JP2012191831A - Device and method for generating efficiency map - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate an efficiency map of the motor that reflects the torque distribution of each wheel at the moving body traveling time.SOLUTION: An efficiency map generation device 100 generates the efficiency map of a plurality of motors M connected with the driving wheels of a moving body, and includes: an all torque command values detection part 111 that detects all torque command values input to the plurality of motors M; a torque distributing part 112 that distributes in combination of the plurality of the torques to the plurality of motors M respectively based on all the torque command values; a power consumption detection part 113 that detects power consumption of the motor M; a rotating speed detection part 103 that detects the rotating speed of the motor M; and an efficiency map generation part 114 that generates the motor efficiency map 115 based on the torque, power consumption, and the rotating speed in the plurality of combinations.

Description

  The present invention relates to an efficiency map generating device and an efficiency map generating method for generating an efficiency map of a motor provided in a moving body. However, the use of the present invention is not limited to the efficiency map generation device and the efficiency map generation method described above.

  Conventionally, in a configuration in which a motor is provided in an electric vehicle (EV) that is a moving body and driving wheels (wheels) are driven, the following technologies have been disclosed as controlling the motor efficiently using an efficiency map. Yes.

  In the first technique, an efficiency map is selected according to the state of charge (SOC) of the battery, and the gear stage is selected based on the selected efficiency map so that the efficiency is the best. And even if the output characteristics of the motor change with changes in the SOC and the actual efficiency map changes, the gear stage can be selected by the efficiency map after the change or an efficiency map close thereto, and the electric vehicle drive device The total efficiency can be optimized (see Patent Document 1 below).

  In the second technique, the motor efficiency during power running of the travel motor is set in advance as an efficiency map based on the motor rotation speed Nmot and the motor torque Tmot, and the motor single unit efficiency Emot is calculated based on the motor rotation speed Nmot and the motor torque. It is obtained from the efficiency map according to Tmot. Similarly, the motor efficiency at the time of regenerative braking of the traveling motor is set in advance by experiments, and the motor single unit efficiency Emot is obtained from this efficiency map at the time of regenerative braking (see Patent Document 2 below).

  The third technique has a plurality of rotating electrical machine efficiency η maps related to the effective magnetic flux, and obtains the efficiency value (output power / input power of the rotating electrical machine) at the required rotational speed and the required torque from the plurality of rotating electrical machine efficiency η maps. The effective magnetic flux showing the highest efficiency value among the plurality of efficiency values obtained from the plurality of rotating electrical machine efficiency η maps is selected (see Patent Document 3 below).

JP-A-5-168109 JP 2001-231102 A JP 2010-213429 A

  However, the techniques described in Patent Documents 1 to 3 do not specifically disclose the generation of a motor efficiency map. Both techniques are configured to prepare and operate an efficiency map in advance, and the efficiency map cannot be generated or updated during actual traveling.

  In addition, all of Patent Documents 1 to 3 are configured to drive a moving body with a single motor, and there is no idea of operating an individual efficiency map for each motor while changing the torque distribution for a plurality of motors. A motor is provided for each drive wheel and cannot be applied to a moving body that performs independent motor control.

  In order to solve the above-described problems and achieve the object, an efficiency map generation apparatus according to the present invention is an efficiency map generation apparatus that generates an efficiency map of a plurality of motors connected to driving wheels of a moving body, A total torque command value detecting means for detecting a total torque command value input to the plurality of motors, and a torque in a plurality of combinations for each of the plurality of motors based on the total torque command value. Torque distributing means for distributing, power consumption detecting means for detecting power consumption of the motor, rotation speed detecting means for detecting the rotation speed of the motor, the torque, the power consumption, and the rotation in the plurality of combinations Efficiency map generation means for generating the efficiency map based on the number, the torque distribution means in the combination of the plurality of combinations When the difference in efficiency of the motor at one point is less than a predetermined value, the interval between the two points is increased. When the difference in efficiency between the motors at the two points is greater than or equal to a predetermined value, the interval between the two points is increased. It is characterized in that the combination is shortened.

  An efficiency map generation method according to the present invention is an efficiency map generation method for generating an efficiency map of a plurality of motors connected to driving wheels of a moving body, and is input to the plurality of motors. A total torque command value detecting step for detecting a total torque command value; a torque distribution step for distributing torque in a plurality of combinations to each of the plurality of motors based on the total torque command value; and consumption of the motor Efficiency of generating the efficiency map based on the torque, the power consumption, and the rotation speed in the plurality of combinations, a power consumption detection process of detecting power, a rotation speed detection process of detecting the rotation speed of the motor A map generation step, wherein the torque distribution step includes a difference in efficiency of the motor at two points of the combination in the plurality of combinations. When the distance is less than a predetermined value, the interval between the two points is increased, and when the difference in the efficiency of the motor at the two points is greater than or equal to the predetermined value, the interval between the two points is shortened. And

1 is a block diagram illustrating a functional configuration of an efficiency map generation device according to a first exemplary embodiment; It is a flowchart which shows the procedure of the efficiency map production | generation process by an efficiency map production | generation apparatus. It is a schematic diagram which shows the structure of a moving body. It is a block diagram which shows the hardware constitutions of an efficiency map production | generation apparatus. It is a figure which shows the structure concerning the power consumption acquisition of a single phase motor. It is a figure which shows the structure concerning power consumption acquisition of a three-phase motor. It is a figure which shows the structure concerning the rotation speed acquisition of a motor. It is explanatory drawing which shows the moving body model of 4 wheel drive. It is a figure which shows the torque range cube B in Euclidean space, the area | region E pinched | interposed by the planes C and D, and the cut surface A. FIG. It is a figure which shows the discretization point on torque T1-T2 plane. It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 1). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 2). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 3). It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 4). It is a figure which shows the torque dependence of motor power running efficiency. It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 1). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 2). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 3). It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 4). 6 is a flowchart illustrating an efficiency map generation process according to the first embodiment. It is a figure which shows the discretization point on the torque T1-T2 plane by Example 2. FIG. It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 1). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 2). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 3). It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 4). It is a figure which shows the torque dependence of motor power running efficiency. It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 1). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 2). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 3). It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 4). 10 is a flowchart illustrating an efficiency map generation process according to the second embodiment. It is a figure which shows the regenerative torque distribution by Embodiment 2 of this invention. It is a figure which shows the torque range on the motor efficiency map at the time of regeneration torque generation | occurrence | production. It is a figure which shows acquisition of the high torque area | region of a motor efficiency map. It is explanatory drawing which shows the moving body model of 4 wheel drive. It is a figure which shows the area | region E 'and the cut surface A which were pinched | interposed by the torque range cube B' in Euclidean space, plane C ', and D'. It is a figure which shows the discretization point on torque T1-T2 plane. It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 1). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 2). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 3). It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 4). It is a figure which shows the torque dependence of motor power running / regenerative efficiency. It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 1). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 2). It is a figure which shows the motor efficiency map production | generation of each driving wheel (the 3). It is a figure which shows the motor efficiency map production | generation of each drive wheel (the 4). 10 is a flowchart illustrating an efficiency map generation process according to the second embodiment. It is a figure which shows the other method of regeneration efficiency map production | generation. It is a figure explaining the correspondence of power running efficiency and regeneration efficiency.

