JPH07245806A - Motor torque controller for electric car - Google Patents
Motor torque controller for electric carInfo
- Publication number
- JPH07245806A JPH07245806A JP6031221A JP3122194A JPH07245806A JP H07245806 A JPH07245806 A JP H07245806A JP 6031221 A JP6031221 A JP 6031221A JP 3122194 A JP3122194 A JP 3122194A JP H07245806 A JPH07245806 A JP H07245806A
- Authority
- JP
- Japan
- Prior art keywords
- resistance
- motor
- driving force
- command value
- torque
- 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.)
- Granted
Links
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 238000001514 detection method Methods 0.000 claims description 3
- 230000007423 decrease Effects 0.000 abstract description 13
- 238000005096 rolling process Methods 0.000 abstract description 2
- 230000001133 acceleration Effects 0.000 description 36
- 238000010586 diagram Methods 0.000 description 9
- 208000028659 discharge Diseases 0.000 description 7
- 239000002131 composite material Substances 0.000 description 3
- 230000009194 climbing Effects 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、バッテリの放電により
電圧が低下しても一定のアクセル開度に対して常に一定
のトルクが得られる電気自動車のモータトルク制御装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor torque control device for an electric vehicle, which can always obtain a constant torque with respect to a constant accelerator opening even if the voltage drops due to battery discharge.
【０００２】[0002]
【従来の技術】一般に、電気自動車においては、走行用
モータの制御に、例えば、特開昭６２−２１７８０５号
公報に示されるように、走行用交流モータの目標速度と
実際のモータ回転速度とを比較して、目標トルクを設定
し走行用交流モータをトルク制御するようなクローズド
ループ式の制御が多く採用されている。2. Description of the Related Art Generally, in an electric vehicle, a target speed of an AC motor for traveling and an actual motor rotation speed are used for controlling the motor for traveling as disclosed in, for example, Japanese Patent Laid-Open No. 217805/1987. In comparison, closed-loop control that sets a target torque and torque-controls a traveling AC motor is often used.
【０００３】[0003]
【発明が解決しようとする課題】しかし、上述のような
クローズドループ式制御を採用する電気自動車では、オ
ープンループ式制御を採用する電気自動車に比べて複雑
な制御系を必要とし、システム全体のコストの高騰を招
くばかりでなく、耐久性、信頼性の低下を招く。However, the electric vehicle that employs the closed-loop control as described above requires a more complicated control system than the electric vehicle that employs the open-loop control, and the cost of the entire system is low. Not only will the price rise, but the durability and reliability will decline.
【０００４】一方、周知のように、直流モータおよび交
流モータでは供給電圧が低下した場合、モータ出力も低
下する。On the other hand, as is well known, in the DC motor and the AC motor, when the supply voltage decreases, the motor output also decreases.
【０００５】すなわち、図６に示すように、電気自動車
のバッテリ端子電圧（Ｖ）は満充電時の電圧ＶO に較
べ、放電末期の電圧Ｖ’はΔＶの分だけ低下してしまう
ため、バッテリからコンバータ等のコントローラを介し
直流モータに、あるいは、バッテリからインバータ等の
コントローラを介し交流モータに電力が供給される電気
自動車では、一定のモータ駆動トルクを得るために、放
電末期では満充電時に較べてアクセルペダルをより多く
踏込まなければならず、電圧低下によりアクセルフィー
リングが損われ、運転者に違和感を与えてしまうという
問題がある。That is, as shown in FIG. 6, the battery terminal voltage (V) of the electric vehicle is lower than the voltage VO at the time of full charge, and the voltage V'at the end of discharge is reduced by ΔV. In an electric vehicle in which electric power is supplied to a DC motor via a controller such as a converter or to an AC motor from a battery via a controller such as an inverter, in order to obtain a constant motor drive torque, in the final stage of discharge, compared to when fully charged. There is a problem in that the accelerator pedal must be depressed more and the voltage drop lowers the accelerator feeling, giving the driver a feeling of strangeness.
【０００６】本発明は、上記事情に鑑みてなされたもの
で、複雑な制御系を要することなく、簡単なシステム
で、バッテリ電圧が低下しても一定のアクセル開度で常
に一定のモータ駆動トルクを得ることができ、耐久性、
信頼性の向上が図れ、しかもシステム全体の低コスト化
を実現することのできる電気自動車のモータトルク制御
装置を提供することを目的としている。The present invention has been made in view of the above circumstances, and is a simple system that does not require a complicated control system and always has a constant motor drive torque at a constant accelerator opening even if the battery voltage decreases. Can get the durability,
It is an object of the present invention to provide a motor torque control device for an electric vehicle that can improve reliability and realize cost reduction of the entire system.
