰观察器43与滑移量对应补偿机构44的具体结构进行说明。干扰观察器43包括惯性除法运算部43a、积分部43b、运算部43c、时间微分部43d以及惯性乘法运算部43e。干扰观察器43借助惯性除法运算部43a,通过根据车辆惯性而推算的围绕驱动轮的惯性力矩J,除以电动机转矩指令值Tmr,通过积分部43b而求出该除法运算而获得的值的积分值。该积分值为表示平地行驶时的车辆速度的值,为平地行驶时的从动轮转数的推算值⌒ω1。由于从动轮3伴随车辆的行驶而旋转,故将从动轮转数视为车辆行驶速度(另外,在本说明书中,符号的前缀的“⌒”表示推算值,但是具有该“⌒”的符号省略的情况。另外,在附图中,“⌒”与其它的符号结合。
通过运算部43c,求出该从动轮转数的推算值⌒ω1(rad/s)、与通过上述旋转传感器24而检测的从动轮转数的推算值ω1(rad/s)的差分值,通过时间微分部43d而对该差分值进行时间微分处理,另外通过惯性乘法运算部43e而乘以上述惯性力矩J的值为相对驱动轮2的外力影响量的推算值⌒Te。
该外力影响量的推算值⌒Te为比如,在爬坡时等作用于电动机6上的转矩的推算值。另外,像在图3中紧接电动机6而所示的那样,在电动机6的轮转矩(驱动轮)Tm中添加外力的发生转矩Te的值为实际上作用于驱动轮2上的转矩Tmt。干扰观察器43求出该外力的发生转矩Te的推算值⌒Te。
另外,输入到干扰观察器43的惯性除法运算部43a中的电动机转矩指令值Tmr为相对从转矩分配机构48输出的一个的电动机6的加速踏板信号Tr(转矩指令的信号),减去通过滑移量对应补偿机构44而求出的补偿值Tc而得到的值,为提供给电源电路部28的指令值。
滑移量对应补偿机构44包括外力影响量加法运算部44a、惯性除法运算部44b、积分部44c、第1运算部44d、第1放大部44e、时间微分部44f、第2运算部44j、第2放大部44k、第3运算部44m、系数乘法运算部44n、与补偿量减法运算部44p。
滑移量对应补偿机构44中的外力影响量加法运算部44a求出通过干扰观察器43而求出的上述外力影响量的推算值⌒Te和上述电动机转矩指令值Tmr的加法运算值。该加法运算值为作用于驱动轮2上的全部转矩的推算值。通过惯性除法运算部44b,以根据上述车辆惯性而推算的围绕驱动轮的惯性力矩J而除以作为作用于该驱动轮2上的全部转矩的推算值的加法运算值,求出驱动轮2的加速度的推算值⌒·ω2(符号“·”表示微分值,在图中,“·”与其它的符号结合),接着求出通过积分值44c而积分的值。该经过积分运算的值为不产生滑移的场合的驱动轮转数的推算值⌒ω2。第1运算部44d求出作为该驱动轮转数的推算值⌒ω2(rad/s)与驱动轮转数ω2(rad/s)的差分值的速度差分值。该速度差分值相当于驱动轮2的滑移量。驱动轮转数ω2采用通过旋转传感器24而检测的值。
另外,通过时间微分部44f,对该驱动轮转数ω2进行时间微分运算,求出驱动轮2的加速度·ω2,通过第2运算部44j,对该加速度·ω2、与通过上述惯性除法运算部44b而计算的驱动轮2的加速度的推算值⌒·ω2进行比较。通过上述惯性除法运算部44b而计算的加速度的推算值⌒·ω2为不产生滑移的场合的驱动轮2的加速度,第2比较部44j的比较结果为滑移造成的加速度差分值。
作为上述第1比较部44d的运算结果的速度差分值、与作为上述第2比较部44j的运算结果的加速度差分值分别通过第1、第2放大部44e、44k,以确定的放大率而放大,两个放大值通过第3比较部44m而进行加法运算。
像这样求出的速度差分值和加速度差分值的放大后的加法运算值、与用于通过系数乘法运算44n而调制的系数C相乘而得到的值为补偿值。系数C比如c1与作为微分项的c2的加法运算值。即,C=C1+C2(d/dt)。