  Exemplary embodiments of an efficiency map generation apparatus and an efficiency map generation method according to the present invention will be explained below in detail with reference to the accompanying drawings. In the following description, “rotational speed” will be described as “drive wheel rotational speed”.

(Embodiment 1)
(Configuration of efficiency map generator)
FIG. 1 is a block diagram of a functional configuration of the efficiency map generation device according to the first embodiment. The efficiency map generation apparatus 100 according to the first embodiment controls torque distribution for a plurality of drive wheels while running a moving body, and generates (and updates) an efficiency map of a motor that drives the drive wheels. The information of the efficiency map is a characteristic of torque with respect to the rotation speed of the motor.

  The torque distribution control unit 101 controls torque distribution for a plurality n of motors M1 to Mn provided on the moving body. The torque distribution control unit 101 is provided as a part of a controller (ECU) that performs overall control of driving of the moving body.

  The plurality of motors M <b> 1 to Mn are supplied with DC power, and the inverter circuit (INV) 102 drives each motor M <b> 1 to Mn with each distributed torque based on the control signal S of the torque distribution control unit 101. .

  The rotational speeds of the motors M <b> 1 to Mn are detected by the rotational speed detector 103 and output to the torque distribution controller 101. In addition, on each power line of the motors M1 to Mn, a voltage detection unit 104 and a current detection unit 105 are provided in the previous stage of the inverter circuit 102, and the detected voltage and current are output to the torque distribution control unit 101, respectively. .

  The torque distribution control unit 101 includes a total torque command value detection unit 111, a torque distribution unit 112, a power consumption detection unit 113, an efficiency map generation unit 114, and a motor efficiency map 115.

  The total torque command value detection unit 111 acquires a total torque command value for driving the moving body. That is, based on the total torque command value input by the accelerator pedal operation in order to drive the plurality of n motors M (M1, M2,... Mn) respectively provided on the drive wheels, the driving force for driving the moving body is obtained. calculate. In this embodiment, the plurality of motors M will be described on the assumption that the same type of motor is used.

  Based on the total torque command value detected by the total torque command value detection unit 111, the torque distribution unit 112 distributes the torque in a plurality of combinations to each of the plurality of n motors M1 to Mn, and the control signal S Thus, the motors M1 to Mn are driven with the torque distribution value distributed through the inverter circuit 102.

  The efficiency map generation unit 114 detects the torque distribution values in the plurality of combinations distributed by the torque distribution unit 112, the power consumption of each of the motors M1 to Mn detected by the power consumption detection unit 113, and the rotation speed detection unit 103. A motor efficiency map 115 of each motor M1 to Mn is generated based on the number of rotations of each motor M1 to Mn. The motor efficiency map 115 is stored in the memory.

(About efficiency map generation processing)
FIG. 2 is a flowchart showing a procedure of efficiency map generation processing by the efficiency map generation device. First, the total torque command value detection unit 111 detects the total torque command value T input from the accelerator pedal in order to drive the plurality of motors M1 to Mn provided on the drive wheels, respectively (step S201).

When the efficiency map is generated by the process described below, the motor efficiency map generation mode is set. This motor efficiency map generation mode is performed for improving the motor efficiency of a mobile body equipped with a motor, and can be performed at any time or periodically. For example, when a user feels that the displayed fuel consumption is poor at the time of a trial run after shipment of the mobile body, the user arbitrarily performs the operation, or the efficiency map generation device 100 is every certain time (for example, every month). The activation request can be notified to the user. In this motor efficiency map generation mode,
1. The moving body is driven at a constant speed.
2. Set the moment around the center of gravity of the moving object to zero.
The above two conditions are the conditions.

  Next, the torque distribution unit 112 distributes the torque in a plurality of combinations to each of the plurality of n motors M1 to Mn based on the total torque command value detected by the total torque command value detection unit 111 (step) S202). This torque distribution is an initial value and is set to a predetermined distribution ratio (for example, torque is evenly distributed to all the motors M1 to Mn). At this time, the power consumption detector 113 detects the power consumption of the motors M1 to Mn (step S203), and the rotational speed detector 103 detects the rotational speeds of the motors M1 to Mn (step S204).

  Thereby, the efficiency map generation unit 114 uses the torque in the plurality of combinations distributed by the torque distribution unit 112, the power consumption of each motor M1 to Mn detected by the power consumption detection unit 113, and the rotation speed detection unit 103. Based on the detected rotational speeds of the motors M1 to Mn, a motor efficiency map 115 of the motors M1 to Mn in a certain torque distribution is generated (step S205). Strictly speaking, it is possible to obtain torque dependency characteristics of motor efficiency, which is information for generating an efficiency map.

  And the above condition 1.2. While satisfying the above, the torque distribution unit 112 changes the torque distribution ratio for the motors M1 to Mn to a different torque distribution (step S206). For example, when the number of driving wheels (the number of motors) is 4, when four driving wheels are selected (one way), when three wheels are selected (four ways), two wheels are selected (six ways). ) The torque distribution can be changed by selecting the driving wheel indicated by the selection of only one wheel (four ways). That is, data of four types of torque values per motor can be obtained for a certain total torque command value set by the accelerator pedal depression amount.

  Until the efficiency map generation is completed (step S207: No), the process returns to step S202, and the above condition 1.2. The process of step S202 to step S206 is continued while satisfying the above. Thereby, information (plot points on the map) for generating the motor efficiency map 115 when the torque distribution is changed at a certain constant speed can be obtained.

