JP4936552B2 - Slip rate estimation device and slip rate control device - Google Patents

Description

  The present invention relates to a slip ratio estimation apparatus and a slip ratio control apparatus, and more particularly, to a slip ratio estimation apparatus and a slip ratio control apparatus at the time of deceleration that does not require vehicle body speed detection in consideration of a time change of the slip ratio.

At present, attention is focused on electric vehicles using a motor as a driving force. In addition to fuel consumption and environmental problems, this has an advantage obtained by using a motor as a driving force. There are the following three advantages.
・ Since the motor is smaller than the engine, it can be distributed on each wheel. ・ The torque response of the motor is several hundred times faster than the engine. ・ The generated torque can be accurately grasped.

  Although electric vehicles have attracted a great deal of attention from the viewpoint of environmental problems, it can be said that they are very advantageous from the viewpoint of vehicle control due to the motor characteristics as described above. Research on traction control using the above advantages has been published (see Non-Patent Documents 1, 2, and 3).

  When performing traction control, the slip ratio defined by the wheel speed and the vehicle body speed is a very important value, but the vehicle body speed is often difficult to measure compared to the wheel speed. Usually, it is measured from the wheel speed of non-driven wheels, the integration of an acceleration sensor, an optical sensor, and the like. However, in the measurement using the non-driven wheels, when the vehicle brake is decelerated using the mechanical brake, the braking force is applied to all four wheels, so there is no non-driven wheel and the vehicle speed cannot be measured. In the case of a four-wheel drive vehicle, there is no non-drive wheel from the beginning, so that the vehicle speed cannot be measured in this case as well. In order to solve these problems, it is not practical for a general car to install a non-driven fifth wheel. When obtaining from the integration of the acceleration sensor, if there is an offset in the value of the acceleration sensor, the estimated value will diverge because the offset is continuously integrated. In addition, the optical sensor is reliable, but it is expensive and unsuitable for practical use.

  Therefore, it can be said that the slip ratio estimation method for obtaining an accurate slip ratio without using a vehicle speed that is difficult to detect is extremely practical. In Non-Patent Document 1, traction control is performed by controlling the slip ratio, but a vehicle speed that is difficult to detect is required. Non-Patent Document 2 does not use vehicle body speed information, but only detects slipping and does not consider a transient change in slip ratio. On the other hand, the group of the inventors proposed Non-Patent Document 3 and proposed a slip ratio estimation method and a control method that do not require vehicle body speed detection during driving (acceleration).

Hideo Sado, Shinichiro Sakai, Toshiyuki Uchida, Yoichi Hori: "High-performance traction control of electric vehicles using road surface estimation and slip ratio control", 1998 IEEJ National Conference on Industrial Applications, 1998, 3 Pp321-324 Shinichiro Sakai, Hideo Sado, Yoichi Hori: “A new method for detecting tire slipping without the need for vehicle speed information in electric vehicles”, Denki Theory, 2000, D.C. 120, 2, pp 281-287 Satoshi Fujii, Hiroshi Fujimoto: “A study on traction control of electric vehicles based on slip rate estimation that does not require vehicle speed detection”, Yokohama National University dissertation, 2007 Motoki Kotake, Masao Nagai: “Wheel drive torque control for ultra-compact electric vehicles aiming at improved maneuverability”, Automobile Engineering Society Proceedings, 2003, 34, 4, pp169-174 H.B.Pacejka, and E.Bakker, “The Magic Formula Tire Model”, Tire models for vehicle dynamic analysis: proceedings of the 1st International Colloquium on Tire Models for Vehicle Dynamics Analysis, held in Delft, The Netherlands, Oct 21-22 (1991)

  However, since the definition of the slip ratio differs between driving and braking, the method of Non-Patent Document 3 cannot be directly used during braking.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a slip ratio estimating apparatus and a slip ratio control apparatus during braking that do not require detection of the vehicle body speed.

To achieve the above object, a first aspect of the present invention, motor torque measurements for measuring fraud and mitigating risk torque T of the motor to slip ratio measuring device used in an automobile that drives the driving wheels by the torque of the motor Means and rotational speed ω and rotational acceleration of the drive wheel

The vehicle model calculating means for calculating (ωdot), the torque T measured by the motor torque measuring means, the rotational speed ω and the rotational acceleration ωdot calculated by the vehicle model calculating means, and an ordinary differential equation (A ) Estimated slip rate by calculating

A slip ratio calculating means for calculating (λhat) is provided.

