TWI399307B - A driving method for an electric vehicle with anti-skid function and apparatus thereof - Google Patents

Description

Driving method and device for electric power wheel with slip correction

The invention relates to a driving method and device for an electric power wheel, in particular to a method and a device for automatically driving the power wheel according to the slip condition of the power wheel.

During the running of the wheeled vehicle, there is sometimes a phenomenon of skid or slip. The slippage may occur due to changes in road conditions, inadequate bending radius and speed, or excessive acceleration or deceleration. The mechanical wheel drive system and the electric wheel drive system have different solutions for the slip phenomenon. The slip solution for the associated electric wheel drive system is presented below.

U.S. Patent No. 7,434,647 discloses a four-wheel drive propulsion control device that performs propulsion control in accordance with difference between rotational speeds of main driving wheels and sub-driving wheels.

U.S. Patent No. 7,455,143 proposes a vehicle driving unit. By changing the torque applied to the wheel, the driving unit brings the slip ratio close to the slip ratio corresponding to the maximum friction rate, thereby reducing the slip phenomenon when the vehicle travels.

A control device for an electric vehicle is proposed in U.S. Patent Application Publication No. 2007187158. The control device includes a road surface condition detection portion, a slip determination portion, a torque reduction device, and a voltage control device. The road surface condition detecting means detects the condition of the road surface through which the vehicle passes. The slip determination unit determines whether the electric vehicle is slipping. The torque reduction device reduces the torque of the motor while the vehicle is sliding. When the road surface condition detecting means determines that the friction coefficient of the road surface is less than a predetermined value, the voltage control means reduces the voltage input to the driving means.

In addition, the related patent technology can also be found in U.S. Patent No. 7,512,473, the Patent Cooperation Treaty (PCT), and the WO2007116123 and WO2008095067, and the Japanese Patent Application No. JP2003160044.

Among the above-mentioned prior art, some techniques use the wheel speed ratio of the left and right wheels as the basis for slip determination, and some techniques detect the ground friction to determine whether slip occurs. The former needs to collect the rotational speed of each wheel by the central controller. After the operation and judge that the slip is generated, the driving force control command is issued for each wheel. This applies to wheeled vehicles with left and right wheels and is not suitable for locomotives with independent power wheels or two wheels. In addition, the conventional technology is not economical in addition to the sensing device in order to detect the slip condition.

Based on the above problems of the prior art, the present invention provides a driving method and device for an electric power wheel with slip correction, which is suitable for a two-wheeled vehicle, a four-wheeled vehicle, or an independent power wheel, without An additional sensing device is installed to detect slip.

According to an embodiment, the driving device of the electric power wheel with slip correction is adapted to receive a motor command from the user to drive the electric power wheel. The driving device includes a driving device including a driving command unit, a motor driver, a slip detecting unit, and a slip control unit. The drive command unit receives the user command and generates a drive command. The motor driver is used to drive the motor and output drive current, drive voltage and speed. The slip detecting unit continuously captures the driving current, the driving voltage and the rotating speed corresponding to the two different time points and obtains the slip degree index. When the slip degree index is greater than the first predetermined value, the slip detecting unit generates a slip signal. The slip control unit receives the slip signal and generates a correction signal accordingly. The correction signal is combined with the drive command as a correction command, and the motor driver drives the motor according to the correction command.

According to another embodiment, the drive of the electric powered wheel with slip correction is adapted to receive a motor command from the user to drive the electric powered wheel. The driving device includes a driving device including a driving command unit, a motor driver, a slip detecting unit, and a slip control unit. The drive command unit receives the user indication and generates a drive command. The motor driver is used to drive the motor and output drive current, drive voltage and speed. The slip detection unit continuously captures the drive current, the drive voltage, and the rotational speed corresponding to the two distinct time points and obtains the torque change rate. When the torque change rate is greater than the second predetermined value, the slip detection unit generates a slip signal. The slip control unit receives the slip signal and generates a correction signal accordingly. The correction signal is combined with the drive command as a correction command. The motor driver drives the motor in accordance with the correction command.

According to an embodiment, the driving method of the electric power wheel with slip correction is adapted to an electric power wheel, and the motor of the electric power wheel is driven by a driving command, and the driving method comprises: continuously driving the driving corresponding to the two different time points Current, driving voltage and rotational speed; obtaining a slip degree index according to driving current, driving voltage and rotational speed; determining whether the slip degree index is greater than a first predetermined value; and if so, generating a slip signal and performing a correction procedure. The correction program includes: correcting the drive command according to the slip signal as a correction command, and driving the motor with the correction command.