  In the above description, the process for a certain constant speed has been described. However, this constant speed is changed to a different speed, and the same process is performed for the new constant speed. Then, by obtaining all the information with different torque distribution for each speed, the generation of the motor efficiency map 115 is completed (step S207: Yes), and the process is terminated.

  The efficiency map generating apparatus 100 according to the first embodiment described above generates a motor efficiency map 115 for a plurality of motors by actually running a moving body. Thereby, it is possible to obtain a motor efficiency map 115 in which a moving body on which a plurality of motors M1 to Mn are mounted is actually driven to drive, and the reliability of the motor efficiency map 115 can be improved. Since the motor efficiency map 115 is generated by changing the torque distribution for each of the motors M1 to Mn, the torque dependence characteristic of the motor efficiency can be accurately reflected on the motor efficiency map 115. Then, by using the generated motor efficiency map 115, the motor can be controlled with high efficiency during the subsequent travel, and the fuel consumption can be improved.

  In the first embodiment of the present invention, the motor efficiency map 115 is generated while the mobile body is traveling. However, a predetermined motor efficiency map 115 is prepared in advance, and the data is updated while reading this during traveling. It can also be set as the structure to do. Further, if the moving body is different for the same vehicle type, the motor efficiency map 115 generated by another moving body can be used as it is.

Example 1
Example 1 of the present invention will be described below. In the first embodiment, an example will be described in which the efficiency map generation device is applied to a moving body such as a vehicle equipped with an in-wheel motor that is incorporated in each of four drive wheels and driven independently. In this case, four motors M1 to M4 are used. As the motor M, a three-phase AC motor or a DC motor can be used. In the following embodiments, the same motor is used for the four drive wheels. As will be described later, the number of drive wheels is not limited to four, and the present invention can be applied to two, three, or five or more.

(Configuration of mobile body)
FIG. 3 is a schematic diagram showing the configuration of the moving body. The moving body 300 is a four-wheel drive vehicle having left and right front drive wheels FL and FR and left and right rear drive wheels RL and RR. These four drive wheels FL, FR, RL, RR are provided with in-wheel type motors M1 to M4, respectively, and are driven independently.

  Each of the motors M1 to M4 is provided with an inverter circuit INV for driving the motor, and each inverter circuit INV drives the motors M1 to M4 based on the control of the controller (ECU) 301. Various information is input to the controller 301, and the motors M1 to M4 are driven as a result of torque distribution.

  Input to the controller 301 includes the following. A steering angle is input from the handle 302. From the accelerator pedal 303, the total torque command value is input. A brake amount is input from the brake pedal 304. A side brake amount is input from the side brake 305. A shift position such as R, N, and D is input from the gear 306.

  Each of the driving wheels FL, FR, RL, RR is provided with sensors 307a to 307d for detecting the rotational speed V, and the rotational speeds Vfl, Vfr, Vrl, Vrr of the driving wheels FL, FR, RL, RR are provided. Is input to the controller 301. Each of the driving wheels FL, FR, RL, and RR is provided with sensors 308a to 308d that detect the vertical drag N that the tire receives from the ground, and the vertical drag Nfl of each of the driving wheels FL, FR, RL, and RR, Nfr, Nrl, and Nrr are input to the controller 301.

  Further, the moving body 300 is provided with an acceleration sensor 309, and the detected acceleration is input to the controller 301. Further, the moving body 300 is provided with a yaw rate sensor 310, and the detected yaw rate is input to the controller 301.

  The controller 301 drives each driving wheel FL, FR, RL, RR based on the above input. A control signal for driving is appropriately distributed for each driving wheel FL, FR, RL, RR, and is supplied to each of the motors M1 to M4 via the inverter circuit INV.

  The battery 312 supplies power to the entire moving body 300. In particular, it becomes a drive source for driving the motors M1 to M4 of the drive wheels FL, FR, RL, RR via the inverter circuit INV. As the battery 312, a secondary battery such as nickel hydride or lithium ion, a fuel cell, or the like is applied.

  The inverter circuit INV can convert the AC voltage generated by the motors M <b> 1 to M <b> 4 into a DC voltage when the moving body 300 is regenerated, and supply the converted DC voltage to the battery 312. The regeneration indicates power generation by operating the brake pedal 304 by a driver who operates the moving body 300, or power generation by reducing depression of the accelerator pedal 303 during traveling.

(Hardware configuration of efficiency map generator)
Next, the hardware configuration of the efficiency map generation device 400 will be described. FIG. 4 is a block diagram illustrating a hardware configuration of the efficiency map generation device. 4, the efficiency map generation apparatus 400 includes a CPU 401, a ROM 402, a RAM 403, a communication I / F 415, a GPS unit 416, and various sensors 417. Each component 401 to 417 is connected by a bus 420.

  The CPU 401 governs overall control of the efficiency map generation device 400. The ROM 402 stores programs such as a boot program and a torque distribution program, and can hold a motor efficiency map and the like. The RAM 403 is used as a work area for the CPU 401. That is, the CPU 401 controls the entire efficiency map generation apparatus 400 by executing the program recorded in the ROM 402 while using the RAM 403 as a work area.

  The communication I / F 415 is connected to a network via wireless and functions as an interface between the efficiency map generation device 400 and the CPU 401. Communication networks that function as networks include public line networks, mobile phone networks, DSRC (Dedicated Short Range Communication), LANs, WANs, and the like. The communication I / F 415 is, for example, a public line connection module, an ETC unit, an FM tuner, a VICS (Vehicle Information and Communication System (registered trademark)) / beacon receiver, or the like.

  The GPS unit 416 receives radio waves from GPS satellites and outputs information indicating the current position of the mobile object. The output information of the GPS unit 416 is used when the CPU 401 calculates the current position of the moving body together with output values of various sensors 417 described later. The information indicating the current position is information for specifying one point on the map data, such as latitude / longitude and altitude.

When acquiring the motor efficiency map 115 from a server or the like outside the mobile body, the communication I / F 415 is used. The various sensors 417 are used for detecting the vehicle body speed and the normal force. The vehicle body speed is detected by the following method, for example.
1. 1. Integrate acceleration sensor output. 2. Calculated from the rotational speed of non-driving wheels Calculated from optical position sensor

Further, in order to detect the vertical drag, a load sensor provided for each tire is used, or is detected by the following method.
1. 1. Calculate the load balance between the front and rear wheels by calculating the displacement of the center of gravity from the acceleration sensor output. 2. Calculate the load balance between the right and left wheels by calculating the deviation of the center of gravity from the output of the angular velocity sensor. Calculate the load balance between the front and rear wheels and the right and left wheels by calculating the deviation of the center of gravity from the tilt sensor (gyro) output.

