WO2015037616A1 - 電動車両の制御装置及び電動車両の制御方法 - Google Patents
電動車両の制御装置及び電動車両の制御方法 Download PDFInfo
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- WO2015037616A1 WO2015037616A1 PCT/JP2014/073926 JP2014073926W WO2015037616A1 WO 2015037616 A1 WO2015037616 A1 WO 2015037616A1 JP 2014073926 W JP2014073926 W JP 2014073926W WO 2015037616 A1 WO2015037616 A1 WO 2015037616A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—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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- 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
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
- B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
- B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
- B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
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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
- 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
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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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
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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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- 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
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- 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
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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
- 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
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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
- 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
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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
- B60L2250/00—Driver interactions
- B60L2250/16—Driver interactions by display
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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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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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
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
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- 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
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- 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
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- 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 control device of an electric vehicle.
- Patent Document 1 As a control device of an electric vehicle, a technology described in Patent Document 1 is known. In this vehicle, the vibration component suppression torque which suppresses the vibration component accompanied by the resonance of the vehicle is calculated, and the vibration component suppression torque is subjected to a predetermined restriction, so that the noise is superimposed on the rotational speed to show a unique value. Also, we are trying to stabilize the control.
- the limitation when the limitation is applied as described above, even if the limitation value is fixed or changed in advance, it is configured to be changed depending on the vehicle speed. For example, when the predetermined limitation is large, the torque is excessive. It may be suppressed and there is a possibility that the startability may be deteriorated. On the other hand, when the predetermined limit is small, there is a problem that it is not possible to apply a sufficient vibration component suppression torque and it becomes difficult to suppress the vibration when the vibration is generated.
- This invention is made in view of the said subject, and an object of this invention is to provide the control apparatus of the electric vehicle which can perform a vibration suppression appropriately, and the control method of an electric vehicle.
- a motor that generates a torque for restraining and driving a driving wheel is a vibration command component based on a torque command value based on driver's accelerator operation or brake operation and vehicle resonance.
- the damping control torque command value is limited based on the state of the driving wheel during traveling.
- FIG. 1 is a system diagram showing a configuration of an electrically powered vehicle of a first embodiment.
- FIG. 5 is a schematic view showing a connection state of various controllers of the first embodiment. It is the schematic showing the connection state of the various controllers of a comparative example.
- FIG. 6 is a control block diagram showing the contents of information transmitted and received by each controller of the first embodiment.
- FIG. 5 is a control block diagram illustrating control contents executed by a vehicle controller and a request for traction control provided in the brake controller according to the first embodiment and a motor controller.
- 5 is a flowchart illustrating command value selection processing according to the first embodiment.
- FIG. 6 is a control block diagram illustrating damping control torque command value calculation processing according to the first embodiment.
- FIG. 6 is a control block diagram showing slip control that is executed in the traction control unit of the first embodiment.
- FIG. 6 is a control block diagram illustrating target drive wheel speed reference value calculation processing according to the first embodiment.
- FIG. 6 is a control block diagram illustrating target drive wheel speed calculation processing according to the first embodiment.
- FIG. 7 is a control block diagram illustrating an acceleration slip control torque calculation process of the first embodiment.
- FIG. 7 is a control block diagram illustrating slip control torque command value calculation processing according to the first embodiment.
- FIG. 7 is a control block diagram illustrating an acceleration slip control start speed calculation process according to the first embodiment.
- FIG. 7 is a control block diagram illustrating an acceleration slip control end speed calculation process according to the first embodiment.
- FIG. 7 is a control block diagram illustrating an acceleration slip control flag calculation process of the first embodiment.
- FIG. 6 is a control block diagram illustrating damping control limit value calculation processing according to the first embodiment. It is a table showing the setting value of the damping control torque limit value of Example 1.
- FIG. 10 is a time chart at the time of start when TL is set as the damping control torque limit value according to the first embodiment.
- FIG. 13 is a time chart at the time of start when TL to TH are set as the damping control torque limit value according to the first embodiment.
- FIG. 1 is a system diagram showing a configuration of an electrically powered vehicle of a first embodiment.
- the electric vehicle is a front wheel drive vehicle, and includes front wheels FR and FL as driving wheels and rear wheels RR and RL as driven wheels.
- a wheel cylinder W / C (FR), W / C (FL), W / C (RR), W / C that generates a friction braking force by pressing a brake pad against a brake rotor that rotates integrally with a tire C (RL) (also simply described as W / C) and wheel speed sensors 9 (FR), 9 (FL), 9 (RR), 9 (RL) (only 9) that detect the wheel speed of each wheel ) Is provided.
- a hydraulic unit 5 is connected to the wheel cylinder W / C via a hydraulic piping 5a.
- the hydraulic unit 5 includes a plurality of solenoid valves, a reservoir, a pump motor, and a brake controller 50, and controls the drive states of the various solenoid valves and the pump motor based on commands from the brake controller 50. Control the wheel cylinder fluid pressure of each wheel.
- the hydraulic unit 5 may be a known brake-by-wire unit, or may be a brake unit having a hydraulic circuit capable of performing vehicle stability control, and is not particularly limited.
- the resolver 2 which detects a motor rotation angle is provided in the electric motor 1 which is a drive source.
- a differential gear 3 is connected to the electric motor 1 via a reduction mechanism 3a, and a front wheel FR.FL is connected to a drive shaft 4 connected to the differential gear 3.
- a high voltage battery 6 for supplying driving power to the electric motor 1 or recovering regenerative power, and a battery controller 60 for monitoring and controlling the battery state of the high voltage battery 6 are mounted behind the vehicle. There is.
- the inverter 10 interposed between the high voltage battery 6 and the electric motor 1 is controlled by the motor controller 100.
- an auxiliary battery 8 is connected to the high voltage battery 6 via a DC-DC converter 7 (component), and the auxiliary battery 8 functions as a power supply for driving the hydraulic unit 5.
- the electric vehicle of the first embodiment is provided with a CAN communication line which is an in-vehicle communication line to which a plurality of controllers mounted in the vehicle are connected, and the brake controller 50, the vehicle controller 110, the battery controller 60, etc. It is connected possible.
- the power steering controller 20 for controlling the power steering apparatus for assisting the driver's steering operation and the meter controller 22 for controlling the speed meter for displaying the vehicle speed are CAN communication lines. It is connected.
- the power steering controller 20 is provided with a steering angle sensor 21 for detecting the steering angle of the steering wheel.
- FIG. 2 is a schematic view showing a connection state of various controllers of the first embodiment.
- the battery controller 60 for controlling the torque state acting between the drive wheels and the road surface the motor controller 100, the DC-DC converter 7 and the brake controller 50 are combined as a power train system.
- 1 CAN bus CAN1 (first communication device) is connected.
- chassis systems such as the power steering controller 20 and the meter controller 22 are connected to a second CAN bus CAN2 (second communication device).
- the first CAN bus CAN1 and the second CAN bus CAN2 are connected by a connection bus CAN3.
- a vehicle controller 110 is provided on the connection bus CAN3, and the information transmitted and received in the first CAN bus CAN1 is output to the second CAN bus CAN2 after being received by the vehicle controller 110 on the connection bus CAN3.
