WO2012023305A1 - Automobile - Google Patents

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Publication number
WO2012023305A1
WO2012023305A1 PCT/JP2011/057978 JP2011057978W WO2012023305A1 WO 2012023305 A1 WO2012023305 A1 WO 2012023305A1 JP 2011057978 W JP2011057978 W JP 2011057978W WO 2012023305 A1 WO2012023305 A1 WO 2012023305A1
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WIPO (PCT)
Prior art keywords
wheel
force
friction coefficient
torque
braking
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PCT/JP2011/057978
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English (en)
Japanese (ja)
Inventor
信義 武藤
忠彦 加藤
和利 村上
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株式会社ユニバンス
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Publication of WO2012023305A1 publication Critical patent/WO2012023305A1/fr

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    • 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
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/12—Induction machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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 automobile.
  • Electric vehicles are becoming important not only as an environmental measure against global warming but also as an industrial policy. In order to use electric vehicles widely, it is indispensable to develop next-generation electric vehicles that achieve both safety and driving performance. In order to cope with such social demands, a conventional driving force generation mechanism, that is, a motor driving structure that strongly influences safety and driving performance has been studied. From the viewpoint of economic efficiency, various studies have been made on front- or rear-wheel 1-motor-driven electric vehicles (see FIG. 1A), and these electric vehicles are already on the market. In addition, research in two-wheel or four-wheel in-wheel motor-driven electric vehicles (see FIGS. 1B and 1C) has also been made from the viewpoint of control technology and implementation. First, focusing on driving performance, the electric vehicle shown in FIGS.
  • the electric vehicle shown in FIG. 1C has a problem in steering performance.
  • the electric vehicle shown in FIG. 1C has many drive structures as compared with other electric vehicles, so that the economic efficiency and the maintenance management are not good, and the reliability problem may be deteriorated.
  • the present invention provides a first electric motor for transmitting braking / driving force to the right front wheel and the left front wheel via the first differential, and a second electric wheel for the right rear wheel and the left rear wheel.
  • a second electric motor that transmits braking / driving force via a differential device, a friction coefficient estimating unit that estimates a friction coefficient of a traveling road surface, longitudinal load movement that occurs during acceleration and deceleration, and when turning left and right Based on the resulting lateral load movement, a tire load calculation unit that calculates the tire load of each wheel, and a friction circle is set from the friction coefficient and the tire load of each wheel, and the longitudinal force and lateral force of each wheel are set.
  • an automobile provided with a control unit for controlling the braking / driving force of the first and second electric motors so that the resultant force falls within the friction circle.
  • FIG. 1A is a plan view showing a front-wheel or rear-wheel drive electric vehicle.
  • FIG. 1B is a plan view showing a front-wheel or rear-wheel two-wheel in-wheel drive electric vehicle.
  • FIG. 1C is a plan view showing a four-wheel in-wheel drive electric vehicle.
  • FIG. 2 is a plan view showing a front and rear wheel independent drive type electric vehicle (FRID EV).
  • FIG. 3 is a plan view showing a state that occurs in a steering operation during cornering.
  • FIG. 4A is a friction circle to be considered when distributing the drive torque.
  • FIG. 4B is a side plan view showing a difference in torque distribution during straight running and cornering, which should be considered when distributing drive torque.
  • FIG. 5 is a graph showing a stable operation region of the slip ratio.
  • FIG. 6 is a flowchart illustrating the basic principle of the drive torque distribution method.
  • FIG. 7A is a side view of a moment diagram of a force acting on a vehicle in a stopped state.
  • FIG. 7B is a side view of the moment diagram of the force acting on the automobile in the accelerated state.
  • FIG. 8 is a plan view showing a two-wheeled vehicle model (left turn) equivalent to a four-wheeled vehicle.
  • FIG. 9 is a rear view of the roll moment acting when turning right.
  • FIG. 10 is a control block diagram of the torque controller when the proposed drive torque distribution method is applied to FRID ⁇ EV.
  • FIG. 10 is a control block diagram of the torque controller when the proposed drive torque distribution method is applied to FRID ⁇ EV.
  • FIG. 11A is a diagram showing a basic procedure for performing drive torque control by the torque controller shown in FIG.
  • FIG. 11B is a diagram illustrating a procedure for performing drive torque control by the torque controller illustrated in FIG. 10.