  Each configuration of the torque distribution control unit 101 of the efficiency map generation device 100 shown in FIG. 1 is configured such that the CPU 401 uses a program or data recorded in the ROM 402, RAM 403, etc. in the above-described efficiency map generation device 400 to execute a predetermined program. And the function is realized by controlling each part in the efficiency map generating apparatus 400.

  Next, a configuration for obtaining power consumption of the motor will be described. As information for power consumption detection in the power consumption detection unit 113 shown in FIG. 1, detection outputs of an ammeter and a voltmeter can be used as shown in the figure.

  FIG. 5A is a diagram illustrating a configuration related to acquisition of power consumption of a single-phase motor. An ammeter I is provided in series with the motor M, and a voltmeter U is provided in parallel to detect the instantaneous current I and the instantaneous voltage U, respectively. In the power consumption detection unit 113, the power consumption P is obtained by integration of (instantaneous power I × instantaneous voltage U).

  FIG. 5-2 is a diagram illustrating a configuration relating to acquisition of power consumption of the three-phase motor. By the two-watt meter method, ammeters I1 and I2 are provided in series with the two phases of motor M, and voltmeters U1 and U2 are provided in parallel between the two phases to detect instantaneous currents I1 and I2 and instantaneous voltages U1 and U2, respectively. . The power consumption detection unit 113 obtains the power consumption P = P1 (instantaneous power I1 × instantaneous voltage U1) by integration + P2 (instantaneous power I2 × instantaneous voltage U2).

  FIG. 5C is a diagram of a configuration related to acquisition of the rotation speed of the motor. The illustrated configuration example is an optical pulse encoder, and a slit plate 500 is provided on the rotation shaft of the motor M, and light is emitted from the LED 501 from one side of the slit plate 500, and the light of the LED 501 on the other side of the slit plate 500, that is, Pulse light that has passed through the rotating slit plate 500 is received by a light receiving element (PD) 502. The pulsed light detected by the light receiving element 502 is output to the rotation number detection unit 103 shown in FIG. 1, and the rotation number detection unit 103 detects the rotation number of the motor M based on the number of pulses per unit time.

  The configuration for acquiring the rotational speed of the motor is not limited to the configuration shown in FIG. 5C, and various other methods such as using a magnetic pulse encoder or using a resolver are conceivable.

(Outline of motor efficiency map generation)
Next, an outline of motor efficiency map generation will be described. FIG. 6 is an explanatory diagram showing a four-wheel drive moving body model. Effective tire radius r = 0.22m, maximum motor torque = 100Nm, distance between vehicle center axis and front wheel (WF) = 0.60m, distance between vehicle center axis and rear wheel (WR) = 0.40m, tread width The front-to-back ratio ρ = WF / WR = 1.5.

  Then, assuming that the current wheel speed V = 40 km / h = 11.11 m / s, the rotation speed of each wheel is ω = V / r = 50.505 rad / s. Further, the driving force F applied to the vehicle is set to 500 N from the total torque command value by the driver's accelerator operation.

The sum of the driving forces generated in each driving wheel matches the driving force F applied to the moving body.
F1 + F2 + F3 + F4 = F
If the yaw moment around the center of gravity on the vehicle is zero,
W1 * F1 + W2 * F2 + W3 * F3 + W4 * F4 = 0.

When converted to the torque generated by the motor of each wheel, the following quaternary linear equation is obtained.
T1 + T2 + T3 + T4 = r × F (Equation 1.1)
W1 * T1 + W2 * T2 + W3 * T3 + W4 * T4 = 0 (equation 1.2)
(W1-W4) * T1 + (W2-W4) * T2 + (W3-W4) * T3 + r * F * W4 = 0

FIG. 7 is a diagram showing a torque range cube B in the Euclidean space, a region E sandwiched between planes C and D, and a cut surface A. FIG. A region E indicates a region where the torque value of the motor can be taken. T1, T2, and T3 are torque shafts, respectively.
Here, if W1 = + WF, W2 = −WF, W3 = + WR, W4 = −WR,
(1 + WF / WR) × T1 + (1-WF / WR) × T2 + 2 × T3 = r × F
(1 + ρ) × T1 + (1−ρ) × T2 + 2 × T3 = r × F... Plane A

Here, assuming that the motors of each wheel have the same specifications, the torque range that can be generated by the motor that drives each wheel is expressed by the following simultaneous inequality.
0 <T1 <100, 0 <T2 <100, 0 <T3 <100, 0 <T4 <100

0 <T1 <100, 0 <T2 <100, 0 <T3 <100 ... Cube B
T1 + T2 + T3 = r × F ... plane C
T1 + T2 + T3 = r * F-100 ... plane D

  The above simultaneous inequalities indicate a region E inside the cube B and sandwiched between the planes C and D. Therefore, the motor of each wheel can take the torque value at an arbitrary point (T1, T2, T3) on the cut surface of the region E cut by the plane A.

  FIG. 8 is a diagram illustrating discretization points on the torque T1-T2 plane, and FIGS. 9-1 to 9-4 are diagrams illustrating motor efficiency map generation for each drive wheel. Projection of the plane A onto the T1 and T2 planes is indicated by a region 801. In this area 801, the projection of the area E onto the T1-T2 plane is indicated by an area 802. Then, the T1-T2 plane was discretized with ΔT = 10 Nm. For example, when T1 = 30 Nm as shown in FIG. 9A, the points included in the region E are T2 = 0, 10, 20, 30, and 40 Nm (● in the figure) as shown in FIG. 9-2. At this time, from the equation of plane A and equation (1.1), T3 = 17.5, 20, 22.5, 25, 27.5 Nm as shown in FIG. 9-3, and T4 as shown in FIG. 9-4, respectively. = 62.5, 50, 37.5, 25, 12.5 Nm.

