JP5832868B2 - 電気自動車 - Google Patents
電気自動車 Download PDFInfo
- Publication number
- JP5832868B2 JP5832868B2 JP2011254570A JP2011254570A JP5832868B2 JP 5832868 B2 JP5832868 B2 JP 5832868B2 JP 2011254570 A JP2011254570 A JP 2011254570A JP 2011254570 A JP2011254570 A JP 2011254570A JP 5832868 B2 JP5832868 B2 JP 5832868B2
- Authority
- JP
- Japan
- Prior art keywords
- braking torque
- motor
- regenerative
- wheel
- load
- 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 - Fee Related
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Images
Classifications
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- 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
- B60L15/2009—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 for braking
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- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
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- 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
- Y02T10/64—Electric machine technologies in electromobility
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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Description
回生ブレーキを、スリップが生じないように適切に利かせるにつき、モータの駆動トルクや車輪回転速度の検出値から、機械式ブレーキと回生ブレーキとのうちの、回生ブレーキ配分を制御することは可能である。しかし、走行中に車輪が路面に対して瞬間的に浮いているような場合も多く、また路面状態によってタイヤと路面間の摩擦係数も変わる。そのため、モータの駆動トルクや車輪回転速度の検出値のみでは、回生ブレーキの適切な制御が難しい。
前記車輪2を支持する車輪用軸受4に、路面・タイヤ間に作用する車両進行方向の荷重を検出する荷重センサ41を設け、この荷重センサ41の出力が設定値に達したときに、前記回生ブレーキ34の制動トルクを減じる荷重対応回生ブレーキ制限手段36を設けたことを特徴とする。
路面・タイヤ間の進行方向荷重が低下したときは、回生ブレーキ34による制動トルクを減じる必要がなく、その減じる制御を解除することで、回生ブレーキ34をできるだけ多く使用してエネルギ回収が行える。
回生ブレーキ34は、バッテリ19の充電率が高い場合や、充電可能な残容量が少ない場合、効果的に制動が行えないが、前記最大作動手段35は、可能最大回生制動トルクを計算し、その範囲で回生ブレーキ34の制動トルクを最大に作動させる。このため、回生ブレーキ34による制動トルクの不足の問題を生じることなく、可能な限り回生ブレーキ34を使用することができる。このように、バッテリ19の充電状況を監視しながら、可能な限り回生ブレーキ34を使用し、その上で、前記荷重対応回生ブレーキ制限手段36による回生ブレーキ34の利き過ぎによるスリップ防止を行うため、スリップ防止を確実にしながら、より一層、回生ブレーキ34の使用を高めることができる。
荷重対応回生ブレーキ制限手段36による回生トルクの低減を行った場合や、最大作動手段35の計算した可能最大回生制動トルクから、回生ブレーキ34が回生トルク指令の回生制動トルクを得ることができない場合等は、車両全般を制御する電気制御ユニットであるECU21に報告することで、ECU21による各種の制御を適切に行える。特に、制動力配分手段38により、低減後の回生制動トルクの値と回生制動トルク指令との差分となる制動トルクを機械式ブレーキ9に与えることで、回生制動トルクを低減させても、車両の総制動トルクを確保することができる。
