WO2013080335A1 - Vehicle drive device - Google Patents
Vehicle drive device Download PDFInfo
- Publication number
- WO2013080335A1 WO2013080335A1 PCT/JP2011/077681 JP2011077681W WO2013080335A1 WO 2013080335 A1 WO2013080335 A1 WO 2013080335A1 JP 2011077681 W JP2011077681 W JP 2011077681W WO 2013080335 A1 WO2013080335 A1 WO 2013080335A1
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- WO
- WIPO (PCT)
- Prior art keywords
- power
- vehicle
- power transmission
- angle
- battery
- Prior art date
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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- 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
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- 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
- B60L15/2009—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 for braking
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- B60L53/124—Detection or removal of foreign bodies
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
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- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
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- B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
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- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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Definitions
- the present invention relates to a vehicle drive device that supplies power to a vehicle motor to drive the vehicle.
- utilization of this invention is not restricted to the vehicle drive device mentioned above.
- an electric vehicle that is a moving body is provided with a motor and a wheel is driven, and an in-wheel motor structure is provided in which the motor is provided on the wheel. Is disclosed.
- the first technology has a structure in which a spiral portion is provided in the electrical wiring between the vehicle body and the wheel, and this spiral portion is supported by a link provided between the vehicle body and the accelerator.
- the electric wiring is prevented from drooping and can follow the operation such as the vertical stroke of the wheel (for example, see Patent Document 1 below).
- the second technology is related to the wiring structure of the in-wheel motor, and the wiring from the stator coil is connected to the wiring connection part of the terminal board and is electrically integrated for each phase.
- the third technology is that the vehicle has an inverter, a motor, and a speed reducer on the side closer to the wheel. Thereby, the size of the loop of the high-frequency current path is reduced to suppress the generation of radiation noise caused by the high-frequency current (see, for example, Patent Document 3 below).
- the fourth technology has a configuration in which the electric wire from the vehicle body to the motor is wound in a spiral shape around the kingpin center line Ki of the suspension.
- the part wound in a spiral shape is wound or unwound around the center line of the kingpin, preventing the hindrance of the steering by the electric wire, improving the steerability, and the durability of the electric wire (For example, refer to Patent Document 4 below).
- the fifth technology is related to the connection of electric wires (power supply cables) that feed power from the vehicle to the wheel motor, and a connection terminal box is provided on the downstream side in the wheel rotation direction when the vehicle moves forward.
- the sixth technology is related to the support structure for the electric power supplied from the vehicle to the wheel motor.
- the electric cable (three-phase high-voltage cable) is encased in a sheath and supported by the cable support member.
- the support portion is configured to be installed on the vehicle body so as to be movable in any direction such as the front-rear direction, the width direction, and the height direction of the vehicle body.
- Patent Documents 1 to 6 are all separated into a vehicle-side inverter and a wheel-side motor, a power cable that allows a high-voltage large current to flow between the inverter and the wheels. Is required.
- This high-voltage, high-current power cable is subjected to a bending load due to wheel rotation by steering, etc., but because of its large diameter, the durability of the cable is reduced and the steering performance cannot be improved.
- since there is a thick power cable in the wheel space between the vehicle and the wheel it is difficult to wire so as not to interfere with the suspension, and mud, dust, rain, snow, etc. are likely to adhere, Since deterioration is likely to occur, maintenance such as replacement takes time.
- a vehicle drive device is connected to a first storage battery that stores DC power acquired from an external power source, and the first storage battery, and the DC power is converted to AC power.
- a first converter for converting to AC a power transmission means having a power transmission antenna for wirelessly transmitting the AC power, a power receiving antenna for wirelessly receiving AC power transmitted from the power transmission antenna, and converting the AC power to DC power Power receiving means having a second converter, an in-wheel motor that is mounted on a wheel hub and drives the wheel, a second storage battery that is provided on the wheel and stores DC power received by the power receiving means, and the wheel
- An inverter for converting the DC power of the second storage battery to AC power, drive control means for controlling the rotational drive of the in-wheel motor, and the transmission
- a power feeding control means for controlling wireless power feeding from the means to the power receiving means, a steering angle detecting means for detecting a steering angle, and a relative relationship between the power transmitting surface of the power transmit
- FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted.
- FIG. 2 is a block diagram illustrating a configuration of the vehicle drive device according to the embodiment.
- FIG. 3 is a diagram illustrating a circuit example of the inverter.
- FIG. 4 is a diagram illustrating a circuit example of the bidirectional chopper.
- FIG. 5 is a diagram showing an outline of power transmission between batteries.
- FIG. 6 is a flowchart showing the entire control content related to power transmission.
- FIG. 7 is a flowchart showing the control content of the power running torque control.
- FIG. 8 is a flowchart showing the control content of the regenerative torque control.
- FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted.
- FIG. 2 is a block diagram illustrating a configuration of the vehicle drive device according to the embodiment.
- FIG. 3 is a diagram illustrating a circuit
- FIG. 9 is a flowchart illustrating an example of a wireless power transmission control procedure according to the embodiment.
- FIG. 10 is a chart showing torque command values during power running.
- FIG. 11 is a chart showing torque command values during regeneration.
- FIG. 12 is a chart showing torque command values when the pedal is released.
- FIG. 13 is a chart showing a motor efficiency map.
- FIG. 14 is a diagram illustrating an example of torque redistribution when the remaining battery level is low.
- FIG. 15A is a diagram illustrating a control characteristic of the cooperative brake used in the embodiment.
- FIG. 15-2 is a diagram illustrating another control characteristic of the cooperative brake used in the embodiment.
- FIG. 16 is a diagram illustrating a structure example of a wheel and a power transmission antenna.
- FIG. 17 is a diagram illustrating a state of the wheel and the power transmission antenna during a stroke.
- FIG. 18 is a diagram illustrating the state of the wheels and the power transmission antenna during rolling.
- FIG. 19 is a diagram illustrating a state of the wheel and the power transmission antenna during turning.
- FIG. 20 is a chart showing the relationship between the distance between the coils constituting the power transmission antenna and the transmission efficiency.
- FIG. 21 is a chart showing the relationship between the center deviation between coils and the transmission efficiency.
- FIG. 22 is a chart showing the relationship between the relative angle between the coils and the transmission efficiency.
- FIG. 23 is a chart for explaining an outline of wireless power transmission control.
- FIG. 24 is a flowchart illustrating an example of a power transmission control procedure based on the relative angle between the coils.
- FIG. 25 is a diagram illustrating various parameters of the second battery.
- FIG. 26 is a flowchart illustrating an example of a control procedure of wireless power transmission control when the vehicle is stopped.
- FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted.
- the vehicle 100 is a four-wheel drive vehicle having left and right front wheels FL and FR and left and right rear wheels RL and RR.
- the hubs of these four wheels FL, FR, RL, RR are provided with in-wheel type motor units M1 to M4, respectively, and are driven independently.
- Each of the motor units M1 to M4 is provided with an inverter circuit (described later) for driving the motor, a second battery, and the like.
- Each inverter circuit is provided with motor units M1 to M4 based on the control of the controller (ECU) 101. To drive. Various information is input to this controller 101, and as a result of torque distribution, motors (in-wheel motors) provided in the motor units M1 to M4 are driven.
- Input to the controller 101 includes the following.
- a steering angle is input from the handle 102.
- the accelerator pedal 103 From the accelerator pedal 103, the total torque command value is input.
- a brake amount is input from the brake pedal 104.
- a shift brake amount is input from the shift brake 105.
- Select positions such as R, N, and D are input from the selector 106.
- the motor units M1 to M4 of the wheels FL, FR, RL, and RR are provided with sensors that detect the rotational speed V, and the rotational speeds Vfl, Vfr, and RR of the wheels FL, FR, RL, and RR are provided. Vrl and Vrr are input to the controller 101.
- the vehicle 100 is provided with an acceleration sensor, a yaw rate sensor, a gyro sensor, and the like (not shown), and each detected value is input to the controller 101.
- the controller 101 drives each wheel FL, FR, RL, RR based on the above input.
- the control signals S1 to S4 for driving are appropriately torque-distributed for each wheel FL, FR, RL, and RR, and supplied to the motor units M1 to M4.
- the vehicle 100 is equipped with a battery and supplies power to the entire vehicle 100.
- the battery is provided on the vehicle side, and is provided between the first storage battery (first battery) 111 that stores DC power acquired from an external power source outside the vehicle, and the motor units M1 to M4. It consists of the 2nd storage battery (2nd battery) to which electric power is transmitted. Motor units M1 to M4 of each wheel FL, FR, RL, RR are driven by the electric power stored in the second battery.
- secondary batteries such as nickel metal hydride and lithium ion, fuel cells, and the like are applied.
- An electric double layer capacitor may be used instead of the battery.
- L1 to L4 are power supply lines.
- This regeneration refers to power generation using the back electromotive force generated in the motor by relaxing the operation of the brake pedal 104 by the driver who drives the vehicle 100 and the depression of the accelerator pedal 103 during traveling.
- the voltage converter includes a first converter (DC-AC converter) 121 (121a to 121d) provided on the vehicle side and an AC-DC converter (described later) provided in each of the wheel side motor units M1 to M4. ).
- Power transmission antennas 122 (122a to 122d) and 123 (123a to 123d) for wirelessly transmitting power are provided on the vehicle side and the wheel side.
- the controller 101 controls the supply of the power sources L1 to L4 that can be supplied from the first battery 111 on the vehicle side to the motor units M1 to M4 for each wheel by the control signals S11 to S14.
- DC power is converted into AC power by the DC-AC converter 121 (121a to 121d) on the vehicle side.
- power is wirelessly transmitted to the motor units M1 to M4 on the wheel side by the pair of power transmission antennas 122 (122a to 122d) and 123 (123a to 123d).
- AC power is converted into DC power by an AC-DC converter provided in the wheel side motor units M1 to M4, and then supplied to the second battery.
- Inverters 203 (203a to 203d) to be described later drive the motors of the motor units M1 to M4 using the electric power stored in the second battery.
- FIG. 2 is a block diagram illustrating a configuration of the vehicle drive device according to the embodiment.
- the vehicle drive device 200 supplies power to the motor to drive the motor. Further, power transmission between the first battery 111 and the second battery 212a is controlled according to the traveling state of the vehicle 100 and the like.
- a first battery 111 is provided on the vehicle 100 side, and is connected to the DC-AC converter 121a via the power line L1.
- the DC-AC converter 121a converts DC power into AC power and outputs the AC power to the power transmission antenna (power transmission antenna) 122a.
- the wheel side motor unit M1 is provided with a power transmission antenna (power receiving antenna) 123a paired with the power transmission antenna 122a.
- the power transmission antenna 123a receives the power transmitted from the vehicle-side power transmission antenna 122a.
- a wound coil can be used for these power transmission antennas 122a and 123a, and power can be transmitted between the vehicle 100 and the wheel motor unit M1 in a non-contact manner.
- the power received by the power transmission antenna 123a is converted into DC power by the second converter (AC-DC converter) 201a and output to the bidirectional chopper 202a.
- the bidirectional chopper 202a is a circuit for performing power transmission in both directions (forward direction or reverse direction).
- the output of the bidirectional chopper 202a is output to the second battery 212a.
- the power of the first battery 111 on the vehicle side is supplied to the second battery 212a on the wheel side (in the positive direction) and stored in the second battery 212a, and the motor M in the motor unit M1 is connected via the inverter 203a. To drive the motor M.
- the controller 101 provided in the vehicle 100 includes a power supply control unit (remaining amount control unit) 221 that controls power supply to the power receiving unit, and a drive control unit (torque control unit) 222 that controls rotational driving of the wheels. Yes.
- the remaining amount control unit 221 controls power supply to the second battery 212a.
- the remaining amount control unit 221 detects the battery amounts (remaining battery amounts) of the first battery 111 and the second battery 212a. For example, when the remaining battery amount of the second battery 212a decreases, DC-AC conversion is performed. Power is transmitted from the vehicle 100 to the wheel motor unit M1 to the unit 121a and the AC-DC converter 201a via the control signal S11. At this time, the bidirectional chopper 202a performs power transmission in the positive direction from the vehicle 100 to the motor unit M1 by the control signal S11.
- the remaining amount control unit 221 also uses the control signal S11 when performing power transmission in the reverse direction from the motor unit M1 to the vehicle side during regeneration of the motor M.
- the presence / absence of transmission is controlled for the bidirectional chopper 202a.
- power transmission from the second battery 212a toward the first battery is not performed.
- the direction of power transmission is switched from the second battery 212a to the first battery 111.
- the torque control unit 222 distributes the torque of all torque command values for each wheel FL, FR, RL, RR according to the running state.
- the torque distribution value for the inverter 203a is output by the control signal S1.
- the motor unit M1 outputs the current value and voltage value of the second battery 212a to the controller 101 as a signal S2, and outputs the rotation speed of the motor M to the controller 101 as a signal S3.
- control signals S1 to S3 and S11 are transmitted via a control line connected by wire between the vehicle 100 and the motor unit M1 on the wheel side. Since these control signals S1 to S3 and S11 only need to be able to transmit data, a thin line can be used as a control line, and it is not necessary to use a thick line that performs large-capacity power transmission. There is no reduction.
- FIG. 3 is a diagram illustrating an example of an inverter circuit.
- the inverter 203a converts the DC power supplied from the second battery 212a into the three-phase AC power of the motor M.
- a diode 301 and a driving transistor 302 are provided in each of the U, V, and W phases ⁇ , and a sine wave whose voltage and frequency are controlled by PWM modulation is generated and supplied to each phase of the motor M. Rotating drive.
- FIG. 4 is a diagram illustrating a circuit example of a bidirectional chopper.
- the bidirectional chopper 202 a includes a primary side half bridge circuit 401, a secondary side half bridge circuit 402, and a reactor 403.
- the primary half bridge circuit 401 includes a switching element 404 connected to the AC-DC converter 201a and a diode 405.
- the secondary half bridge circuit 402 includes a switching element 406 connected to the second battery 212a and a diode 407.
- the reactor 403 is connected between the primary side and the secondary side. Under the control of the switching elements 404 and 406, forward power transmission from the primary side to the secondary side or reverse power transmission from the secondary side to the primary side can be performed via the reactor 403.
- the motor M is supplied by supplying DC power from the vehicle 100 side. Can be driven. At this time, the supply of DC power between the vehicle 100 and the wheel motor unit M1 does not require a large current. This is because the electric power stored in the second battery 212a is used for driving the motor, and the amount of electric power required to output a large torque is stored in the second battery with some margin. It ’s fine. Therefore, if electric power transmission between the first battery and the second battery is continuously performed, it is not necessary to pass a large current. For this reason, the power transmission antennas 122a and 123a are provided in the vehicle 100 and the motor unit M1 of the wheel, respectively, so that non-contact wireless power transmission can be performed.
- FIG. 5 is a diagram showing an outline of power transmission between batteries.
- four motor units M1 to M4 are provided, and the first battery 111 having a relatively large capacity for driving the motors M of the four motor units M1 to M4 is used.
- the second battery 212a provided in each of the motor units M1 (and M2 to M4) only needs to drive a single motor M, can be used with a relatively small capacity, and can reduce the weight.
- the power transmission between the first battery 111 and the second battery 212a is such that the remaining amount (current value B1) of the second battery 212a in the motor unit M1 always approaches the target remaining amount value BS (Set). Control. This control is performed by the remaining amount control unit 221 of the controller 101.
- the target remaining amount value BS is set to a predetermined value between the charging upper limit value BU (Upper) and the charging lower limit value BL (Lower).
- RL (Lower) is a difference between the current value B1 and the charging lower limit value BL, and is a capacity that can be used by the second battery 212a.
- the power transmission direction is bidirectional, that is, the forward direction and the reverse direction.
- the positive direction is the direction from the first battery 111 to the second battery 212a.
- the reverse direction is the direction from the second battery 212 a to the first battery 111.
- the controller 101 basically has 1. Power transmission in the positive direction is performed during power running control. Power running control is performed, for example, when the depression of the accelerator pedal 103 is detected. 2. Power transmission in the reverse direction is performed during regenerative control. The regeneration control is performed, for example, when the depression of the brake pedal 104 is detected.
- the controller 101 controls the regenerative power at the time of regeneration so that the current charging value B1 does not exceed the charging upper limit value BU of the second battery 212a. Further, the power running power during power running is controlled so that the current charge value B1 does not fall below the charge lower limit value BL of the second battery 212a.
- FIG. 6 is a flowchart showing the entire control content related to power transmission. The process of power transmission and torque control performed by the controller 101 is shown. First, the controller 101 detects the current traveling speed with the sensors of the motor units M1 to M4. Further, depression of the accelerator pedal 103 and the brake pedal 104 is detected (step S701).
- step S702 the combination of the current traveling state and the control mode is specified (step S702). as mentioned above, 1.
- power running control is specified. 2.
- regeneration control is specified. other than this, 3.
- the power running control is specified. In this case, the pseudo creep torque described later is controlled. 4).
- regeneration control is specified. In this case, a pseudo engine brake, which will be described later, is controlled. 5.
- depression of the accelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is medium (not fast and not slow), it is specified that there is no control (coasting operation).
- step S703 it is determined which control mode is used (step S703).
- step S703 power running control
- step S704 power running torque control
- step S706 When the control mode is regenerative control (step S703: regenerative), regenerative torque control is performed (step S705), and the process proceeds to step S706. If the control mode is coasting (step S703: coasting), no control is performed and the process proceeds to step S706.
- step S706 the above-described wireless power transmission control is performed (step S706), and the process ends.
- the controller 101 performs the above processes continuously over time.
- FIG. 7 is a flowchart showing the control content of the power running torque control. The detailed control content of power running torque control shown to step S704 of FIG. 6 is shown.
- the controller 101 detects each value of the second battery 212 (212a to 212d, where 212b to 212d indicate the second batteries of the motor units M2 to M4, respectively) provided in the motor units M1 to M4 ( Step S801).
- the charging lower limit value of the second battery 212 (212a to 212d) is BL, the current value (remaining amount) is B1 to B4, and the current voltage is V1 to V4.
- the current values B1 to B4 of the second batteries 212a to 212d of the motor units M1 to M4 are always different depending on the driving state of the motor M.
- torque distribution values T1 to T4 to each wheel are determined based on the depression amount of the accelerator pedal 103 and a predetermined torque distribution value, and power estimation using a motor efficiency map described later is performed.
- the necessary powering powers W1 to W4 are calculated by the method (step S802).
- capacitance RL which can use the electric power of the 2nd battery 212 is calculated (step S803).
- the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively
- Usable capacities RL1 to RL4 current values B1 to B4—charge lower limit BL Calculated by
- step S804 the power running powers W1 to W4 required by the motor units M1 to M4 are compared with the capacities RL1 to RL4 usable in the second battery 212 (212a to 212d) calculated in step S803 (step S804).
- step S804: Yes when the power running power W1 to W4 required for each motor unit M1 to M4 exceeds the capacity RL1 to RL4 usable by the corresponding second battery 212 (212a to 212d) (step S804: Yes), The torque distribution value of each wheel is recalculated so that the power running power is less than the usable capacities RL1 to RL4 (step S805). That is, when torque distribution is performed on all torque command values, the torque distribution value to the motor unit of the second battery 212 having a small remaining amount is decreased, and the torque distribution values of other motor units are also decreased at that ratio.
- step S804 if the power running power W1 to W4 necessary for each of the motor units M1 to M4 is within the capacity RL1 to RL4 that can be used by the corresponding second battery 212 (212a to 212d) in step S804 (No in step S804).
- the process of step S805 is not performed, and the process proceeds to step S806.
- step S806 power running torque control is performed using the torque distribution values for the motor units M1 to M4 (step S806), and the process ends.
- FIG. 8 is a flowchart showing the control content of the regenerative torque control. The detailed control content of regenerative torque control shown to step S705 of FIG. 6 is shown.
- the motor M generates electric power.
- the controller 101 detects each value of the second battery 212 (212a to 212d) provided in each of the motor units M1 to M4 (step S901).
- the upper limit of charge of the second battery 212 is BU
- the current value (remaining amount) is B1 to B4
- the current voltage is V1 to V4.
- torque distribution values T1 to T4 for each wheel are determined based on the depression amount of the brake pedal 104 and a predetermined torque distribution value, and power estimation using a motor efficiency map described later is performed.
- the regenerative power W1 to W4 is calculated by the method (step S902).
- step S903 the capacity
- the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
- Regenerative capacities RU1 to RU4 charge upper limit value BU ⁇ current values B1 to B4 Calculated by
- step S904 the regenerative power W1 to W4 in each of the motor units M1 to M4 is compared with the capacity RU that can be regenerated by the second battery 212 (212a to 212d) calculated in step S903 (step S904).
- the regenerative power W1 to W4 of each motor unit M1 to M4 exceeds the capacity RU1 to RU4 that can be regenerated by the corresponding second battery 212 (212a to 212d) (step S904: Yes)
- the regenerative power The torque distribution value of each wheel is recalculated so that becomes less than the capacity RU1 to RU4 that can be regenerated (step S905). That is, when all torque command values are torque-distributed, the torque distribution value to the motor unit of the second battery 212 having a large remaining amount is decreased, and the torque distribution values of the other motor units are also decreased at that ratio.
- step S904 if the regenerative power W1 to W4 of each motor unit M1 to M4 is within the capacity RU1 to RU4 that can be regenerated by the corresponding second battery 212 (212a to 212d) in step S904 (step S904: No), step S904 is performed. The process proceeds to step S906 without performing the process of S905.
- step S906 regenerative torque control is performed using the torque distribution values for the motor units M1 to M4 (step S906), and the process ends.
- FIG. 9 is a flowchart illustrating an example of a wireless power transmission control procedure according to the embodiment.
- power transmission to the second battery 212a provided in the motor unit M1 will be described as an example.
- similar processing is performed for the second batteries 212b to 212d provided in the other motor units M2 to M4. Good.
- the controller 101 detects each value of the second battery 212a (step S1001).
- the target remaining amount value of the second battery 212a is BS
- the current value (remaining amount) is B1
- the current voltage is V1.
- the maximum current of the wireless power supply line L1 for the motor unit M is Amax. This maximum current Amax has different allowable values (current allowable values) depending on the coils of the power transmission antennas 122a and 123a for wireless transmission provided on the power supply line L1, the driver IC, and the like.
- an upper limit value Cmax at which electric power can be transmitted and electric power D to be transmitted are calculated by the following formula (step S1002).
- the electric power D to be transmitted is electric power to be transmitted between the first battery 111 and the second battery 212a on the power supply line L1.
- the electric power is required to drive the motor M in the positive direction from the first battery 111 to the second battery 212a corresponding to the assigned torque distribution value. At the time of regeneration, this corresponds to the power to transmit the line power to the first battery 111.
- the power value of power transmission is determined (step S1003).