【０００７】[0007]
【課題を解決するための手段】上記目的を達成するため
本発明による電気自動車のモータトルク制御装置は、車
体に設けた勾配検出手段からの検出値に基づいて道路勾
配を設定する道路勾配演算部と、車速検出手段で検出し
た車速に基づいて車輛の空気抵抗を設定する空気抵抗演
算部と、少なくとも上記道路勾配と上記空気抵抗とに基
づいて走行抵抗を設定する走行抵抗演算部と、アクセル
開度に応じて与えられるトルク指令値を車輛の固有値で
補正して仮想駆動力を設定する仮想駆動力演算部と、上
記仮想駆動力と上記走行抵抗とを比較しこの走行抵抗の
上記仮想駆動力に対するの減少割合に応じて上記トルク
指令値を増加補正してモータ駆動トルクを設定するアク
セル指令値補正部と、このモータ駆動トルクに応じて走
行用モータへ出力するモータ駆動回路とを備えることを
特徴とする。In order to achieve the above object, a motor torque control device for an electric vehicle according to the present invention is a road gradient calculating section for setting a road gradient based on a detected value from a gradient detecting means provided on a vehicle body. An air resistance calculation unit that sets the air resistance of the vehicle based on the vehicle speed detected by the vehicle speed detection means; a running resistance calculation unit that sets the running resistance based on at least the road gradient and the air resistance; The virtual driving force calculation unit that sets the virtual driving force by correcting the torque command value given according to the degree with the eigenvalue of the vehicle and the virtual driving force and the running resistance are compared, and the virtual driving force of the running resistance is compared. An accelerator command value correction unit that sets the motor drive torque by increasing and correcting the torque command value according to the decreasing rate of Characterized in that it comprises a that the motor drive circuit.
【０００８】[0008]
【作 用】本発明では電気自動車の走行抵抗を道路勾配
と空気抵抗とから算出し、一方、運転者が要求する駆動
力である仮想駆動力を、アクセル開度に応じて与えられ
るトルク指令をモータ回転数、減速比、タイヤ半径など
の車輛の固有値で補正して求める。そして、上記仮想駆
動力に対して上記走行抵抗が小さい場合は、その減少割
合に応じて上記アクセル開度に応じて与えられるトルク
指令値を増加補正する。その結果、バッテリ電圧が低下
しても常に走行抵抗と仮想駆動力とがほぼ等しくなり、
あらゆる走行条件下で一定のアクセル開度に対して一定
のモータ駆動トルクを得ることができる。[Operation] In the present invention, the running resistance of the electric vehicle is calculated from the road gradient and the air resistance, while the virtual driving force, which is the driving force required by the driver, is given a torque command given in accordance with the accelerator opening. It is calculated by correcting with the vehicle's eigenvalues such as motor speed, reduction ratio, and tire radius. When the traveling resistance is small with respect to the virtual driving force, the torque command value given according to the accelerator opening is increased and corrected according to the decreasing rate. As a result, even if the battery voltage drops, the running resistance and the virtual driving force are almost equal,
It is possible to obtain a constant motor drive torque for a constant accelerator opening under all running conditions.
【０００９】[0009]
【実施例】以下、図面に基づいて本発明の実施例を説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【００１０】図１〜図５は本発明の一実施例を示し、図
１はモータ制御回路のブロック図、図２は電気自動車の
制御系の概略図、図３は前後加速度センサの断面図、図
４は電気自動車にかかる加速抵抗と登坂抵抗との説明
図、図５は放電深度とアクセル開度との関係を示す特性
図である。1 to 5 show an embodiment of the present invention, FIG. 1 is a block diagram of a motor control circuit, FIG. 2 is a schematic diagram of a control system of an electric vehicle, and FIG. 3 is a sectional view of a longitudinal acceleration sensor. FIG. 4 is an explanatory diagram of acceleration resistance and uphill resistance applied to the electric vehicle, and FIG. 5 is a characteristic diagram showing the relationship between the depth of discharge and the accelerator opening.
【００１１】図２の符号１は電気自動車で、この電気自
動車１の前輪軸２にデファレンシャルギヤ３、減速機４
を介して走行用モータとして走行用交流モータ５が連設
されている。また、この電気自動車１には、運転席の床
面に設けたアクセルペダル６に連設して、このアクセル
ペダル６のアクセル開度を検出するアクセルセンサ７
と、スピードメータ（図示せず）等からの信号で車速Ｖ
を検出する車速センサ８が配設され、また、上記走行用
交流モータ５には、モータ回転数Ｎを検出する回転数セ
ンサ１２が併設されている。一方、この電気自動車１の
後部にはバッテリ９が搭載されている。Reference numeral 1 in FIG. 2 is an electric vehicle. The front wheel shaft 2 of the electric vehicle 1 has a differential gear 3 and a speed reducer 4.
