CN103502038B - 用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统 - Google Patents
用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统 Download PDFInfo
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Abstract
本发明涉及一种用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统,车辆驱动装置包括一个或者多个电的驱动马达(M1至M4),在驱动马达中通过控制在至少一个电的驱动马达中产生的旋转场的转速来控制驱动轮(AR1至AR4)的转速以用于限制驱动打滑,其中每个电的驱动马达(M1至M4)由一个配属于该驱动马达的能控制的转换器(U1至U4)供电,为进行转速控制,ASR控制器(ASR)持续地向每个转换器(U1至U4)传达配属于该转换器的驱动马达(M1至M4)的或者驱动轮(AR1至AR4)的最大容许转速。
Description
技术领域
本发明涉及一种用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统。
背景技术
进行驱动防滑控制(ASR)的系统被规定用于,在加速时防止驱动轮打滑。此外还要争取,一方面达到针对车辆尽可能好的加速度,另一方面在加速时也不会不必要地对车辆的行驶稳定性产生强烈影响。此外,驱动防滑控制系统应该用于,在具有后驱动装置的车辆中防止后部突然转向并且在具有前驱动装置的车辆中使转向性能保持。
如果在加速时车轮打滑过大,可以借助驱动防滑控制系统原则上通过两种方式进行干涉。如果例如驱动轴总体上具有过高的打滑,首先可以通过发动机控制降低发动机扭矩。然而如果打滑仅出现在驱动轮上或者打滑过大,则可以通过制动干涉降低打滑。然而借助制动干涉进行驱动防滑控制的缺点为,驱动轮常常被过于强烈地制动并由此丧失牵引潜力。
将既能在电动机运行中又能在发电机运行中运行的电机用作为驱动马达的电动的车辆驱动装置具有通过洛伦兹力产生的转矩,该转矩为正值时用于加速,为负值时用于制动。洛伦兹力与定子中的电流和磁通量的叉积成比例,该磁通量既通过定子又通过转子。由此得出,转矩在电机中不仅能通过电流和磁通量的变化而变化,而且也能通过两个矢量值彼此之间的角度而变化。因此在电机调节时这样改变在电机的端子(Klemmen)上的电压,使得由叉积产生的转矩具有要求的值。以哪种方式调整或者说能以哪种方式调整三个量值在很大程度上取决于各自的机器类型。在多相电机中,电流矢量以和在定子中磁场(旋转场)相同的速度旋转以用于产生转矩。在同步电机中,转子场的方向通过其构造而被固定地预先确定。因此为了产生恒定的力,转子必须以和定子中电流旋转相同的速度旋转。倘若电流超前于磁场,则产生正转矩(加速),倘若其落后于磁场,则产生负转矩(制动)。
WO97/08008中公开了一种在使用电机情况下机动车的驱动防滑控制系统,其中预先确定转矩用于电机的驱动防滑控制(ASR)。只有当确定了驱动打滑极限值的超出时才激活驱动防滑控制。
DE19732460A1中公开了一种用于多马达驱动装置的调节方法,该多马达驱动装置具有用于操控驱动马达的共有的转换器。在这种已知的方法中,转换器-输出频率遵循驱动轮的转速,所述驱动轮具有与路面的良好接触。因此,应该防止由至少一个驱动轮打滑引起的加速过程中转换器-输出频率的漂移。然后与地面良好接触的驱动轮为车辆提供加速度。
发明内容
本发明的目的在于,提供一种用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统,从而可以达到针对车辆的尽可能好的加速度值。
该目的通过一种用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统实现,车辆驱动装置包括一个或者多个电的驱动马达,在驱动马达中通过控制在至少一个电的驱动马达中产生的旋转场的转速来控制驱动轮的转速以用于限制驱动打滑,其中,每个电的驱动马达由一个配属于该电的驱动马达的能控制的转换器供电,为进行转速控制,ASR控制器持续地向每个转换器传达配属于该转换器的驱动马达的或者驱动轮的最大容许转速。
