WO2011089830A1 - 電気駆動車両 - Google Patents
電気駆動車両 Download PDFInfo
- Publication number
- WO2011089830A1 WO2011089830A1 PCT/JP2010/073610 JP2010073610W WO2011089830A1 WO 2011089830 A1 WO2011089830 A1 WO 2011089830A1 JP 2010073610 W JP2010073610 W JP 2010073610W WO 2011089830 A1 WO2011089830 A1 WO 2011089830A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- wheel
- speed
- vehicle
- slip
- drive
- Prior art date
Links
- 238000001514 detection method Methods 0.000 claims description 61
- 238000010586 diagram Methods 0.000 description 19
- 238000000034 method Methods 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
- 238000012986 modification Methods 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 230000001629 suppression Effects 0.000 description 2
- 230000037396 body weight Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/26—Wheel slip
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/14—Trucks; Load vehicles, Busses
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to an electrically driven vehicle that travels by driving a driven wheel by an electric motor, and more particularly to an electrically driven vehicle including a slip control device that prevents slippage of a driven wheel such as a dump truck.
- the wheel speeds of the drive wheel and the driven wheel may not always be detected, and may be difficult to detect.
- speed detection becomes impossible in such a low speed area because the sensor output signal is almost lost in the low speed area.
- a semiconductor type speed sensor using a Hall IC or the like is used, the sensor output signal is output even in the low speed area, but the speed detection delay is large in the low speed area. An error in detection occurs. Therefore, in any method, it is erroneously detected whether or not the drive wheel is slipped in such a low speed region.
- the slip when a slip occurs in the drive wheel, the slip is suppressed by adjusting the torque for driving the drive wheel, but if such a false detection of the slip occurs, the slip actually occurs in the drive wheel Even if it does not enter into the slip suppression operation, the torque continues to slip, or even if the slip does not occur in the drive wheels, the torque that unnecessarily drives the drive wheels by entering the slip suppression operation And the acceleration performance of the vehicle is reduced.
- the dump truck has a large vehicle weight, so the force of gravity on the dump truck is greatly affected in the downward direction, and the wheel speed of the driven wheels also increases. As it becomes difficult, the wheel speed of the drive wheel becomes easier to increase.
- the slip generated on the drive wheel continues to increase until the wheel speed of the driven wheel rises to a detectable speed.
- An object of the present invention is to provide an electrically driven vehicle capable of suppressing a slip generated on a drive wheel in a low speed region where the wheel speed can not be detected.
- the present invention is an electric drive vehicle including a driven wheel and a drive wheel, the drive wheel being driven by an electric motor, Control means for adjusting the torque output by the electric motor to make the wheel speed of the drive wheel less than the second set value when the wheel speed of the driven wheel or the vehicle speed of the vehicle is less than the first set value Is provided.
- the second set value is larger than the first set value.
- the control means is configured to control the drive wheel based on the wheel speed of the drive wheel and the wheel speed of the driven wheel or the wheel speed of the drive wheel and the vehicle speed of the vehicle.
- a slip state is determined, and an ON command is output as a torque correction command when a slip is detected, and a slip state determiner that outputs an OFF command as a torque correction command when a slip is not detected, and the torque correction command
- a torque controller for adjusting a torque command to the motor, and a torque controller for controlling the torque output from the motor to follow the torque command.
- the slip state determiner determines that the wheel speed of the driven wheel is less than the first set value, or the vehicle speed of the vehicle is the first set value In the case of less than the above, the slip is detected when the wheel speed of the drive wheel is equal to or more than the second set value.
- the slip state determiner determines that the wheel speed of the driven wheel is less than the first set value, or that the vehicle speed of the vehicle is the first set value. If the wheel speed is less than the second set value, the slip is detected, and if the slip detection state continues for a predetermined time, the wheel speed of the drive wheel is equal to or more than the third set value. In this case, a slip is detected.
- the torque command computing unit monotonously reduces the torque command to the motor, and when the torque correction command is an OFF command, The torque command to the motor is monotonously restored.
- the rate of change of the torque command changes according to the loading amount of the vehicle, and when the loading amount is small The magnitude of the rate of change is increased.
- the third set value is smaller than the second set value and larger than the first set value.
- the slip state determiner is calculated from the wheel speeds of the driven wheel and the driving wheel when the wheel speed of the driven wheel is equal to or more than the first set value. The slip is detected based on the slip amount of the drive wheel.
- the slippage amount is a slip ratio of the drive wheel or a difference between wheel speeds of the drive wheel and the driven wheel.
- the slip state determiner is calculated from the vehicle body speed of the vehicle and the wheel speed of the drive wheel when the vehicle speed of the vehicle is equal to or higher than the first set value. Slip is detected based on the amount of slippage of the drive wheel.
- the slippage amount is a slip ratio of the drive wheel or a difference between a wheel speed of the drive wheel and the vehicle speed.
- the present invention is an electric drive vehicle including a driven wheel and a drive wheel, wherein the drive wheel is driven by an electric motor, and the wheel speed of the driven wheel or the vehicle
- a control means is provided which adjusts the torque output by the motor so as to make the wheel speed of the drive wheel less than a predetermined set value.
- FIG. 1 is a block diagram showing the configuration of an electric drive vehicle equipped with a slip control device for an electric drive vehicle according to a first embodiment of the present invention.
- the motor 1 drives the wheel 3 via the gear 2 and the motor 4 drives the wheel 6 via the gear 5 to move the vehicle forward or backward.
- an induction motor is used as the motor 1 and the motor 4.
- a synchronous motor can also be used as a motor.
- the motor 1 and the motor 4 are controlled by a motor controller 22.
- the motor controller 22 includes a power converter 13, a torque controller 16, a torque command calculator 17, and a slip state determiner 18.
- the generator 42 is driven by the engine 43 to generate DC power.
- the power converter 13 converts the DC power output from the generator 42 into three-phase AC power, and drives the motor 1 and the motor 4.
- the current detector 14 is connected between the power converter 13 and the motor 1, and detects the current flowing between them.
- the current detector 15 is connected between the power converter 13 and the motor 4 and detects the current flowing between them.