According to another embodiment, a driving method of an electric power wheel with slip correction is applied to an electric power wheel, and a motor of the electric power wheel is driven by a driving command, and the driving method includes: continuously capturing corresponding two different time points. Driving current, driving voltage and rotational speed; obtaining a torque change rate according to the driving current, the driving voltage and the rotational speed; determining whether the torque change rate is greater than a second predetermined value; and if so, generating a slip signal and performing a correction procedure. The correction program includes: correcting the drive command according to the slip signal as a correction command, and driving the motor with the correction command.

By determining whether or not the slip is generated by the torque change rate or the slip degree index, the drive command is corrected, and the slip is appropriately reacted and the slip phenomenon is removed. Since the torque change rate and the slip degree index are calculated only by the information transmitted by the single-wheel motor driver, the method and the device can separately perform the slip correction on the single power wheel, and is suitable for the two-wheeled vehicle. , four-wheeler, independent power wheel, rear-wheel drive, or front-wheel drive. At the same time, the method and device do not require information such as the speed of the vehicle, so there is no need to install an additional sensor.

The features and implementations of the present invention are described in detail below with reference to the preferred embodiments.

First, please refer to "Figure 1". Fig. 1 is a circuit block diagram showing an embodiment of a driving device for an electric power wheel with slip correction according to the present invention. The drive unit 10 is adapted to receive a user command 90 to drive the motor 92 of the electric power wheel. This user command 90 can be, but is not limited to, an acceleration command and a deceleration command. The electric power wheel can be an electric power wheel of any wheeled vehicle. The wheeled vehicle may be, but not limited to, an electric motor vehicle, a two-wheel drive electric vehicle, and a four-wheel drive electric vehicle. The motor 92 drives the electric power wheel to rotate. Motor 92 can be, but is not limited to, an In-wheel hub motor.

As can be seen from the figure, the drive unit 10 includes a drive command unit 12, a motor driver 14, a slip detection unit 16, and a slip control unit 18. The drive command unit 12 receives the user command 90 and generates a drive command 120. The motor driver 14 is for driving the motor 92 and outputting a drive current I, a drive voltage V, and a rotational speed ω. The slip detecting unit 16 continuously captures the driving current I, the driving voltage V, and the rotational speed ω corresponding to the two different time points and obtains the slip degree index. The slip detecting unit 16 generates the slip signal 160 when the slip degree index is greater than the first predetermined value. The slip control unit 18 receives the slip signal 160 and generates a correction signal 180 accordingly. The correction signal 180 generates a correction command 122 in conjunction with the drive command 120. The motor driver 14 drives the motor 92 in accordance with the correction command 122.

After the drive command unit 12 receives the user command, the generated drive command 120 may be, but not limited to, a speed command or a torque command. The motor driver 14 generates a corresponding drive current I and drive voltage V in accordance with the drive command 120 to drive the motor 92 to operate. When the motor 92 is driven, a back electro-magnetic field (EMF) is obtained on the motor driver 14. This back electromotive force can be detected and output in pulse mode. The physical quantity corresponding to this pulse may be the angular speed of the motor 92 (or angular speed). Therefore, the motor driver 14 can instantaneously output the drive current I, the drive voltage V, and the rotational speed ω while the drive motor 92 is operating.

The above-described rotational speed ω is measured by the counter electromotive force, and in addition to this, a part of the motor 92 also has a built-in Hall effect sensor. At this time, the motor driver 14 can measure the rotational speed ω of the motor 92 via the Hall effect sensor. The rotational speed ω is herein referred to as rotation per minute (rpm), but is not limited thereto.

The slip detecting unit 16 continuously extracts the driving current I, the driving voltage V, and the rotational speed ω corresponding to the two different time points and obtains the slip degree index λ. The continuous capture of the slip detecting unit 16 means that the slip detecting unit 16 draws data from the motor driver 14 at a specific time interval. This particular time interval can be a fixed time interval or a non-fixed time interval. The aforementioned two distinct time points are assumed to be m and n time points. The units of m and n may be, but are not limited to, milliseconds (ms) or seconds (s). The time point of m is earlier than the time point of n. The time difference between m and n (i.e., Δt = n - m) may be 5 ms, 10 ms or other values. The determination of the m, n time difference may be determined by the operational performance of the slip detecting unit 16 and the slip control unit 18, and may also be considered to effectively eliminate the slip, and the slip control unit 18 needs to be issued in a short time. Correct the signal. In other words, if the design is expected to eliminate the slip phenomenon within 0.5 seconds, then the designer needs to estimate the degree of computational performance of the slip detecting unit 16 and the slip control unit 18 from 0.5 seconds. And what is the time difference between m and n? The design goal can be achieved.