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel)

The invention according to claim 2, Oite the slip ratio measuring device used in an automobile that drives the driving wheels by the torque of the motor, and the motor torque measuring means for measuring the torque T of the motor vehicle body acceleration a _x of the motor vehicle Acceleration measuring means for measuring the vehicle speed, vehicle model calculating means for calculating the rotational speed ω and rotational acceleration ωdot of the driving wheel, driving force calculating means for calculating an estimated value of the driving force F _d of the automobile, and the driving force calculation Estimated driving force calculated by the means

A running resistance calculating means for calculating an estimated value of the running resistance _Fdr from (F _d hat) and the vehicle body acceleration a _x measured by the acceleration measuring means, a torque T measured by the torque measuring means, and the vehicle model The rotational speed ω and rotational acceleration ωdot calculated by the calculation means, and the estimated travel resistance calculated by the travel resistance calculation means

A slip ratio calculating means for calculating an estimated slip ratio λhat by calculating an ordinary differential equation (B) regarding the slip ratio using (F _dr hat) is provided.

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel)

The invention according to claim 3, means for calculating a torque command Oite the slip ratio measuring device used in an automobile that drives the driving wheels by the torque of the motor, the rotational speed of the pre-specified drive wheel to said motor, A motor comprising: means for controlling the torque of the motor based on the torque command; and the slip ratio estimating device according to claim 1 or 2, wherein the estimated slip ratio calculated by the slip ratio estimating device takes a desired value. This torque is controlled.

The invention of claim 4 includes means for calculating a torque command Oite the slip ratio measuring device used in an automobile that drives the driving wheels by the torque of the motor, the rotational speed of the pre-specified drive wheel to said motor, means for controlling on the basis of the torque of the motor to the torque command, a proportional integral control means for calculating a target torque T from the rotational speed of the drive wheels to be input, the rotational speed ω and the rotation of the drive wheel from the target torque T The vehicle model calculation means for calculating the acceleration ωdot, the target torque T calculated by the proportional integration control means, the rotational speed ω of the driving wheel and the rotation acceleration ωdot calculated by the vehicle model calculation means, and the ordinary differential equation relating to the slip ratio a slip rate calculating means for calculating an estimated slip ratio λhat by calculating the (a), the estimated the slip rate calculating means has calculated slit Wheel speed calculating means for calculating the vehicle body speed from the vehicle body ratio and calculating the target rotational speed of the drive wheel with respect to the target slip ratio from the vehicle body speed, and the proportional integral control means is the estimation calculated by the slip ratio calculating means. The means for changing the control gain in accordance with the slip ratio and calculating the torque command calculates based on the target torque T calculated from the proportional-integral control means.

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel)

The invention according to claim 5, Oite the slip ratio measuring device used in an automobile that drives the driving wheels by the torque of the motor, means for calculating a torque command for said motor, the torque T of the motor to the torque command means for based control, and acceleration measuring means for measuring the vehicle acceleration a _x of the motor vehicle, a proportional integral control means for calculating a target torque T from the rotational speed of the drive wheels to be input, the drive wheel from the target torque T Vehicle model calculating means for calculating the rotational speed ω and rotational acceleration ωdot of the vehicle, driving force calculating means for calculating an estimated value of the driving force F _d of the automobile, and estimated driving force F _d hat calculated by the driving force calculating means It said a running resistance calculating means for acceleration measurement means for calculating an estimated value of the running resistance F _dr from said vehicle body acceleration a _x of measurement, torque of the proportional integral control means has calculated , The rotational speed ω and rotational acceleration ωdot of the drive wheels calculated by the vehicle model calculation means, and the estimated running resistance F _dr hat calculated by the running resistance calculation means, an ordinary differential equation (B ) from the estimated slip ratio λhat the slip rate calculating means and said slip rate calculating means for calculating an estimated slip ratio λhat was calculated by computing calculates the vehicle speed, the drive wheel from the vehicle speed to the target slip ratio lambda ^* Wheel speed calculation means for calculating a target rotational speed, wherein the proportional integral control means changes the control gain according to the estimated slip ratio calculated by the slip ratio calculation means , and calculates the torque command. The calculation is based on the torque T calculated from the proportional-plus-integral control means.

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel)

  According to a sixth aspect of the present invention, in an automobile that drives a drive wheel with the torque of a motor, the slip ratio estimation device according to the first or second aspect is provided, and the estimated slip ratio calculated by the slip ratio estimation device is desired. The torque of the motor is controlled so as to take a value.