- the power value of power transmission is performed by using the smaller one of the absolute value
- step S1004 if the absolute value of power D to be transmitted does not exceed the upper limit Cmax at which power can be transmitted (step S1003: No), the processing of step S1004 is not performed and the power D to be transmitted is used as it is. The process proceeds to S1005.
- step S1005 the differential capacity D is transmitted from the first battery 111 to the second battery 212a via the wireless power line L1. If the value of D is negative, it is during regeneration, and power is transmitted from the second battery 212a to the first battery 111 via the wireless power line L1 (step S1005).
- FIG. 10 is a chart showing torque command values during power running. The relationship between the power running torque command value (vertical axis) and the depression amount (horizontal axis) of the accelerator pedal 103 is shown. As shown in the figure, the torque control unit 222 of the controller 101 does not control the amount of depression of the accelerator pedal 103 and the total torque command value at the time of power running in a proportional linear relationship, but the amount of depression of the accelerator pedal 103. On the other hand, a power running torque command value is output with a curve that gradually changes. Further, the power running torque command value at the time of backward movement is set to be gentler than that at the time of forward movement of the vehicle 100.
- FIG. 11 is a chart showing torque command values during regeneration. The relationship of the regenerative torque command value (vertical axis) with respect to the depression amount (horizontal axis) of the brake pedal 104 is shown. As shown in the figure, the controller 101 controls the regenerative torque command value to have a substantially linear relationship with respect to the depression amount of the brake pedal 104. Further, the regenerative torque command value at the time of reverse movement is set so as to change more gently than at the time of forward movement of the vehicle.
- FIG. 12 is a chart showing torque command values when the pedal is released. When neither the accelerator pedal 103 nor the brake pedal 104 is depressed, the controller 101 changes the torque command value according to the vehicle speed as shown in the figure.
- pseudo creep torque is generated as positive (+) torque.
- a pseudo engine brake is generated as a negative ( ⁇ ) torque.
- the pseudo engine brake is applied when the vehicle speed is about 40 km / h or higher, and the largest torque value is applied when the vehicle speed is about 60 km / h. At a speed of about 60 km / h or more, a small torque value is gradually applied.
- the coasting operation is performed with the torque command value set to zero.
- the characteristics of the torque command value with respect to the vehicle speed may be changed for each switched mode.
- the pseudo creep torque value is reduced in the eco mode compared to the normal mode, and the pseudo engine brake has a large negative torque value.
- FIG. 13 is a chart showing a motor efficiency map.
- the efficiency map 1400 shows the rotational speed-torque characteristics of the motor M, with the horizontal axis representing the rotational speed and the vertical axis representing the torque.
- an efficiency map 1400 in the illustrated four quadrant is stored in advance.
- the first to fourth quadrants of the efficiency map 1400 are respectively 1. Forward running: A state where the accelerator pedal is being depressed while moving forward. 2. Reverse power running: A state where the accelerator pedal is depressed during reverse. Reverse regeneration: State where the brake pedal is depressed during reverse. Normal regenerative regeneration: A state in which the brake pedal is depressed during forward travel.
- the torque control unit 222 of the controller 101 calculates the total torque command amount from the depression amount of the accelerator pedal 103 and the brake pedal 104.
- the total torque value is distributed to a torque distribution value T for each motor M of each wheel by a predetermined torque distribution.
- the controller 101 detects the rotational speeds Vfl, Vfr, Vrl, Vrr by the sensors of the motor units M1 to M4 while the vehicle 100 is traveling.
- the rotation speed is described as ⁇ .
- the controller 101 refers to the efficiency map 1400 for the motor M, and obtains the efficiency ⁇ from the torque T and the rotational speed ⁇ .
- the controller 101 estimates the power consumption at the time of power running, and the regenerative power at the time of regeneration from the following formula
- Power efficiency ⁇ (T ⁇ ⁇ ) / (V ⁇ I)
- Regeneration efficiency ⁇ (V ⁇ I) / (T ⁇ ⁇ ) (V and I are the voltage and current of the motor M or the voltage and current of the inverter 203)
- V ⁇ I corresponds to the power consumption of the motor M during power running and the regenerative power W during regeneration.
- the controller 101 obtains the current value and the usable or regenerative power amount for the second battery 212 (212a to 212d). Then, the amount of power that can be used or regenerated is compared with the calculated power consumption (regenerative power), and the torque distribution value for the motor M is corrected so as to be within the range.
- the efficiency map 1400 the power consumption (regenerative power) of the motor M can be determined more accurately. As a result, it is possible to accurately estimate the amount of power required during power transmission (power D to be transmitted), accurately calculate the amount of power during power transmission, and perform efficient power transmission. Become.
- the efficiency map 1400 is not limited to being acquired in advance.
- the efficiency map 1400 may be created while the vehicle 100 is traveling.
- the controller 101 includes an efficiency map generation unit, acquires the power consumption and the rotation speed of the motor M during traveling, and generates the efficiency map 1400 described above.
- the efficiency map 1400 acquired in advance can be updated.
- ⁇ Detects the torque value from the current I flowing through the motor M
- ⁇ Detects the rotational speed of the wheel by a rotational position sensor such as a resolver
- ⁇ Detects the current and voltage by a current sensor and a voltage sensor provided between the second battery 212a and the inverter 203a
- the controller 101 can update the efficiency map 1400 stored in the storage unit at any time during traveling of the vehicle 100 by the above detection and calculation.
- FIG. 14 is a diagram illustrating an example of torque redistribution when the remaining battery level is low.
- the total torque command value is input as 100 [Nm] to the controller 101 by, for example, depressing the accelerator pedal 103.
- the remaining amount of the battery of the second battery 212 (corresponding to 212b) provided in the motor unit M2 of the left front wheel FL is reduced, and the motor M of the left front wheel FL becomes 16%.
- [Nm] can be output.
- the torque of the left front wheel FL is simply lowered, the driving force of the left and right front wheels becomes unbalanced, which causes an effect that the direction of travel of the vehicle 100 changes.
- the torque controller 222 of the controller 101 redistributes the torque as shown in FIG. That is, the torque is distributed to the left and right front wheels so that the same torque 16 [Nm] is obtained. Further, the left and right rear wheels have the same ratio corresponding to the ratio (4/5) in which the front wheel torque is changed from 20 [Nm] to 16 [Nm]. Change the torque to. In this case, the total torque value is changed from 100 [Nm] to 80 [Nm].
- the cooperative brake is a brake that generates a necessary braking force by combining a regenerative brake by the motor M and a mechanical brake by hydraulic control.
- a regenerative brake by the motor M
- a mechanical brake by hydraulic control.
- a method of always using a regenerative brake and a mechanical brake at a predetermined ratio a method of using a regenerative brake up to a predetermined braking amount, and using a mechanical brake when a predetermined braking amount is exceeded,
- a method of using a mechanical brake up to a predetermined braking amount and using a regenerative brake when the braking amount exceeds a predetermined braking amount is a method of using a mechanical brake up to a predetermined braking amount and using a regenerative brake when the braking amount exceeds a predetermined braking amount.
- FIG. 15-1 is a diagram illustrating the control characteristics of the cooperative brake used in the embodiment.
- the horizontal axis is speed, and the vertical axis is braking torque.
- the motor M has a low rotation speed when the speed is low. Accordingly, as shown in the figure, when such a speed is low, the back electromotive force is also small, and thus a large regenerative brake cannot be obtained.
- the controller 101 of the embodiment not only the regenerative brake of the motor M but also the coordinated brake control for obtaining the insufficient braking torque that cannot be obtained by the regenerative brake by the mechanical brake is performed.
- the braking torque of the mechanical brake has a characteristic opposite to that of the regenerative brake, and increases as the speed decreases and decreases as the speed increases. Thereby, the braking torque value corresponding to the depression amount of the brake pedal 104 is obtained by the braking force of both the regenerative brake and the mechanical brake.
- the controller 101 reduces the ratio of the regenerative brake braking torque in the same manner as at the low speed, thereby reducing the mechanical type. Cooperative brake control is performed so as to obtain a required braking torque by increasing the ratio of the braking torque by the brake.
- FIG. 15-2 is a diagram illustrating other control characteristics of the cooperative brake used in the embodiment.
- the ratio of the braking torque by the regenerative brake is gradually reduced, and conversely, the ratio by the mechanical brake is increased.
- the braking torque is generated not only by the regenerative brake by the motor M but also by the cooperative brake control using the mechanical brake together, so that the necessary braking torque can be generated over a wide range of speeds. It can be done safely. Even when the second battery 212 cannot be charged due to a change in the charge capacity of the second battery 212, the necessary braking torque can be obtained.
- FIG. 16 is a diagram illustrating a structure example of a wheel and a power transmission antenna.
- 16A is a perspective view
- FIG. 16B is a front view
- FIG. 16C is a top view.
- the wheel 1700 is formed by attaching a tire 1702 to a wheel 1701. Inside the wheel 1701, a motor (in-wheel motor) M is provided.
- the motor M is provided at the center and is provided in a ring shape on the outer periphery of the stator 1711 and is fixed to the axle 1710.
- a rotor 1712 for rotating the motor.
- the axle 1710 is pivotally supported by the wheel space 150 portion of the vehicle 100 through the upper arm 1722 at the upper part of the knuckle 1721 and the lower arm 1723 at the lower part so as to be movable up and down.
- a suspension 1730 is provided between the upper arm 1722 and the vehicle 100 in the vertical direction.
- a tie rod 1731 is connected to the knuckle 1721.
- the tie rod 1731 advances and retreats according to the operation of the handle 102, and turns the wheel 1700 in the R direction through the knuckle 1721.
- the vehicle 100 and the wheel 1700 are provided with a pair of power transmission antennas 122 and 123 facing each other.
- the pair of power transmission antennas 122 and 123 is provided in parallel with the wheel 1700 (perpendicular to the ground).
- a DC-AC converter 121a is provided on the vehicle 100 side.
- an AC-DC converter 201a, a bidirectional chopper 202a, and a second battery 212a are provided.
- FIG. 17 is a diagram showing the state of the wheel and the power transmission antenna during a stroke.
- FIG. 17 shows a front view.
- (A) shows a state where the wheel 1700 is lifted with respect to the vehicle 100
- (b) shows a state where the vehicle 100 is lifted with respect to the wheel 1700.
- the wheel 1700 moves in the vertical direction with respect to the vehicle 100 according to the road surface condition or the like. During such a stroke, the wheel 1700 always moves perpendicularly to the ground by the pair of upper arms 1722 and the lower arm 1723. At this time, although the central axes of the pair of power transmission antennas 122 and 123 are deviated from each other, the power transmission antennas 122 and 123 can be kept facing each other in parallel, and the power transmission efficiency is not greatly deteriorated.
- FIG. 18 is a diagram showing the state of the wheels and the power transmission antenna during rolling.
- FIG. 18 shows a front view.
- (A) shows a state in which the vehicle 100 is inclined to one side with respect to the wheel 1700 perpendicular to the ground, and
- (b) shows a state in which the vehicle 100 is inclined to the other side.
- the wheel 1700 inclines with respect to the vehicle 100 according to road surface conditions etc., but the inclination at the time of such rolling is not large.
- the pair of power transmission antennas 122 and 123 are inclined to each other, but the inclination is not large, and the power transmission efficiency is not greatly deteriorated.
- FIG. 19 is a diagram showing the state of the wheels and the power transmission antenna during turning.
- FIG. 19 shows a top view.
- (A) shows a state in which the direction of the wheel 1700 is changed to one by the operation of the handle 102
- (b) shows a state in which the direction of the wheel 1700 is changed to the other.
- the pair of power transmission antennas 122 and 123 are inclined with respect to the direction of the wheels. At this time, if the turning angle is large as shown in FIG. 19, the inclination of the pair of power transmission antennas 122 and 123 becomes large, and the power transmission efficiency deteriorates.
- FIG. 20 is a chart showing the relationship between the distance between the coils constituting the power transmission antenna and the transmission efficiency.
- the horizontal axis is the distance between the coils, and the vertical axis is the transmission efficiency.
- the power transmission efficiency is designed to be high at a position separated by a predetermined distance. Therefore, generally, as shown in the figure, the transmission efficiency is reduced when the distance (distance between coils) between the pair of power transmission antennas 122 and 123 is too close or too far. In this example, a distance of 30 cm has the highest transmission efficiency.
- the transmission efficiency does not decrease significantly even if the distance between the coils changes somewhat.
- the distance between the pair of power transmission antennas 122 and 123 is set to the length of this efficient transmission distance. During the stroke described above, the distance between the coils slightly changes, but the transmission efficiency is not significantly reduced.
- FIG. 21 is a chart showing the relationship between the center deviation between coils and the transmission efficiency. As shown in the figure, the transmission efficiency is highest when there is no center deviation (0 cm) between the coils constituting the pair of power transmission antennas 122 and 123, and the transmission efficiency decreases as the center deviation occurs. Then, during the rolling described above, the center is slightly shifted, but the transmission efficiency is not significantly reduced.
- FIG. 22 is a chart showing the relationship between the relative angle between the coils and the transmission efficiency. As shown in the figure, the transmission efficiency is highest when there is no relative angle between the coils constituting the pair of power transmission antennas 122 and 123 (0 deg), and the transmission efficiency decreases as the angle is relatively generated.
- the relative positional relationship between the two coils is that the angle between the coils by the operation of the handle 102 is greater than the distance between the coils and the center axis deviation. The biggest change.
- the relative angle between the coils and the transmission efficiency value are acquired, and the characteristics of the transmission efficiency with respect to the relative angle between the coils are updated as needed. Therefore, when determining whether or not to perform wireless power transmission, it is possible to accurately obtain the relative angle between the coils that provides the target efficiency value. And loss can be suppressed as much as possible by controlling the implementation of wireless power transmission according to the inter-coil angle.
- FIG. 23 is a chart for explaining an outline of wireless power transmission control.
- FIG. 23 shows the relationship between the relative angle between the coils and the transmission efficiency similar to FIG. Then, efficiency characteristic data shown in FIG. 23 and two efficiency value determination criteria are set in the storage unit of the controller 101. The controller 101 reads this efficiency characteristic and determines whether or not wireless power transmission is performed according to the inter-coil angle, the remaining battery level, and the travel route information.
- the relative angle between the coils corresponding to the transmission efficiency of 80% or more is equal to or less than the angle ⁇ 1, wireless power transmission is performed.
- the relative angle between the coils corresponding to the transmission efficiency of 50% to 80% is the angles ⁇ 1 to ⁇ 2, it is determined whether to perform wireless power transmission according to the remaining level of the second battery 212a. That is, when turning, the direction of the wheel 1700 is bent and the charging efficiency is lowered according to the relative angle between the coils. Therefore, it is necessary to determine whether or not wireless power transmission is performed. For example, the angle of the wheel 1700 is detected from the steering rotation angle of the handle 102, and charging is performed only when the charging efficiency is high. Furthermore, since the remaining amount of battery of the second battery 212a decreases when the turn is large, the remaining amount of battery is monitored. You may make it charge even if efficiency is somewhat bad.
- the wireless power transmission is performed according to the remaining level of the second battery 212a, the travel route information by the navigation system mounted on the vehicle 100, or the like. Judging. For example, it receives curve information on a future route from the navigation system, and predicts a traveling state in which the vehicle continues straight and the direction of the wheels is straight. Then, the allowable angle for determining the charging is adjusted from the area where the inter-coil angle is small and efficient power transmission can be expected, and the remaining battery level of the second battery 212a.
- FIG. 24 is a flowchart illustrating an example of a control procedure of power transmission based on the relative angle between the coils
- FIG. 25 is a diagram illustrating various parameters of the second battery.
- a state where the relative angle between the pair of two coils is small and the power transmission efficiency is good is detected based on the angle of the steering wheel (steering) 102.
- the relative angle between the coils calculated from the angle of the handle 102 is less than a predetermined angle, wireless power feeding is performed from the power transmission unit to the power reception unit.
- the target remaining amount value BS (Set), the charging upper limit value BU (Upper), and the charging lower limit value BL (Lower).
- a wireless discharge execution determination value BJ + (plus) and a wireless charge execution determination value BJ ⁇ (minus) are provided.
- the wireless discharge execution determination value BJ + is set between the target remaining amount value BS of the second battery 212a and the charge upper limit value BU.
- the wireless charging execution determination value BJ- is set between the target remaining amount value BS and the charging lower limit value BL.
- the controller 101 sets items in advance for the transmission efficiency of wireless power transmission and detects each value (step S2501). Specifically, the first allowable value ⁇ 1 and the second allowable value ⁇ 2 are set in the second battery 212a described above (see FIG. 23). In addition, a wireless discharge execution determination value BJ + on the upper limit side and a wireless charge execution determination value BJ ⁇ on the lower limit side are set. Then, the controller 101 detects the current value (remaining amount) B1 of the second battery 212a.
- the controller 101 calculates the first allowable value ⁇ 1 and the inter-coil relative angles ⁇ 1 and ⁇ 2 corresponding to the second allowable value ⁇ 2 from the relationship of the power transmission efficiency ⁇ to the relative angle ⁇ c between the pair of two coils. Calculate (step S2502). This calculation is performed using an equation, a table, a graph, or the like showing the characteristics shown in FIG.
- the controller 101 detects the rotation angle of the steering wheel (handle 102) and converts it into the angle ⁇ s of the wheel 1700 (step S2503). Thereafter, the rolling angle of the vehicle 100 is detected by the gyro sensor, and the angle ⁇ r between the vehicle 100 and the wheels 1700 is calculated (step S2504).
- the controller 101 calculates the relative angle ⁇ c between the two coils from the angle ⁇ s of the wheel 1700 and the rolling angle of the vehicle 100 (step S2505).
- step S2506 compares the relative angle ⁇ c between the two coils with the relative angle ⁇ 1 between the coils.
- step S2506: Yes since the efficiency ⁇ is higher than the first allowable value ⁇ 1, the process proceeds to step S2511 and wireless power transmission is performed.
- step S2506: No when the relative angle ⁇ c between the two coils is larger than the relative angle ⁇ 1 between the coils, the determination process of step S2507 is performed.
- step S2507 it is determined whether the current value B1 of the second battery 212a is within the range between the lower limit side wireless charging execution determination value BJ- and the upper limit side wireless discharge execution determination value BJ + (step S2507). If the current value B1 of the second battery 212a is within the range between the lower limit side wireless charge execution determination value BJ ⁇ and the upper limit side wireless discharge execution determination value BJ + (step S2507: Yes), the second battery 212a Since the current value B1 is close to the target remaining amount value BS, the wireless power transmission is not performed and the process is terminated. If wireless power transmission is in progress, the wireless power transmission process is terminated (step S2513).
- step S2507 No
- the process proceeds to step S2508. Judgment processing is performed.
- step S2508 the controller 101 compares the relative angle ⁇ c between the two coils with the relative angle ⁇ 2 between the coils (step S2508).
- step S2508 Yes
- the current value B1 of the second battery 212a is significantly different from the target remaining amount value BS, but the efficiency ⁇ is Since it is better than the second allowable value ⁇ 2, the process proceeds to step S2511 and wireless power transmission is performed.
- step S2508 when the relative angle ⁇ c between the two coils is greater than the relative angle ⁇ 2 between the coils (step S2508: No), the current value B1 of the second battery 212a is significantly different from the target remaining amount value BS, and the efficiency ⁇ Is worse than the second permissible value ⁇ 2, whether or not to perform wireless power transmission by predicting the relative angle ⁇ c between the two coils on the route to be traveled by performing the process of step S2509. Judgment is made.
- step S2509 the controller 101 acquires information (navigation information) on the travel route on which the vehicle 100 travels from the navigation device (step S2509). And the information of the curve and inclination of the road in the position ahead of the driving
- the navigation device outputs information within a predetermined distance or a predetermined time range ahead of the traveling direction from the current position of the vehicle 100 as the position ahead of the travel route.
- the controller 101 acquires information within a predetermined distance or a predetermined time range in front of the traveling direction from the current position of the vehicle 100.
- the controller 101 determines whether or not the relative angle ⁇ c between the two coils is smaller than the relative angle ⁇ 2 between the coils in the travel route immediately before (within the predetermined distance range or the like) (step S2510). If it is estimated that the relative angle ⁇ c between the two coils immediately before becomes smaller than the relative angle ⁇ 2 between the coils (step S2510: Yes), the wireless power transmission at the current processing time is not performed and the processing is performed. finish. If wireless power transmission is in progress, the wireless power transmission process is terminated (step S2513).
- step S2510 when it is estimated that the relative angle ⁇ c between the two coils immediately before is larger than the relative angle ⁇ 2 between the coils (step S2510: No), a step is performed to perform wireless power transmission at the current time point. The process moves to S2511.
- step S2511 the controller 101 performs wireless power transmission in the above process (step S2511), and calculates the transmission power ⁇ by calculating the reception power and transmission power of the two coils (power transmission antennas). Ask. Then, the newly calculated relationship between the relative angle ⁇ c between the two coils and the efficiency ⁇ (efficiency characteristic data set in the storage unit) is updated (step S2512), and the process ends.
- the above process is repeatedly executed periodically.
- FIG. 26 is a flowchart illustrating an example of a control procedure of wireless power transmission control when the vehicle is stopped.
- the controller 101 detects the current value B1 of the second battery 212a. Further, the setting of the target remaining amount value BS of the second battery 212a is obtained (step S2701). Next, it is determined whether the vehicle 100 is traveling (step S2702). For example, if the speed detected by the speed sensor is 0, it is determined that the vehicle 100 is stopped.
- step S2702 If the vehicle is running (step S2702: YES), the process is terminated. If the vehicle is stopped (step S2702: NO), the controller 101 then determines that the current value B1 of the second battery 212a is the target remaining amount. It is determined whether the value is BS (step S2703). If the current value B1 of the second battery 212a is the target remaining amount value BS (step S2703: Yes), the process ends. If they do not match (step S2703: NO), the process proceeds to step S2704.
- step S2704 the controller 101 informs the driver that the wheel 1700 and the handle 102 are automatically rotated for wireless power transmission (step S2704).
- step S2705 the handle 102 is rotated so that the relative angle ⁇ c between the two coils is minimized (step S2705).
- the wheel 1700 is turned to a position where the power transmission efficiency ⁇ is maximized (the relative angle in FIGS. 16 and 23 is 0).
- the handle 102 rotates.
- a power source of a rotation control unit such as an actuator or a motor (not shown) is used.
- the controller 101 determines whether or not there is an operation of the accelerator pedal 103 or the handle 102 (step S2706). If the accelerator pedal 103 or the handle 102 is operated during the rotation of the handle 102 (step S2706: Yes), it is determined that the vehicle 100 has changed from the stopped state, the handle rotation is terminated (step S2711), and the process is performed. Exit. If the accelerator pedal 103 or the handle 102 is not operated (step S2706: No), it is determined whether the rotation of the handle 102 is completed (step S2707).