A traveling AC motor 5 is connected in series as a traveling motor via the. Further, in the electric vehicle 1, an accelerator sensor 7 that is connected to an accelerator pedal 6 provided on the floor surface of the driver's seat and detects an accelerator opening degree of the accelerator pedal 6 is provided.
And a signal from a speedometer (not shown) etc.
A vehicle speed sensor 8 for detecting the motor speed is provided, and a rotational speed sensor 12 for detecting the motor rotational speed N is attached to the traveling AC motor 5. On the other hand, a battery 9 is mounted on the rear part of the electric vehicle 1.
【００１２】さらに、この電気自動車１のホイールベー
スのほぼ中間で、且つトレッドのほぼ中間の位置に、勾
配検出手段の一例である前後加速度センサ１０が配設さ
れている。Further, a longitudinal acceleration sensor 10, which is an example of a gradient detecting means, is provided at a position substantially in the middle of the wheel base of the electric vehicle 1 and substantially in the middle of the tread.
【００１３】図３に示すように、この実施例で採用する
前後加速度センサ１０はカンチレバー方式であり、この
カンチレバー１０ａの先端に重錘１０ｂが固設されてお
り、水平状態の車体に対してこの重錘１０ｂが鉛直方向
へ指向するように配設するとともに、車体前後方向の加
速度Ｇを感知できる方向に配設されている。As shown in FIG. 3, the longitudinal acceleration sensor 10 used in this embodiment is of a cantilever type, and a weight 10b is fixedly attached to the tip of the cantilever 10a. The weight 10b is arranged so as to be oriented in the vertical direction, and is arranged in a direction in which the acceleration G in the vehicle front-rear direction can be sensed.
【００１４】ところで、電気自動車の走行抵抗Ｒは、 Ｒ＝ｍｇ・ｓｉｎθ（登坂抵抗）＋ｍｇ・ａ（加速抵抗） ＋ｋ1 （転がり抵抗）＋Ｋ2 Ｖ2 （空気抵抗）…（１） ここで、ｍ：車輛の総質量、ｇ：重力加速度、ｓｉｎ
θ：道路勾配、ａ：無次元（図４参照）、ｋ1 ：タイヤ
によって決定される定数、ｋ2 ：車体の形状によって決
定される定数、Ｖ：車速であるため、加速度ａがａ＝０
のとき、すなわち定速走行時の走行抵抗Ｒは、 Ｒ＝ｍｇ・ｓｉｎθ＋ｋ1 ＋Ｋ2 Ｖ2 …（１）’ となる。従って、（１）’式では、道路勾配ｓｉｎθと
車速Ｖを検出すれば走行抵抗Ｒが求められることにな
る。By the way, the running resistance R of the electric vehicle is R = mg · sin θ (hill climbing resistance) + mg · a (acceleration resistance) + k1 (rolling resistance) + K2 V 2 (air resistance) (1) where m: Total mass of vehicle, g: acceleration of gravity, sin
θ: road gradient, a: dimensionless (see FIG. 4), k1: constant determined by the tire, k2: constant determined by the shape of the vehicle body, V: vehicle speed, so the acceleration a is a = 0
At that time, that is, the running resistance R during running at a constant speed is R = mg · sin θ + k1 + K2 V 2 (1) ′. Therefore, in the equation (1) ′, the traveling resistance R is obtained by detecting the road gradient sin θ and the vehicle speed V.
【００１５】一方、上記前後加速度センサ１０では、重
錘１０ｂに働く加速抵抗ｍw ・ｇ・ａと、登坂抵抗ｍw
・ｇ・ｓｉｎθとの合成成分Ａをカンチレバー１０ａの
歪として感知し、端子１０ｃ，１０ｄから電気信号出力
として出力する。On the other hand, in the longitudinal acceleration sensor 10, the acceleration resistance mw.multidot.g.multidot.a acting on the weight 10b and the climbing resistance mw.
The composite component A with g · sin θ is sensed as a strain of the cantilever 10a, and is output as an electric signal output from the terminals 10c and 10d.
【００１６】この合成加速度成分Ａは、 Ａ[m/s2 ] ＝（ｓｉｎθ＋ａ）・ｇ …（２） である。The resultant acceleration component A is A [m / s 2 ] = (sin θ + a) g (2)
【００１７】なお、この前後加速度センサ１０内にはオ
イル１０ｅが封入されており、このオイル１０ｅにより
上記カンチレバー１０ａに対する瞬間的な外力、及びそ
の後の振動を減衰することができる。An oil 10e is enclosed in the longitudinal acceleration sensor 10, and the oil 10e can damp a momentary external force applied to the cantilever 10a and the subsequent vibration.
