JP5851812B2 - Electric vehicle control device and electric vehicle - Google Patents

Description

This invention relates to a control equipment Contact and electric vehicle of an electric vehicle such as an electric vehicle that is traveling driven by an electric motor.

  In an electric vehicle such as an electric vehicle, a motor having higher responsiveness than an internal combustion engine is used. In particular, in an in-wheel motor type electric vehicle, a motor having high responsiveness is used independently for each wheel.

JP 2008-172935 A

  Since an electric vehicle is driven by a motor with good response as described above, it is considered that stable running of the vehicle by torque control is easy. In particular, with respect to slip control, it is possible to take advantage of high-speed torque responsiveness and perform more advanced control than that controlled by a brake. Generally, when the angular acceleration of the tire exceeds a certain value, it is determined that the tire is slipping, and control is performed to reduce the torque. However, this method cannot absorb the difference in angular acceleration at the time of slip due to the difference in driving torque, and the threshold value is set on the safe side with a large margin, and the tire grip force cannot be used up to the upper limit.

The purpose of this invention is to perform the appropriate slip, it is to provide a control equipment Contact and electric vehicle electric vehicle that can take full tire grip force.

A prerequisite configuration electrostatic dynamic vehicle control device, the motor control device controls the driving of the motor 8 for driving in accordance with a torque command value given from the upper level control unit 21 based on the output commanding operation means 38 of the acceleration and deceleration 22 In an electric vehicle control device comprising:
Rotation detecting means 39 is set eclipse to detect the angular acceleration of the wheels driven by the motor 8, the motor controller 22, the upper limit value of the detected angular acceleration in the rotation detecting means 39 vehicle weight and the output torque set as a function of, the set upper limit value, when said angular acceleration detected by the rotation detector 39 has exceeded, the slip response control means 40 for reducing the torque command value is eclipsed set It is characterized by.

  According to this configuration, the slip handling control means 40 sets the upper limit value of the angular acceleration of the wheel for slip determination as a function of the vehicle weight and the output torque, and when this upper limit value is exceeded, slip occurs. It is determined that the torque command value is reduced. Therefore, the upper limit value of angular acceleration for slip judgment, that is, the threshold value can be set to an optimal value, and the threshold value that is unnecessarily increased to the safe side is not used. Can do.

Before SL slip response control means 40, the vehicle weight is a fixed value, only by the output torque to determine an upper limit value of the angular acceleration may be set. If the vehicle weight is a fixed value, the slip countermeasure control means 40 is simplified, and sensors for measuring the vehicle weight are not required.

Electric vehicle control apparatus of the first invention in the present invention, said have you assume configuration, the load sensor 41 is set eclipse to each wheel bearing of two front wheels and two rear wheels of the vehicle, the slip response control means 40, the vehicle weight is measured in real time by the load sensors 41, the upper limit value determined by using the measured vehicle weight, to set.
In this configuration, the vehicle weight, which varies depending on the number of passengers and load, etc., is measured in real time, and the upper limit value for slip judgment is determined. Therefore, a more appropriate upper limit value can be set, and the tire grip force Can be used to the fullest.

Electric vehicle control apparatus of the second invention in the present invention, in have you the premise construction, the slip response control means 40, it varies the amount of reduction of the torque depending on the degree of the angular acceleration of the wheel exceeds the upper limit value Ru is. The amount of torque reduction by the slip handling control means 40 can be controlled even if it is a fixed value, but by changing the amount of torque reduction according to the degree of exceeding the upper limit value, without reducing the torque unnecessarily, More appropriate slip control can be performed.

Electric vehicle control apparatus of the third invention in this inventions is the a prerequisite configuration, in the electric wheels with a motor and the motor controller to independently drive the wheels of more than two wheels, the slip response control means are controllably vignetting set each wheel independently.
Since the slip of a wheel often occurs in each wheel, when a motor that independently drives two or more wheels is provided, slip control is independently performed on each wheel, so that the driving force is not reduced unnecessarily. It will end. Note that the slip control is a control that is performed so that the tire grip force is generated for the wheels that have slipped and the tire grip force is reduced. The balance of the traveling driving force is better than when the slip occurs.

  The electric vehicle of the present invention includes the electric vehicle control device having any one of the above-described configurations of the present invention. According to this electric vehicle, due to the slip control by the electric vehicle control device of the present invention, the upper limit value of the angular acceleration for slip determination does not become a threshold value that is unnecessarily increased to the safe side, and the tire grip force is utilized to the maximum. Thus, stable running with less slip can be performed without causing unnecessary speed reduction.