- the information transmitted and received in the second CAN bus CAN2 is output to the first CAN bus CAN1 after being received by the vehicle controller 110 on the connection bus CAN3.
- FIG. 3 is a schematic view showing a connection state of various controllers of the comparative example.
- the brake controller 50 is connected to the second CAN bus CAN2 as shown in FIG. This is because, conventionally, control of the brake system is control of the chassis system, and is not positioned as control of the power train system.
- each system such as a power train system, a brake system, a steering system, and a suspension system is often developed as an individual system from the viewpoint of improving the efficiency of vehicle development.
- the CAN communication line has an upper limit on the number of connectable controllers, but multiple controllers can be easily connected and grouped, so a group connecting chassis systems together and a group connecting power train systems together and It is a conventional system that a vehicle controller is provided to control the whole by connecting buses connecting between the groups.
- the brake controller 50 requests the vehicle controller 110 to suppress the slip state. Then, the vehicle controller 110 outputs a request such as torque down to the motor controller 100 based on the request received from the brake controller 50.
- the processing to flow the information into the first CAN bus CAN1 is performed, so the brake request output from the brake controller 50 has communication timing
- the output is delayed to the motor controller 100 once, and there is a situation where a delay occurs and drive slip can not be effectively suppressed.
- the inertia of the drive wheel is extremely small compared to the inertia of the vehicle, and the rotational state is likely to change suddenly.
- the CAN communication line is designed so that various systems can be easily connected later, and only the brake controller increases the control gain and the control cycle.
- the communication speed in the CAN communication line is limited, it is difficult to secure sufficient responsiveness.
- the brake controller 50 is a system for controlling the torque between the drive wheel and the road surface, it is positioned in the power train system and connected to the first CAN communication line CAN1. .
- the vehicle speed information and the like output from the brake controller 50 is slightly delayed in the timing of being transmitted to the second CAN bus CAN2, but the vehicle speed does not change rapidly due to the magnitude of the inertia of the vehicle. There is no problem at all.
- the vehicle controller 110 Although it is important for the vehicle controller 110 that controls the entire vehicle to monitor and control the entire vehicle, it is too centralizing to collect all the information and then output all the commands to each controller. The computational load of the vehicle controller 110 is increased, and a very expensive controller is required. In addition, the vehicle controller 110 outputs a command in consideration of information of low communication speed, and a vehicle system with good responsiveness can not be constructed no matter how expensive the vehicle controller 110 is adopted. In addition, although it is possible to transmit and receive all information quickly, an increase in communication speed is a specification change that affects all other controllers connected to this communication line, and it is complicated to increase the overall communication speed. It is very difficult in the system.
- the vehicle controller 110 in addition to dividing the configuration of the CAN communication line into the first CAN bus CAN1 and the second CAN bus CAN2, the vehicle controller 110 does not output all the commands, and is lower than the vehicle controller 110.
- the controller has constructed a configuration in which a certain degree of judgment is made and controlled. Specifically, in order to enable the motor controller 100 to determine the final motor torque command value before the vehicle controller 110, the brake request output from the brake controller 50 can be directly transmitted to the motor controller 100. Configure. Furthermore, in addition to the torque request from the normal vehicle controller 110, the motor controller 100 reads the brake request from the brake controller 50, and can output the final motor torque command value according to the traveling state.
- FIG. 4 is a control block diagram showing the contents of information transmitted and received by each controller in the first embodiment.
- the vehicle controller 110 inputs accelerator pedal position information and shift position information, and calculates a first torque command value based on basic driver request torque and the result of other control processing, and the motor controller 100 and the brake controller 50. Outputs the first torque command value.
- the brake controller 50 receives an ON / OFF state of a brake switch representing a brake pedal operation state or a wheel speed signal of each wheel, and for example, a second torque command value based on a request for traction control, the hydraulic unit 5 or the brake A torque increase / decrease request is output, such as a brake device state indicating whether the controller 50 is operating normally, whether to increase, decrease, or not increase / decrease torque with respect to the driver's request.
- the brake device state is normal, and the first torque command value and the second torque command value are compared, and if it matches the torque increase / decrease request, the second torque command from brake controller 50 A value is adopted, and the first torque command value is adopted when these conditions are not satisfied.
- FIG. 5 is a control block diagram showing control contents executed by the vehicle controller of the first embodiment and a request for traction control provided in the brake controller and the motor controller.
- the driver request torque command value calculation unit 111 in the vehicle controller 110 calculates the driver request torque (first torque command value) based on the accelerator pedal opening degree and the shift position, and outputs it to the motor controller 100.
- the traction control unit 51 in the brake controller 50 inputs the wheel speed information from the wheel speed sensor 9, the steering angle information from the steering angle sensor, and the actual motor torque output from the electric motor 1.
- Motor controller 100 includes a changeover switch 101 for switching which command value is selected from the driver request torque and the traction control torque based on the control flag, and a control described later in the switched torque command value TMCIN *.
- the torque addition unit 102 adds the vibration control torque and outputs the final torque command value, and the motor outputs the inverter drive signal to the inverter 10 to control the current supplied to the electric motor 1 based on the final torque command value.
- the motor rotational speed is subjected to high-pass filtering to detect high frequency components, and based on the detected high frequency components, vibration of the powertrain system is detected.
- the high pass filter is adopted in the first embodiment, estimation may be performed using an observer.
- FIG. 6 is a flowchart showing command value selection processing of the first embodiment.
- one of driver request torque command value TDRV * and slip control torque command value TESC * is output as torque command value TMCIN * by performing the following determination processing.
- an acceleration slip control flag FA and a reduction slip control flag FD indicating a slip control state are provided in the traction control unit 51, and an ESC indicating an abnormal state of the fluid pressure unit 5 and the brake controller 50 itself.
- a state flag FH is provided.
- step S1011 it is determined whether or not the ESC status flag FH indicates a non-abnormal state. If there is no abnormality, the process proceeds to step S1012. If there is an abnormality, the process proceeds to step S1020 and the command from the brake controller 50 is selected. Without switching the torque command value TMCIN * to the driver request torque command value TDRV *.
- step S1012 it is determined whether the acceleration slip control flag FA indicates that control is in progress. If it is in control, the process proceeds to step S1013, and if it is not in control, the process proceeds to step S1016. In step S1013, it is determined whether slip control torque command value TESC * is equal to or less than driver request torque command value TDRV *. If it is equal to or less than driver request torque command value TDRV *, control proceeds to step S1014 and torque command value TMCIN * Is switched to the slip control torque command value TESC *. That is, during acceleration slip control, torque reduction should be performed for driver request torque command value TDRV *, and it is lower if slip control torque command value TESC * is equal to or less than driver request torque command value TDRV *.
- step S1015 the slip control torque command value TESC * is equal to or greater than the driver request torque command value TDRV * regardless of the acceleration slip control, the acceleration slip is promoted, and in this case, the process proceeds to step S1015.
- the torque command value TMCIN * is switched to the driver request torque command value TDRV *.
