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WO2019054382A1 - Dispositif antipatinage - Google Patents

Dispositif antipatinage Download PDF

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Publication number
WO2019054382A1
WO2019054382A1 PCT/JP2018/033678 JP2018033678W WO2019054382A1 WO 2019054382 A1 WO2019054382 A1 WO 2019054382A1 JP 2018033678 W JP2018033678 W JP 2018033678W WO 2019054382 A1 WO2019054382 A1 WO 2019054382A1
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WO
WIPO (PCT)
Prior art keywords
gain
compensation
value
feedback
proportional
Prior art date
Application number
PCT/JP2018/033678
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English (en)
Japanese (ja)
Inventor
秀一 小坂
平田　淳一
Original Assignee
Ntn株式会社
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Publication date
Priority claimed from JP2018016389A external-priority patent/JP7149713B2/ja
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2019054382A1 publication Critical patent/WO2019054382A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • 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
    • 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
    • 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 slip control device that suppresses tire slip of a vehicle, and more particularly to a slip control device of an electric vehicle in which each wheel is driven by an electric motor.
  • a slip control device that prevents the wheels from spinning or locking when the vehicle is accelerating or decelerating.
  • a torque command correction value including a term obtained by multiplying the angular acceleration by the feedback gain is used. Feedback control to the torque command.
  • Patent Document 1 when the value of the angular acceleration of the drive wheel exceeds the angular acceleration threshold during acceleration, feedback to torque command is performed using a torque command correction value including a value obtained by multiplying the angular acceleration by a feedback gain.
  • a method of performing slip control by performing control is described. In this slip control, the angular acceleration threshold or the feedback gain is changed in accordance with the wheel rotational speed.
  • the feedback gain is changed because a large torque can not be produced in the high rotation range.
  • the wheel rotational speed is measured from the change in the number of input pulses per unit time. When traveling at low speed, the number of input pulses per unit time itself decreases, so the measurement accuracy deteriorates. If the measurement accuracy of the wheel rotational speed is degraded, vibration is generated by feedback control, so stable feedback control can not be performed.
  • the slip ratio ⁇ is calculated from the wheel rotation speed ⁇ and the vehicle speed V according to the following equation (Equation (1)), and the wheel rotation speed is included in the equation (1).
  • R 0 is the radius of the tire.
  • An object of the present invention is to provide a slip control device capable of performing stable slip control even when the measurement accuracy of the wheel rotation speed deteriorates at low speed, and preventing the vehicle behavior from being disturbed.
  • the slip control device 11 is mounted on a vehicle 1 capable of being accelerated by power running of the electric motor 4 and decelerated by regeneration, and the wheel rotational speed deviation ⁇ with respect to the allowable rotational speed ⁇ ′ of the wheel rotational speed ⁇ .
  • the wheel is calculated using at least one of a variable proportional gain K P performing proportional compensation and a variable differential gain K D performing differential compensation and a variable integral gain K I performing integral compensation.
  • a slip control device 11 which acquires a feedback calculation value K PID from a rotational speed deviation ⁇ , changes an input braking / driving command value using the feedback calculation value K PID , and drives the motor 4,
  • V th_P , V th_I , V th_D D a gain used to obtain the feedback calculation value K PID among the proportional gain K P and the differential gain K D
  • both gains K P , K D or any one of the gains are decreased
  • the gain used to obtain the feedback calculation value K PID is the proportional gain K
  • the gain to be used is reduced, and the integral gain K I is maintained or reduced as it is,
  • the ratio of the size after reduction to the size before reduction of each gain K P , K I , K D After the reduction of the integral gain K I among the ratios ⁇ P , ⁇ I , ⁇
  • the post-decrease rates ⁇ P , ⁇ I and ⁇ D also include the rates when maintaining the gains not to be decreased. Further, the "integral gain K I wherein the greatest proportion alpha I after reduction in” is one of the other gain K P, decreases after the ratio of K D alpha P, reduction of alpha D and integral gain K I As long as the post proportion ⁇ I is the same, it may be sufficient to satisfy the items described in “Relationship to be satisfied” to be described later.
  • the predetermined threshold value V th and the allowable rotation speed ⁇ ′ are appropriately determined by design and the like.
  • the feedback gain changing unit 14 reduces the feedback gain when the vehicle speed V is less than or equal to the predetermined threshold value V th , but the slip control device 11 calculates the feedback calculation value K PID.
  • the feedback control to be performed may be any of PID control, PI control, and ID control.
  • the gain is reduced as described above, but the magnitude relationship of the ratio of the magnitude of the gain after the reduction to that before the reduction is the after-reduction ratio ⁇ I of the integral gain K I
  • the other may be any relationship as long as it is the largest.
  • PID control may be either lowered only one of the proportional gain K P and the differential gain K D.