该补偿值通过补偿量减法运算部44P而相对从转矩分配机构48输出的加速踏板信号Tr进行减法运算,得到转矩指令值Tmr。该转矩指令值Tmr输出给电动机6的电源电路部28、驱动电动机6。
对上述方案的滑移控制进行说明。在图3中,干扰观察器43通过围绕驱动轮2的惯性力矩J,除以电动机转矩指令值Tmr,求出通过该除法运算而得到的值的积分值⌒ω1。求出该积分值⌒ω1与从动轮转数ω1的差分值,对该差分值进行时间微分,接着求出乘以上述惯性力矩J的值。该值为相对驱动轮2的外力影响量的推算值⌒Te。
通过围绕驱动轮2的惯性力矩J,除以电动机转矩指令值Tmr,进一步进行积分运算而得到的值为像上述那样,平地行驶的场合的从动轮转数的推算值⌒ω1。由于像这样,对平地行驶的场合的从动轮转数的推算值⌒ω1和实际检测的从动轮转数ω1进行比较,故可求出爬坡时等的外力的影响量的推算值⌒Te。
滑移量对应补偿机构44根据车辆惯性而推算的围绕驱动轮的惯性力矩J,除以像上述那样通过干扰观察器43而求出的外力的影响量的推算值⌒Te与上述电动机转矩指令值Tmr的加法数值,求出进一步进行积分运算的值⌒ω2,求出作为该值⌒ω2和驱动轮转数ω2的差分值的速度差分值。
上述积分的值⌒ω2为不产生滑移的场合的驱动轮转数的推算值,其为考虑了外力的影响量的推算值。该驱动轮转数的推算值⌒ω2和实际上检测到的驱动轮2的转数ω2的差分值为相当于驱动轮2的滑移量的推算值。相当于该滑移量的推算值为考虑了上述外力的影响量的推算值,为以良好的精度而求出的推算值。
另外,通过时间微分部44f,对驱动轮ω2进行时间微分运算,求出驱动轮2的加速度·ω2,对该加速度·ω2与通过上述惯性除法运算部44b而计算的驱动轮2的加速度的推算值⌒·ω2进行比较,求出加速度差分值。
该速度差分值和加速度差分值分别通过第1、第2放大部44e、44k而放大,对两个放大值进行加法运算。相对加速踏板信号Tr,减去与像这样求出的驱动轮2的滑移量的推算值成比例的值,得到电动机转矩指令值Tmr。由此,考虑了坡道行驶时的车辆重量、风等的外力的影响,可实现适合的轮胎的滑移的防止,不伴随有用于防止滑移的无用的行驶性能的限制,可确实防止滑移。
此外,在上述实施方式中,速度差分值和加速度差分值的两者用于加速踏板信号Tr的补偿,但是,也可采用速度差分值和加速度差分值中的任意一者,进行加速踏板信号Tr的补偿。
像这样,通过干扰观察器43,求出相对驱动轮2的外力影响量的推算值⌒Te,采用该外力影响量的推算值⌒Te,通过滑移量对应补偿机构44求出与驱动轮2的滑移量相对应的补偿值,对电动机6的加速踏板信号Tr进行补偿,由此,考虑坡道行驶时的车辆重量、风等的外力的影响,可实现适合的轮胎的滑移的防止,不伴随有用于防止滑移的无用的行驶性能的限制,可确实防止的滑移。
下面结合图4~图6,给出上述内轮电动机驱动装置8的具体例子。在内轮电动机驱动装置8中,减速器7夹设于车轮用轴承4和电动机6之间,将作为通过车轮用轴承4支承的驱动轮的车轮2的轮毂和电动机6的旋转输出轴74连接于同轴心上。该减速器7为摆线减速器,其为下述的结构,在同轴地连接于电动机6的旋转输出轴74上的旋转输入轴82上,形成偏心部82a、82b,分别在偏心部82a、82b上,经由轴承85安装曲线板84a、84b,将曲线板84a、84b的偏心运动作为旋转运动,传递给车轮用轴承4。另外,在本说明书中,将在安装于车辆上的状态,靠近车辆的车宽方向的外侧的一侧称为外侧,将靠近车辆的中间处的一侧称为内侧。
