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WO2012130356A1 - Procédé de régulation antipatinage pour véhicules à entraînement indépendant des roues - Google Patents

Procédé de régulation antipatinage pour véhicules à entraînement indépendant des roues Download PDF

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Publication number
WO2012130356A1
WO2012130356A1 PCT/EP2012/000648 EP2012000648W WO2012130356A1 WO 2012130356 A1 WO2012130356 A1 WO 2012130356A1 EP 2012000648 W EP2012000648 W EP 2012000648W WO 2012130356 A1 WO2012130356 A1 WO 2012130356A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
force difference
difference
wheel
permissible
Prior art date
Application number
PCT/EP2012/000648
Other languages
German (de)
English (en)
Inventor
Dirk Hirschmann
Bodo Kleickmann
Sebastian LOOS
Original Assignee
Audi Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Publication of WO2012130356A1 publication Critical patent/WO2012130356A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual wheels
    • 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
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • 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
    • B60L2240/423—Torque
    • 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 invention relates to a method for traction control for two-lane vehicles with independent wheel drive according to the preamble of patent claim 1.
  • the traction control serves to ensure that the slip on the drive wheels of a motor vehicle is not unduly large.
  • ASR traction control
  • slipping on a drive wheel on one side means that a one-sided acceleration force acting on the vehicle results in a yaw moment acting on the vehicle.
  • a yaw moment affects the stability of the straight-line stability of a vehicle, which is why the driver has to counter-steer accordingly for larger yawing moments.
  • a traction control can be performed by a corresponding operation of the brakes. If an inadmissibly high slip occurs on a drive wheel, then this drive wheel can more or less by a appropriate operation of the brake is prevented from spinning. In combination with this, the torque of the drive axle can be reduced in the event of an inadmissibly high slip detected via an intervention in the engine control.
  • each drive wheel is assigned an electric motor
  • its torque can be limited to limit the traction slip by controlling its engine power to a predetermined maximum value.
  • DE 10 2004 041 123 A1 such a system for traction control is known.
  • the torque of the Einzelradantriebe is regulated in order to achieve the best possible traction.
  • a drive control device for electric vehicles with wheel motors is known in which wheel speed sensors, a yaw rate sensor and other sensors are used to control the torque of the wheel motors so that excessive understeer or oversteer of the electric vehicle is avoided.
  • wheel speed sensors a yaw rate sensor and other sensors are used to control the torque of the wheel motors so that excessive understeer or oversteer of the electric vehicle is avoided.
  • devices for detecting slip ratios of the respective drive wheels which are used to control a reference torque of the drive wheels.
  • the object of the present invention is to provide a method for traction control for two-lane vehicles with electric single-wheel drive, which on the one hand does not restrict the traction potential too strong and on the other hand allows a sufficiently high driving stability.
  • the maximum permissible time-dependent increase in the force difference can be predefined very advantageously in one or more selectable control characteristic curves in order, if appropriate, to be able to vary the driving mode by activating different characteristic curves. For example, in sport mode, a different characteristic can be effective than in comfort mode. A conversion of the curves can be useful even with different road conditions.
  • the respective effective limit values for the difference limit value and the time-dependent progression of the force difference between the right-side and the left-side drive can be dependent on different drive operating parameters.
  • the invention can further be provided that in a vehicle having more than one drive axle, separate limit values and force difference profiles are predetermined for each drive axle.
  • the left-side driving force and the right-side driving force of all drive axles are taken into account to make an appropriate control of the driving forces on the individual drive wheels.
  • Fig. 1 is a block diagram illustrating the functional
  • FIG. 1 shows the right drive wheel AR1 and the left AL1 of the front axle of a vehicle, which moves in the direction of travel according to arrow 1.
  • the rear axle can also be equipped with a right drive wheel AR2 and a left drive wheel AL2, wherein all the drive wheels are each assigned an electric motor EM as a single wheel drive.
  • the electric motors EM are electrical machines, which can be operated preferably both as a motor and as a generator.
  • the drive wheels AR1, AL1; AR2, AL2 and their associated electric motors EM are connected by means of associated sensors SR1, SL1; SR1, SL2 monitors that send their signals to a central control unit SG and a device for traction control ASR via a data bus 2.
  • the control unit SG in conjunction with the traction control ASR a predetermined control of the drive torque and the driving force for each drive wheel AR1, AL1; AR2, AL2.
  • This course can be stored in the form of characteristic curves K1, K2, as shown in FIG. 2.
  • the characteristic curves K1, K2 can also be predefined as mathematical functions instead of a stored value curve.
  • the two characteristic curves K1 and K2 shown in FIG. 2 once show a linear characteristic curve (K1) and a non-linear curve (K2), where both characteristic curves K1, K2 start from an associated difference limit value DG1 or DG2 and up to a final value E1 or E2 increase.
  • the two characteristic curves K1 and K2 stand for different operating modes, for example for comfort mode and sports mode. Of course, correspondingly different characteristic curves can be provided for other operating modes or road conditions, the values of which can also change depending on the speed, in particular.
  • the respective valid values can be continuously calculated during the driving operation as a function of the speed and / or depending on further vehicle parameters and operating states, or on the other hand it is also possible to store corresponding characteristic curves in a memory for a large number of parameters and operating conditions to be able to access these values.
  • a memory may be provided in the control unit SG or in the device for traction control ASR.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de régulation antipatinage pour des véhicules à deux voies à entraînement indépendant des roues, dans lesquels au moins une roue motrice côté gauche (AL1) et au moins une roue motrice côté droit (AR1) sont entraînées respectivement par un moteur électrique (EM), des dispositifs étant utilisés pour détecter et réguler le patinage des roues motrices respectives (AR1, AL1; AR2, AL2). Selon l'invention, la différence de forces ΔFV = FR1 - FL1 entre les forces d'entraînement côté droit et côté gauche (FR1, FL1 ) est limitée à partir d'une valeur limite de différence admissible (DG1, DG2) à une augmentation de la différence de forces (ΔFV), qui est spécifiée et fonction du temps.
PCT/EP2012/000648 2011-03-29 2012-02-15 Procédé de régulation antipatinage pour véhicules à entraînement indépendant des roues WO2012130356A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011015369.1 2011-03-29
DE102011015369A DE102011015369A1 (de) 2011-03-29 2011-03-29 Verfahren zur Antriebsschlupfregelung für Fahrzeuge mit Einzelradantrieb