車両が曲線路を走行するときは、左右の車輪2における車両進行方向の路面・タイヤ間の荷重が異なり、また路面・タイヤ間に車幅方向の荷重が作用する。このため、車幅方向の荷重と車両進行方向の荷重との両方を用いて荷重対応回生ブレーキ制限手段36による回生制動トルクの低減可否を判定させることで、より確実に、可能な限り回生ブレーキ34を使用し、かつ回生ブレーキ34の掛け過ぎによるタイヤのスリップを防止することができる。
インホイールモータ駆動装置8では、回生ブレーキ34の制動トルクが直に車輪2に伝達されるために、他の車輪2,3間とのトルク配分ができず、そのためタイヤのスリップは極力避けることが必要である。そのため、この発明によるスリップ防止の効果がより一層効果的である。
このように、インホイールモータユニット30に備えられたインバータ装置22のモータコントロール部29に前記荷重対応回生ブレーキ制限手段36を設けることで、車両全体を制御するECU21の構成や制御の簡素が図れる。例えば、インホイールモータ駆動装置8の設計変更等を行った場合も、ECU21の設計変更を不要とするか、あるいは僅かで済むようにできる。
この実施形態では、モータコントロール部29は、各パワー回路部28に対して別々に設けられ、これらパワー回路部28とモータコントロール部29とでなるインバータ装置22と、その制御対象のモータ6を含むインホイールモータ駆動装置8とで、前述のようにインホイールモータユニット30が構成される。
前記設定値、および回生ブレーキ34の制動トルクをどの程度に減じるかについては、シミュレーション等により適宜考察して設定される。荷重センサ41は、後に具体例を示すように、車輪用軸受4に設けられる。
この制動力配分手段38は、報告手段37から報告された回生制動トルクの値と前記モータコントロール部29に与えた回生制動トルク指令との差分となる制動トルクを、機械式ブレーキ9,10に与える制動トルクに加える制御を行う。制動力配分手段38により機械式ブレーキ9,10に与える制動トルクの指令は、ブレーキコントローラ23を介して機械式ブレーキ9,10に与えられる。
図3(A)は、ECU21の制動力配分手段38の制御を示し、同図(B)は、最大作動手段35および荷重対応回生ブレーキ制限手段36の制御を示す。
図3(A)において、ブレーキ操作手段17の減速指令が制動トルク指令としてECU21に入力されると(ステップS1)、制動力配分手段38は前記制動トルク指令を、各車輪2のモータ6のモータコントール部9に分配して出力する(S2)。このとき、制動力配分手段38は、急ブレーキ等を除く定められた通常範囲の制動トルクの場合は、ブレーキ操作手段17の制動トルク指令を、全て回生制動トルク指令として出力し、機械式ブレーキ9,10には制動トルク指令を与えない。
この後、制動力配分手段38は、各回生ブレーキ34の報告手段37からの報告を待つ(S3)。
この計算の後、最大作動手段35は、可能最大回生制動トルクτBRM と回生制動トルク指令τBRO とを比較し(R3)、可能最大回生制動トルクτBRM が回生制動トルク指令τBRO 未満であれば、回生制動トルク指令τBRO に対して回生ブレーキ34の制動トルクを最大に作動させる(R4)。不足分は機械式ブレーキ2,3を動作させることになる。すなわち、必要な制動トルクτBRを、回生制動トルクτBRと機械式ブレーキ2,3の制動トルクτBRS とで分担する。
可能最大回生制動トルクτBRM が回生制動トルク指令τBRO 以上であれば、回生制動トルク指令τBRO 分の回生制動トルクを回生ブレーキ34により発生させる(R5)。
この後、報告手段37は、回生ブレーキ34が機能する回生制動トルクの値をECU21に報告する(R7)。
この実施形態では、インホイールモータ駆動装置8に適用しており、インホイールモータ駆動装置8では、その制動トルクが直に各車輪2に伝達されるため、他の車輪2,3間とのトルク配分ができず、そのためタイヤのスリップは極力避けることが必要である。このため、上記の荷重対応回生ブレーキ制限手段36を設けたことによるスリップ防止作用が、より効果的である。
なお、インホイールモータ駆動装置8のモータ電流の配線や各種センサ系,指令系の配線は、モータハウジング72等に設けられたコネクタ99により纏めて行われる。
2,3…車輪
4,5…車輪用軸受
6…モータ
7…減速機
8…インホイールモータ駆動装置
9,10…電動式のブレーキ
11…転舵機構
12…操舵機構
19…バッテリ
21…ECU
22…インバータ装置
24…回転センサ
28…パワー回路部
29…モータコントロール部
30…インホイールモータユニット
31…インバータ
32…PWMドライバ
33…モータ駆動制御部
34…回生ブレーキ
35…最大作動手段
36…荷重対応回生ブレーキ制限手段
37…報告手段
38…制動力配分手段
39…電流検出手段
41…荷重センサ
42…角度センサ
Claims (7)
- 車輪を駆動するモータと、このモータを制御するモータコントロール部と、このモータコントロール部に設けられ前記モータの発電により前記車輪に回生制動力を与える回生ブレーキと、前記車輪に機械的に制動力を与える機械式ブレーキとを備えた電気自動車において、