- step S1016 it is determined whether or not the deceleration slip control flag FD indicates that control is in progress. If it is in control, the process proceeds to step S1017. If it is in non-control, the process proceeds to step S1020. In step S1017, it is determined whether slip control torque command value TESC * is equal to or higher than driver request torque command value TDRV *. If it is equal to or higher than driver request torque command value TDRV *, control proceeds to step S1018 and torque command value TMCIN * Is switched to the slip control torque command value TESC *.
- the slip control torque command value TESC * is the driver This is because it is considered that proper control is being carried out if the torque demand value TDRV * or more.
- the slip control torque command value TESC * is equal to or less than the driver request torque command value TDRV * regardless of the deceleration slip control, the deceleration slip is promoted. In this case, the process proceeds to step S1019.
- the torque command value TMCIN * is switched to the driver request torque command value TDRV *.
- FIG. 7 is a control block diagram showing damping control torque command value calculation processing according to the first embodiment.
- the damping control unit 104 includes a vibration component extraction unit 104 a that extracts a vibration component from the motor rotation speed.
- the vibration component extraction unit 104a is configured by a high pass filter, and passes only predetermined high frequency components.
- the gain multiplication unit 104b multiplies the vibration control gain by the vibration component that has passed through the high pass filter.
- the torque limiting unit 104c compares the magnitude of the damping control torque limit value with the damping control torque after gain multiplication, and selects the smaller value.
- the negative value multiplication unit 104d multiplies the damping control torque limit value by a negative value.
- the torque limiting unit 104e compares the magnitude of the negative value of the damping control torque limit value with the damping control torque after gain multiplication, and selects the larger value. Thereby, while calculating the damping control torque according to a vibration component, generation
- FIG. 8 is a control block diagram showing slip control performed in the traction control unit of the first embodiment.
- the driving wheel speed calculation unit 511 calculates the driving wheel speed VD based on the detected wheel speed VW.
- the vehicle speed estimation unit 512 calculates an estimated vehicle speed VC based on the wheel speed VW.
- the vehicle body speed may be estimated based on the average value of the vehicle body speeds calculated from the wheel speeds of the driven wheels, or may be the average value of the vehicle body speeds calculated from the wheel speeds of the four wheels. Select low of the driven wheels and the driving wheels (selecting the lower one of the wheel speeds of the driven wheels and the driving wheels to obtain the vehicle speed) or the like may be used, and is not particularly limited.
- it has a vehicle body acceleration detection unit that detects a vehicle body acceleration GC.
- the detection unit may be a vehicle acceleration GC using a G sensor that detects longitudinal acceleration or a derivative value of the estimated vehicle speed VC, and is not particularly limited.
- FIG. 9 is a control block diagram showing target drive wheel speed reference value calculation processing according to the first embodiment.
- the acceleration target slip ratio gain calculation unit 513a is provided with an acceleration target slip ratio gain map, and is set to calculate a larger acceleration target slip ratio gain as the detected acceleration GC becomes larger. . That is, if a large acceleration is obtained, it is considered that the frictional force with the road surface can be secured even if a certain degree of slip ratio is allowed.
- the steering angle target slip ratio gain calculation unit 513b is provided with a steering angle target slip ratio gain map, calculates a large steering angle target slip ratio gain near the neutral position of the detected steering angle, and then the steering angle The smaller the steering angle, the smaller the target slip ratio gain for the steering angle is calculated. This does not require much cornering force in the straight-ahead state, so a large force is used in the longitudinal direction of the tire's friction circle, and cornering force is required in the steering state. The force in the lateral direction is secured without using much force in the front and back direction of the friction circle.
- the slip ratio calculation unit 513c multiplies the target slip ratio gain for acceleration and the target slip ratio gain for steering angle to calculate a target slip ratio in consideration of the state of both.
- the target slip amount calculation unit 513d multiplies the calculated target slip ratio by the estimated vehicle speed VC to calculate a target slip amount.
- the limiter processing unit 513e performs limit processing on the target slip amount to suppress sudden change of the target value.
- the adding unit 513 f adds the target slip amount to the estimated vehicle body speed VC to calculate the target driving wheel speed VD *.
- the limiter processing unit 513g performs limiter processing on the target driving wheel speed VD * to calculate a target driving wheel speed reference value VDbase *.
- the yaw rate sensor value is compared with the estimated yaw rate calculated from the steering angle and the estimated vehicle speed VC. If the deviation is large, the target slip ratio or torque command value is calculated. The correction may be performed to control the deviation between the yaw rate sensor value and the estimated yaw rate.
- the acceleration slip control start speed calculation unit 514 calculates the control start speed VS based on the estimated vehicle body speed VC.
- FIG. 13 is a control block diagram illustrating an acceleration slip control start speed calculation process according to the first embodiment.
- the control start slip amount map 514a As the estimated vehicle body speed VC is higher, a larger slip amount is calculated. This is to make the control start slip ratio approximately constant when considered in terms of the slip ratio. However, since calculation of the slip ratio becomes difficult at low vehicle speeds including the time of start, the map 514a sets a constant slip amount. Then, the adding unit 514b adds the slip amount calculated from the control start slip amount map 514a to the estimated vehicle body speed VC to calculate the control start speed VS.
- the acceleration slip control end speed calculation unit 515 calculates the control end speed VF based on the estimated vehicle body speed VC.
- FIG. 14 is a control block diagram illustrating an acceleration slip control end speed calculation process according to the first embodiment.
- the control termination slip amount map 515a a larger slip amount is calculated as the estimated vehicle body speed VC is higher.
- the slip amount set in the control end slip amount map 515a is the control start slip amount map It is set smaller than the slip amount set to 514a.
- the adding unit 515b adds the slip amount calculated from the control termination slip amount map 515a to the estimated vehicle body speed VC to calculate a control termination speed calculation value.
- the control end speed VF is set to the target drive wheel speed reference value VDbase by selecting the smaller one of the control end speed calculation value and the target drive wheel speed reference value VDbase *. * Set to the estimated vehicle speed VC side rather than to prevent hunting.
- the second selection unit 515d by selecting the smaller value of the value selected by the first selection unit 515c and the control start speed VS, the control end speed VF is higher than the control start speed VS. Set to the estimated vehicle speed VC side to prevent hunting. Then, the value finally selected is output as the control end speed VF.
- FIG. 15 is a control block diagram illustrating an acceleration slip control flag calculation process according to the first embodiment. Although FIG. 15 shows the case where the shift lever is in the D range, basically the same processing is performed for other shift ranges.
- the control end determination unit 516a compares the drive wheel speed VD with the control end speed VF, and when the drive wheel speed VD is lower than the control end speed VF, outputs a switching signal to the end first switch 516b.
- the first termination-side switch 516b is a switch that switches between 0 and a counter value configured of the previous value output unit 516C and the count-up unit 516d, and in the state where 0 is selected during drive slip control, control termination determination When the switching signal is received from the unit 516a, counting up is started by the previous value output unit 516c and the count-up unit 516d, and is output to the control end delay judging unit 516f.
- the AND condition judging unit 516k indicates that one of the control ending conditions is satisfied. Output a signal. In other words, it is determined whether or not the time greater than TimeF has elapsed since the drive wheel speed VD became lower than the control end speed VF, and when it has elapsed a signal indicating that one of the control end conditions is satisfied. Output.