  • FIG. 13A is a graph showing the vehicle trajectory of the effect of the proposed drive torque distribution method for the vehicle trajectory under the same simulation conditions as FIG.
  • FIG. 13B is a perspective view showing a road state used for simulating the effect of the proposed driving torque distribution method for a vehicle trajectory under the same simulation conditions as FIG.
  • FIG. 14D shows
  • FIG. 2 is a block diagram conceptually showing the configuration of the front and rear wheel independent drive type electric vehicle (hereinafter also referred to as “FRID EV”) according to the embodiment of the present invention.
  • FRID EV front and rear wheel independent drive type electric vehicle
  • additional symbols f, r, fr, fl, rr, rl indicating whether the position of the component is the front wheel side or the rear wheel side, the right side or the left side of the front wheel side, the right side or the left side of the rear wheel side. Is attached to the component.
  • the words “for front wheels” and “for rear wheels” indicating the additional symbols and positions may be omitted.
  • the electric vehicle 1 After proposing front and rear wheel independent drive type electric vehicles (FRID EV) (see Fig. 2) that achieve both safety and driving performance, they are positioned as next-generation electric vehicles and are being studied from various angles.
  • the electric vehicle 1 includes a right front wheel 2fr, a left front wheel 2fl, a right rear wheel 2rr, a left rear wheel 2rl, a front wheel motor 3f as an example of a first electric motor, and a second electric motor.
  • a rear wheel motor 3r a front differential gear 4f as an example of a first differential, a rear differential gear 4r as an example of a second differential, and a drive energy source for the electric vehicle 1 Battery 7, front wheel inverter 8f, rear wheel inverter 8r, front wheel drive circuit 9f as an example of a first drive circuit, rear wheel drive circuit 9r as an example of a second drive circuit, torque controller 10, Encoders 16f and 16r, steering wheel 19, cameras 20fr and 20fl, accelerator pedal sensor 22, brake pedal sensor 23, shift sensor 4, comprises a vehicle body 25,3 axis acceleration sensor 26, wheel speed sensor 28fr, 28fl, 28rr and 28RL, and a steering angle sensor 29.
  • an “electric vehicle” is an automobile having an electric motor for driving front wheels and rear wheels, and has both an electric motor and an engine as power sources for wheels, and can be regeneratively braked by the electric motor. It is a concept that includes a hybrid car.
  • “automobile” is a concept including not only passenger cars but also buses and freight cars, regardless of whether they are ordinary cars, large cars, and oversized cars.
  • “braking / driving force” may mean both braking force for decelerating the vehicle and driving force for accelerating the vehicle or only one of them.
  • the battery 7 is a high-voltage battery that can output electric power for driving the front wheel motor 3f and the rear wheel motor 3r.
  • a primary battery such as a dry battery, a fuel cell, or the like may be used as a drive energy source for the electric vehicle 1.
  • the front wheel motor 3f drives the front wheels 2fr, 2fl via the front wheel differential gear 4f and the axles 5fr, 5fl.
  • the rear wheel motor 3r drives the rear wheels 2rr and 2rl via the rear wheel differential gear 4r and the axles 5rr and 5rl.
  • various motors such as a synchronous motor and an induction motor can be used.
  • the rotation of the motor 3 is transmitted to the axle 5 via the differential gear 4 on each of the front wheel side and the rear wheel side.
  • the axle 5 rotates integrally with the wheel 2.
  • the electric vehicle 1 has two torque generation sources corresponding to the front wheels 2fr and 2fl and the rear wheels 2rr and rl so that the front wheels 2fr and 2fl and the rear wheels 2rr and rl can be controlled independently of each other.
  • the output torque (motor capacity) generated by the front wheel motor 3f and the rear wheel motor 3r may or may not be equal to each other.
  • the inverters 8f and 8r convert the electric power from the battery 7 into alternating current power, and output the current according to the signals from the drive circuits 9f and 9r to the motors 3f and 3r to drive the motors 3f and 3r. Further, the inverters 8f and 8r convert the AC power generated by the motors 3f and 3r into DC power and charge the battery 7 via a capacitor (not shown).
  • the front wheel drive circuit 9f receives a current detection signal from a current sensor that detects the current of the primary winding of the front wheel motor 3f.
  • the rear wheel drive circuit 9r receives a current detection signal from a current sensor that detects the current of the primary winding of the rear wheel motor 3r.