  • ⁇ I of the integral gain K I must always be the largest, in this case, the value of the integral gain K I is not necessarily reduced.
  • the after-reduction rates ⁇ P , ⁇ I and ⁇ D of the respective gains K P , K I and K D include all cases where the following conditions are satisfied.
  • PI control ⁇ I ⁇ ⁇ P
  • ID control K I / K B_P
  • ⁇ I K I / K B_I
  • ⁇ D K D / K B_D .
  • K P , K I , and K D are the magnitudes of the respective gains after the decrease (during the decrease)
  • K B — P , K B — I , and K B — D are magnitudes (reference values) of the respective gains before reduction.
  • each gain is indicated before and after the drop, it is marked as K P , K I and K D in the same manner as after the drop (during the drop).
  • V Th_P Vth_I of the vehicle speed V to lower from the reference value of each gain, V Th_I, When V Th_d, inevitably, it is necessary to satisfy the following equation.
  • the slip control device 11 is mounted on a vehicle 1 capable of being accelerated by power running of the electric motor 4 and decelerated by regeneration and has a slip ratio ⁇ calculated from the wheel rotation speed ⁇ and the vehicle speed V.
  • the feedback calculation value K PID is calculated from the slip ratio deviation ⁇ using the integral gain K I of the above, and the input driving / driving command value is changed using the feedback calculation value K PID to drive the electric motor 4
  • the slip control device 11 is
  • the vehicle speed V is a predetermined threshold value V th (V th_P, V th_I , V th_D) when: among the proportional gain K P and the derivative gain K D, the gain to be used for acquisition of the feedback calculation value K PID is proportional gain K P and the derivative gain K D both
  • the post-decrease rates ⁇ P , ⁇ I and ⁇ D also include the rates when maintaining the gains not to be decreased.
  • the conditions and the method for reducing the gain are the same as the slip control device 11 according to the first configuration.
  • the feedback control may be any of PID control, PI control, and ID control.
  • PID control may reduce both the proportional gain K P and the differential gain K D, or may be either only to reduce the.
  • the predetermined threshold value V th and slip ratio allowable value ⁇ ′ are values appropriately determined by design and the like.
  • wheel rotational speed deviation ⁇ for example, deviation ⁇ of wheel rotational speed ⁇ with respect to allowable rotational speed ⁇ ′ obtained by multiplying wheel rotational speed ⁇ by a predetermined constant
  • slip ratio deviation ⁇ slip ratio allowable value ⁇ ′ (upper limit The variation of slip ratio ⁇ with respect to (> 0) or the lower limit ( ⁇ 0) becomes large.
  • feedback control includes proportional compensation, integral compensation and differential compensation.
  • Differential compensation and proportional compensation tend to be oscillatory due to fluctuations of the wheel rotational speed deviation ⁇ and the slip ratio deviation ⁇ .
  • the differential compensation differentiates the wheel rotational speed deviation ⁇ and the slip ratio deviation ⁇ , and thus amplifies the vibration.
  • the proportional compensation also reflects the fluctuation of the wheel rotational speed deviation ⁇ and the slip ratio deviation ⁇ as it is on the compensation value.
  • integral compensation does not easily become oscillatory even if the wheel rotational speed deviation ⁇ and the slip ratio deviation ⁇ change. Integral compensation integrates the wheel rotational speed deviation ⁇ and the slip ratio deviation ⁇ , and therefore reduces the influence of fluctuations in the wheel rotational speed deviation ⁇ and the slip ratio deviation ⁇ .
  • the gains (proportional gain K P and derivative gain K D, respectively ) of the proportional compensation and derivative compensation that are likely to generate vibrations are reduced or zeroed to weaken or ineffective the proportional compensation and derivative compensation.
  • stable slip control can be performed even when the measurement accuracy of the wheel rotation speed ⁇ deteriorates at low speed, and the vehicle behavior can be prevented from being disturbed.
  • the feedback gain changing unit 14 (14A) determines whether the vehicle is accelerating or decelerating, and the proportional gain K P , the integral gain K I , and the differential gain K D are determined during acceleration and deceleration.
  • the method of reducing the gain to be reduced when the vehicle speed V is less than or equal to the threshold value V th may be changed for any one or more. That is, the type of compensation for reducing the gain may be changed between acceleration and deceleration, or the degree of reduction may be changed, or the change of the degree of reduction may be changed. Since the influence of each gain K P , K I , and K D on stable slip control differs between deceleration and acceleration, it is preferable to change the method of reducing the gain between deceleration and acceleration.
  • the slip control device 11 further applies an established rule, and acquires the allowable wheel rotation speed ⁇ ′ from the detection value of the state quantity of the factor of the vehicle affecting the slip.
  • the wheel rotation speed deviation calculation unit 13 for calculating the wheel rotation speed deviation ⁇ , and the proportional compensation, integral compensation, and differential compensation, respectively.