Slip response control method of electric dynamic vehicle is the electric vehicle for controlling the driving of the motor for driving in accordance with a torque command value given from the upper level control unit on the basis of the command output by the operating means acceleration and deceleration, driven by the motor The detected angular acceleration of the wheel is detected, and an upper limit value of the angular acceleration is set as a function of the vehicle weight and the output torque using the detected angular acceleration. This is a method of reducing the torque command value when the angular acceleration exceeds.
According to this method, as described for the electric vehicle control device of the present invention, appropriate slip prevention can be performed and the grip force of the tire can be utilized to the maximum extent.

Electric vehicle control apparatus of the first invention in this inventions is a motor controller for controlling the driving of the motor for driving in accordance with a torque command value given from the upper level control unit on the basis of the output commanding the operation means acceleration the electric vehicle control device equipped with a rotation detecting means set eclipse to detect the angular acceleration of the wheels driven by the motor, the motor control device, the upper limit value of the detected angular acceleration in the rotation detecting means set as a function of the vehicle weight and the output torque, the set upper limit value, when said angular acceleration detected by the rotation detecting means exceeds the slip response control means for reducing the torque command value is set is, the slip response control means, the vehicle weight is measured in real time by the load sensors to determine the upper limit value is set by using the measured vehicle weight , Can be utilized can be appropriate slip, maximizing the grip of the tire.
According to a second aspect of the present invention, there is provided an electric vehicle control device comprising: a motor control device that controls driving of a traveling motor in accordance with a torque command value provided by a host control unit based on a command output from an acceleration / deceleration operation unit. The electric vehicle control apparatus includes rotation detection means for detecting angular acceleration of wheels driven by the motor, and the motor control apparatus sets an upper limit value of the angular acceleration detected by the rotation detection means to a vehicle weight. And a slip correspondence control means for reducing the torque command value when the angular acceleration detected by the rotation detection means exceeds the set upper limit value. The slip countermeasure control means changes the amount of torque reduction according to the degree to which the angular acceleration of the wheel exceeds the upper limit value, so that appropriate slip prevention can be performed and the tire The grip force can be utilized to its fullest extent.
According to a third aspect of the present invention, there is provided a motor control device for controlling driving of a traveling motor in accordance with a torque command value provided by a host control unit based on a command output from an acceleration / deceleration operation unit. The electric vehicle control apparatus includes rotation detection means for detecting angular acceleration of wheels driven by the motor, and the motor control apparatus sets an upper limit value of the angular acceleration detected by the rotation detection means to a vehicle weight. And a slip countermeasure control means for reducing the torque command value when the angular acceleration detected by the rotation detection means exceeds the set upper limit value. In an electric wheel provided with a motor for independently driving wheels above the wheel and the motor control device, the slip countermeasure control means is provided so that each wheel can be controlled independently. Since that can be utilized in performing the appropriate slip, maximizing the grip of the tire.

  Since the electric vehicle according to the present invention includes the electric vehicle control device according to the present invention, the slip prevention using the grip force of the tire to the maximum can be performed, and stable running with less slip without causing a reduction in speed unnecessarily. Can be done.

1 is a block diagram of a conceptual configuration showing an electric vehicle according to an embodiment of the present invention in a plan view. It is a block diagram which shows the conceptual structure of the in-wheel motor unit of the same electric vehicle. It is a block diagram which shows the conceptual structure of the inverter apparatus and slip countermeasure control means in the same electric vehicle. It is a graph which shows the example of control by the slip corresponding | compatible control means provided in the inverter apparatus. It is a fracture front view of the in-wheel motor drive device in the electric vehicle. FIG. 6 is a sectional view taken along line VI-VI in FIG. 5. It is a partial expanded sectional view of FIG. It is the figure which combined the side view of the outer member of the wheel bearing in the same electric vehicle, and the signal processing unit for load detection. It is an enlarged plan view of the sensor unit in the same electric vehicle. It is sectional drawing of the sensor unit.

One embodiment of the present invention will be described in conjunction with FIGS. 1-10. The electric vehicle is a four-wheeled vehicle in which the left and right rear wheels 2 of the vehicle body 1 are drive wheels and the left and right front wheels 3 are driven wheels. Each of the wheels 2 and 3 serving as the driving wheel and the driven wheel has a tire and is supported by the vehicle body 1 via wheel bearings 4 and 5, respectively. The wheel bearings 4 and 5 are given the abbreviation “H / B” of the hub bearing in FIG. The left and right driving wheels 2 and 2 are driven by independent traveling motors 6 and 6, respectively. The rotation of the motor 6 is transmitted to the wheel 2 via the speed reducer 7 and the wheel bearing 4. The motor 6, the speed reducer 7, and the wheel bearing 4 constitute an in-wheel motor drive device 8 that is one assembly part. The in-wheel motor drive device 8 is partially or entirely driven wheel 2. Placed inside. The motor 6 may directly drive the drive wheel 2 without using the speed reducer 7. Each in-wheel motor drive device 8 constitutes an in-wheel motor unit 30 together with an inverter device 22 described later. Wheels 2 and 3 that are driving wheels and driven wheels are respectively provided with mechanical brakes 9 and 10 that are friction brakes such as electric type.