- the torque deviation calculation unit 516g calculates a torque deviation between the driver request torque command value TDRV * and the final torque command value TFB for the electric motor 1, and the torque state determination unit calculates the absolute value of the absolute value processing unit 516h. Output to 516j.
- the torque state determination unit 516j When the torque deviation is equal to or less than a predetermined torque value TrpF set in advance, the torque state determination unit 516j outputs a signal satisfying one of the control termination conditions.
- the AND condition determination unit 516k conditions for termination determination based on the drive wheel speed VD and delay processing are satisfied, and the driver request torque command value TDRV * substantially matches the torque commanded to the electric motor 1 If the condition is satisfied, a control completion condition satisfied signal is output to the OR condition determination unit 516m.
- the negative value determination unit 5161 outputs a control termination condition satisfaction signal when the driver request torque TRDV * is less than or equal to zero.
- the OR condition judging unit 516m when one of the AND condition judging unit 516k and the negative value judging unit 5161 outputs a control completion condition satisfaction signal, a switching signal is outputted to the control flag switch 516s.
- the control start determination unit 516 n compares the drive wheel speed VD with the control start speed VS, and when the drive wheel speed VD is equal to or higher than the control start speed VS, outputs a switching signal to the start side switch 516 q and outputs 1. Since it is in the state where the slip of a driving wheel is increasing in the scene of control start judgment, it is necessary to start control promptly. Therefore, slip control is promptly started without providing a delay time or the like.
- the start side switch 516 q receives the signal of the control flag previous value output unit 516 p, which is the previous value of the control flag switch 516 s, and outputs 1 in response to the switching signal from the control start determination unit 516 n.
- the value is switched from 1 to the control flag previous value. At this time, if the control completion condition satisfaction signal is not output from the OR condition determination unit 516m, 1 is continuously output from the control flag switch 516s, so the control flag is turned on.
- the target drive wheel speed calculation unit 517 calculates a target drive wheel speed VD * based on the target drive wheel speed reference value VDbase *.
- FIG. 10 is a control block diagram showing target drive wheel speed calculation processing according to the first embodiment.
- the drive wheel speed VD is set as an initial value as the target drive wheel speed VD *.
- the target value deviation calculation unit 517a calculates a target value deviation between the target drive wheel speed reference value VDbase * and the previous target drive wheel speed VD * calculated by the target drive wheel speed previous value calculation unit 517g.
- the limiter 517 b performs limit processing for limiting the deviation in order to achieve a smooth torque change, and outputs the result to the first addition unit 517 e. Further, in the variation calculation unit 517d, the previous target drive wheel speed reference value VDbase * output from the previous value output unit 517c that outputs the previous value of the target drive wheel speed reference value VDbase * and the current target drive wheel speed reference The amount of change is calculated from the difference from the value VDbase * and is output to the first addition unit 517e.
- the first addition unit 517e adds the target value deviation and the change amount of the target drive wheel speed reference value VDbase *, and calculates the change amount of the drive wheel speed to be changed by the control this time. As a result, even if the target drive wheel speed reference value VDbase * changes beyond the limit of the limiter 517b after the start of the slip control, the target drive wheel speed VD * can follow the target drive wheel speed reference value VDbase *.
- the second addition unit 517f adds the value output from the first addition unit 517e to the previous target drive wheel speed VD * to calculate a primary target drive wheel speed, and outputs it to the target drive wheel speed switch 517h.
- the target driving wheel speed switching switch 517 h outputs the driving wheel speed VD as the final target driving wheel speed VD * when the acceleration slip control flag FA is 0, and the primary when the acceleration slip control flag FA is 1
- the target drive wheel speed is output as the final target drive wheel speed VD *.
- the acceleration slip control torque command value calculation unit 518 calculates an acceleration slip control torque command value based on the deviation between the drive wheel speed VD and the target drive wheel speed VD *.
- FIG. 11 is a control block diagram showing an acceleration slip control torque calculation process of the first embodiment.
- the speed deviation calculation unit 518a calculates a speed deviation between the target drive wheel speed VD * and the drive wheel speed VD.
- the proportional gain multiplication unit 518b multiplies the velocity deviation by the proportional gain Kp to output a proportional component.
- the integral gain multiplication unit 518c multiplies the velocity deviation by the integral gain Ki.
- Integral unit 518d outputs a value obtained by integrating final torque command value TFB as an initial value and a smaller value of driver request torque command value TDRV * as an integral component.
- the PI control amount calculation unit 518e adds the proportional component and the integral component and outputs a PI control torque command value.
- the acceleration slip control torque command determination unit 518f outputs the smaller one of the driver request torque command value TDRV * and the PI control torque command value as a final acceleration slip control torque command value TA *. Since the initial value of the target drive wheel speed VD * is the drive wheel speed VD, the proportional component is zero, the integral component is also the final torque command value TFB set, and no deviation occurs immediately after the start of control. Therefore, there is no torque fluctuation.
- slip control torque command value calculation unit 519 slip control torque command value calculation unit 519, slip control torque command value TA * and driver's request torque command are generated based on signals such as acceleration slip control flag FA and deceleration slip control flag FD. One of the values TDRV * is selected, and the final slip control torque command value TESC * is output.
- FIG. 12 is a control block diagram showing slip control torque command value calculation processing according to the first embodiment.
- the acceleration slip control execution permission flag FAExecOK and the deceleration slip control execution permission flag FDExecOK are slip control execution permission flags, respectively, and the regeneration inhibition state or the slip control off switch is pressed, or some abnormality (for example, wheel speed sensor abnormality ) Is prohibited, and permitted otherwise.
- the acceleration side AND determination portion 519a When both the acceleration slip control flag FA and the acceleration slip control execution permission flag FAExecOK satisfy the conditions, the acceleration side AND determination portion 519a outputs a switching signal to the acceleration slip control torque command value switch 519c and the NAND determination portion 519e. Do. Similarly, when both the deceleration slip control flag FD and the deceleration slip control execution permission flag FDExecOK satisfy the conditions, the deceleration side AND determination unit 519b switches to the deceleration slip control torque command value switch 519d and the NAND determination unit 519e. Output a signal.
- the NAND determination unit 519e determines that an abnormality occurs when the acceleration slip control flag FA and the reduction slip control flag FD are simultaneously established, and outputs the driver's requested torque command value TDRV * not in accordance with the slip control request. It is the structure to process.
- the signal (TD * or TDRV *) output from the second torque command value switching switch 519d is used.
- the driver request torque command value TDRV * is switched to the reduction slip control torque command value TD *
- the driver request torque command value TDRV * is output to the first torque command value switch 519c.
- Slip control torque command value calculation unit 519f outputs driver request torque command value TDRV * as slip control torque command value TESC * when abnormality determination is made by NAND determination unit 510e, and when abnormality determination is not made.
- a signal output from the first torque command value switch 519 c is output as a slip control torque command value TESC *.
- FIG. 16 is a time chart showing the relationship between the rotational speed and the torque when drive slip control is performed.
- 16 (a) shows the case where the configuration of the first embodiment is adopted
- FIG. 16 (b) shows the case where the configuration of the comparative example of FIG. 3 is adopted and the control gain is increased.