【００１８】また、上記電気自動車１にはモータ制御回
路１１が配設されている。このモータ制御回路１１は、
図１に示すように、アクセルセンサ７で検出したアクセ
ル開度に対応するトルク指令値ＴO を設定するトルク指
令値演算部２０と、上記前後加速度センサ１０から出力
される上記合成成分Ａの信号に混入している車体の振動
成分を除去するローパスフィルタ２１と、車速センサ８
からの車速Ｖの信号を微分（ΔＶ／Δｔ）して前後方向
の加速度ａｇを算出する前後加速度演算部２２と、この
前後加速度演算部２２での演算結果に基づいて加速度ａ
の有無を判別する加速度有無判別部２３と、上記車速Ｖ
に基づいて車体にかかる空気抵抗を求める空気抵抗演算
部２４と、加速度ａｇがａ＝０のとき、すなわち定速走
行時の上記前後加速度センサ１０から出力される上記合
成成分Ａに基づいて道路勾配ｓｉｎθを割出す道路勾配
演算部２５と、変数である上記道路勾配ｓｉｎθと空気
抵抗ｋ2 Ｖ2 から加速度ａｇがａ＝０のときの走行抵抗
Ｒを演算する走行抵抗演算部２６と、上記トルク指令値
ＴO と回転数センサ１２で検出したモータ回転数Ｎ等か
ら求めた車輛固有の値ｋT とに基づいてアクセル開度に
対応する仮想駆動力Ｆを算出する仮想駆動力演算部２７
と、この仮想駆動力Ｆと走行抵抗Ｒとの比較値Ｆ／Ｒを
求める負荷比較部２８と、上記トルク指令値ＴO を上記
比較値Ｆ／Ｒを補正係数として一時記憶するＦ／Ｒ記憶
部２８ａと、上記トルク指令値ＴO を上記比較値Ｆ／Ｒ
を補正係数として上記Ｆ／Ｒ記憶部２８ａに一時記憶さ
せると共にこの補正係数により補正してモータ駆動トル
クＴを演算するトルク指令補正部２９と、このモータ駆
動トルクＴに対応する所定周波数の交流電流を走行用交
流モータ５に出力するモータ駆動回路３０とで構成され
ている。Further, the electric vehicle 1 is provided with a motor control circuit 11. This motor control circuit 11
As shown in FIG. 1, a torque command value calculation unit 20 that sets a torque command value TO corresponding to the accelerator opening detected by the accelerator sensor 7 and a signal of the composite component A output from the longitudinal acceleration sensor 10 are used. The low-pass filter 21 that removes the mixed vibration component of the vehicle body and the vehicle speed sensor 8
The longitudinal acceleration calculation unit 22 that calculates the longitudinal acceleration ag by differentiating (ΔV / Δt) the vehicle speed V signal from the vehicle, and the acceleration a based on the calculation result of the longitudinal acceleration calculation unit 22.
Acceleration presence / absence determining unit 23 for determining presence / absence of the vehicle, and the vehicle speed V
The air resistance calculating unit 24 for obtaining the air resistance applied to the vehicle body based on the above, and the road gradient based on the combined component A output from the longitudinal acceleration sensor 10 when the acceleration ag is a = 0, that is, during constant speed running. A road gradient calculating unit 25 for calculating sin θ, a running resistance calculating unit 26 for calculating a running resistance R when the acceleration ag is a = 0 from the road gradient sin θ and the air resistance k 2 V 2 which are variables, and the torque command. A virtual driving force calculation unit 27 for calculating a virtual driving force F corresponding to the accelerator opening based on the value TO and the vehicle-specific value kT obtained from the motor rotational speed N detected by the rotational speed sensor 12 and the like.
And a load comparison unit 28 for obtaining a comparison value F / R between the virtual driving force F and the running resistance R, and an F / R storage unit for temporarily storing the torque command value TO as the comparison value F / R as a correction coefficient. 28a and the torque command value T0 to the comparison value F / R
Is temporarily stored in the F / R storage unit 28a as a correction coefficient, and the motor drive torque T is calculated by correcting the F / R storage unit 28a, and an AC current having a predetermined frequency corresponding to the motor drive torque T. Is output to the AC motor 5 for traveling.
【００１９】次に、上記構成によるモータ制御回路１１
のモータ駆動トルク制御について説明する。Next, the motor control circuit 11 having the above configuration.