    The wheels 3 and 3 that are the steering wheels that are the left and right front wheels can be steered via the steering mechanism 11 and are steered by the steering mechanism 12. The steering mechanism 11 is a mechanism that changes the angle of the left and right knuckle arms 11b that hold the wheel bearings 5 by moving the tie rod 11a to the left and right. An EPS (electric power steering) motor 13 is driven by a command from the steering mechanism 12. It is driven and moved left and right via a rotation / linear motion conversion mechanism (not shown). The steering angle is detected by the steering angle sensor 15, and the sensor output is output to the ECU 21, and the information is used for acceleration / deceleration commands for the left and right wheels.

  The control system will be described. The vehicle body 1 includes a main ECU 21 that is an electric control unit that controls the entire vehicle, an inverter device 22 that is a motor control device that controls the driving motor 6 in accordance with commands from the ECU 21, and a brake controller 23. Has been. The ECU 21 includes a computer, a program executed by the computer, various electronic circuits, and the like.

  The ECU 21 is roughly divided into a drive control unit 21a that performs control related to driving and a general control unit 21b that performs other control when divided roughly by function. The drive control unit 21a includes a torque distribution unit 48. The torque distribution unit 48 outputs an acceleration command output from the accelerator operation unit 16, a deceleration command output from the brake operation unit 17, and an output from the steering angle sensor 15. From the turning command to be generated, an acceleration / deceleration command to be given to the left and right wheel driving motors 6, 6 is generated as a torque command value and output to the inverter device 22. The accelerator operation section 16 and the brake operation section 17 serve as acceleration / deceleration operation means 38 (FIG. 3). In FIG. 1, the torque distribution means 48 includes a braking torque command value that causes the motor 6 to function as a regenerative brake and a braking that operates the mechanical brakes 9 and 10 when there is a deceleration command output from the brake operation unit 17. It has a function to distribute to torque command value. The braking torque command value to function as a regenerative brake reflects the acceleration / deceleration command given to the left and right wheel traveling motors 6 and 6 in the torque command value. A braking torque command value for operating the mechanical brakes 9 and 10 is output to the brake controller 23. In addition to the above, the torque distribution means 48 outputs the acceleration / deceleration command to be output, information on the tire rotation speed obtained from the rotation sensors 24, 24A provided on the wheel bearings 4, 5 of the wheels 2, 3, You may have the function corrected using the information of each vehicle-mounted sensor. The accelerator operation unit 16 includes an accelerator pedal and a sensor 16a that detects the amount of depression and outputs the acceleration command. The brake operation unit 17 includes a brake pedal and a sensor 17a that detects the amount of depression and outputs the deceleration command.

  The general control unit 21b of the ECU 21 has a function of controlling various auxiliary machine systems 25, a function of processing input commands from the console operation panel 26, a function of displaying on the display means 27, and the like. The auxiliary machine system 25 is, for example, an air conditioner, a light, a wiper, a GPS, an airbag or the like, and is shown here as a representative block.

  The brake controller 23 is a means for giving a braking command to the mechanical brakes 9 and 10 of the drive wheels 2 and the driven wheels 3 in accordance with a braking command output from the ECU 21. Consists of. The braking command output from the main ECU 21 includes a command generated by means for improving the safety of the ECU 21 in addition to a command generated by a deceleration command output from the brake operation unit 17. In addition, the brake controller 23 includes an antilock brake system.

The inverter device 22 includes a power circuit unit 28 provided for each motor 6 and a motor control unit 29 that controls the power circuit unit 28. The motor control unit 29 may be provided in common for each power circuit unit 28 or may be provided separately, but even if provided in common, each power circuit unit 28. Can be controlled independently such that the motor torques are different from each other. The motor control unit 29 has a function of outputting information (referred to as “IWM system information”) such as detection values and control values related to the in-wheel motor 8 of the motor control unit 29 to the ECU 21.
In this embodiment, the motor control unit 29 is provided separately for each power circuit unit 28, and includes an inverter device 22 composed of the power circuit unit 28 and the motor control unit 29, and the motor 6 to be controlled. The in-wheel motor drive device 8 constitutes the in-wheel motor unit 30 as described above.

