WO2014188489A1 - Dispositif d'antipatinage à l'accélération et procédé d'antipatinage à l'accélération - Google Patents

Dispositif d'antipatinage à l'accélération et procédé d'antipatinage à l'accélération Download PDF

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Publication number
WO2014188489A1
WO2014188489A1 PCT/JP2013/063952 JP2013063952W WO2014188489A1 WO 2014188489 A1 WO2014188489 A1 WO 2014188489A1 JP 2013063952 W JP2013063952 W JP 2013063952W WO 2014188489 A1 WO2014188489 A1 WO 2014188489A1
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Prior art keywords
value
torque
unit
estimated
traction control
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PCT/JP2013/063952
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English (en)
Japanese (ja)
Inventor
加藤　正浩
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パイオニア株式会社
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Priority to PCT/JP2013/063952 priority Critical patent/WO2014188489A1/fr
Priority to JP2015517942A priority patent/JP5994194B2/ja
Publication of WO2014188489A1 publication Critical patent/WO2014188489A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—Slip
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a traction control device, a traction control method, a traction control program, and a recording medium on which the traction control program is recorded.
  • an electric vehicle that uses an electric motor to drive and brake in accordance with the amount of depression of an accelerator pedal or a brake pedal has been attracting attention from the viewpoint of environmental load and the like.
  • the electric motor is an electric component, the responsiveness and linearity of driving and braking in an electric vehicle are much better than those of an internal combustion engine vehicle that performs driving and braking by an engine and a hydraulic mechanism.
  • the response speed of the electric motor is about 10 times faster than the hydraulic mechanism and about 100 times faster than the engine.
  • the relationship between the actual torque value T m generated by the motor and the motor current value (hereinafter also referred to as “drive current value”) I m is expressed by the following equation (1).
  • T m K t ⁇ I m (1)
  • the torque constant K t can be obtained by prior measurement.
  • the torque constant Kt may be a fixed value or may vary depending on the motor current value Im or the rotation speed depending on the motor type. Accordingly, by detecting in the electric motor actuating the motor current value I m at the current sensor or the like, can accurately grasp the actual torque value T m. Further, by controlling the motor current value I m, the control for the actual torque value T m can be easily performed. For this reason, various techniques for realizing traction control with higher safety and comfort in an electric vehicle compared to engine control and brake hydraulic pressure control have been proposed.
  • the slip ratio ⁇ and the friction coefficient ⁇ are detected during traveling, and the range of increase / decrease in the drive torque of the electric motor is controlled based on the detected slip ratio ⁇ and the friction coefficient ⁇ .
  • Patent Document 1 There is a technique (refer to Patent Document 1: hereinafter referred to as “conventional example 1”).
  • the average value of the ratio of the friction coefficient ⁇ to the slip ratio ⁇ is calculated to grasp the state of the road surface that is running. And on a slippery road surface, a limit is imposed on the rise and fall of the drive torque.
  • a slip ratio ⁇ and a friction coefficient ⁇ are calculated during traveling, and (ii) based on a maximum friction coefficient estimated from the calculated slip ratio ⁇ and the friction coefficient ⁇ .
  • a technique for calculating the maximum driving torque and limiting the required torque see Patent Document 2: hereinafter referred to as “Conventional Example 2”.
  • the maximum friction coefficient is estimated by selecting the ⁇ - ⁇ characteristic curve of the traveling road surface based on the correlation between the slip ratio ⁇ and the friction coefficient ⁇ calculated so far. It has become.
  • FIG. 1 shows variables in the drive wheel model.
  • M is the weight of the moving body
  • F d is the driving force of the driving wheel WH
  • F dr is the running resistance.
  • T m is an actual torque value generated by the motor and applied to the drive wheels WH
  • v is also referred to as a moving speed of the moving body MV (hereinafter referred to as “vehicle speed” or “vehicle speed”).
  • ⁇ is the rotational speed of the drive wheel WH.
  • N is a normal force acting on the drive wheel WH
  • r is a radius of the drive wheel WH.
  • slip ratio ⁇ (r ⁇ ⁇ v) / Max (r ⁇ ⁇ , v) (5)
  • the relationship between the friction coefficient ⁇ and the slip ratio ⁇ (that is, the ⁇ - ⁇ characteristic) is generally as shown in FIG.
  • the ⁇ - ⁇ characteristic on the dry road surface is shown by a solid line
  • the ⁇ - ⁇ characteristic on a wet road surface is shown by a one-dot chain line
  • the ⁇ - ⁇ characteristic on a frozen road surface is shown by a two-dot chain line. It is shown.
  • a state where the friction coefficient ⁇ is equal to or less than the maximum slip ratio is a state where the moving body MV can travel stably (hereinafter, “Stable state”).
  • a state where the friction coefficient ⁇ is larger than the slip ratio at which the friction coefficient ⁇ is maximum is a state in which the driving wheel WH slips or locks (hereinafter referred to as “unstable state”).
  • a region that is in a stable state is referred to as a “stable region”, and a region that is in an unstable state is referred to as an “unstable region”.
  • the state where the friction coefficient ⁇ is equal to or higher than the slip ratio at which the friction coefficient ⁇ is minimum is a stable state.
  • a state smaller than the slip ratio at which the friction coefficient ⁇ is minimum is an unstable state.
  • FIGS. 3 and 4 show simulation results of the vehicle body speed v, the wheel speed (r ⁇ ⁇ ), the slip ratio ⁇ , and the friction coefficient ⁇ .
  • the simulation conditions are a four-wheel drive electric vehicle, vehicle weight: 1800 [kg], inertia of drive wheel WH: 1.2 [kg ⁇ m 2 ], and motor torque response: 5
  • vehicle weight 1800 [kg]
  • inertia of drive wheel WH 1.2 [kg ⁇ m 2 ]
  • motor torque response 5
  • the condition [ms] (assuming the case of an in-wheel motor) was adopted. Further, the simulation was performed on the assumption that the road surface changes from the dry road surface to the frozen road surface at time t 1 and changes from the frozen road surface to the dry road surface at time t 2 (> t 1 ).
  • a method of limiting the torque set value T S by performing some kind of limit (limiter) processing on the torque command value T C can be considered. All of the techniques of the conventional examples 1 to 3 described above employ this method. That is, the techniques conventionally Examples 1-3, both the road surface state, i.e., by varying the restriction of the torque set value T S in accordance with the estimation result of the mu-lambda characteristic, the torque set value is frozen road surface T S
  • the torque setting value T S is not limited more than necessary on the dry road surface.
  • the techniques of the conventional examples 1 to 3 use the averaging process (conventional example 1), the least square method estimation process (conventional example 2), and the table matching process (conventional example 3) in order to estimate the ⁇ - ⁇ characteristics. ), And it is necessary to use a plurality of data. Therefore, it takes about at least several seconds before the torque set value T S is appropriately limited. Therefore, when the road surface condition has changed, rapidly, not possible to apply a limitation of the proper torque setting T S. As a result, ensuring safety when suddenly changing from a dry road surface to a frozen road surface, and driving in line with the driver's intention when suddenly changing from a frozen road surface to a dry road surface are possible. It was nice.
  • the current value accurate rapid estimation of such slip ratio and the driving torque, the moving velocity v, is accurate rapid detection of all of the current value of the rotational speed ⁇ and the motor current value I m is required.
  • the moving velocity v, detected good all current values accuracy of the rotational speed ⁇ and the motor current value I m is not always possible for the entire duration of the movement.
  • the present invention has been made in view of the above circumstances, and is capable of promptly realizing appropriate control for stable traveling while ensuring necessary driving force according to changes in road surface conditions.
  • An object of the present invention is to provide a traction control device and a traction control method.
  • the invention according to claim 1 is a traction control device for a moving body having a driving wheel driven by a motor, a moving speed acquisition unit for acquiring a moving speed of the moving body; and a rotational speed of the driving wheel.
  • a rotation speed acquisition unit to acquire; an actual torque value acquisition unit to acquire an actual torque value generated by the motor; and a restriction on the operation of the motor based on the moving speed, the rotation speed, and the actual torque value.
  • a traction control device comprising: a limiting unit; and a feedback unit that applies feedback to the operation of the motor according to the rotational speed, the actual torque value, and the moving speed.
  • the invention according to claim 8 is a traction control method used in a traction control device for a moving body having driving wheels driven by a motor, wherein the moving speed of the moving body, the rotation speed of the driving wheels, and An acquisition step of acquiring an actual torque value generated by the motor; a limiting step of limiting the operation of the motor based on the movement speed, the rotation speed, and the actual torque value; and the rotation speed, the actual A feedback step of applying feedback to the operation of the motor according to a torque value and the moving speed.
