Table : Vehicle specifications. m 87 [kg] l.7 [m] l f.999 [m] l.7 [m] (d f ).3 [m] (d ).3 [m] (J f ).24 [kg m 2 ] (J ).26 [kg m 2 ] ().32 [m] (h g ).5

Size: px

Start display at page:

Download "Table : Vehicle specifications. m 87 [kg] l.7 [m] l f.999 [m] l.7 [m] (d f ).3 [m] (d ).3 [m] (J f ).24 [kg m 2 ] (J ).26 [kg m 2 ] ().32 [m] (h g ).5"

たつぞうかやぬま
5 years ago
Views:

1 Diving Foce Contol of Electic Vehicles with Estimation of Slip Ratio Limitation Consideing Tie Side Slip K. Maeda, H. Fujimoto, Y. Hoi (The Univesity of Tokyo) Abstact This pape pesents an imation method of the slip atio limitation fo electic vehicles that ensues taction, based on the tie bush model consideing tie side slip. Also the imated slip atio limitation is applied to the diving foce contol, a taction contol that has been poposed by the authos eseach goup. Accoding to the poposed method, vehicle safety can be impoved by peventing undestee when coneing with acceleating o deceleating on slippey oads. Effectiveness of the poposed method is veified by expeiments using an expeimental electic vehicle. Key Wods: Electic Vehicle, Taction Contol, Slip Ratio, Side Slip, Tie Model, Recusive Least Squaes, 2, 3) µ µ µ 4) 5) µ 6, 7) µ 8) 9) µ λ, ) 2) µ 2) ±.2 2, 3) 4) 4) µ 2 2. FPEV2-Kanon FPEV2-Kanon [Nm] 34 [Nm] 4 MSHub

5: Typical µ-λ elationship..4.2.2.4 slip atio λ [ ] Fig. 6: µ-λ elationship of FPEV2-Kanon. Fig. : FPEV2-Kanon. 2.2 Fig. 2: In-wheel moto.

2 Table : Vehicle specifications. m 87 [kg] l.7 [m] l f.999 [m] l.7 [m] (d f ).3 [m] (d ).3 [m] (J f ).24 [kg m 2 ] (J ).26 [kg m 2 ] ().32 [m] (h g ).5 [m] F d T ω J F df F dfl m V Fig. 3: Rotational Fig. 4: Vaiables in vehicle motion. motion of wheel. fiction coefficient µ λ peak,n λ peak,p fiction coefficient µ [ ] ω f ω fl F d F dl ω ω l.5.5 slip atio λ Fig. 5: Typical µ-λ elationship slip atio λ [ ] Fig. 6: µ-λ elationship of FPEV2-Kanon. Fig. : FPEV2-Kanon. 2.2 Fig. 2: In-wheel moto. 3 4 J ij ω ij = T ij F dij () m V = F dfl + F df + F dl + F d (2) J ω T F d i j f, l, m V F yfl = C fl α fl ( ) V β + lf γ κ fl C f V 2 d f γ δ f F yf = C f α f ( ) V β + lf γ κ f C f V + 2 d f γ δ f κ fl := 2N fl N fl + N f, κ f := 2N f N fl + N f N fl = l 2l Mg ρ f a y M h g a x M h g d f l N f = l 2l Mg + ρ f a y M h g a x M h g d f l (3) (4) (5) (6) F yfl F yf N fl N fl C f β γ δ f α fl α fl α fl α f (5) (6) a x a y ρ f ρ f =.5 a x a y (5) (6) 2.3 V ω = ω V λ λ = V ω V max(v ω, V, ϵ) (7) ϵ F d λ N µ (8) F dij = µ ij N ij (8) i j () µ λ 5 5) µ λ peak,p λ peak,n λ peak,n λ λ peak,p λ peak µ λ 6 λ peak ± a b