  The invention according to claim 7 is characterized in that, in an automobile in which driving wheels are driven by the torque of the motor, the slip ratio control device according to any one of claims 3 to 5 that controls the torque of the motor is provided. To do.

  According to the present invention, it is possible to estimate the slip ratio during braking without detecting the vehicle body speed. Further, by controlling the drive wheel using the estimated slip rate, the braking distance can be shortened if the slip rate of the drive wheel can be controlled to the optimum slip rate. Further, since the wheels stick to the road surface, the driving force of yaw moment control as in Non-Patent Document 4 is reliably transmitted to the road surface, so that the movement in the two-dimensional direction is also stabilized and the risk of the vehicle spinning is reduced. be able to.

The electric vehicle travels with the driving force of the motor connected to the drive wheels being transmitted to the drive wheels. The current output from the power supply is supplied to the motor via the inverter. The motor is electrically connected via an electronic control unit (hereinafter referred to as “ECU” ) as control means, and the output of the motor is controlled based on a command from the ECU. The ECU includes a CPU, a ROM, a RAM, an input / output port, a storage device, and the like. Further, the ECU is electrically connected with a torque measuring device for measuring the torque generated by the motor, a position sensor mounted on the motor, and an acceleration sensor for measuring the acceleration generated in the vehicle body.

  Below, the slip ratio control apparatus mounted in ECU is demonstrated.

  The configuration of the present invention is as follows. First, the motion equation of the vehicle is shown in Section 1, and a block diagram of the vehicle model is constructed based on the equation. The comparison target (prior art) of the slip ratio estimation method is shown in section <2.1>, an embodiment of the present invention is shown in section <2.2.1>, and the proposed method is described in section <2.2.2>. Figure 3 shows another embodiment of the present invention. Section 3 demonstrates the effectiveness of the method of the present invention through simulations and experiments, and Section 4 performs a simulation to control the slip ratio.

  In this specification, for the sake of convenience, X represents a time derivative of X (X is an arbitrary character).

Represents Xdot, an estimate of X instead of

Xhat notation is also used instead of.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
1. Equation of Motion of Vehicle FIG. 1 schematically shows the force acting on each part of the vehicle. Assuming that the time constant of the motor is very small, in the case of rear two-wheel drive, the force acting on the vehicle is as shown in FIG. 1, and the equation of motion of the vehicle can be expressed by the following equation.

Each J _.omega.i: wheel axle inertia, omega _i: rotational speed of the motor, T _i: motor torque, r: tire radius, F _i: driving force, F _dr: running resistance, M: vehicle weight, V: vehicle speed , V _ωi : Wheel speed. However, i = r, l, which represents the states of the left and right motors. In the present invention, it is considered to decelerate only by the reverse torque of the motor without using the mechanical brake. Therefore, the expression (1) does not include the influence of torque due to the mechanical brake. If the brake torque can be detected or estimated, the slip ratio estimation method proposed in the present invention can be easily extended to one using a mechanical brake.

  Here, the slip ratio λ is expressed by the following equation.

The denominator of Equation (4) varies depending on the magnitude relationship between V _ω and V. Since V _ω > V at the time of driving, max (V _ω , V, ε) = V _ω , and at the time of braking, Vω <V, so max (Vω, V, ε) = V. Ε (<< 1) is a small constant for preventing zero division when both _Vω and V are zero.

  FIG. 2 shows a μ-λ curve representing the relationship between the friction coefficient μ between the tire and the road surface and the slip ratio λ. Although this curve varies greatly depending on the road surface condition, in most cases, the friction coefficient takes the maximum value (minimum value) at a specific slip ratio during driving (during braking), and decreases when the slip ratio becomes larger (smaller) ( To increase. As a method of expressing this curve, this time, Magic Formula, which is an equation selected so as to draw a curve close to data obtained by experiments, is used (see Non-Patent Document 5).

  This equation is used only for the vehicle model block in the simulation and not for estimating the slip ratio.

  The frictional force between the road surface and the tire is obtained by applying a normal drag N to the friction coefficient μ.

  From the equations (1) to (6), a left and right two-wheel drive vehicle model can be obtained in consideration of the left and right wheels as shown in FIG.

2. Slip rate estimation method 2.1 Estimation method using driving force observer (conventional technology)
<2.1.1> Derivation of Estimation Formula Here, it is assumed that the running resistance in the third term of Formula (2) can be ignored, and if V is solved and integrated, the vehicle body speed can be estimated as follows.