  • the invention described in claim 9 is a traction control program that causes a computer included in a traction control device for a moving body having driving wheels driven by a motor to execute the traction control method according to claim 8. It is.
  • the invention described in claim 10 is characterized in that the traction control program according to claim 9 is recorded so as to be readable by a computer included in a traction control device for a moving body having driving wheels driven by a motor. Is a recording medium.
  • FIG. 10 is a diagram (part 1) illustrating a simulation result of the traction process when there is no error in the estimated slip ratio and the estimated drive torque.
  • FIG. 11 is a diagram (part 2) illustrating a simulation result of the traction process when there is no error in the estimated slip ratio and the estimated drive torque. It is a figure which shows the simulation result of the traction process in case there exists an error in an estimated slip ratio and an estimated drive torque. It is a figure for demonstrating the relationship between the slip ratio corresponding to the simulation result of FIG. 12, a drive torque, and a limit value. It is a figure for demonstrating the relationship between the slip ratio at the time of calculating a limiter coefficient based on the estimation error ratios a and b, a drive torque, and a limit value. It is a block diagram which shows the structure of the feedback part of FIG. FIG.
  • FIG. 16 is a Bode diagram for explaining the stability of feedback control in the feedback section of FIG. 15.
  • FIG. 6 is a diagram (No. 1) illustrating a simulation result of traction control by the traction control device of FIG. 5 when there is no error in the estimated slip ratio and the estimated drive torque.
  • FIG. 6 is a diagram (part 2) illustrating a simulation result of traction control by the traction control device of FIG. 5 when there is no error in the estimated slip ratio and the estimated drive torque. It is a figure which shows the simulation result of the traction control by the traction control apparatus of FIG. 5 in case there exists an error in an estimated slip ratio and an estimated drive torque.
  • FIG. 6 is a diagram (No.
  • FIG. 10 is a diagram (part 2) illustrating a simulation result of traction control when the relationship between the limiter coefficient and the feedback gain is the case of the first embodiment.
  • FIG. 5 is a block diagram showing the positioning and configuration of the traction control device 700A according to the first embodiment.
  • the traction control device 700A is arranged in the moving body MV.
  • the moving body MV includes a torque command value generation unit 810, an acceleration detection unit 820, an error estimation unit 830, and a motor drive system 900, and is connected to the traction control device 700A.
  • the above torque command value generating unit 810 an accelerator opening sensor (not shown), a brake quantity sensor based on the detection result used for generation of the torque command value T c by the steering angle sensor, the torque command value T c Generate.
  • the torque command value T c generated in this way is sent to the traction control device 700A.
  • the acceleration detection unit 820 detects the acceleration ⁇ in the moving direction of the moving body MV.
  • the detected acceleration ⁇ is sent to the traction control device 700A.
  • the error estimation unit 830 includes the slip ratio (hereinafter referred to as “estimated slip ratio”) ⁇ estimated in the traction control device 700A and the estimated drive torque (hereinafter referred to as “estimated drive torque”) T d . Estimate each error range. Then, the error estimating unit 830 calculates an estimated error ratio a (see FIG. 6A) that is a ratio of the lower limit value of the error range of the estimated drive torque Td to the true value of the drive torque. Further, the error estimation unit 830 calculates an error estimation percent b (see FIG. 6B) that is a ratio of the upper limit value of the error range of the estimated slip rate ⁇ to the true value of the slip rate. The estimated error ratios a and b calculated in this way are sent to the traction control device 700A.
  • the motor drive system 900 includes a drive control unit 910, an inverter 920, and a motor 930. Further, the motor drive system 900 includes a rotational position detection unit 940 and a current detection unit 950.
  • the drive control unit 910 receives the torque setting value T s sent from the traction control device 700A. Then, the drive control unit 910 calculates a drive voltage based on the torque setting value T s , the rotational position ⁇ detected by the rotational position detection unit 940, and the detected current value ID detected by the current detection unit 950. To do. For example, when the motor 930 is a three-phase motor, the drive control unit 910 calculates a three-phase voltage as the drive voltage. The drive voltage calculated in this way is sent to the inverter 920.
  • the inverter 920 receives the drive voltage sent from the drive control unit 910. Then, the inverter 920 supplies a current corresponding to the drive voltage to the motor 930. As a result, the motor 930 performs motor rotation based on the torque setting value T s and rotates the drive wheels.
  • the rotational position detector 940 is configured to include a resolver or an encoder.
  • the rotational position detector 940 detects the rotational position ⁇ of the motor 930.
  • the detected rotational position ⁇ is sent to the traction control device 700A, the drive control unit 910, and the current detection unit 950.
  • the current detection unit 950 detects a current value flowing through the motor 930. For example, when the motor 930 is a three-phase motor, the current detection unit 950 detects at least two types of current values among the three-phase currents flowing through the motor 930. The current value thus detected is sent to the traction control device 700A and the drive control unit 910 as the detected current value ID .
  • the running resistance Fdr is the sum of rolling resistance, air resistance and gradient resistance. For this reason, unless it is a slope, the running resistance Fdr is the sum of rolling resistance and air resistance.
  • the rolling resistance is as shown in the following equation (6).
  • Rolling resistance ⁇ r ⁇ M ⁇ g (6)
  • ⁇ r is the rolling resistance coefficient
  • g is the gravitational acceleration.
  • ⁇ is the air density
  • C d is the air resistance coefficient
  • S is the front projected area.
  • pseudo engine braking with a weak braking torque is performed, for example, on either the front wheel or the rear wheel of a four-wheeled vehicle.
  • the error estimation unit 830 calculates the true value of the drive torque by the above method. Subsequently, the error estimation unit 830 compares the true value of the driving torque with the estimated driving torque T d estimated using the relationship of the expression (3) in the traction control device 700A, and the estimated driving torque T The error estimation unit 830 calculates the error range of d , and then calculates the estimated error rate a.
  • the error estimation unit 830 calculates the true value of the moving speed by the above method. Subsequently, the error estimation unit 830 compares the true value of the moving speed with the moving speed v acquired by integrating the acceleration ⁇ with time in the traction control device 700A to obtain an error range of the moving speed v. The error estimation unit 830 calculates the estimated error rate b after estimating the estimated error range of the estimated slip rate ⁇ based on the obtained error range of the moving speed v.
  • the estimated error ratios a and b can be calculated when there is no depression of the accelerator pedal or the brake pedal while traveling on a flat road. These estimation error ratios a and b do not always need to be calculated once they are obtained. However, if the calculation frequency can be increased, it is possible to cope with temporal changes.
  • the traction control device 700A includes a moving speed acquisition unit 710, a rotation speed acquisition unit 720, an actual torque value acquisition unit 730, and a control unit 740A.
  • the moving speed acquisition unit 710 described above receives the acceleration ⁇ sent from the acceleration detection unit 820. Then, the movement speed acquisition unit 710 performs time integration of the acceleration ⁇ to acquire the movement speed v. The movement speed v acquired in this way is sent to the control unit 740A and the error estimation unit 830.
  • the rotational speed acquisition unit 720 described above receives the rotational position ⁇ sent from the rotational position detection unit 940. Then, the rotational speed acquisition unit 720 performs time differentiation of the rotational position ⁇ to acquire the rotational speed ⁇ . The rotation speed ⁇ obtained in this way is sent to the control unit 740A and the error estimation unit 830.
  • the actual torque value acquisition unit 730 receives the detected current value I D sent from the current detection unit 950. Subsequently, the actual torque value acquisition unit 730 calculates the motor current value I m on the basis of the detected current value I D.
  • the actual torque value acquiring unit 730 by calculating the actual torque value T m using the above equation (1), to obtain the actual torque value T m.
  • the actual torque value T m acquired in this way is sent to the control unit 740A.
  • the control unit 740A receives the torque command value T c sent from the torque command value generating unit 810 and the estimated error ratios a and b sent from the error estimating unit 830. Subsequently, the control unit 740A, the moving velocity v, based on the rotational speed ⁇ and the actual torque value T m, performs torque control on the torque command value T c, calculates a torque setpoint T s. Then, the control unit 740A sends the calculated torque setting value T s to the drive control unit 910.
  • the control unit 740A when Operator to perform traction control is not specified, the torque command value T c, as the torque set value T s, and to feed to the drive control unit 910.
  • control unit 740A sends the estimated driving torque T d to the error estimating unit 830.
  • control unit 740A calculates the estimated drive torque T d regardless of whether or not the traction control should be performed, and sends the calculated estimated drive torque T d to the error estimation unit 830. Yes.
  • the control unit 740A having such a function includes a limiting unit 741 and a feedback unit 742 as shown in FIG.