车轮用轴承4由外方部件51、内方部件52和多排滚动体55构成,在外方部件51的内周上形成多排的滚动面53,在内方部件52的外周上形成与各滚动面53面对的滚动面54,该多排滚动体55夹设于该外方部件51和内方部件52的滚动面53、54之间。内方部件52兼作安装驱动轮的轮毂。该车轮用轴承4为多排的角接触球轴承型,滚动体55由滚珠形成,针对每排而通过保持器56保持。上述滚动面53、54的截面呈圆弧状,各滚动面53、54按照滚珠接触角在背面对准的方式形成。外方部件51和内方部件52之间的轴承空间的外侧端通过一对密封件57密封。
外方部件51为静止侧轨道圈,具有安装于减速器7的外侧的外壳83b上的法兰51a,为整体是一体的部件。在法兰51a上的周向的多个部位,开设有螺栓插孔64。另外,在外壳83b中的与螺栓插孔64相对应的位置,开设有于内周车有螺纹的螺栓螺接孔94。穿过螺栓插孔64的安装螺栓65螺接于螺栓螺接孔94中,由此将外方部件51安装于外壳83b上。
内方部件52为旋转侧轨道圈,由外侧件59和内侧件60构成,该外侧件59具有车辆安装用的轮毂法兰59a,该内侧件60的外侧嵌合于该外侧件59的内周,通过压接与外侧件59形成一体。在该外侧件59和内侧件60上,形成上述各排的滚动面54。在内侧件60的中心,开设有通孔61。在轮毂法兰59a上的周向的多个部位,开设有轮毂螺栓66的压配合孔67。在外侧件59的轮毂法兰59a的根部附近,对驱动轮和制动部件(图中未示出)进行导向的圆筒状的导向部63向外侧突出。在该导向部63的内周,安装将上述通孔61的外侧端封闭的盖68。
减速器7像上述那样,为摆线减速器,像图5那样,由外形呈坡度小的波状的次摆线曲线形成的两个曲线板84a、84b分别经由轴承85安装于旋转输出轴82的各偏心部82a、82b上。在外周侧对各曲线板84a、84b的偏心运动进行导向的多个外销86分别跨接而设置于外壳83b上,安装于内方部件2的内侧件60上的多个内销88在插入状态而卡合于设置于各曲线板84a、84b的内部的多个圆形的通孔89中。旋转输入轴82通过花键而与电动机6的旋转输出轴74连接,成一体地旋转。另外,旋转输入轴82通过两个轴承90,在两端支承于内侧的外壳83a和内方部件52的内侧件60的内径面上。
如果电动机6的旋转输出轴74旋转,则安装于与其成一体地旋转的旋转输入轴82上的各曲线板84a、84b进行偏心运动。该各曲线板84a、84b的偏心运动通过内销88和通孔89的卡合,作为旋转运动而传递给内方部件52。相对旋转输出轴74的旋转,内方部件52的旋转减速。比如,可通过1级的摆线减速器,获得1/10以上的减速比,并且获得平滑的动作。为了形成该高减速比,电动机6为小型的、高速旋转的类型,有益于车辆的轻质化。在像这样,减速器为摆线减速器这样的高减速的场合,由于电动机的转矩放大而传递给轮胎,故对电动机的驱动转矩的滑移的影响变大。由此,本发明的滑移防止的效果更进一步有效。
上述两个曲线板84a、84b按照偏心运动相互抵消的方式,以180°的相位差而安装于旋转输入轴82的各偏心部82a、82b上,在各偏心部82a、82b的两侧,按照抵消各曲线板84a、84b的偏心运动造成的振动的方式,安装向与各偏心部82a、82b的偏心方向相反的方向偏心的平衡块91。
像图6以放大方式所示的那样,在上述各外销86和内销88上安装有轴承92、93,该轴承92、93的外圈92a、93a分别与各曲线板84a、84b的外周和各通孔89的内周滚动接触。于是,可降低外销86和各曲线板84a、84b的外周的接触阻力,以及内销88和各通孔89的内周的接触阻力,将各曲线板84a、84b的偏心运动顺利地作为旋转运动而传递给内方部件52。