  Next, when the wheel speed V = 40 km / h, that is, ω = 50.505 rad / s, each motor efficiency is measured at the point of torque distribution described above. For example, when T1 = 30 Nm, T2 = 20 Nm, T3 = 22.5 Nm, and T4 = 37.5 Nm, the instantaneous power consumption P1, P2, P3, and P4 are measured from the current and voltage of each motor. At this time, the power running efficiency of each motor is ηi = Ti × (ω / Pi).

  FIG. 10 is a diagram illustrating the torque dependency of the motor power running efficiency. The torque dependence of the power running efficiency η2 of the motor 2 is shown when T2 = 0 to 40 Nm.

  Next, when the vehicle speed changes by an arbitrary discretization ΔV = 10 km / h, the motor power running efficiency is measured in the same procedure, and this is repeated for each vehicle speed, whereby the entire efficiency map can be constructed. FIGS. 11A to 11D are diagrams illustrating motor efficiency map generation for each drive wheel.

  When a plurality of motors M use the same type of motor, the efficiency maps generated in FIGS. 11-1 to 11-4 are combined into one efficiency map, thereby generating an efficiency map at high speed. It becomes possible to do. That is, the motor efficiency map is generated for each type of motor, not for each driving wheel.

(Efficiency map generation processing by the efficiency map generator)
FIG. 12 is a flowchart illustrating the efficiency map generation process according to the first embodiment. An efficiency map generation process by the efficiency map generation apparatus 400 of the present embodiment will be described. The following processing is executed by the CPU 401 (the controller 301 in FIG. 3) of the efficiency map generating apparatus 400.

  First, when there is an instruction to shift to the efficiency map generation mode, the efficiency map generation device 400 determines whether or not it is possible to shift to the efficiency map generation mode (step S1201). For example, it is determined whether or not the vehicle can run at a constant speed until data necessary for generating the efficiency map is collected. More specifically, map information and traffic jam information are acquired, and it is determined whether or not the future travel route can travel at a constant speed that is a straight road for a predetermined period. If the situation can be shifted to the efficiency map generation mode (step S1201: Yes), the processing after step S1202 is executed. If the situation cannot be shifted to the efficiency map generation mode (step S1201: No), the mode shift is performed. Stop and exit.

  When the efficiency map generation process is started (step S1202), first, the driving force F [N] of the vehicle is calculated from the total torque command value by the accelerator pedal operation (step S1203). Then, based on the calculated driving force, the above equation (1.1) and the plane equation A are determined. Then, based on the driving force, a region E indicating a power running torque range is determined. Then, a cut surface of the plane A included in the area E is calculated, and a projected area is calculated (step S1204).

  Next, the torque in the projection area is discretized with a certain standard, and the torque distribution of each motor is determined from the equation A and equation (1.1) of the plane (step S1205). Then, a torque command value is given to the inverter circuit INV of each motor with the determined torque distribution (step S1206). The torque command value for each motor is determined in consideration of the tire effective radius. At this time, the current of each motor is measured (step S1207).

  Then, the rotation speed of each motor is measured (step S1208). Then, the power is calculated from the torque and the rotational speed of each motor (step S1209).

  In parallel with the processing in step S1208, the voltage of each motor is measured (step S1210). Then, power consumption is calculated from the current and voltage of each motor (step S1211).

  Thereafter, the power running efficiency is calculated from the power calculated in step S1209 and the power consumption calculated in step S1211 (step S1212). Then, it is determined whether the dependency data (FIGS. 11-1 to 11-4) of the torque and the rotational speed of the power running efficiency are prepared (step S1213). If they are not aligned (step S1213: No), the process from step S1205 is repeated to collect data with changed torque distribution, and if the powering efficiency torque and rotation speed dependency data are aligned (step S1213: Yes), The process ends.

  In the first embodiment described above, by changing the torque distribution of each motor under the condition that the speed is constant while the moving body is traveling and the yaw moment around the center of gravity is zero, It is possible to measure the torque dependence of the motor efficiency in (1). By measuring this at each number of revolutions, the efficiency map of the moving body can be easily generated by the own vehicle.

(Example 2)
In the second embodiment, the efficiency map is generated more efficiently. As shown in FIG. 10 described above, the motor has a sudden or gentle change in the power running characteristic (efficiency curve) with respect to the torque. For this reason, a configuration is adopted in which the discrete interval is roughened at a place where the change is gentle, the discrete interval is made dense at a place where the change is abrupt, and the discrete interval is changed according to the change in the efficiency curve. At this time, it is determined using a predetermined threshold whether or not the difference in efficiency between a pair of adjacent discretized motors is less than a predetermined value.

  Assume that the four-wheel drive moving body model in the second embodiment is the same as that in FIG. The same applies to the relationship between the torque range cube B in the Euclidean space, the region E sandwiched between the planes C and D, and the cut surface A shown in FIG.

  FIG. 13 is a diagram illustrating discretization points on the torque T1-T2 plane according to the second embodiment. A region 1301 represents the projection of the plane A onto the T1 and T2 planes. In this area 1301, the projection of the area E onto the T1-T2 plane is indicated by an area 1302. The efficiency change on the efficiency map is steep at the periphery and gentle at the center, so efficient measurement can be achieved by making the difference in torque discretization dense at the periphery and sparse at the center. It becomes possible.

  For example, when T1 = 30 Nm, the points included in the region E are T2 = 0, 4, 10, 18, 30 Nm. At this time, T3 = 17.5, 18.5, 20, 22.25 Nm, T4 = 62.5, 57.5, 50, 40, 25 Nm are obtained from the equation of plane A and equation (1.1), respectively. It is done.

  14A to 14D are diagrams illustrating motor efficiency map generation for each drive wheel. Each of these motor efficiency maps shows the above-described coarse and discrete points.

  Next, when the wheel speed V = 40 km / h, that is, ω = 50.505 rad / s, each motor efficiency is measured at the point of torque distribution described above. For example, when T1 = 30 Nm, T2 = 18 Nm, T3 = 22 Nm, and T4 = 40 Nm, the instantaneous power consumption P1, P2, P3, and P4 are measured from the current and voltage of each motor. At this time, the power running efficiency of each motor is ηi = Ti × (ω / Pi).

  FIG. 15 is a diagram illustrating the torque dependency of the motor power running efficiency. The torque dependence of the power running efficiency η2 of the motor 2 is shown when T2 = 0 to 40 Nm. As shown in the figure, a smooth efficiency map can be generated with necessary and sufficient discretization points by roughening the interval at a place where the change is gentle and increasing the interval at a place where the change is abrupt.