- c) is the case where the configuration of the comparative example of FIG. 3 is adopted and the control gain is lowered. As shown in FIG.
- the acceleration slip control flag FA becomes 1 and driving toward the target drive wheel speed VD *
- the acceleration slip control torque command value TA * is output so that the wheel speed VD converges.
- the acceleration slip control torque command value TA * is directly output from the traction control unit 51 of the brake controller 50 to the motor controller 100 without passing through the vehicle controller 110, there is no response delay. It can be seen that the target driving wheel speed VD * converges favorably.
- the cornering force can be secured because the convergence is particularly good.
- damping control unit 104 is provided in motor controller 100, and damping control torque is applied to suppress high frequency vibration generated in the power train system.
- damping control torque is applied to suppress high frequency vibration generated in the power train system.
- the reason for applying the damping control torque will be described. Normally, when the driver operates the accelerator pedal or the brake pedal with an intention to start, accelerate, or decelerate, and declares the driving intention, torque is output from the electric motor 2 along the intention, and the driving wheel The driving force is transmitted to the vehicle or the braking force is transmitted from the road surface to the driving wheels to drive the vehicle.
- the driver desires a responsive vehicle behavior, but because there is a large vehicle inertia, it can be said that he expects the responsiveness on the basis of this vehicle inertia.
- the resonance frequency corresponding to the natural frequency of the large vehicle inertia belongs to the low frequency region.
- the power train system of the vehicle has a natural frequency corresponding to the inertia of the electric motor 2, the drive shaft 4 and the drive wheels (hereinafter referred to as inertia of the power train system), and the resonant frequency corresponding to this natural frequency is
- the high-frequency torque fluctuation which belongs to a frequency region higher than the resonance frequency of the vehicle, is recognized as an unpleasant vibration or sound for the driver and causes deterioration of drivability. Therefore, the damping control unit 104 focuses on the fluctuation component of the motor rotational speed, and suppresses the vibration by applying a damping control torque for suppressing the vibration component in the high frequency region of the fluctuation component.
- damping control torque limit value is reduced so that the value to be actually applied becomes small even if the damping control torque is calculated.
- the damping control torque limit value is increased so that the damping control torque that is actually applied is sufficiently applied.
- FIG. 17 is a control block diagram illustrating damping control limit value calculation processing according to the first embodiment.
- the brake controller 50 in addition to the above-described traction control unit 51, an ABS control unit 52 that performs antilock brake control for avoiding braking of the wheels, and before and after controlling braking force distribution according to the load of front and rear wheels And a wheel braking force distribution control unit 53.
- the ABS control unit 52 monitors the slip state of the wheel, and reduces the wheel cylinder pressure to avoid locking when a predetermined slip state is reached.
- the front and rear wheel braking force distribution control unit 53 for example, when the load moves to the front wheel side during deceleration and the load on the rear wheel side becomes low, the difference in wheel speed between the front wheel side and the rear wheel side is within a predetermined range
- the wheel cylinder pressure on the rear wheel side is controlled (mainly depressurization) so that the cornering force is prevented from decreasing due to the tendency to lock on the rear wheel side.
- the brake controller 50 outputs, to the damping control information calculation unit 103, flag information indicating the control state of each control unit, grip information indicating the slip state of the wheel, vehicle acceleration GC information, and the like. Based on these pieces of information, it is determined whether the scene can be considered as a vehicle inertia or a scene that must be considered as an inertia of a power train system.
- the damping control information calculating unit 103 includes a damping control limit value calculating unit 1031 that calculates a damping control limit value, and a damping control gain calculating unit 1032 that calculates a damping control gain.
- a grip determination unit 1031a that determines the grip state of the driving wheel
- a ⁇ determination unit 1031b that estimates a road surface friction coefficient
- Limit value setting unit 1031c that determines TL or TH (> TL) as damping control torque limit value based on the determination result by
- a change amount limiting unit 1031d that outputs a damping control torque limit value.
- the grip determination unit 1031 a determines the grip state based on various information received from the brake controller 50. For example, if the acceleration slip control flag FA is on, it is determined that the vehicle is in the slip state, and if it is off, it is determined that the vehicle is in the grip state. The difference between the drive wheel speed VD and the estimated vehicle body speed VC may be calculated, and the slip state may be determined if it is equal to or more than a predetermined value, and the grip state may be determined if less than the predetermined value. It may be determined.
- the ⁇ determination unit 10311 b estimates the road surface friction coefficient ⁇ based on the relationship between the current vehicle body acceleration GC and the slip state of the wheels.
- the vehicle acceleration GC is greater than or equal to a predetermined value and the slip ratio of the wheel is less than a predetermined value, it is determined as high ⁇ . If the vehicle acceleration GC is less than a predetermined value and the slip ratio of the wheel is greater than or equal to a predetermined value Do.
- high ⁇ or low ⁇ may be determined based on the road surface friction coefficient estimated there. Further, in the first embodiment, although it is configured to determine either high ⁇ or low ⁇ , the road surface friction coefficient may be estimated more finely.
- the limit value setting unit 1031c sets a damping control torque limit value based on the grip state of the drive wheel and the road surface friction coefficient.
- FIG. 18 is a table showing setting values of the damping control torque limit value of the first embodiment. If it is determined that the grip state is high and it is determined that it is high ⁇ , TL, which is a small value, is set as the limit value.
- FIG. 19 is a time chart at the time of start when TL is set as the damping control torque limit value of the first embodiment. At time t1, at the start of the high ⁇ road, the torque rising frequency of the electric motor 2 is included in the high frequency range to be suppressed by the damping control, and the torque by damping control is calculated at time t2.
- FIG. 20 is a time chart at the time of start when TL to TH are set as the damping control torque limit value of the first embodiment.
- the torque rising frequency of the electric motor 2 is included in the high frequency region to be suppressed by the damping control, and the torque by damping control is calculated at time t12.
- the damping control torque limit value is set to TL because it is not in the slip state.
- the damping control torque limit value is changed from TL to TH, and is changed by a predetermined amount of change over a predetermined time between time t13 and t14. Therefore, even if a large damping control torque is calculated in the section between t13 and t14 without sudden change of damping control torque limit value, it is avoided that the motor torque is excessively changed, and the stable traveling state Secure.
- a large damping control torque is calculated. At this time, the damping control torque limit value is changed to a large value TH, and a sufficient damping control torque can be applied.
- the electric motor 2 for generating torque to drive and drive the drive wheel, the wheel speed sensor 9 (drive wheel speed detection unit) for detecting the rotational speed of the drive wheel, and the estimated vehicle speed VC (vehicle body speed of vehicle)
- a vehicle speed estimation unit 512 vehicle speed calculation unit to be calculated
- a grip determination unit 1031a and a ⁇ determination unit 1031b traveling condition calculation unit) for calculating a traveling state based on the state of driving wheels while traveling
- a driver request torque calculation unit 111 (torque command value calculation unit) that calculates a driver request torque (first torque command value) for the electric motor 2 based on an operation or a brake operation and outputs the calculated torque to the electric motor 2
- a vibration suppression control unit 104 vibration suppression control torque calculation unit that calculates a vibration suppression control torque command value for the electric motor 2 to suppress vibration components due to vibration and outputs the calculated value to
- a control device of an electric vehicle provided with (a damping control torque command value limiting unit). That is, since the inertia of the powertrain system differs depending on the state of the drive wheel, limiting the damping control torque command value according to the state of the drive wheel effectively suppresses vibration while securing traveling performance. it can.
