WO2015080021A1 - Dispositif de régulation pour véhicule électrique - Google Patents

Dispositif de régulation pour véhicule électrique Download PDF

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Publication number
WO2015080021A1
WO2015080021A1 PCT/JP2014/080750 JP2014080750W WO2015080021A1 WO 2015080021 A1 WO2015080021 A1 WO 2015080021A1 JP 2014080750 W JP2014080750 W JP 2014080750W WO 2015080021 A1 WO2015080021 A1 WO 2015080021A1
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WIPO (PCT)
Prior art keywords
control
power running
regenerative
command
motor
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PCT/JP2014/080750
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English (en)
Japanese (ja)
Inventor
李国棟
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Ntn株式会社
李国棟
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Publication of WO2015080021A1 publication Critical patent/WO2015080021A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—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
    • 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
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—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
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control device for an electric vehicle capable of realizing a more comfortable riding comfort.
  • An object of the present invention is to provide a control device for an electric vehicle capable of reducing a shock at the time of switching between power running control and regenerative control and shortening a braking distance.
  • the control apparatus for an electric vehicle of the present invention includes an ECU 21 that is an electric control unit that controls the entire vehicle, a power circuit unit 28 that includes an inverter 31 that converts DC power into AC power used to drive the motor 6 for traveling, and An inverter device 22 having a motor control unit 29 for controlling the power circuit unit 28 in accordance with a torque command from the ECU 21;
  • the motor control unit 29 uses power running control means 33a for power running control of the motor 6, regenerative control means 33b for regenerative control of the motor 6, and which of the power running control means 33a and the regeneration control means 33b is used.
  • FIG. 1 is a block diagram of a conceptual configuration showing an electric vehicle according to an embodiment of the present invention in a plan view. It is a block diagram of conceptual composition, such as an inverter device of the electric vehicle. It is a figure which shows the increase rate of the regeneration command torque per time at the time of switching to regeneration control. It is a figure which shows the relationship between the depression amount of a brake pedal, and the regeneration command torque increase rate. It is a figure which shows the increase rate of the power running command torque per time at the time of switching to power running control. It is a figure which shows the relationship between the depression amount of an accelerator pedal, and a power running command torque increase rate. It is a conceptual block diagram of the IPM motor of the same electric vehicle.
  • the wheel bearings 4 and 5 are abbreviated as “H / B” in FIG.
  • the left and right wheels 2, 2 serving as driving wheels are driven by independent traveling motors 6, 6, respectively.
  • the rotation of the motor 6 is transmitted to the wheel 2 via the speed reducer 7 and the wheel bearing 4.
  • the motor 6, the speed reducer 7, and the wheel bearing 4 constitute an in-wheel motor driving device 8 that is one assembly part, and the in-wheel motor driving device 8 is partially or entirely inside the wheel 2. Placed in.
  • the motor 6 is a synchronous or induction type AC motor.
  • the speed reducer 7 is a cycloid speed reducer, for example.
  • Each wheel 2, 3 is provided with an electric brake 9, 10. Further, the wheels 3 and 3 which are the steering wheels as the left and right front wheels can be steered via the steering mechanism 11 and are steered by the steering means 12.
  • the torque rotation speed control command unit 21a determines the left and right wheels from the acceleration command (drive) output from the accelerator operation means 16, the deceleration command (regeneration) output from the brake operation means 17, and the turning command from the steering means 12.
  • Each acceleration / deceleration command given to the traveling motors 6, 6 is generated as a torque command value and is output to the inverter device 22 of each motor 6.
  • the torque rotation speed control command section 21a outputs an acceleration / deceleration command to be output from a rotation sensor (not shown) provided on the wheel bearings 4 and 5 of the wheels 2 and 3, respectively. You may have the function corrected using the information of number, and the information of each vehicle-mounted sensor.
  • the power running / regeneration control command unit 21b gives a command flag for switching between power running / regeneration to a motor power running / regeneration control unit 33 of the motor control unit 29 described later.
  • Each inverter device 22 has a power circuit unit 28 provided for each motor 6 and a motor control unit 29 for controlling the power circuit unit 28. Although not shown, the inverter device 22 is provided for each motor, and there are two inverter devices in this embodiment.
  • the power circuit unit 28 includes an inverter 31 that converts the DC power of the battery 19 into three-phase AC power used for powering and regeneration of the motor 6, and a PWM driver 32 that controls the inverter 31.
  • the power running / regenerative command torque increase rate changing means 34 depends on the vehicle speed detected by the vehicle speed detecting means 37, the depression amount of the accelerator pedal 16a, and the depression amount of the brake pedal 17a when switching between the power running control and the regeneration control. Thus, the power running per hour or the increase rate of the regenerative command torque is varied.
  • FIG. 3 is a diagram showing an increase rate of the regenerative command torque per time when switching from power running control to regenerative control.