  • the control unit 740A includes a torque set value calculation unit 743A.
  • the limiting unit 741 receives the torque command value T c sent from the torque command value generating unit 810 and the estimated error ratios a and b sent from the error estimating unit 830. Then, the control unit 740A performs limiter control on the torque command value Tc based on the moving speed v, the rotational speed ⁇ , and the actual torque value Tm , and calculates the limited torque value TL . Then, the limiting unit 741 sends the calculated limited torque value T L to the torque set value calculation unit 743A.
  • the restricting unit 741 sends the torque command value Tc as the limited torque value TL to the torque set value calculating unit 743A.
  • the limiting unit 741 calculates the limiter coefficient k, the estimated slip ratio ⁇ , the estimated driving torque T d , and the time differential value (d ⁇ / dt) of the rotational speed ⁇ calculated in the intermediate stage of the calculation of the limited torque value TL. Is sent to the feedback unit 742. Further, the limiting unit 741 sends the estimated driving torque T d to the error estimating unit 830.
  • the restriction unit 741 calculates the estimated drive torque T d regardless of whether or not the traction control is to be performed, and sends the calculated estimated drive torque T d to the error estimation unit 830.
  • the feedback unit 742 acquires the limiter coefficient k, the estimated slip ratio ⁇ , the estimated driving torque T d , the time differential value (d ⁇ / dt) of the rotational speed ⁇ , and the actual torque value sent from the limiting unit 741.
  • the actual torque value T m sent from the unit 730 is received.
  • the feedback unit 742 adapts the combination of the road surface state and the traveling state based on the limiter coefficient k, the estimated slip ratio ⁇ , the estimated driving torque T d , the time differential value (d ⁇ / dt), and the actual torque value T m.
  • the feedback torque value T f thus calculated is calculated.
  • the feedback unit 742 sends the calculated feedback torque value T f to the torque set value calculation unit 743A. Note that the feedback unit 742 sends “0 [Nm]” to the torque setting value calculation unit 743A as the feedback torque value T f when it is not specified that the traction control should be performed.
  • the torque set value calculation unit 743A includes a subtraction unit 751.
  • the limiting unit 741 includes a limiter coefficient calculation unit 761, a slip rate estimation unit 762, and a drive torque estimation unit 763. Further, the limiting unit 741 includes a limit value calculating unit 764 and a limiter unit 765.
  • the limiter coefficient calculation unit 761 receives the estimation error ratios a and b sent from the error estimation unit 830. Then, the limiter coefficient calculation unit 761 calculates the limiter coefficient k based on the estimated error ratios a and b. The limiter coefficient k thus calculated is sent to the limit value calculation unit 764 and the feedback unit 742.
  • the slip ratio estimation unit 762 receives the moving speed v sent from the moving speed acquisition unit 710 and the rotational speed ⁇ sent from the rotational speed acquisition unit 720. Then, the slip estimation unit 762 performs the slip ratio estimation by calculating the estimated slip ratio ⁇ according to the above-described equation (5). The estimated slip ratio ⁇ calculated in this way is sent to the limit value calculation unit 764 and the feedback unit 742.
  • LPF low-pass filter
  • the drive torque estimation unit 763 sends the time differential value (d ⁇ / dt) of the rotational speed ⁇ calculated in the middle of the calculation of the estimated drive torque T d according to the equation (10) to the feedback unit 742.
  • the limit value calculation unit 764 receives the estimated slip rate ⁇ sent from the slip rate estimation unit 762 and the estimated drive torque T d sent from the drive torque estimation unit 763. Further, the limit value calculation unit 764 receives the limiter coefficient k sent from the limiter coefficient calculation unit 761. Then, the limit value calculation unit 764 calculates the limit value L based on the limiter coefficient k, the estimated slip ratio ⁇ , and the estimated drive torque T d . The limit value L calculated in this way is sent to the limiter unit 765.
  • the limit value L is calculated by the following equation (11).
  • L Td ⁇ (p + k / ⁇ ) (11)
  • the constant p is determined in advance by experiments, simulations, and the like from the viewpoint of performing appropriate traction control.
  • the limiter unit 765 receives the torque command value T c sent from the torque command value generation unit 810. Then, the limiter unit 765 performs limiter control on the torque command value T c according to the limit value L sent from the limit value calculation unit 764, and calculates the limited torque value T L.
  • the limiter unit 765 converts the torque command value T c to the limited torque value T Let L be.
  • the limiter unit 765 sets the limit value L as the limited torque value T L.
  • the limited torque value T L calculated in this way is sent to the torque set value calculation unit 743A.
  • the operation varies depending on the slip ratio value. If the slip ratio is equal to or less than “0.2”, the driving torque also increases as shown in FIG. 9, and the driving force F d increases. For this reason, if the change of the running resistance Fdr due to air resistance or the like is small, the moving speed v also increases as shown by the equation (2). Therefore, since the increase in the slip ratio expressed by the equation (5) is alleviated, the vehicle can travel stably. However, if the slip ratio exceeds “0.2”, as shown in FIG. 9, the driving torque does not increase, so the driving force F d does not increase, and the moving speed v in equation (2) increases. do not do. As a result, the increase in the slip ratio represented by the equation (5) proceeds and the slip ratio further increases, so that traveling becomes unstable.
  • FIG. 1 An example of calculation of the limit value L obtained by the equation (11) is shown in FIG.
  • the limit value L becomes a value closer to the driving torque as the slip ratio ⁇ increases.
  • the limit value L can be set to a value farther from the driving torque as the slip ratio is smaller.
  • the torque set value T s is limited to a value closer to the current estimated drive torque T d . Further, the torque limit becomes weaker as the estimated slip ratio ⁇ becomes smaller. Therefore, a torque setting value T s larger than the current estimated drive torque T d is permitted.
  • the limit value L is calculated by the following equation (12) using “1” as the constant p.
  • L Td ⁇ (1 + k / ⁇ ) (12)
  • the limiter coefficient k is decreased, a stronger limiter can be applied. Therefore, when the estimated slip ratio ⁇ is increased, a strong torque limit is applied, and as a result, an increase in the slip ratio can be suppressed. However, if the estimated slip ratio ⁇ is small and within the stable region, it is not desirable to limit the torque more than necessary, so it is not preferable to make the limiter coefficient k too small.
  • the simulation result at the time of driving for the anti-slip performance when the limited torque value T L when the limiter coefficient k is “0.01” is the torque set value T s is shown in FIGS. Is shown in Note that the simulation conditions are the same as in the simulation in the case where the limiter control described above is not performed. The conditions of 2 [kg ⁇ m 2 ] and the torque response of the motor: 5 [ms] were adopted. Further, the simulation was performed on the assumption that the road surface changes from the dry road surface to the frozen road surface at time t 1 and changes from the frozen road surface to the dry road surface at time t 2 (> t 1 ).
  • the vehicle speed v and the wheel speed (r shown in FIGS. 3 and 4 described above are shown as simulation results when the limiter control is not performed.
  • simulation results of the calculated limit value L, estimated drive torque T d , torque set value T s, and limited torque value TL are shown.
  • the calculated limit value L (referred to as “calculated limit value L” in FIGS. 10 to 12 and 17 to 22), the torque set value T s and the limited torque value T L are expressed as the torque command value T c and It is illustrated so that the comparison can be facilitated.
  • the torque set value T s is not limited.
  • the limit value L falls below the torque set value T s , so that the torque set value T s is instantaneously limited by the limit value L.
  • an increase in the slip ratio ⁇ can be suppressed. That is, it can be confirmed that both sufficient acceleration on the dry road surface and traveling while preventing slip on the frozen road surface can be achieved.
  • FIG. 12 shows a simulation result when an estimated error is included in the estimated slip ratio ⁇ and the estimated drive torque T d together with a comparative example when there is no error.
  • the simulation conditions are the same as those in the case of FIG.
  • FIG. 13 shows the calculation result of the limit value L when there is an error in the estimated slip ratio ⁇ and the estimated driving torque T d used for the calculation of the limit value L, together with a comparative example when there is no error. Yes.
  • the limit value is smaller than the drive torque. Therefore, the necessary torque may not be obtained.
  • the torque is limited by a limit value that is too loose with respect to the driving torque, so that torque reduction on a slippery road surface becomes insufficient. The occurrence of such a phenomenon also appears in the simulation result shown in FIG. 12 as described above.
  • the limiter coefficient calculation unit 761 determines the limit coefficient k as the estimated slip ratio ⁇ and the estimated drive torque T d . The calculation is performed according to the estimation error.
  • the limiter coefficient calculation unit 761 acquires the estimated error ratios a and b sent from the error estimation unit 830.