- Vibration suppression control gain / limit value calculation unit 103 provides a control device for an electrically powered vehicle that limits the absolute value of the torque command value. Therefore, even if a positive value or a negative value is calculated as the damping control torque, the damping control torque limited in any case is applied, and the traveling performance can be secured.
- Vibration suppression control gain / limit value calculation unit 103 provides a control device for an electrically powered vehicle that limits the amount of change in limit value per unit time to a predetermined slope. Therefore, it is possible to prevent a sudden change in the damping control torque command value because it is possible to suppress a sudden change in the limit value.
- the damping control gain / limit value calculation unit 103 determines that the drive wheel is in the grip state or the road surface friction coefficient is high by the grip determination unit 1031a and the ⁇ determination unit 1031b, the drive wheel is in the slip state or the road surface friction coefficient is Provided is a control device for an electric vehicle, which limits the damping control torque command value to a smaller value than when it is determined to be low.
- the grip determination unit 1031a and the ⁇ determination unit 1031b provide a control device for an electric vehicle that calculates the traveling state based on the presence or absence of operation of ABS control (antilock brake control) or traction control or front and rear wheel braking force distribution control. Do. That is, by referring to the control state operated by the increase of the slip ratio, it is possible to secure both of the traveling performance and the damping performance.
- the vibration suppression control gain / limit value calculation unit 103 is an electric motor that limits the vibration suppression control torque command value more than when it is in operation when ABS control or traction control or front / rear wheel distribution control is not in operation.
- a control device of a vehicle that is, when the slip ratio is increasing, since the inertia of the power train system is small and vibration is easily generated, damping control is effectively performed by sufficiently applying the damping control torque, and the slip ratio is If it is a small grip state, vibration is unlikely to occur because it can be considered with the inertia of the vehicle, and the traveling performance can be secured by suppressing the damping control torque.
- the ⁇ determination unit 1031b calculates the state of the road surface friction coefficient during traveling based on the state of the driving wheels, and when it is calculated that the road surface friction coefficient is high, vibration suppression control is performed than when calculated as low.
- a control device for an electric vehicle that limits a torque command value.
- damping control can be effectively performed by sufficiently applying damping control torque. If ⁇ is high, the slip ratio is difficult to increase, and vibration is unlikely to occur because it is considered in the inertia of the vehicle, and the traveling performance can be secured by suppressing the damping control torque.
- a control device for an electrically powered vehicle comprising: a motor that generates a torque for controlling and driving a drive wheel; a drive wheel speed detection unit that detects a rotational speed of the drive wheel; A speed calculation unit, a traveling state calculation unit that calculates a traveling state based on a state of the driving wheel while traveling, a driver request torque (a first torque command value to the motor based on an accelerator operation or a brake operation of the driver) And a torque command value calculation unit for calculating the vibration control torque to be output to the motor, and a vibration suppression control torque calculation for calculating the vibration suppression control torque command value to the motor and suppressing the vibration component due to resonance of the vehicle.
- a motor control unit that controls the motor based on command values of the torque command value calculation unit and the damping control torque calculation unit; and the vibration suppression control torque according to a calculation result of the traveling state calculation unit.
- Control device for an electric vehicle including a damping control torque command value limiting section for limiting the decree value.
- the traveling state calculation unit calculates the traveling state based on the presence or absence of activation of antilock brake control or traction control or front and rear wheel braking force distribution control.
- Control device for an electric vehicle In the control device for an electrically powered vehicle according to (1), when the damping control torque command value limiting unit determines that the driving wheel is in the grip state or the road friction coefficient is high by the traveling state determination unit, A control device for an electric vehicle, which limits a damping control torque command value to a smaller value than when it is determined that a wheel is in a slip state or a road surface friction coefficient is low.
- the damping control torque command value limiting unit operates the antilock brake control or the traction control or the front and rear wheel distribution control by the traveling state calculation unit. When there is not, the control device of the electric vehicle which limits the damping control torque command value more than when operating. (7) The control device for an electric vehicle according to (6), wherein the damping control torque command value limiting unit limits an absolute value of a torque command value. (8) The control device for an electrically powered vehicle according to (6), wherein the damping control torque command value limiting unit limits an amount of change per unit time of the limit value.
- the traveling state calculation unit calculates the state of the road surface friction coefficient during traveling based on the state of the driving wheels, and calculates that the road surface friction coefficient is high.
- the control device for an electrically powered vehicle which limits the damping control torque command value more than when it is calculated to be low.
- the damping control torque command value limiting unit limits an absolute value of a torque command value.
- the damping control torque command value limiting portion limits the amount of change per unit time of the limit value to a predetermined inclination. .
- a control device for an electric vehicle comprising: a motor generating a torque for driving and driving a driving wheel; a driving wheel speed detection unit detecting a rotational speed of the driving wheel; and a vehicle body calculating a vehicle speed of the vehicle A speed calculation unit; a slip state determination unit that determines whether the state of the drive wheel is a grip state or a slip state based on the calculated vehicle speed and the detected drive wheel speed; A friction coefficient calculation unit; a torque command value calculation unit that calculates a torque command value to the motor based on an accelerator operation or a brake operation of a driver and outputs the torque command value to the motor; Based on the command values of a damping control torque calculation unit that calculates a damping control torque command value to a motor and outputs the calculated value to the motor, the torque command value calculation unit, and the damping control torque calculation unit A motor control unit for controlling the motor; and a damping control torque command value limiting unit for limiting the magnitude of the damping control torque command value according to the determination result of the slip state
- the control device of the electric vehicle provided.
- the slip condition determination unit causes the drive wheel to be in a grip state or the road surface friction coefficient calculation unit
- the control device for an electrically powered vehicle which limits the damping control torque command value to a smaller value than when it is determined that the drive wheel is in a slip state or the road surface friction coefficient is low when it is determined to be high.
- the slip state determination unit determines the slip state based on the presence or absence of operation of antilock brake control or traction control or front and rear wheel braking force distribution control. Control device for an electric vehicle.
- the damping control torque command value limiting unit determines a change amount per unit time of the limit value until the limited torque command value is obtained.
- Control device for an electric vehicle that limits the inclination of the vehicle.
- a control method of an electric vehicle comprising: controlling a motor that generates a torque for controlling and driving a driving wheel, a torque command value based on an accelerator operation or a brake operation of a driver, and suppressing a vibration component due to vehicle resonance.
- a control method of an electric vehicle which is controlled based on a vibration control torque command value, and in a grip state of a driving wheel, from the time when it is determined as a slip state, the damping control torque command value is limited.
- the method of controlling an electric vehicle according to (18) the method of controlling an electric vehicle which limits the amount of change per unit time of the limit value to reach the limited torque command value to a predetermined inclination. .