根据本发明所述,每个电的驱动马达由一个配属于该电的驱动马达的转换器/变流器(Umrichter)供电,该转换器自身又持续地从ASR控制器(ASR=驱动防滑控制)获得配属的驱动轮的最大转速以用于旋转场控制。由此这样选择出最大的转速,即打滑优选地处于10%至20%之间的范围中,也就是说最大的转速被这样预先确定,使得驱动轮的旋转速度比车辆的行驶速度最大高出10%至20%。因此所有在该预先确定的最大转速之内的转速都是容许的。倘若在电动的车辆驱动装置中驱动马达的转速与配属的驱动轮的转速不一致——因为中间连接有变速器,则能替代驱动轮的转速由ASR控制器将驱动马达的转速传输至转换器。
为了在必要时在转换器中能实施在配属驱动轮的转速的最大理论值和转速的实际值之间的比较,也能附加地将该实际值作为比较值传输给转换器。另一种可能为,直接将配属的驱动轮的转速的最大理论值和实际值之间的转速差传输至转换器中。在全部实施变型方案中重要的是,相应的转速信息直接存在于转换器中,因此该转换器能这样调整对配属于它的驱动马达的操控,使得当达到预先确定的打滑界限时,能实现直接的转速限制。
如果电动的车辆驱动装置是一种具有同步电机作为驱动马达的实施方式,则能将对转换器的控制限制为:该转换器对由其产生的旋转场的转速这样加以限制,使得该转速不会超过驱动马达的取决于行驶状态的预先确定的最大转速。因此以这种方式能实现所述情况,这是因为在同步电机中,旋转的旋转场一直具有和同步电机的转子相同的转速。因此,在这样的情况下仅需要这样限制旋转场的转速,使得由ASR控制器预先确定的最大转速不会被超过。转速控制电路——如在非同步电机中设置地那样——在此不是必需的。
尤其是在具有区别很大——如可能在单轮驱动时出现——的驱动力矩的驱动系统中,ASR控制器也用于,将不在打滑界限上工作的驱动轮的驱动力矩限制在行驶动力学方面能接受的值内。行驶稳定性在此也就相对于最大加速度具有优先地位。同时也能通过电子稳定程序的干涉出于安全原因在最大加速度时将驱动打滑降低到10%至20%的优选范围之下。
附图说明
以下根据图1中示出的框图对本发明进行进一步的阐述。
具体实施方式
在图1中所示出的实施例中以框图示出了用于具有单轮驱动的四轮车辆的驱动系统。驱动轮AR1至AR4由相应配属的电的驱动马达M1至M4驱动。驱动马达M1至M4由相应配属的转换器U1至U4以三相电流供电。在输入侧,转换器U1至U4被连接在供应电压UV上。在控制输入端S1至S4上,转换器U1至U4与ASR控制器ASR和另一个可以是车辆的马达控制器的控制器SG相连接。此外,ASR控制器ASR和控制器SG通过控制线路与传感器单元SE1至SE4相连接,该传感器单元将驱动专用的信息转送至控制器ASR和SG。尤其是由传感器单元SE1至SE4检测到驱动轮AR1至AR4的车轮转速,利用该车轮转速在控制器ASR和/或SG中能特别计算出驱动轮AR1至AR4的周向速度。通过与车辆的分别当前的行驶速度的比较,能由驱动轮AR1至AR4的周向速度中得出每个驱动轮AR1至AR4的各自的驱动打滑。
如果例如由控制器SG针对当前的行驶情况预先确定14%的最大驱动打滑,则由此能通过以下方式求出最大的轮转速nmax:
nmax=vmax/2πr
其中,vmax为提高了预先确定的最大打滑的驱动轮周向速度,r为各驱动轮的有效轮直径。
在当前行驶速度为25m/s的情况下,针对14%的最大打滑在现有的实施例中得出速度为vmax=28.5米每秒。以这种方式计算出的用于最大轮转速nmax的值被基于每个驱动轮AR1至AR4的当前的行驶情况而特别计算出,并且由ASR控制器ASR传输至相应配属的转换器U1至U4。以这种方式实现转换器U1至U4的直接控制,从而限制驱动轮AR1至AR4的轮转速。
除了最大的瞬时容许轮转速以外,也可以通过控制输入端S1至S4向转换器U1至U4传输配属的驱动轮的轮转速的当前实际值,因此在转换器U1至U4中可以出于调节的目的进行持续的实际值-理论值-比较。
Claims (6)