3 C x C y α F tie F d F y 4) F tie = Fd 2 + F y 2 = { µp Nη(3 3η + η 2 ), [ η ] (9) µn, [η > ] F d = F y = η := = K λ λ2 + ϕ 2 tan 2 α F tie () ϕ tan α λ2 + ϕ 2 tan 2 α F tie () ab 2 C 2 xλ 2 + C 2 y tan 2 α 6µN( + λ) λ2 + ϕ 2 tan 2 α + λ (2) K := a2 bc 6µN, C x = C, C y = ϕc (3) µ p 5 λ peak µ η η = η = λ (4) λ = V ω V (4) V 3 2) 7 ω T () ˆF d T λ (V ω V ) (V ω < V ) y y = V ω V (5) y λ λ = y λ I K I y max y min y y min y y max 4 4. λ lim (RLS) 6) y(k) ξ(k) ξ(k) y(k) = θ T (i)ξ(i) θ RLS ˆθ(k) = ˆθ(k Γ(k )ξ(k) ) W + ξ T (k)γ(k )ξ(k) [ ] ξ T (k) ˆθ(k ) y(k) (6) Γ(k) = [ Γ(k ) Γ(k ] )ξ(k)ξt (k)γ(k ) W W + ξ T Γ(k )ξ(k) (7) W 4.2 K (2) η = λ lim (2) (9) (8) H = a 2 bc/6 a b C F d F y α λ ϕ (8) y θ ξ (9) (2) K y := Fd 2 + F y 2 (9) θ := [H HK HK 2 ] (2) ξ := 3(λ 2 +ϕ 2 tan 2 α) /2 +λ 3(λ2 +ϕ 2 tan 2 α) (+λ) 2 (λ 2 +ϕ 2 tan 2 α) 3/2 (+λ) 3 (2) λ lim =.2. [ms] W =.9999 ξ PE Pesistent Excitation 6) λ α.2. ˆθ(k) = ˆθ(k ) Γ(k) = Γ(k ) 5 [km/h] 5 [km/h] ˆθ Ĥ ˆK (2)

4 Fd + y y + + K τs+ I s + Diving Foce Contol ˆF d Wheel Speed Contol Vω ω PI + Feed-fowad τs+ + Diving Foce Obseve + + Js T Vehicle Plant Fig. 7: Block diagam of Diving Foce Contol. V ω δf F dfl Slip Ratio λlim Limitation Estimato (RLS) T fl Diving ˆFdfl Foce Obseve ˆφ λfl Diving Foce Contol Slip Ratio Calculato ax ay Fyfl Vehicle γ ωl ωl ωfl ˆαfl Nomal Nfl Foce Calculato Aveage Tie Side Slip Angle Estimato (RLS) Fig. 8: Block diagam of the whole system (fontleft). V Fd 2 + F λ2 y 2 + ϕ = µnk 2 tan 2 α + λ { 3 3K λ2 + ϕ 2 tan 2 α + λ } + K 2 (λ2 + ϕ 2 tan 2 α) ( + λ) 2 { 3(λ 2 + ϕ 2 tan 2 α) /2 = H 3(λ2 + ϕ 2 tan 2 α) + λ ( + λ) 2 K + (λ2 + ϕ 2 tan 2 α) 3/2 ( + λ) 3 K 2 } (8) ˆK λ lim λ lim = + ( ˆK 2 )( ˆK 2 ϕ 2 tan 2 α ) (22) ˆK 2 8 λ lim (23) y y max = λ lim, y min = λ lim (23) µ ϕ ϕ () () F d F y F y λ = ϕf d tan α (24) y := F y λ ξ := F d tan α θ := ϕ 4. ϕ. [ms] W = < λ < ) (3) (4) β C f F yf κ f ( V + 2 d f γ ) F yfl κ fl ( V 2 d f γ ) = C f d f γδ f (25) y := F yf /κ f (V + d f γ/2) F yfl /κ fl (V d f γ/2) ξ := d f γδ f θ := C f 4. C f. [ms] W =.9995 ξ >. 5 [km/h] 5 [km/h] Ĉf ˆα fl ˆα fl 5 ˆα fl = F yfl κ fl Ĉ f, 5. ˆα f = F yf κ f Ĉ f (26) 2. FPEV2-Kanon ϕ 9 [m] MS-Hub

5 26 5. V x [km/h] FL diving foce [N] FL lateal foce [N] 5 font slde slip [ad] (a) Velocity (b) FL diving foce (c) FL lateal foce (d) Font side slip angle. FL slip atio [ ] φ [ ] slip atio limitation [ ] α w/ α (e) FL slip atio (f) Tie stiffness atio (g) Slip atio limitation. Fig. 9: Estimation esult of tie stiffness atio and slip atio limitation. velocity [km/h] 3 2 steeing angle [ad].2.. FL side slip angle [ad] senso FL slip atio limit [ ] (a) Velocity (b) Font steeing angle. 5 5 (c) Font side slip angle. Fig. : Expeimental esults of coneing and acceleating t. 5 5 (d) Slip atio limitation. FL diving foce [N] ef lim=.2 steeing angle [ad] lim=.2 FL slip atio [ ] lim=.2 yaw ate [ad/s] lim= (a) FL diving foce (b) Font steeing angle (c) FL slip atio (d) Yaw-ate. Fig. : Expeimental esults of coneing and acceleating t (enlaged between.5 3 sec). 9(a) 2 [km/h] 9(b) 9(c) α f 9(d) 9(e) 9(f).4 ϕ = (g) 4) α ϕ = µ µ µ 2. [m].9 [m] µ =.2 µ µ