  FIG. 2 is a block diagram showing a conceptual configuration of the in-wheel motor unit 30. The power circuit unit 28 of the inverter device 22 includes an inverter 31 that converts the DC power of the battery 19 into three-phase AC power used for driving the motor 6, and a PWM driver 32 that controls the inverter 31. The motor 6 is a three-phase synchronous motor, for example, an IPM type (embedded magnet type) synchronous motor or the like. The inverter 31 is composed of a plurality of semiconductor switching elements (not shown), and the PWM driver 32 performs pulse width modulation on the input current command and gives an on / off command to each of the semiconductor switching elements.

  The motor control unit 29 includes a computer, a program executed on the computer, and an electronic circuit. The motor control unit 29 converts it into a current command according to a torque command that is an acceleration / deceleration command given from the ECU 21 that is the host control means, and gives the current command to the PWM driver 32 of the power circuit unit 28. Further, the motor control unit 29 obtains a motor current value flowing from the inverter 31 to the motor 6 from the current sensor 35 and performs current feedback control. In this current control, the rotation angle of the rotor of the motor 6 is obtained from the angle sensor 36, and control according to the rotation angle such as vector control is performed.

In this embodiment, as shown in FIG. 3, the following slip countermeasure control means 40 is provided above the motor control main portion 37 in the motor control portion 29 of the inverter device 22. Further, a rotation detecting means 39 for detecting the angular acceleration of the wheel is provided. The motor control main unit 37 is a means for performing a current command to be given to the power circuit unit 28 in accordance with a rotation angle such as vector control in accordance with the torque command given from the ECU 21. The rotation detection means 39 detects the angular acceleration of the rotor of the motor 6 , converts it into the angular acceleration of the wheel, and outputs it. For example, the rotation detection means 39 is a resolver and a means for processing a detection signal thereof, but the angle sensor 36 may be used as the rotation detection means 39 for detecting the angular acceleration of the wheel. The slip countermeasure control means 40 is provided in the inverter device 22 for each wheel motor 6 so as to be controlled independently of each other.

  The slip countermeasure control means 40 includes an upper limit value calculation unit 42, an angular velocity change determination unit 43, and an addition unit 44. The upper limit calculation unit 42 is a unit that calculates the upper limit value of the angular acceleration detected by the rotation detection unit 39 as a function of the vehicle weight and the output torque, and sets the upper limit value that is the calculation result as a threshold value. As the output torque value, the current motor drive torque value recognized by the motor control unit 29 in the inverter device 22 from the current detection value of the ammeter or the like is used.

  The angular velocity change determination unit 43 determines whether or not the angular acceleration detected by the rotation detection unit 39 exceeds the upper limit value calculated by the upper limit value calculation unit 42. A means for outputting a torque correction value for reducing the command value. The adding unit 44 is means for adding the torque correction value output from the angular velocity change determining unit 43 to the torque command value from the ECU 21.

  The upper limit value calculation unit 42 of the slip handling control means 40 may determine and set the upper limit value of the angular acceleration using only the output torque as the detected value with the vehicle weight as a fixed value. A load sensor 41 (FIG. 3) is provided on each of the wheel bearings 4 and 5 of the two front wheels 3 and the two rear wheels 2 (FIG. 1), and the vehicle weight is measured in real time by each load sensor 41 and measured. The upper limit value may be determined and set using the vehicle weight.

  The angular acceleration determination unit 43 in the slip countermeasure control means 40 changes the amount of torque reduction, which is a torque correction value to be output, according to the degree to which the angular acceleration of the wheel exceeds the upper limit value. The amount of torque reduction according to the degree of exceeding the upper limit value may be changed proportionally, that is, linearly, or may be changed according to a predetermined curve or stepwise. . Note that the angular acceleration determination unit 43 may keep the output torque correction value constant.

  A method of slip response control with the above configuration will be described. A change in angular velocity of each wheel serving as a drive wheel, that is, a change in angular velocity output from the rotation detection means 39 is monitored by the angular acceleration determination unit 43. If the angular acceleration determination unit 43 determines that the change in the angular velocity is greater than a threshold value (Δω0) that is an upper limit value converted as described later from the vehicle weight and torque by the upper limit value calculation unit 42, the tire slips. A torque correction value is output, and the addition unit 44 adds the torque correction value to the torque command value. In this case, the angular acceleration determination unit 43 outputs the torque correction value so that the value of the torque command value + the torque correction value gradually decreases. FIG. 4 shows an example of changes in the torque correction value.

  When the angular acceleration determination unit 43 determines that the tire is slipping and outputs a correction value as described above, and then determines that the tire is not slipping, that is, the threshold value (the change in angular velocity is the upper limit value). Δω0)), the torque correction value to be added is decreased, so that the torque command value + torque correction value becomes the same as the torque command value, that is, the torque command value gradually decreases. It works to become zero.