  • the vertical axis represents the regenerative command torque value
  • the horizontal axis represents time.
  • the power running / regenerative command torque increase rate changing means 34 keeps the regenerative command torque constant according to the vehicle speed detected by the vehicle speed detecting means 37 and the depression amount of the brake pedal 17a when switching from power running control to regenerative control. It is divided into several stages within the time (two stages in this figure).
  • FIG. 5 is a diagram showing an increase rate of the power running command torque per time when switching from the regeneration control to the power running control.
  • the vertical axis is the power running command torque value
  • the horizontal axis is the time.
  • the power running / regenerative command torque increase rate changing means 34 keeps the power running command torque constant according to the vehicle speed detected by the vehicle speed detecting means 37 and the depression amount of the accelerator pedal 16a when switching from regenerative control to power running control. It is divided into several stages within the time (two stages in this figure).
  • the powering command torque is increased at an increase rate A, for example, between t 0 and t 1 .
  • increase rate B > increase rate A.
  • t 0 time immediately after switching from regenerative control to power running control
  • t 1 time after several milliseconds elapse from time t 0
  • step 1 the power running / regenerative command torque increase rate changing means 34 increases the power running command torque from time t 0 to time t 1 immediately after switching to power running control at a rate of increase A more slowly than in step 2.
  • the shock caused by the backlash between the gears of the speed reducer 7 can be reduced.
  • FIG. 6 is a diagram showing the relationship between the amount of depression of the accelerator pedal 16a (horizontal axis) and the power running command torque increase rate (vertical axis) when switching from regenerative control to power running control.
  • the vehicle speed 1 is lower than the vehicle speed 2.
  • the power running / regeneration command torque increase rate changing means 34 increases the power running command torque increase rate as the amount of depression of the accelerator pedal 16a increases and the vehicle speed decreases when switching from regeneration control to power running control. As a result, the vehicle can be accelerated without delay.
  • FIG. 7A is a conceptual configuration diagram of an IPM motor of the electric vehicle.
  • the motor for driving the wheel is an IPM motor, that is, an embedded magnet type synchronous motor
  • the magnetic resistance in the q-axis direction orthogonal to the d-axis direction, which is the magnet axis, is smaller.
  • the q-axis inductance Lq is larger than the d-axis inductance Ld. Due to this saliency, reluctance torque Tr can be used in addition to magnet torque Tm, and high torque and high efficiency can be achieved.
  • Magnet torque Tm Torque generated by attracting and repelling the magnetic field generated by the permanent magnet of the rotor and the rotor magnetic field generated by the winding.
  • Reluctance torque Tr A torque generated when a salient pole portion of a rotor is attracted to a rotating magnetic field by a winding.
  • Ld d-axis inductance of motor
  • Lq q-axis inductance of motor
  • Ke effective value of motor induced voltage constant
  • a vector control method is known in which a primary current Ia flowing through an IPM motor is separated into a torque generation current q-axis current Iq and a magnetic flux generation current d-axis current Id and can be controlled independently.
  • the three-phase motor currents Iu, Iv, Iw flowing in the respective phases of the three-phase coil of the permanent magnet motor are converted into actual currents Id, Iq flowing in the d-axis and the q-axis using the detection value ⁇ of the rotation angle sensor 36.
  • the motor angular speed ⁇ is calculated from the detected value ⁇ of the rotation angle sensor 36 by the speed calculator 46 shown in FIG.
  • FIG. 8 is a block diagram focusing on the torque / rotation speed control system in the power running control means 33a or the regeneration control means 33b (FIG. 2) of the motor control unit 29 (FIG. 2) of this electric vehicle.
  • the power running control means 33a or the regeneration control means 33b is a means for controlling the motor drive current, and includes the torque command section 40 of FIG. 8, and in addition, a current PI control section 41, a three-phase / two-phase conversion section 42, A two-phase / three-phase converter 44 and a speed calculator 46 are included.
  • the torque command unit 40 includes a detection value obtained by detecting the drive current applied to the motor 6 by the current detection unit 43, and a torque command value by an acceleration / deceleration command generated by the torque rotation speed control command unit 21a of the ECU 21. From the torque map, a corresponding command current is generated. The direction of the command current is switched by a command flag given from the power running / regenerative control command unit 21b of the ECU 21. A torque command value is output from the ECU 21 with a sign indicating the direction of the command current.
  • the motor power running / regeneration control unit 33 (FIG. 2) of the inverter device 22 obtains the rotation angle of the rotor of the motor 6 from the rotation angle sensor 36 and performs vector control.