The slip detecting unit 16 draws the driving current I, the driving voltage V, and the rotational speed ω corresponding to the m, n time points to the motor driver 14, and the following are expressed as I _m , I _n , V _m , V _n , ω _m , ω _n . Where I _m and I _n are the drive currents taken at the time points _m and _n , respectively, and V _m and V _n are the drive voltages obtained at the time points of _m and _n , respectively, ω _m , ω _n respectively The speed that is taken at the time point of m, n.

The slip detecting unit 16 obtains the slip degree index λ according to the captured driving current I, the driving voltage V, and the rotational speed ω corresponding to the m, n time points. The slip degree index λ and the drive currents I _m , I _n , the drive voltages V _m , V _{n ,} and the rotational speeds ω _m , ω _n are in accordance with the following relational expressions (formula (1), equation (2), and equation (3)) :

Where λ is the slip degree index, and T _m and T _n are the drive torques at the time points m and n, respectively.

To illustrate the physical meaning of this relationship, please continue to refer to "Figure 2." Fig. 2 is a schematic view showing the motor characteristic curved surface according to an embodiment of the driving device of the present invention.

The figure has three axial directions, and the two axial directions on the horizontal plane respectively represent the rotational speed and the load (torque). The vertical axis is the drive current. The unit of speed is rpm. The unit of load is Newton meters (Nm). The unit of drive current is Ampere (A). This motor characteristic curved surface refers to the relationship between the rotational speed (ω), the load (torque, T), and the drive current (I) when the driven motor 92 does not generate slip. In other words, if the extracted drive current I, drive voltage V, and rotational speed ω are converted into rotational speed (ω), torque (T), and drive current (I), the rotational speed (ω) and torque (T) are obtained. When the driving current (I) does not fall on the surface of the motor characteristic, it means that the road resistance changes greatly, that is, it may cause slippage.

Second, sometimes even if the rotational speed (ω), the torque (T), and the drive current (I) fall on the motor characteristic surface, there is still slip. The reason is that some motors 92 have better adaptability, and they have the ability to quickly adapt the rotational speed (ω), the torque (T), and the drive current (I) to the motor characteristic surface at the moment of slip generation. But in fact, although the motor is in a stable state, it is possible that the wheel is rotating rapidly and slipping occurs with the ground. In order to detect such a slip phenomenon, the slip detecting unit 16 uses the slip degree index λ to discriminate such a phenomenon. The slip degree index λ refers to the distance that the unit time moves on the motor characteristic curved surface. The molecular system in equation (1) calculates the distance moved at two time points m, n, and the denominator is the time difference between m and n.

When the slip degree index λ is greater than the first predetermined value, that is, the motor 92 is within the m, n time difference, and the output characteristic (T, ω, I) of the motor 92 is excessively moved over the motor characteristic curved surface. There may be a slip generated, and therefore, the slip detecting unit 16 generates a slip signal 160.

The decision regarding the first predetermined value depends on the characteristics of the different motors 92 and the motor driver 14. In addition to using the trial and error to obtain a first predetermined value, the first predetermined value can also be determined in the following manner. First, a passive roller and another motor that drives the passive roller are disposed on the power wheel driven by the motor 92. The passive roller and the power train are connected by friction transmission. Another motor and passive roller are used to simulate the road surface. The speed of the other motor is controlled by the main controller, and the passive roller and the power wheel generate a sliding phenomenon. In this process, the output characteristics (T, ω, I) transmitted from the plurality of motor drivers 14 are captured in real time, and after calculation and judgment, an appropriate first predetermined value can be obtained.

The torque calculation formula of the above formula (2) can be derived by the function theorem. According to the function theorem, the following equation (4) is obtained:

p = T ω = IV ........................................... ..................................(4)

According to formula (4), the torque relationship formula (5) is obtained:

Regarding the motor characteristic curved surface of the above "2nd drawing", some motor 92 specifications are provided, and some motor 92 specifications are not provided. If not provided, you can also use the power metering and make the motor characteristic surface.

Please refer to FIG. 1 again. When the slip degree index λ is greater than the first predetermined value, the slip detecting unit 16 generates the slip signal 160. The slip control unit 18 receives the slip signal 160 and generates a correction signal 180 accordingly. This correction signal 180 is proportional to the slip degree index λ. That is to say, the greater the slip degree index, the greater the degree of correction.