The motor drive torque control will be described.
【００２０】アクセルペダル６を踏むと、アクセルセン
サ７からアクセル開度に対応する信号がトルク指令値演
算部２０へ出力され、このトルク指令値演算部２０で上
記アクセルペダル６のアクセル開度に対応する、すなわ
ち運転者の所望するトルク指令値ＴO を演算する。そし
て、このトルク指令値ＴO をトルク指令補正部２９及び
仮想駆動力演算部２７へ出力する。When the accelerator pedal 6 is stepped on, a signal corresponding to the accelerator opening is output from the accelerator sensor 7 to the torque command value calculating section 20. The torque command value calculating section 20 corresponds to the accelerator opening of the accelerator pedal 6. That is, the torque command value To desired by the driver is calculated. Then, the torque command value TO is output to the torque command correction unit 29 and the virtual driving force calculation unit 27.
【００２１】一方、車速センサ８からの車速Ｖを検出す
る信号は前後加速度演算部２２と空気抵抗演算部２４へ
出力される。On the other hand, the signal for detecting the vehicle speed V from the vehicle speed sensor 8 is output to the longitudinal acceleration calculator 22 and the air resistance calculator 24.
【００２２】前後加速度演算部２２では、上記車速Ｖを
微分して前後加速度ａｇ（ａ・ｇ＝ΔＶ／Δｔ[m/s2 ]
）を演算し、加速度有無判別部２３で、前後加速度演
算部２２で演算した結果に基づいて、現運転状態が過渡
運転状態かどうかを判断する。そして、加速度ａｇがａ
＝０のときは、非過渡運転状態、すなわち定速走行と判
断する。In the longitudinal acceleration calculation unit 22, the vehicle speed V is differentiated to differentiate the longitudinal acceleration ag (ag = ΔV / Δt [m / s 2 ].
) Is calculated, and the acceleration presence / absence determining unit 23 determines whether the current operating state is the transient operating state based on the result calculated by the longitudinal acceleration calculating unit 22. Then, the acceleration ag is a
When = 0, it is determined that the vehicle is in a non-transient operation state, that is, the vehicle runs at a constant speed.
【００２３】また、上記空気抵抗演算部２４では、上記
車速Ｖの２乗と車体の形状によって決定される定数ｋ2
との積から空気抵抗ｋ2 Ｖ2 を演算する。Further, in the air resistance calculating section 24, a constant k2 determined by the square of the vehicle speed V and the shape of the vehicle body.
It calculates the air resistance k2 V 2 from the product of the.
【００２４】また、前後加速度センサ１０から出力され
た登坂抵抗ｍw ・ｇ・ｓｉｎθと加速抵抗ｍw ・ｇ・ａ
との合成成分Ａの信号は、ローパスフィルタ２１により
車体の振動成分が除去された後、道路勾配演算部２５へ
出力される。この道路勾配演算部２５では、前述の加速
度有無判別部２３の判別結果を受け、加速度ａがａ＝０
のとき、道路勾配ｓｉｎθを演算する。The uphill resistance mw.g.sin.theta. And the acceleration resistance mw.g.a output from the longitudinal acceleration sensor 10 are also provided.
The signal of the combined component A of and is output to the road gradient calculation unit 25 after the vibration component of the vehicle body is removed by the low-pass filter 21. In the road gradient calculation unit 25, the acceleration a is a = 0 in response to the determination result of the acceleration presence / absence determination unit 23 described above.
At this time, the road gradient sin θ is calculated.
【００２５】すなわち、上記前後加速度センサ８で検出
する合成成分Ａは、前記（２）式に示す通りであり、加
速度ａｇがａ＝０のときの道路勾配ｓｉｎθは、 ｓｉｎθ＝Ａ／ｇ …（３） で求めることができる。なお、バッテリ電圧は放電深度
に応じて徐々に低下するため、定速走行時にのみモータ
駆動トルク補正演算制御を行って、Ｆ／Ｒ記憶部２８ａ
に記憶してある補正係数Ｆ／Ｒを更新しても実質的に影
響はない。That is, the composite component A detected by the longitudinal acceleration sensor 8 is as shown in the equation (2), and the road gradient sin θ when the acceleration ag is a = 0, sin θ = A / g ( It can be found in 3). Since the battery voltage gradually decreases according to the depth of discharge, the motor drive torque correction calculation control is performed only during constant-speed traveling, and the F / R storage unit 28a is operated.
Even if the correction coefficient F / R stored in is updated, there is substantially no effect.