- the speed detector 9 is connected to the motor 1 and detects the rotational speed of the motor 1.
- the speed detector 10 is connected to the motor 4 and detects the rotational speed of the motor 4.
- the speed detector 11 is connected to the axis of the wheel 7 and detects the rotational speed of the wheel 7.
- the speed detector 12 is connected to the axis of the wheel 8 and detects the rotational speed of the wheel 8.
- the accelerator opening degree detector 19 detects the opening degree of the accelerator pedal according to the driver's accelerator operation.
- the brake opening degree detector 20 detects the opening degree of the brake pedal according to the driver's brake operation.
- the steering angle detector 21 detects the steering angle according to the steering operation of the driver.
- the torque command calculator 17 detects the accelerator opening degree detected by the accelerator opening degree detector 19, the brake opening degree detected by the brake opening degree detector 20, and the steering angle detected by the steering angle detector 21.
- the torque command to the motor 1 and the motor 4 is output using the value and the torque correction command output from the slip state determination unit 18 as input.
- the torque controller 16 uses the torque command to the motor 1 output from the torque command calculator 17, the current detection value output from the current detector 14, and the rotational speed detection value output from the speed detector 9.
- the gate pulse signal to the power converter 13 is output by PWM control so that the torque output from the motor 1 follows the torque command to the motor 1.
- the torque controller 16 uses the torque command to the motor 4 output from the torque command calculator 17, the current detection value output from the current detector 15, and the rotation speed detection value output from the speed detector 10.
- the gate pulse signal to the power converter 13 is output by PWM control so that the torque output from the motor 4 follows the torque command to the motor 4.
- the power converter 13 receives these gate pulse signals, and a switching element such as an IGBT performs high-speed switching to realize high response torque control.
- the slip state determiner 18 receives the rotational speed detection value output from the speed detector 9, the speed detector 10, the speed detector 11, and the speed detector 12 as an input, and determines the slip state of the wheels 3 and 6 as driving wheels. If a slip is detected, a torque correction command is output. The details of the slip state determiner 18 will be described later with reference to FIG. If the torque correction command output from the slip state determiner 18 is an ON command, the torque command calculator 17 reduces the torque command to be output to generate the slip generated on the wheels 3 and 6 as the drive wheels. Take action to prevent.
- FIG. 2 is a block diagram showing a configuration of a slip state determination unit used in the slip control device for an electrically driven vehicle according to the first embodiment of the present invention.
- the slip state determination unit 18 includes a left drive wheel speed calculator 23, a right drive wheel speed calculator 24, a left driven wheel speed calculator 25, a right driven wheel speed calculator 26, and drive wheel wheels.
- a speed calculator 27, a driven wheel speed calculator 28, and a torque correction determination unit 29 are provided.
- the left driving wheel speed calculator 23 receives the rotational speed detection value of the motor 1 output from the speed detector 9 as an input, and outputs the wheel speed detection value of the wheel 3.
- the right driving wheel speed calculator 24 receives the rotational speed detection value of the motor 4 output from the speed detector 10 as an input, and outputs the wheel speed detection value of the wheel 6.
- the left driven wheel speed calculator 25 receives the rotational speed detection value of the wheel 7 output from the speed detector 11 as an input, and outputs the wheel speed detection value of the wheel 7.
- the right driven wheel speed calculator 26 receives the rotational speed detection value of the wheel 8 output from the speed detector 12 as an input, and outputs the wheel speed detection value of the wheel 8.
- Drive wheel speed calculator 27 receives the wheel speed detection value of wheel 3 output from left drive wheel speed calculator 23 and the wheel speed detection value of wheel 6 output from right drive wheel speed calculator 24 as input. , The average value of them is output as a drive wheel speed detection value.
- the driven wheel speed calculator 28 receives the wheel speed detection value of the wheel 7 output from the left driven wheel speed calculator 25 and the wheel speed detection value of the wheel 8 output from the right driven wheel speed calculator 26 as input. , The average value of them is output as a driven wheel speed detection value.
- the torque correction determiner 29 receives the drive wheel speed detection value output from the drive wheel speed calculator 27 and the driven wheel speed detection value output from the driven wheel speed calculator 28 as input, and the wheel 3 is a drive wheel. And it is determined whether or not the wheel 6 is slipping. The details of the torque correction determination unit 29 will be described later with reference to FIG. If it is determined that slippage has occurred, an ON command is output as a torque correction command to the torque command calculator 17 so that the torques output from the motor 1 and the motor 4 are reduced. If it is determined that the slip has not occurred, an OFF command is output as a torque correction command to the torque command calculator 17 so that the torques output from the motor 1 and the motor 4 are not reduced.
- FIG. 3 is a block diagram showing a configuration of a torque correction determination unit used in the slip control device for an electrically driven vehicle according to the first embodiment of the present invention.
- the torque correction determinator 29 includes determinators 30 and 32, a slip ratio calculator 31, and a switch 33.
- the determination unit 30 receives the drive wheel speed detection value as an input, determines whether to correct the torque output from the motor 1 and the motor 4, and outputs the determination result as a torque correction command. Specifically, the determiner 30 outputs an ON command as a torque correction command when the drive wheel speed detection value is equal to or greater than a predetermined drive wheel speed setting value Vlim, and in other cases, outputs an OFF command. Output.
- the slip ratio calculator 31 receives the drive wheel speed detection value and the driven wheel speed detection value, and outputs a slip ratio detection value of the drive wheel. The details of the slip ratio calculator 31 will be described later with reference to FIG.
- the determiner 32 receives the slip ratio detection value output from the slip ratio calculator 31 as an input, determines whether to correct the torque output from the motor 1 and the motor 4, and outputs the determination result as a torque correction command. Do. Specifically, the determiner 32 outputs an ON command as a torque correction command when the slip ratio detected value output by the slip ratio calculator 31 is equal to or greater than a predetermined value ⁇ 0, and is otherwise OFF. Output a command.