  • the estimated slip rate ⁇ is b times the true value of the slip rate
  • the estimated drive torque T d is a times the true value of the drive torque
  • the limit value L including an error is calculated.
  • FIG. 14 shows an example of the limit value L calculated by the equation (12) when the limiter coefficient k calculated by the equation (16) is adopted.
  • the limit value L is not too small when the slip ratio is “0.2” or less, and the limiter is stronger than necessary. It is not. That is, even if an estimated error is included in the estimated slip ratio ⁇ and the estimated driving torque T d , it is possible to avoid a limiter that is stronger than necessary in the stable region.
  • the feedback unit 742 includes an adhesion model unit 771, a subtraction unit 772, and a low-pass filter (LPF) unit 773.
  • the feedback unit 742 includes a friction coefficient estimation unit 774, a parameter calculation unit 775, and a multiplication unit 776.
  • the adhesion model unit 771 receives the time differential value (d ⁇ / dt) of the rotational speed ⁇ sent from the limiting unit 741. Then, the adhesion model unit 771 calculates the torque value T n corresponding to the time differential value (d ⁇ / dt) according to the following equation (17) according to the adhesion model that is a virtual model in which the drive wheel does not slip. calculate.
  • T n P n ⁇ 1 ⁇ (d ⁇ / dt) (17)
  • the torque value T n calculated in this way is sent to the subtractor 772.
  • the torque value T n is also referred to as “back calculated torque value T n ” below.
  • the subtraction unit 772 receives the back-calculated torque value T n sent from the adhesion model unit 771 and the actual torque value T m sent from the actual torque value acquisition unit 730.
  • the subtraction unit 772 calculates the difference torque value T h by the following equation (18).
  • T h T n ⁇ T m (18)
  • Differential torque value T h thus calculated is sent to the LPF 773.
  • the LPF unit 773 receives the differential torque value T h sent from the subtraction unit 772 and the time constant ⁇ sent from the parameter calculation unit 775.
  • LPF section 773 performs a filtering process for imparting primary delay with respect to the difference torque value T h, it calculates the filter after the torque value T af.
  • the post-filter torque value T af calculated in this way is sent to the multiplication unit 776.
  • the parameter calculation unit 775 receives the limiter coefficient k and the estimated slip ratio ⁇ sent from the limiting unit 741 and the estimated friction coefficient ⁇ sent from the friction coefficient estimating unit 774. Then, the parameter calculation unit 775 calculates the feedback gain k p and the time constant ⁇ based on the limiter coefficient k, the estimated slip ratio ⁇ , and the estimated friction coefficient ⁇ .
  • the parameter calculation unit 775 having such a function includes a multiplication unit 781, a division unit 782, and multiplication units 783 and 784.
  • the multiplication unit 776 receives the filtered torque value T af sent from the LPF unit 773 and the feedback gain k p sent from the parameter calculation unit 775. Then, the multiplication unit 776 calculates the feedback torque value T f by the following equation (25), and sends the calculated feedback torque value T f to the torque setting value calculation unit 743A.
  • T f k p ⁇ T af (25)
  • the slip ratio increases as the slipping state progresses.
  • the adaptive gain coefficient d is also reduced in the case of a limiter with a small limiter coefficient k, and the feedback gain k p calculated from the equation (23). Becomes smaller and weak feedback control is achieved.
  • weak limiter greatly limiter coefficient k is also increased adaptation gain coefficient d, feedback gain k p becomes large, a strong feedback control.
  • Torque setting in the first embodiment is achieved through two stages of torque reduction, that is, torque reduction in adaptive model following control executed by the feedback unit 742 and torque reduction by adaptive limiter control executed by the limiting unit 741.
  • the value T s is obtained.
  • a Bode diagram is drawn using a one-cycle transfer function from the torque command value T c to the feedback torque value T f , and the stability of the system is judged from the gain margin and the phase margin.
  • the following equation (27) is the one-round transfer function G O (s).
  • FIG. 16A shows a Bode diagram when the time constant ⁇ is fixed to “0.4 [s]” and the feedback gain k p is changed.
  • FIG. 16B shows a Bode diagram in the case where the relationship between the time constant ⁇ and the feedback gain k p satisfies the relationship of the above-described equation (28).
  • 17 and 18 show the simulation results of the anti-slip performance when the adaptive gain coefficient d is calculated using the equation (26) and the time constant ⁇ is calculated using the equation (28).
  • the limiter is applied at the place of the frozen road surface, and the torque is further reduced.
  • T s the torque set value
  • the adaptive gain coefficient d is calculated using the equation (26) and the time constant ⁇ using the equation (28). 12 is obtained, unlike the results of FIG. 12, even if the estimated slip ratio ⁇ and the estimated drive torque T d include errors, a result close to slip suppression when there is no error is obtained.
  • FIGS. 20 and 21 show the anti-slip performance simulation results for some combinations of the limiter coefficient k and the adaptive gain coefficient d that satisfy the relationship of the expression (26).
  • a two-stage reduction is performed: a reduction from the torque command value T c to the limited torque value T L, and a reduction from the limited torque value T L to the torque set value T s .
  • the simulation conditions are the same as those in the case of FIG.
  • FIGS. 22A and 22B simulation results of anti-slip performance for some combinations of the limiter coefficient k and the adaptive gain coefficient d that do not satisfy the relationship of the expression (26) are shown in FIGS. ing. As shown in FIGS. 22A and 22B, when the relationship of the expression (26) is not satisfied, the torque reduction is too strong and the slip ratio becomes very low, or the slip suppression is insufficient. It will become.
  • FIG. 22C shows the anti-slip performance simulation result when the adaptive gain coefficient d is set to a large value of “4” and the adaptive limiter control is not performed. As shown in FIG. 22C, in this case, the slip ratio on the frozen road surface is suppressed. However, as can be seen from the change in the torque setting value T s in the portion surrounded by the broken line circle, the torque setting value T s decreases on the dry road surface.
  • the torque command value generation unit 810, the acceleration detection unit 820, the error estimation unit 830, and the motor drive system 900 have already started operation, and the torque command value T c , acceleration ⁇ , estimated error ratios a and b, rotation It is assumed that the position ⁇ and the detected current value ID are sequentially sent to the traction control device 700A (see FIG. 5).
  • the movement speed acquisition unit 710 performs time integration of the acceleration ⁇ sent from the acceleration detection unit 820 to acquire the movement speed v. Then, the moving speed acquisition unit 710 sequentially sends the acquired moving speed v to the control unit 740A and the error estimation unit 830 (see FIG. 5).
  • the rotation speed acquisition unit 720 performs time differentiation of the rotation position ⁇ sent from the rotation position detection unit 940 to acquire the rotation speed ⁇ . Then, the rotation speed acquisition unit 720 sequentially sends the acquired rotation speed ⁇ to the control unit 740A and the error estimation unit 830 (see FIG. 5).
  • actual torque value acquiring unit 730 by calculating the actual torque value T m based on the detected current value I D sent from the current detecting unit 950, acquires the actual torque value T m. Then, the actual torque value acquisition unit 730 sequentially sends the acquired actual torque value Tm to the control unit 740A (see FIG. 5).
  • the limiting unit 741 calculates a limited torque value T L in the control unit 740A.
  • the limiter coefficient calculation unit 761 calculates the limiter coefficient k by the above-described equation (16) based on the estimated error ratios a and b sent from the error estimation unit 830. Then, the limiter coefficient calculation unit 761 sends the calculated limiter coefficient k to the limit value calculation unit 764 and the feedback unit 742 (see FIG. 8).
  • the slip ratio estimation unit 762 calculates the estimated slip according to the above-described equation (5) based on the movement speed v sent from the movement speed acquisition unit 710 and the rotation speed ⁇ sent from the rotation speed acquisition unit 720.
  • the slip ratio is estimated by calculating the ratio ⁇ .
  • the slip rate estimation unit 762 sequentially sends the estimated slip rate ⁇ to the limit value calculation unit 764 and the feedback unit 742 (see FIG. 8).
  • the drive torque estimation unit 763 is based on the rotational speed ⁇ sent from the rotational speed acquisition unit 720 and the actual torque value T m sent from the actual torque value acquisition unit 730 according to the above-described equation (10).
  • Drive torque estimation is performed by calculating an estimated drive torque T d from the obtained value via a low-pass filter (LPF). Then, the drive torque estimating unit 763 sequentially sends the estimated drive torque T d to the limit value calculating unit 764, the feedback unit 742, and the error estimating unit 830 (see FIG. 8).
  • the drive torque estimating unit 763 sends the time differential value (d ⁇ / dt) of the rotational speed ⁇ calculated in the middle of calculating the estimated drive torque T d to the feedback unit 742 (see FIG. 8).