1.一种用于具有电动的车辆驱动装置的车辆的进行驱动防滑控制的系统,车辆驱动装置包括一个或者多个电的驱动马达(M1至M4),在驱动马达中通过控制在至少一个电的驱动马达中产生的旋转场的转速来控制驱动轮(AR1至AR4)的转速以用于限制驱动打滑,其特征在于,每个电的驱动马达(M1至M4)由一个配属于该电的驱动马达的能控制的转换器(U1至U4)供电,为进行转速控制,ASR控制器(ASR)持续地向每个转换器(U1至U4)传达配属于该转换器的驱动马达(M1至M4)的或者驱动轮(AR1至AR4)的最大容许转速。
2.根据权利要求1所述的系统,其特征在于,对于车辆的最大加速度,每个驱动轮(AR1至AR4)的取决于运行工况的最大驱动打滑被求出,由此每个驱动轮(AR1至AR4)的取决于当前行驶速度的最大转速被预先确定。
3.根据权利要求1或2所述的系统,其特征在于,所述ASR控制器(ASR)确定出驱动马达(M1至M4)的最大马达转速并将所述最大马达转速传输至相应配属的转换器(U1至U4),由转换器(U1至U4)所产生的旋转场的转速被这样控制,使得该由转换器所产生的旋转场的转速不会超过预先确定的最大转速。
4.根据权利要求1或2所述的系统,其特征在于,在使用同步电机作为驱动马达(M1至M4)时,由转换器(U1至U4)所产生的旋转场的转速被限制在配属的驱动轮(AR1至AR4)的最大转速内。
5.根据权利要求1或2所述的系统,其特征在于,所述ASR控制器(ASR)将驱动马达(M1至M4)的驱动力矩限制在行驶动力学方面能接受的值内。
6.根据权利要求2所述的系统,其特征在于,对于最大的加速度,每个驱动轮(AR1至AR4)的最大驱动打滑被限制在车辆行驶速度的10%至20%之间的值上。
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PCT/EP2012/000852 WO2012152347A1 (de) | 2011-05-06 | 2012-02-28 | Einrichtung zur antriebsschlupfregelung für ein fahrzeug mit elektromotorischem fahrzeugantrieb |
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CN108928261B (zh) | 2017-05-26 | 2021-01-05 | 华为技术有限公司 | 一种驱动防滑控制方法及车辆 |
JP6546967B2 (ja) * | 2017-07-10 | 2019-07-17 | 本田技研工業株式会社 | 動力装置 |
DE102018200169B3 (de) | 2018-01-08 | 2019-05-09 | Audi Ag | Verfahren zur Geschwindigkeitsregelung eines Kraftfahrzeugs |
DE102019135087A1 (de) | 2019-12-19 | 2021-06-24 | Zf Cv Systems Global Gmbh | Verfahren und Vorrichtung zur Schlupfregelung eines Fahrzeugrades |
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CN116215497A (zh) * | 2021-12-03 | 2023-06-06 | 广州汽车集团股份有限公司 | 车辆防滑控制方法、电机控制器、系统及存储介质 |
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US9440556B2 (en) | 2016-09-13 |
CN103502038A (zh) | 2014-01-08 |
EP2704917B1 (de) | 2015-09-16 |
EP2704917A1 (de) | 2014-03-12 |
US20140336856A1 (en) | 2014-11-13 |
WO2012152347A1 (de) | 2012-11-15 |
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