  • the drive circuits 9f and 9r output signals corresponding to the target torque commanded from the torque controller 10 to the inverters 8f and 8r.
  • the braking / driving force of the front wheel motor 3f is distributed to the right front wheel 2fr and the left front wheel 2fl by the differential gear 4f.
  • the braking / driving force of the rear wheel motor 3r is distributed to the right front wheel 2rr and the left front wheel 2rl by the differential gear 4r.
  • the differential gears 4f and 4r are capable of rotating a pair of side gears connected to the front wheel axles 5fr and 5fl or the rear wheel axles 5rr and 5rl, a plurality of pinion gears engaged with the pair of side gears, and a plurality of pinion gears, for example. What is called an open differential provided with a differential case to support may be used.
  • the differential device may include a mechanism capable of controlling the distribution ratio of braking / driving force to the front wheel axles 5fr and 5fl or the distribution ratio of braking / driving force to the rear wheel axles 5rr and 5rl. Good.
  • this electric vehicle 1 is provided with a mechanical brake on each axle 5fl, 5fr, 5rr, 5rl.
  • the mechanical brake is, for example, a drum brake or a disc brake, and presses a brake shoe against a member to be braked by pressurized liquid from a pressure adjusting unit to obtain friction braking by friction force.
  • the operation of the mechanical brake is controlled independently for each wheel 2 by the torque controller 10.
  • the brake shoe may be pressed against the member to be braked by an actuator such as a motor.
  • the pressure adjustment unit is configured to be able to apply a different braking force for each mechanical brake by distributing pressurized liquid to the mechanical brake by a signal from the torque controller 10.
  • the pressure adjusting unit and the mechanical brake constitute a friction brake mechanism.
  • an electric brake and a mechanical brake are used together. That is, in the electric vehicle 1, a braking force can be generated by the motor 3 as a drive source.
  • the electric brake is, for example, a power generation brake that converts braking energy into heat energy, and a regenerative brake that regenerates electricity generated by braking.
  • a regenerative brake is mainly used, but a power generation brake may be used in a low speed region. The regenerative brake regenerates the electric power generated by the motor 3 to the battery 7 through a capacitor, thereby generating a braking force.
  • the encoders 16f and 16r detect the rotation speed of the motor 3 on each of the front wheel side and the rear wheel side, and output a signal corresponding to the detected rotation speed to the torque controller 10.
  • the accelerator pedal sensor 22 detects the amount of depression of the accelerator pedal and outputs a signal corresponding to the detected amount of depression to the torque controller 10.
  • the brake pedal sensor 23 detects the amount of depression of the brake pedal and outputs a signal corresponding to the detected amount of depression to the torque controller 10.
  • the shift sensor 24 detects the position of the shift lever and outputs a signal corresponding to the detected position to the torque controller 10.
  • the triaxial acceleration sensor 26 is a sensor that detects the longitudinal acceleration ⁇ Y , the lateral acceleration ⁇ X , and the yaw rate ⁇ of the vehicle body 25, and torques signals corresponding to the detected accelerations ⁇ Y , ⁇ X , and yaw rate ⁇ . Output to the controller 10.
  • the wheel speed sensors 28fr, 28fl, 28rr, 28rl detect the rotational speed ⁇ of the wheel 2 and output a signal corresponding to the detected rotational speed ⁇ to the torque controller 10.
  • the steering angle sensor 29 detects the steering angle ⁇ of the steering wheel 19 and outputs a signal corresponding to the detected steering angle ⁇ to the torque controller 10.
  • the two cameras 20 fr and 20 rl are provided on the front side of the vehicle body 25.
  • the cameras 20 fr and 20 fl capture the road surface on the front side of the electric vehicle 1 and output the captured image to the torque controller 10.
  • the torque controller 10 detects a change in the road surface based on the images acquired from the cameras 20fr and 20fl, and executes processing related to braking / driving.
  • the imaging regions of the front cameras 20fr and 20fl overlap at least partially with each other.
  • the cameras 20fr and 20fl are constituted by, for example, a CCD (Charge Coupled Device) camera.
  • a drive torque distribution method suitable for FRID EV that can secure sufficient lateral force for the front and rear wheels.
  • the lateral force necessary for the turning is estimated based on the condition regarding the friction circle in consideration of the load movement in the longitudinal direction and the lateral direction.