  • the limit value calculation unit 764 includes a limiter coefficient k sent from the limiter coefficient calculation unit 761, an estimated slip rate ⁇ sent from the slip rate estimation unit 762, and an estimated drive torque T d sent from the drive torque estimation unit 763. Based on the above, the limit value L is calculated by the above-described equation (11). Then, the limit value calculation unit 764 sequentially sends the calculated limit value L to the limiter unit 765 (see FIG. 8).
  • the limiter unit 765 Based on the limit value L sent from the limit value calculation unit 764, the limiter unit 765 performs limiter control on the torque command value Tc as described above to calculate the limited torque value TL . Then, the limiter unit 765 sequentially sends the calculated limited torque value T L to the torque set value calculation unit 743A (see FIG. 8).
  • the feedback unit 742 calculates the feedback torque value Tf .
  • the adhesion model unit 771 calculates the back-calculated torque value according to the above-described equation (17) based on the time differential value (d ⁇ / dt) of the rotational speed ⁇ sent from the limiting unit 741. T n is calculated. Then, the adhesion model unit 771 sends the calculated reverse calculation torque value T n to the subtraction unit 772 (see FIG. 15).
  • the subtraction unit 772 calculates the difference according to the above-described equation (18) based on the back-calculated torque value T n sent from the adhesion model unit 771 and the actual torque value T m sent from the actual torque value acquisition unit 730. A torque value Th is calculated. The subtraction unit 772 sends the calculated difference torque value T h to the LPF section 773 (see FIG. 15).
  • LPF 773 is, on the differential torque value T h sent from the subtraction unit 772, after the filter performs filtering processing for imparting primary delay time constant ⁇ specified by the parameter calculating unit 775 A torque value T af is calculated. Then, the LPF unit 773 sends the calculated filtered torque value T af to the multiplication unit 776 (see FIG. 15).
  • the friction coefficient estimator 774 calculates the estimated friction coefficient ⁇ according to the above equation (20) based on the estimated drive torque T d sent from the limiter 741. Calculate sequentially. Then, the friction coefficient estimation unit 774 sends the calculated estimated friction coefficient ⁇ to the parameter calculation unit 775 (see FIG. 15).
  • the parameter calculation unit 775 uses the limiter coefficient k and the estimated slip rate ⁇ sent from the limiting unit 741 and the estimated friction coefficient ⁇ sent from the friction coefficient estimation unit 774 to determine the feedback gain k p and the time.
  • the constant ⁇ is calculated sequentially.
  • the parameter calculation unit 775 When calculating the feedback gain k p and the time constant ⁇ , the parameter calculation unit 775 first calculates the adaptive gain coefficient d by the above-described equation (26) based on the limiter coefficient k. Subsequently, the parameter calculation unit 775 performs feedback based on the calculated adaptive gain coefficient d, the estimated slip ratio ⁇ , and the estimated friction coefficient ⁇ by sequentially calculating the above-described equations (22) and (23). The gain k p is calculated sequentially. Then, the parameter calculation unit 775 sends the calculated feedback gain k p to the multiplication unit 776 (see FIG. 15).
  • the parameter calculation unit 775 sequentially calculates the time constant ⁇ by the above-described equation (28) based on the calculated feedback gain k p . Then, the parameter calculation unit 775 sends the calculated time constant ⁇ to the LPF unit 773 (see FIG. 15).
  • the multiplication unit 776 uses the filtered torque value T af sent from the LPF unit 773 and the feedback gain k p sent from the parameter calculation unit 775 to calculate the feedback torque value according to the above-described equation (25). Tf is calculated. Then, the multiplication unit 776 sends the calculated feedback torque value T f to the torque set value calculation unit 743A (see FIG. 15).
  • the torque set value calculation unit 743A that has received the limited torque value T L sent from the limiting unit 741 and the feedback torque value T f sent from the feedback unit 742, calculates the torque set value T according to the above-described equation (9). Calculate s . Then, the torque set value calculation unit 743A sends the calculated torque set value T s to the motor drive system 900 (see FIG. 7).
  • Non-traction control mode processing In the non-traction control mode process, the limiter unit 765 of the limiting unit 741 sends the torque command value Tc as the limited torque value TL to the torque set value calculation unit 743A.
  • the drive torque estimation unit 763 of the limiting section 741 performs the calculation of the estimated drive torque T d, and sends the calculated estimated driving torque T d to the error estimator 830.
  • the feedback unit 742 sets the feedback torque value T f to “0” and sends it to the torque set value calculation unit 743A.
  • the torque setting value T s calculated by the torque setting value calculation unit 743A is the same as the torque command value T c . Therefore, in the non-traction control mode process, the torque command value T c is sent as it is to the motor drive system 900 as the torque set value T s from the control unit 740A.
  • the motor drive system 900 In the motor drive system 900, and supplies on the basis of the torque set value T s sent from the traction control device 700A, a current corresponding to the torque set value T s to the motor 930. As a result, the motor 930 is driven with a torque value corresponding to the torque setting value T s .
  • the moving speed v, the rotational speed ⁇ , and the actual torque value T m can be quickly acquired.
  • the limiting unit 741 in the control unit 740A estimates the estimated slip ratio ⁇ of the drive wheel using the equation (5) that can be quickly calculated based on the moving speed v and the rotational speed ⁇ . Further, the limiter 741 estimates the estimated driving torque T d of the driving wheel based on the rotational speed ⁇ and the actual torque value T m using the equation (10) that can be quickly calculated.
  • the limiter 741 calculates a limit value L for the torque command value T c using the equation (11) that allows quick calculation based on the estimated slip ratio ⁇ and the estimated drive torque T d. . Then, the limiter 741 performs a limit process on the torque command value Tc using the limit value L, and calculates a limited torque value TL .
  • the feedback unit 742 in the control unit 740A causes the time differential value (d ⁇ / dt) and the actual torque value T m of the rotational speed ⁇ at each time point and the rotation at each time point.
  • the equations (17) to (20), (22), (23), (26), and (28) that can be quickly calculated are appropriately expressed.
  • the feedback torque value Tf is calculated using this. Note that the feedback unit 742 adaptively calculates a feedback torque value T f for a combination of both the road surface state and the traveling state based on the adhesion model.
  • the torque set value calculation unit 743A calculates the torque set value T s by the equation (9) based on the limited torque value T L and the feedback torque value T f . Then, the torque set value calculation unit 743A sends the calculated torque set value T s to the motor drive system 900.
  • the torque setting value T s is limited by the feedforward control of the limiting unit 741 and the torque setting value T s is reduced by the feedback control of the feedback unit 742. Therefore, according to the first embodiment, it is possible to achieve both prevention of an increase in the slip ratio ⁇ on the frozen road surface and sufficient torque output on the dry road surface.
  • the limiter coefficient k is calculated by the equation (16) based on the estimated error rate a of the estimated drive torque Td and the estimated error rate b of the estimated slip rate ⁇ . Then, the feedback gain k p and the first-order lag time constant ⁇ in the feedback unit 742 are calculated appropriately using the equations (20), (22), (23), (26), and (28). For this reason, even if an error is included in the estimated driving torque T d and the estimated slip ratio ⁇ , appropriate traction control can be performed.
  • FIG. 23 shows the configuration and positioning of the traction control device 700B according to the second embodiment.
  • the traction control device 700B includes a left front drive wheel WH FL , a right front drive wheel WH FR , a left rear drive wheel WH RL and a right drive wheel that are four drive wheels that can be driven independently of each other. It is disposed within a mobile MV with four drive wheels of the rear driving wheels WH RR.
  • the moving body MV is provided with a torque command value generation unit 810, an acceleration detection unit 820, an error estimation unit 830, and motor drive systems 900 FL to 900 RR .
  • the motor drive system 900 j includes a drive control unit 910 j having the same function as the drive control unit 910 described above, an inverter 920 j having the same function as the inverter 920 described above, and the same motor 930 as described above. And a motor 930 j having a function.
  • the motor drive system 900 j includes a rotational position detection unit 940 j having the same function as the rotational position detection unit 940 described above, and a current detection unit 950 j having a function similar to the current detection unit 950 described above. Yes.
  • the drive control unit 910 j a torque set value transmitted from the traction control unit 700B CT s, j, detected by the rotational position detecting unit 940 j rotational position theta j, and detected by the current detection unit 950 j Based on the detected current value ID, j , the drive voltage is calculated. Then, the drive control unit 910 j sends the calculated drive voltage to the inverter 920 j .
  • the rotational position detector 940 j detects the rotational position ⁇ j of the motor 930 j . Then, the rotational position detector 940 j sends the detected rotational position ⁇ j to the traction control device 700B and the drive controller 910 j .