【００２６】そして、走行抵抗演算部２６で、上記道路
勾配演算部２５、上記空気抵抗演算部２４の演算結果を
受けて、走行抵抗Ｒを前記（１）’式から演算する。Then, the running resistance calculating unit 26 receives the calculation results of the road gradient calculating unit 25 and the air resistance calculating unit 24, and calculates the running resistance R from the equation (1) '.
【００２７】一方、仮想駆動力演算部２７では、上記ト
ルク指令値演算部２０で演算したトルク指令値ＴO とモ
ータ回転数Ｎとを取入れ、このトルク指令値ＴO を、上
記モータ回転数Ｎと予め設定されているデファレンシャ
ルギヤ３の終減速比、タイヤ半径等で決定される車輛の
固有値ＫT で補正して、アクセル踏込み量に対応するタ
イヤからの仮想駆動力Ｆ（Ｆ＝ＫT ・ＴO ）を演算す
る。On the other hand, the virtual driving force calculation unit 27 takes in the torque command value TO calculated by the torque command value calculation unit 20 and the motor rotation speed N, and uses this torque command value TO in advance as the motor rotation speed N. Compute the virtual driving force F (F = KT · TO) from the tire corresponding to the accelerator depression amount by correcting with the vehicle's eigenvalue KT determined by the set final reduction ratio of the differential gear 3, the tire radius, etc. To do.
【００２８】そして、負荷比較部２８で、運転者の所望
する仮想駆動力Ｆと上記走行抵抗Ｒとの比較値Ｆ／Ｒを
求める。Then, the load comparison unit 28 obtains a comparison value F / R between the virtual driving force F desired by the driver and the traveling resistance R.
【００２９】定速走行では、電気自動車１に働く走行抵
抗Ｒとタイヤから出力される実際の駆動力ＦO とは逆方
向の同じ力で釣り合っている。従って、運転者の所望す
るアクセル踏込み量に対応したトルク指令値ＴO 通りの
モータ駆動トルクによって得られる実際の上記駆動力Ｆ
O が上記走行用交流モータ５からタイヤに伝達されてい
れば、ＦO ＝Ｆ＝｜Ｒ｜となる。しかし、バッテリ９の
電圧が低下すれば、その分だけ出力が低下するので上記
仮想駆動力Ｆに対して実際の駆動力ＦO は、Ｆ＞ＦO と
なる。この実際の駆動力ＦO は、ＦO ＝｜Ｒ｜であるた
め、アクセルペダル一定では、上記仮想駆動力Ｆと走行
抵抗Ｒとは経時的に、Ｆ＞｜Ｒ｜の不等関係になる。During constant speed running, the running resistance R acting on the electric vehicle 1 and the actual driving force FO output from the tire are balanced by the same force in the opposite direction. Therefore, the actual driving force F obtained by the motor driving torque according to the torque command value TO corresponding to the accelerator depression amount desired by the driver.
If O is transmitted from the traveling AC motor 5 to the tire, F0 = F = | R |. However, if the voltage of the battery 9 decreases, the output decreases correspondingly, so that the actual driving force F 0 becomes F> F 0 with respect to the virtual driving force F. Since the actual driving force F0 is F0 = | R |, the virtual driving force F and the running resistance R have an inequality F> | R | with time when the accelerator pedal is constant.
【００３０】トルク指令補正部２９では、このような上
記バッテリ９の電圧低下によるトルクの低下を補償する
ため、運転者の所望する上記トルク指令値ＴO を上記比
較値Ｆ／Ｒを補正係数として増加補正して、モータ駆動
トルクＴ（Ｔ＝ＴO ・Ｆ／Ｒ）を算出し、モータ駆動回
路３０へ出力することで、定速走行時のタイヤに伝達さ
れる実際の駆動力ＦO （＝−Ｒ）と運転者の所望するト
ルク指令値ＴO に対応して出力する仮想駆動力Ｆとが等
しくなるように制御する。In the torque command correction unit 29, in order to compensate for the decrease in torque due to the voltage decrease of the battery 9 as described above, the torque command value TO desired by the driver is increased using the comparison value F / R as a correction coefficient. By correcting and calculating the motor drive torque T (T = TO.F / R) and outputting it to the motor drive circuit 30, the actual drive force F0 (= -R) transmitted to the tire during constant speed running is calculated. ) And the virtual driving force F output corresponding to the torque command value TO desired by the driver are controlled to be equal.
【００３１】そして、モータ駆動回路３０では、上記モ
ータ駆動トルクＴO に対応する周波数に基づき、スイッ
チング制御してバッテリ９の電流を所定周波数の三相交
流に変換して走行用交流モータ５へ供給する。In the motor drive circuit 30, switching control is performed based on the frequency corresponding to the motor drive torque TO to convert the current of the battery 9 into a three-phase AC of a predetermined frequency and supply the AC motor 5 for traveling. .