  • a controller 15A that acquires a feedback operation value K PID from the wheel rotational speed deviation ⁇ , and a control that changes the input braking / driving command value using the feedback operation value K PID and outputs it to the controller 10 of the motor 4
  • the feedback gain changing unit 14 includes a drive command value calculating unit 16, and the feedback gain changing unit 14 performs proportional gain control during acceleration at the same vehicle speed when the vehicle is decelerating.
  • Down K P or derivative gain K the post-change ratio alpha P of D ', ⁇ I', ⁇ D may 'an integral gain K I the ratio after reduction alpha I' of a structure to reduce the divided by the.
  • the post-change ratio of each gain K P , K I , K D at deceleration is ⁇ P ', ⁇ I ', ⁇ D ', each at acceleration
  • the post-change ratio of the gains K P , K I and K D is ⁇ P , ⁇ I and ⁇ D , respectively
  • the gain K P satisfies the following relationship , K I , change K D.
  • a map or the like is determined in advance the relationship between the detection value of the vehicle speed V and the steering wheel angle [delta] h and the allowable rotation speed omega 'by the allowable rotation speed acquisition section 12, the defined relationship May be used to obtain the allowable rotation speed ⁇ ′.
  • the allowable rotation speed ⁇ ′ may be acquired in consideration of the yaw rate ⁇ .
  • the allowable rotation speed acquisition unit 12 may set a value obtained by multiplying the detected value of the wheel rotation speed ⁇ by a predetermined constant as the allowable rotation speed ⁇ ′.
  • the slip control device 11 further includes a slip ratio calculation unit 21 that calculates a slip ratio ⁇ from the wheel rotational speed ⁇ and the vehicle speed V5, and a slip ratio deviation that calculates the slip ratio deviation ⁇ .
  • a controller 15A for acquiring a feedback calculation value K PID from the slip ratio deviation ⁇ using the calculation unit 22, the gains K P , K I , and K D of the proportional compensation, the integral compensation, and the differential compensation, and And a braking / driving command value calculating unit 16A for changing the inputted braking / driving command value using the feedback calculation value K PID and outputting the same to the controller of the motor 4.
  • the feedback gain changing unit 14A when you are in, than during acceleration at the same vehicle speed, the proportional gain K P or the change after the proportion of the derivative gain K D ⁇ P ', ⁇ I ' alpha D may 'an integral gain K I the ratio after reduction alpha I' of a structure to reduce the divided by the.
  • the gains K P , K I , and K D are changed so as to satisfy the following relationship.
  • the feedback gain changing unit 14 when the vehicle speed V is less than the threshold value V th, either or both of the proportional gain K P and the derivative gain K D, a configuration for changing a value equal to or close to zero It is also good.
  • the after-reduction ratio ⁇ P ( ⁇ 0 _P ) or ⁇ D ( ⁇ 0 _D ) or Both of them may be zero or close to zero.
  • the “value close to zero” is a value that can be regarded as zero in control, and is determined by design.
  • a plurality of drive wheels 2 may be independently controlled in the vehicle 1, and the electric motor 4 may be configured to drive the corresponding drive wheels 2 of the plurality of drive wheels 2.
  • the electric motor 4 in the vehicle 1 capable of independently controlling the drive wheels 2 may be an in-wheel motor type or an on-board type.
  • the slip control of each drive wheel 2 can be performed independently, so that the slip control effect can be obtained more effectively.
  • the slip control device is provided in a vehicle 1 provided with a rotary electric motor 4 that constitutes an in-wheel motor drive device 3 for each of the four drive wheels 2. .
  • the vehicle 1 is capable of accelerating by powering and decelerating by regeneration of the electric motor 4, and can control four wheels independently.
  • each in-wheel motor drive device 3 decelerates the rotation output of the wheel bearing 5, the electric motor 4, and the electric motor 4 to the hub wheel 5 a that is the rotating wheel of the wheel bearing 5. And a speed reducer 6 for transmission.
  • the wheel of the drive wheel 1 (FIG. 1) is attached to the hub wheel 5a.
  • the motor 4 is, for example, an AC motor such as a synchronous motor, and includes a stator 4a and a rotor 4b.
  • the in-wheel motor drive device 3 is provided with a wheel rotational speed sensor 7 (FIG. 1).
  • the wheel rotation speed sensor 7 includes, for example, a magnetic encoder and a magnetic sensor, and outputs a pulse train of pulse intervals proportional to the wheel rotation speed ⁇ .
  • the resolver 23 is a sensor that detects the rotational speed of the rotor of the motor 4 and outputs a value proportional to the wheel rotational speed.
  • the amount of depression of an accelerator pedal and a brake pedal is input from various sensors 9 to a host ECU 8 such as a VCU that comprehensively controls the vehicle 1, and the host ECU 8 controls the motor 4 of each drive wheel 1. Distribute the braking and driving command to ten.