  • the effectiveness of the proposed drive torque distribution method will be confirmed using a simulator equivalent to the actual prototype FRID EV.
  • the drive torque is distributed to the front and rear wheels 2 so that the drive torques F x_f and F x_r can be generated.
  • F z_rl and F z_rr acting on the left and right tires of the front and rear wheels 2 are (F z_fl + z y ) and (F z_fr ⁇ z y ), It changes to (F z — rl + z y ) and (F z — rr ⁇ z y ), respectively.
  • the subscripts fl, rl, rl, and rr represent the left and right tires, respectively. Therefore, for stable cornering of the vehicle, it is always necessary to ensure the lateral forces of the front and rear that correspond to the lateral load transfer z y.
  • the driving torque distribution is based on the fact that the driving force, braking force and cornering force must not exceed the frictional force ⁇ W ( ⁇ : friction coefficient, W: tire load), respectively. Must be done.
  • ⁇ W friction coefficient
  • W tire load
  • ⁇ (tau) Rf and ⁇ Rr are front and rear torque commands separated from ⁇ R based on load movement.
  • X x_f and ⁇ x_r are front and rear drive commands determined from the front and rear lateral forces F y_f and F y_r .
  • r eff is the effective radius of the tire
  • V is the vehicle speed
  • ⁇ f — l and ⁇ f — r are the angular velocities of the left and right tires of the front wheels 2 fr, 2 fl
  • ⁇ r — l and ⁇ r — r are the rear wheels 2 rr, 2 rl.
  • torque commands ⁇ Rf * and ⁇ Rr * satisfying the procedures of Equations (4) and (5) are the actual torque commands of the front and rear torque control units. Become.
  • the torque controller 10 distributes the control system before and after the torque command optimization unit 120 described later.
  • the forward distribution rate R f is [Formula 17] Given by.
  • I z is the yaw motion of inertia around the z axis.
  • Equation (20) and front and rear lateral force F Y_f and F y_r (21) are each F z_fl: F z_fr and F z_rl: Considering that it is divided at a ratio of F Z_rr, front wheels 2fr, left and right 2fl and the lateral force F Y_fl and F Y_fr, the rear wheels 2rr, lateral force F Y_rl and F Y_rr left and right 2rl are [Formula 28] [Formula 29] [Formula 30] as well as, [Formula 31] Is represented by
  • the torque controller 10 includes a longitudinal / lateral force splitter unit 110 using a friction circle, a torque command optimization unit 120, wheel speed detectors 131f and 131r, a front wheel torque control unit 132f, and a rear wheel torque control unit 132r. And a vehicle speed calculator 133.
  • the longitudinal and lateral force splitter unit 110 using the friction circle includes a longitudinal torque splitter calculating unit 111 for the front and rear wheels, a longitudinal load movement calculating unit 112, a lateral load movement calculating unit 113, a lateral force calculating unit 114 for the front and rear wheels, and a friction coefficient estimation.
  • the cameras 20fr and 20fl capture an image of the road surface ahead of the front wheels 2fr and 2fl.
  • Front and rear wheel longitudinal torque splitter calculation unit 111 based on the torque command T R from the accelerator pedal sensor 22 using the above equations (11) - (16), the front wheels 2fr, driving torque command T Rf * and after the 2fl A drive torque command ⁇ Rr * for the wheels 2rr and 2rl is calculated.
  • the lateral load movement calculation unit 113 calculates the lateral load movement z Y based on the lateral acceleration ⁇ Y using the above equation (23).
  • the front / rear wheel lateral force calculation unit 114 calculates the lateral force Fy using the above formulas (20) and (21).
  • the road surface friction coefficient estimation calculation unit 115 determines road surface conditions such as a dry road surface, a wet road surface, and a frozen road surface based on the images captured by the cameras 20fr and 20fl, and based on the road surface conditions, the front surface of the front wheels 2fr and 2fl. Estimate the friction coefficient ⁇ of the road surface.
  • the maximum drive torque estimation unit 116 estimates the longitudinal forces (maximum drive torque) F z_f and F z_r based on the lateral force Fy and the road friction coefficient ⁇ using the equations (13) and (14).
  • Optimum drive torque command discrimination calculator 117 calculates the front of the distribution ratio Rf based on F Z_r. Similarly, the optimum drive torque command identification calculation unit 117 calculates the rearward distribution rate Rr.