Here, from the equation (1), the driving force F _i can be regarded as a disturbance for the motor, so the driving force is estimated by a disturbance observer as shown in FIG. This is called a driving force observer (see Non-Patent Documents 1 to 3).

A slip ratio is calculated | required using Formula (7) and Formula (4). This estimation method is called DFO (Driving Force Observer).
<2.1.2> Estimation error Actually, there is an error between the true vehicle speed and the estimated vehicle speed. Here the error of e _v true value and the estimated value of the vehicle speed becomes an error of the true value and the estimated value of the slip ratio as follows and e _.lambda.i.

Since the estimated vehicle speed does not include running resistance, the error of the vehicle speed estimated by integration increases with the estimation time. As a result, an error also occurs in the estimation of the slip ratio.
2.2 Estimation method considering time change of slip ratio (present invention)
<2.2.1> Derivation of Estimate Equation Equation (4) is solved for V, both sides are differentiated with respect to time, and Equations (1), (2), and (3) are substituted to obtain V _ω and F _i . Erasing and solving for λdot yields:

The slip ratio estimation device is configured as follows assuming that the running resistance is small (F _dr ≈0).

  This estimation method is called SRE (Slip Ratio Estimator).

  FIG. 12 shows a slip ratio estimation apparatus according to an embodiment of the present invention. This slip ratio estimation device is mounted on an automobile that drives driving wheels with motor torque, and calculates a rotational speed ω and rotational acceleration ωdot of the driving wheels, a torque T measured by the motor torque measuring means, It comprises a slip ratio calculation device (SRE) that calculates the slip ratio λhat using the rotation speed ω and the rotation acceleration ωdot calculated by the vehicle model calculation device.

  However, since this estimation method ignores the running resistance as sufficiently small, accurate estimation cannot be performed if the running resistance cannot be ignored. Therefore, in the next section, the running resistance is estimated, and a slip ratio estimation method considering the running resistance will be described.

From <2 · 2 · 2> running resistance estimation equation (2), since the running resistance F _dr is regarded as disturbance to the vehicle body, estimating a running resistance F _dr from the driving force F _i and the acceleration a _x. As the driving force F _i , F _i hat estimated by the driving force observer in FIG. 4 is used. As a result, a block diagram in which two disturbance observers as shown in FIG. 5 are assembled (see Non-Patent Document 3). Further, the LPF in the DFO in FIG. 5 and the LPF related to acceleration are the same.

If the running resistance can be estimated by the running resistance calculating means , the equation (11) can be rewritten as the following equation considering the running resistance.

This is called DRE-SRE (Driving Resistance Estimator-Slip Ratio Estimator).

The DRE-SRE slip rate estimating apparatus according to drives the driving wheels by the torque of the motor is mounted on a vehicle equipped with acceleration measuring means for measuring the vehicle acceleration a _x, the rotational speed ω and the rotation acceleration ωdot of the drive wheels vehicle model calculation means for calculating a driving force calculating means for calculating the estimated value of the driving force F _d of the motor vehicle, the running resistance calculating means, and a slip rate calculating device. The running resistance calculating means calculates an estimated value of the running resistance F _dr from the estimated driving force F _d hat calculated by the driving force calculating means and the vehicle body acceleration a _x measured by the acceleration measuring means. Then, the slip ratio calculating means uses the torque T measured by the motor torque measuring means, the rotational speed ω and the rotational acceleration ωdot calculated by the vehicle model calculating means , and the estimated traveling resistance F _dr hat calculated by the traveling resistance calculating means. The slip ratio λhat is calculated.

<2.2.3> Estimation Error Here, the estimation error is as follows from the equations (10) and (12). The estimated value of F _dr hat converges to a true value according to the DFO time constant. Therefore, if F _dr ≒ F _dr hat,

When this is rewritten from the equations (1) and (2) using V _ωi dot, V _ωi , and Vdot, the following is obtained.

Therefore, the error converges if the following conditions are satisfied.

Since the range of the slip ratio when braking is -1 <λ <0, equation (14) is obtained from equation (15) when the deceleration of the wheel is at least twice the deceleration of the vehicle body. It means that the error converges. It i.e. wheels is when you are idle on a road surface, closer to -1 also lambda _i also lambda _i hat this time, always converges from equation (15). Once converged, an accurate slip rate can be continuously estimated as long as there is no estimation error caused by the running resistance _Fdr .