【００３２】その結果、アクセル踏込み量に対応したト
ルク指令値ＴO がバッテリ９の電圧低下に対応して増加
補正され、実線で示すように、バッテリ９の電圧低下に
拘りなく、一定のアクセル開度で常に一定のトルクを得
ることができ、同図に破線で示すようなバッテリ電圧低
下に伴いアクセル開度を相対的に大きくしなければなら
なかった従来のものに比し、極めて良好なアクセルフィ
ーリングを得ることができる。As a result, the torque command value TO corresponding to the accelerator depression amount is increased and corrected in accordance with the voltage decrease of the battery 9, and as shown by the solid line, the accelerator opening is constant regardless of the voltage decrease of the battery 9. It is possible to obtain a constant torque at all times, which is extremely good compared to the conventional one in which the accelerator opening had to be relatively increased due to the battery voltage drop as shown by the broken line in the figure. You can get the ring.
【００３３】なお、本発明は上記実施例に限るものでは
なく、例えば、空気抵抗や仮想駆動力を演算ではなく、
マップ検索により設定するようにしても良い。The present invention is not limited to the above embodiment, and for example, the air resistance and the virtual driving force are not calculated,
You may make it set by map search.
【００３４】[0034]
【発明の効果】以上、説明したように本発明によれば、
道路勾配と車輛の空気抵抗とに基づいて設定した走行抵
抗と、アクセル開度に応じて与えられる運転者が所望す
るトルク指令値を車輛の固有値で補正して設定する仮想
駆動力とを比較して、この走行抵抗の上記仮想駆動力に
対するの減少割合に応じて上記トルク指令値を増加補正
してモータ駆動トルクを設定するようにしたので、バッ
テリ電圧が低下しても、常に一定のアクセル開度に対し
て一定のモータ駆動トルクが得られるため、良好なアク
セルフィーリングを得ることができる。As described above, according to the present invention,
The running resistance set based on the road gradient and the air resistance of the vehicle is compared with a virtual driving force that is set by correcting the torque command value desired by the driver according to the accelerator opening with the unique value of the vehicle. The motor drive torque is set by increasing and correcting the torque command value according to the rate of decrease of the running resistance with respect to the virtual driving force.Therefore, even if the battery voltage drops, the accelerator opening is always constant. Since a constant motor drive torque is obtained with respect to the degree, a good accelerator feeling can be obtained.
【００３５】また、従来のようにトルク補正のための速
度フィードバック、電流フィードバック、及びバッテリ
電圧低下補正のための電圧フィードバック等複雑なフィ
ードバック制御系が一切不要であるため、システムが簡
単になり、耐久性、信頼性が向上するばかりでなく、シ
ステム全体の低コスト化を実現することができる。Further, since a complicated feedback control system such as speed feedback for current correction, current feedback, voltage feedback for battery voltage reduction correction, etc., which is required in the prior art, is not required at all, the system becomes simple and durable. Reliability and reliability are improved, and cost reduction of the entire system can be realized.
【図１】モータ制御回路のブロック図FIG. 1 is a block diagram of a motor control circuit
【図２】電気自動車の制御系の概略図FIG. 2 is a schematic diagram of a control system of an electric vehicle.
【図３】前後加速度センサの断面図FIG. 3 is a sectional view of the longitudinal acceleration sensor.
【図４】電気自動車にかかる加速抵抗と登坂抵抗との説
明図FIG. 4 is an explanatory diagram of acceleration resistance and uphill resistance applied to an electric vehicle.
【図５】放電深度とアクセル開度との関係を示す特性図FIG. 5 is a characteristic diagram showing the relationship between the depth of discharge and the accelerator opening.
【図６】バッテリの放電特性を示す説明図FIG. 6 is an explanatory diagram showing discharge characteristics of a battery.