- step S2707 No to step S2705 loop.
- step S2707 Yes
- step S2707 Yes
- step S2708 the controller 101 performs wireless power transmission
- step S2709 determines whether or not there is an operation of the accelerator pedal 103 or the handle 102 (step S2709). If there is an operation of the accelerator pedal 103 or the handle 102 during wireless power transmission (step S2709: YES), it is determined that the vehicle 100 has changed from the stopped state, and the wireless power transmission is terminated (step S2712). The process ends. If the accelerator pedal 103 or the handle 102 is not operated (step S2709: NO), it is determined whether wireless power transmission is completed (step S2710).
- step S2710 determines that wireless power transmission has been completed (step S2710: Yes), and ends the process. On the other hand, if the current value B1 of the second battery 212a does not match the target remaining amount value BS (step S2710: No), until the current value B1 of the second battery 212a matches the target remaining amount value BS, Wireless power transmission is performed (step S2710: No to step S2708 loop).
- the wireless power transmission is performed so that the current value B1 of the second battery 212a exactly matches the target remaining amount value BS.
- the transmission process can be terminated if it approaches the target remaining amount value BS.
- a battery is provided for each of the vehicle and the wheel, and power is transmitted between the vehicle and the wheel by non-contact radio.
- the power transmission between the batteries is controlled so that the capacity of the second battery on the wheel side always becomes the target remaining amount value. As a result, stable power can be supplied to the motor at all times.
- the wireless power transmission period based on the upper limit value and the lower limit value of the second battery 212, it is possible to prevent overdischarge and overcharge of the second battery 212.
- transmission is performed by controlling the timing of power transmission according to the relative position of the pair of power transmission antennas (two coils) corresponding to the angle of the wheel. It becomes possible to transmit power in a state of high efficiency. Not limited to this, power is transmitted even when the current value of the battery is far from the target remaining amount value, and the relative position of the pair of power transmission antennas (two coils) is good in the future travel route. It is also possible to assume that the power is not transmitted until it is in a good state and the power is transmitted in a good state.
- the transmission efficiency can be improved even when the vehicle is waiting for a signal.
- the battery can be quickly charged in a good condition.
- the method described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation.
- This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer.
- the program may be a transmission medium that can be distributed via a network such as the Internet.
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- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
A vehicle drive device is provided with: a first battery (111); a power transmission means having a DC-AC converter (121a) for converting DC power to AC power, and a power transmission antenna (122a); a power-receiving means having an AC-DC converter (201a) for converting AC power to DC power, and a power-receiving antenna (123a) for receiving AC power transmitted from the power transmission antenna; a motor (M) for driving a vehicle wheel, and mounted to a hub; a second battery (212a) for storing DC power received via the power-receiving means; an inverter (203a) for converting DC power in the second battery to AC power; a torque control unit (222) for rotationally controlling the motor; a remainder control unit (221) for controlling the power supply from the power transmission means to the power-receiving means; a steering angle detection means; and a relative-angle calculation means for calculating the relative angle between the power transmission surface of the power transmission antenna and the power-receiving surface of the power-receiving antenna, on the basis of the steering angle. Therein, the remainder control unit controls in a manner such that power is wirelessly supplied from the power transmission means to the power-receiving means when the relative angle is less than a prescribed angle.
Description
この発明は、車両のモータへ電源を供給し車両を駆動する車両駆動装置に関する。ただし、この発明の利用は、上述した車両駆動装置には限られない。
The present invention relates to a vehicle drive device that supplies power to a vehicle motor to drive the vehicle. However, utilization of this invention is not restricted to the vehicle drive device mentioned above.
従来、移動体である電気自動車(EV)にモータを設け、車輪を駆動する構成において、モータを車輪に設けるインホイールモータ構造とし、このモータに対する電源を車両から供給するものとして、下記の各技術が開示されている。
Conventionally, an electric vehicle (EV) that is a moving body is provided with a motor and a wheel is driven, and an in-wheel motor structure is provided in which the motor is provided on the wheel. Is disclosed.
一つ目の技術は、車体と車輪との間の電気配線に螺旋部を設け、この螺旋部を車体とアクセルとの間に設けられたリンクに支持させる構造としている。これにより、電気配線の垂れ下がりを防止し、車輪の上下ストローク等の動作に追従できるようにしたものである(たとえば、下記特許文献1参照。)。
The first technology has a structure in which a spiral portion is provided in the electrical wiring between the vehicle body and the wheel, and this spiral portion is supported by a link provided between the vehicle body and the accelerator. As a result, the electric wiring is prevented from drooping and can follow the operation such as the vertical stroke of the wheel (for example, see Patent Document 1 below).
二つ目の技術は、インホイールモータの配線構造にかかり、ターミナル基板の配線接続部にステータコイルからの配線を接続して各相ごとに電気的に集約する構成としている。これにより、コスト低減と組付作業を容易化でき、ステータの側方に設置位置が制約される結線用ユニットを用いず、インホイールモータの車幅方向の縮小化を達成している(たとえば、下記特許文献2参照。)。
The second technology is related to the wiring structure of the in-wheel motor, and the wiring from the stator coil is connected to the wiring connection part of the terminal board and is electrically integrated for each phase. Thereby, cost reduction and assembly work can be facilitated, and reduction of the in-wheel motor in the vehicle width direction is achieved without using a connection unit whose installation position is restricted to the side of the stator (for example, (See Patent Document 2 below.)
三つ目の技術は、車両には、車輪(ホイール)に近い側に、インバータ、モータ、減速機を配置している。これにより、高周波電流の経路のループの大きさを小さくして高周波電流に起因する放射ノイズの発生を抑制している(たとえば、下記特許文献3参照。)。
The third technology is that the vehicle has an inverter, a motor, and a speed reducer on the side closer to the wheel. Thereby, the size of the loop of the high-frequency current path is reduced to suppress the generation of radiation noise caused by the high-frequency current (see, for example, Patent Document 3 below).
四つ目の技術は、車体からモータへの電線をサスペンションのキングピン中心線Kiを中心として渦巻き状に巻いた構成としている。これにより、ホイールの転舵時に渦巻き状に巻かれた部分がキングピン中心線を中心として巻き取られまたは巻き戻され、電線による転舵の妨げを防止して転舵性を高め、電線の耐久性を確保している(たとえば、下記特許文献4参照。)。
The fourth technology has a configuration in which the electric wire from the vehicle body to the motor is wound in a spiral shape around the kingpin center line Ki of the suspension. As a result, when the wheel is steered, the part wound in a spiral shape is wound or unwound around the center line of the kingpin, preventing the hindrance of the steering by the electric wire, improving the steerability, and the durability of the electric wire (For example, refer to Patent Document 4 below).
五つ目の技術は、車両から車輪のモータへ給電する電線(給電ケーブル)の接続にかかり、車両前進時のホイールの回転方向の下流側に接続端子箱を設けた構成としている。これにより、ホイールの内周面に異物が固着した状態で車両が前進した場合に、異物が給電ケーブルよりも先に端子箱に衝突して粉砕され、給電ケーブルの損傷を抑制している(たとえば、下記特許文献5参照。)。
The fifth technology is related to the connection of electric wires (power supply cables) that feed power from the vehicle to the wheel motor, and a connection terminal box is provided on the downstream side in the wheel rotation direction when the vehicle moves forward. As a result, when the vehicle moves forward in a state where foreign matter is fixed to the inner peripheral surface of the wheel, the foreign matter collides with the terminal box before the power supply cable and is crushed, thereby suppressing damage to the power supply cable (for example, , See Patent Document 5 below).
六つ目の技術は、車両から車輪のモータへ給電する電線の支持構造にかかり、電線(三相高圧ケーブル)を一括してシースで内包してケーブル支持部材で支持し、このケーブル支持部材の支持部を車体の前後方向、幅方向および高さ方向等の任意の方向に移動可能となるように車体に設置した構成としている。これにより、車輪が凸凹路を転動するときや運転者により操舵されるときなど、モータと電源側との直線距離が変化しても、三相高圧ケーブルが支持部と共に車体の前後方向、幅方向および高さ方向に移動し、三相高圧ケーブルの撓み部分が変形することでインホイールモータとバッテリ側との直線距離の変化が吸収されて三相高圧ケーブルの耐久性を向上させている(たとえば、下記特許文献6参照。)。
The sixth technology is related to the support structure for the electric power supplied from the vehicle to the wheel motor. The electric cable (three-phase high-voltage cable) is encased in a sheath and supported by the cable support member. The support portion is configured to be installed on the vehicle body so as to be movable in any direction such as the front-rear direction, the width direction, and the height direction of the vehicle body. As a result, even if the linear distance between the motor and the power source changes, such as when the wheel rolls on a bumpy road or is steered by the driver, the three-phase high-voltage cable and the support section The three-phase high-voltage cable is moved in the direction and height direction, and the change in the linear distance between the in-wheel motor and the battery is absorbed by the deformed portion of the three-phase high-voltage cable, thereby improving the durability of the three-phase high-voltage cable ( For example, see Patent Document 6 below.)
しかしながら、上記の特許文献1~6に記載の技術は、いずれも車両側のインバータと、車輪側のモータとに分離されているため、インバータと車輪の間に高電圧の大電流が流せる電源ケーブルが必要となる。
However, since the techniques described in Patent Documents 1 to 6 are all separated into a vehicle-side inverter and a wheel-side motor, a power cable that allows a high-voltage large current to flow between the inverter and the wheels. Is required.
この高電圧大電流の電源ケーブルには、操舵による車輪の回転等により撓みの負荷がかかるが、径が太いためケーブルの耐久性を低下させるとともに、操舵性を高めることができない。また、車両と車輪との間のホイールスペースに太い電源ケーブルが存在するため、サスペンションと干渉しないように配線することが困難であるとともに、泥や粉塵、雨や雪等が付着しやすく、これによる劣化が生じやすいため、交換等のメンテナンスに手間がかかる。
This high-voltage, high-current power cable is subjected to a bending load due to wheel rotation by steering, etc., but because of its large diameter, the durability of the cable is reduced and the steering performance cannot be improved. In addition, since there is a thick power cable in the wheel space between the vehicle and the wheel, it is difficult to wire so as not to interfere with the suspension, and mud, dust, rain, snow, etc. are likely to adhere, Since deterioration is likely to occur, maintenance such as replacement takes time.
上述した課題を解決し、目的を達成するため、この発明にかかる車両駆動装置は、外部電源より取得した直流電力を蓄える第1蓄電池と、前記第1蓄電池に接続され、前記直流電力を交流電力に変換する第1変換器と、当該交流電力を無線送電する送電アンテナを有する送電手段と、前記送電アンテナから送信された交流電力を無線受電する受電アンテナと、当該交流電力を直流電力へ変換する第2変換器を有する受電手段と、車輪のハブに装着され、当該車輪を駆動するインホイールモータと、前記車輪に設けられ、前記受電手段による受電した直流電力を蓄える第2蓄電池と、前記車輪に設けられ、前記第2蓄電池の直流電力を交流電力に変換するインバータと、前記インホイールモータの回転駆動を制御する駆動制御手段と、前記送電手段より前記受電手段への無線給電を制御する給電制御手段と、ステアリング角度を検出するステアリング角度検出手段と、前記ステアリング角度に基づいて、前記送電アンテナの送電面と前記受電アンテナの受電面の相対角度を算出する相対角度算出手段と、を備え、前記給電制御手段は、前記相対角度が所定角度未満の場合に前記送電手段より前記受電手段への無線給電を行うように制御することを特徴とする。
In order to solve the above-described problems and achieve the object, a vehicle drive device according to the present invention is connected to a first storage battery that stores DC power acquired from an external power source, and the first storage battery, and the DC power is converted to AC power. A first converter for converting to AC, a power transmission means having a power transmission antenna for wirelessly transmitting the AC power, a power receiving antenna for wirelessly receiving AC power transmitted from the power transmission antenna, and converting the AC power to DC power Power receiving means having a second converter, an in-wheel motor that is mounted on a wheel hub and drives the wheel, a second storage battery that is provided on the wheel and stores DC power received by the power receiving means, and the wheel An inverter for converting the DC power of the second storage battery to AC power, drive control means for controlling the rotational drive of the in-wheel motor, and the transmission A power feeding control means for controlling wireless power feeding from the means to the power receiving means, a steering angle detecting means for detecting a steering angle, and a relative relationship between the power transmitting surface of the power transmitting antenna and the power receiving surface of the power receiving antenna based on the steering angle. Relative angle calculation means for calculating an angle, wherein the power supply control means performs control to perform wireless power supply from the power transmission means to the power reception means when the relative angle is less than a predetermined angle. To do.
以下に添付図面を参照して、この発明にかかる車両駆動装置の好適な実施の形態を詳細に説明する。以下の説明では、各車輪にモータを備えたインホイール型の構成を例に説明する。
Hereinafter, preferred embodiments of a vehicle drive apparatus according to the present invention will be described in detail with reference to the accompanying drawings. In the following description, an in-wheel type configuration in which a motor is provided for each wheel will be described as an example.
(車両の構成)
図1は、実施の形態にかかる車両駆動装置が搭載された車両の構成を示す概要図である。車両100は、左右の前車輪FL,FRと、左右の後車輪RL,RRを有する4輪駆動車である。これら四つの各車輪FL,FR,RL,RRのハブには、それぞれインホイール型のモータユニットM1~M4が設けられ、独立に駆動される。 (Vehicle configuration)
FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted. Thevehicle 100 is a four-wheel drive vehicle having left and right front wheels FL and FR and left and right rear wheels RL and RR. The hubs of these four wheels FL, FR, RL, RR are provided with in-wheel type motor units M1 to M4, respectively, and are driven independently.
図1は、実施の形態にかかる車両駆動装置が搭載された車両の構成を示す概要図である。車両100は、左右の前車輪FL,FRと、左右の後車輪RL,RRを有する4輪駆動車である。これら四つの各車輪FL,FR,RL,RRのハブには、それぞれインホイール型のモータユニットM1~M4が設けられ、独立に駆動される。 (Vehicle configuration)
FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted. The
これらモータユニットM1~M4には、それぞれモータ駆動用のインバータ回路(後述する)と、第2バッテリ等が設けられ、各インバータ回路はコントローラ(ECU)101の制御に基づき、モータユニットM1~M4を駆動する。このコントローラ101には各種情報が入力され、トルク配分された結果、各モータユニットM1~M4に設けられたモータ(インホイールモータ)を駆動する。
Each of the motor units M1 to M4 is provided with an inverter circuit (described later) for driving the motor, a second battery, and the like. Each inverter circuit is provided with motor units M1 to M4 based on the control of the controller (ECU) 101. To drive. Various information is input to this controller 101, and as a result of torque distribution, motors (in-wheel motors) provided in the motor units M1 to M4 are driven.
コントローラ101に対する入力としては、以下がある。ハンドル102からは操舵角が入力される。アクセルペダル103からは、全トルク指令値が入力される。ブレーキペダル104からはブレーキ量が入力される。シフトブレーキ105からはシフトブレーキ量が入力される。セレクタ106からはR,N,D等のセレクトポジションが入力される。
Input to the controller 101 includes the following. A steering angle is input from the handle 102. From the accelerator pedal 103, the total torque command value is input. A brake amount is input from the brake pedal 104. A shift brake amount is input from the shift brake 105. Select positions such as R, N, and D are input from the selector 106.
また、各車輪FL,FR,RL,RRのモータユニットM1~M4には、それぞれ回転速度Vを検出するセンサが設けられており、各車輪FL,FR,RL,RRの回転速度Vfl,Vfr,Vrl,Vrrがコントローラ101に入力される。
The motor units M1 to M4 of the wheels FL, FR, RL, and RR are provided with sensors that detect the rotational speed V, and the rotational speeds Vfl, Vfr, and RR of the wheels FL, FR, RL, and RR are provided. Vrl and Vrr are input to the controller 101.
このほか、車両100には、加速度センサ、ヨーレートセンサ、ジャイロセンサ等(不図示)が設けられ、各検出値がコントローラ101に入力される。
In addition, the vehicle 100 is provided with an acceleration sensor, a yaw rate sensor, a gyro sensor, and the like (not shown), and each detected value is input to the controller 101.
コントローラ101は、上記の入力に基づき、各車輪FL,FR,RL,RRを駆動する。駆動のための制御信号S1~S4は、各車輪FL,FR,RL,RRごとに適切にトルク配分され、各モータユニットM1~M4に供給される。
The controller 101 drives each wheel FL, FR, RL, RR based on the above input. The control signals S1 to S4 for driving are appropriately torque-distributed for each wheel FL, FR, RL, and RR, and supplied to the motor units M1 to M4.
また、車両100には、バッテリが搭載され、車両100全体に対して電源供給する。バッテリは、車両側に設けられ、車両外部の外部電源より取得した直流電力を蓄える第1蓄電池(第1バッテリ)111と、モータユニットM1~M4内部に設けられ、第1バッテリ111との間で電力伝送される第2蓄電池(第2バッテリ)とからなる。各車輪FL,FR,RL,RRのモータユニットM1~M4は、第2バッテリに蓄電された電力により駆動される。これらバッテリとしては、ニッケル水素、リチウムイオン等の二次電池や燃料電池などが適用される。また、バッテリの代わりに電気二重層キャパシタを用いても良い。図中L1~L4が電源ラインである。
In addition, the vehicle 100 is equipped with a battery and supplies power to the entire vehicle 100. The battery is provided on the vehicle side, and is provided between the first storage battery (first battery) 111 that stores DC power acquired from an external power source outside the vehicle, and the motor units M1 to M4. It consists of the 2nd storage battery (2nd battery) to which electric power is transmitted. Motor units M1 to M4 of each wheel FL, FR, RL, RR are driven by the electric power stored in the second battery. As these batteries, secondary batteries such as nickel metal hydride and lithium ion, fuel cells, and the like are applied. An electric double layer capacitor may be used instead of the battery. In the figure, L1 to L4 are power supply lines.
なお、回生時には、モータへの電源供給(力行)のときとは逆に、モータユニットM1~M4によって発生した電源をバッテリ側に供給する。この回生とは、車両100を運転するドライバによるブレーキペダル104の操作や、走行中にアクセルペダル103の踏み込みを緩和することによって、モータに発生する逆起電力を用いた発電を示す。
Note that during regeneration, the power generated by the motor units M1 to M4 is supplied to the battery, contrary to the power supply (powering) to the motor. This regeneration refers to power generation using the back electromotive force generated in the motor by relaxing the operation of the brake pedal 104 by the driver who drives the vehicle 100 and the depression of the accelerator pedal 103 during traveling.
車両側および車輪側(モータユニットM1~M4)の電源ラインL1~L4上には、それぞれ電圧変換部が設けられる。この電圧変換部は、車両側に設けられる第1変換器(DC-AC変換部)121(121a~121d)と、車輪側各モータユニットM1~M4内部に設けられるAC-DC変換部(後述する)によって構成される。車両側と車輪側には、電力を無線送電するための電力伝送アンテナ122(122a~122d)、123(123a~123d)が設けられる。
On the vehicle side and the wheel side (motor units M1 to M4), voltage converters are provided on the power supply lines L1 to L4, respectively. The voltage converter includes a first converter (DC-AC converter) 121 (121a to 121d) provided on the vehicle side and an AC-DC converter (described later) provided in each of the wheel side motor units M1 to M4. ). Power transmission antennas 122 (122a to 122d) and 123 (123a to 123d) for wirelessly transmitting power are provided on the vehicle side and the wheel side.
そして、コントローラ101は、車両側の第1バッテリ111から供給可能な電源ラインL1~L4の各電源を、制御信号S11~S14により、車輪別のモータユニットM1~M4に供給制御する。この際、電源ラインL1~L4の電源は、車両側のDC-AC変換部121(121a~121d)により直流電力が交流電力に変換される。そして、一対の電力伝送アンテナ122(122a~122d)、123(123a~123d)により、車輪側のモータユニットM1~M4に無線送電される。
Then, the controller 101 controls the supply of the power sources L1 to L4 that can be supplied from the first battery 111 on the vehicle side to the motor units M1 to M4 for each wheel by the control signals S11 to S14. At this time, as for the power sources of the power supply lines L1 to L4, DC power is converted into AC power by the DC-AC converter 121 (121a to 121d) on the vehicle side. Then, power is wirelessly transmitted to the motor units M1 to M4 on the wheel side by the pair of power transmission antennas 122 (122a to 122d) and 123 (123a to 123d).
そして、車輪側のモータユニットM1~M4に設けられるAC-DC変換部により交流電力が直流電力に変換された後、第2バッテリに供給される。第2バッテリに蓄電された電力を用いて、後述するインバータ203(203a~203d)は、モータユニットM1~M4のモータを駆動する。
Then, AC power is converted into DC power by an AC-DC converter provided in the wheel side motor units M1 to M4, and then supplied to the second battery. Inverters 203 (203a to 203d) to be described later drive the motors of the motor units M1 to M4 using the electric power stored in the second battery.
なお、上記モータユニットM1~M4のモータの回生時には、車輪側のモータユニットM1~M4から車両側(第1バッテリ111)に向けて電力を無線送電することができる。
Note that, during regeneration of the motors of the motor units M1 to M4, electric power can be wirelessly transmitted from the wheel side motor units M1 to M4 toward the vehicle side (first battery 111).
(車両駆動装置の構成)
図2は、実施の形態にかかる車両駆動装置の構成を示すブロック図である。車両駆動装置200は、モータへ電源を供給してモータを駆動する。また、車両100の走行状態等により、第1バッテリ111と第2バッテリ212a間での電力伝送を制御する。 (Configuration of vehicle drive device)
FIG. 2 is a block diagram illustrating a configuration of the vehicle drive device according to the embodiment. Thevehicle drive device 200 supplies power to the motor to drive the motor. Further, power transmission between the first battery 111 and the second battery 212a is controlled according to the traveling state of the vehicle 100 and the like.
図2は、実施の形態にかかる車両駆動装置の構成を示すブロック図である。車両駆動装置200は、モータへ電源を供給してモータを駆動する。また、車両100の走行状態等により、第1バッテリ111と第2バッテリ212a間での電力伝送を制御する。 (Configuration of vehicle drive device)
FIG. 2 is a block diagram illustrating a configuration of the vehicle drive device according to the embodiment. The
以下、車両100と、モータユニットM1間の電源ラインL1上の構成について説明することとし、図中添え字「a」は、電源ラインL1およびモータユニットM1に対応していることを示す。なお、他の電源ラインL2~L4についても同様の構成であり、説明は省略する。
Hereinafter, the configuration on the power supply line L1 between the vehicle 100 and the motor unit M1 will be described, and the subscript “a” in the drawing indicates that it corresponds to the power supply line L1 and the motor unit M1. The other power supply lines L2 to L4 have the same configuration and will not be described.