Next, the appropriateness of using the slip judgment threshold value (Δω 0) as a function of the vehicle weight and the output torque will be described together with a calculation formula. here,
Mass when vehicle is full: W (kg)
Axle torque: T (Nm)
Motor torque: T _O (Nm),
Effective tire radius: R (m)
Tire angular velocity: ω (rad / s),
Motor angular velocity: ω ₀ (rad / s),
Tire thrust force: F (N),
Vehicle acceleration: α (m / s ² ),
Vehicle speed: V (m / s),
Gravitational acceleration: g (m / s ² )
Reduction ratio: N,
And

The vehicle's law of motion is as follows.
F = T / R = N * T O / R = W * g * α (1)
V = R * ω = α * t (2)
ω = ω ₀ / N (3)
From equations (2) and (3) α = R * ω ₀ / (N * t) (4)
From formulas (1) and (4), ω ₀ = N ² * T ₀ * W * g * t / R ² (5)
From equation (5), the motor angular acceleration is ω ₀ ′ = N ² * T ₀ * W * g / R ² [rad / s ² ] (6)
From equation (6), the angular acceleration Δω0 of the actual motor is Δω0 <N ² * T ₀ * W * g / R ² (7)
Should be.
(Δω0: Maximum change in angular velocity that can be converted from vehicle weight and torque)

Assuming that the number of divisions per revolution of the resolver, which is the means for detecting the motor rotation angle, is the resolution of the resolver x the number of pole pairs,
Δωr = resolver resolution × N ² * T ₀ * W * g / R ²
Δωr∝K * T ₀ * W (K = resolver resolution × N ² * g / R ² ) (8)
From equation (8), ω _r ∝K * T ₀
The torque output per wheel is T ₀ = 2 * T ₁ (T ₁ : torque of one wheel), so ω _r ∝K * T ₁

The motor torque T1, can be determined that slip when the K * T ₁ or more bit-converted rotational angular velocity change is detected, the angular velocity change determination unit 43 outputs the torque correction value to reduce motor torque.
From the above equation, it can be seen that the upper limit value of the change in angular velocity is a function of the vehicle weight. Therefore, optimum control can be performed if the axle load of the four wheels of the vehicle is measured in real time and the sum is W.

  According to the electric vehicle control device having the above-described configuration, it is possible to appropriately prevent slipping in this way, and to make maximum use of the tire grip force.

  Next, a specific example of the in-wheel motor drive device 8 will be shown together with FIGS. The in-wheel motor drive device 8 includes a reduction gear 7 interposed between a wheel bearing 4 and a motor 6, and a hub bearing of the drive wheel 2 supported by the wheel bearing 4 and a rotation output shaft 74 of the motor 6. Are connected on the same axis. The speed reducer 7 is a cycloid speed reducer, in which eccentric portions 82a and 82b are formed on a rotational input shaft 82 that is coaxially connected to a rotational output shaft 74 of the motor 6, and bearings 85 are respectively provided on the eccentric portions 82a and 82b. The curved plates 84a and 84b are mounted, and the eccentric motion of the curved plates 84a and 84b is transmitted to the wheel bearing 4 as rotational motion. In this specification, the side closer to the outer side in the vehicle width direction of the vehicle when attached to the vehicle is referred to as the outboard side, and the side closer to the center of the vehicle is referred to as the inboard side.

  The wheel bearing 4 includes an outer member 51 in which a double row rolling surface 53 is formed on the inner periphery, an inner member 52 in which a rolling surface 54 facing each of the rolling surfaces 53 is formed on the outer periphery, and these The outer member 51 and the inner member 52 are composed of double-row rolling elements 55 interposed between the rolling surfaces 53 and 54 of the inner member 52. The inner member 52 also serves as a hub for attaching the drive wheels. The wheel bearing 4 is a double-row angular ball bearing, and the rolling elements 55 are made of balls and are held by a cage 56 for each row. The rolling surfaces 53 and 54 have a circular arc cross section, and the rolling surfaces 53 and 54 are formed so that the contact angles are aligned with the back surface. An end on the outboard side of the bearing space between the outer member 51 and the inner member 52 is sealed with a seal member 57.

  The outer member 51 is a stationary raceway, has a flange 51a attached to the housing 83b on the outboard side of the speed reducer 7, and is formed as an integral part. The flange 51a is provided with bolt insertion holes 64 at a plurality of locations in the circumferential direction. Further, the housing 83b is provided with a bolt screw hole 94 whose inner periphery is threaded at a position corresponding to the bolt insertion hole 64. The outer member 51 is attached to the housing 83b by screwing the mounting bolt 65 inserted into the bolt insertion hole 94 into the bolt screwing hole 94.