５…走行用駆動モータ １０…勾配検出手段 ２４…空気抵抗演算部 ２５…道路勾配演算部 ２６…走行抵抗演算部 ２７…加速駆動力演算部 ２９…アクセル指令補正部 ３０…モータ駆動回路 Ｆ…仮想駆動力 ｋ2 Ｖ2 …空気抵抗 Ｒ…走行抵抗 ｓｉｎθ…道路勾配 Ｔ…モータ駆動トルク ＴO …トルク指令値 Ｖ…車速5 ... Driving motor 10 ... Gradient detection means 24 ... Air resistance calculator 25 ... Road gradient calculator 26 ... Running resistance calculator 27 ... Acceleration driving force calculator 29 ... Accelerator command correction part 30 ... Motor drive circuit F ... Virtual driving force k2 V 2 ... air resistance R ... running resistance sin [theta ... road gradient T ... motor driving torque TO ... torque command value V ... vehicle speed
Claims (1)
の検出値に基づいて道路勾配（ｓｉｎθ）を設定する道
路勾配演算部（２５）と、 車速検出手段で検出した車速（Ｖ）に基づいて車輛の空
気抵抗（ｋ2 Ｖ2 ）を設定する空気抵抗演算部（２４）
と、 少なくとも上記道路勾配（ｓｉｎθ）と上記空気抵抗
（ｋ2 Ｖ2 ）とに基づいて走行抵抗（Ｒ）を設定する走
行抵抗演算部（２６）と、 アクセル開度に応じて与えられるトルク指令値（Ｔo ）
を車輛の固有値で補正して仮想駆動力（Ｆ）を設定する
仮想駆動力演算部（２７）と、 上記仮想駆動力（Ｆ）と上記走行抵抗（Ｒ）とを比較し
この走行抵抗（Ｒ）の上記仮想駆動力（Ｆ）に対するの
減少割合に応じて上記トルク指令値（Ｔo ）を増加補正
してモータ駆動トルク（Ｔ）を設定するアクセル指令値
補正部（２９）と、 このモータ駆動トルク（Ｔ）に応じて走行用モータ
（５）へ出力するモータ駆動回路（３０）とを備えるこ
とを特徴とする電気自動車のモータトルク制御装置。1. A road gradient calculating section (25) for setting a road gradient (sin θ) based on a detection value from a gradient detecting means (10) provided on a vehicle body, and a vehicle speed (V) detected by the vehicle speed detecting means. air resistance calculating unit that sets a vehicle air resistance (k2 V 2) on the basis of (24)
And a running resistance calculation unit (26) that sets a running resistance (R) based on at least the road gradient (sin θ) and the air resistance (k 2 V 2 ), and a torque command value given according to the accelerator opening degree. (To)
Is compared with the eigenvalue of the vehicle to set the virtual driving force (F), and the virtual driving force (F) and the running resistance (R) are compared and the running resistance (R) is compared. ), The accelerator command value correction unit (29) that sets the motor drive torque (T) by increasing the torque command value (To) according to the decreasing rate of the virtual drive force (F), and A motor torque control device for an electric vehicle, comprising: a motor drive circuit (30) for outputting to a traveling motor (5) according to torque (T).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP03122194A JP3564163B2 (en) | 1994-03-01 | 1994-03-01 | Motor torque control device for electric vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP03122194A JP3564163B2 (en) | 1994-03-01 | 1994-03-01 | Motor torque control device for electric vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07245806A true JPH07245806A (en) | 1995-09-19 |
| JP3564163B2 JP3564163B2 (en) | 2004-09-08 |
Family
ID=12325382
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP03122194A Expired - Fee Related JP3564163B2 (en) | 1994-03-01 | 1994-03-01 | Motor torque control device for electric vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3564163B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2843194A1 (en) * | 2002-07-31 | 2004-02-06 | Soc Technologie Michelin Stm | METHOD AND DEVICE FOR DETERMINING AN EFFORT EXERCISED ON A WHEEL BY THE GROUND |
| ITTO20100904A1 (en) * | 2010-11-12 | 2012-05-13 | Pierino Campagnolo | VEHICLE SPEED ADJUSTMENT SYSTEM. |
| CN113511211A (en) * | 2021-05-31 | 2021-10-19 | 重庆长安汽车股份有限公司 | Torsional vibration control method based on electric driving system of electric vehicle |
-
1994
- 1994-03-01 JP JP03122194A patent/JP3564163B2/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2843194A1 (en) * | 2002-07-31 | 2004-02-06 | Soc Technologie Michelin Stm | METHOD AND DEVICE FOR DETERMINING AN EFFORT EXERCISED ON A WHEEL BY THE GROUND |
| US7055917B2 (en) | 2002-07-31 | 2006-06-06 | Michelin Recherche Et Technique S.A. | Method and device for determining a force exercised by the ground on a wheel |
| ITTO20100904A1 (en) * | 2010-11-12 | 2012-05-13 | Pierino Campagnolo | VEHICLE SPEED ADJUSTMENT SYSTEM. |
| CN113511211A (en) * | 2021-05-31 | 2021-10-19 | 重庆长安汽车股份有限公司 | Torsional vibration control method based on electric driving system of electric vehicle |
| CN113511211B (en) * | 2021-05-31 | 2022-09-06 | 重庆长安汽车股份有限公司 | Torsional vibration control method based on electric driving system of electric vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3564163B2 (en) | 2004-09-08 |
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