  • the torque command optimization unit 120 includes a front torque command generator 121, a rear torque command generator 122, a front slip rate control unit 123, and a rear slip rate control unit 124.
  • the front slip ratio control unit 123 includes a front slip ratio calculator 123a, a front stability determination unit 123b, and a front torque command compensator 123c.
  • the rear slip ratio control unit 124 includes a rear slip ratio calculator 124a, a rear stability determination unit 124b, and a rear torque command compensator 124c.
  • Front torque command generator 121 based on the drive torque command T Rf calculates a driving torque command T Rf * using the equation (4).
  • Rear torque command generator 122 calculates a driving torque command T Rr based on the drive torque command T Rr * using the equation (5).
  • the front slip ratio calculator 123a of the front slip ratio control unit 123 calculates the slip ratio of the front wheels 2fr and 2fl.
  • the front stability determination unit 123b determines the stability of the front wheels 2fr and 2fl.
  • the front torque command compensator 123c generates a torque command in which the slip ratios of the front wheels 2fr and 2fl are below a certain level.
  • the rear slip ratio calculator 124a calculates the slip ratio of the rear wheels 2rr and 2rl.
  • the rear stability determination unit 124b determines the stability of the rear wheels 2rr and 2rl.
  • the rear torque command compensator 124c generates a torque command that causes the slip ratios of the rear wheels 2rr and 2rl to be below a certain level.
  • the basic flow of torque control in FIG. 11A (S21) is based on the signal generated by the accelerator pedal sensor 22 and the vertical and lateral accelerations detected by the triaxial acceleration sensor 26, the yaw rate, and the steering angle.
  • the drive torque command is determined.
  • the road surface friction coefficient estimation calculation unit 115 as the friction coefficient estimation unit estimates the friction coefficient of the road surface on which the vehicle travels (S21).
  • the maximum drive torque estimation unit 116 as a tire load calculation unit calculates the tire load of each wheel based on the vertical load movement that occurs during acceleration and deceleration and the lateral load movement that occurs during left-right turn. (S22).
  • the maximum drive torque estimation unit 116 as a friction circle calculation unit sets a friction circle from the friction coefficient and the tire load of each wheel (S23).
  • the maximum drive torque estimation unit 116 calculates the maximum drive torque of the front wheel motor 3f and the rear wheel motor 3r, that is, the front and rear wheels, so that the resultant force of the longitudinal force and the lateral force of each wheel falls within the friction circle. To do.
  • the drive torque distribution method of this embodiment is evaluated through simulation under severe driving conditions in which the vehicle turns left on a low ⁇ road. When the method of the present embodiment is not applied (see FIG.
  • the slip angle of the front wheels 2fr and 2fl gradually increases approximately two seconds after the start of cornering, and the front and rear lateral forces become saturated.
  • the automobile 1 cannot be cornered and deviates from the traveling lane (see FIGS. 13A and 13B).
  • the saturation state of the lateral force can be suppressed by reducing the driving force of the front and rear wheels 2 together with the cornering. Since the lateral force necessary for cornering is ensured (see FIG. 12B), the vehicle can turn left along the traveling lane, as shown by the broken line in FIG. 13B.
  • FIG. 14 shows the result of simulation under the condition that the vehicle turns left at a steering angle of 3 ° while accelerating on an ultra-low ⁇ road at time t 1 after about 10 seconds from the start.
  • the slip rate immediately increases to 1.
  • the wheels spin and cause skidding. Since sufficient lateral force required for turning cannot be ensured, the automobile cannot corner and is out of the traveling lane (see FIG. 14D).
  • the lateral force necessary for turning is secured by reducing the torque of the front wheel and rear wheel motors 3f and 3r as the speed increases, and the left turning Will be carried out efficiently, and the car will be aimed in the final direction.
  • the steering angle is kept constant, and the driver's accelerator adjustment is not taken into consideration.
  • the torque of the motors 3f and 3r is also adjusted by the steering angle through the driver's accelerator operation, the vehicle does not leave the traveling lane during traveling.
  • the results of these simulations mean that the driver can perform a more stable and safe turn at a low ⁇ road or at a high speed by the driving torque distribution method of the present embodiment.
  • the driving torque distribution method for solving these problems has been described by using the structural features of FRID EV that can freely distribute the driving force to the front and rear wheels 2 according to the road surface and traveling conditions.