はじめに、電源ラインL1について、車両100から車輪側のモータユニットM1側への電源を供給する各構成について説明する。車両100側には、第1バッテリ111が設けられ、電源ラインL1を介してDC-AC変換部121aに接続されている。DC-AC変換部121aは、直流電力を交流電力に変換し、電力伝送アンテナ(送電アンテナ)122aに出力する。
First, each configuration for supplying power from the vehicle 100 to the motor unit M1 on the wheel side of the power supply line L1 will be described. A first battery 111 is provided on the vehicle 100 side, and is connected to the DC-AC converter 121a via the power line L1. The DC-AC converter 121a converts DC power into AC power and outputs the AC power to the power transmission antenna (power transmission antenna) 122a.
車輪側のモータユニットM1には、電力伝送アンテナ122aと対の電力伝送アンテナ(受電アンテナ)123aが設けられる。この電力伝送アンテナ123aは、車両側の電力伝送アンテナ122aから送電された電力を受電する。これら電力伝送アンテナ122a,123aには、たとえば、巻回されたコイルを用いることができ、車両100と車輪のモータユニットM1との間を非接触で電力伝送できる。
The wheel side motor unit M1 is provided with a power transmission antenna (power receiving antenna) 123a paired with the power transmission antenna 122a. The power transmission antenna 123a receives the power transmitted from the vehicle-side power transmission antenna 122a. For example, a wound coil can be used for these power transmission antennas 122a and 123a, and power can be transmitted between the vehicle 100 and the wheel motor unit M1 in a non-contact manner.
電力伝送アンテナ123aで受電した電力は、第2変換器(AC-DC変換部)201aにより交流電力が直流電力に変換され、双方向チョッパ202aに出力される。双方向チョッパ202aは、双方向(正方向あるいは逆方向)への電力伝送を行うための回路である。
The power received by the power transmission antenna 123a is converted into DC power by the second converter (AC-DC converter) 201a and output to the bidirectional chopper 202a. The bidirectional chopper 202a is a circuit for performing power transmission in both directions (forward direction or reverse direction).
双方向チョッパ202aの出力は、第2バッテリ212aに出力される。これにより、車両側の第1バッテリ111の電源を車輪側の第2バッテリ212aに供給し(正方向)、第2バッテリ212aに蓄電されるとともに、インバータ203aを介してモータユニットM1内のモータMに供給され、モータMを駆動させる。
The output of the bidirectional chopper 202a is output to the second battery 212a. As a result, the power of the first battery 111 on the vehicle side is supplied to the second battery 212a on the wheel side (in the positive direction) and stored in the second battery 212a, and the motor M in the motor unit M1 is connected via the inverter 203a. To drive the motor M.
モータMの回生時には、モータMで発生した電力がインバータ203aを介して第2バッテリ212aに供給されるとともに、双方向チョッパ202a~AC-DC変換部201a~電力伝送アンテナ123a~電力伝送アンテナ122a~DC-AC変換部121a~第1バッテリ111の経路(電源ラインL1)を介して電力伝送することができる(逆方向)。これにより、第2バッテリ212aを介して第1バッテリ111への蓄電を行うことができる。なお、201aと121aは共に双方向であるため、この場合は、201aはDC-AC変換となり、121aはAC-DC変換となる。また、123aは送電アンテナとなり、122aは受電アンテナとなる。
During regeneration of the motor M, electric power generated by the motor M is supplied to the second battery 212a via the inverter 203a, and the bidirectional chopper 202a to AC-DC converter 201a to power transmission antenna 123a to power transmission antenna 122a to Power can be transmitted via the path (power supply line L1) from the DC-AC converter 121a to the first battery 111 (reverse direction). As a result, power can be stored in the first battery 111 via the second battery 212a. Since both 201a and 121a are bidirectional, in this case, 201a is DC-AC conversion and 121a is AC-DC conversion. Further, 123a is a power transmission antenna, and 122a is a power reception antenna.
車両100に設けられるコントローラ101は、受電手段への給電を制御する給電制御手段(残量制御部)221と、車輪の回転駆動を制御する駆動制御手段(トルク制御部)222とを有している。残量制御部221は、第2バッテリ212aに対する電源供給を制御する。第1バッテリ111および第2バッテリ212aのバッテリ量(バッテリ残量)は、残量制御部221が検出しており、たとえば、第2バッテリ212aのバッテリ残量が少なくなったときには、DC-AC変換部121a、AC-DC変換部201aに対し、車両100から車輪のモータユニットM1に対する電力伝送を制御信号S11を介して行う。この際、制御信号S11により双方向チョッパ202aは、車両100からモータユニットM1へ向う正方向の電力伝送を行う。
The controller 101 provided in the vehicle 100 includes a power supply control unit (remaining amount control unit) 221 that controls power supply to the power receiving unit, and a drive control unit (torque control unit) 222 that controls rotational driving of the wheels. Yes. The remaining amount control unit 221 controls power supply to the second battery 212a. The remaining amount control unit 221 detects the battery amounts (remaining battery amounts) of the first battery 111 and the second battery 212a. For example, when the remaining battery amount of the second battery 212a decreases, DC-AC conversion is performed. Power is transmitted from the vehicle 100 to the wheel motor unit M1 to the unit 121a and the AC-DC converter 201a via the control signal S11. At this time, the bidirectional chopper 202a performs power transmission in the positive direction from the vehicle 100 to the motor unit M1 by the control signal S11.
一方、残量制御部221は、モータMの回生時に、モータユニットM1から車両側へ向う逆方向の電力伝送を行う場合についても、制御信号S11を用いて行う。この場合、双方向チョッパ202aに対しては、伝送の有無を制御する。伝送を行わない制御時には、第2バッテリ212aから第1バッテリ方向への電力伝送は行わない。伝送を行う制御時には、電力伝送の方向を第2バッテリ212aから第1バッテリ111の方向に切り替える。
On the other hand, the remaining amount control unit 221 also uses the control signal S11 when performing power transmission in the reverse direction from the motor unit M1 to the vehicle side during regeneration of the motor M. In this case, the presence / absence of transmission is controlled for the bidirectional chopper 202a. During control without transmission, power transmission from the second battery 212a toward the first battery is not performed. At the time of control for transmission, the direction of power transmission is switched from the second battery 212a to the first battery 111.
トルク制御部222は、全トルク指令値を走行状態に応じて各車輪FL,FR,RL,RRごとにトルク配分する。図示の右前輪FRのモータユニットM1に対しては、インバータ203aに対するトルク配分値を制御信号S1で出力することにより行う。
The torque control unit 222 distributes the torque of all torque command values for each wheel FL, FR, RL, RR according to the running state. For the motor unit M1 of the right front wheel FR shown in the figure, the torque distribution value for the inverter 203a is output by the control signal S1.
また、モータユニットM1は、第2バッテリ212aの電流値および電圧値を信号S2としてコントローラ101に出力し、モータMの回転速度を信号S3としてコントローラ101に出力する。
Further, the motor unit M1 outputs the current value and voltage value of the second battery 212a to the controller 101 as a signal S2, and outputs the rotation speed of the motor M to the controller 101 as a signal S3.
これら制御信号S1~S3と、S11は、車両100と車輪側のモータユニットM1との間で有線接続された制御線を介して伝送させる。これら制御信号S1~S3と、S11については、データ送信できればよいため、制御線に細線を用いることができ、大容量の電力伝送を行うような太線を用いる必要はないため、車輪の操舵性を低下させることがない。
These control signals S1 to S3 and S11 are transmitted via a control line connected by wire between the vehicle 100 and the motor unit M1 on the wheel side. Since these control signals S1 to S3 and S11 only need to be able to transmit data, a thin line can be used as a control line, and it is not necessary to use a thick line that performs large-capacity power transmission. There is no reduction.
図3は、インバータの回路例を示す図である。インバータ203aは、第2バッテリ212aから供給される直流電力をモータMの3相交流電力に変換する。U,V,Wの各相±にそれぞれダイオード301と、駆動トランジスタ302とを設け、PWM変調により、電圧と周波数を制御した正弦波を生成してモータMの各相に供給してモータMを回転駆動する。
FIG. 3 is a diagram illustrating an example of an inverter circuit. The inverter 203a converts the DC power supplied from the second battery 212a into the three-phase AC power of the motor M. A diode 301 and a driving transistor 302 are provided in each of the U, V, and W phases ±, and a sine wave whose voltage and frequency are controlled by PWM modulation is generated and supplied to each phase of the motor M. Rotating drive.
図4は、双方向チョッパの回路例を示す図である。双方向チョッパ202aは、一次側ハーフブリッジ回路401と、二次側ハーフブリッジ回路402と、リアクトル403とを備えている。一次側ハーフブリッジ回路401は、AC-DC変換部201aに接続されるスイッチング素子404と、ダイオード405を有している。二次側ハーフブリッジ回路402は、第2バッテリ212aに接続されるスイッチング素子406と、ダイオード407とを有している。リアクトル403は、一次側と二次側との間に接続されている。そして、スイッチング素子404,406の制御により、リアクトル403を介して一次側から二次側への正方向の電力伝送、あるいは二次側から一次側への逆方向の電力伝送を行うことができる。
FIG. 4 is a diagram illustrating a circuit example of a bidirectional chopper. The bidirectional chopper 202 a includes a primary side half bridge circuit 401, a secondary side half bridge circuit 402, and a reactor 403. The primary half bridge circuit 401 includes a switching element 404 connected to the AC-DC converter 201a and a diode 405. The secondary half bridge circuit 402 includes a switching element 406 connected to the second battery 212a and a diode 407. The reactor 403 is connected between the primary side and the secondary side. Under the control of the switching elements 404 and 406, forward power transmission from the primary side to the secondary side or reverse power transmission from the secondary side to the primary side can be performed via the reactor 403.
上記構成により、車両100側に第1バッテリ111を設け、インバータ203aと第2バッテリ212aをモータユニットM1に内蔵して設けているため、DCの電源を車両100側から供給することにより、モータMを駆動することができる。この際、車両100と車輪のモータユニットM1との間におけるDC電力の供給は、大電流を必要としない。これは、モータの駆動には、第2バッテリ212aに蓄電されている電力を用いるためであり、大きなトルクを出力する際に必要な電力量を多少の余裕を持って第2バッテリに蓄電しておけば良い。したがって、第1バッテリと第2バッテリの間の電力伝送を連続的に行うようにしておけば、大電流を流さなくても済むのである。このため、車両100と、車輪のモータユニットM1にそれぞれ電力伝送アンテナ122a,123aを設け、非接触な無線による電力伝送を行うことができる。
With the above configuration, since the first battery 111 is provided on the vehicle 100 side and the inverter 203a and the second battery 212a are provided in the motor unit M1, the motor M is supplied by supplying DC power from the vehicle 100 side. Can be driven. At this time, the supply of DC power between the vehicle 100 and the wheel motor unit M1 does not require a large current. This is because the electric power stored in the second battery 212a is used for driving the motor, and the amount of electric power required to output a large torque is stored in the second battery with some margin. It ’s fine. Therefore, if electric power transmission between the first battery and the second battery is continuously performed, it is not necessary to pass a large current. For this reason, the power transmission antennas 122a and 123a are provided in the vehicle 100 and the motor unit M1 of the wheel, respectively, so that non-contact wireless power transmission can be performed.
(バッテリ間の電力伝送の概要)
図5は、バッテリ間の電力伝送の概要を示す図である。4輪駆動の場合、四つのモータユニットM1~M4を有し、第1バッテリ111は、これら四つのモータユニットM1~M4のモータMを駆動する比較的大きな容量を有するものを用いる。一方、モータユニットM1(およびM2~M4)にそれぞれ設ける第2バッテリ212aは、単一のモータMを駆動すればよく、比較的小容量のものを用いることができ、重量を軽量化できる。 (Outline of power transfer between batteries)
FIG. 5 is a diagram showing an outline of power transmission between batteries. In the case of four-wheel drive, four motor units M1 to M4 are provided, and thefirst battery 111 having a relatively large capacity for driving the motors M of the four motor units M1 to M4 is used. On the other hand, the second battery 212a provided in each of the motor units M1 (and M2 to M4) only needs to drive a single motor M, can be used with a relatively small capacity, and can reduce the weight.
図5は、バッテリ間の電力伝送の概要を示す図である。4輪駆動の場合、四つのモータユニットM1~M4を有し、第1バッテリ111は、これら四つのモータユニットM1~M4のモータMを駆動する比較的大きな容量を有するものを用いる。一方、モータユニットM1(およびM2~M4)にそれぞれ設ける第2バッテリ212aは、単一のモータMを駆動すればよく、比較的小容量のものを用いることができ、重量を軽量化できる。 (Outline of power transfer between batteries)
FIG. 5 is a diagram showing an outline of power transmission between batteries. In the case of four-wheel drive, four motor units M1 to M4 are provided, and the
第1バッテリ111と、第2バッテリ212aとの間における電力伝送は、モータユニットM1内の第2バッテリ212aの残量(現在値B1)が、常に目標残量値BS(Set)に近づくように制御する。この制御は、上記コントローラ101の残量制御部221が行う。目標残量値BSは、充電上限値BU(Upper)と充電下限値BL(Lower)との間の所定値に設定される。図中RL(Lower)は、現在値B1と充電下限値BLとの差分であり、第2バッテリ212aで使用可能な容量である。
The power transmission between the first battery 111 and the second battery 212a is such that the remaining amount (current value B1) of the second battery 212a in the motor unit M1 always approaches the target remaining amount value BS (Set). Control. This control is performed by the remaining amount control unit 221 of the controller 101. The target remaining amount value BS is set to a predetermined value between the charging upper limit value BU (Upper) and the charging lower limit value BL (Lower). In the figure, RL (Lower) is a difference between the current value B1 and the charging lower limit value BL, and is a capacity that can be used by the second battery 212a.
電力の伝送方向は、上述したように双方向、すなわち正方向と逆方向がある。正方向は、第1バッテリ111→第2バッテリ212aの方向である。逆方向は、第2バッテリ212a→第1バッテリ111の方向である。
As described above, the power transmission direction is bidirectional, that is, the forward direction and the reverse direction. The positive direction is the direction from the first battery 111 to the second battery 212a. The reverse direction is the direction from the second battery 212 a to the first battery 111.
コントローラ101は、基本的には、
1.正方向への電力伝送は、力行制御時に行う。力行制御は、たとえば、アクセルペダル103の踏み込みを検出したときに行う。
2.逆方向への電力伝送は、回生制御時に行う。回生制御は、たとえば、ブレーキペダル104の踏み込みを検出したときに行う。 Thecontroller 101 basically has
1. Power transmission in the positive direction is performed during power running control. Power running control is performed, for example, when the depression of theaccelerator pedal 103 is detected.
2. Power transmission in the reverse direction is performed during regenerative control. The regeneration control is performed, for example, when the depression of the brake pedal 104 is detected.
1.正方向への電力伝送は、力行制御時に行う。力行制御は、たとえば、アクセルペダル103の踏み込みを検出したときに行う。
2.逆方向への電力伝送は、回生制御時に行う。回生制御は、たとえば、ブレーキペダル104の踏み込みを検出したときに行う。 The
1. Power transmission in the positive direction is performed during power running control. Power running control is performed, for example, when the depression of the
2. Power transmission in the reverse direction is performed during regenerative control. The regeneration control is performed, for example, when the depression of the brake pedal 104 is detected.
そして、コントローラ101(残量制御部221およびトルク制御部222)は、充電の現在値B1が第2バッテリ212aの充電上限値BUを超えないように、回生時の回生電力を制御する。また、充電の現在値B1が第2バッテリ212aの充電下限値BLを下回らないように、力行時の力行電力を制御する。
The controller 101 (the remaining amount control unit 221 and the torque control unit 222) controls the regenerative power at the time of regeneration so that the current charging value B1 does not exceed the charging upper limit value BU of the second battery 212a. Further, the power running power during power running is controlled so that the current charge value B1 does not fall below the charge lower limit value BL of the second battery 212a.
(電力伝送の制御内容)
図6は、電力伝送にかかる全体の制御内容を示すフローチャートである。コントローラ101が行う電力伝送とトルク制御の処理について示している。はじめに、コントローラ101は、モータユニットM1~M4のセンサにより、現在の走行速度を検出する。また、アクセルペダル103とブレーキペダル104の踏み込みを検出する(ステップS701)。 (Contents of power transmission control)
FIG. 6 is a flowchart showing the entire control content related to power transmission. The process of power transmission and torque control performed by thecontroller 101 is shown. First, the controller 101 detects the current traveling speed with the sensors of the motor units M1 to M4. Further, depression of the accelerator pedal 103 and the brake pedal 104 is detected (step S701).
図6は、電力伝送にかかる全体の制御内容を示すフローチャートである。コントローラ101が行う電力伝送とトルク制御の処理について示している。はじめに、コントローラ101は、モータユニットM1~M4のセンサにより、現在の走行速度を検出する。また、アクセルペダル103とブレーキペダル104の踏み込みを検出する(ステップS701)。 (Contents of power transmission control)
FIG. 6 is a flowchart showing the entire control content related to power transmission. The process of power transmission and torque control performed by the
そして、現在の走行状態と制御形態の組み合わせを特定する(ステップS702)。上記のように、
1.アクセルペダル103の踏み込みを検出したときには、力行制御と特定する。
2.ブレーキペダル104の踏み込みを検出したときには、回生制御と特定する。このほか、
3.アクセルペダル103およびブレーキペダル104の踏み込みを検出せず、かつ、車両100の速度が遅い場合には、力行制御と特定する。この場合、後述する擬似クリープトルクの制御を行う。
4.アクセルペダル103およびブレーキペダル104の踏み込みを検出せず、かつ、車両100の速度が速い場合には、回生制御と特定する。この場合、後述する擬似エンジンブレーキの制御を行う。
5.アクセルペダル103およびブレーキペダル104の踏み込みを検出せず、かつ、車両100の速度が中程度(速くなく、また遅くない速度)の場合には、制御なし(惰行運転)と特定する。 Then, the combination of the current traveling state and the control mode is specified (step S702). as mentioned above,
1. When depression of theaccelerator pedal 103 is detected, power running control is specified.
2. When depression of the brake pedal 104 is detected, regeneration control is specified. other than this,
3. When the depression of theaccelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is low, the power running control is specified. In this case, the pseudo creep torque described later is controlled.
4). When depression of theaccelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is high, regeneration control is specified. In this case, a pseudo engine brake, which will be described later, is controlled.
5. When depression of theaccelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is medium (not fast and not slow), it is specified that there is no control (coasting operation).
1.アクセルペダル103の踏み込みを検出したときには、力行制御と特定する。
2.ブレーキペダル104の踏み込みを検出したときには、回生制御と特定する。このほか、
3.アクセルペダル103およびブレーキペダル104の踏み込みを検出せず、かつ、車両100の速度が遅い場合には、力行制御と特定する。この場合、後述する擬似クリープトルクの制御を行う。
4.アクセルペダル103およびブレーキペダル104の踏み込みを検出せず、かつ、車両100の速度が速い場合には、回生制御と特定する。この場合、後述する擬似エンジンブレーキの制御を行う。
5.アクセルペダル103およびブレーキペダル104の踏み込みを検出せず、かつ、車両100の速度が中程度(速くなく、また遅くない速度)の場合には、制御なし(惰行運転)と特定する。 Then, the combination of the current traveling state and the control mode is specified (step S702). as mentioned above,
1. When depression of the
2. When depression of the brake pedal 104 is detected, regeneration control is specified. other than this,
3. When the depression of the
4). When depression of the
5. When depression of the
つぎに、制御形態がいずれであるかを判断する(ステップS703)。制御形態が力行制御のときには(ステップS703:力行)、力行トルク制御を行い(ステップS704)、ステップS706に移行する。制御形態が回生制御のときには(ステップS703:回生)、回生トルク制御を行い(ステップS705)、ステップS706に移行する。制御形態が惰行の場合には(ステップS703:惰行)、特に制御を行わず、ステップS706に移行する。
Next, it is determined which control mode is used (step S703). When the control mode is power running control (step S703: power running), power running torque control is performed (step S704), and the process proceeds to step S706. When the control mode is regenerative control (step S703: regenerative), regenerative torque control is performed (step S705), and the process proceeds to step S706. If the control mode is coasting (step S703: coasting), no control is performed and the process proceeds to step S706.
つぎに、ステップS706では、上述した無線による電力伝送制御を行い(ステップS706)、処理を終了する。コントローラ101は、上記の各処理を経時的に連続して行う。
Next, in step S706, the above-described wireless power transmission control is performed (step S706), and the process ends. The controller 101 performs the above processes continuously over time.
(力行トルク制御について)
図7は、力行トルク制御の制御内容を示すフローチャートである。図6のステップS704に示した力行トルク制御の詳細な制御内容を示している。はじめに、コントローラ101は、モータユニットM1~M4にそれぞれ設けられる第2バッテリ212(212a~212d:ただし212b~212dはモータユニットM2~M4の第2バッテリを指し不図示)の各値を検出する(ステップS801)。 (About power running torque control)
FIG. 7 is a flowchart showing the control content of the power running torque control. The detailed control content of power running torque control shown to step S704 of FIG. 6 is shown. First, thecontroller 101 detects each value of the second battery 212 (212a to 212d, where 212b to 212d indicate the second batteries of the motor units M2 to M4, respectively) provided in the motor units M1 to M4 ( Step S801).
図7は、力行トルク制御の制御内容を示すフローチャートである。図6のステップS704に示した力行トルク制御の詳細な制御内容を示している。はじめに、コントローラ101は、モータユニットM1~M4にそれぞれ設けられる第2バッテリ212(212a~212d:ただし212b~212dはモータユニットM2~M4の第2バッテリを指し不図示)の各値を検出する(ステップS801)。 (About power running torque control)
FIG. 7 is a flowchart showing the control content of the power running torque control. The detailed control content of power running torque control shown to step S704 of FIG. 6 is shown. First, the
第2バッテリ212(212a~212d)の充電下限値はBLとし、現在値(残量)はB1~B4とし、現在の電圧はV1~V4とする。モータユニットM1~M4の第2バッテリ212a~212dは、モータMの駆動状態に対応してそれぞれ現在値B1~B4が異なり常に変動する。
The charging lower limit value of the second battery 212 (212a to 212d) is BL, the current value (remaining amount) is B1 to B4, and the current voltage is V1 to V4. The current values B1 to B4 of the second batteries 212a to 212d of the motor units M1 to M4 are always different depending on the driving state of the motor M.
つぎに、アクセルペダル103の踏み込み量と、所定のトルク配分値により、各車輪(各モータユニットM1~M4)へのトルク配分値T1~T4を決定し、後述するモータ効率マップを用いた電力推定方法により、必要な力行電力W1~W4を算出する(ステップS802)。
Next, torque distribution values T1 to T4 to each wheel (each motor unit M1 to M4) are determined based on the depression amount of the accelerator pedal 103 and a predetermined torque distribution value, and power estimation using a motor efficiency map described later is performed. The necessary powering powers W1 to W4 are calculated by the method (step S802).