  • the motors 6 provided on the left and right rear wheels of the vehicle body have different torque generation directions both during power running and during regeneration. That is, when the motor 6 is viewed from the direction of the output shaft, for example, when the left rear wheel driving motor 6 generates torque in the CW direction, the right rear wheel driving motor 6 is in the CCW direction. Torque is generated (left and right sides are determined by the direction seen from the rear of the vehicle). The torques generated by the left and right motors 6 are in opposite directions as described above, and are transmitted to the tires via the speed reducer 7 and the wheel bearings 4. Further, the direction of torque generation during regeneration in the motor 6 for the left and right tires is different from the direction of torque generation during power running.
  • a corresponding torque command value is calculated according to the accelerator signal (acceleration command) and the rotation speed of the motor 6.
  • the torque command unit 40 generates a primary current (Ia) and a current advance angle ( ⁇ ) of the motor 6 based on the calculated torque command value. Based on the values of the primary current (Ia) and the current advance angle ( ⁇ ), the torque command unit 40 has two commands: a command value O_Id for the d-axis current (field component) and a command value O_Iq for the q-axis current. Generate current.
  • the current PI control unit 41 is calculated by the three-phase / two-phase conversion unit 42 from the values of the d-axis command current O_Id and q-axis command current O_Iq output from the torque command unit 40 and the motor current and the rotor angle. From the phase currents Id and Iq, control amounts Vdc and Vqc based on voltage values by PI control are calculated.
  • Iv ⁇ (Iu + Iw)
  • a phase current (Iv) is calculated and converted from a three-phase current of Iu, Iv, and Iw to a two-phase current of Id and Iq.
  • the rotor angle ⁇ of the motor 6 used for this conversion is acquired from the rotation angle sensor 36.
  • the two-phase / three-phase converter 44 converts the input two-phase control amounts Vdc, Vqc and the rotor angle into three-phase PWM duties Vu, Vv, Vw.
  • the power conversion unit 45 performs PWM control of the inverter 31 according to the PWM duties Vu, Vv, and Vw, and drives the motor 6.
  • the two-phase / three-phase conversion unit 44 and the power conversion unit 45 exist in the power circuit unit 28 of FIG.
  • FIG. 9 is a flowchart showing a control method when switching from power running control to regenerative control.
  • the power running / regenerative control command unit 21b determines whether or not the amount of depression of the accelerator pedal 16a is zero (step S1). When the depression amount of the accelerator pedal 16a is not zero (step S1: NO), the process returns to step S1. When the amount of depression of the accelerator pedal 16a is zero (step S1: YES), when a certain time has elapsed (step S2: YES), the power running / regenerative control command unit 21b sets the command flag to “1” (step S4). The command flag “1” is given to the motor power running / regeneration control unit 33.
  • step S2 If the depressing amount of the accelerator pedal 16a is zero and a certain time has not elapsed (step S2: NO), when the depressing amount of the brake pedal 17a is larger than zero (step S3: YES), the process proceeds to step S4 and power running / regeneration is performed.
  • the control command unit 21b sets the command flag to “1”.
  • step S3: NO when the depression amount of the brake pedal 17a is zero (step S3: NO), the process returns to step S2.
  • step S4 the power running / regenerative control switching control unit 33c switches from power running control to regenerative control by the command flag “1” (step S5).
  • the power running / regenerative command torque increase rate changing means 34 depends on the vehicle speed detected by the vehicle speed detecting means 37 and the depression amount of the brake pedal 17a when switching from power running control to regenerative control.
  • the regeneration command torque is given in several stages within a certain time.
  • FIG. 10 is a flowchart showing a control method when switching from regenerative control to power running control.
  • the power running / regenerative command torque increase rate changing means 34 determines whether or not the vehicle speed detected by the vehicle speed detecting means 37 is smaller than the vehicle speed threshold 1 (for example, 10 km / h) (step a1).
  • the vehicle speed threshold 1 is determined by a test, simulation, or the like, and is stored in the ROM 35 so as to be rewritable.
  • the power running / regenerative control command unit 21b determines whether or not the depression amount of the brake pedal 17a is zero (step a2).
  • the depression amount of the brake pedal 17a is not zero (step a2: NO)
  • the process returns to step a1.
  • step a3 is repeated until a predetermined time elapses (step a3: NO), and after a predetermined time elapses (step a3: YES), the power running / regenerative control command unit 21b sets the command flag to “0” (step a5) when the depression amount of the accelerator pedal 16a is larger than zero (step a4: YES).
  • the power running / regeneration control command unit 21 b gives the command flag “0” to the motor power running / regeneration control unit 33.
  • step a1 even when the vehicle speed is not smaller than the vehicle speed threshold 1 (step a1: NO), the process proceeds to step a5, and the power running / regenerative control command unit 21b sets the command flag to “0”. Thereafter, the power running / regenerative control switching control unit 33c switches from the regenerative control to the power running control by the command flag “0” (step a6). Thereafter, as described above, the power running / regenerative command torque increase rate changing means 34 changes the power running command according to the vehicle speed detected by the vehicle speed detecting means 37 and the depression amount of the accelerator pedal 16a when switching to power running control. Torque is given in several stages within a certain time.