3. Slip rate estimation <3.1> Verification by simulation <3.1.1> Simulation conditions With regard to the estimation methods described up to the previous chapter, SRE and DRE-SRE have no initial error for the theoretical study of convergence. A slip ratio estimation simulation is performed when there is an error. When actually applying to an electric vehicle, the estimation method at the time of acceleration (refer nonpatent literature 3) which the inventors proposed previously and the estimation method at the time of deceleration of this invention are switched and used. Since an error may occur at the time of switching, the examination when there is an initial error is meaningful in practice. However, in the present specification, for the sake of simplicity, only the slip ratio during deceleration is estimated, and the slip ratio during acceleration is not estimated. The DFO estimation method also estimates the vehicle speed from equation (7) from the time of acceleration in practice, so this simulation takes into account the error in the vehicle speed that occurs during acceleration and conducts studies with an initial error. .

In the simulation, the left and right wheel speeds, the torque command, and the slip ratio are assumed to be equal, and the left and right wheels are not distinguished. The plant parameters are J _ω = 1.26 kgm ² , M = 700 kg, and r = 0.302 m, which are values obtained from the actual machine. The torque command value gives -110 Nm. The road surface condition was a low μ road (μ _max = 0.2) from the start of the simulation to 1.75 sec, and thereafter a dry road (μ _max = 1.0). Since the maximum value of the estimated value in the experiment was 200 N, the running resistance was given as a constant value. When there is no initial error, SRE and DRE-SRE start estimation from both vehicle speed and wheel speed from 4.00 m / sec. When there is an initial error, vehicle speed is 4 m / sec and wheel speed is 3. Estimation is started from the point where the speed reaches 96 m / sec. The initial value of the integration of the vehicle speed in equation (7) was confirmed to be about 10% when sudden acceleration was accelerated to 4.00 m / sec with an actual machine. 4.40 m / sec was given.

3.1.2 Estimation method using DFO (prior art)
FIG. 6B shows the true value and estimated value of the slip ratio based on DFO. When the absolute value of the slip ratio is large, the wheel speed becomes smaller than the vehicle body speed and becomes λ≈−V / V, so that the estimated value converges to −1. However, due to the initial error of Vhat, a large error can be confirmed where the absolute value of the slip ratio is small. As the integration time becomes longer, the error in FIG. 6 (a) becomes larger, so there is a problem as an estimation method. Another problem is that when the vehicle body speed becomes zero, the vehicle body speed estimated by the influence of the running resistance does not become zero.

<3.1.3> Slip rate estimation method considering time change of slip rate (present invention)
FIG. 6C shows the true value and estimated value of the slip ratio based on the SRE without initial error, and FIG. 6D shows the true value and estimated value of the slip ratio based on the SRE with initial error. When the running resistance is not taken into consideration in this way, it can be confirmed that the estimated value gradually approaches the true value when the idling on the low μ road, that is, where the absolute value of the slip ratio is large, It can be confirmed that when the tire enters and the tire sticks, the equation (14) is not satisfied and the estimation error increases.

FIG. 6 (e) shows the true value and estimated value of the slip ratio based on DRE-SRE without initial error, and FIG. 6 (f) shows the true value and estimated value of the slip ratio based on DRE-SRE without initial error. Show. In this way, when the running resistance is taken into account, if there is an initial error, it does not converge until the high μ road enters, and the error does not converge due to the influence. However, it is a significant improvement over DFO and SRE. If there is no initial error, accurate estimation can be performed even if the vehicle enters the high μ road and does not satisfy the stability condition of Equation (14).
3.2 Verification by offline experiment

<3.2.1> Experimental vehicle The electric vehicle FPEV2-Kanon manufactured in this laboratory was used for this experiment. An outer rotor type in-wheel motor manufactured by Toyo Electric is mounted on the two rear wheels of the FPEV2-Kanon. This motor is a direct drive system and is not affected by backlash caused by the reduction gear. Therefore, the reaction force information is returned to the motor side without being lost by the gear, so it is considered to be very effective in performing various estimation methods proposed in this laboratory. Table 1 shows the motor specifications.

  As a controller for vehicle control, AUTOBOX-DS1103 manufactured by dSPACE Corporation was adopted. This controller is excellent in vibration resistance, starts up with a very wide voltage of 8V to 60V, and can display graphs and parameter tuning of each measured value and estimated value in real time using the instrument panel monitor.