- the slip of the drive wheel is determined to be in a slip state when antilock brake control or traction control or front and rear wheel braking force distribution control is activated. Control method.
- Patent Document 1 The entire disclosure including the specification, claims, drawings and abstract of Japanese Patent Publication No. 2000-125410 (Patent Document 1) is incorporated herein by reference in its entirety.
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Abstract
Description
以下、実施例1に記載の電動車両制御装置が奏する効果を列挙する。
(1)駆動輪を制駆動するトルクを発生する電動モータ2と、 駆動輪の回転速度を検出する車輪速センサ9(駆動輪速度検出部)と、 推定車体速度VC(車両の車体速)を算出する車体速度推定部512(車体速算出部)と、 走行中の駆動輪の状態に基づき走行状態を算出するグリップ判定部1031a及びμ判定部1031b(走行状態算出部)と、 運転者のアクセル操作又はブレーキ操作に基づき電動モータ2への運転者要求トルク(第1トルク指令値)を算出し電動モータ2に出力する運転者要求トルク算出部111(トルク指令値算出部)と、 車両の共振による振動成分を抑制するために電動モータ2への制振制御トルク指令値を算出し前記モータに出力する制振制御部104(制振制御トルク算出部)と、 運転者要求トルク算出部111と制振制御部104の指令値に基づき電動モータ2を制御するモータコントローラ100(モータ制御部)と、 グリップ判定部1031a及びμ判定部1031bの算出結果に応じて制振制御トルク指令値を制限する制振制御ゲイン・制限値算出部103(制振制御トルク指令値制限部)と、を備えた電動車両の制御装置を提供する。 すなわち、駆動輪の状態によってパワートレーン系のイナーシャが異なるため、制振制御トルク指令値の制限を駆動輪の状態に応じて制限することで、走行性能を確保しつつ振動発生を効果的に抑制できる。
(2)制振制御ゲイン・制限値算出部103は、トルク指令値の絶対値を制限する電動車両の制御装置を提供する。 よって、制振制御トルクとして正の値、もしくは負の値が算出されたとしても、いずれの場合も制限された制振制御トルクが付与されることになり、走行性能を確保できる。
(3)制振制御ゲイン・制限値算出部103は、制限値の単位時間当たりの変化量を所定の傾きに制限する電動車両の制御装置を提供する。 よって、制限値が急激に変化することを抑制するため、制振制御トルク指令値の急変を回避できる。
(4)制振制御ゲイン・制限値算出部103は、グリップ判定部1031a及びμ判定部1031bによって駆動輪がグリップ状態又は路面摩擦係数が高いと判定すると、駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する電動車両の制御装置を提供する。 よって、運転者要求トルクTDRV*に対して過剰にモータトルクが加減算されることを制限し、良好な発進性能を確保できる。
(5)グリップ判定部1031a及びμ判定部1031bは、ABS制御(アンチロックブレーキ制御)又はトラクション制御又は前後輪制動力配分制御の作動の有無に基づき走行状態を算出する電動車両の制御装置を提供する。 すなわちスリップ率の増大によって作動する制御状態を参照することで、走行性能の確保と制振性能の確保とを両立できる。
(6)制振制御ゲイン・制限値算出部103は、ABS制御又はトラクション制御又は前後輪配分制御が作動していないときは、作動しているときよりも制振制御トルク指令値を制限する電動車両の制御装置を提供する。 すなわち、スリップ率が増大しているときは、パワートレーン系のイナーシャが小さく振動が発生しやすいことから制振制御トルクを十分に付与することで効果的に制振制御を実施し、スリップ率が小さいグリップ状態であれば車両のイナーシャで考えられるため振動が発生しにくく、制振制御トルクを抑制することで走行性能を確保できる。
(7)μ判定部1031bは、駆動輪の状態に基づき走行中の路面摩擦係数の状態を算出し、路面摩擦係数が高いと算出されたときは、低いと算出されたときよりも制振制御トルク指令値を制限する電動車両の制御装置を提供する。 すなわち、μが低ければスリップ率が増大しやすい状態であり、パワートレーン系のイナーシャが小さく振動が発生しやすくなることから、制振制御トルクを十分に付与することで効果的に制振制御を実施し、μが高ければスリップ率は増大しにくい状態であり、車両のイナーシャで考えられるため振動が発生しにくく、制振制御トルクを抑制することで走行性能を確保できる。
(1)電動車両の制御装置であって、駆動輪を制駆動するトルクを発生するモータと、 前記駆動輪の回転速度を検出する駆動輪速度検出部と、 前記車両の車体速を算出する車体速算出部と、 走行中の前記駆動輪の状態に基づき走行状態を算出する走行状態算出部と、 運転者のアクセル操作又はブレーキ操作に基づき前記モータへの運転者要求トルク(第1トルク指令値)を算出し前記モータに出力するトルク指令値算出部と、 車両の共振による振動成分を抑制するために前記モータへの制振制御トルク指令値を算出し前記モータに出力する制振制御トルク算出部と、 前記トルク指令値算出部と前記制振制御トルク算出部の指令値に基づき前記モータを制御するモータ制御部と、 前記走行状態算出部の算出結果に応じて前記制振制御トルク指令値を制限する制振制御トルク指令値制限部と、 を備えた電動車両の制御装置。
(2)上記(1)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。
(3)上記(2)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、前記走行状態判定部によって駆動輪がグリップ状態又は路面摩擦係数が高いと判定すると、駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する、電動車両の制御装置。
(4)上記(1)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御装置。
(5)上記(1)に記載の電動車両の制御装置において、 前記走行状態算出部は、アンチロックブレーキ制御又はトラクション制御又は前後輪制動力配分制御の作動の有無に基づき走行状態を算出する、電動車両の制御装置。
(5’)(1)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、前記走行状態判定部によって駆動輪がグリップ状態又は路面摩擦係数が高いと判定すると、駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する、電動車両の制御装置。
(6)上記(5)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、前記走行状態算出部によりアンチロックブレーキ制御又はトラクション制御又は前後輪配分制御が作動していないときは、作動しているときよりも前記制振制御トルク指令値を制限する、電動車両の制御装置。
(7)上記(6)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。
(8)上記(6)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、制限値の単位時間当たりの変化量を制限する、電動車両の制御装置。
(9)上記(1)に記載の電動車両の制御装置において、 前記走行状態算出部は駆動輪の状態に基づき走行中の路面摩擦係数の状態を算出し、前記路面摩擦係数が高いと算出されたときは、低いと算出されたときよりも前記制振制御トルク指令値を制限する、電動車両の制御装置。
(10)上記(9)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。
(11)上記(9)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御装置。