  • the motor controller 10 controls an inverter that converts DC power of a battery (not shown) into AC power according to the motor 3, and controls the output of the inverter according to the input control command and outputs the rotational phase of the motor 3 and the like. It is comprised with the control means which performs control of efficiency etc. according to it.
  • the motor controller 10 is provided for each of the individual electric motors 4, but two each of the front wheel side and the rear wheel side are combined in one case, and in FIG. Shown as a block of one motor controller 10.
  • the various sensors 9 represent an accelerator pedal sensor, a brake pedal sensor, and other various sensors as one representative.
  • the slip control device 11 intervenes between the host ECU 8 and the motor controller 10.
  • the slip control device 11 is provided for each of the motors 4 but is represented by one block in FIG.
  • the vehicle speed V is input to the slip control device 11 from the vehicle speed detection means 17, and each wheel rotational speed ⁇ detected by the wheel rotational speed sensor 7 of each motor 4 is input via the motor controller 10.
  • FIG. 2 shows an example of a conceptual configuration of the slip control device 11.
  • the slip control device 11 includes an allowable rotation speed acquisition unit 12, a wheel rotation speed deviation calculation unit 13, a feedback gain change unit 14, a controller 15, and a braking / driving command value calculation unit 16.
  • the allowable rotation speed acquisition unit 12 is a unit that acquires the allowable wheel rotation speed ⁇ ′ from the detection value of the state quantity of the factor of the vehicle that affects the slip by applying a defined rule.
  • the determined rule for example, the relationship between the detected values of the vehicle speed V, the steering wheel angle ⁇ h and the yaw rate ⁇ and the allowable rotation speed ⁇ ′ is determined by a map (not shown) etc.
  • the unit 12 is to obtain the allowable rotation speed ⁇ ′ using this relationship.
  • the yaw rate ⁇ may not necessarily be included in the above relationship.
  • the allowable rotation speed acquisition unit 12 may obtain the allowable wheel rotation speed ⁇ ′ by multiplying the wheel rotation speed ⁇ by a predetermined constant.
  • the map is stored in storage means such as a memory of the slip control device 11.
  • the vehicle speed V is detected by the vehicle speed detection means 17.
  • the steering wheel angle [delta] h is the steering angle from the neutral position of the steering wheel (not shown), is measured by the steering wheel angle measuring means 18.
  • the yaw rate ⁇ is measured by the yaw rate measurement means 19 installed in the vehicle 1.
  • the wheel rotational speed ⁇ is detected by the wheel rotational speed sensor 7 (see FIG. 1) and transferred from the motor controller 10.
  • the wheel rotational speed deviation calculation unit 13 is a means for calculating the deviation of the wheel rotational speed ⁇ with respect to the allowable rotational speed ⁇ ′, that is, the wheel rotational speed deviation ⁇ (the deviation of the actual wheel rotational speed ⁇ from the allowable rotational speed).
  • the controller 15 is, for example, a PID controller, and uses feedback gains for the wheel rotational speed deviation ⁇ using variable gains K P , K I and K D for performing proportional compensation, integral compensation, and differential compensation, respectively. It is a means to calculate K PID .
  • the feedback calculation value KPID is a value in the same unit as the braking / driving instruction given from the host ECU 8 to the slip control device 11, and is a torque value in this example.
  • the braking / driving command value calculation unit 16 is means for changing the braking / driving command value input from the host ECU 8 using the feedback calculation value KPID and outputting it to the motor controller 10.
  • the braking / driving command value commanded by the host ECU 8 is a torque command value
  • the feedback operation value K PID is also a torque value. Therefore, in this example, the braking / driving command value calculation unit 16 is a torque command value calculation unit.
  • the feedback gain changing unit 14 is means for changing the gains K P , K I , and K D of the proportional compensation, integral compensation, and differential compensation used by the controller 15, and the vehicle speed V is a threshold value V th.
  • the proportional gain K P and the derivative gain K out and D the gain used for calculation of the feedback calculation value K PID proportional gain K P and the differential gain K gain both in which case both D K P , K D or one of the gains is decreased
  • the gain used for calculation of the feedback calculation value K PID is any one of the proportional gain K P and the differential gain K D
  • the used gain is decreased
  • integral gain K I is or decreased to maintain it
  • the proportion of the size is reduced after the ratio alpha P after below, ⁇ I, ⁇ D (but also the ratio after reduction ratio when the gain does not decrease was maintained alpha P, alpha I, referred to as alpha D) for,
  • K P , K I , and K D are the magnitudes of the respective gains after the decrease (during the decrease)
  • K B — P , K B — I , and K B — D are magnitudes (reference values) of the respective gains before reduction.
  • ⁇ I may be larger than ⁇ P and ⁇ D as follows. That is, the same value may be excluded.