  Next, when the vehicle speed changes by an arbitrary discretization ΔV = 10 km / h, the motor power running efficiency is measured in the same procedure, and this is repeated for each vehicle speed, whereby the entire efficiency map can be constructed. FIGS. 16A to 16D are diagrams illustrating motor efficiency map generation for each drive wheel. When a plurality of motors M use the same type of motor, the efficiency maps generated in FIGS. 16-1 to 16-4 are combined into one efficiency map, thereby generating the efficiency map at high speed. It becomes possible to do.

(Efficiency map generation processing by the efficiency map generator)
FIG. 17 is a flowchart illustrating the efficiency map generation process according to the second embodiment. An efficiency map generation process by the efficiency map generation apparatus 400 of the present embodiment will be described. The following processing is executed by the CPU 401 (the controller 301 in FIG. 3) of the efficiency map generating apparatus 400.

  First, when there is an instruction to shift to the efficiency map generation mode, the efficiency map generation device 400 determines whether or not it is possible to shift to the efficiency map generation mode (step S1701). For example, it is determined whether or not the vehicle can run at a constant speed until data necessary for generating the efficiency map is collected. More specifically, map information and traffic jam information are acquired, and it is determined whether or not the future travel route can travel at a constant speed that is a straight road for a predetermined period. If the situation can be shifted to the efficiency map generation mode (step S1701: Yes), the processing after step S1702 is executed, and if the situation cannot be shifted to the efficiency map generation mode (step S1701: No), the mode shift is performed. Stop and exit.

  When the efficiency map generation process is started (step S1702), first, the driving force F [N] of the vehicle is calculated from the total torque command value by the accelerator pedal operation (step S1703). Then, based on the calculated driving force, the above equation (1.1) and the plane equation A are determined. Then, based on the driving force, a region E indicating a power running torque range is determined. Then, a cut surface of the plane A included in the area E is calculated, and a projected area is calculated (step S1704).

  Next, the torque in the projection region is discretized on a certain standard, and the torque distribution of each motor is determined from the plane equation A and equation (1.1) (step S1705). At this time, the torque in the projection region is discretized so that it is dense when the efficiency change is large and sparse when the efficiency is small. Then, a torque command value is given to the inverter circuit INV of each motor with the determined torque distribution (step S1706). The torque command value for each motor is determined in consideration of the tire effective radius. At this time, the current of each motor is measured (step S1707).

  Then, the rotation speed of each motor is measured (step S1708). Then, the power is calculated from the torque and rotation speed of each motor (step S1709).

  In parallel with the processing in step S1708, the voltage of each motor is measured (step S1710). Then, power consumption is calculated from the current and voltage of each motor (step S1711).

  Thereafter, the power running efficiency is calculated from the power calculated in step S1709 and the power consumption calculated in step S1711 (step S1712). Then, it is determined whether the dependency data (FIGS. 16-1 to 16-4) on the torque and the rotational speed of the power running efficiency are prepared (step S1713). If they are not complete (step S1713: No), the processing after step S1705 is repeated to collect data with changed torque distribution, and if the powering efficiency torque and rotational speed dependency data are aligned (step S1713: Yes), The process ends.

  As described above, according to the second embodiment, by changing the torque distribution of each motor under the condition that the speed is constant while the moving body is running and the yaw moment around the center of gravity is zero, It is possible to measure the torque dependence of the motor efficiency in the vehicle speed during travel. By measuring this at each number of revolutions, the efficiency map of the moving body can be easily generated by the own vehicle. Furthermore, in the second embodiment, since the discrete intervals are changed according to the change in the power running efficiency curve with respect to the motor torque, the number of measurement points necessary and sufficient for generating the efficiency map can be efficiently obtained. And the efficiency map can be generated quickly and efficiently.

(Embodiment 2)
Next, a second embodiment of the present invention will be described. The second embodiment relates to the generation of a high torque region of the motor efficiency map. In order to acquire data in the high torque region, the driving wheel is driven while braking with the regenerative wheel. As a result, a torque equal to or greater than the total torque command value by the accelerator pedal operation can be applied to the drive wheels, so that data in a high torque region can be obtained.

  The configuration of the efficiency map generation device in the second embodiment is the same as that in the first embodiment, but the torque distribution unit 112 shown in FIG. 1 performs control to generate regenerative torque in any of a plurality of motors. Is different.

FIG. 18 is a diagram showing regenerative torque distribution according to the second embodiment of the present invention. The total torque command value T is distributed to each drive wheel (a) to (c). Here, the torques of the left and right wheels are set to the same value in order to stabilize the running posture. When the regenerative torque is generated, Td = T _FR + T _FL −T _RR −T _RL is distributed (d) and (e). The direction of the regenerative torque is opposite to that of the power running torque.

  FIG. 19A is a diagram illustrating a torque range on a motor efficiency map when regenerative torque is generated. When the moving body is traveling at the speed ω and the total torque command value T due to the regenerative torque, the front or rear wheel torque is set within a range of 0.5T <Tx <Tmax while the total torque command value T is kept constant (however, It can be changed within the range of regenerative torque.

  FIG. 19-2 is a diagram illustrating acquisition of a high torque region of the motor efficiency map. As described above, as shown in FIG. 19-2, when the torque changes along a certain traveling pattern D, data 1901 necessary for an efficiency map from 1/2 of the maximum torque to the maximum torque can be acquired. In particular, it becomes possible to acquire data of the high torque region H that cannot be acquired in normal traveling.

(Outline of motor efficiency map generation including regeneration)
Next, an outline of motor efficiency map generation including regeneration will be described. FIG. 20 is an explanatory diagram showing a four-wheel drive moving body model. Effective tire radius r = 0.22 m, maximum motor power running torque = 100 Nm, maximum motor regeneration torque = 70 Nm, distance between vehicle center axis and front wheel (WF) = 0.60 m, distance between vehicle center axis (WR) = 0 .40 m, tread width front-rear ratio ρ = WF / WR = 1.5.

  Then, assuming that the current wheel speed V = 40 km / h = 11.11 m / s, the rotation speed of each wheel is ω = V / r = 50.505 rad / s. Further, the driving force F applied to the vehicle is set to 500 N from the total torque command value by the driver's accelerator operation.

