CN114683867B - In-wheel motor, tire, vehicle and braking method thereof - Google Patents
In-wheel motor, tire, vehicle and braking method thereof Download PDFInfo
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- CN114683867B CN114683867B CN202011564833.2A CN202011564833A CN114683867B CN 114683867 B CN114683867 B CN 114683867B CN 202011564833 A CN202011564833 A CN 202011564833A CN 114683867 B CN114683867 B CN 114683867B
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- 238000000034 method Methods 0.000 title claims abstract description 16
- 230000001133 acceleration Effects 0.000 claims abstract description 14
- 229910000831 Steel Inorganic materials 0.000 claims description 26
- 239000010959 steel Substances 0.000 claims description 26
- 230000033001 locomotion Effects 0.000 claims description 6
- 238000010521 absorption reaction Methods 0.000 claims description 4
- 230000004907 flux Effects 0.000 claims description 2
- 230000009467 reduction Effects 0.000 claims description 2
- 230000000875 corresponding effect Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 3
- 230000002596 correlated effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
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Classifications
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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
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/006—Dynamic electric braking by reversing current, i.e. plugging
-
- 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
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the application provides an in-wheel motor, a tire, a carrier and a braking method thereof. The method comprises the steps that a hub motor determines stator parameters and rotor parameters of the hub motor based on the mass, the maximum running speed, the minimum acceleration and the maximum deceleration of a carrier on which the hub motor is mounted, so that the hub motor can output braking force for braking the carrier on which the hub motor is located and can also output driving force for driving the carrier to run, wherein the value of braking torque corresponding to the maximum deceleration is n times of the value of constant running torque corresponding to the maximum running speed, and n is larger than a set threshold value. When the hub motor is arranged in a tire of a vehicle, the controller can drive the hub motor to brake a motor carrier such as the tire through a motor driver; the hub motor also has a conventional driving function, so that the hub motor can drive and brake the carrier at the same time.
Description
Technical Field
The embodiment of the application relates to the technical field of vehicles, in particular to an in-wheel motor, a tire, a vehicle and a braking method of the vehicle.
Background
A chassis-by-wire system is an important component of many vehicles (e.g. automobiles, etc.), and in general, has a longitudinal system (longitudinal refers to a direction that coincides with the direction of travel of the vehicle) that in turn comprises: a braking (braking) assembly and a driving walking motor. Wherein the main part of the brake assembly may be realized by a hydraulic brake component or a pneumatic brake component. But because these components are high safety class components of the vehicle, they are relatively expensive to manufacture. In addition, in order to match the main part, further, an oil path and a brake control part required for braking are required to be arranged on the chassis, so that the maintenance cost is high.
Thus, how to provide a lower cost braking solution is a problem that needs to be addressed by those skilled in the art.
Disclosure of Invention
Accordingly, embodiments of the present application provide a braking scheme to at least partially solve the above-mentioned problems.
According to a first aspect of the embodiment of the present application, there is provided an in-wheel motor, which determines a stator parameter and a rotor parameter of the in-wheel motor based on a mass, a maximum running speed, a minimum acceleration, and a maximum deceleration of a vehicle on which the in-wheel motor is mounted, so that the in-wheel motor can output both a braking force for braking the vehicle on which the in-wheel motor is located and a driving force for driving the vehicle to run, wherein a value of a braking torque corresponding to the maximum deceleration is n times a value of a constant running torque corresponding to the maximum running speed, and n is greater than a set threshold value.
According to a second aspect of an embodiment of the present application, there is provided a tire including the in-wheel motor as described above, the in-wheel motor being capable of outputting both a braking force for braking a vehicle on which the tire is mounted and a driving force for driving the vehicle to travel.
According to a third aspect of an embodiment of the present application, there is provided a vehicle carrying a motor drive, a controller and a tyre according to the first aspect; the motor driver outputs a forward phase line current to a hub motor in the tire so that the hub motor rotates forward to drive the vehicle, or outputs a reverse phase line current to a hub motor in the tire so that the hub motor rotates reversely to brake the vehicle; and the controller is used for responding to the control instruction and sending a first control signal to the motor driver so that the motor driver outputs forward phase line current or reverse phase line current.