The correction signal 180 is combined with the drive command 120 to generate a correction command 122. The motor driver 14 drives the motor 92 in accordance with the correction command 122. In the figure, the correction command 122 may be the correction signal 180 multiplied by the drive command 120, or may be other methods. The correction signal 180 can be any real number between 0 and 1.

The combination of the correction command 122, the correction signal 180, and the drive command 120 is exemplified below, but is not limited to the illustrated embodiment.

As described above, a multiplier is used between the correction signal 180 and the drive command 120, and the drive command 120 is directly multiplied by the value of the correction signal 180 via the multiplier, and then the correction command 122 is formed and output to the motor driver 14.

The second is that the slip control unit 18 draws the drive command 120 from the drive command unit 12. Next, the slip control unit 18 generates the correction signal 180 according to the slip signal 160 and the drive command 120. Secondly, subtracting the correction signal 180 from the drive command 120 is the correction command 122. For example, if the drive command 120 is to be reduced to 80% of the original, the slip control unit 18 will generate the correction signal 180 according to the drive command 120 and the slip signal 160 equal to 20% of the drive command 120.

The third is that the operation of "generating the drive command 120 in conjunction with the correction signal 180 to generate the correction command 122" can be performed by the slip control unit 18 or the drive command unit 12. For example, the slip control unit 18 transmits the correction signal 180 to the drive command unit 12, and the drive command unit 12 then corrects the drive command 120 according to the correction signal 18 to generate the correction command 122 and sends it to the motor driver 14. For example, the slip control unit 18 captures the drive command 120 of the drive command unit 12, and generates a correction command 122 according to the drive command 120 and the slip signal 160, and outputs the correction command 122 to the motor driver 14.

As can be seen from the above examples, the step of "correction signal 180 is combined with drive command 120 to generate correction command 122" may be performed by a multiplier, subtractor, adder, or by slip control unit 18 or drive command unit 12.

Furthermore, in order to further confirm whether or not there is slippage, another embodiment proposes two types of confirmation, and the first one is to perform secondary confirmation using the difference in rotational speed. The second is to use the torque difference for secondary confirmation.

In the first confirmation mode, the slip detecting unit 16 obtains a rotational speed difference Δω according to the rotational speeds that are captured. The slip detecting unit 16 generates the slip signal 160 when the rotational speed difference Δω is greater than the third predetermined value and the slip degree index λ is greater than the first predetermined value. Among them, the rotational speed difference Δω = ω _n - ω _m . And the third predetermined value may be a positive value of zero or greater than zero. That is, the slip detecting unit 16 generates the slip signal 160 only when the rotational speed becomes large and the slip degree index λ is greater than the first predetermined value.

The second confirmation mode is obtained by the slip detecting unit 16 to obtain a torque difference ΔT according to the captured driving current, driving voltage and rotational speed. The slip detecting unit 16 generates the slip signal 160 only when the torque difference ΔT is greater than the fourth predetermined value and the slip degree index λ is greater than the first predetermined value. Among them, the torque difference ΔT=T _m -T _n . The fourth predetermined value can be a zero or a positive value. That is to say, the slip detecting unit 16 generates the slip signal 160 only when the torque suddenly becomes small and the slip degree index λ is larger than the first predetermined value.

Although the first and second confirmation modes are respectively listed above, the two confirmation methods may be used in combination, that is, the slip detection unit 16 is configured such that the rotation speed difference Δω is greater than a third predetermined value, and the torque difference ΔT is greater than the first The slip signal 160 is generated when the four predetermined values and the slip degree index λ are greater than the first predetermined value.

Next, the slip detecting unit 16 can determine whether or not the slip is generated by using the slip degree index λ as described above, and can also determine the slip using the torque change rate. The slip detecting unit 16 can obtain the torque change rate η according to the captured driving current, the driving voltage, and the rotational speed. The slip detecting unit 16 generates the slip signal 160 when the torque change rate is greater than the second predetermined value.

The aforementioned torque change rate η is the rate of change of the output torque per unit time. The torque change rate η and the drive current I, the drive voltage V, and the rotational speed ω are in accordance with the following relationship:

The derivation process of this torque change rate is as follows: First, considering that the signal processing of the control system is discontinuous, the torque values representing the m, n time points are directly subtracted (rather than using differential and integral methods) to obtain the next Formula (7), wherein ΔT _{mn is} the above-described torque difference.