  • the front and rear torque motors 3f, 3r are used for the front and rear torques so that the lateral force required for turning can be secured based on the steering angle, the friction coefficient, and the longitudinal and lateral acceleration information. It is characterized by distributing to.
  • the effectiveness of the driving torque distribution method of the present embodiment has been verified through simulations on cornering performance on a low ⁇ road and at high speed.
  • the proposed method adds more powerful functions to the FRID EV from the viewpoint of safety and driving performance.
  • the present invention can be similarly applied to the case where the braking force is controlled.
  • the torque controller 10 controls the braking force
  • the sign of z x is “minus”.
  • the case where the control is performed during the left turn has been described.
  • the present invention can be similarly applied to the case where the control is performed during the right turn.
  • the sign of z y is “minus” when turning right.
  • the sign of turning acceleration is “plus”, indicating acceleration, and the sign of turning acceleration is “minus”, indicating deceleration.
  • the present invention can be applied to vehicles such as passenger cars, buses, and trucks. [Explanation of symbols]
  • SYMBOLS 1 Electric vehicle, 2fr ... Right front wheel, 2fl ... Left front wheel, 2rr ... Right rear wheel, 2rl ... Left rear wheel, 3f ... Front wheel motor, 3r ... Rear wheel motor, 4f, 4r ... differential gear, 7 ... battery, 8f ... front wheel inverter, 8r ... rear wheel inverter, 9f ... front wheel drive circuit, 9r ... rear wheel drive circuit, 10 ... torque control unit, 16f , 16r ... encoder, 19 ... steering wheel, 22 ... accelerator pedal sensor, 23 ... brake pedal sensor, 24 ... shift sensor, 25 ... vehicle body, 26 ...
  • triaxial acceleration sensor 28fr, 28fl, 28rr, 28rl ... Angular velocity sensor, 29 ... steering angle sensor, 110 ... vertical / lateral force splitter unit using friction circle, 120 ... torque command optimization unit, 131f, 131r ... wheel speed Can, 132f ... front wheel torque controller, 132r ... rear wheel torque control unit, 133 ... vehicle speed calculator

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

La présente invention se rapporte à un procédé caractérisé par la distribution d'un couple d'entraînement aux roues gauches et droites de roues avant et arrière tout en prenant en considération non seulement un déplacement de charge dans une direction verticale mais également un déplacement de charge dans une direction latérale qui est provoqué au moment des virages. Le déplacement de charge est évalué par des éléments de détection dans trois directions d'axe, c'est-à-dire, une accélération dans la direction verticale et latérale, un coefficient de lacet, et un angle de direction, et un coefficient de frottement d'une surface de route. L'efficacité du procédé de distribution de couple d'entraînement proposé a été vérifiée par la réalisation d'une simulation avec un logiciel de Matlab/Simulink et CarSim à l'aide d'un simulateur équivalent à un EV à FRID de production d'essai. Le procédé devrait être essentiel pour améliorer les performances de fonctionnement des EV à FRID.
PCT/JP2011/057978 2010-08-20 2011-03-30 Automobile WO2012023305A1 (fr)

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JP2019172078A (ja) * 2018-03-28 2019-10-10 株式会社Ｓｕｂａｒｕ 車両の制御装置及び車両の制御方法
CN110341696A (zh) * 2018-04-06 2019-10-18 现代自动车株式会社 车辆控制系统及其控制方法
CN111186308A (zh) * 2019-12-31 2020-05-22 广汽蔚来新能源汽车科技有限公司 电动汽车驱动转矩分配方法、装置和计算机设备
CN111452624A (zh) * 2019-01-22 2020-07-28 上海汽车集团股份有限公司 一种低附起步脱困控制方法及装置
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CN110341696A (zh) * 2018-04-06 2019-10-18 现代自动车株式会社 车辆控制系统及其控制方法
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CN111452624B (zh) * 2019-01-22 2023-02-03 上海汽车集团股份有限公司 一种低附起步脱困控制方法及装置
CN111186308A (zh) * 2019-12-31 2020-05-22 广汽蔚来新能源汽车科技有限公司 电动汽车驱动转矩分配方法、装置和计算机设备
WO2021141018A1 (fr) * 2020-01-06 2021-07-15 Ntn株式会社 Dispositif de commande de virage pour véhicule

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