  • PID control ⁇ I > ⁇ P and ⁇ I > ⁇ D (however, the relationship between ⁇ P and ⁇ D does not matter). If PI control, ⁇ I > ⁇ P In the case of ID control, ⁇ I > ⁇ D
  • the feedback gain changing unit 14 performs the proportional compensation and integration when the vehicle speed V is equal to or less than the threshold values V th_P , V th_I , and V th_D determined for each gain as the threshold value V th.
  • the ratio of the size after reduction to the size before reduction of the gain K I of the integral compensation by reducing the gains K P , K I and K D of the compensation and the differential compensation, the gain of the proportional compensation and the derivative compensation The ratio of the size after reduction to the size before reduction of K P and K D is made larger.
  • ⁇ of each gain is expressed by the following equations (2) to (2) It becomes 4).
  • ⁇ P K P / K B_P
  • ⁇ I K I / K B_I
  • ⁇ D K D / K B_D
  • the feedback gain changing unit 14 makes the after-reduction rates ⁇ P and ⁇ D of the proportional gain K P and the differential gain K D smaller than the after-reduction rate ⁇ I of the integral gain K I.
  • the feedback gain changing unit 14 changes the gains K P and K D of the proportional compensation and the differential compensation to zero.
  • the gains K P and K D of the proportional compensation and the differential compensation may not necessarily be reduced to zero, but may be values close to zero. Proportions after reduction ⁇ P and ⁇ D of proportional gain K P and differential gain K D may be different values or may be the same value as each other.
  • the feedback gain changing unit 14 The proportional gain K P is changed from 1000 to 0, and at this time, the ratio ⁇ P of the size after change is 0%, The integral gain K I is changed from 10 to 2, and at this time, the ratio ⁇ I of the size after the change is 20%, The derivative gain K D is changed from 0 to 100, this time, the ratio alpha D size after the change is 0%.
  • alpha P and alpha value of D is may be smaller than ⁇ I, ⁇ P and alpha D so that different values K P, a K D You may change it.
  • V th — P , V th — I and V th — D of the velocity determined for each gain may be different values or may be the same value.
  • the magnitude relationship is necessarily as follows (see FIGS. 4 and 5).
  • V th_I V V th _ P and V th _ I V V th _ D (however, the magnitude relationship between V th _ P and V th _ D does not matter)
  • V th_I V V th_P In the case of ID control, V th_I V V th_D
  • the feedback gain changing unit 14 changes the gain of the integral compensation (integral gain K I ) by determining whether the vehicle is accelerating or decelerating. Specifically, when accelerating, the gain K I of the integral compensation is made smaller than the reference value. When decelerating, the integral gain is made larger than that during acceleration at the same vehicle speed V.
  • the "reference value" is a value appropriately and independently determined by design.
  • the feedback gain changing unit 14 includes an acceleration / deceleration determination unit 14a that determines whether the vehicle 1 is accelerating or decelerating. The acceleration / deceleration determination unit 14a determines whether the vehicle is accelerating or decelerating based on, for example, the positive / negative acceleration signal of an acceleration sensor (not shown).
  • the integral compensation integrates the wheel rotational speed deviation ⁇ , thereby reducing the influence of the fluctuation of the wheel rotational speed deviation ⁇ . Therefore, at the time of low speed traveling, the proportional compensation gain K P and the differential compensation gain K D which easily cause vibration are reduced or made zero to invalidate the proportional compensation and the differential compensation. As a result, stable slip control can be performed even when the measurement accuracy of the wheel rotation speed ⁇ deteriorates at low speed, and the vehicle behavior can be prevented from being disturbed.
  • the feedback gain changing unit 14 determines whether the vehicle 1 is accelerating or decelerating, and makes the integral compensation gain K I smaller than the reference value when accelerating.
  • slip control can be performed while suppressing vibration by making the integral compensation gain K I smaller than the reference value.
  • the responsiveness of the slip control is reduced, but this is not a problem because the behavior of the vehicle is less likely to be disturbed even if the responsiveness is reduced at low speed traveling.
  • the feedback gain changing unit 14 makes the integral gain K I larger than when accelerating at the same vehicle speed V.
  • the integral value of the wheel rotational speed deviation ⁇ is large until the vehicle is decelerated to low speed. Therefore, even if the measured value of the wheel rotation speed ⁇ fluctuates at low speed traveling, the influence on the value of the integral compensation becomes small. Therefore, even if the integral gain K I is made larger than at the time of acceleration, vibrations are less likely to occur.
  • feedback control can be performed with better responsiveness. If feedback control can be performed with high responsiveness, it is possible to prevent locking of the wheels and to prevent disturbance of the vehicle behavior.
  • any one gain may be changed, or there may be a gain not to be changed (see FIG. 11).