  • the current detection unit 950 j detects a current value flowing through the motor 930 j . Then, the current detection unit 950 j sends the detected current value to the traction control device 700B and the drive control unit 910 j as the detected current value ID, j .
  • the torque command value generation unit 810 sends torque command values T c, FL 1 to T c, RR to the traction control device 700B corresponding to the four drive wheels WH FL 1 to WH RR .
  • the error estimation unit 830 estimates the estimation error ratios a FL to a RR and the estimation error ratios b FL to b RR corresponding to the four drive wheels WH FL to WH RR , and the estimation results are used as the traction control device. Send to 700B.
  • the traction control device 700B is different from the traction control device 700A of the first embodiment described above in that a control unit 740B is provided instead of the control unit 740A.
  • this difference will be mainly described.
  • the rotational speed acquisition unit 720 in the second embodiment receives the rotational position ⁇ j sent from the rotational position detection unit 940 j . Then, the rotational speed acquisition unit 720 performs time differentiation of the rotational position ⁇ to acquire the rotational speed ⁇ j . The rotation speed ⁇ j acquired in this way is sent to the control unit 740B and the error estimation unit 830.
  • the actual torque value acquisition unit 730 in the second embodiment receives the detected current value I D, j sent from the current detection unit 950 j . Subsequently, the actual torque value acquisition unit 730 calculates the motor current value Im, j based on the detected current value ID, j .
  • the actual torque value acquisition unit 730 the actual torque value T m using the above-mentioned (1), by calculating the j, to obtain the actual torque value T m, j.
  • the actual torque value T m, j acquired in this way is sent to the control unit 740B.
  • the control unit 740B includes individual control units 781 FL to 781 RR and a common torque set value calculation unit 782, as shown in FIG.
  • Each of the individual control units 781 j FL to RR is configured similarly to the control unit 740A described above.
  • the individual control unit 781 j receives the torque command value T c, j sent from the torque command value generation unit 810 and the estimated error ratios a j and b j sent from the error estimation unit 830. Subsequently, the individual control unit 781 j performs limiter control on the torque command value T c, j based on the moving speed v, the rotational speed ⁇ j, and the actual torque value T m, j , thereby limiting the limited torque value T L, j is calculated.
  • the individual control unit 781 j has the actual torque value T m, j and the time differential value (d ⁇ j / dt) of the rotational speed ⁇ j obtained in the middle of the calculation of the limited torque value T L, j.
  • a feedback torque T f, j is generated based on the limiter coefficient k j .
  • the individual control unit 781 j calculates the individual torque setting value T s, j based on the feedback torque T f, j and the limited torque value T L, j , and uses the calculated individual torque setting value T s, j . This is sent to the common torque set value calculation unit 782.
  • the individual control unit 781 j uses the torque command value T c, j as the individual torque set value T s, j and the common torque set value calculation unit 782. To send to.
  • the individual control unit 781 j sends the estimated driving torque T d, j to the error estimating unit 830. Note that the individual control unit 781 j calculates the estimated drive torque T d, j regardless of whether or not the traction control is to be performed, and uses the calculated estimated drive torque T d, j as the error estimation unit 830. To send to.
  • the common torque set value calculation unit 782 receives the individual torque set value T s, j sent from the individual control unit 781 j . When it is not specified that the traction control should be performed, the common torque set value calculation unit 782 sets the individual torque set value T s, j as the torque set value CT s, j to the motor drive system 900 j . send.
  • the common torque set value calculation unit 782 extracts the minimum value among the individual torque set values T s, FL 1 to T s, RR . Subsequently, the common torque set value calculation unit 782 sets all of the torque set values CT s, FL to CT s, RR to the extracted minimum value T s, min . The common torque set value calculation unit 782 sends the torque set value CT s, j set to the minimum value T s, min to the motor drive system 900 j .
  • the torque command value generation unit 810, the acceleration detection unit 820, the error estimation unit 830, and the motor drive system 900 j have already started operation, and the torque command value T c, j , acceleration ⁇ , and estimated error rate a j , B j , rotational position ⁇ j and detected current value I D, j are sequentially sent to the traction control device 700B (see FIG. 23).
  • the movement speed acquisition unit 710 performs time integration of the acceleration ⁇ sent from the acceleration detection unit 820 to acquire the movement speed v. Then, the moving speed acquisition unit 710 sequentially sends the acquired moving speed v to the control unit 740B and the error estimation unit 830 (see FIG. 23).
  • the rotation speed acquisition unit 720 performs time differentiation of the rotation position ⁇ j sent from the rotation position detection unit 940 j to acquire the rotation speed ⁇ j . Then, the rotation speed acquisition unit 720 sequentially sends the acquired rotation speed ⁇ j to the control unit 740B and the error estimation unit 830 (see FIG. 23).
  • the actual torque value acquisition unit 730 calculates the actual torque value T m, j based on the detected current value I D, j sent from the current detection unit 950 j , so that the actual torque value T m, j Acquire. Then, the actual torque value acquisition unit 730 sequentially transmits the acquired actual torque value T m, j to the control unit 740B (see FIG. 23).
  • the individual control unit 781 j performs the same process as the control unit 740A described above , and calculates the individual torque set value T s, j . Then, the individual control unit 781 j sends the calculated individual torque setting value T s, j to the common torque setting value calculation unit 782.
  • the common torque set value calculating unit 782 Upon receiving the individual torque set values T s, FL 1 to T s, RR sent from the individual control units 781 FL to 781 RR , the common torque set value calculating unit 782 receives the individual torque set values T s, FL 1 to T s, Extract the minimum value of RR . Subsequently, the common torque set value calculation unit 782 sets all of the torque set values CT s, FL to CT s, RR to the extracted minimum value T s, min . Then, the common torque set value calculation unit 782 sends the torque set value CT s, j set to the minimum value T s, min to the motor drive system 900 j .
  • the individual control unit 781 j sends the estimated drive torque T d, j calculated in the middle of the calculation of the individual torque set value T s , j to the error estimation unit 830.
  • the common torque set value calculating unit 782 Upon receiving the individual torque set values T s, FL 1 to T s, RR sent from the individual control units 781 FL to 781 RR , the common torque set value calculating unit 782 receives the individual torque set values T s, FL 1 to T s, Let RR be the torque set values CT s, FL to CT s, RR as they are. Incidentally, in the case of non-traction control mode processing, individual control section 781 j performs the calculation of the estimated drive torque T d, j, calculated estimated driving torque T d, and sends a j to the error estimation unit 830.
  • the common torque setting value calculation unit 782 uses the individual torque setting values T s, j as they are to generate torque.
  • the set value CT s, j is sent to the motor drive system 900 j .
  • the torque command value T c, j is sent to the motor drive system 900 j as it is.
  • the motor 930 j is driven with an actual torque value corresponding to the torque set value CT s, j .
  • control for stable traveling is ensured according to changes in the road surface state while ensuring the necessary driving force. It can be realized quickly.
  • the minimum value among the individual set torque values calculated for each of the plurality of drive wheels is set as all the torque set values of the plurality of drive wheels.
  • a difference in torque setting values among a plurality of drive wheels can be suppressed, stable traveling can be ensured.
  • the torque setting value calculated for the left drive wheel is also applied to the right drive wheel, thus avoiding left-right torque imbalance
  • the acceleration sensor is used when acquiring the moving speed, but an optical ground sensor may be used.
  • the traction control device is configured not to include an error estimation unit.
  • the traction control device may include an error estimation unit.
  • the limiter coefficient is calculated based on the estimation error range.
  • the limiter coefficient may be a fixed value.
  • control unit 740A instead of the control unit 740A in the first embodiment, a control unit 740C having the configuration shown in FIG. 25 may be employed.
  • the control unit 740C is different from the control unit 740A described above in that a torque set value calculation unit 743C is provided instead of the torque set value calculation unit 743A.
  • the torque set value calculation unit 743C includes subtraction units 752, 753, and 754.
  • the subtracting unit 752 receives the torque command value T c sent from the torque command value generating unit 810 and the feedback torque value T f sent from the feedback unit 742. Then, the subtraction unit 752 calculates a first difference value (T c ⁇ T f ).
  • the subtraction unit 753 receives the torque command value T c sent from the torque command value generation unit 810 and the limited torque value T L sent from the limiting unit 741. Then, the subtraction unit 753 calculates the second difference value (T c ⁇ T L ).
  • the subtraction unit 754 receives the first difference value (T c ⁇ T f ) sent from the subtraction unit 752 and the second difference value (T c ⁇ T L ) sent from the subtraction unit 753. Then, the subtraction unit 754 calculates the torque setting value T s by the following equation (30), and sends the calculated torque setting value T s to the motor drive system 900.