- the switch 33 When the driven wheel speed detection value is less than the driven wheel speed setting value Vmin, the switch 33 outputs a torque correction command output from the determiner 30, and the driven wheel speed detection value is a driven wheel speed setting value. In the case of V min or more, the torque correction command output from the determination unit 32 is output. Therefore, when the driven wheel speed detection value is less than the driven wheel speed setting value Vmin, the torque correction determination unit 29 uses the torque correction command as the torque correction command when the driving wheel speed detection value is equal to or higher than the drive wheel speed setting value Vlim The ON command is output, and when the driven wheel speed detection value is equal to or greater than the driven wheel speed setting value Vmin, the ON command is output as a torque correction command when the slip ratio detected value is ⁇ 0 or more.
- the torque command calculator 17 reduces the torque command to be output. Therefore, when the driven wheel speed detection value is less than the driven wheel speed setting value Vmin, the drive is performed. Wheel wheel speed detection value becomes less than drive wheel speed setting value Vlim to suppress slip of drive wheel, and when driven wheel wheel speed detection value is above driven wheel speed setting value Vmin, slip ratio detection value of drive wheel Becomes less than the value ⁇ 0 at which the slip determination is made, and the slip of the drive wheel can be suppressed.
- the driven wheel speed setting value Vmin is set to the lowest speed at which the wheel speed of the driven wheel can be detected. For example, assuming that the lowest speed detectable by the speed detectors 9, 10, 11, 12 is 2 to 3 km / h, the driven wheel speed setting value Vmin is set to 3 km / h. Further, the drive wheel speed setting value Vlim is set to a value larger than the driven wheel speed setting value Vmin by about 1 to 2 km / h. For example, the drive wheel speed setting value Vlim is set to 5 km / h.
- the slip is suppressed by limiting the drive wheel speed to as low a value as possible in the low speed range where the slip rate can not be detected correctly, and in the speed range where the slip rate can be detected correctly, based on the slip rate detection value Slip can be suppressed. Further, it is preferable to set the slip ratio so that the friction coefficient between the drive wheel and the road surface is maximized. In this way, the drive wheels can be effectively used to the limit where the drive wheels do not slip.
- the switching device 33 can not detect the wheel speed of the driven wheel by setting the driven wheel wheel speed setting value Vmin used for the determination of the output switching to the lowest speed at which the wheel speed of the driven wheel can be detected.
- the motor can be controlled so that the wheel speed of the drive wheel is less than a predetermined limit value.
- FIG. 4 is a block diagram showing the configuration of a slip ratio calculator used in the slip control device for an electrically driven vehicle according to the first embodiment of the present invention.
- FIG. 5 is an explanatory view of the relationship between the slip ratio and the friction coefficient between the wheel and the road surface.
- the slip ratio calculator 31 includes a subtractor 34, absolute value calculators 35 and 36, a maximum value selector 37, and a divider 38.
- the subtractor 34 receives the drive wheel speed detection value and the driven wheel speed detection value and outputs the difference between them.
- the absolute value calculator 35 receives the driven wheel speed detection value as an input and outputs its absolute value.
- the absolute value calculator 36 receives the drive wheel speed detection value and outputs the absolute value.
- the maximum value selector 37 receives the output of the absolute value calculator 35 and the output of the absolute value calculator 36, and outputs the larger value.
- the divider 38 divides the output of the subtractor 34 by the output of the maximum value selector 37 to output the slip ratio ⁇ of the drive wheel. Note that although the ground speed of the drive wheel is originally required for the calculation of the slip ratio of the drive wheel, the wheel speed of the driven wheel is used here as an approximation value thereof.
- FIG. 5 shows the relationship between the slip ratio ⁇ and the friction coefficient between the wheel and the road surface.
- the region where the coefficient of friction is negative represents that the force generated between the wheel and the road surface is opposite to the traveling direction of the vehicle.
- the occurrence of the slip is in a region where the slip ratio ⁇ satisfies ⁇ 0 ⁇ ⁇ 0.
- the slip ratio value ⁇ 0 for the slip determination is set to, for example, 0.1 to 0.2.
- FIG. 6 is a timing chart showing the operation of the torque correction determiner used in the slip control device for an electrically driven vehicle according to the first embodiment of the present invention.
- the horizontal axis indicates time.
- the vertical axis in FIG. 6A indicates the drive wheel / wheel speed calculated by the drive wheel / wheel speed calculator 27 in FIG.
- the vertical axis in FIG. 6B indicates the driven wheel speed calculated by the driven wheel speed calculator 28 in FIG.
- FIG. 6C shows the slip ratio ⁇ calculated by the slip ratio calculator 31 shown in FIG.
- FIG. 6D shows a torque correction command output from the switch 33 of FIG.
- FIG. 6E shows the torque command output from the torque command calculator 17 shown in FIG.
- the driven wheel speed is assumed to be smaller than the driven wheel speed setting value Vmin.
- the determination result of the determination unit 30 is made the torque correction command by the switch 33 of FIG. 3.
- ON command is output as a torque correction command.
- the torque correction command is ON command from time T0 to T1
- the torque command calculator 17 receives the torque correction command and outputs the torque command.
- the drive wheel speed is controlled so as not to exceed the drive wheel speed set value Vlim.
- the switch 33 in FIG. 3 sets the determination result of the determiner 32 as a torque correction command. Since the determiner 32 refers to the slip ratio ⁇ calculated by the slip ratio calculator 31, the slip ratio ⁇ is smaller than the slip determination slip ratio value ⁇ 0 during the period from time T1 to T2, as shown in FIG. In addition, the torque correction determination unit 29 outputs an OFF command as a torque correction command.
- the torque correction determiner 29 performs torque correction Output ON command as command.
- the torque command computing unit 17 receives the torque correction command, and as shown in FIG. 6E, reduces the torque command to be output, so that the slip ratio of the drive wheel is controlled so as not to exceed ⁇ 0.
- the drive wheel speed is controlled so as not to exceed the drive wheel speed setting value Vlim.
- the control is performed so that the slip ratio of the drive wheels does not exceed ⁇ 0 in the speed region where the driven wheel speed is equal to or higher than the driven wheel speed setting value Vmin.
- FIG. 7 is a timing chart for explaining the operation of the torque command calculator used in the slip control device for an electrically driven vehicle according to the first embodiment of the present invention.