  • each gain K P , K I , K D in feedback control is changed according to the vehicle speed V, and it is further determined whether the vehicle 1 is accelerating or decelerating.
  • the method of reducing the gain K I different, stable slip control can be performed even if the measurement accuracy of the wheel rotation speed ⁇ deteriorates at low speed, and the vehicle behavior can be prevented from being disturbed.
  • this embodiment is applied to the vehicle 1 which can control each drive wheel 2 of four wheels independently, and since slip control of each drive wheel 2 can be performed independently, a slip control effect is acquired more effectively.
  • vehicle 1 which can control each drive wheel 2 of four wheels independently, and since slip control of each drive wheel 2 can be performed independently, a slip control effect is acquired more effectively.
  • the slip control device 11 differs from the first embodiment in the slip control device 11 in the vehicle 1 described above with FIG.
  • the slip control device 11 includes a slip ratio calculating unit 21, a slip ratio deviation calculating unit 22, a feedback gain changing unit 14A, a controller 15A, and a braking / driving command value calculating unit. And 16A.
  • Slip rate calculating section 21 a slip ratio lambda, the wheel rotation speed omega, the vehicle speed V, the using yaw rate ⁇ and the steering wheel angle [delta] h is calculated by the following equation (5) to (10).
  • R 0 is a tire radius
  • ⁇ is a side slip angle at the vehicle center of gravity
  • d f is a front wheel tread
  • d r is a rear wheel tread
  • l f is a distance from the center of gravity position to the front wheel position.
  • the subscripts of V, ⁇ and ⁇ indicate which wheel the vehicle speed V, the steering wheel angle ⁇ h or the wheel rotational speed ⁇ is.
  • FL is the left front wheel
  • FR is the right.
  • RL is a left rear wheel
  • RR is a right rear wheel.
  • the slip ratio ⁇ represents the degree of slip of the drive wheel 2
  • ⁇ 0 in the grip state, ⁇ > 0 in the locked state, and ⁇ ⁇ 0 in the wheel spin.
  • the vehicle speed V is detected by the vehicle speed detection means 17.
  • the steering wheel angle [delta] h is the steering angle from the neutral position of the steering wheel (not shown), is measured by the steering wheel angle measuring means 18.
  • the yaw rate ⁇ is measured by the yaw rate measuring means 19.
  • the wheel rotational speed ⁇ is detected by the wheel rotational speed sensor 7 (see FIG. 1) and transferred from the motor controller 10.
  • Slip ratio deviation calculation unit 22 is a deviation of slip ratio ⁇ from slip ratio allowable value ⁇ ′ (upper limit (> 0) or lower limit ( ⁇ 0)), that is, slip ratio deviation ⁇ (actual slip ratio ⁇ slip ratio Calculate the deviation from the tolerance value).
  • the slip ratio allowable value ⁇ ' is appropriately determined by design based on simulation and the like.
  • the controller 15A monitors the slip ratio ⁇ of each drive wheel 2, and when the slip ratio ⁇ exceeds the slip ratio allowable value ⁇ ′ (upper limit (> 0) or lower limit ( ⁇ 0)), the slip ratio A PID operation is performed on the deviation ⁇ to obtain a feedback operation value K PID .
  • K P , K I and K D are proportional gain, integral gain and differential gain, respectively.
  • feedback control for performing all of proportional compensation, integral compensation, and differential compensation is shown as an example, but it is also applicable to feedback control for performing proportional compensation and integral compensation or feedback control for performing integral compensation and differential compensation. Good.
  • the acceleration / deceleration determination unit 14a determines whether the vehicle 1 is accelerating or decelerating.
  • the acceleration / deceleration determining unit 14a determines, for example, whether the vehicle is accelerating or decelerating based on whether the longitudinal acceleration signal of the acceleration sensor (not shown) is positive or negative.
  • the acceleration / deceleration determination unit 14a is provided as a part of the feedback gain change unit 14A.
  • the feedback gain changing unit 14A obtains the proportional gain K P , the integral gain K I , and the differential gain K D described above according to the vehicle speed V.
  • the feedback gain changing unit 14A is a means for changing the gains K P , K I and K D of the proportional compensation, integral compensation and differential compensation used by the controller 15A, and the vehicle speed V is determined for each gain.
  • the threshold values V th _ P , V th _ I and V th _ D are below, the gains K P , K I and K D of the proportional compensation, the integral compensation and the differential compensation are reduced, respectively, and the gain K I of the integral compensation is reduced.
  • the ratio of the size after reduction to the size before reduction is made larger than the ratio of the size after reduction to the size before reduction of gains K P and K D of proportional compensation and differential compensation, respectively.
  • ⁇ of each gain is expressed by Equations (12) to (14).