The torque change rate η is obtained by dividing the equation (7) by the equation (2) to obtain the following equation (8).

Therefore, it can be understood from the equation (8) that the torque change rate η is a ratio of the torque change with respect to the first time point (m time point). If the torque change rate η is greater than the second predetermined value, it means that slip occurs. This second predetermined value may be, but is not limited to, 20%. The setting of the second predetermined value can take into account the actual experimental results, and also needs to consider the malfunction. That is, if the second predetermined value is set to 1%, the slip detecting unit 16 is likely to judge the slip generation from time to time, and the malfunction or increase the burden on the entire system.

The method of determining the torque change rate η can be used in combination with the above two means of confirming (torque difference and rotational speed difference). Of course, it can also be judged in combination with the aforementioned slip degree index λ. That is, the slip detecting unit 16 generates the slip signal 160 when the torque change rate η is greater than the second predetermined value and the slip degree index λ is greater than the first predetermined value.

Optionally, the judging sequence after the foregoing four judging means is combined, and the calculation time required by the slip detecting unit 16 can be considered as a basis for combining. For example, the calculation time required for the difference in rotational speed is relatively lower than the operation time required for the torque difference, the torque change rate, or the slip degree index. Therefore, it can be determined whether the rotational speed difference is greater than a third predetermined value, and if so, the torque difference is further performed. The judgment of the torque change rate or the slip degree index.

The correction signal may be obtained by using a rotational speed difference, a torque difference, a torque change rate or a slip degree index to perform a table lookup, or a built-in relationship to calculate, for example, the correction signal is a rotational speed difference, A function of the torque difference, torque rate of change, or slip level indicator.

Please continue to refer to "Figure 3" and "Figure 4". Fig. 3 is a flow chart showing the first embodiment of the driving method of the electric power wheel with slip correction according to the present invention. Fig. 4 is a flow chart showing an embodiment of a modification procedure of the driving method according to the present invention. The driving method is suitable for an electric power wheel. The motor 92 of the electric power wheel is driven by a drive command 120.

The driving method includes the following steps: Step S20: extracting a driving current, a driving voltage, and a rotating speed corresponding to the two different time points; Step S22: obtaining a slip degree index according to the driving current, the driving voltage, and the rotating speed; Step S24: determining the sliding Whether the difference degree index is greater than the first predetermined value; and step S26: if yes, generating a slip signal and performing step S28.

Step S28 is to execute the correction procedure.

The correction program includes: step S280: correcting the drive command as a correction command according to the slip signal; and step S282: driving the motor with the correction command.

In step S20, the driving current, the driving voltage and the rotational speed corresponding to the two different time points are extracted, that is, the driving currents I _m , I _n , the driving voltages V _m , V _n and the rotational speeds ω _m , ω corresponding to the above m, n time points. _n . In step S22, the slip detection unit 16 obtains the slip degree index λ according to the extracted driving current, the driving voltage, and the rotational speed. The slip degree index λ conforms to the relational expressions of equations (1), (2), and (3). Steps S24 and S26 are when the slip detecting unit 16 determines that the slip degree index λ is greater than the first predetermined value, that is, the slip is generated. Therefore, the slip detecting unit 16 generates the slip signal. After the slip signal is generated, the correction procedure needs to be performed.

The relationship between the correction command, the slip signal and the drive command of steps S280 and S282 of the correction program may be that the correction command is equal to the drive command multiplied by the slip signal, or the correction command is equal to the drive command minus the slip signal. But it is not limited to this.

Please refer to FIG. 3 again. The driving method may further include step S27: if no, return to step S20. In order to continuously extract data from the motor driver and detect whether there is slippage. That is, when it is determined in step S24 that the slip degree index is not greater than the first predetermined value, the process returns to step S20 to retrieve the drive currents I _m , I _n , the drive voltages V _m , V _n corresponding to the two different time points. And the rotational speed ω _m , ω _n .

Next, please refer to "figure 5", which is a schematic flow chart of the second embodiment of the driving method according to the present invention. This driving method is added to step S23a before step S24 of the "Fig. 3" embodiment: the difference in rotational speed is obtained based on the extracted rotational speed. At the same time, step S24 is changed to step S24a: it is judged whether the slip degree index is greater than the first predetermined value and the rotational speed difference is greater than a third predetermined value. In this way, the slip difference can be generated in both the rotational speed difference and the slip degree index, and the slip signal is issued and the correction procedure is performed. It will be more cautious to determine if the slip has occurred.