  The inner member 52 is a rotating raceway, and the outboard side member 59 having a hub flange 59a for wheel mounting and the outboard side member 59 are fitted to the inner periphery of the outboard side member 59. The inboard side material 60 is integrated with the outboard side material 59 by fastening. In each of the outboard side material 59 and the inboard side material 60, the rolling surface 54 of each row is formed. A through hole 61 is provided in the center of the inboard side member 60. The hub flange 59a is provided with press-fit holes 67 for hub bolts 66 at a plurality of locations in the circumferential direction. In the vicinity of the base portion of the hub flange 59a of the outboard side member 59, a cylindrical pilot portion 63 that guides driving wheels and braking components (not shown) protrudes toward the outboard side. A cap 68 that closes the outboard side end of the through hole 61 is attached to the inner periphery of the pilot portion 63.

  As described above, the speed reducer 7 is a cycloid speed reducer, and two curved plates 84a and 84b formed with a wavy trochoid curve having a gentle outer shape as shown in FIG. The shaft 82 is attached to each eccentric part 82a, 82b. A plurality of outer pins 86 for guiding the eccentric movements of the curved plates 84a and 84b on the outer peripheral side are provided across the housing 83b, and a plurality of inner pins 88 attached to the inboard side member 60 of the inner member 2 are provided. The curved plates 84a and 84b are engaged with a plurality of circular through holes 89 provided in the inserted state. The rotation input shaft 82 is spline-coupled with the rotation output shaft 74 of the motor 6 and rotates integrally. The rotary input shaft 82 is supported at both ends by two bearings 90 on the inboard side housing 83a and the inner diameter surface of the inboard side member 60 of the inner member 52.

  When the rotation output shaft 74 of the motor 6 rotates, the curved plates 84a and 84b attached to the rotation input shaft 82 that rotates integrally therewith perform an eccentric motion. The eccentric motions of the curved plates 84 a and 84 b are transmitted to the inner member 52 as rotational motion by the engagement of the inner pins 88 and the through holes 89. The rotation of the inner member 52 is decelerated with respect to the rotation of the rotation output shaft 74. For example, a reduction ratio of 1/10 or more can be obtained with a single-stage cycloid reducer.

  The two curved plates 84a and 84b are attached to the eccentric portions 82a and 82b of the rotary input shaft 82 so as to cancel out the eccentric motion with each other, and are mounted on both sides of the eccentric portions 82a and 82b. A counterweight 91 that is eccentric in the direction opposite to the eccentric direction of the eccentric portions 82a and 82b is mounted so as to cancel the vibration caused by the eccentric movement of the curved plates 84a and 84b.

  As shown in an enlarged view in FIG. 7, bearings 92 and 93 are mounted on the outer pins 86 and the inner pins 88, and outer rings 92a and 93a of the bearings 92 and 93 are respectively connected to the curved plates 84a and 84b. It comes into rolling contact with the outer periphery and the inner periphery of each through-hole 89. Therefore, the contact resistance between the outer pin 86 and the outer periphery of each curved plate 84a, 84b and the contact resistance between the inner pin 88 and the inner periphery of each through hole 89 are reduced, and the eccentric motion of each curved plate 84a, 84b is smooth. Can be transmitted to the inner member 52 as a rotational motion.

  In FIG. 5, the motor 6 is a radial gap type IPM motor in which a radial gap is provided between a motor stator 73 fixed to a cylindrical motor housing 72 and a motor rotor 75 attached to the rotation output shaft 74. The rotation output shaft 74 is cantilevered by two bearings 76 on the cylindrical portion of the housing 83 a on the inboard side of the speed reducer 7.

  The motor stator 73 includes a stator core portion 77 and a coil 78 made of a soft magnetic material. The stator core portion 77 is held by the motor housing 72 with its outer peripheral surface fitted into the inner peripheral surface of the motor housing 72. The motor rotor 75 includes a rotor core portion 79 that is fitted on the rotation output shaft 74 concentrically with the motor stator 73, and a plurality of permanent magnets 80 that are built in the rotor core portion 79.