- FIG. 7 shows an example of operation waveforms at this time.
- control is performed so that the slip ratio of the drive wheel does not exceed ⁇ 0 during time T0 to T1 in which the drive wheel speed is controlled so as not to exceed the drive wheel speed setting value Vlim.
- the torque correction command is displayed as an ON command after time T2, but in the case where the operation of the torque command calculator 17 is the above, actually, as shown in FIG. 7, the driving wheel and wheel is between time T0 and T1. Since the speed fluctuates near the drive wheel speed setting Vlim and the slip ratio of the drive wheel fluctuates near ⁇ 0 after time T2, the torque correction command has a waveform that repeats the ON command and the OFF command.
- the torque command is adjusted so that the drive wheel speed is controlled to be close to the drive wheel speed setting value Vlim between times T0 and T1, and the slip ratio of the drive wheel is controlled to be around ⁇ 0 after time T2.
- the torque command will be adjusted to
- FIG. 8 is an explanatory view of a torque command change rate in a modification of the electric drive vehicle according to the first embodiment of the present invention.
- FIG. 9 is a block diagram of a modification of the electric drive vehicle according to the first embodiment of the present invention.
- the body weight largely changes according to the load capacity, and the slipperiness of the drive wheels changes largely depending on the load capacity. This is because the frictional force acting between the wheel and the road surface is in proportion to the weight applied to the wheel, so that the frictional force also changes as the load amount changes.
- the driving wheel becomes particularly slippery because the frictional force is small. Therefore, when a slip occurs on the drive wheel when the load amount is small, it is easier to suppress the slip if the torque command of the drive wheel is reduced in a short time.
- the change rate of the torque command of the drive wheel may be changed according to the loading amount. In this way, when the load amount is small when the slip occurs, it is possible to reduce the torque command of the drive wheel in a short time.
- FIG. 1 a block diagram showing the configuration of the electrically driven vehicle in this case is shown in FIG. What differs from FIG. 1 is that a loading amount detector 44 is provided, and the torque command computing unit 17 'receives the loading amount detection value output by the loading amount detector 44 as an input.
- the torque command calculator 17 ′ has a function of changing the rate of change when the torque command is reduced when the slip generated on the drive wheel is detected according to the load amount detection value output by the load amount detector 44.
- FIG. 10 The configuration of the electric drive vehicle equipped with the slip control device for an electric drive vehicle according to the present embodiment is the same as that shown in FIG. Further, the configuration of the slip state determination unit 18 used in the slip control device for an electrically driven vehicle according to the present embodiment is the same as that shown in FIG. Furthermore, the configuration of the torque correction determination unit 29 used in the slip control device for an electric drive vehicle according to the present embodiment is basically the same as that shown in FIG. 3, but the configuration and operation of the determination unit 30 are different. ing.
- FIG. 10 is a block diagram showing the configuration of a determiner 30 'in the torque correction determiner used in the slip control device for an electrically driven vehicle according to the second embodiment of the present invention.
- FIG. 11 is a timing chart showing the operation of the torque correction determiner used in the slip control device for an electrically driven vehicle according to the second embodiment of the present invention.
- the determination unit 30 includes a determination unit 30A, a drive wheel speed setting generator 30B, and a timer circuit 30C.
- the determination means 30A outputs an ON command as a torque correction command.
- the drive wheel speed setting generator 30B initially generates the first drive wheel speed setting value Vlim.
- the timer circuit 30C operates and the timer circuit 30C operates for a time (time T1-time T0).
- the first drive wheel speed setting value Vlim is gradually decreased toward the second drive wheel speed setting value Vlim2.
- the second drive wheel speed setting value Vlim2 is reached, the value is held.
- ON command is output as a torque correction command.
- the torque correction command is the ON command from time T0 to T1
- the torque command calculator 17 receives the torque correction command and outputs the torque command.
- the drive wheel speed is controlled so as not to exceed the drive wheel speed set value Vlim.
- the limitation of the driving wheel speed is set to the driving wheel speed setting value Vlim during the period from time T0 to T1, but the timer circuit 30B operates the time (time T1-time T0).
- the limitation of the drive wheel speed is set from the first drive wheel speed setting Vlim to the second drive wheel speed setting Vlim2. Lower down.
- the limitation of the drive wheel speed is set to the drive wheel speed set value Vlim2.
- the slip generated on the drive wheel is reduced, and as a result, the magnitude of the friction coefficient between the drive wheel and the road surface is increased, and the force acting between the drive wheel and the road surface is also increased. Acceleration is improved.
- the second drive wheel speed setting value Vlim2 it is necessary to set the second drive wheel speed setting value Vlim2 to a value larger than the driven wheel speed setting value Vmin. Assuming that the first driving wheel speed setting Vlim is 5 km / h and the driven wheel speed setting Vmin is 3 km / h, the second driving wheel speed setting Vlim2 is 4 km / h, for example.
- the switch 33 of FIG. 3 determines that the determination result of the determiner 32 is a torque correction command. Be done. Since the determiner 32 refers to the slip ratio ⁇ calculated by the slip ratio calculator 31, the slip ratio ⁇ is smaller than the slip determination slip ratio value ⁇ 0 between times T3 and T4, as shown in FIG. In addition, the torque correction determination unit 29 outputs an OFF command as a torque correction command.
- the torque correction discriminator 29 performs torque correction Output ON command as command.
- the torque command calculator 17 receives the torque correction command, and as shown in FIG. 11E, reduces the torque command to be output, so that the slip ratio of the drive wheel is controlled so as not to exceed ⁇ 0.
- the drive wheel speed is controlled so as not to exceed the drive wheel speed setting value Vlim in a low speed range where the driven wheel speed is less than the driven wheel speed setting value Vmin.
- the drive wheel speed limit is set lower than the drive wheel speed set value Vlim to suppress the slip occurring in the drive wheel in the low speed range where the wheel speed can not be detected. At the same time, it is possible to improve the acceleration performance of the vehicle.
- FIG. 12 is a timing chart for explaining the operation of the torque command computing unit used in the slip control device for an electrically driven vehicle according to the second embodiment of the present invention.