The foregoing step S23a may be before step S22. In addition, the operation of determining whether the difference in the rotational speed obtained in step S23a is greater than the third predetermined value may be determined immediately after the end of step S23a, and when it is determined that the rotational speed difference is not greater than the third predetermined value, the process returns to step S20. If it is determined that the rotational speed difference is greater than the third predetermined value, step S22 is performed. In this way, when the rotational speed difference is not greater than the third predetermined value, the operation of S22 can be avoided, and the burden on the processor (eg, the slip detection unit) can be reduced.

Furthermore, please refer to "FIG. 6", which is a schematic flowchart of the third embodiment of the driving method according to the present invention. This driving method is added to step S23b before step S24 of "Fig. 6": the torque difference and the rotational speed difference are obtained based on the captured driving current, driving voltage and rotational speed. At the same time, step S24 is changed to step S24b: determining whether the slip degree index is greater than a first predetermined value, whether the rotational speed difference is greater than a third predetermined value, and whether the torque difference is greater than a fourth predetermined value. If yes, steps S26 and S28 are performed. If no, the process returns to step S20.

Next, please refer to "FIG. 7", and "FIG. 7" is a schematic flow chart of the fourth embodiment of the driving method according to the present invention. The driving method is added to step S23c before the step S24 of the first embodiment: the torque change rate is obtained according to the captured driving current, the driving voltage, and the rotational speed. Step S24 is changed to step S24c: it is judged whether the slip degree index is greater than the first predetermined value, and the torque change rate is greater than the second predetermined value. The torque change rate is in accordance with the above formula (6). In this way, the slip degree index and the torque change rate can be simultaneously used to determine whether or not slip occurs.

Finally, please refer to "Figure 8" to read it. Fig. 8 is a flow chart showing the fifth embodiment of the driving method according to the present invention. The fifth embodiment of the driving method includes: step S20: extracting a driving current, a driving voltage, and a rotating speed corresponding to the two different time points; and step S21: obtaining a torque change rate according to the driving current, the driving voltage, and the rotating speed; and step S25: determining the torque Whether the rate of change is greater than the second predetermined value; and step S26: if yes, generating a slip signal and performing step S28.

Please refer to "Fig. 4", in which step S28 is to execute the correction procedure. The correction program includes: step S280: correcting the drive command as a correction command according to the slip signal; and step S282: driving the motor with the correction command.

In the fifth embodiment, the torque change rate is used alone as the condition for the slip determination, and the object of the present invention can also be attained.

While the present invention has been described above in terms of the preferred embodiments thereof, it is not intended to limit the invention, and the invention may be modified and modified without departing from the spirit and scope of the invention. The patent protection scope of the invention is subject to the definition of the scope of the patent application attached to the specification.

10. . . Drive unit

12. . . Drive command unit

120. . . Drive command

122. . . Correction command

14. . . Motor driver

16. . . Slip detection unit

160. . . Slip signal

18. . . Slip control unit

180. . . Correction signal

90. . . User instruction

92. . . motor

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a block diagram showing the circuit of an embodiment of a driving apparatus in accordance with the present invention.

Fig. 2 is a schematic view showing the motor characteristic curved surface according to an embodiment of the driving device of the present invention.

Figure 3 is a schematic flow chart of the first embodiment of the driving method according to the present invention.

Figure 4 is a flow chart showing an embodiment of a modification procedure of the driving method according to the present invention.

Figure 5 is a schematic flow chart of a second embodiment of the driving method according to the present invention.

Figure 6 is a flow chart showing the third embodiment of the driving method according to the present invention.

Figure 7 is a flow chart showing the fourth embodiment of the driving method according to the present invention.

Figure 8 is a flow chart showing the fifth embodiment of the driving method according to the present invention.

10. . . Drive unit

12. . . Drive command unit

120. . . Drive command

122. . . Correction command

14. . . Motor driver

16. . . Slip detection unit

160. . . Slip signal

18. . . Slip control unit

180. . . Correction signal

90. . . User instruction

92. . . motor

Claims (27)