前記車輪を支持する車輪用軸受に、路面・タイヤ間に作用する車両進行方向の荷重を検出する荷重センサを設け、この荷重センサの出力が設定値に達したときに、前記回生ブレーキの制動トルクを減じる荷重対応回生ブレーキ制限手段を設け、
ブレーキ操作手段から、車両全般を制御する電気制御ユニットであるECUを介して前記モータコントロール部に回生制動トルク指令が与えられたときに、定められた規則に従い、車輪の回転数とバッテリの充電状態から前記回生ブレーキの可能最大回生制動トルクを計算し、その可能最大回生制動トルクが前記回生制動トルク指令未満であれば、前記回生制動トルク指令に対して前記回生ブレーキの制動トルクを最大に作動させる最大作動手段を前記モータコントロール部に設け、前記荷重対応回生ブレーキ制限手段は、前記最大作動手段の制御に優先して前記回生ブレーキの制動トルクを減じる機能を生じさせることを特徴とする電気自動車。 - 請求項1において、前記荷重対応回生ブレーキ制限手段は、前記荷重センサの出力が設定値に達して回生ブレーキの制動トルクを減じた後、荷重センサの出力が前記設定値よりも低い復帰用の設定値以下になったときに、前記回生ブレーキの制動トルクを減じる制御を解除する電気自動車。
- 請求項1または請求項2において、前記モータコントロール部に、前記回生ブレーキが機能する回生制動トルクの値を前記ECUに報告する報告手段を設け、前記ECUに、前記報告手段から報告された回生制動トルクの値と前記モータコントロール部に与えた回生制動トルク指令との差分となる制動トルクを前記機械式ブレーキに加えさせる制動力配分手段を設けた電気自動車。
- 請求項1ないし請求項3のいずれか1項において、前記荷重センサは、前記車両進行方向の荷重に加えて、路面・タイヤ間に作用する車幅方向の荷重を検出する機能を有するものとし、前記荷重対応回生ブレーキ制限手段は、前記荷重センサの出力する前記車両進行方向の荷重と車幅方向の荷重とから演算された値が設定値に達した場合に、前記回生ブレーキの制動トルクを減じるものとした電気自動車。
- 請求項1ないし請求項4のいずれか1項において、前記モータは、一部または全体が車輪内に配置されて前記モータと車輪用軸受を含むインホイールモータ駆動装置を構成する電気自動車。
- 請求項5において、前記インホイールモータ駆動装置は、前記モータの回転を減速して車輪に伝える減速機を含む電気自動車。
- 請求項5または請求項6において、インバータ装置と前記インホイールモータ駆動装置とでインホイールモータユニットを構成し、前記インバータ装置は、前記モータコントロール部、およびこのモータコントロール部により制御されて前記モータに駆動電流を流すパワー回路部を含み、前記モータコントロール部に前記荷重対応回生ブレーキ制限手段を設けた電気自動車。
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JP2009012541A (ja) * | 2007-07-02 | 2009-01-22 | Equos Research Co Ltd | 車両用制御装置 |
JP2009278840A (ja) * | 2008-05-19 | 2009-11-26 | Nissan Motor Co Ltd | 電動車両の回生制動制御装置 |
JP5374215B2 (ja) | 2008-07-02 | 2013-12-25 | Ntn株式会社 | サイクロイド減速機、インホイールモータ駆動装置、および車両用モータ駆動装置 |
JP5562277B2 (ja) * | 2011-03-07 | 2014-07-30 | Ntn株式会社 | 電気自動車 |
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- 2012-11-21 WO PCT/JP2012/080230 patent/WO2013077376A1/ja active Application Filing
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Publication number | Publication date |
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CN103946053B (zh) | 2016-04-20 |
EP2783895A4 (en) | 2015-11-25 |
WO2013077376A1 (ja) | 2013-05-30 |
EP2783895A1 (en) | 2014-10-01 |
JP2013110875A (ja) | 2013-06-06 |
CN103946053A (zh) | 2014-07-23 |
US20140303824A1 (en) | 2014-10-09 |
US9126501B2 (en) | 2015-09-08 |
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