Publications (1)

Publication Number Publication Date
WO2012130356A1 true WO2012130356A1 (fr) 2012-10-04

Family

ID=45688421

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/000648 WO2012130356A1 (fr) 2011-03-29 2012-02-15 Procédé de régulation antipatinage pour véhicules à entraînement indépendant des roues

Country Status (2)

Country Link
DE (1) DE102011015369A1 (fr)
WO (1) WO2012130356A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014003992B4 (de) 2014-03-14 2016-01-07 Flanders' Drive System und Verfahren zur Antriebs- und Bremsmomentregelung in Elektrofahrzeugen mit Einzelradantrieb
DE102022004265A1 (de) 2022-11-18 2024-05-23 Mercedes-Benz Group AG Verfahren und System zur Ansteuerung von Einzelradantrieben eines elektrisch antreibbaren Fahrzeugs
DE102022004263A1 (de) 2022-11-18 2024-05-23 Mercedes-Benz Group AG Verfahren und System zur Ansteuerung von Einzelradantrieben eines elektrisch antreibbaren Fahrzeugs

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4133060A1 (de) * 1991-10-04 1993-04-08 Mannesmann Ag Antriebsanordnung fuer ein kraftfahrzeug
US5419624A (en) * 1990-11-24 1995-05-30 Mannesmann Aktiengesellschaft Arrangement for detecting a critical driving torque in a motor vehicle
DE19540067A1 (de) * 1995-10-27 1997-04-30 Daimler Benz Ag Verfahren zur Regelung des getrennten Antriebs zweier Fahrzeugräder
DE19739276A1 (de) 1996-09-10 1998-03-12 Toyota Motor Co Ltd Antriebssteuerungseinrichtung für Elektrofahrzeuge
DE102004041123A1 (de) 2004-08-24 2006-04-20 Ludwig, Dieter, Prof. Dr. Radhaftungsregelung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4935022B2 (ja) * 2005-08-23 2012-05-23 日産自動車株式会社 車両の左右トルク配分制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5419624A (en) * 1990-11-24 1995-05-30 Mannesmann Aktiengesellschaft Arrangement for detecting a critical driving torque in a motor vehicle
DE4133060A1 (de) * 1991-10-04 1993-04-08 Mannesmann Ag Antriebsanordnung fuer ein kraftfahrzeug
DE19540067A1 (de) * 1995-10-27 1997-04-30 Daimler Benz Ag Verfahren zur Regelung des getrennten Antriebs zweier Fahrzeugräder
DE19739276A1 (de) 1996-09-10 1998-03-12 Toyota Motor Co Ltd Antriebssteuerungseinrichtung für Elektrofahrzeuge
DE102004041123A1 (de) 2004-08-24 2006-04-20 Ludwig, Dieter, Prof. Dr. Radhaftungsregelung

Also Published As

Publication number Publication date
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