The motor 6 is provided with an angle sensor 36 that detects a relative rotation angle between the motor stator 73 and the motor rotor 75. The angle sensor 36 detects and outputs a signal representing a relative rotation angle between the motor stator 73 and the motor rotor 75, and an angle calculation circuit 71 that calculates an angle from the signal output from the angle sensor body 70. And have. The angle sensor main body 70 includes a detected portion 70a provided on the outer peripheral surface of the rotation output shaft 74, and a detecting portion 70b provided in the motor housing 72 and disposed in close proximity to the detected portion 70a, for example, in the radial direction. Become. The detected portion 70a and the detecting portion 70b may be arranged close to each other in the axial direction. Here, a magnetic encoder or a resolver is used as each angle sensor 36. Rotation control of the motor 6 is performed by the Motakon trolls unit 29 (FIGS. 1 and 2). In this motor 6, in order to maximize the efficiency, each phase of each wave of alternating current flowing through the coil 78 of the motor stator 73 based on the relative rotation angle between the motor stator 73 and the motor rotor 75 detected by the angle sensor 42. the application timing of, and is adapted to control the motor drive control unit 33 of Motakon trolls unit 29.
Note that the motor current wiring of the in-wheel motor driving device 8 and various sensor system and command system wiring are collectively performed by a connector 99 provided in the motor housing 72 or the like.

  The load sensor 41 illustrated in FIG. 2 includes, for example, a plurality of sensor units 120 illustrated in FIG. 8 and a signal processing unit 130 that processes output signals of these sensor units 120. The sensor unit 120 is provided at four locations on the outer diameter surface of the outer member 51 that is a stationary raceway in the wheel bearing 4. FIG. 8 shows a front view of the outer member 1 viewed from the outboard side. Here, these sensor units 120 are provided on the upper surface portion, the lower surface portion, the right surface portion, and the left surface portion of the outer diameter surface of the outer member 51 that is in the vertical position and the horizontal position with respect to the tire ground contact surface. The signal processing unit 130 may be provided on the outer member 51, or may be provided on the motor control unit 29 of the inverter device 22.

  The signal processing unit 130 compares the outputs of the four sensor units 120 described above, and acts on each load acting on the wheel bearing 4, specifically, between the road surface of the wheel 2 and the tire according to a predetermined arithmetic expression. A vertical load Fz as a load, a vehicle traveling direction load Fx as a driving force and a braking force, and an axial load Fy are calculated and output. Four sensor units 120 are provided, and each sensor unit 120 is provided on the upper surface portion, the lower surface portion, the right surface portion, and the left surface portion of the outer diameter surface of the outer member 51 that is in the vertical position and the horizontal position with respect to the tire ground contact surface. Since they are equally arranged with a phase difference of 90 degrees in the circumferential direction, the vertical load Fz, the vehicle traveling direction load Fx, and the axial load Fy acting on the wheel bearing 4 can be accurately estimated. The vertical load Fz is obtained by comparing the outputs of the upper and lower sensor units 120, and the vehicle traveling direction load Fx is obtained by comparing the outputs of the two front and rear sensor units 120. The axial load Fy is obtained by comparing the outputs of the four sensor units 120. The calculation of the loads Fx, Fy, and Fz by the signal processing unit 130 can be performed with high accuracy by setting arithmetic expressions and parameters based on values obtained by tests and simulations. More specifically, various corrections are performed for the above calculation, but the description of the correction is omitted.

  Each of the sensor units 120 is, for example, as shown in an enlarged plan view and an enlarged cross-sectional view in FIGS. 9 and 10, and the distortion generating member 121 and attached to the distortion generating member 121 to detect the distortion of the distortion generating member 121. And the strain sensor 122. The strain generating member 121 is made of an elastically deformable metal plate having a thickness of 3 mm or less, such as a steel material, and has a planar shape of a strip having a uniform width over the entire length, and has notches 121b on both sides of the center. Further, the strain generating member 121 has two contact fixing portions 121 a that are fixed to the outer diameter surface of the outer ring 1 through spacers 123 at both ends. The strain sensor 122 is affixed to the strain generating member 121 at a location where the strain increases with respect to the load in each direction. Here, as the location, the central portion sandwiched between the notch portions 121b on both sides on the outer surface side of the strain generating member 121 is selected, and the strain sensor 122 measures the circumferential strain around the notch portion 121b. To detect.

  In the sensor unit 120, the two contact fixing portions 121a of the strain generating member 121 are positioned at the same size in the axial direction of the outer ring 1, and the two contact fixing portions 121a are located at positions separated from each other in the circumferential direction. These contact fixing portions 121a are fixed to the outer diameter surface of the outer ring 1 by bolts 124 through spacers 123, respectively. Each of the bolts 124 is inserted into a bolt insertion hole 126 of the spacer 123 from a bolt insertion hole 125 provided in the contact fixing portion 121a in the radial direction, and a screw hole 127 provided in an outer peripheral portion of the outer member 51. Screwed on. As described above, by fixing the contact fixing portion 121a to the outer diameter surface of the outer member 51 through the spacer 123, the central portion having the notch portion 121b in the thin plate-shaped strain generating member 121 is located outside the outer ring 1. It becomes a state away from the radial surface, and distortion deformation around the notch 121b becomes easy. As the axial position where the contact fixing portion 121a is arranged, an axial position that is the periphery of the rolling surface 53 of the outboard side row of the outer member 51 is selected here. Here, the periphery of the rolling surface 53 of the outboard side row is a range from the intermediate position of the rolling surface 53 of the inboard side row and the outboard side row to the formation portion of the rolling surface 53 of the outboard side row. It is. A flat portion 1b is formed at a location where the spacer 123 is contacted and fixed on the outer diameter surface of the outer member 51.