- the torque command calculator 17 receives an ON command as a torque correction command, the torque command is monotonously reduced from the original command, and when an OFF command is received as a torque correction command, the torque command is monotonously directed toward the original command.
- the operation waveform example as shown in FIG. 12 is actually as in FIG.
- the change rate of the torque command of the drive wheel may be changed according to the loading amount.
- FIG. 13 is a block diagram showing the configuration of a torque correction determiner used in the slip control device for an electrically driven vehicle according to the third embodiment of the present invention.
- the torque correction determinator 29 ′ includes determinators 30 and 40, a switch 33, and a subtractor 39.
- the torque correction determiner 29 controls the slip ratio of the drive wheel not to exceed ⁇ 0 in the speed range where the driven wheel speed is equal to or higher than the driven wheel speed setting value Vmin. To reduce the slippage of the drive wheels.
- control is performed so that the difference between the wheel speeds of the drive wheel and the driven wheel does not exceed a predetermined value.
- the subtractor 39 outputs a detection value of the speed difference between the drive wheel speed detection value and the driven wheel speed detection value.
- the determiner 40 receives the speed difference detection value output from the subtractor 39 and outputs an ON command as a torque correction command when the speed difference detection value is equal to or greater than a predetermined speed difference determination value V0. In the case, output the OFF command.
- the slip of the drive wheel can also be suppressed by performing control so that the difference between the wheel speeds of the drive wheel and the driven wheel does not exceed the speed difference determination value V0 as described above.
- the speed difference determination value V0 is, for example, 2 to 4 km / h.
- the drive wheel speed is controlled so as not to exceed the drive wheel speed setting value Vlim.
- the control is performed so that the difference between the wheel speeds of the drive wheel and the driven wheel does not exceed the speed difference determination value V0 in the speed region where the driven wheel speed is equal to or higher than the driven wheel speed setting value Vmin.
- FIG. 14 is a block diagram showing the configuration of an electric drive vehicle equipped with a slip control device for an electric drive vehicle according to a fourth embodiment of the present invention.
- FIG. 15 is a block diagram showing a configuration of a slip state determination unit used in a slip control device for an electrically driven vehicle according to a fourth embodiment of the present invention.
- the same reference numerals as in FIGS. 1 and 2 denote the same parts.
- a vehicle speed detector 41 is provided instead of the speed detector 11 and the speed detector 12 shown in FIG. 1, and the vehicle speed detected by the vehicle speed detector 41 is detected.
- the value is substituted for the driven wheel speed detection value.
- the vehicle body speed can be detected, for example, by using a non-contact type ground speed sensor or GPS.
- the slip state determiner 18 ′ inputs a vehicle speed detection value to the torque correction determination unit 29 instead of the driven wheel speed detection value. . Since the driven wheel speed generally matches the vehicle speed, the vehicle speed detection value can be used instead of the driven wheel speed detection value.
- the switch 33 (shown in FIG. 3) in the torque correction determination unit 29 sets the vehicle speed to the lowest speed that can be detected as the vehicle speed setting value Vmin used for the output switching determination.
- the motor can be controlled so that the wheel speed of the drive wheel is less than a predetermined limit value.
- the drive wheel speed is controlled so as not to exceed the drive wheel speed set value Vlim, and the vehicle speed is set value In the speed region above Vmin, the slip ratio of the drive wheel is controlled so as not to exceed ⁇ 0.