3.2.2 Experimental results The proposed method was verified by offline experiments. The low-μ road is realized by laying an aluminum plate on the ground and watering it with detergent and water. Accelerate until the rear wheel on which the motor is mounted rides on the aluminum plate, then give a constant torque command of -180 Nm until either the left or right wheel speed becomes zero, and after the wheel speed once becomes zero Do not give torque command. The vehicle body speed is measured by using a CORREVIT S-400 optical sensor manufactured by CORRSYS-DATRON. However, the measured vehicle speed is used only for verification, not for estimation.

  In section 3.1, the left and right wheel speeds, torque, and slip ratio are assumed to be equal. However, since there is actually a difference between right and left, the left and right slip ratios are estimated and verified. As with the simulation, only the slip rate during deceleration is estimated, and the slip rate during acceleration is not estimated. Since the estimation in FIGS. 7B, 7C, and 7G is performed from the moment when the torque command becomes negative, the estimation starts when the wheel speed is still higher than the vehicle speed. And has an initial error. The estimations in FIGS. 7D and 7H were performed from the moment when the true value of the slip ratio became zero. However, the estimations in FIGS. 7 (d) and 7 (h) are for verification purposes, and in practice this is not possible. In addition, since the running resistance could not be estimated due to a malfunction of the sensor or the like this time, only the estimation with SRE is performed in the offline experiment, and the estimation with DRE-SRE is not performed.

  7 (b) and 7 (f) perform slip ratio estimation and wheel speed control based on equations (4) and FIG. 9, so that the estimated value of the slip ratio is increased along with the error expansion of the estimated value of the vehicle body speed. The error has also expanded. As shown in FIG. 9, the vehicle body speed calculated based on the equation (7) increases in error over time, so DFO is not suitable for slip ratio estimation.

  Since FIGS. 7C and 7G use a method of estimating from the moment when the torque command becomes negative, estimation is performed from a state where there is an initial error with respect to the true value. As a result, the error converges when the absolute value of the slip ratio is large, and has an error when adhered.

  In FIG. 7D and FIG. 7H, since there is no initial error, accurate estimation can be performed when the vehicle is idling. If it adheres, an estimation error due to running resistance remains, but the estimation result is better than the estimation method by DFO.

  Although the running resistance could not be estimated this time, if the running resistance is estimated and DRE-SRE is used for estimation, the estimation error confirmed by the SRE converges, and a better result can be obtained.

4). Slip Rate Control 4.1 Wheel Speed Control A slip rate control simulation is performed when the slip rate can be estimated as shown in FIG. As shown in FIG. 2, since the friction coefficient takes the minimum value when the slip ratio is around -0.2, the maximum braking force is obtained at this time. If the wheel speed is controlled so as to achieve this optimum slip ratio, braking is suddenly performed without control, and the braking distance is shortened compared to when the tire is locked.

  Slip rate control by wheel speed control performed in Non-Patent Document 3 is performed. Since the wheel speed can be detected, the estimation of the slip ratio is equivalent to the estimation of the vehicle body speed. Based on the estimated slip rate, the estimated vehicle speed can be obtained from equation (4) as in equation (16), and the wheel angular velocity command for the optimum slip rate can be found from equation (17). Thereby, slip ratio control is performed by using rotational speed control.

ω ^* is a command value for wheel speed, and λ ^* is a command value for slip ratio. In this case, λ ^* = − 0.2. FIG. 10 shows a wheel speed control block diagram. The wheel speed controller uses a PI controller, and the plant uses the following formula that takes into account only the moment of inertia of the wheel, and determines the control gain by the pole placement method.

The pole of the speed control system was 50 rad / sec.

<4.2> Verification by simulation Control is started at the start of simulation, and the slip ratio is converged to -0.2. The road surface condition is always a low μ road (μ _max = 0.2). The initial values of the vehicle body speed and the wheel speed are 8 m / sec (= 28.8 km / h). The other conditions are the same as in section <3.1.1>.