  Various strain sensors 122 can be used. For example, the strain sensor 122 can be composed of a metal foil strain gauge. In that case, the distortion generating member 121 is usually fixed by adhesion. Further, the strain sensor 122 can be formed on the strain generating member 121 with a thick film resistor.

In the above embodiment, as shown in FIGS. 1 and 2, is provided with the Motakon trolls unit 29 to the inverter 22, Motakon trolls unit 29 may be provided on the main ECU 21. Moreover, although ECU21 and the inverter apparatus 22 are provided separately in this embodiment, you may provide as an integrated control apparatus.
Moreover, although the said embodiment demonstrated about the case where it applied to the electric vehicle provided with the in-wheel motor drive device 8, this invention is an electric vehicle which drives an left-and-right wheel independently with an onboard type motor, 1 The present invention can also be applied to an electric vehicle in which left and right wheels are driven by a single motor.

DESCRIPTION OF SYMBOLS 1 ... Car body 2, 3 ... Wheel 4, 5 ... Wheel bearing 6 ... Motor 7 ... Reduction gear 8 ... In-wheel motor drive device 21 ... ECU
22 ... Inverter device (motor control device)
24, 24A ... rotation sensor 28 ... power circuit portion 29 ... Motakon trolls portion 30 ... in-wheel motor unit 31 ... inverter 32 ... PWM driver 33 ... motor drive control unit 36 ... angle sensor 38 ... operating means 39 ... rotation detecting means 40 ... Slip correspondence control means 41 ... Load sensor 42 ... Upper limit value calculation part 43 ... Angular acceleration change determination part 44 ... Addition part 45 ... Friction coefficient estimation means 46 ... Allowable maximum torque calculation means 47 ... Motor torque command value restriction means

Claims (4)

In the electric vehicle control device provided with the motor control device that controls the driving of the motor for traveling according to the torque command value given from the host control means based on the command output from the acceleration / deceleration operation means,
Rotation detecting means for detecting angular acceleration of wheels driven by the motor is provided, and an upper limit value of angular acceleration detected by the rotation detecting means is set as a function of vehicle weight and output torque in the motor control device. Then, when the angular acceleration detected by the rotation detection means exceeds the set upper limit value, a slip countermeasure control means for reducing the torque command value is provided,
Each load sensor set on the wheel support bearing two front wheels and two rear wheels of the vehicle vignetting, the slip response control means includes vehicle weight the vehicle weight is measured in real time by the load sensors, which are the measurement The electric vehicle control apparatus which determines and sets the said upper limit value using. In the electric vehicle control device provided with the motor control device that controls the driving of the motor for traveling according to the torque command value given from the host control means based on the command output from the acceleration / deceleration operation means,
Rotation detecting means for detecting angular acceleration of wheels driven by the motor is provided, and an upper limit value of angular acceleration detected by the rotation detecting means is set as a function of vehicle weight and output torque in the motor control device. Then, when the angular acceleration detected by the rotation detection means exceeds the set upper limit value, a slip countermeasure control means for reducing the torque command value is provided,
The slip countermeasure control means is an electric vehicle control device that changes a torque reduction amount according to a degree to which an angular acceleration of a wheel exceeds the upper limit value. In the electric vehicle control device provided with the motor control device that controls the driving of the motor for traveling according to the torque command value given from the host control means based on the command output from the acceleration / deceleration operation means,
Rotation detecting means for detecting angular acceleration of wheels driven by the motor is provided, and an upper limit value of angular acceleration detected by the rotation detecting means is set as a function of vehicle weight and output torque in the motor control device. Then, when the angular acceleration detected by the rotation detection means exceeds the set upper limit value, a slip countermeasure control means for reducing the torque command value is provided,
The electric wheel having a motor and the motor controller to independently drive two or more wheels, the electric vehicle control device wherein the slip response control means is kicked controllably set independently each wheel. The electric vehicle provided with the electric vehicle control apparatus of any one of Claim 1 thru | or 3 .

Images