According to a fourth aspect of an embodiment of the present application, there is also provided a method of braking a vehicle carrying a controller, a motor drive and at least two tires, at least one of the at least two tires being provided with an in-wheel motor as described in the first aspect; the method comprises the following steps: a controller receives a braking instruction for instructing braking of the vehicle; the controller sends a braking signal to the motor driver according to the braking instruction to instruct the motor driver to output a reverse phase line current, and the hub motor is reversely rotated by the reverse phase line current to realize braking of the vehicle.
According to the scheme provided by the embodiment of the application, based on the mass, the maximum running speed, the minimum acceleration and the maximum deceleration of the carrier carrying the hub motor, the stator parameters and the rotor parameters of the hub motor are determined, so that the hub motor can output the braking force for braking the carrier in which the hub motor is positioned and can also output the driving force for driving the carrier to run. That is, two functions are realized by one in-wheel motor, and a braking function can be realized in addition to a conventional driving function without using additional braking equipment, thereby reducing braking cost.
Further, in a further embodiment of the present application, if the in-wheel motor is provided in a tire of a vehicle, the controller may drive the in-wheel motor to brake an in-wheel motor carrier such as a tire through a motor driver; the hub motor also has a conventional driving function, so that the hub motor can drive and brake the carrier at the same time.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the embodiments of the present application, and other drawings may be obtained according to these drawings for a person having ordinary skill in the art.
Fig. 1 is a schematic view of a hub motor according to an embodiment of the present application;
FIG. 2 is a schematic illustration of a vehicle according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a direct-drive control brake according to an embodiment of the present application;
Fig. 4 is a flow chart of a method for braking a vehicle according to an embodiment of the application.
Detailed Description
In order to better understand the technical solutions in the embodiments of the present application, the following description will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application, and it is obvious that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which are derived by a person skilled in the art based on the embodiments of the present application, shall fall within the scope of protection of the embodiments of the present application.
In the braking process of the vehicle, the deceleration is realized by braking force, the braking deceleration is related to the braking force and the mass, and the simplified relation is as follows: braking force = mass deceleration. In the current hub motor, the braking torque is designed according to the maximum climbing gradient under the load state, the maximum deceleration can be provided at-3 m/s 2, and the conventional maximum deceleration requirement cannot be realized. In other words, the conventional in-wheel motor can be used for driving and cannot be used for braking.
In the case of a fixed mass, the braking force is proportional to the deceleration, whereas the braking force = motor torque moment arm (i.e. tire radius), therefore, in order to provide better braking performance, a greater deceleration is generated, i.e. a greater motor torque is required.
Based on this, in a first aspect, an embodiment of the present application provides an in-wheel motor to provide a greater motor torque to achieve braking. The hub motor outputs braking force to a bearing part where the hub motor is positioned through a stator assembly contained in the hub motor, and the braking force is determined according to preset braking torque and a force arm of the bearing part. When the bearing piece is a tire, the arm of force of the bearing piece is the radius of the tire.
Specifically, the stator assembly comprises magnetic steel and a coil wound on the magnetic steel. The hub motor can adjust the braking torque which can be output by adjusting the thickness of the magnetic steel and the number of turns of the coil, and can output braking force which can be used for braking the bearing piece according to the braking torque and the force arm. The larger the thickness of the magnetic steel and the number of turns of the coil, the higher the peak value of the available braking torque, the larger the braking force that can be used for braking.
As shown in fig. 1, fig. 1 is a schematic diagram of an in-wheel motor according to an embodiment of the present application, wherein braking and driving performance of the in-wheel motor are determined by stator parameters and rotor parameters. The stator parameters of the hub motor specifically comprise the number of turns of coils wound on the stator assembly, and the rotor parameters comprise the magnetic steel thickness of the magnetic steel on the stator assembly.
In practical applications of the in-wheel motor, the corresponding stator parameters and rotor parameters may be determined according to the mass of the vehicle on which the in-wheel motor is mounted. Specifically, the deceleration of the vehicle when braking is related to the braking force and the mass of the vehicle, and the simplified relationship is: braking force = mass deceleration. When the mass of the vehicle is fixed, the braking force is in direct proportion to the deceleration. Braking force = motor torque moment arm (i.e., tire radius). It is thus known that the maximum braking torque t=mass of the in-wheel motor, the maximum deceleration/moment arm, i.e. the mass of the vehicle multiplied by the maximum deceleration divided by the moment arm (tyre radius). In practice, the minimum acceleration will affect the minimum launch torque of the vehicle, while the maximum deceleration will affect the maximum braking torque of the vehicle.