在图4中,电动机6为径向间隙型的IPM电动机,在该电动机中,在固定于圆筒状的电动机外壳72上的电动机定子73、与安装于旋转输出轴74上的电动机转子75之间,设置径向间隙。旋转输出轴74通过悬臂方式,借助两个轴承76而支承于减速器7的内侧的外壳83a的筒部。
电动机定子73由通过软质磁性体形成的定子铁芯部77和线圈78构成。定子铁芯部77的外周面嵌合于电动机外壳72的内周面,保持于电动机外壳72上。电动机转子75由转子铁芯部79和多个永久磁铁80构成,该转子铁芯部79按照与电动机定子73同心的方式,外嵌于旋转输出轴74上,该多个永久磁铁80内置于该转子铁芯部79中。
在电动机6中设置角度传感器36,该角度传感器36检测电动机定子73和电动机转子75之间的相对旋转角度。角度传感器36包括角度传感器主体70,该角度传感器主体70检测表示电动机定子73和电动机转子75之间的相对旋转角度的信号,将其输出;角度运算电路71,该角度运算电路71根据该角度传感器主体70所输出的信号,对角度进行运算。角度传感器主体70由被检测部70a和检测部70b构成,该被检测部70a设置于旋转输出轴74的外周面上,该检测部70b设置于电动机外壳72上,按照比如在径向而面对的方式接近设置于上述被检测部70a上。被检测部70a和检测部70b也可在轴向面对而接近设置。在这里,各个角度传感器36采用磁性编码器或旋转变压器。电动机6的旋转速度控制通过上述电动机控制部29(图1、图2)而进行。在该电动机6中,为了使其效率最大,故根据角度传感器36所检测的电动机定子73和电动机转子75之间的相对旋转角度,通过电动机控制部29的电动机驱动控制部33,对流向电动机定子73的线圈78的交流电流的各波的各相的外加时刻进行控制。
另外,内轮电动机驱动装置8的电动机电流的布线、各种传感器系统、指令系统的布线通过设置于电动机外壳72等的连接器99集中而实施。
图7表示图1、图2的角度传感器24、24A的一个例子。该角度传感器24、24A由磁性编码器24a与磁性传感器24b构成,该磁性编码器24a设置于车轮用轴承4、5中的内方部件52的外周上,该磁性传感器24b与该磁性编码器24a面对,设置于外方部件51上。磁性编码器24a为沿圆周方向,交替地将磁极N、S磁化的环状的部件。在该例子中,角度传感器24、24A设置于两排的滚动体55、55之间,但是也可设置于车轮用轴承4、5的端部。
此外,在上述实施方式中,像图1、图2所示的那样,电动机控制部29设置于变频装置22中,但是,电动机控制部29也可设置于主要的ECU21中。另外,ECU21和变频装置22在本实施方式中分开地设置,但是也可作为一体化的控制装置而设置。
像以上已说明那样,如果为采用内轮电动机驱动装置8的电动汽车,由于各驱动轮2独立地通过响应性高的电动机6而驱动,故驱动轮2的滑移的控制对行驶的稳定性产生大大影响。为此,按照本发明,由于实现与路面状况等相对应的适合的轮胎的滑移的防止,故有效地防止车整体的滑移。另外,由于内轮电动机驱动装置8的至少一部分设置于驱动轮2的内部,故沿驱动轮2的轴心方向的内轮电动机驱动装置的尺寸变小。在内轮电动机驱动装置8带有将减小电动机6的旋转速度、将旋转传递给驱动轮2的减速器7的场合,有助于电动机6的小型化。
如上所述,参照附图,对优选的实施形式进行了说明,但是,如果是本领域的技术人员,在阅读了本申请说明书后,会在显然的范围内,容易想到各种变更和修改方式。于是,对于这样的变更和修改方式,应被解释为根据权利要求书而确定的发明的范围内。
标号说明:
标号1表示车身;
标号2表示驱动轮(车轮);
标号3表示从动轮(车轮);
标号4、5表示车轮用轴承;
标号6表示电动机;
标号7表示减速器;
标号8表示内轮电动机驱动装置;
标号9、10表示电动式的制动器;
标号21表示ECU;