The sum of the driving forces generated in each driving wheel matches the driving force F applied to the moving body.
F1 + F2 + F3 + F4 = F
If the yaw moment around the center of gravity on the vehicle is zero,
W1 * F1 + W2 * F2 + W3 * F3 + W4 * F4 = 0.

When converted to the torque generated by the motor of each wheel, the following quaternary linear equation is obtained.
T1 + T2 + T3 + T4 = r × F (Equation 1.1)
W1 * T1 + W2 * T2 + W3 * T3 + W4 * T4 = 0 (equation 1.2)
(W1-W4) * T1 + (W2-W4) * T2 + (W3-W4) * T3 + r * F * W4 = 0

FIG. 21 is a diagram illustrating a torque range cube B ′ in the Euclidean space, a region E ′ sandwiched between the planes C ′ and D ′, and a cut surface A. A region E ′ indicates a region where the torque value of the motor can be taken. T1, T2, and T3 are torque shafts, respectively.
Here, if W1 = + WF, W2 = −WF, W3 = + WR, W4 = −WR,
(1 + WF / WR) × T1 + (1-WF / WR) × T2 + 2 × T3 = r × F
(1 + ρ) × T1 + (1−ρ) × T2 + 2 × T3 = r × F... Plane A

Here, assuming that the motors of each wheel have the same specifications, the torque range that can be generated by the motor that drives each wheel is expressed by the following simultaneous inequality.
-70 <T1 <100, -70 <T2 <100, -70 <T3 <100, -70 <T4 <100

-70 <T1 <100, -70 <T2 <100, -70 <T3 <100 ... Cube B '
T1 + T2 + T3 = r × F + 70 plane C ′
T1 + T2 + T3 = r × F-100... Plane D ′

  The above simultaneous inequalities indicate the region E ′ inside the cube B ′ and sandwiched between the planes C ′ and D ′. Therefore, the motor of each wheel can take the torque value at an arbitrary point (T1, T2, T3) on the cut surface of the region E ′ cut out by the plane A.

  FIG. 22 is a diagram showing discretization points on the torque T1-T2 plane, and FIGS. 23-1 to 23-4 are diagrams showing motor efficiency map generation for each drive wheel. An area 2201 represents the projection of the plane A onto the T1 and T2 planes. In addition, a region 2202 represents the projection of the region E ′ onto the T1-T2 plane. Then, the T1-T2 plane was discretized with ΔT = 10 Nm. For example, when T1 = 30 Nm as shown in FIG. 23-1, the points included in the region E ′ are T2 = −20, −10, 0, 10, 20,..., 100Nm (shown in FIG. 23-2). ●). At this time, T3 = 12.5, 15,..., 42.5 Nm as shown in FIG. 23-3 and T4 = 87.5 as shown in FIG. , 75,... -62.5 Nm.

  As shown in the figure, the regenerative component can be generated in the negative torque axis direction. With the above method, torque distribution including regeneration can be performed under the condition of constant driving force and no generation of yaw moment.

  Next, when the wheel speed V = 40 km / h, that is, ω = 50.505 rad / s, each motor efficiency is measured at the point of torque distribution described above. For example, when T1 = 30 Nm, T2 = −20 Nm, T3 = 12.5 Nm, and T4 = 87.5 Nm, instantaneous power consumption and regenerative power P1, P2, P3, and P4 are measured from the current and voltage of each motor. . At this time, the power running efficiency (and regeneration efficiency) of each motor is ηi = abs (Ti) × (ω / Pi).

  FIG. 24 is a diagram illustrating the torque dependency of the motor power running / regeneration efficiency. The torque dependence of the power running efficiency η2 of the motor 2 is shown when T2 = -30 to 100 Nm.

  Next, when the vehicle speed changes by an arbitrary discretization ΔV = 10 km / h, the motor power running efficiency and the regeneration efficiency are measured in the same procedure, and this is repeated for each vehicle speed to build the entire efficiency map. Can do. FIGS. 25A to 25D are diagrams illustrating motor efficiency map generation for each drive wheel. As shown in the figure, torque data of regenerative efficiency is generated on the negative torque shaft. When a plurality of motors M use the same type of motor, the efficiency maps generated in FIGS. 25-1 to 25-4 are combined into one efficiency map, thereby generating an efficiency map at high speed. It becomes possible to do.

(Efficiency map generation processing including regenerative torque)
FIG. 26 is a flowchart showing efficiency map generation processing according to the second embodiment. First, when there is an instruction to shift to the efficiency map generation mode, the efficiency map generation apparatus 400 determines whether or not the state can be shifted to the efficiency map generation mode (step S2601). For example, it is determined whether or not the vehicle can run at a constant speed until data necessary for generating the efficiency map is collected. More specifically, map information and traffic jam information are acquired, and it is determined whether or not the future travel route can travel at a constant speed that is a straight road for a predetermined period. If the situation can be shifted to the efficiency map generation mode (step S2601: Yes), the processing after step S2602 is executed, and if the situation cannot be shifted to the efficiency map generation mode (step S2601: No), the mode shift is performed. Stop and exit.

  When the efficiency map generation process is started (step S2602), first, the driving force F [N] of the vehicle is calculated from the total torque command value by the accelerator pedal operation (step S2603). Then, based on the calculated driving force, the above equation (1.1) and the plane equation A are determined. Then, based on the driving force, a region E indicating the power running torque range and the regenerative torque range is determined. Then, a cut surface of the plane A included in the region E is calculated, and a projection region is calculated (step S2604).

  Next, the torque in the projection area is discretized with a certain standard, and the torque distribution of each motor is determined from the equation A and equation (1.1) of the plane (step S2605). Then, a torque command value is given to the inverter circuit INV of each motor with the determined torque distribution (step S2606). The torque command value for each motor is determined in consideration of the tire effective radius. At this time, the current of each motor is measured (step S2607).

  Then, the rotation speed of each motor is measured (step S2608). Then, the power is calculated from the torque and rotation speed of each motor (step S2609).

  In parallel with the process of step S2608, the voltage of each motor is measured (step S2610). Then, power consumption is calculated from the current and voltage of each motor (step S2611). Here, the regenerative power is calculated for the regenerative motor.