  From the simulation results, it can be seen that the estimated slip ratio can be used to control the optimum slip ratio. Comparing the vehicle speed with no control and with control, it can be confirmed that the vehicle is decelerating faster with control. When the braking distance is obtained from FIGS. 11 (c) and 11 (d), the control distance is about 25.3 m, the non-control condition is 26.7 m, and the control distance is about 1.4 m shorter. . However, it is considered that the braking distance does not shorten so much because there is no great difference between the friction coefficient at the optimum slip ratio on the low μ road and the friction coefficient at the slip ratio -1. However, even if the braking distance does not change much, there is a big difference between whether the tire is locked or sticking. Although it cannot be confirmed in the simulation results this time, there is a possibility that the car will spin a lot when the tires are slipping. Although there was not much difference in the braking distance on the low μ road, the friction coefficient at the optimum slip ratio on the high μ road and the friction coefficient at the slip ratio −1 are larger than those on the low μ road. This difference is expected to become more pronounced when braking suddenly on high μ roads.

  In the present embodiment, proportional-integral control of wheel speed control is adopted, but this is an example, and other control methods such as control based on torque control can also be used. What is important in the present invention is that the slip ratio during braking can be estimated with high accuracy without measuring the vehicle body speed. Therefore, the slip ratio control device that controls the slip ratio using the slip ratio estimated according to the present invention can perform more accurate slip ratio control regardless of the control method.

5. Summary In preparing the present specification, a slip ratio estimation method that does not use the vehicle body speed, which was indispensable for slip ratio estimation, was proposed, and simulations and offline experiments were conducted. In the estimation method using the driving force observer, the longer the estimation time, the greater the estimation error due to not considering the running resistance. However, the proposed estimation method does not take the running resistance into account if there is no initial error. It was confirmed that the estimation was performed without confirming the large error expansion. Also, in principle, a slip ratio estimation method that takes into account the running resistance that enables accurate slip ratio estimation even if there is an initial error could be realized.

It is a figure which shows typically the force which acts on each part of a vehicle. It is a figure which shows (micro | micron | mu) -lambda curve showing the relationship between both the friction coefficient (micro | micron | mu) between a tire and a road surface, and slip ratio (lambda). It is a vehicle model block diagram of a left and right two-wheel drive. It is a driving force observer block diagram. It is a running resistance estimator block diagram. (A) is a figure which shows the true value and estimated value of vehicle body speed, (b) is a figure which shows the true value and estimated value of the slip ratio based on DFO, (c) is based on SRE without an initial error. It is a figure which shows the true value and estimated value of a slip ratio, (d) is a figure which shows the true value and estimated value of a slip ratio based on SRE with an initial error, (e) is DRE-SRE without an initial error. FIG. 9E is a diagram showing a true value and an estimated value of a slip ratio based on DRE-SRE without initial error. (A), (e) is a figure which shows the wheel speed and vehicle body speed in the off-line experiment of a left wheel and a right wheel, (b), (f) is the slip ratio in the off-line experiment based on DFO of a left wheel and a right wheel. (C) and (g) are diagrams showing a true value and an estimated value of a slip ratio in an off-line experiment based on SRE with an initial error of the left wheel and the right wheel, (D), (h) is a figure which shows the true value and estimated value of the slip ratio in the offline experiment based on SRE without an initial error of a left wheel and a right wheel. It is a figure which shows the torque command value of a right-and-left wheel. It is a figure which shows the estimated value of the vehicle body speed by a driving force integral. It is a wheel speed control block diagram. (A) is a figure which shows the true value and estimated value of a slip ratio at the time of performing wheel speed control, (b) is a figure which shows the torque at the time of performing wheel speed control, (c) is a wheel. It is a figure which shows the wheel speed and vehicle body speed with speed control, (d) is a figure which shows the wheel speed and vehicle body speed without wheel speed control. It is a block diagram which shows the slip ratio estimation apparatus which concerns on one Embodiment of this invention.

Claims (7)

Oite the slip ratio measuring apparatus for use in an automobile to drive the driving wheel by the motor torque,
And the motor torque measuring means for measuring the torque T of the motor,
Drive wheel rotational speed ω and rotational acceleration

Vehicle model calculation means for calculating (ωdot);
By using the torque T measured by the motor torque measuring means and the rotational speed ω and rotational acceleration ωdot calculated by the vehicle model computing means, an ordinary differential equation (A) relating to the slip ratio is calculated, thereby estimating the slip ratio.

A slip ratio estimation device comprising slip ratio calculation means for calculating (λhat).