A driving device for an electric power wheel with slip correction is adapted to receive a user command to drive a motor running of an electric power wheel, the driving device comprising: a driving command unit, receiving the user indication and generating a driving a motor driver for driving the motor and outputting a driving current, a driving voltage and a rotating speed; and a slip detecting unit for extracting the driving currents corresponding to the two different time points, the driving voltages And the rotation speeds are obtained according to the slip degree index, when the slip degree index is greater than a first predetermined value, the slip detection unit generates a slip signal; and a slip control unit receives the The slip signal generates a correction signal according to the slip signal, and the correction signal and the driving command are combined into a correction command, and the motor driver drives the motor according to the correction command. The driving device of claim 1, wherein the slip degree index and the driving currents, the driving voltages, and the rotating speeds are in accordance with the following relationship: Where λ is the slip degree index, m and n are the two distinct time points, m is earlier than n, T _m and T _n are respectively a driving torque at m, n time points, I _m , I _n is the drive current at the time points _m and _n , respectively, and V _m and V _n are the drive voltages at the time points _m and _n , respectively, and ω _m and ω _n are the rotational speeds at the time points m and n, respectively. The driving device of claim 1, wherein the slip detecting unit further obtains a rotational speed difference according to the obtained rotational speeds, wherein the slip detecting unit is configured to adjust the rotational speed difference to be greater than a third predetermined value and The slip signal is generated when the slip degree index is greater than the first predetermined value. The driving device according to claim 1, wherein the rotation speed difference is in accordance with the following relationship: Δω = ω _n - ω _m ; wherein Δω is the rotation speed difference, and m, n are respectively the two different time points, ω _m , ω _n are the rotational speeds at the time points of m and n, respectively. The driving device of claim 3, wherein the slip detecting unit further obtains a torque difference according to the captured driving currents, the driving voltages, and the rotating speeds, wherein the slip detecting unit is The slip signal is generated when the difference in rotational speed is greater than the third predetermined value, the torque difference is greater than a fourth predetermined value, and the slip degree index is greater than the first predetermined value. The driving device according to claim 5, wherein the torque difference is in accordance with the following relationship: Where ΔT is the torque difference, m and n are the two distinct time points, m is earlier than n, T _m and T _n are respectively a driving torque at time m, n, I _m , I _n respectively For the driving current at the time point of m, n, V _m , V _n are the driving voltages at the time points _m and _n , respectively, and ω _m , ω _n are the rotational speeds at the time points of m and n, respectively. The driving device of claim 1, wherein the correction signal is proportional to the slip degree indicator. The driving device of claim 1, wherein the correction command is the driving command multiplied by the correction signal, and the correction signal is a real number between 0 and 1. The driving device of claim 1, wherein the slip detecting unit further obtains a torque change rate according to the captured driving currents, the driving voltages, and the driving speeds, wherein the slip detecting unit is coupled to The slip signal is generated when the torque change rate is greater than a second predetermined value. The driving device of claim 9, wherein the slip detecting unit generates the slip signal when the torque change rate is greater than the second predetermined value and the slip degree index is greater than the first predetermined value. The driving device of claim 9, wherein the torque change rate and the driving currents, the driving voltages, and the rotational speeds are in accordance with the following relationship: Where η is the torque change rate, m, n are the two distinct time points, m is earlier than n, I _m , I _n are the drive currents at m, n time points, respectively, V _m , V _n respectively For the driving voltage at the time point of m, n, ω _m , ω _n are the rotational speeds at the time points of m and n, respectively. A driving device for an electric power wheel with slip correction is adapted to receive a user command to drive a motor running of an electric power wheel, the driving device comprising: a driving command unit, receiving the user indication and generating a driving a motor driver for driving the motor and outputting a driving current, a driving voltage and a rotating speed; and a slip detecting unit for extracting the driving currents corresponding to the two different time points, the driving voltages And the rotation speeds are obtained according to a torque change rate. When the torque change rate is greater than a second predetermined value, the slip detection unit generates a slip signal; and a slip control unit receives the slip The signal generates a correction signal according to the slip signal, and the correction signal and the driving command are combined into a correction command, and the motor driver drives the motor according to the correction command. The driving device of claim 12, wherein the torque change rate and the driving current, the driving voltage, and the rotational speed are in accordance with the following relationship: Where η is the torque change rate, m, n are the two distinct time points, m is earlier than n, I _m , I _n are the drive currents at m, n time points, respectively, V _m , V _n respectively For the driving voltage at the time point of m, n, ω _m , ω _n are the rotational speeds at the time points of m and n, respectively. The driving device of claim 12, wherein the slip detecting unit further obtains a rotational speed difference according to the obtained rotational speed, the slip detecting unit is configured to adjust the rotational speed difference to be greater than a third predetermined value and the torque The slip signal is generated