When the model of a vehicle is determined, in practice, its various indices have been determined, for example, the mass, maximum travel speed, minimum acceleration and maximum deceleration of the vehicle on which the in-wheel motor is mounted have been determined in practice. Therefore, the stator parameters and the rotor parameters of the in-wheel motor can be determined based on the aforementioned parameters, so that the in-wheel motor can output both a braking force for braking the type of vehicle and a driving force for driving the vehicle to travel. The value of the braking torque corresponding to the maximum deceleration is n times of the value of the uniform running torque corresponding to the maximum running speed, and n is a set threshold value. For example, for a conventional electric vehicle, n should be greater than 4 to achieve immediate rapid braking. The greater n, the greater the braking torque provided, and the better the braking effect.
Further, when the mass of the vehicle on which the in-wheel motor is mounted is determined (when a vehicle model is determined in general, the mass is determined in correspondence with the vehicle model), the magnetic steel thickness and the number of coil turns are determined based on the braking torque, the acceleration torque corresponding to the minimum acceleration, and the uniform running torque corresponding to the maximum running speed. Specifically, braking torqueWherein, B max is the maximum value of the air gap flux attenuation generated by the magnetic steel (namely related to the number of turns of the coil wound on the magnetic steel), A in is the maximum deceleration, r out is the outer diameter of the magnetic steel, r in is the inner diameter of the magnetic steel, and k D＝rinrout.
Therefore, when the minimum acceleration, the maximum running speed and the mass of the determined type of the vehicle are determined, the acceleration torque corresponding to the minimum acceleration and the uniform running torque corresponding to the maximum running speed can be known, and therefore, the vehicle can be based on the formulaTo determine the corresponding B max and r out and r in, and thus the number of turns and the thickness of the magnetic steel.
In a more specific example, when the vehicle has a mass of 300kg, a maximum traveling speed of 20km/h, a maximum deceleration of 0.8g, and a maximum braking torque of 150n.m, the thickness of the magnetic steel (or the difference between the inner diameter of the magnetic steel and the outer diameter of the magnetic steel) is not less than 50mm, and a coil (not shown in fig. 1) is wound around the magnetic steel, and the number of turns of the coil is not less than 9 turns. A plurality of magnetic steels can be repeatedly arranged in an array manner in a stator assembly, and the thickness of the magnetic steel refers to the thickness of one array magnetic steel.
Under the condition that the outer diameter of a rotor and the thickness of a rotor core of the hub motor are unchanged, the thickness of magnetic steel of the stator assembly is increased or the number of turns of a coil wound on the magnetic steel is increased, so that the motor torque of the hub motor can be effectively increased. Based on the foregoing, a peak braking torque of not less than 146NM can be generated, and a torque required for deceleration at a vehicle speed of 20km/h can be satisfied under a tire of R10 inches.
Optionally, the hub motor is an outer rotor type or an inner rotor type.
When the hub motor is of an inner rotor type, the braking force output by the hub motor is equal to the braking torque multiplied by the force arm multiplied by the torque adjustment coefficient, and the torque adjustment coefficient is determined by the parameters of the reduction gearbox, so that the torque output can be improved through the torque adjustment coefficient, the requirement of the braking force output by the hub motor is reduced, and the larger braking torque is realized.
Based on the scheme provided by the embodiment of the application, the mass, the maximum running speed, the minimum acceleration and the maximum deceleration of the carrier carrying the hub motor are determined, and the stator parameters and the rotor parameters of the hub motor are determined, so that the hub motor can not only output the braking force for braking the carrier in which the hub motor is positioned, but also output the driving force for driving the carrier to run. The hub motor also has a conventional driving function, so that the hub motor can drive and brake the carrier at the same time. That is, two functions are realized by one in-wheel motor, and a braking function can be realized in addition to a conventional driving function without using additional braking equipment, thereby reducing braking cost.
In a second aspect of the present application, there is also provided a tire including the in-wheel motor as described above, the in-wheel motor being capable of outputting both a braking force for braking a vehicle on which the tire is mounted and a driving force for driving the vehicle to travel. The in-wheel motor may be disposed at a center position of the tire.
For a third aspect of the application, a vehicle is provided, as shown in fig. 2. Fig. 2 is a schematic view of a vehicle carrying a motor driver, a controller and a tire as described above according to an embodiment of the present application.