标号22表示变频装置;
标号24、24A表示旋转传感器;
标号28表示电源电路部;
标号29表示电动机控制部;
标号30表示内轮电动机单元;
标号31表示变频器;
标号32表示PWM驱动器;
标号33表示电动机驱动控制部;
标号43表示干扰观察器;
标号44表示滑移量对应补偿机构。
Claims (4)
1.一种电动汽车,该电动汽车具有内轮电动机驱动装置,该内轮电动机驱动装置具有支承驱动轮的车轮用轴承、电动机以及夹设于该电动机和该车轮用轴承之间的减速器;
该电动汽车设置有:
干扰观察器,该干扰观察器求出相对驱动轮的外力影响量的推算值⌒Te;
滑移量对应补偿机构,该滑移量对应补偿机构采用该外力影响量的推算值⌒Te,求出作用于驱动轮上的转矩推算值、驱动轮的转数推算值⌒ω2、以及驱动轮的旋转角加速度推算值⌒·ω,将它们与各自实际的驱动轮的转数ω2、旋转角加速度·ω2进行比较,由此,推算轮胎的滑移量,根据该推算量求出补偿值Tc,对上述电动机的加速踏板信号Tr进行补偿,作为电动机转矩指令值Tmr;
上述干扰观察器将上述电动机转矩指令值Tmr除以根据车辆惯性而推算的围绕驱动轮的惯性力矩J,求出该除法运算而获得的值的积分值和从动轮转数ω1的差分值,对该差分值进行时间微分运算,进一步将乘以上述惯性力矩J的值作为相对驱动轮的外力影响量的推算值⌒Te;
上述滑移量对应补偿机构求出:
速度差分值,该速度差分值为:将上述外力影响量的推算值⌒Te与上述电动机转矩指令值Tmr的加法运算值除以根据上述车辆惯性而推算的围绕驱动轮的惯性力矩J且进一步对其进行积分运算的值与驱动轮转数ω2的差分值;
或加速度差分值,该加速度差分值为:将外力影响量的推算值⌒Te与上述电动机转矩指令值Tmr的加法运算值除以根据车辆惯性而推算的围绕驱动轮的惯性力矩J而获得的值与对驱动轮转数ω2进行时间微分运算而获得的值的差分值;
将下述信号相对上述加速踏板信号Tr而进行减法运算,作为上述电动机转矩指令值Tmr,该信号与该速度差分值和加速度差分值中的任意一值、或通过另一差分值而对任意一差分值进行补偿而获得的值成比例。
2.根据权利要求1所述的电动汽车,其中,上述电动机构成内轮电动机驱动装置,该内轮电动机驱动装置的一部分或整体设置于驱动轮的内部,包括上述电动机和车轮用轴承。
3.根据权利要求2所述的电动汽车,其中,上述内轮电动机驱动装置包括上述减速器,该减速器减小上述电动机的旋转速度,将其传递给驱动轮。
4.根据权利要求1所述的电动汽车,其中,上述减速器为摆线减速器。
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WO2012121197A1 (ja) | 2012-09-13 |
US20140354034A1 (en) | 2014-12-04 |
JP5562276B2 (ja) | 2014-07-30 |
CN103429457B (zh) | 2015-12-09 |
JP2012186927A (ja) | 2012-09-27 |
EP2684736A1 (en) | 2014-01-15 |
US20130345916A1 (en) | 2013-12-26 |
EP2684736A4 (en) | 2016-02-24 |
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US8843291B2 (en) | 2014-09-23 |
US9296291B2 (en) | 2016-03-29 |
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