  • T s (T c ⁇ T f ) ⁇ (T c ⁇ T L ) (30)
  • the torque setting value calculated by the control unit 740C is the same as the torque setting value calculated by the control unit 740A. For this reason, according to the traction control device that employs the control unit 740C in place of the control unit 740A, the same effects as in the case of the first embodiment described above can be obtained.
  • the response speed of the driving torque of the driving wheel with respect to the torque setting value is high as in the in-wheel motor.
  • the present invention may be applied even when the response of the drive torque of the drive wheels to the torque set value is not quick.
  • the traction control device of the above-described embodiment is configured as a computer as a calculation unit including a central processing unit (CPU: Central Processing Unit), a DSP (Digital Signal Processing), and the like. By executing this, a part or all of the functions of the traction control device of the above embodiment may be executed.
  • This program is recorded on a computer-readable recording medium such as a hard disk, CD-ROM, or DVD, and is loaded from the recording medium and executed by the computer.
  • the program may be acquired in a form recorded on a portable recording medium such as a CD-ROM or DVD, or may be acquired in a form distributed via a network such as the Internet. Also good.
  • FIG. 26 schematically illustrates the configuration of the traction control device 100 according to an embodiment.
  • the traction control device 100 is an aspect of the traction control device 700B according to the second embodiment described above.
  • the traction control device 100 is disposed in a vehicle CR as the moving body MV.
  • the vehicle CR includes four drive wheels that can be driven independently of each other, namely, a left front drive wheel WH FL , a right front drive wheel WH FR , a left rear drive wheel WH RL and a right rear drive wheel WH RR . Drive wheels.
  • a torque command value generation unit 810 In addition to the traction control device 100, a torque command value generation unit 810, an acceleration detection unit 820, an error estimation unit 830, and motor drive systems 900 FL to 900 RR are arranged in the vehicle CR.
  • the traction control device 100 includes a control unit 110 and a storage unit 120.
  • the control unit 110 includes a central processing unit (CPU) and a DSP (Digital Signal Processor) as arithmetic means. By executing the program, the control unit 110 functions as the movement speed acquisition unit 710, the rotation speed acquisition unit 720, the actual torque value acquisition unit 730, and the control unit 740B in the second embodiment described above. ing.
  • CPU central processing unit
  • DSP Digital Signal Processor
  • the program executed by the control unit 110 is stored in the storage unit 120, loaded from the recording unit and executed.
  • This program may be acquired in a form recorded on a portable recording medium such as a CD-ROM or DVD, or may be acquired in a form distributed via a network such as the Internet. .
  • control unit 110 The processing executed by the control unit 110 will be described later.
  • various information data used by the control unit 110 are stored. Such information data includes a program executed by the control unit 110.
  • the storage unit 120 can be accessed by the control unit 110.
  • the drive control unit 910 j and the current detection unit 950 j of the present embodiment will be described in more detail with reference to FIG.
  • the motor 930 j is a three-phase motor.
  • the drive control unit 910 j controls driving of the motor 930 j by vector control.
  • the drive control unit 910 j having such a function includes a current command value generation unit 911, subtraction units 912 d and 912 q , and proportional and integral (PI) calculation units 913 d and 913 q .
  • the drive control unit 910 j includes a coordinate conversion unit 914 and a pulse width modulation (PWM) unit 915.
  • PWM pulse width modulation
  • the current command value generation unit 911 receives the torque setting value CT s, j sent from the traction control device 100. Then, the current command value generation unit 911 generates a d-axis current command value I d, j * and a q-axis current command value I q, j * in order to generate the motor torque of the torque set value CT s, j .
  • the d-axis current command value I d, j * thus generated is sent to the subtraction unit 912 d
  • the q-axis current command value I q, j * is sent to the subtraction unit 912 q .
  • the subtraction unit 912 d receives the d-axis current command value I d, j * sent from the current command value generation unit 911. Then, the subtracting unit 912 d subtracts the d-axis detected current value I d, j sent from the current detecting unit 950 j from the d-axis current command value I d, j * . The subtraction result by the subtraction unit 912 d is sent to the PI calculation unit 913 d .
  • the subtraction unit 912 q receives the q-axis current command value I q, j * sent from the current command value generation unit 911. Then, the subtraction unit 912 q subtracts the q-axis detection current value I q, j sent from the current detection unit 950 j from the q-axis current command value I q, j * . The subtraction result by the subtraction unit 912 q is sent to the PI calculation unit 913 q .
  • the PI calculation unit 913 d receives the subtraction result sent from the subtraction unit 912 d . Then, the PI calculation unit 913 d performs proportional and integral calculations based on the subtraction result, and calculates a d-axis voltage command value V d, j * . The d-axis voltage command value V d, j * calculated by the PI calculation unit 913 d is sent to the coordinate conversion unit 914.
  • the PI calculation unit 913 q receives the subtraction result sent from the subtraction unit 912 q . Then, the PI calculation unit 913 q performs a proportional and integral calculation based on the subtraction result, and calculates a q-axis voltage command value V q, j * . The q-axis voltage command value V q, j * calculated by the PI calculation unit 913 q is sent to the coordinate conversion unit 914.
  • the coordinate conversion unit 914 uses the d-axis voltage command value V d, j * sent from the PI calculation unit 913 d and the q-axis voltage command value V q, j * sent from the PI calculation unit 913 q. receive. Then, the coordinate conversion unit 914 refers to the rotational position ⁇ j sent from the rotational position detection unit 940 j and performs the d-axis voltage command value V d, j * and the q-axis voltage command value V q, j *.
  • coordinate conversion is performed to calculate the u-axis control voltage value V u, j * , the v-axis control voltage value V v, j *, and the w-axis control voltage value V w, j * .
  • the calculation result by the coordinate conversion unit 914 is sent to the PWM unit 915.
  • the PWM unit 915 receives the three-phase control voltage sent from the coordinate conversion unit 914. Then, the PWM unit 915 performs pulse width modulation on the three-phase control voltage to generate a three-phase PWM signal. The three-phase PWM signal generated in this way is sent to the inverter 920 j .
  • the current detection unit 950 j includes a current detector 951 and a coordinate conversion unit 952.
  • the current detector 951 detects the u-axis current value and the v-axis current value flowing through the motor 930 j . Then, the current detector 951 sends the detection result to the coordinate conversion unit 952 as the u-axis detection current value I u, j and the v-axis detection current value I v, j .
  • the coordinate conversion unit 952 receives the u-axis detection current value I u, j and the v-axis detection current value I v, j sent from the current detector 951. Then, the coordinate conversion unit 952 refers to the rotation position ⁇ j sent from the rotation position detection unit 940 j and coordinates the u-axis detection current value I u, j and the v-axis detection current value I v, j . Conversion is performed to calculate the d-axis detection current value I d, j and the q-axis detection current value I q, j . The calculation result by the coordinate conversion unit 952 is sent to the traction control device 100 and the drive control unit 910 j as the detected current value ID, j .
  • I D the size of the j
  • (I d, j 2 + I q, j 2 ) 1/2 (31)
  • the torque command value generation unit 810, the acceleration detection unit 820, the error estimation unit 830, and the motor drive system 900 j have already started operation, and the torque command value T c, j , acceleration ⁇ , and estimated error rate a j , B j , rotational position ⁇ j and detected current value I D, j are sequentially sent to the traction control device 100 (see FIG. 23).
  • step S11 the control unit 110 determines whether or not a traction control stop command has been received via the input unit. If the result of the determination in step S11 is negative (step S11: N), the process proceeds to step S12.
  • step S12 the control unit 110 calculates limit values L FL to L RR corresponding to each of the four drive wheels WH FL to WH RR . Note that the calculation process of the limit values L FL to L RR in step S12 will be described later.
  • step S13 the control unit 110 uses the calculated limit values L FL to L RR to limit the torque values T L, FL 1 to T L corresponding to each of the four drive wheels WH FL to WH RR. L and RR are calculated.
  • step S14 the control unit 110 calculates feedback torque values T f, FL 1 to T f, RR corresponding to each of the four drive wheels WH FL 1 to WH RR . Note that the calculation processing of the feedback torque values T f, FL 1 to T f, RR in step S14 will be described later.
  • step S15 the control unit 110 calculates the individual torque according to the above equation (9) based on the limited torque values T L, FL 1 to T L, RR and the feedback torque values T f, FL 1 to T f, RR.
  • Set values T s, FL to T s, RR are calculated.
  • step S16 the control unit 110 extracts the minimum value among the individual torque setting values T s, FL 1 to T s, RR .