Wherein:
the tire is provided with the hub motor;
The motor driver is connected with the hub motor in the tire and outputs forward phase line current to the hub motor, so that the hub motor rotates forward to drive the carrier; or the motor driver outputs reverse phase line current to the hub motor, so that the hub motor reversely rotates to realize the braking of the carrier;
And the controller is used for responding to the control instruction and sending a first control signal to the motor driver so that the motor driver outputs forward phase line current or reverse phase line current.
The vehicle can be an electric vehicle driven manually or intelligently, or can be various tools for carrying out short-distance indoor transportation, and the like. The number of tires in the vehicle may be one or plural (two or more). For all tires, some or all of them may be provided with an in-wheel motor.
The controller may issue a first control signal for starting or stopping the vehicle according to a user operation or according to an analysis of road conditions.
Specifically, when the motor driver needs to be started, the motor driver can be controlled by a first control signal to output smaller forward phase line current, so that the hub motor can rotate in a smaller forward direction, and smaller starting torque is output, and gentle starting is realized; when braking is needed, the motor driver can be controlled to output larger reverse phase line current through the first control signal, so that the hub motor can reversely rotate at a high speed, larger reverse torque is output, and timely braking is realized.
The magnitude of the first control signal may be adjusted such that the motor driver outputs either a forward phase current or a reverse phase current of a magnitude corresponding to the magnitude of the first control signal. That is, the magnitude of the forward phase line current or the reverse phase line current output by the motor driver is positively correlated with the magnitude of the first control signal, so that vehicle driving or braking with different degrees can be realized according to actual needs.
According to the scheme provided by the embodiment of the application, the stator assembly of the hub motor is used for braking the bearing part where the hub motor is located by outputting braking force, the braking force is determined according to preset braking torque and the arm of force of the bearing part, and the hub motor is arranged in the tire of the carrier, so that the controller can drive the hub motor through the motor driver to drive or brake the tire according to actual needs.
In an alternative embodiment, the vehicle may further include a battery and an energy absorbing circuit, wherein the energy absorbing circuit is connected to the battery and the in-wheel motor, and is used for absorbing peak current generated by the in-wheel motor and charging the battery.
As previously described, since the in-wheel motor generates a large reverse torque during braking, the current fed back at this time will actually exceed the rated value allowed for the conventional charging of the battery, which would impact the charging circuit of the battery management system if the in-wheel motor were directly connected to the battery.
Based on this, a capacitive or resistive energy absorption circuit can be provided between the in-wheel motor and the battery. The capacitive energy absorption circuit can store energy generated during peak current in the capacitor and charge the battery according to a current value acceptable by the charging circuit of the battery management system; the energy generated by peak current can be dissipated through the resistance type energy absorption circuit in a heating mode, so that the influence on the battery is avoided.
In one embodiment, the energy absorbing circuit is integrated with the motor driver, so that the overall occupied space is smaller and the cost is lower.
When a traditional bridge motor is used for braking, the problem that a differential bridge cannot distribute braking exists. In extreme cases, such as when one of the drive wheels is stuck, the differential axle may cause the rotation speed of the other drive wheel to double, thereby causing the vehicle to turn sideways or roll sideways.
Based on this, in one embodiment, braking may be performed in a two-wheel hub direct drive manner, i.e., the controller independently controls the rotation state of each of the hub motors through a plurality of motor drivers, respectively. In a vehicle, a plurality of tires comprising in-wheel motors may be provided, for example, two front wheels comprising in-wheel motors, or two rear wheels comprising in-wheel motors, or four tires on a vehicle each comprising in-wheel motors.
Taking two rear wheels with hub motors mounted on a vehicle as an example, as shown in fig. 3, fig. 3 is a schematic diagram of a direct-drive control brake according to an embodiment of the present application. The hub motor of each rear wheel is provided with a motor driver (namely a left motor driver and a right motor driver) which are correspondingly connected, so that in the state of vehicle movement, the controller can respectively adjust the reverse phase line currents (negative torques) of the hub motors in the two wheels in real time according to the movement posture condition so as to respectively adjust the states of the hub motors, thereby realizing the posture balance of the chassis.
Specifically, the controller may determine a motion profile (including a straight traveling or a turning traveling and a radius of the turning traveling) of the vehicle, determine a corresponding motor rotation speed difference (the motor rotation speed difference is 0 in the straight traveling, and the motor rotation speed difference is positively correlated with the radius of the turning traveling, the greater the turning radius, the greater the motor rotation speed difference), and transmit a second control signal to the motor driver according to the motion profile.