  Thereafter, power running efficiency and regenerative efficiency are calculated from the power calculated in step S2609 and the power consumption and regenerative power calculated in step S2611 (step S2612). Then, it is determined whether the dependency data (FIGS. 25-1 to 25-4) of the torque and the rotational speed of the power running efficiency and the regeneration efficiency are prepared (step S2613). If they are not complete (step S2613: No), the processing from step S2605 is repeated to collect data with changed torque distribution, and if the dependency data on torque and rotational speed of powering efficiency and regenerative efficiency are aligned (step S2613: Yes), the process ends.

  As described above, according to the second embodiment, the torque distribution of each motor is changed under the condition that the speed is constant while the moving body is running and the yaw moment around the center of gravity is zero. By performing regenerative control of the motor, it is possible to measure the motor power running efficiency and the torque dependency of the regenerative efficiency at a certain rotation speed (vehicle speed during travel). By measuring this at each number of revolutions, the regenerative efficiency map can be easily generated by the own vehicle in addition to the power running efficiency map of the moving body. In addition, in order to acquire data in the high torque region, the driving wheel is driven while braking with the regenerative wheel, so that torque exceeding the total torque command value by operating the accelerator pedal can be applied to the driving wheel. Thus, data in the high torque region can be obtained.

  Next, a modification of the second embodiment will be described. Here, the structure which uses the produced | generated power running efficiency map as an initial value for producing | generating a regeneration efficiency map is demonstrated. FIG. 27 is a diagram illustrating another method for generating the regeneration efficiency map. As illustrated, the characteristic shape of the regeneration efficiency map is assumed to be the same as that of the power running efficiency map, and is used as an initial value. Specifically, the conversion means sets the regenerative efficiency map ηr as an initial value that is obtained by inverting the power running efficiency map ηp about the rotation axis ω in the negative axis direction of the torque.

FIG. 28 is a diagram illustrating the correspondence between power running efficiency and regeneration efficiency. During power running, the motor is driven via the inverter circuit INV to give a motor torque T. At this time, the front wheels are driven to generate motor torques _TFR and _TFL on the front wheels. At this time, regenerative current is generated from the motor to the inverter by generating reverse torques _TRR and _TRL by regenerating with the rear wheel motor. Motor regeneration efficiency is the efficiency of converting mechanical energy into electrical energy.

Therefore, as a method of generating the regeneration efficiency map,
1. The regeneration efficiency is measured simultaneously with the generation of the efficiency map by the regeneration torque distribution.
2. Since the power running efficiency map and the regeneration efficiency map ideally have the same torque characteristics, the power running efficiency map is inverted and used as the initial value of the regeneration efficiency map.
3. 2. Among the regeneration efficiency maps obtained in 1 above, the above 1. Update the range that can be measured with.
4). During normal driving, the regenerative efficiency map is updated each time regenerative braking is used.

  As described above, according to the second embodiment, the power running efficiency map and the regeneration efficiency map can be generated as the motor efficiency map while the moving body is running. In particular, by regeneratively braking some of the motors during traveling, the characteristics of the high torque portion of the power running efficiency map can be acquired, and the power running efficiency map including the high torque portion can be generated. The high-torque part is less frequently traveled, so it is difficult to acquire data even if the mobile object is driven.However, by using regenerative braking of some motors, other power running can be performed while driving and without driving at high speed. The data of the high torque part for the motor at the time can be acquired.

  In each of the above embodiments, the efficiency map is an efficiency map including the inverter circuit INV (inverter circuit 102) to which the motor M is connected. That is, as shown in FIG. 1, when the voltage and current are detected in the previous stage of the inverter circuit 102, the efficiency map includes the inverter circuit INV. However, the present invention is not limited to this, and when the voltage and current are detected in the subsequent stage of the inverter circuit INV (inverter circuit 102), the efficiency map of the motor M can be generated without including the inverter circuit INV.

  Note that the method for generating the efficiency map described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100,400 Efficiency map production | generation apparatus 101 Torque distribution control part 102 Inverter circuit 103 Rotational speed detection part 104 Voltage detection part 105 Current detection part 111 Total torque command value detection part 112 Torque distribution part 113 Power consumption detection part 114 Efficiency map generation part 115 Motor efficiency map 300 Moving body 301 Controller 307a to 307d (Rotational speed) sensor 308a to 308d (Vertical drag) sensor 309 Acceleration sensor 310 Yaw rate sensor 312 Battery FL, FR, RL, RR Drive wheel M (M1 to M4) Motor INV Inverter circuit

Claims (4)

An efficiency map generation device that generates an efficiency map of a plurality of motors connected to driving wheels of a moving body,
A total torque command value detecting means for detecting a total torque command value input to the plurality of motors;
Torque distribution means for distributing torque in a plurality of combinations to each of the plurality of motors based on the total torque command value;
Power consumption detecting means for detecting power consumption of the motor;
A rotational speed detection means for detecting the rotational speed of the motor;
Efficiency map generating means for generating the efficiency map based on the torque, the power consumption, and the rotation speed in the plurality of combinations;
With
In the plurality of combinations, when the difference in the efficiency of the motor at two points of the combination is less than a predetermined value, the torque distribution means increases the interval between the two points, and the motor at the two points. When the difference in efficiency is greater than or equal to a predetermined value, the efficiency map generating device is characterized in that the combination of shortening the interval between the two points is used. The efficiency map is generated by repeating the torque distribution unit, the power consumption detection unit, the rotation speed detection unit, and the efficiency map generation unit for each of a plurality of speeds of the moving body. The efficiency map generation device according to claim 1. The plurality of motors are the same type of motor,
3. The efficiency map generation apparatus according to claim 1, wherein the efficiency map generation unit combines the efficiency maps generated for each of the plurality of motors into one efficiency map. An efficiency map generation method for generating an efficiency map of a plurality of motors connected to driving wheels of a moving body,
A total torque command value detection step of detecting a total torque command value input to the plurality of motors;
A torque distribution step of distributing torque in a plurality of combinations to each of the plurality of motors based on the total torque command value;
A power consumption detection step for detecting power consumption of the motor;
A rotational speed detection step of detecting the rotational speed of the motor;
An efficiency map generating step of generating the efficiency map based on the torque, the power consumption, and the rotation speed in the plurality of combinations;
Including
In the torque distribution step, in the plurality of combinations, when the difference in efficiency of the motor at two points of the combination is less than a predetermined value, the interval between the two points is increased, and the motor at the two points is increased. When the difference in efficiency is greater than or equal to a predetermined value, the efficiency map generation method is characterized in that the combination of shortening the interval between the two points is used.

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