(12)電動車両の制御装置であって、駆動輪を制駆動するトルクを発生するモータと、 前記駆動輪の回転速度を検出する駆動輪速度検出部と、 前記車両の車体速を算出する車体速算出部と、 前記算出された車体速と検出された駆動輪速度に基づき前記駆動輪の状態がグリップ状態かスリップ状態かを判定するスリップ状態判定部又は走行中の路面摩擦係数を算出する路面摩擦係数算出部と、 運転者のアクセル操作又はブレーキ操作に基づき前記モータへのトルク指令値を算出し前記モータに出力するトルク指令値算出部と、 車両の共振により振動成分を抑制するために前記モータへの制振制御トルク指令値を算出し前記モータに出力する制振制御トルク算出部と、 前記トルク指令値算出部と前記制振制御トルク算出部の指令値に基づき前記モータを制御するモータ制御部と、 前記スリップ状態判定部の判定結果又は前記路面摩擦係数に応じて前記制振制御トルク指令値の大きさを制限する制振制御トルク指令値制限部と、 を備えた電動車両の制御装置。
(13)上記(12)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、前記スリップ状態判定部によって駆動輪がグリップ状態又は路面摩擦係数算出部により路面摩擦係数が高いと判定すると駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する、電動車両の制御装置。
(14)上記(12)に記載の電動車両の制御装置において、 前記スリップ状態判定部は、アンチロックブレーキ制御又はトラクション制御又は前後輪制動力配分制御の作動の有無に基づきスリップ状態を判定する、電動車両の制御装置。
(15)上記(14)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。
(16)上記(15)に記載の電動車両の制御装置において、 前記制振制御トルク指令値制限部は、前記制限されたトルク指令値になるまでの制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御装置。
(17)電動車両の制御方法であって、駆動輪を制駆動するトルクを発生するモータを、運転者のアクセル操作又はブレーキ操作に基づくトルク指令値と、車両の共振による振動成分を抑制する制振制御トルク指令値とに基づき制御し、 駆動輪のグリップ状態時は、スリップ状態と判定されたときより、制振制御トルク指令値を制限する電動車両の制御方法。
(18)上記(17)に記載の電動車両の制御方法において、 前記制振制御トルク指令値は、絶対値が小さくなるよう制限される、電動車両の制御方法。
(19)上記(18)に記載の電動車両の制御方法において、 前記制限されたトルク指令値になるまでの制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御方法。
(20)上記(17)に記載の電動車両の制御方法において、 前記駆動輪のスリップはアンチロックブレーキ制御又はトラクション制御又は前後輪制動力配分制御が作動したときにスリップ状態と判定する、電動車両の制御方法。
Claims (19)
- 電動車両の制御装置であって、
駆動輪を制駆動するトルクを発生するモータと、
前記駆動輪の回転速度を検出する駆動輪速度検出部と、
前記車両の車体速を算出する車体速算出部と、
走行中の前記駆動輪の状態に基づき走行状態を算出する走行状態算出部と、
運転者のアクセル操作又はブレーキ操作に基づき前記モータへの運転者要求トルクを算出し前記モータに出力するトルク指令値算出部と、
車両の共振による振動成分を抑制するために前記モータへの制振制御トルク指令値を算出し前記モータに出力する制振制御トルク算出部と、
前記トルク指令値算出部と前記制振制御トルク算出部の指令値に基づき前記モータを制御するモータ制御部と、
前記走行状態算出部の算出結果に応じて前記制振制御トルク指令値を制限する制振制御トルク指令値制限部を備えた、電動車両の制御装置。 - 請求項1に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。 - 請求項2に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、前記走行状態判定部によって駆動輪がグリップ状態又は路面摩擦係数が高いと判定すると、駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する、電動車両の制御装置。 - 請求項1に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御装置。 - 請求項1に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、前記走行状態判定部によって駆動輪がグリップ状態又は路面摩擦係数が高いと判定すると、駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する、電動車両の制御装置。 - 請求項1に記載の電動車両の制御装置において、
前記走行状態算出部は、アンチロックブレーキ制御又はトラクション制御又は前後輪制動力配分制御の作動の有無に基づき走行状態を算出する、電動車両の制御装置。 - 請求項6に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、前記走行状態算出部によりアンチロックブレーキ制御又はトラクション制御又は前後輪配分制御が作動していないときは、作動しているときよりも前記制振制御トルク指令値を制限する、電動車両の制御装置。 - 請求項7に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。 - 請求項7に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、制限値の単位時間当たりの変化量を制限する、電動車両の制御装置。 - 請求項1に記載の電動車両の制御装置において、
前記走行状態算出部は駆動輪の状態に基づき走行中の路面摩擦係数の状態を算出し、前記路面摩擦係数が高いと算出されたときは、低いと算出されたときよりも前記制振制御トルク指令値を制限する、電動車両の制御装置。 - 電動車両の制御装置であって、
駆動輪を制駆動するトルクを発生するモータと、
前記駆動輪の回転速度を検出する駆動輪速度検出部と、
前記車両の車体速を算出する車体速算出部と、
前記算出された車体速と検出された駆動輪速度に基づき前記駆動輪の状態がグリップ状態かスリップ状態かを判定するスリップ状態判定部又は走行中の路面摩擦係数を算出する路面摩擦係数算出部と、
運転者のアクセル操作又はブレーキ操作に基づき前記モータへのトルク指令値を算出し前記モータに出力するトルク指令値算出部と、
車両の共振により振動成分を抑制するために前記モータへの制振制御トルク指令値を算出し前記モータに出力する制振制御トルク算出部と、
前記トルク指令値算出部と前記制振制御トルク算出部の指令値に基づき前記モータを制御するモータ制御部と、
前記スリップ状態判定部の判定結果又は前記路面摩擦係数に応じて前記制振制御トルク指令値の大きさを制限する制振制御トルク指令値制限部と、
を備えた、電動車両の制御装置。 - 請求項11に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、前記スリップ状態判定部によって駆動輪がグリップ状態又は路面摩擦係数算出部により路面摩擦係数が高いと判定すると駆動輪がスリップ状態又は路面摩擦係数が低いと判定されたときよりも制振制御トルク指令値を小さく制限する、電動車両の制御装置。 - 請求項11記載の電動車両の制御装置において、
前記スリップ状態判定部は、アンチロックブレーキ制御又はトラクション制御又は前後輪制動力配分制御の作動の有無に基づきスリップ状態を判定する、電動車両の制御装置。 - 請求項13に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、トルク指令値の絶対値を制限する、電動車両の制御装置。 - 請求項14に記載の電動車両の制御装置において、
前記制振制御トルク指令値制限部は、前記制限されたトルク指令値になるまでの制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御装置。 - 電動車両の制御方法であって、
駆動輪を制駆動するトルクを発生するモータを、運転者のアクセル操作又はブレーキ操作に基づくトルク指令値と、車両の共振による振動成分を抑制する制振制御トルク指令値とに基づき制御し、
駆動輪のグリップ状態時は、スリップ状態と判定されたときより、制振制御トルク指令値を制限する、電動車両の制御方法。 - 請求項16に記載の電動車両の制御方法において、
前記制振制御トルク指令値は、絶対値が小さくなるよう制限される、電動車両の制御方法。 - 請求項17に記載の電動車両の制御方法において、
前記制限されたトルク指令値になるまでの制限値の単位時間当たりの変化量を所定の傾きに制限する、電動車両の制御方法。 - 請求項16に記載の電動車両の制御方法において、
前記駆動輪のスリップは、アンチロックブレーキ制御又はトラクション制御又は前後輪制動力配分制御が作動したときにスリップ状態と判定する、電動車両の制御方法。
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