In the case of a right turn of the vehicle, it is apparent that the rotational speed required for the hub motor on the right side is smaller than that required for the hub motor on the left side. At this time, the right motor driver generates reverse phase line current of a corresponding magnitude according to the second control signal, reduces the rotational speed of the hub motor on the right side, and makes the difference in rotational speeds of the hub motors from the two rear tires match the motor rotational speed difference.
That is, in the adjustment of the right cornering, the rotation speed of the hub motor on the right side=the rotation speed of the hub motor on the left side-the motor rotation speed difference; in the adjustment of the left cornering procedure, the rotational speed of the left hub motor=the rotational speed of the right hub motor-motor rotational speed difference is made.
When there are more than two tires with hub motors mounted thereon, for example, two front wheels and two rear wheels with hub motors mounted thereon, the respective rotational speed differences of the four wheels can be predetermined and the rotational speeds of the other hub motors can be reduced based on the rotational speed differences with respect to the maximum rotational speed difference.
In an alternative embodiment, each in-wheel motor has a corresponding motor driver, and the in-wheel motor and the motor driver are in one-to-one correspondence. As shown in fig. 2, two rear tires (i.e., left and right rear wheels) including a wheel hub motor are provided in the vehicle, and a left rear wheel hub motor and a left motor driver, and a right rear wheel hub motor and a right motor driver, respectively, are provided. Thus, each hub motor can be accurately controlled to effect driving and braking of the vehicle.
In addition, when the controller respectively and independently controls the rotation state of each wheel hub motor through the motor driver, the transmission efficiency of the whole vehicle is higher, and the cruising ability of the vehicle is improved.
In an alternative embodiment, an in-wheel motor may be disposed on each tire, that is, the tire and the in-wheel motor are in one-to-one correspondence, so as to improve the efficiency of driving and braking.
In a fourth aspect of the embodiment of the present application, there is further provided a method for braking a vehicle, where the vehicle is equipped with a controller, a motor driver, and at least two tires, at least one of the at least two tires is provided with an in-wheel motor as described above, as shown in fig. 4, and fig. 4 is a schematic flow chart of the method for braking a vehicle according to the embodiment of the present application, where the method includes:
s401, a controller receives a braking instruction for instructing to brake the vehicle;
S403, the controller sends a braking signal to the motor driver according to the braking instruction to instruct the motor driver to output reverse phase line current, and the hub motor is reversely rotated by the reverse phase line current to realize the braking of the carrier.
In this embodiment, when the driver or the automatic vehicle determines that braking is required, a braking instruction may be sent to the controller in an appropriate manner; after receiving the braking instruction, the controller sends a braking signal to the motor driver; outputting reverse phase line current through a motor driver so that a hub motor connected with the motor driver can reversely rotate; braking of the vehicle is achieved by reverse rotation of the in-wheel motor.
In this embodiment, the braking process of the vehicle is mainly described, but as described above, the driving of the vehicle may also be achieved by the in-wheel motor. For example, after receiving a driving command for instructing to drive the vehicle, the controller sends a driving signal to the motor driver to output a forward phase line current through the motor driver, so that the hub motor connected with the motor driver rotates forward to drive the vehicle. Details of the braking and driving are described in the foregoing embodiments, and are not repeated here.
The above embodiments are only for illustrating the embodiments of the present application, but not for limiting the embodiments of the present application, and various changes and modifications may be made by one skilled in the relevant art without departing from the spirit and scope of the embodiments of the present application, so that all equivalent technical solutions also fall within the scope of the embodiments of the present application, and the scope of the embodiments of the present application should be defined by the claims.
Claims (11)
1. A hub motor, wherein a stator parameter and a rotor parameter of the hub motor are determined based on the mass, the maximum running speed, the minimum acceleration and the maximum deceleration of a vehicle on which the hub motor is mounted, so that the hub motor can output braking force for braking the vehicle on which the hub motor is mounted and can also output driving force for driving the vehicle to run, wherein the value of braking torque corresponding to the maximum deceleration is n times the value of uniform running torque corresponding to the maximum running speed, and n is more than 4;
the stator parameters comprise coil turns, the rotor parameters comprise magnetic steel thickness, and the magnetic steel thickness and the coil turns are determined based on the braking torque, the acceleration torque corresponding to the minimum acceleration and the uniform running torque corresponding to the maximum running speed; wherein the braking torque is determined by the following calculation formula:
Wherein T represents the braking torque; b max represents the maximum value of the air gap flux attenuation generated by the magnetic steel, and is related to the number of turns of the coil; a in represents the maximum deceleration; k D＝rin/rout;rin represents the inner diameter of the magnetic steel; r out represents the outer diameter of the magnetic steel.