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel) Oite the slip ratio measuring apparatus for use in an automobile to drive the driving wheel by the motor torque,
And the motor torque measuring means for measuring the torque T of the motor,
An acceleration measuring means for measuring the vehicle acceleration a _x of the motor vehicle,
Vehicle model computing means for computing the rotational speed ω and rotational acceleration ωdot of the drive wheels;
Driving force calculating means for calculating an estimated value of the driving force F _d of the automobile;
Estimated driving force calculated by the driving force calculating means

Traveling resistance computing means for calculating an estimated value of traveling resistance _Fdr from (F _d hat) and the vehicle body acceleration a _x measured by the acceleration measuring means;
The torque T measured by the motor torque measuring means, the rotational speed ω and rotational acceleration ωdot calculated by the vehicle model calculating means, and the estimated running resistance calculated by the running resistance calculating means

A slip ratio estimation device comprising slip ratio calculation means for calculating an estimated slip ratio λhat by calculating an ordinary differential equation (B) relating to a slip ratio using (F _dr hat).

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel) Oite the slip ratio measuring apparatus for use in an automobile to drive the driving wheel by the motor torque,
It means for calculating a torque command from the rotational speed of the pre-specified drive wheel to said motor,
The torque of the motor and means for controlling on the basis of the torque instruction,
A slip ratio control apparatus comprising the slip ratio estimation apparatus according to claim 1, wherein the torque of the motor is controlled so that an estimated slip ratio calculated by the slip ratio estimation apparatus takes a desired value. . Oite the slip ratio measuring apparatus for use in an automobile to drive the driving wheel by the motor torque,
It means for calculating a torque command from the rotational speed of the pre-specified drive wheel to said motor,
It means for controlling on the basis of the torque of the motor to the torque command,
Proportional-integral control means for calculating the target torque T from the rotational speed of the input drive wheel;
Vehicle model calculation means for calculating the rotational speed ω and rotational acceleration ωdot of the drive wheel from the target torque T;
Using the target torque T calculated by the proportional integral control means, the rotational speed ω and the rotational acceleration ωdot of the driving wheel calculated by the vehicle model calculation means, an ordinary differential equation (A) relating to the slip ratio is calculated to estimate the slip ratio λhat. Slip ratio calculating means for calculating
Wheel speed calculation means for calculating a vehicle body speed from the estimated slip ratio calculated by the slip ratio estimation device, and calculating a target rotational speed of the drive wheel with respect to the target slip ratio from the vehicle body speed,
The proportional integral control means changes the control gain according to the estimated slip ratio calculated by the slip ratio calculating means, and the means for calculating the torque command is the target torque T calculated from the proportional integral control means. A slip ratio control device that performs calculation based on

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel) Oite the slip ratio measuring apparatus for use in an automobile to drive the driving wheel by the motor torque,
It means for calculating a torque command for said motor,
The torque T of the motor and means for controlling on the basis of the torque instruction,
An acceleration measuring means for measuring the vehicle acceleration a _x of the motor vehicle,
Proportional-integral control means for calculating the target torque T from the rotational speed of the input drive wheel;
Vehicle model calculation means for calculating the rotational speed ω and rotational acceleration ωdot of the drive wheel from the target torque T;
Driving force calculating means for calculating an estimated value of the driving force F _d of the automobile;
A running resistance calculating means for calculating the estimated value of the running resistance F _dr from said vehicle body acceleration a _x of the driving force calculating means calculates the estimated driving force F _d hat and the acceleration measurement means is measured,
Using the torque T calculated by the proportional integral control means, the rotational speed ω and rotational acceleration ωdot of the drive wheel calculated by the vehicle model calculation means, and the estimated running resistance F _dr hat calculated by the running resistance calculation means, A slip ratio calculating means for calculating an estimated slip ratio λhat by calculating an ordinary differential equation (B) relating to the slip ratio, a vehicle body speed from the estimated slip ratio λhat calculated by the slip ratio calculating means, Wheel speed calculating means for calculating the target rotational speed of the drive wheel with respect to the slip ratio λ ^* ,
The proportional-integral control means changes the control gain according to the estimated slip ratio calculated by the slip ratio calculating means, and the means for calculating the torque command includes the torque T calculated by the proportional-integral control means. A slip ratio control device characterized by performing calculation based on the above.

(R: tire radius of driving wheel, M: vehicle weight, _Jω : moment of inertia of rotating part of driving wheel)   An automobile that drives driving wheels with motor torque includes the slip ratio estimation device according to claim 1 or 2, and the torque of the motor is set so that the estimated slip ratio calculated by the slip ratio estimation device takes a desired value. An automobile characterized by controlling.   An automobile having a slip ratio control device according to any one of claims 3 to 5, which controls the torque of the motor in an automobile in which driving wheels are driven by the torque of the motor.

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