  • ⁇ P K P / K B_P
  • ⁇ I K I / K B_I
  • ⁇ D K D / K B_D
  • Feedback gain changing unit 14A is the value of alpha P and alpha D smaller than alpha I.
  • the feedback gain changing unit 14A changes the gains K P and K D of each of the proportional compensation and the differential compensation to zero.
  • the gains K P and K D of the proportional compensation and the differential compensation may not necessarily be reduced to zero, but may be values close to zero.
  • the feedback gain changing unit 14A The proportional gain K P is changed from 1000 to 0, and at this time, the ratio ⁇ P of the size after change is 0%, The integral gain K I is changed from 10 to 2, and at this time, the ratio ⁇ I of the size after the change is 20%, The derivative gain K D is changed from 0 to 100, this time, the ratio alpha D size after the change is 0%.
  • alpha P and alpha value of D is may be smaller than ⁇ I, ⁇ P and alpha D so that different values K P, a K D You may change it.
  • the feedback gain changing unit 14 changes the gain of the integral compensation (integral gain K I ) by determining whether the vehicle 1 is accelerating or decelerating. Specifically, when accelerating, the gain K I of the integral compensation is made smaller than the reference value. When decelerating, the integral gain is made larger than that during acceleration at the same vehicle speed V. Further, at the time of deceleration, the value of the integral gain does not necessarily have to be reduced, and may be kept at the reference value.
  • the “reference value” is a value appropriately determined by design.
  • Braking drive command value calculation unit 16A by adding the feedback calculation value K PID to the controller 15A has been calculated braking driving command value higher ECU8 is commanded to acquire a braking drive command value to be output.
  • the braking / driving command value commanded by the host ECU 8 is a torque command value
  • the feedback operation value K PID is also a torque value. Therefore, in this example, the braking / driving command value calculation unit 16A is a torque command value calculation unit.
  • the torque command value of the drive wheel 2 is controlled so that the slip rate ⁇ becomes equal to or less than the slip rate allowable value ⁇ ′, and locking or spin of the drive wheel 2 can be suppressed.
  • the controller 15A includes proportional compensation and integral compensation and / or differential compensation.
  • the slip ratio deviation ⁇ also changes.
  • differential compensation is the most likely to be the cause of vibration, and next proportional compensation is the cause of the vibration.
  • integral compensation is less likely to cause vibration.
  • the differential compensation amplifies the vibration because it differentiates the slip ratio deviation.
  • Proportional compensation reflects the fluctuation of slip ratio deviation ⁇ as it is on the compensation value.
  • integral compensation integrates the slip ratio deviation, thereby reducing the influence of fluctuations in the measured value.
  • proportional compensation or differential compensation which is a cause of vibration, or both of them are weakened or canceled at low speeds.
  • the proportional gain K P and the differential gain K D are respectively set to ⁇ 0 _P and ⁇ 0 _D at a vehicle speed of 0 km / h.
  • proportional compensation or differential compensation can be invalidated.
  • V th_P ⁇ V th_D is used, but V th_P and V th_D may have the same value.
  • the integral compensation also changes the value continuously at vehicle speeds of 0 to V th_I km / h. In this case, always alpha I ⁇ alpha P, and changing the value such that ⁇ I ⁇ ⁇ D.
  • V Th_I since it is necessary to set so that V th_I ⁇ V th_P and V th_I ⁇ V th_D, for example, 10 km / h.
  • Integral gain K I is always in the same manner as FIG. 4 ⁇ I ⁇ ⁇ P, and changing the value such that ⁇ I ⁇ ⁇ D.
  • each gain is linearly changed, but the present invention is not limited to this.
  • ⁇ I ⁇ ⁇ P and may be changed non-linearly if the relationship ⁇ I ⁇ ⁇ D is satisfied. Further, as shown in FIG.
  • the value of ⁇ set by h may be maintained.
  • the gain of integral compensation (integral gain K I ) is, for example, one-fourth of the reference value (for example, gain of 15 km / h or more) at vehicle speed V 0 km / h as shown in FIG. As it is done, the gain K I is changed continuously (linear to the vehicle speed in the illustrated example).
  • the integral gain K I is not set to 0 at the vehicle speed V 0 km / h. This is because slip control does not operate if the integral gain is also set to zero.
  • FIG. 8 shows vehicle speed V during acceleration, wheel speed, slip control and slip ratio deviation (that is, proportional compensation value), integral compensation value, and differential compensation value in time series.
  • a vehicle speed threshold V th_I ′ which is smaller than the vehicle speed threshold V th_I during acceleration is set, and the value is changed in the range of 0 to V th_I km / h.
  • the after-reduction rates ⁇ I and ⁇ I ′ of the integral compensation gain are compared between acceleration and deceleration, it is more effective to reduce the acceleration as shown in FIG.
  • the ratio of the gains of proportional compensation or differential compensation is compared, the ratio of gain is made smaller at the time of deceleration than at the time of acceleration. As shown in FIG.