2. The in-wheel motor of claim 1, wherein the in-wheel motor is an outer rotor type.
3. The in-wheel motor of claim 1, wherein the in-wheel motor is of an inner rotor type, and the braking force output by the in-wheel motor is equal to the braking torque divided by a moment arm multiplied by a torque adjustment coefficient, the torque adjustment coefficient being determined by parameters of a reduction gearbox.
4. A tire in which the in-wheel motor according to any one of claims 1 to3 is provided, the in-wheel motor being capable of outputting both a braking force for braking a vehicle on which the tire is mounted and a driving force for driving the vehicle to travel.
5. A vehicle carrying a motor drive, a controller and the tire of claim 4;
The motor driver outputs a forward phase line current to a hub motor in the tire so that the hub motor rotates forward to drive the vehicle, or outputs a reverse phase line current to a hub motor in the tire so that the hub motor rotates reversely to brake the vehicle;
And the controller is used for responding to the control instruction and sending a first control signal to the motor driver so that the motor driver outputs forward phase line current or reverse phase line current.
6. The vehicle of claim 5, wherein the vehicle further comprises: a battery and an energy absorbing circuit;
The energy absorption circuit is used for absorbing peak current generated by the hub motor and charging the battery.
7. The vehicle of claim 6, wherein the energy absorbing circuit is integrated in the motor drive.
8. The vehicle of claim 6, wherein the energy absorbing circuit is a capacitive energy absorbing circuit or a resistive energy absorbing circuit.
9. The vehicle of claim 5, wherein when the tires are at least two,
The controller determines the motion gesture of the carrier, determines the corresponding motor rotation speed difference according to the motion gesture, and sends a second control signal to the motor driver;
The motor driver adjusts the rotation speed of at least one wheel hub motor according to the second control signal, so that the difference of the rotation speeds of the wheel hub motors in the at least two tires is matched with the motor rotation speed difference.
10. The vehicle of claim 5, wherein the motor drives are in one-to-one correspondence with the in-wheel motors.
11. A method of braking a vehicle, wherein the vehicle is onboard a controller, a motor drive and at least two tires, at least one of which is provided with an in-wheel motor as claimed in any one of claims 1-3; the method comprises the following steps:
A controller receives a braking instruction for instructing braking of the vehicle;
The controller sends a braking signal to the motor driver according to the braking instruction to instruct the motor driver to output a reverse phase line current, and the hub motor is reversely rotated by the reverse phase line current to realize braking of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2456351A (en) * | 2008-01-14 | 2009-07-15 | Pml Flightlink Ltd | Hub motor with individually controlled stator coils provides safe braking |
| CN105922892A (en) * | 2016-06-12 | 2016-09-07 | 大连交通大学 | Electrical control system for small multifunctional environmental sanitation electric vehicle |
| CN111775718A (en) * | 2020-06-29 | 2020-10-16 | 华中科技大学 | Electric carrier and motor braking and stopping method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| FR2902708B1 (en) * | 2006-06-26 | 2015-03-27 | Conception & Dev Michelin Sa | REDUNDANT MATERIAL ARCHITECTURE FOR THE POWER STAGE OF A VEHICLE BRAKING SYSTEM OF ALL WHEELS CONNECTED TO AT LEAST ONE ROTATING ELECTRIC MACHINE |
| CN102390271A (en) * | 2011-08-29 | 2012-03-28 | 徐工集团工程机械股份有限公司江苏徐州工程机械研究院 | Reverse dragging control method of mining truck with electric wheels |
| CN102582416B (en) * | 2012-02-16 | 2015-05-13 | 吉林大学 | Full line control electric vehicle with variable kinetic characteristics |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2456351A (en) * | 2008-01-14 | 2009-07-15 | Pml Flightlink Ltd | Hub motor with individually controlled stator coils provides safe braking |
| CN105922892A (en) * | 2016-06-12 | 2016-09-07 | 大连交通大学 | Electrical control system for small multifunctional environmental sanitation electric vehicle |
| CN111775718A (en) * | 2020-06-29 | 2020-10-16 | 华中科技大学 | Electric carrier and motor braking and stopping method thereof |
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