- the slip ratio of the drive wheel is controlled so as not to exceed ⁇ 0.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
前記従動輪の車輪速度若しくは前記車両の車体速度が第1の設定値未満の場合は前記駆動輪の車輪速度を第2の設定値未満にするように前記電動機の出力するトルクを調整する制御手段を備えるようにしたものである。
かかる構成により、車輪速度が検出不可能な低速域において、駆動輪に発生するスリップを抑制することができるものとなる。
最初に、図1を用いて、本実施形態による電気駆動車両のスリップ制御装置を搭載した電気駆動車両の構成について説明する。
図1は、本発明の第1の実施形態による電気駆動車両のスリップ制御装置を搭載した電気駆動車両の構成を示すブロック図である。
図2は、本発明の第1の実施形態による電気駆動車両のスリップ制御装置に用いるスリップ状態判定器の構成を示すブロック図である。
図3は、本発明の第1の実施形態による電気駆動車両のスリップ制御装置に用いるトルク補正判定器の構成を示すブロック図である。
図4は、本発明の第1の実施形態による電気駆動車両のスリップ制御装置に用いるスリップ率演算器の構成を示すブロック図である。図5は、スリップ率と車輪-路面間の摩擦係数の関係の説明図である。
図6は、本発明の第1の実施形態による電気駆動車両のスリップ制御装置に用いるトルク補正判定器の動作を示すタイミングチャートである。
図7は、本発明の第1の実施形態による電気駆動車両のスリップ制御装置に用いるトルク指令演算器の動作を説明するタイミングチャートである。
図8は、本発明の第1の実施形態による電気駆動車両の変形例におけるトルク指令変化率の説明図である。図9は、本発明の第1の実施形態による電気駆動車両の変形例のブロック図である。
図12は、本発明の第2の実施形態による電気駆動車両のスリップ制御装置に用いるトルク指令演算器の動作を説明するタイミングチャートである。
図13は、本発明の第3の実施形態による電気駆動車両のスリップ制御装置に用いるトルク補正判定器の構成を示すブロック図である。
図14は、本発明の第4の実施形態による電気駆動車両のスリップ制御装置を搭載した電気駆動車両の構成を示すブロック図である。図15は、本発明の第4の実施形態による電気駆動車両のスリップ制御装置に用いるスリップ状態判定器の構成を示すブロック図である。なお、図14及び図15において、図1及び図2と同一符号は同一部分を示している。
2,5…ギア
3,6,7,8…車輪
4…電動機
9,10,11,12…速度検出器
13…電力変換器
14,15…電流検出器
16…トルク制御器
17,17’…トルク指令演算器
18,18’…スリップ状態判定器
19…アクセル開度検出器
20…ブレーキ開度検出器
21…ステアリング角度検出器
22…電動機制御器
23…左駆動輪車輪速度演算器
24…右駆動輪車輪速度演算器
25…左従動輪車輪速度演算器
26…右従動輪車輪速度演算器
27…駆動輪車輪速度演算器
28…従動輪車輪速度演算器
29,29‘…トルク補正判定器
30,30’,32,40…判定器
31…スリップ率演算器
33…切替器
34,39…減算器
35,36…絶対値演算器
37…最大値選択器
38…除算器
41…車体速度検出器
42…発電機
43…エンジン
44…積載量検出器
Claims (13)
- 従動輪及び駆動輪を備え、前記駆動輪は電動機により駆動される電気駆動車両であって、
前記従動輪の車輪速度若しくは前記車両の車体速度が第1の設定値未満の場合は前記駆動輪の車輪速度を第2の設定値未満にするように前記電動機の出力するトルクを調整する制御手段を備えることを特徴とする電気駆動車両。 - 請求項1記載の電気駆動車両において、
前記第2の設定値は前記第1の設定値よりも大きいことを特徴とする電気駆動車両。 - 請求項2記載の電気駆動車両において、
前記制御手段は、
前記駆動輪の車輪速度と前記従動輪の車輪速度若しくは前記駆動輪の車輪速度と前記車両の車体速度に基づいて前記駆動輪のスリップ状態を判定して、スリップを検出する場合はトルク補正指令としてON指令を出力し、スリップを検出しない場合はトルク補正指令としてOFF指令を出力するスリップ状態判定器と、
前記トルク補正指令に応じて、前記電動機へのトルク指令を調整するトルク指令演算器と、
前記電動機の出力するトルクが前記トルク指令に従うように制御するトルク制御器とを備えることを特徴とする電気駆動車両。 - 請求項3記載の電気駆動車両において、
前記スリップ状態判定器は、前記従動輪の車輪速度が前記第1の設定値未満の場合、若しくは、前記車両の車体速度が前記第1の設定値未満の場合、前記駆動輪の車輪速度が前記第2の設定値以上の場合にスリップを検出することを特徴とする電気駆動車両。 - 請求項3記載の電気駆動車両において、
前記スリップ状態判定器は、前記従動輪の車輪速度が前記第1の設定値未満の場合、若しくは、前記車両の車体速度が前記第1の設定値未満の場合、前記駆動輪の車輪速度が前記第2の設定値以上の場合にスリップを検出し、このスリップ検出状態が所定時間継続すると、前記駆動輪の車輪速度が第3の設定値以上の場合にスリップを検出することを特徴とする電気駆動車両。 - 請求項3記載の電気駆動車両において、
前記トルク指令演算器は前記トルク補正指令がON指令の場合は前記電動機へのトルク指令を単調に低減し、前記トルク補正指令がOFF指令の場合は前記電動機へのトルク指令を単調に回復させることを特徴とする電気駆動車両。 - 請求項6に記載の電気駆動車両において、
前記電動機へのトルク指令を単調に低減させる時は前記車両の積載量に応じてトルク指令の変化率が変化し、前記積載量が少ない時は前記変化率の大きさが大きくなることを特徴とする電気駆動車両。 - 請求項5記載の電気駆動車両において、
前記第3の設定値は前記第2の設定値よりも小さく、前記第1の設定値よりも大きいことを特徴とする電気駆動車両。 - 請求項3記載の電気駆動車両において、
前記スリップ状態判定器は、前記従動輪の車輪速度が前記第1の設定値以上の場合、前記従動輪と前記駆動輪の車輪速度から演算される前記駆動輪のすべり量に基づいてスリップを検出することを特徴とする電気駆動車両。 - 請求項9記載の電気駆動車両において、
前記すべり量は、前記駆動輪のスリップ率若しくは前記駆動輪と前記従動輪の車輪速度の差であることを特徴とする電気駆動車両。 - 請求項3記載の電気駆動車両において、
前記スリップ状態判定器は、前記車両の車体速度が前記第1の設定値以上の場合、前記車両の車体速度と前記駆動輪の車輪速度から演算される前記駆動輪のすべり量に基づいてスリップを検出することを特徴とする電気駆動車両。 - 請求項11記載の電気駆動車両において、
前記すべり量は、前記駆動輪のスリップ率若しくは前記駆動輪の車輪速度と前記車体速度の差であることを特徴とする電気駆動車両。 - 従動輪及び駆動輪を備え、前記駆動輪は電動機により駆動される電気駆動車両であって、
前記従動輪の車輪速度若しくは前記車両の車体速度が検出できない場合は前記駆動輪の車輪速度を所定の設定値未満にするように前記電動機の出力するトルクを調整する制御手段を備えることを特徴とする電気駆動車両。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201080059016.XA CN102666224B (zh) | 2010-01-22 | 2010-12-27 | 电驱动车辆 |
EP10843994.4A EP2527190B1 (en) | 2010-01-22 | 2010-12-27 | Electrically driven vehicle |
AU2010343466A AU2010343466B2 (en) | 2010-01-22 | 2010-12-27 | Electrically driven vehicle |
US13/508,743 US20120279793A1 (en) | 2010-01-22 | 2010-12-27 | Electrically driven vehicle |
JP2011550824A JP5473020B2 (ja) | 2010-01-22 | 2010-12-27 | 電気駆動車両 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010012335 | 2010-01-22 | ||
JP2010-012335 | 2010-01-22 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011089830A1 true WO2011089830A1 (ja) | 2011-07-28 |
Family
ID=44306645
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/073610 WO2011089830A1 (ja) | 2010-01-22 | 2010-12-27 | 電気駆動車両 |
Country Status (6)
Country | Link |
---|---|
US (1) | US20120279793A1 (ja) |
EP (1) | EP2527190B1 (ja) |
JP (1) | JP5473020B2 (ja) |
CN (1) | CN102666224B (ja) |