when the rate of change is greater than the second predetermined value. The driving device of claim 12, wherein the correction signal is proportional to the torque rate of change. A driving method of an electric power wheel with slip correction is suitable for an electric power wheel, wherein one of the motors of the electric power wheel is driven by a driving command, and the driving method comprises: capturing one corresponding to the two different time points Driving current, a driving voltage, and a rotating speed; obtaining a slip degree index according to the driving currents, the driving voltages, and the rotating speeds; determining whether the slip degree index is greater than a first predetermined value; and if so, generating one a slip signal, and executing a correction program, the correction program comprising: correcting the drive command as a correction command according to the slip signal; and driving the motor with the correction command. The driving method of claim 16, wherein the slip degree index and the driving currents, the driving voltages, and the rotating speeds are in accordance with the following relationship: Where λ is the slip degree index, m and n are the two distinct time points, m is earlier than n, T _m and T _n are respectively a driving torque at m, n time points, I _m , I _n is the drive current at the time points _m and _n , respectively, and V _m and V _n are the drive voltages at the time points _m and _n , respectively, and ω _m and ω _n are the rotational speeds at the time points m and n, respectively. The driving method of claim 16, wherein the step of determining whether the slip degree index is greater than the first predetermined value further comprises the step of obtaining a rotational speed difference according to the obtained rotational speeds, and determining the The step of determining whether the slip degree index is greater than the first predetermined value comprises the step of determining whether the slip degree index is greater than the first predetermined value and the rotational speed difference is greater than a third predetermined value. The driving method of claim 18, wherein the rotational speed difference is in accordance with the following relationship: Δω=ω _n -ω _m ; wherein Δω is the rotational speed difference, and m, n are each the different time points, ω _m , ω _n are the rotational speeds at the time points of m and n, respectively. The driving method of claim 16, wherein before the step of determining whether the slip degree index is greater than the first predetermined value, the method further comprises: selecting the driving currents, the driving voltages, and the rotating speeds according to the captured driving currents Obtaining a torque difference and a rotation speed difference, and the step of determining whether the slip degree index is greater than the first predetermined value comprises determining whether the slip degree index is greater than the first predetermined value, and whether the rotation speed difference is greater than a first The third predetermined value and the step of whether the torque difference is greater than a fourth predetermined value. The driving method of claim 20, wherein the rotational speed difference and the torque difference are in accordance with the following relationship: Δ ω = ω _n - ω _m ; Δ T = T _m - T _n ; ;as well as Where ΔT is the torque difference, Δω is the speed difference, m, n are the two distinct time points, m is earlier than n, T _m , T _n are a drive at m, n time points respectively. The torque, I _m , I _n are the drive currents at m, n time points, respectively, V _m , V _n are the drive voltages at m, n time points, respectively, ω _m , ω _n are at m, n times The speed of the point. The driving method of claim 16, wherein before the step of determining whether the slip degree index is greater than the first predetermined value, the method further comprises: selecting the driving currents, the driving voltages, and the rotating speeds according to the captured driving currents Obtaining a torque change rate step, and the step of determining whether the slip degree index is greater than the first predetermined value comprises determining whether the slip degree index is greater than the first predetermined value, and whether the torque change rate is greater than a second The step of predetermining the value. The driving method of claim 22, wherein the torque change rate and the driving current, the driving voltage, and the rotating speed are in accordance with the following relationship: Where η is the torque change rate, m, n are the two distinct time points, m is earlier than n, I _m , I _n are the drive currents at m, n time points, respectively, V _m , V _n respectively For the driving voltage at the time point of m, n, ω _m , ω _n are the rotational speeds at the time points of m and n, respectively. The driving method of claim 16, wherein the correction signal is proportional to the slip degree indicator. The driving method of claim 16, wherein the correction command is the driving command multiplied by the correction signal, and the correction signal is between 0.5 and 1. A driving method of an electric power wheel with slip correction is suitable for an electric power wheel, wherein one of the motors of the electric power wheel is driven by a driving command, and the driving method comprises: capturing one corresponding to the two different time points Driving current, a driving voltage, and a rotating speed; obtaining a torque change rate according to the driving currents, the driving voltages, and the rotating speeds; determining whether the torque change rate is greater than a second predetermined value; and if so, generating a slip And executing a correction program, the correction program comprising: correcting the drive command as a correction command according to the slip signal; and driving the motor with the correction command. The driving method of claim 26, wherein the torque change rate and the driving current, the driving voltage, and the rotational speed are in accordance with the following relationship: Where η is the torque change rate, m, n are the two distinct time points, m is earlier than n, I _m , I _n are the drive currents at m, n time points, respectively, V _m , V _n respectively For the driving voltage at the time point of m, n, ω _m , ω _n are the rotational speeds at the time points of m and n, respectively.