6 ±.2 3 (a) 7 [km/h] (b) 5 [sec] (c) (d) (c) 2m µ (a) µ 45 [N] (b) EPS δ f =.2 [ad] µ.7 [sec] µ (c).4 (d) µ ±.2 6 µ ±.2 NEDO ( ID:5A487d) A ) Kawabe, T., Nakazawa, M., Nostu, I. and Watanabe, Y.: A Sliding Mode Contolle fo Wheel Slip Ratio Contol System, Vehicle System Dynamics: Intenational Jounal of Vehicle Mechanics and Mobility, Vol. 27, No. 5-6, 393/48 (997). 2) Lv, H., Jia, Y., Du, J. and Du, Q.: ABS Composite Contol Based on Optimal Slip Ratio, in Poceedings of 27 Ameican Contol Confeence, 5748/5752 (27). 3),,,,, Vol. 5, No. 3, 95/2 (2). 4),,,, C, Vol. 75, No. 753, 56/524 (29). 5) Rajamani, R., Phanomchoeng, G., Piyabongkan, D. and Lew, J. Y.: Algoithms fo Real-Time Estimation of Individual Wheel Tie-Road Fiction Coefficients, IEEE/ASME Tansactions on Mechatonics, Vol. 7, No. 6, 83/95 (22). 6),,,,,,, R&D, Vol. 34, No. 2, 27/34 (999). 7) Edogan, G., Alexande, L. and Rajamani, R.: Adaptive Vibation Cancellation fo Tie-Road Fiction Coefficient Estimation on Winte Maintenance Vehicles, IEEE Tansactions on Contol System Technology, Vol. 8, No. 5, 23/32 (2). 8) Edogan, G., Alexande, L. and Rajamani, R.: Estimation of Tie-Road Fiction Coefficient Using a Novel Wieless Piezoelectic Tie Senso, IEEE Sensos Jounal, Vol., No. 2, 267/279 (2). 9) Hoi, Y.: Futue vehicle diven by electicity and contol eseach on fou-wheel-motoed UOT Electic Mach II, IEEE Tansactions on Industial Electonics, Vol. 5, No. 5, 954/962 (24). ) Fujii, K., Fujimoto, H., Kamachi, M. and Yoshida, H.: Expeimental Veification of Taction Contol fo Electic Vehicle Based on Slip Ratio Estimation without Vehicle Speed Detection, Review of Automotive Engineeing, Vol. 29, No. 3, 369/373 (28). ),, D, Vol. 3, No. 4, 52/57 (2). 2),, D, Vol. 3, No. 5, 72/728 (2). 3),,,, D, Vol. 2, No. 4, 58/586 (2). 4),,, 24, IV, 37/4 (22). 5) Pacejka, H. B. and Bakke, E.: The magic fomula tye model, Vehicle System Dynamics: Intenational Jounal of Vehicle Mechanics and Mobility, Vol. 2, No., /8 (992). 6) Fujimoto, H. and Yao, B.: Multiate adaptive obust contol fo discete-time non-minimum phase systems and application to linea motos, IEEE/ASME Tansactions on Mechatonics, Vol., No. 4, 37/377 (25). 7) Nguyen, B. M., Nam, K., Fujimoto, H. and Hoi, Y.: Poposal of Coneing Stiffness Estimation without Vehicle Side Slip Angle Using Lateal Foce Senso, in The Papes of Technical Meeting on Industial Instumentation and Contol, IEEJ, No. IIC--4, 37/42 (2).

Proposal of Driving Torque Control Method for Electric Vehicle with In-Wheel Motors Masataka Yoshimura (Yokohama National University) Hiroshi Fujimoto

Proposal of Driving Torque Control Method for Electric Vehicle with In-Wheel Motors Masataka Yoshimura (Yokohama National University) Hiroshi Fujimoto Propoal of Control Method for Electric ehicle with In-Wheel Motor Maataka Yohimura (Yokohama National Univerity) Hirohi Fujimoto (The Univerity of Tokyo) Abtract The anti-lip control or the lip ratio control