  • the power running control means 33a increases the power running command torque as the amount of depression of the accelerator pedal 16a increases.
  • the regeneration control means 33b increases the regeneration command torque as the depression amount of the brake pedal 17a increases.
  • the power running / regenerative command torque increase rate changing means 34 changes the vehicle speed and the regeneration rate when switching between the power running control and the regenerative control based on the command flag from the ECU 21. Depending on the amount of depression of the accelerator pedal 16a or the amount of depression of the brake pedal 17a, the rate of increase in power running or regeneration command torque per hour is varied.
  • the power running or regenerative command torque is increased at an increase rate A, and in the second stage, it is increased at an increase rate B (increase rate B> increase rate A).
  • increase rate B increase rate B> increase rate A
  • the increase rate B in the second stage is larger than the increase rate A in the first stage, for example, the braking time can be shortened during braking, and thus the braking distance can be shortened.
  • the vehicle speed detecting means 37 may calculate the vehicle speed by differentiating the rotation angle detected by, for example, the rotation angle sensor 36 that detects the rotation angle of the wheel.
  • the power running or regenerative command torque value or the rate of increase (FIGS. 3 to 6) may be increased along a quadratic curve, for example.
  • the left and right rear wheels are drive wheels, but the present invention is not limited to this example.
  • the left and right front wheels may be drive wheels, the drive wheels may be driven by individual motors, and the left and right rear wheels may be driven wheels.
  • the present invention can be applied not only to the in-wheel motor type but also to an electric vehicle driven by a motor outside the wheel such as an on-board type.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de régulation pour un véhicule électrique, ledit dispositif étant capable de réduire le choc pendant une commutation entre une régulation d'alimentation et une régulation de récupération, et de raccourcir une distance de freinage. Un système de commande de moteur (29) du dispositif de régulation pour un véhicule électrique comprend un moyen de régulation d'alimentation (33a), un moyen de régulation de récupération (33b), et un système de commande de commutation de régulation d'alimentation/de récupération (33c) qui commute entre l'utilisation du moyen de régulation d'alimentation (33a) et du moyen de régulation de régénération (33b) grâce à un drapeau de commande d'une ECU (21). Un moyen de détection de vitesse (37) est aussi présent, et un moyen (34) permettant de modifier le rapport d'augmentation de couple de commande d'alimentation/de récupération équipe le système de commande de moteur (29), et différencie le rapport d'augmentation par période de temps du couple de commande d'alimentation ou de récupération en réponse à la vitesse détectée par le moyen de détection de vitesse (37), au niveau de pression d'une pédale d'accélérateur (16a), et au niveau de pression d'une pédale de frein (17a) pendant une commutation entre une régulation d'alimentation et une régulation de récupération qui est basée sur le drapeau de commande de l'ECU (21).
PCT/JP2014/080750 2013-11-28 2014-11-20 Dispositif de régulation pour véhicule électrique WO2015080021A1 (fr)

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CN109733210A (zh) * 2019-02-26 2019-05-10 浙江吉利汽车研究院有限公司 一种整车控制器及具有其的电动汽车
CN112172521A (zh) * 2020-09-02 2021-01-05 宝能(广州)汽车研究院有限公司 驱动控制方法、计算机可读存储介质以及车辆
WO2022095132A1 (fr) * 2020-11-06 2022-05-12 广东高标电子科技有限公司 Procédé de récupération d'énergie de freinage pour véhicule électrique

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JP6641784B2 (ja) * 2015-08-24 2020-02-05 日産自動車株式会社 電動車両の制御方法、及び、制御装置
JP6641787B2 (ja) * 2015-08-25 2020-02-05 日産自動車株式会社 電動車両の制御方法、及び、制御装置
CN111098717B (zh) * 2019-12-20 2021-07-30 中国第一汽车股份有限公司 一种电动汽车的单踏板控制方法、装置及系统
US11745600B2 (en) 2020-02-04 2023-09-05 Subaru Corporation Driving force controller for vehicle
CN112428829B (zh) * 2020-11-30 2022-04-01 合肥巨一动力系统有限公司 一种电动汽车用制动能量回馈控制方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109733210A (zh) * 2019-02-26 2019-05-10 浙江吉利汽车研究院有限公司 一种整车控制器及具有其的电动汽车
CN112172521A (zh) * 2020-09-02 2021-01-05 宝能(广州)汽车研究院有限公司 驱动控制方法、计算机可读存储介质以及车辆
WO2022095132A1 (fr) * 2020-11-06 2022-05-12 广东高标电子科技有限公司 Procédé de récupération d'énergie de freinage pour véhicule électrique

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