AU (1) | AU2010343466B2 (ja) |
WO (1) | WO2011089830A1 (ja) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013024871A1 (ja) * | 2011-08-16 | 2013-02-21 | 日立建機株式会社 | 電気駆動車両 |
JP2014183686A (ja) * | 2013-03-21 | 2014-09-29 | Fuji Heavy Ind Ltd | 電気自動車 |
JP2014533159A (ja) * | 2011-11-15 | 2014-12-11 | ネステク ソシエテ アノニム | 光学読取可能コード用支持体、及び強化された読取可能光信号を実現するかかるコード支持体を有する飲料を調製するためのカプセル |
JP5652840B1 (ja) * | 2013-12-24 | 2015-01-14 | ニチユ三菱フォークリフト株式会社 | 車両の走行制御装置 |
WO2015041108A1 (ja) * | 2013-09-18 | 2015-03-26 | Ntn株式会社 | 電気自動車のスリップ制御装置 |
WO2015063913A1 (ja) * | 2013-10-31 | 2015-05-07 | 三菱電機株式会社 | トラクション制御装置 |
WO2015151193A1 (ja) * | 2014-03-31 | 2015-10-08 | 三菱電機株式会社 | 車両のトラクション制御装置 |
Families Citing this family (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3918837B2 (ja) * | 2004-08-06 | 2007-05-23 | 株式会社日立製作所 | 風力発電装置 |
DE102009033531A1 (de) * | 2009-07-10 | 2011-01-20 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Antriebsvorrichtung für ein Kraftfahrzeug mit einer elektrische Maschinen aufweisenden Portalachse |
DE102010010438A1 (de) * | 2010-02-26 | 2011-09-01 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Fahrwerk für ein Kraftfahrzeug mit einer elektrichen Achse |
JP5562276B2 (ja) * | 2011-03-07 | 2014-07-30 | Ntn株式会社 | 電気自動車 |
JP5906173B2 (ja) * | 2012-11-02 | 2016-04-20 | 日立オートモティブシステムズ株式会社 | 車両制御装置 |
EP2792531A1 (en) | 2013-04-16 | 2014-10-22 | ABB Oy | Preventing of slip in an electrically powered vehicle |
CN104345730A (zh) * | 2013-07-25 | 2015-02-11 | 科沃斯机器人科技(苏州)有限公司 | 带行走状态判断装置的自移动机器人及行走状态判断方法 |
JP6361079B2 (ja) * | 2013-11-18 | 2018-07-25 | ヤマハ発動機株式会社 | 車両 |
CN103707778B (zh) * | 2013-12-30 | 2015-12-30 | 苏州汇川技术有限公司 | 电动轮自卸车的防滑控制方法及装置 |
DE102014203565A1 (de) * | 2014-02-27 | 2015-08-27 | Robert Bosch Gmbh | Steuereinrichtung und Verfahren zur Antriebsschlupfregelung für ein elektrisches Antriebssystem |
KR101588789B1 (ko) * | 2014-08-18 | 2016-01-26 | 현대자동차 주식회사 | 구동 모터를 구비한 차량의 크립 토크 제어 방법 및 장치 |
TW201710924A (zh) * | 2015-09-14 | 2017-03-16 | 義守大學 | 以多項式估測感應機參數之方法 |
US20190084445A1 (en) * | 2016-05-27 | 2019-03-21 | Honda Motor Co., Ltd. | Electric-powered vehicle |
JP2018098868A (ja) * | 2016-12-12 | 2018-06-21 | Ntn株式会社 | 車両制御装置 |
JP7041397B2 (ja) * | 2018-03-20 | 2022-03-24 | マツダ株式会社 | 車両駆動装置 |
FR3086246B1 (fr) * | 2018-09-25 | 2020-09-11 | Psa Automobiles Sa | Procede de gestion du groupe moto-propulseur d’un vehicule automobile |
CN110588370B (zh) * | 2019-09-30 | 2022-04-26 | 北京海纳川汽车部件股份有限公司 | 防滑扭矩控制方法、装置及车辆 |
CN112477626B (zh) * | 2020-11-30 | 2022-08-30 | 东风汽车集团有限公司 | 一种防止汽车驱动轮打滑的预控制方法及系统 |
DE102021213399A1 (de) | 2021-11-29 | 2023-06-01 | Zf Friedrichshafen Ag | Verfahren und Steuereinrichtung zum Steuern eines Abtriebsmoments |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH04103845A (ja) | 1990-08-22 | 1992-04-06 | Fuji Heavy Ind Ltd | 車両の駆動力制御装置 |
JPH07112634A (ja) * | 1993-10-18 | 1995-05-02 | Toyota Motor Corp | 車輪スリップ制御装置 |
JP2002027610A (ja) | 2000-07-10 | 2002-01-25 | Toyota Industries Corp | 産業車両の走行制御装置 |
JP2005047326A (ja) * | 2003-07-31 | 2005-02-24 | Toyota Motor Corp | スリップ判定装置およびスリップ判定方法ならびに車両 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62265430A (ja) * | 1986-05-09 | 1987-11-18 | Honda Motor Co Ltd | 車輌の駆動輪のスリツプ制御方法 |
DE4134831C2 (de) * | 1991-10-22 | 1995-05-18 | Mannesmann Ag | Anordnung zur Ermittlung einer Reibbeiwert-Information |
EP1205331B1 (en) * | 2000-11-14 | 2005-09-07 | Nissan Motor Company, Limited | Driving force control apparatus |
JP4145871B2 (ja) * | 2002-05-07 | 2008-09-03 | 株式会社ブリヂストン | 車両制御方法及び車両制御装置 |
FR2841084B1 (fr) * | 2002-06-13 | 2004-12-17 | Systemig Sa | Dispositif de telereleve d'etats, et applications |
JP4135682B2 (ja) * | 2004-06-07 | 2008-08-20 | 日産自動車株式会社 | 車両の駆動力制御装置 |
JP4002279B2 (ja) * | 2005-06-27 | 2007-10-31 | 本田技研工業株式会社 | 車両のトラクション制御装置 |
-
2010
- 2010-12-27 WO PCT/JP2010/073610 patent/WO2011089830A1/ja active Application Filing
- 2010-12-27 US US13/508,743 patent/US20120279793A1/en not_active Abandoned
- 2010-12-27 AU AU2010343466A patent/AU2010343466B2/en active Active
- 2010-12-27 CN CN201080059016.XA patent/CN102666224B/zh active Active
- 2010-12-27 EP EP10843994.4A patent/EP2527190B1/en active Active