  • control unit 110 sets all of the torque set values CT s, FL to CT s, RR to the extracted minimum value T s, min . Then, the control unit 110 sequentially outputs the torque set value CT s, j set to the minimum value T s, min to the motor drive system 900 j (see FIG. 26).
  • step S17 When the process of step S17 is completed, the process returns to step S11. Thereafter, the processes in steps S11 to S17 are repeated until the result of the determination in step S11 becomes affirmative.
  • step S11 When a traction control stop command is received and the result of determination in step S11 is affirmative (step S11: Y), the process proceeds to step S18.
  • step S18 the control unit 110 releases the limiter.
  • step S19 the feedback torque value is cleared.
  • the traction control process ends.
  • the torque command value T c, j is output to the motor drive system 900 j as the torque set value CT s, j .
  • step S21 the control unit 110 performs the acceleration ⁇ , the rotational position ⁇ j , the detected current value I D, j and the estimated error ratio a j. , B j are obtained. Then, the control unit 110, together with the acquired vehicle speed (movement speed) v by performing time integration of the acceleration alpha, acquires the rotation speed omega j by performing time differentiation of the rotation position theta j, detected current value I D, The actual torque value T m, j is acquired based on j .
  • step S22 the control unit 110 performs the slip ratio estimation by calculating the estimated slip ratio ⁇ j by the above-described equation (5) based on the vehicle speed v and the rotational speed ⁇ j .
  • step S23 the control unit 110 calculates the estimated drive torque T d, j using the above-described equation (10) based on the rotational speed ⁇ j and the actual torque value T m, j , thereby driving. Estimate torque.
  • step S24 the control unit 110 calculates a limiter coefficient k j based on the above-described equation (16). Subsequently, in step S25, the control unit 110 calculates the limit value L j using the above-described equation (12) based on the limiter coefficient k j , the estimated slip ratio ⁇ j, and the estimated drive torque T d, j. .
  • step S25 ends, the process of step S12 ends. And a process progresses to step S13 of FIG. 28 mentioned above.
  • step S31 the control unit 110 executes the actual torque value T m, j and the limit value.
  • differential value of the rotational speed omega j obtained in an intermediate stage of the calculation value L j (d ⁇ j / dt) , the estimated slip ratio lambda j, obtains an estimated driving torque T d, j and the limiter coefficient k j.
  • step S32 the control unit 110 calculates the differential torque Th, j .
  • the control unit 110 calculates the back-calculated torque value T n, j using the above-described equation (17) based on the differential value (d ⁇ j / dt). . Subsequently, the control unit 110 calculates the differential torque value T h, j using the above-described equation (18) based on the reverse calculation torque value T n, j and the actual torque value T m, j .
  • step S33 the control unit 110 calculates the estimated friction coefficient ⁇ j using the above-described equation (20) based on the estimated drive torque T d, j .
  • step S34 the control unit 110 calculates the adaptive gain coefficient d j using the above-described equation (26) based on the limiter coefficient k j .
  • step S35 the control unit 110 sequentially calculates the above-described equations (22) and (23) based on the adaptive gain coefficient d, the estimated slip ratio ⁇ , and the estimated friction coefficient ⁇ , thereby feedback gain k. p, j is calculated. Subsequently, in step S36, the control unit 110 calculates the time constant ⁇ j using the above-described equation (28) based on the feedback gain k p, j .
  • step 37 the control unit 110 calculates a feedback torque value T f, j based on the differential torque value T h, j , the time constant ⁇ j and the feedback gain k p, j .
  • the control unit 110 first gives a first-order lag of the time constant ⁇ j to the differential torque value T h, j to thereby obtain a post-filter torque value T af. , j is calculated. Subsequently, the control unit 110 calculates the feedback torque value T f, j using the above-described equation (25) based on the filtered torque value T af, j and the feedback gain k p, j .
  • step S37 When the process of step S37 is finished, the process of step S14 is finished. Then, the process proceeds to step S15 in FIG.
  • the moving velocity v of the moving body MV having drive wheels driven by a motor 930 j the rotational speed of the drive wheels of the moving body MV omega j, and drives the motor 930 j
  • the actual torque value T m, j is acquired.
  • the moving speed v, the rotational speed ⁇ j and the actual torque value T m, j can be quickly acquired.
  • control unit 110 estimates the estimated slip ratio ⁇ j of the driving wheel based on the moving speed v and the rotational speed ⁇ j using the equation (5) that can be quickly calculated. Further, the control unit 110 estimates the estimated driving torque T d, j of the driving wheel using the equation (10) that can be quickly calculated based on the rotational speed ⁇ j and the actual torque value T m, j. .
  • the control unit 110 limits the torque command value T c, j using the equation (11) that allows quick calculation based on the estimated slip ratio ⁇ j and the estimated drive torque T d, j.
  • the value L j is calculated.
  • the control unit 110 can perform a quick calculation based on the rotational speed ⁇ j and the actual torque value T m, j at each time (17) to ( 20), (22), (23), (26), and (28) are appropriately used to calculate the feedback torque value T f, j .
  • the control unit 110 calculates a feedback torque value T f, j based on the adhesion model.
  • the control unit 110 calculates the individual torque setting value T s, j by the equation (9) based on the limited torque value T L, j and the feedback torque value T f, j . Subsequently, the control unit 110 extracts the minimum value among the individual torque setting values T s, FL to T s, RR and extracts all the torque setting values CT s, FL to CT s, RR as the extracted minimum values. Set to T s, min . Then, the control unit 110 sends the torque set value CT s, j set to the minimum value T s, min to the motor drive system 900 j .
  • the minimum value among the individual set torque values calculated for each of the plurality of drive wheels is set as all the torque set values of the plurality of drive wheels.
  • a difference in torque setting values among a plurality of drive wheels can be suppressed, stable traveling can be ensured.
  • the limit value calculated for the left drive wheel is also applied to the right drive wheel, thus avoiding left-right torque imbalance. It is possible to prevent the direction of the vehicle body from changing.
  • the acceleration sensor is used when acquiring the moving speed, but an optical ground sensor may be used.
  • the d-axis detected current value I d, j and the q-axis detected current value I q, j are respectively the d-axis current command value I d, j * and the q-axis current command value I q. , j * is controlled to be the same. Accordingly, although there is a response time delay due to the PI calculation and the motor characteristics, as a result, the actual torque value T m, j is controlled to be equal to the torque set value CT s, j .
  • the actual torque value T m, j of the motor is obtained from the equation (1), but the torque set value CT is obtained by using the above-described time constant ⁇ m, j of the torque response of the motor.
  • the actual torque value T m, j may be calculated by the following equation (32) that multiplies s, j by the torque response characteristic.
  • T m, j CT s, j ⁇ (1 / ( ⁇ m, j ⁇ s + 1)) (32)
  • the value ⁇ m, j is a time constant of torque response.
  • the traction control device is configured not to include the error estimation unit.
  • the traction control device may include an error estimation unit.
  • the limiter coefficient is calculated based on the estimation error range.
  • the limiter coefficient may be a fixed value.

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  • Life Sciences & Earth Sciences (AREA)
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Abstract

L'invention concerne un dispositif d'antipatinage à l'accélération qui permet d'acquérir la vitesse de déplacement (v) d'un corps en mouvement ayant une roue motrice entraînée par un moteur, la vitesse de rotation (ω) de la roue motrice du corps en mouvement, et la valeur de couple réelle (Tm) que génère le moteur. Par la suite, une unité de restriction (741) calcule un taux de glissement estimé (λ) et un couple moteur estimé (Td) en fonction de la vitesse de déplacement (v), de la vitesse de rotation (ω), et de la valeur de couple réelle (Tm). Ensuite, L'unité de restriction (741) calcule une valeur limite (L) en fonction du taux de glissement estimé (λ) et du couple moteur estimé (Td), et à partir de là, calcule une valeur de couple limité (TL) en utilisant la valeur limite (L). Par ailleurs, une unité de rétroaction (742) calcule, en utilisant un modèle d'adhérence comme modèle de référence, une valeur de couple de rétroaction (Tf) en fonction d'une valeur obtenue lors du procédé de calcul de la valeur limite (L) dans l'unité de restriction (741), et de la valeur de couple réelle (Tm). Une unité de calcul de valeur de réglage de couple (743A) calcule ensuite une valeur de réglage de couple (Ts) en fonction de la valeur de couple limité (TL) et de la valeur de couple de rétroaction (Tf).
PCT/JP2013/063952 2013-05-20 2013-05-20 Dispositif d'antipatinage à l'accélération et procédé d'antipatinage à l'accélération WO2014188489A1 (fr)

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JP2015517942A JP5994194B2 (ja) 2013-05-20 2013-05-20 トラクション制御装置及びトラクション制御方法

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