つぎに、第2バッテリ212の電力使用可能な容量RLを算出する(ステップS803)。具体的には、モータユニットM1~M4にそれぞれ設けられる第2バッテリ212(212a~212d)について、
使用可能な容量RL1~RL4=現在値B1~B4-充電下限値BL
により算出する。 Next, the capacity | capacitance RL which can use the electric power of the 2nd battery 212 is calculated (step S803). Specifically, the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
Usable capacities RL1 to RL4 = current values B1 to B4—charge lower limit BL
Calculated by
使用可能な容量RL1~RL4=現在値B1~B4-充電下限値BL
により算出する。 Next, the capacity | capacitance RL which can use the electric power of the 2nd battery 212 is calculated (step S803). Specifically, the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
Usable capacities RL1 to RL4 = current values B1 to B4—charge lower limit BL
Calculated by
つぎに、各モータユニットM1~M4で必要な力行電力W1~W4と、ステップS803で算出した第2バッテリ212(212a~212d)で使用可能な容量RL1~RL4とを比較する(ステップS804)。この結果、各モータユニットM1~M4で必要な力行電力W1~W4が対応する第2バッテリ212(212a~212d)で使用可能な容量RL1~RL4を超えた場合には(ステップS804:Yes)、力行電力が使用可能な容量RL1~RL4以下となるように、各車輪のトルク配分値を再計算する(ステップS805)。すなわち、全トルク指令値をトルク配分する際に、残量が少ない第2バッテリ212のモータユニットへのトルク配分値を少なくし、その割合で、他のモータユニットのトルク配分値も少なくする。
Next, the power running powers W1 to W4 required by the motor units M1 to M4 are compared with the capacities RL1 to RL4 usable in the second battery 212 (212a to 212d) calculated in step S803 (step S804). As a result, when the power running power W1 to W4 required for each motor unit M1 to M4 exceeds the capacity RL1 to RL4 usable by the corresponding second battery 212 (212a to 212d) (step S804: Yes), The torque distribution value of each wheel is recalculated so that the power running power is less than the usable capacities RL1 to RL4 (step S805). That is, when torque distribution is performed on all torque command values, the torque distribution value to the motor unit of the second battery 212 having a small remaining amount is decreased, and the torque distribution values of other motor units are also decreased at that ratio.
一方、ステップS804で各モータユニットM1~M4で必要な力行電力W1~W4が対応する第2バッテリ212(212a~212d)で使用可能な容量RL1~RL4に収まっていれば(ステップS804:No)、ステップS805の処理を行わず、ステップS806に移行する。
On the other hand, if the power running power W1 to W4 necessary for each of the motor units M1 to M4 is within the capacity RL1 to RL4 that can be used by the corresponding second battery 212 (212a to 212d) in step S804 (No in step S804). The process of step S805 is not performed, and the process proceeds to step S806.
そして、ステップS806では、各モータユニットM1~M4に対するトルク配分値を用いて、力行トルク制御を行い(ステップS806)、処理を終了する。
In step S806, power running torque control is performed using the torque distribution values for the motor units M1 to M4 (step S806), and the process ends.
(回生トルク制御について)
図8は、回生トルク制御の制御内容を示すフローチャートである。図6のステップS705に示した回生トルク制御の詳細な制御内容を示している。回生時には、モータMが電力を発生する。はじめに、コントローラ101は、モータユニットM1~M4にそれぞれ設けられる第2バッテリ212(212a~212d)の各値を検出する(ステップS901)。第2バッテリ212の充電上限値はBUとし、現在値(残量)はB1~B4とし、現在の電圧はV1~V4とする。 (Regenerative torque control)
FIG. 8 is a flowchart showing the control content of the regenerative torque control. The detailed control content of regenerative torque control shown to step S705 of FIG. 6 is shown. During regeneration, the motor M generates electric power. First, thecontroller 101 detects each value of the second battery 212 (212a to 212d) provided in each of the motor units M1 to M4 (step S901). The upper limit of charge of the second battery 212 is BU, the current value (remaining amount) is B1 to B4, and the current voltage is V1 to V4.
図8は、回生トルク制御の制御内容を示すフローチャートである。図6のステップS705に示した回生トルク制御の詳細な制御内容を示している。回生時には、モータMが電力を発生する。はじめに、コントローラ101は、モータユニットM1~M4にそれぞれ設けられる第2バッテリ212(212a~212d)の各値を検出する(ステップS901)。第2バッテリ212の充電上限値はBUとし、現在値(残量)はB1~B4とし、現在の電圧はV1~V4とする。 (Regenerative torque control)
FIG. 8 is a flowchart showing the control content of the regenerative torque control. The detailed control content of regenerative torque control shown to step S705 of FIG. 6 is shown. During regeneration, the motor M generates electric power. First, the
つぎに、ブレーキペダル104の踏み込み量と、所定のトルク配分値により、各車輪(各モータユニットM1~M4)へのトルク配分値T1~T4を決定し、後述するモータ効率マップを用いた電力推定方法により、回生電力W1~W4を算出する(ステップS902)。
Next, torque distribution values T1 to T4 for each wheel (each motor unit M1 to M4) are determined based on the depression amount of the brake pedal 104 and a predetermined torque distribution value, and power estimation using a motor efficiency map described later is performed. The regenerative power W1 to W4 is calculated by the method (step S902).
つぎに、第2バッテリ212の電力回生可能な容量RUを算出する(ステップS903)。具体的には、モータユニットM1~M4にそれぞれ設けられる第2バッテリ212(212a~212d)について、
回生可能な容量RU1~RU4=充電上限値BU-現在値B1~B4
により算出する。 Next, the capacity | capacitance RU in which electric power regeneration of the 2nd battery 212 is possible is calculated (step S903). Specifically, the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
Regenerative capacities RU1 to RU4 = charge upper limit value BU−current values B1 to B4
Calculated by
回生可能な容量RU1~RU4=充電上限値BU-現在値B1~B4
により算出する。 Next, the capacity | capacitance RU in which electric power regeneration of the 2nd battery 212 is possible is calculated (step S903). Specifically, the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
Regenerative capacities RU1 to RU4 = charge upper limit value BU−current values B1 to B4
Calculated by
つぎに、各モータユニットM1~M4での回生電力W1~W4と、ステップS903で算出した第2バッテリ212(212a~212d)で回生可能な容量RUとを比較する(ステップS904)。この結果、各モータユニットM1~M4の回生電力W1~W4が対応する第2バッテリ212(212a~212d)で回生可能な容量RU1~RU4を超えた場合には(ステップS904:Yes)、回生電力が回生可能な容量RU1~RU4以下となるように、各車輪のトルク配分値を再計算する(ステップS905)。すなわち、全トルク指令値をトルク配分する際に、残量が多い第2バッテリ212のモータユニットへのトルク配分値を少なくし、その割合で、他のモータユニットのトルク配分値も少なくする。
Next, the regenerative power W1 to W4 in each of the motor units M1 to M4 is compared with the capacity RU that can be regenerated by the second battery 212 (212a to 212d) calculated in step S903 (step S904). As a result, when the regenerative power W1 to W4 of each motor unit M1 to M4 exceeds the capacity RU1 to RU4 that can be regenerated by the corresponding second battery 212 (212a to 212d) (step S904: Yes), the regenerative power The torque distribution value of each wheel is recalculated so that becomes less than the capacity RU1 to RU4 that can be regenerated (step S905). That is, when all torque command values are torque-distributed, the torque distribution value to the motor unit of the second battery 212 having a large remaining amount is decreased, and the torque distribution values of the other motor units are also decreased at that ratio.
一方、ステップS904で各モータユニットM1~M4の回生電力W1~W4が対応する第2バッテリ212(212a~212d)で回生可能な容量RU1~RU4に収まっていれば(ステップS904:No)、ステップS905の処理を行わず、ステップS906に移行する。
On the other hand, if the regenerative power W1 to W4 of each motor unit M1 to M4 is within the capacity RU1 to RU4 that can be regenerated by the corresponding second battery 212 (212a to 212d) in step S904 (step S904: No), step S904 is performed. The process proceeds to step S906 without performing the process of S905.
そして、ステップS906では、各モータユニットM1~M4に対するトルク配分値を用いて、回生トルク制御を行い(ステップS906)、処理を終了する。
In step S906, regenerative torque control is performed using the torque distribution values for the motor units M1 to M4 (step S906), and the process ends.
(電力伝送の制御手順)
つぎに、上述した無線による電力伝送の制御手順について説明する。図9は、実施の形態にかかる無線による電力伝送の制御手順の一例を示すフローチャートである。図9の説明では、モータユニットM1に設けられる第2バッテリ212aに対する電力伝送を例に説明するが、他のモータユニットM2~M4に設けられる第2バッテリ212b~212dについても同様の処理を行えばよい。 (Power transmission control procedure)
Next, the above-described wireless power transmission control procedure will be described. FIG. 9 is a flowchart illustrating an example of a wireless power transmission control procedure according to the embodiment. In the description of FIG. 9, power transmission to thesecond battery 212a provided in the motor unit M1 will be described as an example. However, if similar processing is performed for the second batteries 212b to 212d provided in the other motor units M2 to M4. Good.
つぎに、上述した無線による電力伝送の制御手順について説明する。図9は、実施の形態にかかる無線による電力伝送の制御手順の一例を示すフローチャートである。図9の説明では、モータユニットM1に設けられる第2バッテリ212aに対する電力伝送を例に説明するが、他のモータユニットM2~M4に設けられる第2バッテリ212b~212dについても同様の処理を行えばよい。 (Power transmission control procedure)
Next, the above-described wireless power transmission control procedure will be described. FIG. 9 is a flowchart illustrating an example of a wireless power transmission control procedure according to the embodiment. In the description of FIG. 9, power transmission to the
はじめに、コントローラ101は、第2バッテリ212aの各値を検出する(ステップS1001)。第2バッテリ212aの目標残量値はBSとし、現在値(残量)はB1とし、現在の電圧はV1とする。また、モータユニットMに対する無線の電源ラインL1の最大電流をAmaxとする。この最大電流Amaxは、電源ラインL1上に設けられる無線伝送にかかる電力伝送アンテナ122a,123aのコイルや、ドライバIC等によって許容値(電流許容値)が異なる。
First, the controller 101 detects each value of the second battery 212a (step S1001). The target remaining amount value of the second battery 212a is BS, the current value (remaining amount) is B1, and the current voltage is V1. Further, the maximum current of the wireless power supply line L1 for the motor unit M is Amax. This maximum current Amax has different allowable values (current allowable values) depending on the coils of the power transmission antennas 122a and 123a for wireless transmission provided on the power supply line L1, the driver IC, and the like.
つぎに、電力伝送可能な上限値Cmaxと、伝送したい電力Dとを下記式により算出する(ステップS1002)。
電力伝送可能な上限値Cmax=電源ラインL1の最大電流Amax×現在の電圧V1
伝送したい電力D=BS-B1 Next, an upper limit value Cmax at which electric power can be transmitted and electric power D to be transmitted are calculated by the following formula (step S1002).
Upper limit Cmax at which power can be transmitted = maximum current Amax of power supply line L1 × current voltage V1
Power to be transmitted D = BS-B1
電力伝送可能な上限値Cmax=電源ラインL1の最大電流Amax×現在の電圧V1
伝送したい電力D=BS-B1 Next, an upper limit value Cmax at which electric power can be transmitted and electric power D to be transmitted are calculated by the following formula (step S1002).
Upper limit Cmax at which power can be transmitted = maximum current Amax of power supply line L1 × current voltage V1
Power to be transmitted D = BS-B1
上記の伝送したい電力Dとは、電源ラインL1上の第1バッテリ111と第2バッテリ212aとの間で電力伝送したい電力である。たとえば、力行時には、割り当てられたトルク配分値に対応して、第1バッテリ111から第2バッテリ212aへの正方向に向けてモータMを駆動するために必要な電力である。回生時には、回線電力を第1バッテリ111に伝送しようとする電力に相当する。
The electric power D to be transmitted is electric power to be transmitted between the first battery 111 and the second battery 212a on the power supply line L1. For example, during power running, the electric power is required to drive the motor M in the positive direction from the first battery 111 to the second battery 212a corresponding to the assigned torque distribution value. At the time of regeneration, this corresponds to the power to transmit the line power to the first battery 111.
つぎに、電力伝送の電力値を決定する(ステップS1003)。電力伝送の電力値は、伝送したい電力Dの絶対値|D|と、電力伝送可能な上限値Cmaxとのうち、小さい方の電力値を用いて行う。このため、伝送したい電力Dの絶対値が電力伝送可能な上限値Cmaxを超えていれば(ステップS1003:Yes)、電力伝送可能な上限値Cmaxを伝送する電力Dとして決定する(ステップS1004)。
Next, the power value of power transmission is determined (step S1003). The power value of power transmission is performed by using the smaller one of the absolute value | D | of the power D desired to be transmitted and the upper limit Cmax capable of power transmission. For this reason, if the absolute value of the power D to be transmitted exceeds the upper limit value Cmax that allows power transmission (step S1003: Yes), the upper limit value Cmax that allows power transmission is determined as the power D to be transmitted (step S1004).
一方、ステップS1004において、伝送したい電力Dの絶対値が電力伝送可能な上限値Cmaxを超えていなければ(ステップS1003:No)、ステップS1004の処理を行わず、伝送したい電力Dをそのまま用い、ステップS1005に移行する。
On the other hand, in step S1004, if the absolute value of power D to be transmitted does not exceed the upper limit Cmax at which power can be transmitted (step S1003: No), the processing of step S1004 is not performed and the power D to be transmitted is used as it is. The process proceeds to S1005.
そして、ステップS1005では、差分容量Dを第1バッテリ111から第2バッテリ212aに無線の電源ラインL1を介して電力伝送する。Dの値が負の場合には、回生時であるため、第2バッテリ212aから第1バッテリ111に無線の電源ラインL1を介して電力伝送する(ステップS1005)。
In step S1005, the differential capacity D is transmitted from the first battery 111 to the second battery 212a via the wireless power line L1. If the value of D is negative, it is during regeneration, and power is transmitted from the second battery 212a to the first battery 111 via the wireless power line L1 (step S1005).
(力行トルク指令値について)
図10は、力行時のトルク指令値を示す図表である。アクセルペダル103の踏み込み量(横軸)に対する力行トルク指令値(縦軸)の関係を示している。コントローラ101のトルク制御部222は、図示のように、これらアクセルペダル103の踏み込み量と、力行時の全トルク指令値とは、比例する直線関係で制御するのではなく、アクセルペダル103の踏み込み量に対してはじめはなだらかに変化する曲線を有して力行トルク指令値を出力する。また、車両100の前進時に比べて後退時の力行トルク指令値は、さらになだらかとなるよう設定している。 (About power running torque command value)
FIG. 10 is a chart showing torque command values during power running. The relationship between the power running torque command value (vertical axis) and the depression amount (horizontal axis) of theaccelerator pedal 103 is shown. As shown in the figure, the torque control unit 222 of the controller 101 does not control the amount of depression of the accelerator pedal 103 and the total torque command value at the time of power running in a proportional linear relationship, but the amount of depression of the accelerator pedal 103. On the other hand, a power running torque command value is output with a curve that gradually changes. Further, the power running torque command value at the time of backward movement is set to be gentler than that at the time of forward movement of the vehicle 100.
図10は、力行時のトルク指令値を示す図表である。アクセルペダル103の踏み込み量(横軸)に対する力行トルク指令値(縦軸)の関係を示している。コントローラ101のトルク制御部222は、図示のように、これらアクセルペダル103の踏み込み量と、力行時の全トルク指令値とは、比例する直線関係で制御するのではなく、アクセルペダル103の踏み込み量に対してはじめはなだらかに変化する曲線を有して力行トルク指令値を出力する。また、車両100の前進時に比べて後退時の力行トルク指令値は、さらになだらかとなるよう設定している。 (About power running torque command value)
FIG. 10 is a chart showing torque command values during power running. The relationship between the power running torque command value (vertical axis) and the depression amount (horizontal axis) of the
(回生トルク指令値について)
図11は、回生時のトルク指令値を示す図表である。ブレーキペダル104の踏み込み量(横軸)に対する回生トルク指令値(縦軸)の関係を示している。コントローラ101は、図示のように、ブレーキペダル104の踏み込み量に対し、回生トルク指令値は、ほぼ直線関係となるよう制御している。また、車両の前進時に比べて後退時の回生トルク指令値は、なだらかに変化するよう設定している。 (Regenerative torque command value)
FIG. 11 is a chart showing torque command values during regeneration. The relationship of the regenerative torque command value (vertical axis) with respect to the depression amount (horizontal axis) of the brake pedal 104 is shown. As shown in the figure, thecontroller 101 controls the regenerative torque command value to have a substantially linear relationship with respect to the depression amount of the brake pedal 104. Further, the regenerative torque command value at the time of reverse movement is set so as to change more gently than at the time of forward movement of the vehicle.
図11は、回生時のトルク指令値を示す図表である。ブレーキペダル104の踏み込み量(横軸)に対する回生トルク指令値(縦軸)の関係を示している。コントローラ101は、図示のように、ブレーキペダル104の踏み込み量に対し、回生トルク指令値は、ほぼ直線関係となるよう制御している。また、車両の前進時に比べて後退時の回生トルク指令値は、なだらかに変化するよう設定している。 (Regenerative torque command value)
FIG. 11 is a chart showing torque command values during regeneration. The relationship of the regenerative torque command value (vertical axis) with respect to the depression amount (horizontal axis) of the brake pedal 104 is shown. As shown in the figure, the
(擬似クリープトルクと擬似エンジンブレーキについて)
図12は、ペダルを離したときのトルク指令値を示す図表である。コントローラ101は、アクセルペダル103もブレーキペダル104も踏まれない場合、図示のように、車速に応じてトルク指令値を変えている。 (About pseudo creep torque and pseudo engine brake)
FIG. 12 is a chart showing torque command values when the pedal is released. When neither theaccelerator pedal 103 nor the brake pedal 104 is depressed, the controller 101 changes the torque command value according to the vehicle speed as shown in the figure.
図12は、ペダルを離したときのトルク指令値を示す図表である。コントローラ101は、アクセルペダル103もブレーキペダル104も踏まれない場合、図示のように、車速に応じてトルク指令値を変えている。 (About pseudo creep torque and pseudo engine brake)
FIG. 12 is a chart showing torque command values when the pedal is released. When neither the
そして、車速が遅い場合は、プラス(+)のトルクとして擬似クリープトルクを生成する。車速が速い場合は、マイナス(-)のトルクとして擬似エンジンブレーキを生成する。図示の例では、車速が40km/h程度以上で擬似エンジンブレーキをかけ、60km/h程度が最も大きなトルク値をかけるようになっている。60km/h程度以上の速度では、次第に小さなトルク値をかけるようになっている。車速が中程度の場合は(図中Nの速度領域)、トルク指令値をゼロにして惰行運転する。
And when the vehicle speed is slow, pseudo creep torque is generated as positive (+) torque. When the vehicle speed is high, a pseudo engine brake is generated as a negative (−) torque. In the illustrated example, the pseudo engine brake is applied when the vehicle speed is about 40 km / h or higher, and the largest torque value is applied when the vehicle speed is about 60 km / h. At a speed of about 60 km / h or more, a small torque value is gradually applied. When the vehicle speed is medium (N speed range in the figure), the coasting operation is performed with the torque command value set to zero.
また、通常モードとエコモードとを切り替えるように構成した場合、切り替えたモード別に、車速に対するトルク指令値の特性を変えてもよい。図示の例では、通常モードに比べてエコモード時には、擬似クリープトルク値を少なくし、擬似エンジンブレーキは、マイナスの大きなトルク値としている。
Further, when the normal mode and the eco mode are switched, the characteristics of the torque command value with respect to the vehicle speed may be changed for each switched mode. In the illustrated example, the pseudo creep torque value is reduced in the eco mode compared to the normal mode, and the pseudo engine brake has a large negative torque value.
(モータ効率マップを用いたモータの電力推定)
つぎに、モータ効率マップを用いたモータMの消費電力(回生電力)推定について説明する。図13は、モータ効率マップを示す図表である。効率マップ1400は、モータMの回転速度-トルク特性を示すものであり、横軸は回転速度、縦軸はトルクである。コントローラ101の記憶部には、図示の4象限の効率マップ1400を予め格納しておく。 (Motor power estimation using motor efficiency map)
Next, power consumption (regenerative power) estimation of the motor M using the motor efficiency map will be described. FIG. 13 is a chart showing a motor efficiency map. Theefficiency map 1400 shows the rotational speed-torque characteristics of the motor M, with the horizontal axis representing the rotational speed and the vertical axis representing the torque. In the storage unit of the controller 101, an efficiency map 1400 in the illustrated four quadrant is stored in advance.
つぎに、モータ効率マップを用いたモータMの消費電力(回生電力)推定について説明する。図13は、モータ効率マップを示す図表である。効率マップ1400は、モータMの回転速度-トルク特性を示すものであり、横軸は回転速度、縦軸はトルクである。コントローラ101の記憶部には、図示の4象限の効率マップ1400を予め格納しておく。 (Motor power estimation using motor efficiency map)
Next, power consumption (regenerative power) estimation of the motor M using the motor efficiency map will be described. FIG. 13 is a chart showing a motor efficiency map. The
効率マップ1400の第1~第4象限は、それぞれ、
1.正転力行:前進中にアクセルペダルを踏んでいる状態
2.逆転力行:後退中にアクセルペダルを踏んでいる状態
3.逆転回生:後退中にブレーキペダルを踏んでいる状態
4.正転回生:前進中にブレーキペダルを踏んでいる状態
である。 The first to fourth quadrants of theefficiency map 1400 are respectively
1. Forward running: A state where the accelerator pedal is being depressed while moving forward. 2. Reverse power running: A state where the accelerator pedal is depressed during reverse. Reverse regeneration: State where the brake pedal is depressed during reverse. Normal regenerative regeneration: A state in which the brake pedal is depressed during forward travel.
1.正転力行:前進中にアクセルペダルを踏んでいる状態
2.逆転力行:後退中にアクセルペダルを踏んでいる状態
3.逆転回生:後退中にブレーキペダルを踏んでいる状態
4.正転回生:前進中にブレーキペダルを踏んでいる状態
である。 The first to fourth quadrants of the
1. Forward running: A state where the accelerator pedal is being depressed while moving forward. 2. Reverse power running: A state where the accelerator pedal is depressed during reverse. Reverse regeneration: State where the brake pedal is depressed during reverse. Normal regenerative regeneration: A state in which the brake pedal is depressed during forward travel.
コントローラ101のトルク制御部222は、アクセルペダル103やブレーキペダル104の踏み込み量から、全トルク指令量を算出する。そして、この全トルク値を所定のトルク配分によって、各車輪のモータMごとのトルク配分値Tに配分する。
The torque control unit 222 of the controller 101 calculates the total torque command amount from the depression amount of the accelerator pedal 103 and the brake pedal 104. The total torque value is distributed to a torque distribution value T for each motor M of each wheel by a predetermined torque distribution.
また、コントローラ101は、車両100の走行中、各モータユニットM1~M4のセンサにより回転速度Vfl,Vfr,Vrl,Vrrを検出する。ここでは、回転速度をωとして説明する。そして、コントローラ101は、モータMについて、効率マップ1400を参照し、トルクTと回転速度ωから効率ηを得る。
Further, the controller 101 detects the rotational speeds Vfl, Vfr, Vrl, Vrr by the sensors of the motor units M1 to M4 while the vehicle 100 is traveling. Here, the rotation speed is described as ω. Then, the controller 101 refers to the efficiency map 1400 for the motor M, and obtains the efficiency η from the torque T and the rotational speed ω.
そして、コントローラ101は、以下の式から、力行時の消費電力と、回生時の回生電力をそれぞれ推定する。
・力行時
効率η=(T・ω)/(V・I)
・回生時
効率η=(V・I)/(T・ω)
(V,Iは、モータMの電圧と電流、あるいはインバータ203の電圧と電流) And thecontroller 101 estimates the power consumption at the time of power running, and the regenerative power at the time of regeneration from the following formula | equation, respectively.
・ Power efficiency η = (T ・ ω) / (V ・ I)
・ Regeneration efficiency η = (V ・ I) / (T ・ ω)
(V and I are the voltage and current of the motor M or the voltage and current of the inverter 203)
・力行時
効率η=(T・ω)/(V・I)
・回生時
効率η=(V・I)/(T・ω)
(V,Iは、モータMの電圧と電流、あるいはインバータ203の電圧と電流) And the
・ Power efficiency η = (T ・ ω) / (V ・ I)
・ Regeneration efficiency η = (V ・ I) / (T ・ ω)
(V and I are the voltage and current of the motor M or the voltage and current of the inverter 203)
上記の(V・I)がモータMの力行時の消費電力、および回生時の回生電力Wに相当する。コントローラ101は、上述したように、第2バッテリ212(212a~212d)について、現在値と、使用可能あるいは回生可能な電力量を求める。そして、使用可能あるいは回生可能な電力量と、算出した上記消費電力(回生電力)とを比較し、範囲内に収まるように、モータMに対するトルク配分値を修正する。
The above (V · I) corresponds to the power consumption of the motor M during power running and the regenerative power W during regeneration. As described above, the controller 101 obtains the current value and the usable or regenerative power amount for the second battery 212 (212a to 212d). Then, the amount of power that can be used or regenerated is compared with the calculated power consumption (regenerative power), and the torque distribution value for the motor M is corrected so as to be within the range.
そして、効率マップ1400を用いることにより、より正確にモータMの消費電力(回生電力)を判断できるようになる。これにより、電力伝送時における必要な電力量(伝送したい電力D)を精度よく推定することができ、電力伝送時の電力量を正確に算出でき、効率的な電力伝送を行うことができるようになる。
And by using the efficiency map 1400, the power consumption (regenerative power) of the motor M can be determined more accurately. As a result, it is possible to accurately estimate the amount of power required during power transmission (power D to be transmitted), accurately calculate the amount of power during power transmission, and perform efficient power transmission. Become.
効率マップ1400は、予め取得しておくに限らない。たとえば、車両100の走行中に効率マップ1400を作成してもよい。コントローラ101は、効率マップ生成部を備え、走行時にモータMの消費電力と、回転数とを取得して、上記の効率マップ1400を生成する。
The efficiency map 1400 is not limited to being acquired in advance. For example, the efficiency map 1400 may be created while the vehicle 100 is traveling. The controller 101 includes an efficiency map generation unit, acquires the power consumption and the rotation speed of the motor M during traveling, and generates the efficiency map 1400 described above.
このほか、予め取得した効率マップ1400を更新する構成とすることもできる。この際、
・モータMに流れる電流Iからトルク値を検出
・レゾルバ等の回転位置センサにより車輪の回転速度を検出
・第2バッテリ212aとインバータ203a間に設けた電流センサおよび電圧センサにより電流と電圧を検出し、電力を算出
コントローラ101は、上記の検出および算出によって、車両100の走行時に、記憶部に格納した効率マップ1400を随時更新していくことができる。 In addition, theefficiency map 1400 acquired in advance can be updated. On this occasion,
・ Detects the torque value from the current I flowing through the motor M ・ Detects the rotational speed of the wheel by a rotational position sensor such as a resolver ・ Detects the current and voltage by a current sensor and a voltage sensor provided between thesecond battery 212a and the inverter 203a Calculation of Electric Power The controller 101 can update the efficiency map 1400 stored in the storage unit at any time during traveling of the vehicle 100 by the above detection and calculation.
・モータMに流れる電流Iからトルク値を検出
・レゾルバ等の回転位置センサにより車輪の回転速度を検出
・第2バッテリ212aとインバータ203a間に設けた電流センサおよび電圧センサにより電流と電圧を検出し、電力を算出
コントローラ101は、上記の検出および算出によって、車両100の走行時に、記憶部に格納した効率マップ1400を随時更新していくことができる。 In addition, the
・ Detects the torque value from the current I flowing through the motor M ・ Detects the rotational speed of the wheel by a rotational position sensor such as a resolver ・ Detects the current and voltage by a current sensor and a voltage sensor provided between the
(トルク配分例)
つぎに、各車輪のモータMに対するトルク配分値の再配分例について説明する。図14は、バッテリ残量が少なくなったときのトルクの再配分例を説明する図である。コントローラ101に対し、たとえば、アクセルペダル103の踏み込みにより、全トルク指令値が100[Nm]として入力された場合を例に説明する。 (Example of torque distribution)
Next, an example of redistribution of the torque distribution value for the motor M of each wheel will be described. FIG. 14 is a diagram illustrating an example of torque redistribution when the remaining battery level is low. An example will be described in which the total torque command value is input as 100 [Nm] to thecontroller 101 by, for example, depressing the accelerator pedal 103.
つぎに、各車輪のモータMに対するトルク配分値の再配分例について説明する。図14は、バッテリ残量が少なくなったときのトルクの再配分例を説明する図である。コントローラ101に対し、たとえば、アクセルペダル103の踏み込みにより、全トルク指令値が100[Nm]として入力された場合を例に説明する。 (Example of torque distribution)
Next, an example of redistribution of the torque distribution value for the motor M of each wheel will be described. FIG. 14 is a diagram illustrating an example of torque redistribution when the remaining battery level is low. An example will be described in which the total torque command value is input as 100 [Nm] to the
図14中の(a)に示すように、仮に、コントローラ101のトルク制御部222が、トルク配分値として、左右の前輪を20[Nm]、左右の後輪を30[Nm]にトルク配分としたとする。
As shown in (a) of FIG. 14, suppose that the torque control unit 222 of the controller 101 assigns torque distribution values to 20 [Nm] for the left and right front wheels and 30 [Nm] for the left and right rear wheels. Suppose that
ここで、図14の(b)に示すように、左前輪FLのモータユニットM2に設けられた第2バッテリ212(212bに相当)のバッテリ残量が少なくなり、左前輪FLのモータMで16[Nm]しか出力できなくなったとする。これに対応して単に左前輪FLだけのトルクを下げてしまうと、左右の前輪の駆動力がアンバランスになり、車両100の進行の向きが変わるという影響が生じる。
Here, as shown in FIG. 14B, the remaining amount of the battery of the second battery 212 (corresponding to 212b) provided in the motor unit M2 of the left front wheel FL is reduced, and the motor M of the left front wheel FL becomes 16%. Assume that only [Nm] can be output. Correspondingly, if the torque of the left front wheel FL is simply lowered, the driving force of the left and right front wheels becomes unbalanced, which causes an effect that the direction of travel of the vehicle 100 changes.
このため、コントローラ101のトルク制御部222は、図14(c)に示すように、トルクの再配分を行う。すなわち、左右の前輪に対し、同じトルク16[Nm]となるようトルク配分する。また、前輪のトルクを20[Nm]から16[Nm]に変更した割合(4/5)に対応して左右の後輪についても、同じ割合にするため、30[Nm]から24[Nm]にトルクを変更する。この場合、全トルク値は、100[Nm]から80[Nm]に変更されることになる。
For this reason, the torque controller 222 of the controller 101 redistributes the torque as shown in FIG. That is, the torque is distributed to the left and right front wheels so that the same torque 16 [Nm] is obtained. Further, the left and right rear wheels have the same ratio corresponding to the ratio (4/5) in which the front wheel torque is changed from 20 [Nm] to 16 [Nm]. Change the torque to. In this case, the total torque value is changed from 100 [Nm] to 80 [Nm].
上記説明では、第2バッテリ212の残量が少なくなることに基づくトルクの再配分について説明したが、バッテリ212が満充電に近い場合に、車両100の制動時(ブレーキ時)についても、同様に行う。ただし、この場合、制動力としてモータMの回生ブレーキだけでは足りなくなるため、この不足分の制動力は機械式ブレーキを併用する必要がある。
In the above description, the torque redistribution based on the fact that the remaining amount of the second battery 212 is reduced has been described. However, when the battery 212 is nearly fully charged, the same applies to the braking of the vehicle 100 (during braking). Do. However, in this case, only the regenerative brake of the motor M is not sufficient as the braking force, so this insufficient braking force needs to be used in combination with a mechanical brake.
(協調ブレーキについて)
協調ブレーキとは、モータMによる回生ブレーキと、油圧制御による機械式ブレーキとを組み合わせて、必要な制動力を生成するブレーキである。回生ブレーキと機械式ブレーキの組み合わせについては、各種方法がある。 (About cooperative brake)
The cooperative brake is a brake that generates a necessary braking force by combining a regenerative brake by the motor M and a mechanical brake by hydraulic control. There are various methods for combining a regenerative brake and a mechanical brake.
協調ブレーキとは、モータMによる回生ブレーキと、油圧制御による機械式ブレーキとを組み合わせて、必要な制動力を生成するブレーキである。回生ブレーキと機械式ブレーキの組み合わせについては、各種方法がある。 (About cooperative brake)
The cooperative brake is a brake that generates a necessary braking force by combining a regenerative brake by the motor M and a mechanical brake by hydraulic control. There are various methods for combining a regenerative brake and a mechanical brake.
たとえば、常に、回生ブレーキと機械式ブレーキとを所定の比率でいずれも使用する方法、所定の制動量までは回生ブレーキを使用し、所定の制動量以上となると機械式ブレーキを加えて用いる方法、所定の制動量までは機械式ブレーキを使用し、所定の制動量以上となると回生ブレーキを加えて用いる方法、等がある。
For example, a method of always using a regenerative brake and a mechanical brake at a predetermined ratio, a method of using a regenerative brake up to a predetermined braking amount, and using a mechanical brake when a predetermined braking amount is exceeded, There is a method of using a mechanical brake up to a predetermined braking amount and using a regenerative brake when the braking amount exceeds a predetermined braking amount.
図15-1は、実施の形態で用いる協調ブレーキの制御特性を示す図である。横軸は速度、縦軸は制動トルクである。モータMは、速度が低いとき回転数が小さい。したがって、図示のように、このような速度が低いときには逆起電力も小さくなるため、大きな回生ブレーキを得ることができない。
FIG. 15-1 is a diagram illustrating the control characteristics of the cooperative brake used in the embodiment. The horizontal axis is speed, and the vertical axis is braking torque. The motor M has a low rotation speed when the speed is low. Accordingly, as shown in the figure, when such a speed is low, the back electromotive force is also small, and thus a large regenerative brake cannot be obtained.
したがって、実施の形態のコントローラ101では、モータMの回生ブレーキだけではなく、回生ブレーキでは得られない不足分の制動トルクを機械式ブレーキにより得る協調ブレーキ制御を行うようにしている。図示の例では、機械式ブレーキの制動トルクは、回生ブレーキと逆の特性を有し、速度が低いほど大きく、速度が高くなるにつれて減少させている。これにより、ブレーキペダル104の踏み込み量に対応した制動トルク値を、回生ブレーキと機械式ブレーキ双方の制動力により得る。
Therefore, in the controller 101 of the embodiment, not only the regenerative brake of the motor M but also the coordinated brake control for obtaining the insufficient braking torque that cannot be obtained by the regenerative brake by the mechanical brake is performed. In the example shown in the figure, the braking torque of the mechanical brake has a characteristic opposite to that of the regenerative brake, and increases as the speed decreases and decreases as the speed increases. Thereby, the braking torque value corresponding to the depression amount of the brake pedal 104 is obtained by the braking force of both the regenerative brake and the mechanical brake.
また、第2バッテリ212の現在値が満充電に近くなって大きな回生ブレーキをかけることができない場合、コントローラ101は、低速時と同じように、回生ブレーキの制動トルクの割合を小さくし、機械式ブレーキによる制動トルクの割合を大きくして、必要な制動トルクを得るよう協調ブレーキ制御を行う。
Further, when the current value of the second battery 212 is close to full charge and a large regenerative brake cannot be applied, the controller 101 reduces the ratio of the regenerative brake braking torque in the same manner as at the low speed, thereby reducing the mechanical type. Cooperative brake control is performed so as to obtain a required braking torque by increasing the ratio of the braking torque by the brake.
図15-2は、実施の形態で用いる協調ブレーキのほかの制御特性を示す図である。図示の例では、回生ブレーキによって発生する電力が充電できなくなった時点で、次第に回生ブレーキによる制動トルクの割合を小さくし、逆に機械式ブレーキによる割合を大きくさせている。
FIG. 15-2 is a diagram illustrating other control characteristics of the cooperative brake used in the embodiment. In the illustrated example, when the electric power generated by the regenerative brake can no longer be charged, the ratio of the braking torque by the regenerative brake is gradually reduced, and conversely, the ratio by the mechanical brake is increased.
以上説明したように、制動トルクをモータMによる回生ブレーキだけではなく、機械式ブレーキを併用する協調ブレーキ制御により、広範囲な速度に渡り必要な制動トルクを発生させることができ、車両100の走行を安全に行うことができるようになる。そして、第2バッテリ212の充電容量の変化により、第2バッテリ212に充電できないような状態が生じたときであっても、必要な制動トルクを得ることができるようになる。
As described above, the braking torque is generated not only by the regenerative brake by the motor M but also by the cooperative brake control using the mechanical brake together, so that the necessary braking torque can be generated over a wide range of speeds. It can be done safely. Even when the second battery 212 cannot be charged due to a change in the charge capacity of the second battery 212, the necessary braking torque can be obtained.
(車輪および電力伝送アンテナの構造例)
図16は、車輪および電力伝送アンテナの構造例を示す図である。図16の(a)は斜視図、(b)は前面図、(c)は上面図である。車輪1700は、ホイール1701にタイヤ1702が装着されてなる。ホイール1701内部には、モータ(インホイールモータ)Mが設けられ、このモータMは、中心に設けられ車軸1710に固定されたステータ1711と、ステータ1711の外周に環状に設けられ、駆動時にホイール1701を回転させるロータ1712とからなる。 (Example of wheel and power transmission antenna structure)
FIG. 16 is a diagram illustrating a structure example of a wheel and a power transmission antenna. 16A is a perspective view, FIG. 16B is a front view, and FIG. 16C is a top view. Thewheel 1700 is formed by attaching a tire 1702 to a wheel 1701. Inside the wheel 1701, a motor (in-wheel motor) M is provided. The motor M is provided at the center and is provided in a ring shape on the outer periphery of the stator 1711 and is fixed to the axle 1710. And a rotor 1712 for rotating the motor.
図16は、車輪および電力伝送アンテナの構造例を示す図である。図16の(a)は斜視図、(b)は前面図、(c)は上面図である。車輪1700は、ホイール1701にタイヤ1702が装着されてなる。ホイール1701内部には、モータ(インホイールモータ)Mが設けられ、このモータMは、中心に設けられ車軸1710に固定されたステータ1711と、ステータ1711の外周に環状に設けられ、駆動時にホイール1701を回転させるロータ1712とからなる。 (Example of wheel and power transmission antenna structure)
FIG. 16 is a diagram illustrating a structure example of a wheel and a power transmission antenna. 16A is a perspective view, FIG. 16B is a front view, and FIG. 16C is a top view. The
車軸1710は、ナックル1721上部のアッパーアーム1722と、下部のローワーアーム1723を介して車両100のホイールスペース150部分に上下動自在に軸支される。アッパーアーム1722と車両100との間には、上下方向にサスペンション1730が設けられている。
The axle 1710 is pivotally supported by the wheel space 150 portion of the vehicle 100 through the upper arm 1722 at the upper part of the knuckle 1721 and the lower arm 1723 at the lower part so as to be movable up and down. A suspension 1730 is provided between the upper arm 1722 and the vehicle 100 in the vertical direction.
また、ナックル1721には、タイロッド1731の端部が接続され、このタイロッド1731は、ハンドル102の操作に応じて進退し、ナックル1721を介して車輪1700を図中R方向に旋回動作させる。
Further, an end of a tie rod 1731 is connected to the knuckle 1721. The tie rod 1731 advances and retreats according to the operation of the handle 102, and turns the wheel 1700 in the R direction through the knuckle 1721.
そして、ホイールスペース150には、車両100と、車輪1700には、対向する形で一対の電力伝送アンテナ122,123が設けられる。この一対の電力伝送アンテナ122,l23は、車輪1700と平行(地面に対し垂直)に設けられている。車両100側には、DC-AC変換部121aが設けられる。また、車輪1700側には、AC-DC変換部201a、双方向チョッパ202a、および第2バッテリ212aが設けられる。
In the wheel space 150, the vehicle 100 and the wheel 1700 are provided with a pair of power transmission antennas 122 and 123 facing each other. The pair of power transmission antennas 122 and 123 is provided in parallel with the wheel 1700 (perpendicular to the ground). A DC-AC converter 121a is provided on the vehicle 100 side. On the wheel 1700 side, an AC-DC converter 201a, a bidirectional chopper 202a, and a second battery 212a are provided.
図17は、ストローク時の車輪および電力伝送アンテナの状態を示す図である。図17には前面図を記載してある。(a)には、車両100に対し車輪1700が持ち上がった状態、(b)には、車輪1700に対し車両100が持ち上がった状態を示している。
FIG. 17 is a diagram showing the state of the wheel and the power transmission antenna during a stroke. FIG. 17 shows a front view. (A) shows a state where the wheel 1700 is lifted with respect to the vehicle 100, and (b) shows a state where the vehicle 100 is lifted with respect to the wheel 1700.
車両100に対し車輪1700は、路面状況等に応じて上下方向に移動するが、このようなストローク時において、車輪1700は一対のアッパーアーム1722、およびローワーアーム1723により常に地面に垂直に移動する。この際、一対の電力伝送アンテナ122,123は中心軸がずれるが、互いに平行に対面する状態を保持することができ、電力の伝送効率を大きく劣化させることはない。
The wheel 1700 moves in the vertical direction with respect to the vehicle 100 according to the road surface condition or the like. During such a stroke, the wheel 1700 always moves perpendicularly to the ground by the pair of upper arms 1722 and the lower arm 1723. At this time, although the central axes of the pair of power transmission antennas 122 and 123 are deviated from each other, the power transmission antennas 122 and 123 can be kept facing each other in parallel, and the power transmission efficiency is not greatly deteriorated.
図18は、ローリング時の車輪および電力伝送アンテナの状態を示す図である。図18には前面図を記載してある。(a)には、地面に対し垂直な車輪1700に対し、車両100が一方に傾いた状態、(b)には、車両100が他方に傾いた状態を示している。
FIG. 18 is a diagram showing the state of the wheels and the power transmission antenna during rolling. FIG. 18 shows a front view. (A) shows a state in which the vehicle 100 is inclined to one side with respect to the wheel 1700 perpendicular to the ground, and (b) shows a state in which the vehicle 100 is inclined to the other side.
車両100に対し車輪1700は、路面状況等に応じて傾くが、このようなローリング時における傾きは大きくはない。対応して一対の電力伝送アンテナ122,123は互いに傾きが生じるが、大きな傾きではなく、電力の伝送効率を大きく劣化させることはない。
The wheel 1700 inclines with respect to the vehicle 100 according to road surface conditions etc., but the inclination at the time of such rolling is not large. Correspondingly, the pair of power transmission antennas 122 and 123 are inclined to each other, but the inclination is not large, and the power transmission efficiency is not greatly deteriorated.
図19は、旋回時の車輪および電力伝送アンテナの状態を示す図である。図19には上面図を記載してある。(a)は、ハンドル102の操作により車輪1700を一方に向きを変えた状態、(b)は、車輪1700を他方に向きを変えた状態を示している。
FIG. 19 is a diagram showing the state of the wheels and the power transmission antenna during turning. FIG. 19 shows a top view. (A) shows a state in which the direction of the wheel 1700 is changed to one by the operation of the handle 102, and (b) shows a state in which the direction of the wheel 1700 is changed to the other.
旋回時には、車輪の向きに対応して一対の電力伝送アンテナ122,123は互いに傾きが生じる。この際、図19に示したように旋回する角度が大きいと、一対の電力伝送アンテナ122,123の傾きが大きくなり、電力の伝送効率が劣化する。
When turning, the pair of power transmission antennas 122 and 123 are inclined with respect to the direction of the wheels. At this time, if the turning angle is large as shown in FIG. 19, the inclination of the pair of power transmission antennas 122 and 123 becomes large, and the power transmission efficiency deteriorates.
(電力伝送アンテナの伝送効率について)
つぎに、電力伝送アンテナ122,123の伝送効率の変化について説明する。図20は、電力伝送アンテナを構成するコイル間距離と伝送効率との関係を示す図表である。横軸は、コイル間距離、縦軸は伝送効率である。コイルの位置が動く場合は、コイル同士の接触を回避するために、所定の距離を隔てた位置で電力伝送効率が高くなるように設計される。したがって、一般的には図示のように、一対の電力伝送アンテナ122,123の距離(コイル間距離)は、近すぎても遠くても伝送効率が低下する。この例では、30cmの距離が最も伝送効率が良い。また、図示のように、最も伝送効率が良いコイル間距離の付近では、多少コイル間距離が変化しても伝送効率は大幅に低下することはない。一対の電力伝送アンテナ122,123の距離は、この効率が良い伝送距離の長さで設ける。そして、上述したストローク時においては、多少コイル間距離が変化するが、伝送効率は大幅に低下することはない。 (Transmission efficiency of power transmission antenna)
Next, changes in transmission efficiency of the power transmission antennas 122 and 123 will be described. FIG. 20 is a chart showing the relationship between the distance between the coils constituting the power transmission antenna and the transmission efficiency. The horizontal axis is the distance between the coils, and the vertical axis is the transmission efficiency. When the position of the coil moves, in order to avoid contact between the coils, the power transmission efficiency is designed to be high at a position separated by a predetermined distance. Therefore, generally, as shown in the figure, the transmission efficiency is reduced when the distance (distance between coils) between the pair of power transmission antennas 122 and 123 is too close or too far. In this example, a distance of 30 cm has the highest transmission efficiency. Further, as shown in the drawing, in the vicinity of the distance between the coils with the best transmission efficiency, the transmission efficiency does not decrease significantly even if the distance between the coils changes somewhat. The distance between the pair of power transmission antennas 122 and 123 is set to the length of this efficient transmission distance. During the stroke described above, the distance between the coils slightly changes, but the transmission efficiency is not significantly reduced.
つぎに、電力伝送アンテナ122,123の伝送効率の変化について説明する。図20は、電力伝送アンテナを構成するコイル間距離と伝送効率との関係を示す図表である。横軸は、コイル間距離、縦軸は伝送効率である。コイルの位置が動く場合は、コイル同士の接触を回避するために、所定の距離を隔てた位置で電力伝送効率が高くなるように設計される。したがって、一般的には図示のように、一対の電力伝送アンテナ122,123の距離(コイル間距離)は、近すぎても遠くても伝送効率が低下する。この例では、30cmの距離が最も伝送効率が良い。また、図示のように、最も伝送効率が良いコイル間距離の付近では、多少コイル間距離が変化しても伝送効率は大幅に低下することはない。一対の電力伝送アンテナ122,123の距離は、この効率が良い伝送距離の長さで設ける。そして、上述したストローク時においては、多少コイル間距離が変化するが、伝送効率は大幅に低下することはない。 (Transmission efficiency of power transmission antenna)
Next, changes in transmission efficiency of the
図21は、コイル間中心ずれと伝送効率との関係を示す図表である。図示のように、一対の電力伝送アンテナ122,123を構成するコイルの中心ずれがない(0cm)状態が最も伝送効率が高く、中心ずれが生じるにつれ伝送効率は低下する。そして、上述したローリング時においては、多少中心ずれが生じるが、伝送効率は大幅に低下することはない。
FIG. 21 is a chart showing the relationship between the center deviation between coils and the transmission efficiency. As shown in the figure, the transmission efficiency is highest when there is no center deviation (0 cm) between the coils constituting the pair of power transmission antennas 122 and 123, and the transmission efficiency decreases as the center deviation occurs. Then, during the rolling described above, the center is slightly shifted, but the transmission efficiency is not significantly reduced.
図22は、コイル間相対角度と伝送効率との関係を示す図表である。そして、図示のように、一対の電力伝送アンテナ122,123を構成するコイル間の相対角度がない(0deg)状態が最も伝送効率が高く、相対的に角度が生じるにつれ伝送効率は低下する。
FIG. 22 is a chart showing the relationship between the relative angle between the coils and the transmission efficiency. As shown in the figure, the transmission efficiency is highest when there is no relative angle between the coils constituting the pair of power transmission antennas 122 and 123 (0 deg), and the transmission efficiency decreases as the angle is relatively generated.
なお、図には、初期状態(デフォルト)の特性、および経年変化等で生じる2つの特性を記載してある。すなわち、コイル間相対角度に対する伝送効率は、経年変化や温度変化、異物付着等によって変化する。よって、同じコイル間相対角度であっても電力伝送時の効率が異なってくる。
In the figure, the characteristics of the initial state (default) and two characteristics that occur due to secular change are described. That is, the transmission efficiency with respect to the relative angle between the coils changes due to aging, temperature change, foreign matter adhesion, and the like. Therefore, even when the relative angle between the coils is the same, the efficiency during power transmission is different.
そして、地面に垂直な方向で電力伝送アンテナ122,123を設ける構成とした場合、2つのコイルの相対位置関係としては、コイル間距離や中心軸ずれよりも、ハンドル102の操作によるコイル間角度の変化が最も大きい。
When the power transmission antennas 122 and 123 are provided in a direction perpendicular to the ground, the relative positional relationship between the two coils is that the angle between the coils by the operation of the handle 102 is greater than the distance between the coils and the center axis deviation. The biggest change.
このため、電力伝送アンテナ122,123を用いた無線による電力伝送の実施時には、コイル間相対角度と伝送効率値を取得し、コイル間相対角度に対する伝送効率の特性を随時更新するようにする。これにより、無線による電力伝送を実施するか否かを判断する際に、目標とする効率値が得られるコイル間相対角度を正確に求めることができる。そして、コイル間角度に応じて無線による電力伝送の実施を制御することで、損失を極力抑えることができる。
Therefore, when performing wireless power transmission using the power transmission antennas 122 and 123, the relative angle between the coils and the transmission efficiency value are acquired, and the characteristics of the transmission efficiency with respect to the relative angle between the coils are updated as needed. Thereby, when determining whether or not to perform wireless power transmission, it is possible to accurately obtain the relative angle between the coils that provides the target efficiency value. And loss can be suppressed as much as possible by controlling the implementation of wireless power transmission according to the inter-coil angle.
(コイル間相対角度による電力伝送の制御の概要)
図23は、無線による電力伝送の制御の概要を説明するための図表である。図23には、図22と同様のコイル間相対角度と伝送効率との関係を示してある。そして、コントローラ101の記憶部には、図23に示す効率の特性データと、2つの効率値の判断基準を設定しておく。コントローラ101は、この効率の特性を読み出して、コイル間角度、バッテリ残量、走行ルート情報に応じて、無線電力伝送の実施の有無を判断する。 (Outline of power transmission control by relative angle between coils)
FIG. 23 is a chart for explaining an outline of wireless power transmission control. FIG. 23 shows the relationship between the relative angle between the coils and the transmission efficiency similar to FIG. Then, efficiency characteristic data shown in FIG. 23 and two efficiency value determination criteria are set in the storage unit of thecontroller 101. The controller 101 reads this efficiency characteristic and determines whether or not wireless power transmission is performed according to the inter-coil angle, the remaining battery level, and the travel route information.
図23は、無線による電力伝送の制御の概要を説明するための図表である。図23には、図22と同様のコイル間相対角度と伝送効率との関係を示してある。そして、コントローラ101の記憶部には、図23に示す効率の特性データと、2つの効率値の判断基準を設定しておく。コントローラ101は、この効率の特性を読み出して、コイル間角度、バッテリ残量、走行ルート情報に応じて、無線電力伝送の実施の有無を判断する。 (Outline of power transmission control by relative angle between coils)
FIG. 23 is a chart for explaining an outline of wireless power transmission control. FIG. 23 shows the relationship between the relative angle between the coils and the transmission efficiency similar to FIG. Then, efficiency characteristic data shown in FIG. 23 and two efficiency value determination criteria are set in the storage unit of the
たとえば、図23に示すように、2つの判断基準としてη1=80%、η2=50%の2つの許容値(閾値に相当)を設ける。そして、コントローラ101は、
1.伝送効率が80%以上に対応するコイル間相対角度が角度θ1以下の場合、無線による電力伝送を実施する。 For example, as shown in FIG. 23, two allowable values (corresponding to threshold values) of η1 = 80% and η2 = 50% are provided as two judgment criteria. And thecontroller 101
1. When the relative angle between the coils corresponding to the transmission efficiency of 80% or more is equal to or less than the angle θ1, wireless power transmission is performed.
1.伝送効率が80%以上に対応するコイル間相対角度が角度θ1以下の場合、無線による電力伝送を実施する。 For example, as shown in FIG. 23, two allowable values (corresponding to threshold values) of η1 = 80% and η2 = 50% are provided as two judgment criteria. And the
1. When the relative angle between the coils corresponding to the transmission efficiency of 80% or more is equal to or less than the angle θ1, wireless power transmission is performed.
2.伝送効率が50%~80%に対応するコイル間相対角度が角度θ1~θ2の場合、第2バッテリ212aの残量レベルによって、無線による電力伝送の実施を判断する。すなわち、旋回時は車輪1700の向きが曲がり、コイル間相対角度に応じて充電効率が低下するため、無線による電力伝送の実施の有無を判断する必要がある。たとえば、ハンドル102のステアリング回転角度から車輪1700の角度を検出し、充電効率が高い角度の場合のみ充電を行う。さらには、旋回が多いと、第2バッテリ212aのバッテリ残量が減ってしまうため、バッテリ残量を監視し、バッテリが少なくなってきた場合は、充電実施の判断の許容角度を緩くして、効率が多少悪くても充電するようにしてもよい。
2. When the relative angle between the coils corresponding to the transmission efficiency of 50% to 80% is the angles θ1 to θ2, it is determined whether to perform wireless power transmission according to the remaining level of the second battery 212a. That is, when turning, the direction of the wheel 1700 is bent and the charging efficiency is lowered according to the relative angle between the coils. Therefore, it is necessary to determine whether or not wireless power transmission is performed. For example, the angle of the wheel 1700 is detected from the steering rotation angle of the handle 102, and charging is performed only when the charging efficiency is high. Furthermore, since the remaining amount of battery of the second battery 212a decreases when the turn is large, the remaining amount of battery is monitored. You may make it charge even if efficiency is somewhat bad.
3.伝送効率が50%以下に対応するコイル間相対角度が角度θ2以上の場合、第2バッテリ212aの残量レベルや、車両100に搭載したナビゲーションシステムによる走行ルート情報等によって、無線による電力伝送の実施を判断する。たとえば、ナビゲーションシステムから今後の経路上でのカーブ情報を受け取り、直進が続いて車輪の向きがまっすぐな走行状態の予測を行う。そして、コイル間角度が小さく効率の良い電力伝送が期待できるエリアと、第2バッテリ212aのバッテリ残量から、充電実施の判断の許容角度を調整する。
3. When the relative angle between the coils corresponding to the transmission efficiency of 50% or less is equal to or larger than the angle θ2, the wireless power transmission is performed according to the remaining level of the second battery 212a, the travel route information by the navigation system mounted on the vehicle 100, or the like. Judging. For example, it receives curve information on a future route from the navigation system, and predicts a traveling state in which the vehicle continues straight and the direction of the wheels is straight. Then, the allowable angle for determining the charging is adjusted from the area where the inter-coil angle is small and efficient power transmission can be expected, and the remaining battery level of the second battery 212a.
(コイル間相対角度による電力伝送の制御手順)
以下の処理は、上述した無線による電力伝送の制御手順(図9)に代わって実施することになる。図24は、コイル間相対角度による電力伝送の制御手順の一例を示すフローチャート、図25は、第2バッテリの各種パラメータを示す図である。以下の処理では、一対の2つのコイル間の相対角度が小さく電力の伝送効率が良い状態を、ハンドル(ステアリング)102の角度に基づき検出する。そして、ハンドル102の角度から算出したコイル間相対角度が所定角度未満の場合に、前記送電手段より前記受電手段への無線給電を行う。 (Procedure for controlling power transmission based on the relative angle between coils)
The following processing is performed in place of the above-described wireless power transmission control procedure (FIG. 9). FIG. 24 is a flowchart illustrating an example of a control procedure of power transmission based on the relative angle between the coils, and FIG. 25 is a diagram illustrating various parameters of the second battery. In the following processing, a state where the relative angle between the pair of two coils is small and the power transmission efficiency is good is detected based on the angle of the steering wheel (steering) 102. When the relative angle between the coils calculated from the angle of thehandle 102 is less than a predetermined angle, wireless power feeding is performed from the power transmission unit to the power reception unit.
以下の処理は、上述した無線による電力伝送の制御手順(図9)に代わって実施することになる。図24は、コイル間相対角度による電力伝送の制御手順の一例を示すフローチャート、図25は、第2バッテリの各種パラメータを示す図である。以下の処理では、一対の2つのコイル間の相対角度が小さく電力の伝送効率が良い状態を、ハンドル(ステアリング)102の角度に基づき検出する。そして、ハンドル102の角度から算出したコイル間相対角度が所定角度未満の場合に、前記送電手段より前記受電手段への無線給電を行う。 (Procedure for controlling power transmission based on the relative angle between coils)
The following processing is performed in place of the above-described wireless power transmission control procedure (FIG. 9). FIG. 24 is a flowchart illustrating an example of a control procedure of power transmission based on the relative angle between the coils, and FIG. 25 is a diagram illustrating various parameters of the second battery. In the following processing, a state where the relative angle between the pair of two coils is small and the power transmission efficiency is good is detected based on the angle of the steering wheel (steering) 102. When the relative angle between the coils calculated from the angle of the
図25には、上述した第2バッテリ212aの残量(現在値B1)と、目標残量値BS(Set)と、充電上限値BU(Upper)と、充電下限値BL(Lower)のほかに、無線放電実施判断値BJ+(プラス)と、無線充電実施判断値BJ-(マイナス)を設ける。無線放電実施判断値BJ+は、第2バッテリ212aの目標残量値BSと充電上限値BUとの間に設定する。また、無線充電実施判断値BJ-は、目標残量値BSと充電下限値BLとの間に設定する。
In FIG. 25, in addition to the remaining amount (current value B1) of the second battery 212a, the target remaining amount value BS (Set), the charging upper limit value BU (Upper), and the charging lower limit value BL (Lower). A wireless discharge execution determination value BJ + (plus) and a wireless charge execution determination value BJ− (minus) are provided. The wireless discharge execution determination value BJ + is set between the target remaining amount value BS of the second battery 212a and the charge upper limit value BU. The wireless charging execution determination value BJ- is set between the target remaining amount value BS and the charging lower limit value BL.
コントローラ101は、無線による電力伝送の伝送効率について項目をあらかじめ設定しておき各値を検出する(ステップS2501)。具体的には、上述した第2バッテリ212aに第1許容値η1と、第2許容値η2を設定しておく(図23参照)。また、上限側の無線放電実施判断値BJ+と、下限側の無線充電実施判断値BJ-とを設定しておく。そして、コントローラ101は、第2バッテリ212aの現在値(残量)B1を検出する。
The controller 101 sets items in advance for the transmission efficiency of wireless power transmission and detects each value (step S2501). Specifically, the first allowable value η1 and the second allowable value η2 are set in the second battery 212a described above (see FIG. 23). In addition, a wireless discharge execution determination value BJ + on the upper limit side and a wireless charge execution determination value BJ− on the lower limit side are set. Then, the controller 101 detects the current value (remaining amount) B1 of the second battery 212a.
つぎに、コントローラ101は、一対の2つのコイル間の相対角度θcに対する電力の伝送効率ηの関係から、第1許容値η1と、第2許容値η2に対応するコイル間相対角度θ1とθ2を算出する(ステップS2502)。この算出は、図23の特性を示す式、表、グラフ等を用いて行う。
Next, the controller 101 calculates the first allowable value η1 and the inter-coil relative angles θ1 and θ2 corresponding to the second allowable value η2 from the relationship of the power transmission efficiency η to the relative angle θc between the pair of two coils. Calculate (step S2502). This calculation is performed using an equation, a table, a graph, or the like showing the characteristics shown in FIG.
つぎに、コントローラ101は、ステアリング(ハンドル102)の回転角を検出して、車輪1700の角度θsに変換する(ステップS2503)。この後、ジャイロセンサで車両100のローリング角度を検出し、車両100と車輪1700間の角度θrを算出する(ステップS2504)。
Next, the controller 101 detects the rotation angle of the steering wheel (handle 102) and converts it into the angle θs of the wheel 1700 (step S2503). Thereafter, the rolling angle of the vehicle 100 is detected by the gyro sensor, and the angle θr between the vehicle 100 and the wheels 1700 is calculated (step S2504).
つぎに、コントローラ101は、車輪1700の角度θsと、車両100のローリング角度から、2つのコイル間の相対角度θcを算出する(ステップS2505)。この相対角度θcは、θc=√(θs2+θr2)により算出する。
Next, the controller 101 calculates the relative angle θc between the two coils from the angle θs of the wheel 1700 and the rolling angle of the vehicle 100 (step S2505). This relative angle θc is calculated by θc = √ (θs 2 + θr 2 ).
つぎに、コントローラ101は、2つのコイル間の相対角度θcをコイル間相対角度θ1と比較判断する(ステップS2506)。2つのコイル間の相対角度θcがコイル間相対角度θ1より小さい場合には(ステップS2506:Yes)、効率ηが第1許容値η1より高い状態のため、ステップS2511に移行し、無線による電力伝送を実施する。一方、2つのコイル間の相対角度θcがコイル間相対角度θ1より大きい場合には(ステップS2506:No)、つぎに、ステップS2507の判断処理を行う。
Next, the controller 101 compares the relative angle θc between the two coils with the relative angle θ1 between the coils (step S2506). When the relative angle θc between the two coils is smaller than the relative angle θ1 between the coils (step S2506: Yes), since the efficiency η is higher than the first allowable value η1, the process proceeds to step S2511 and wireless power transmission is performed. To implement. On the other hand, when the relative angle θc between the two coils is larger than the relative angle θ1 between the coils (step S2506: No), the determination process of step S2507 is performed.
ステップS2507では、第2バッテリ212aの現在値B1を、下限側の無線充電実施判断値BJ-と、上限側の無線放電実施判断値BJ+との範囲内であるか判断する(ステップS2507)。第2バッテリ212aの現在値B1が、下限側の無線充電実施判断値BJ-と、上限側の無線放電実施判断値BJ+との範囲内であれば(ステップS2507:Yes)、第2バッテリ212aの現在値B1が目標残量値BSに近いため、無線による電力伝送を行わず、処理を終了する。もし、無線電力伝送を行っている最中であった場合は、無線電力伝送処理を終了する(ステップS2513)。
In step S2507, it is determined whether the current value B1 of the second battery 212a is within the range between the lower limit side wireless charging execution determination value BJ- and the upper limit side wireless discharge execution determination value BJ + (step S2507). If the current value B1 of the second battery 212a is within the range between the lower limit side wireless charge execution determination value BJ− and the upper limit side wireless discharge execution determination value BJ + (step S2507: Yes), the second battery 212a Since the current value B1 is close to the target remaining amount value BS, the wireless power transmission is not performed and the process is terminated. If wireless power transmission is in progress, the wireless power transmission process is terminated (step S2513).
一方、第2バッテリ212aの現在値B1が、下限側の無線充電実施判断値BJ-以下、あるいは上限側の無線放電実施判断値BJ+以上であれば(ステップS2507:No)、つぎにステップS2508の判断処理を行う。
On the other hand, if the current value B1 of the second battery 212a is equal to or less than the lower limit side wireless charging execution determination value BJ− or the upper limit side wireless discharge execution determination value BJ + (step S2507: No), the process proceeds to step S2508. Judgment processing is performed.
ステップS2508では、コントローラ101は、2つのコイル間の相対角度θcをコイル間相対角度θ2と比較判断する(ステップS2508)。2つのコイル間の相対角度θcがコイル間相対角度θ2より小さい場合には(ステップS2508:Yes)、第2バッテリ212aの現在値B1が目標残量値BSから大きく異なっているが、効率ηが第2許容値η2より良いため、ステップS2511に移行し、無線による電力伝送を実施する。
In step S2508, the controller 101 compares the relative angle θc between the two coils with the relative angle θ2 between the coils (step S2508). When the relative angle θc between the two coils is smaller than the relative angle θ2 between the coils (step S2508: Yes), the current value B1 of the second battery 212a is significantly different from the target remaining amount value BS, but the efficiency η is Since it is better than the second allowable value η2, the process proceeds to step S2511 and wireless power transmission is performed.
一方、2つのコイル間の相対角度θcがコイル間相対角度θ2より大きい場合には(ステップS2508:No)、第2バッテリ212aの現在値B1が目標残量値BSより大きく異なっており、効率ηが第2許容値η2より悪いため、つぎに、ステップS2509の処理を行うことにより、これから走行する経路上での2つのコイル間の相対角度θcを予測して無線による電力伝送を実施するか否かを判断するようにしている。
On the other hand, when the relative angle θc between the two coils is greater than the relative angle θ2 between the coils (step S2508: No), the current value B1 of the second battery 212a is significantly different from the target remaining amount value BS, and the efficiency η Is worse than the second permissible value η2, whether or not to perform wireless power transmission by predicting the relative angle θc between the two coils on the route to be traveled by performing the process of step S2509. Judgment is made.
このため、ステップS2509では、コントローラ101は、ナビゲーション装置より、車両100が走行する走行ルートの情報(ナビゲーション情報)を取得する(ステップS2509)。そして、今後走行する走行ルート前方の位置における道路の曲がりや傾斜の情報をナビゲーション装置から取得する。そして、取得した道路の曲がりや傾斜の情報に基づいて、車輪1700の角度と、ローリング角度を推定して、2つのコイル間の相対角度θcを予測する(ステップS2509)。
For this reason, in step S2509, the controller 101 acquires information (navigation information) on the travel route on which the vehicle 100 travels from the navigation device (step S2509). And the information of the curve and inclination of the road in the position ahead of the driving | running | working route | root which carries out future driving | running | working is acquired from a navigation apparatus. Then, based on the acquired information on the road bending and inclination, the angle of the wheel 1700 and the rolling angle are estimated, and the relative angle θc between the two coils is predicted (step S2509).
この際、ナビゲーション装置は、走行ルート前方の位置として、車両100の現在位置から進行方向前方の所定距離、あるいは所定時間の範囲内の情報を出力する。あるいは、コントローラ101によって、車両100の現在位置から進行方向前方の所定距離、あるいは所定時間の範囲内の情報を取得するようにする。
At this time, the navigation device outputs information within a predetermined distance or a predetermined time range ahead of the traveling direction from the current position of the vehicle 100 as the position ahead of the travel route. Alternatively, the controller 101 acquires information within a predetermined distance or a predetermined time range in front of the traveling direction from the current position of the vehicle 100.
そして、コントローラ101は、直ぐ先(上記所定距離範囲内等)の走行ルートで2つのコイル間の相対角度θcがコイル間相対角度θ2より小さくなるか判断する(ステップS2510)。直ぐ先での2つのコイル間の相対角度θcがコイル間相対角度θ2より小さくなると推定された場合には(ステップS2510:Yes)、現在の処理時点での無線による電力伝送は行わず、処理を終了する。もし、無線電力伝送を行っている最中であった場合は、無線電力伝送処理を終了する(ステップS2513)。一方、直ぐ先での2つのコイル間の相対角度θcがコイル間相対角度θ2より大きいと推定された場合には(ステップS2510:No)、現在の時点で無線による電力伝送を実施するためにステップS2511に移行する。
Then, the controller 101 determines whether or not the relative angle θc between the two coils is smaller than the relative angle θ2 between the coils in the travel route immediately before (within the predetermined distance range or the like) (step S2510). If it is estimated that the relative angle θc between the two coils immediately before becomes smaller than the relative angle θ2 between the coils (step S2510: Yes), the wireless power transmission at the current processing time is not performed and the processing is performed. finish. If wireless power transmission is in progress, the wireless power transmission process is terminated (step S2513). On the other hand, when it is estimated that the relative angle θc between the two coils immediately before is larger than the relative angle θ2 between the coils (step S2510: No), a step is performed to perform wireless power transmission at the current time point. The process moves to S2511.
ステップS2511では、コントローラ101は、以上の今回の処理での無線による電力伝送を実施し(ステップS2511)、2つのコイル(電力伝送アンテナ)の受信電力と送信電力をそれぞれ計算して伝送効率ηを求める。そして、新たに求められた2つのコイル間の相対角度θcと効率ηの関係(上記記憶部に設定する効率の特性データ)を更新し(ステップS2512)、処理を終了する。以上の処理は、定期的に繰り返し実行される。
In step S2511, the controller 101 performs wireless power transmission in the above process (step S2511), and calculates the transmission power η by calculating the reception power and transmission power of the two coils (power transmission antennas). Ask. Then, the newly calculated relationship between the relative angle θc between the two coils and the efficiency η (efficiency characteristic data set in the storage unit) is updated (step S2512), and the process ends. The above process is repeatedly executed periodically.
(停車時等の無線による電力伝送制御について)
車両100が信号等で停車したり、駐車したときを無線による電力伝送を実施の機会とすることができる。図26は、停車時等の無線による電力伝送制御の制御手順の一例を示すフローチャートである。 (About wireless power transmission control when the vehicle is stopped, etc.)
When thevehicle 100 is stopped by a signal or the like or parked, wireless power transmission can be an opportunity. FIG. 26 is a flowchart illustrating an example of a control procedure of wireless power transmission control when the vehicle is stopped.
車両100が信号等で停車したり、駐車したときを無線による電力伝送を実施の機会とすることができる。図26は、停車時等の無線による電力伝送制御の制御手順の一例を示すフローチャートである。 (About wireless power transmission control when the vehicle is stopped, etc.)
When the
はじめに、コントローラ101は、第2バッテリ212aの現在値B1を検出する。また、第2バッテリ212aの目標残量値BSの設定を得る(ステップS2701)。つぎに、車両100が走行中であるか判断する(ステップS2702)。車両100が走行中であるか否かの判断は、たとえば速度センサによって検出された速度が0であれば停車中と判断する。
First, the controller 101 detects the current value B1 of the second battery 212a. Further, the setting of the target remaining amount value BS of the second battery 212a is obtained (step S2701). Next, it is determined whether the vehicle 100 is traveling (step S2702). For example, if the speed detected by the speed sensor is 0, it is determined that the vehicle 100 is stopped.
そして、走行中であれば(ステップS2702:Yes)、処理を終了し、停車中であれば(ステップS2702:No)、コントローラ101は、つぎに、第2バッテリ212aの現在値B1が目標残量値BSであるか判断する(ステップS2703)。第2バッテリ212aの現在値B1が目標残量値BSであれば(ステップS2703:Yes)、処理を終了し、一致していなければ(ステップS2703:No)、ステップS2704に移行する。
If the vehicle is running (step S2702: YES), the process is terminated. If the vehicle is stopped (step S2702: NO), the controller 101 then determines that the current value B1 of the second battery 212a is the target remaining amount. It is determined whether the value is BS (step S2703). If the current value B1 of the second battery 212a is the target remaining amount value BS (step S2703: Yes), the process ends. If they do not match (step S2703: NO), the process proceeds to step S2704.
ステップS2704では、コントローラ101は、無線による電力伝送のために車輪1700およびハンドル102を自動で回転させることをドライバに知らせる(ステップS2704)。つぎに、2つのコイル間の相対角度θcが最小になるようにハンドル102を回転させる(ステップS2705)。
In step S2704, the controller 101 informs the driver that the wheel 1700 and the handle 102 are automatically rotated for wireless power transmission (step S2704). Next, the handle 102 is rotated so that the relative angle θc between the two coils is minimized (step S2705).
すなわち、電力の伝送効率ηが最大となる位置(図16、および図23の相対角度が0の状態)に車輪1700を旋回させる。車輪1700の回転に伴いハンドル102が回転することになる。なお、車輪1700の回転力は、図示しないアクチエータやモータ等の回転制御部の動力源を用いる。
That is, the wheel 1700 is turned to a position where the power transmission efficiency η is maximized (the relative angle in FIGS. 16 and 23 is 0). As the wheel 1700 rotates, the handle 102 rotates. For the rotational force of the wheel 1700, a power source of a rotation control unit such as an actuator or a motor (not shown) is used.
つぎに、コントローラ101は、アクセルペダル103またはハンドル102の操作があるかを判断する(ステップS2706)。ハンドル102の回転中に、アクセルペダル103またはハンドル102の操作があれば(ステップS2706:Yes)、車両100が停車中の状態から変化したと判断し、ハンドル回転を終了し(ステップS2711)、処理を終了する。アクセルペダル103またはハンドル102の操作がなければ(ステップS2706:No)、ハンドル102の回転が完了したかを判断する(ステップS2707)。
Next, the controller 101 determines whether or not there is an operation of the accelerator pedal 103 or the handle 102 (step S2706). If the accelerator pedal 103 or the handle 102 is operated during the rotation of the handle 102 (step S2706: Yes), it is determined that the vehicle 100 has changed from the stopped state, the handle rotation is terminated (step S2711), and the process is performed. Exit. If the accelerator pedal 103 or the handle 102 is not operated (step S2706: No), it is determined whether the rotation of the handle 102 is completed (step S2707).
ハンドル102は、2つのコイル間の相対角度θcが最小になるまでの間回転させる(ステップS2707:No~ステップS2705のループ)。そして、2つのコイル間の相対角度θcが最小になれば、ハンドル102の回転完了と判断し(ステップS2707:Yes)、コントローラ101は、無線による電力伝送を実施する(ステップS2708)。
The handle 102 is rotated until the relative angle θc between the two coils is minimized (step S2707: No to step S2705 loop). When the relative angle θc between the two coils is minimized, it is determined that the rotation of the handle 102 is completed (step S2707: Yes), and the controller 101 performs wireless power transmission (step S2708).
この後、コントローラ101は、アクセルペダル103またはハンドル102の操作があるかを判断する(ステップS2709)。無線による電力伝送中に、アクセルペダル103またはハンドル102の操作があれば(ステップS2709:Yes)、車両100が停車中の状態から変化したと判断し、無線電力伝送を終了し(ステップS2712)、処理を終了する。アクセルペダル103またはハンドル102の操作がなければ(ステップS2709:No)、無線による電力伝送が完了したかを判断する(ステップS2710)。
Thereafter, the controller 101 determines whether or not there is an operation of the accelerator pedal 103 or the handle 102 (step S2709). If there is an operation of the accelerator pedal 103 or the handle 102 during wireless power transmission (step S2709: YES), it is determined that the vehicle 100 has changed from the stopped state, and the wireless power transmission is terminated (step S2712). The process ends. If the accelerator pedal 103 or the handle 102 is not operated (step S2709: NO), it is determined whether wireless power transmission is completed (step S2710).
コントローラ101は、第2バッテリ212aの現在値B1が目標残量値BSに一致すれば、無線による電力伝送が完了したと判断し(ステップS2710:Yes)、処理を終了する。一方、第2バッテリ212aの現在値B1が目標残量値BSに一致していなければ(ステップS2710:No)、第2バッテリ212aの現在値B1が目標残量値BSに一致するまでの間、無線による電力伝送を実施する(ステップS2710:No~ステップS2708のループ)。
If the current value B1 of the second battery 212a matches the target remaining amount value BS, the controller 101 determines that wireless power transmission has been completed (step S2710: Yes), and ends the process. On the other hand, if the current value B1 of the second battery 212a does not match the target remaining amount value BS (step S2710: No), until the current value B1 of the second battery 212a matches the target remaining amount value BS, Wireless power transmission is performed (step S2710: No to step S2708 loop).
上記の処理例では、第2バッテリ212aの現在値B1が目標残量値BSに厳密に一致するよう無線による電力伝送を行う構成としたが、目標残量値BSを中心として多少の幅を持たせれば、現在値B1が目標残量値BSに厳密に一致せずとも、目標残量値BSに近づけば伝送の処理を終了させることができる。
In the above processing example, the wireless power transmission is performed so that the current value B1 of the second battery 212a exactly matches the target remaining amount value BS. However, there is a certain range around the target remaining amount value BS. In this case, even if the current value B1 does not exactly match the target remaining amount value BS, the transmission process can be terminated if it approaches the target remaining amount value BS.
以上説明した実施の形態によれば、車両と車輪にそれぞれバッテリを設け、車両と車輪の間を非接触な無線により電力伝送する構成とした。これにより、車両と車輪との間に大容量の電力伝送ケーブルを設ける必要がなく、ケーブルの損傷や交換を不要にできる。また、相互のバッテリ間での電力伝送は、車輪側の第2バッテリの容量が常に目標残量値となるよう制御する。これにより、常時モータに対して安定な電力を供給できるようになる。
According to the embodiment described above, a battery is provided for each of the vehicle and the wheel, and power is transmitted between the vehicle and the wheel by non-contact radio. Thereby, it is not necessary to provide a large-capacity power transmission cable between the vehicle and the wheel, and it is possible to eliminate damage and replacement of the cable. In addition, the power transmission between the batteries is controlled so that the capacity of the second battery on the wheel side always becomes the target remaining amount value. As a result, stable power can be supplied to the motor at all times.
また、電力伝送を車両の走行状態にあわせて、力行時と回生時、および各モータに対するトルク配分、および制動トルクの変化に対応して制御するため、運転の安全性を確保できるとともに、電力伝送を効率的に行えるようになる。
In addition, since power transmission is controlled according to the running state of the vehicle, in response to power running and regeneration, torque distribution to each motor, and changes in braking torque, it is possible to ensure driving safety and power transmission Can be performed efficiently.
さらに、無線による電力伝送の期間を第2バッテリ212の上限値および下限値に基づいて実施することにより、第2バッテリ212の過放電、および過充電を防止することができるようになる。
Further, by performing the wireless power transmission period based on the upper limit value and the lower limit value of the second battery 212, it is possible to prevent overdischarge and overcharge of the second battery 212.
そして、無線による電力伝送の効率は、車輪の角度により変化するため、車輪の角度に対応して一対の電力伝送アンテナ(2つのコイル)の相対位置によって電力伝送の時期を制御することにより、伝送効率が良い状態で電力伝送できるようになる。これに限らず、バッテリの現在値が目標残量値より大きく離れているときにも電力伝送したり、今後の走行ルートで一対の電力伝送アンテナ(2つのコイル)の相対位置が良好な状態となると推測して良好な状態になったときまで電力伝送せず、良好な状態になったときに電力伝送する構成とすることもできる。
Since the efficiency of wireless power transmission changes depending on the angle of the wheel, transmission is performed by controlling the timing of power transmission according to the relative position of the pair of power transmission antennas (two coils) corresponding to the angle of the wheel. It becomes possible to transmit power in a state of high efficiency. Not limited to this, power is transmitted even when the current value of the battery is far from the target remaining amount value, and the relative position of the pair of power transmission antennas (two coils) is good in the future travel route. It is also possible to assume that the power is not transmitted until it is in a good state and the power is transmitted in a good state.
また、車両の停車時に一対の電力伝送アンテナ(2つのコイル)の相対位置が良好となるよう車輪を旋回させて電力伝送する構成とすることにより、車両が信号待ち等の状況においても、伝送効率が良い状態でバッテリを速やかに充電できるようになる。
Further, when the vehicle is stopped, power is transmitted by turning the wheels so that the relative position of the pair of power transmission antennas (two coils) is good, so that the transmission efficiency can be improved even when the vehicle is waiting for a signal. The battery can be quickly charged in a good condition.
なお、本実施の形態で説明した方法は、予め用意されたプログラムをパーソナル・コンピュータやワークステーションなどのコンピュータで実行することにより実現することができる。このプログラムは、ハードディスク、フレキシブルディスク、CD-ROM、MO、DVDなどのコンピュータで読み取り可能な記録媒体に記録され、コンピュータによって記録媒体から読み出されることによって実行される。またこのプログラムは、インターネットなどのネットワークを介して配布することが可能な伝送媒体であってもよい。
Note that the method described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.
100 車両
101 コントローラ
102 ハンドル
103 アクセルペダル
104 ブレーキペダル
105 シフトブレーキ
106 セレクタ
111 第1バッテリ
121(121a) 第1変換器(DC-AC変換部)
122(122a),123(123a) 電力伝送アンテナ
201(201a) 第2変換器(AC-DC変換部)
202a 双方向チョッパ
203a インバータ
212(212a) 第2バッテリ
221 残量制御部
222 トルク制御部
1711 ステータ
1712 ロータ
1721 ナックル
1722 アッパーアーム
1723 ローワーアーム
1730 サスペンション
1731 タイロッド
M1~M4 モータユニット
M モータ(インホイールモータ)
L1~L4 電源ライン DESCRIPTION OFSYMBOLS 100 Vehicle 101 Controller 102 Handle 103 Accelerator pedal 104 Brake pedal 105 Shift brake 106 Selector 111 First battery 121 (121a) First converter (DC-AC converter)
122 (122a), 123 (123a) Power transmission antenna 201 (201a) Second converter (AC-DC converter)
202a Bidirectional chopper 203a Inverter 212 (212a) Second battery 221 Remaining amount control unit 222 Torque control unit 1711 Stator 1712 Rotor 1721 Knuckle 1722 Upper arm 1723 Lower arm 1730 Suspension 1731 Tie rod M1 to M4 Motor unit M motor (in-wheel motor)
L1 to L4 Power line
101 コントローラ
102 ハンドル
103 アクセルペダル
104 ブレーキペダル
105 シフトブレーキ
106 セレクタ
111 第1バッテリ
121(121a) 第1変換器(DC-AC変換部)
122(122a),123(123a) 電力伝送アンテナ
201(201a) 第2変換器(AC-DC変換部)
202a 双方向チョッパ
203a インバータ
212(212a) 第2バッテリ
221 残量制御部
222 トルク制御部
1711 ステータ
1712 ロータ
1721 ナックル
1722 アッパーアーム
1723 ローワーアーム
1730 サスペンション
1731 タイロッド
M1~M4 モータユニット
M モータ(インホイールモータ)
L1~L4 電源ライン DESCRIPTION OF
122 (122a), 123 (123a) Power transmission antenna 201 (201a) Second converter (AC-DC converter)
L1 to L4 Power line
Claims (7)
- 車両の車輪に設けられるモータに電力を供給し、車両を駆動する車両駆動装置において、
外部電源より取得した直流電力を蓄える第1蓄電池と、
前記第1蓄電池に接続され、前記直流電力を交流電力に変換する第1変換器と、当該交流電力を無線送電する送電アンテナを有する送電手段と、
前記送電アンテナから送信された交流電力を無線受電する受電アンテナと、当該交流電力を直流電力へ変換する第2変換器を有する受電手段と、
車輪のハブに装着され、当該車輪を駆動するインホイールモータと、
前記車輪に設けられ、前記受電手段による受電した直流電力を蓄える第2蓄電池と、
前記車輪に設けられ、前記第2蓄電池の直流電力を交流電力に変換するインバータと、
前記インホイールモータの回転駆動を制御する駆動制御手段と、
前記送電手段より前記受電手段への無線給電を制御する給電制御手段と、
ステアリング角度を検出するステアリング角度検出手段と、
前記ステアリング角度に基づいて、前記送電アンテナの送電面と前記受電アンテナの受電面の相対角度を算出する相対角度算出手段と、
を備え、
前記給電制御手段は、前記相対角度が所定角度未満の場合に前記送電手段より前記受電手段への無線給電を行うように制御すること
を特徴とする車両駆動装置。 In a vehicle drive device that supplies power to a motor provided on a vehicle wheel to drive the vehicle,
A first storage battery for storing DC power acquired from an external power source;
A first converter that is connected to the first storage battery and converts the DC power into AC power; and a power transmission means having a power transmission antenna that wirelessly transmits the AC power;
A power receiving antenna that wirelessly receives AC power transmitted from the power transmitting antenna; and a power receiving means including a second converter that converts the AC power into DC power;
An in-wheel motor mounted on a wheel hub and driving the wheel;
A second storage battery that is provided on the wheel and stores DC power received by the power receiving means;
An inverter provided on the wheel for converting the DC power of the second storage battery into AC power;
Drive control means for controlling the rotational drive of the in-wheel motor;
Power supply control means for controlling wireless power supply from the power transmission means to the power reception means;
Steering angle detection means for detecting the steering angle;
Relative angle calculation means for calculating a relative angle between the power transmission surface of the power transmission antenna and the power reception surface of the power reception antenna based on the steering angle;
With
The power supply control unit controls the wireless power supply from the power transmission unit to the power reception unit when the relative angle is less than a predetermined angle. - 前記車両のローリング角度を検出するローリング角度検出手段をさらに備え、
前記相対角度算出手段は、前記ステアリング角度および前記ローリング角度に基づいて、前記相対角度を算出すること
を特徴とする請求項1に記載の車両駆動装置。 A rolling angle detecting means for detecting a rolling angle of the vehicle;
The vehicle drive apparatus according to claim 1, wherein the relative angle calculation unit calculates the relative angle based on the steering angle and the rolling angle. - 前記給電制御手段は、前記相対角度に対する無線給電の伝送効率との関係に基づき、当該無線給電の伝送効率に対する第1判断基準を設定し、当該第1判断基準に対応する前記相対角度を用いて前記相対角度が第1所定角度未満の場合に前記送電手段より前記受電手段への無線給電を行うこと
を特徴とする請求項1または2に記載の車両駆動装置。 The power supply control unit sets a first determination criterion for the transmission efficiency of the wireless power supply based on a relationship with the transmission efficiency of the wireless power supply with respect to the relative angle, and uses the relative angle corresponding to the first determination criterion. The vehicle drive device according to claim 1, wherein when the relative angle is less than a first predetermined angle, wireless power feeding is performed from the power transmission unit to the power reception unit. - 前記第2蓄電池の残量を検出して充電あるいは放電すべきと判断した場合は、当該無線給電の伝送効率に対する第2判断基準を設定し、当該第2判断基準に対応する前記相対角度を用いて前記相対角度が第2所定角度未満の場合に、前記送電手段より前記受電手段への無線給電を行うこと
を特徴とする請求項1~3のいずれか一つに記載の車両駆動装置。 When it is determined that charging or discharging should be performed by detecting the remaining amount of the second storage battery, a second determination criterion for the transmission efficiency of the wireless power feeding is set, and the relative angle corresponding to the second determination criterion is used. The vehicle drive device according to any one of claims 1 to 3, wherein when the relative angle is less than a second predetermined angle, wireless power feeding from the power transmission unit to the power reception unit is performed. - 前記車両の走行ルート情報を取得する走行ルート情報取得手段と、
前記走行ルート情報に基づいて、走行ルート前方の前記ステアリング角度および前記ローリング角度を推定する推定手段と、
をさらに備え、
前記相対角度算出手段は、推定した前記ステアリング角度および前記ローリング角度に基づいて、前記相対角度を算出し、
前記給電制御手段は、前記相対角度が所定角度未満となった場合に、前記送電手段より前記受電手段への無線給電を行うように制御すること
を特徴とする請求項2~4のいずれか一つに記載の車両駆動装置。 Travel route information acquisition means for acquiring travel route information of the vehicle;
Estimating means for estimating the steering angle and the rolling angle in front of the travel route based on the travel route information;
Further comprising
The relative angle calculation means calculates the relative angle based on the estimated steering angle and the rolling angle,
The power supply control means controls so as to perform wireless power supply from the power transmission means to the power reception means when the relative angle becomes less than a predetermined angle. Vehicle drive device as described in one. - 前記推定手段は、前記車両の走行ルート前方の所定距離または所定時間範囲の前記走行ルート情報を取得し、
前記相対角度算出手段は、前記走行ルート前方の所定距離または所定時間範囲内にて推定した前記ステアリング角度および前記ローリング角度に基づいて、前記相対角度を算出し、
前記給電制御手段は、前記走行ルート前方の所定距離または所定時間範囲内にて前記相対角度が所定角度未満となる場合に、前記走行ルート前方の所定距離または所定時間範囲内に達するまで前記送電手段より前記受電手段への無線給電を行わない制御を行うこと
を特徴とする請求項4に記載の車両駆動装置。 The estimating means acquires the travel route information for a predetermined distance or a predetermined time range in front of the travel route of the vehicle,
The relative angle calculation means calculates the relative angle based on the steering angle and the rolling angle estimated within a predetermined distance or a predetermined time range ahead of the travel route,
When the relative angle is less than a predetermined angle within a predetermined distance or a predetermined time range in front of the traveling route, the power feeding control unit is configured to transmit the power transmission unit until the predetermined distance or predetermined time range in front of the traveling route is reached. The vehicle drive device according to claim 4, wherein control is performed such that wireless power feeding to the power receiving means is not performed. - 前記車両が駐車または停車しているかを判別する駐停車判別手段と、
前記車両が駐車または停車している場合に、前記ステアリング角度が零となるように前記車輪を回転制御する回転制御手段とをさらに備えること
を特徴とする請求項2~5のいずれか一つに記載の車両駆動装置。 Parking / stop determining means for determining whether the vehicle is parked or stopped;
The rotation control means for controlling the rotation of the wheel so that the steering angle becomes zero when the vehicle is parked or stopped is further provided. The vehicle drive device described.
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JP2013546903A JP5822946B2 (en) | 2011-11-30 | 2011-11-30 | Vehicle drive device |
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CN108859731A (en) * | 2017-05-12 | 2018-11-23 | 丰田自动车工程及制造北美公司 | With electric assembly in wireless wheel cooling in integrated form wheel and it is combined with the vehicle of the component |
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JP2006160033A (en) * | 2004-12-06 | 2006-06-22 | Nissan Motor Co Ltd | Electricity feed structure to wheel |
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Publication number | Priority date | Publication date | Assignee | Title |
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US10018234B2 (en) | 2016-11-25 | 2018-07-10 | Hyundai Motor Company | Apparatus for controlling coasting operation in hybrid vehicle, system including the same, method thereof |
CN108859731A (en) * | 2017-05-12 | 2018-11-23 | 丰田自动车工程及制造北美公司 | With electric assembly in wireless wheel cooling in integrated form wheel and it is combined with the vehicle of the component |
CN108859731B (en) * | 2017-05-12 | 2022-04-26 | 丰田自动车工程及制造北美公司 | Wireless inline electric assembly with integrated in-wheel cooling and vehicle incorporating same |
EP4385790A1 (en) * | 2022-12-12 | 2024-06-19 | Technische Universität Ilmenau | Arrangement and method for continuous wheel torque control in battery electric vehicles with wheel hub machines and decoupled brake system |
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JPWO2013080335A1 (en) | 2015-04-27 |
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