  • the threshold V 0 which vehicle speed when accelerating V th different deceleration threshold V 0 which vehicle speed ', V th' the, V 0 ⁇ V 0 ' ⁇ V th ⁇ V It may be set to be th ′ and the value may be changed continuously between V 0 ′ and V th ′ km / h.
  • FIG. 11 shows vehicle speed V during deceleration, wheel speed, slip control and slip ratio deviation (that is, proportional compensation value), integral compensation value, and differential compensation value in time series.
  • slip control can be performed while suppressing vibration by setting the gain at the time of low speed traveling and deceleration.
  • the integral gain can be set larger than at the time of acceleration, the responsiveness of slip control can be secured, and the vehicle behavior is less likely to be disturbed.
  • each gain K P , K I , K D in feedback control is changed according to the vehicle speed V, and is the vehicle accelerated or decelerated?
  • the change in gain K I different between acceleration and deceleration, stable slip control can be performed even if the measurement accuracy of wheel rotational speed ⁇ deteriorates at low speed, and vehicle behavior is It can prevent disorder.
  • Each item described in the second embodiment is the deviation between the slip ratio ⁇ and the slip ratio allowable value ⁇ ′ calculated using the wheel rotational speed ⁇ and the vehicle speed V in the second embodiment. While ⁇ is used, the first embodiment can be applied to the first embodiment as it is, except that the deviation ⁇ between the wheel rotation speed ⁇ and the allowable rotation speed ⁇ ′ is used. . The matters described in the first embodiment can be applied to the second embodiment as it is, except for the difference in the deviation.
  • the present invention relates to an on-board four-wheel independent drive vehicle and left and right wheel independent drive
  • the present invention can be applied to vehicles such as two-wheel drive vehicles of one type and one motor type.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif antipatinage avec lequel il est possible d'exercer une commande de patinage stable même lorsque la précision de mesure d'une vitesse de rotation de roue se détériore pendant un temps à faible vitesse et d'empêcher une perturbation du comportement d'un véhicule. La présente invention est appliquée à un dispositif antipatinage (11) pour calculer un écart (Δω) entre une vitesse de rotation de roue (ω) et une vitesse de rotation autorisée (ω') ou un écart (Δλ) d'un rapport de patinage (λ) et exercer une commande de rétroaction par l'écart (Δω) à l'aide de chacun de gains variables (PKI, KP, KD) pour réaliser une compensation intégrale et une compensation proportionnelle ou une compensation différentielle ou les deux. Une unité de changement de gain de rétroaction (14, 14A) est incluse qui, lorsqu'une vitesse de véhicule (V) est inférieure ou égale à un seuil (Vth), réduit un gain proportionnel (KP) et/ou un gain différentiel (KD) et maintient tel quel ou réduit un gain intégral (KI) parmi les gains utilisés pour la commande de rétroaction.
PCT/JP2018/033678 2017-09-13 2018-09-11 Dispositif antipatinage WO2019054382A1 (fr)

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JP2017175418 2017-09-13
JP2017-175418 2017-09-13
JP2018016389A JP7149713B2 (ja) 2017-09-13 2018-02-01 スリップ制御装置
JP2018-016389 2018-02-01

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CN110435442B (zh) * 2019-08-19 2021-03-16 安徽江淮汽车集团股份有限公司 一种纯电动卡车低速行驶抖动的控制方法及装置
JP7323423B2 (ja) * 2019-10-22 2023-08-08 株式会社ユーシン 車両開閉体の開閉装置
CN114987440B (zh) * 2022-04-26 2025-05-16 上海汽车变速器有限公司 驱动防滑控制方法、装置、设备及存储介质

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WO2017073184A1 (fr) * 2015-10-26 2017-05-04 三菱電機株式会社 Dispositif de commande de vitesse de véhicule
JP2017093003A (ja) * 2015-11-02 2017-05-25 Ntn株式会社 スリップ制御装置

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JP3850735B2 (ja) * 2002-02-04 2006-11-29 株式会社ジェイテクト 電動パワーステアリング装置
JP2016088155A (ja) * 2014-10-30 2016-05-23 株式会社ジェイテクト 電動パワーステアリング装置の制御装置

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WO2017073184A1 (fr) * 2015-10-26 2017-05-04 三菱電機株式会社 Dispositif de commande de vitesse de véhicule
JP2017093003A (ja) * 2015-11-02 2017-05-25 Ntn株式会社 スリップ制御装置

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* Cited by examiner, † Cited by third party
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CN111824154A (zh) * 2019-04-15 2020-10-27 比亚迪股份有限公司 车辆的控制方法、装置和车辆
CN111824154B (zh) * 2019-04-15 2022-05-13 比亚迪股份有限公司 车辆的控制方法、装置和车辆

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