- 2010-12-27 JP JP2011550824A patent/JP5473020B2/ja active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH04103845A (ja) | 1990-08-22 | 1992-04-06 | Fuji Heavy Ind Ltd | 車両の駆動力制御装置 |
JPH07112634A (ja) * | 1993-10-18 | 1995-05-02 | Toyota Motor Corp | 車輪スリップ制御装置 |
JP2002027610A (ja) | 2000-07-10 | 2002-01-25 | Toyota Industries Corp | 産業車両の走行制御装置 |
JP2005047326A (ja) * | 2003-07-31 | 2005-02-24 | Toyota Motor Corp | スリップ判定装置およびスリップ判定方法ならびに車両 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2527190A4 * |
Cited By (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013024871A1 (ja) * | 2011-08-16 | 2013-02-21 | 日立建機株式会社 | 電気駆動車両 |
JP2013042599A (ja) * | 2011-08-16 | 2013-02-28 | Hitachi Constr Mach Co Ltd | 電気駆動車両 |
JP2014533159A (ja) * | 2011-11-15 | 2014-12-11 | ネステク ソシエテ アノニム | 光学読取可能コード用支持体、及び強化された読取可能光信号を実現するかかるコード支持体を有する飲料を調製するためのカプセル |
JP2014183686A (ja) * | 2013-03-21 | 2014-09-29 | Fuji Heavy Ind Ltd | 電気自動車 |
JP2015061362A (ja) * | 2013-09-18 | 2015-03-30 | Ntn株式会社 | 電気自動車のスリップ制御装置 |
WO2015041108A1 (ja) * | 2013-09-18 | 2015-03-26 | Ntn株式会社 | 電気自動車のスリップ制御装置 |
US10202038B2 (en) | 2013-09-18 | 2019-02-12 | Ntn Corporation | Electric-vehicle slip control device |
WO2015063913A1 (ja) * | 2013-10-31 | 2015-05-07 | 三菱電機株式会社 | トラクション制御装置 |
JP6091642B2 (ja) * | 2013-10-31 | 2017-03-08 | 三菱電機株式会社 | トラクション制御装置 |
US9688280B2 (en) | 2013-10-31 | 2017-06-27 | Mitsubishi Electric Corporation | Traction control device |
JP5652840B1 (ja) * | 2013-12-24 | 2015-01-14 | ニチユ三菱フォークリフト株式会社 | 車両の走行制御装置 |
WO2015151193A1 (ja) * | 2014-03-31 | 2015-10-08 | 三菱電機株式会社 | 車両のトラクション制御装置 |
CN106132759A (zh) * | 2014-03-31 | 2016-11-16 | 三菱电机株式会社 | 车辆的牵引力控制装置 |
JPWO2015151193A1 (ja) * | 2014-03-31 | 2017-04-13 | 三菱電機株式会社 | 車両のトラクション制御装置 |
CN106132759B (zh) * | 2014-03-31 | 2018-09-04 | 三菱电机株式会社 | 车辆的牵引力控制装置 |
Also Published As
Publication number | Publication date |
---|---|
AU2010343466A1 (en) | 2012-05-31 |
JP5473020B2 (ja) | 2014-04-16 |
EP2527190A1 (en) | 2012-11-28 |
EP2527190A4 (en) | 2014-11-26 |
CN102666224B (zh) | 2015-08-05 |
CN102666224A (zh) | 2012-09-12 |
AU2010343466B2 (en) | 2014-04-10 |
EP2527190B1 (en) | 2017-06-07 |
JPWO2011089830A1 (ja) | 2013-05-23 |
US20120279793A1 (en) | 2012-11-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2011089830A1 (ja) | 電気駆動車両 | |
US8880261B2 (en) | Electrically driven vehicle | |
EP2097290B1 (en) | Method and apparatus for controlling motor for skid mode of electric vehicle | |
US8342618B2 (en) | Traction control device for vehicle | |
AU2009200234B2 (en) | Electric drive vehicle | |
US9079502B2 (en) | Electrically driven vehicle | |
WO2013024871A1 (ja) | 電気駆動車両 | |
JPH08182119A (ja) | 電気自動車用走行用モータの制御方法 | |
US9889744B2 (en) | Vehicle traction control apparatus | |
JP6769279B2 (ja) | 電動車両の制動制御方法、及び電動車両の制御装置 | |
CN112477619A (zh) | 车辆的控制装置 | |
JP2008289237A (ja) | 電動機制御装置及び再粘着制御方法 | |
JP7211539B2 (ja) | 電動四輪駆動車両の制御方法及び電動四輪駆動車両の制御装置 | |
JP2010149697A (ja) | 車両用駆動制御装置 | |
JP4818244B2 (ja) | 電動機制御装置及び再粘着制御方法 | |
EP4227144A1 (en) | Control method and control device for electric four-wheel drive vehicle | |
JP2001103618A (ja) | 電気自動車の制御装置 | |
JP4349919B2 (ja) | 電気車制御装置 | |
JP6298298B2 (ja) | トルク復帰制御方法及び電動機制御装置 | |
JP7105608B2 (ja) | 電動機制御方法及び電動機制御装置 | |
JP2008289238A (ja) | 電動機制御装置及び再粘着制御方法 | |
JPH1175304A (ja) | 電気自動車のモータトルク制御装置 | |
JP5598103B2 (ja) | 電動車両のモータロック対策制御装置 | |
JP2017046426A (ja) | 電動車両の制御装置 | |
JP2008043141A (ja) | スリップ検出手段を備えた産業車両及びスリップ検出方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080059016.X Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10843994 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011550824 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010343466 Country of ref document: AU |
|
ENP | Entry into the national phase |
Ref document number: 2010343466 Country of ref document: AU Date of ref document: 20101227 Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13508743 Country of ref document: US |
|
REEP | Request for entry into the european phase |
Ref document number: 2010843994 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010843994 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |