CN102844216A - 用于电动车辆的牵引系统 - Google Patents

用于电动车辆的牵引系统 Download PDF

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CN102844216A
CN102844216A CN201080049041XA CN201080049041A CN102844216A CN 102844216 A CN102844216 A CN 102844216A CN 201080049041X A CN201080049041X A CN 201080049041XA CN 201080049041 A CN201080049041 A CN 201080049041A CN 102844216 A CN102844216 A CN 102844216A
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pulse
wheel
sequential cycle
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B·D·雅尔布特
B·王
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LSI Industries Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of 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
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/08—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using pulses
    • 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
    • B60L15/2045—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 optimising the use of energy
    • 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
    • B60L15/2072—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 drive off
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • 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

Abstract

使用固定频率、固定持续时间的脉冲流来控制用于具有一个或多个电动机的电动车辆或混合动力车辆的一个或多个电动机的动力开关。脉冲系统的优点是比起模拟系统更好的动力效率和系统简单性。利用单脉冲的系统校准的能力允许该系统可以在任何状况下使用，并且实时适应状况的变化。通过充分利用起动摩擦系数或静摩擦系数，这样的系统和方法提供了比其他的电气系统更好的加速。该系统和方法提供了不打滑的牵引力控制系统，并且脉冲流的关断状态的使用优于用于同样目的的制动系统的使用，该制动系统浪费动力并且引起机械磨损。此外，描述了相关的计算机程序产品。

Description

用于电动车辆的牵引系统
技术领域
本申请基于并要求在2009年10月30日提交的US申请No.12/609,545的优先权，通过引用的方式将其全部内容并入本文。
背景技术
电动机可以以非常低的每分钟转速(RPM)呈现高的扭矩输出。内燃机，在低RPM处具有非常低的扭矩，它们的扭矩随着RPM的增加而增加到处于最大值的峰值，通常超过1000RPM。然而，由于较高的扭矩将引起汽车的被驱动的车轮打滑或滑动，所以电动机的较高的扭矩不能被有效地利用。轮式汽车的最大可能加速度由物理定律，具体地说由摩擦系数所限定。
在两个表面之间的摩擦系数有两个截然不同的部分：滑动摩擦系数(也被称为仅仅是摩擦系数)，和起动摩擦系数(也称为静摩擦系数)。为了易于讨论，滑动摩擦系数可以被表示成Cslide，而起动摩擦系数可以被表示成Cstart。滑动摩擦系数Cslide定义了使物体保持在表面上滑动所需要的力，具体地，F＝(W)X(Cslide)，其中，F是使重量为W的物体保持在表面上滑动所需要的力，对应由物体及其滑动所在的表面组成的两种材料，该表面具有Cslide(滑动摩擦系数)。Cslide取决于该两种材料并且不依赖于适度的速度(moderate speed)，尽管它在超过30-40英尺每秒时通常略微减小。Cslide小于1.0并且对于位于相同表面上的相同物体总是小于Cstart，即对于任何给定表面上的任何给定材料，Cstart＞Cslide。
静摩擦系数Cstart指的是使静止的物体开始在表面上滑动所需要的力。使物体开始滑动所需要的力是：F＝(Cstart)X(W)。Cstart大于Cslide，所以一旦物体开始滑动，则它需要较小的力来保持物体滑动。
给予汽车的加速度由摩擦系数所限定，即，A＝F/M，其中：A＝加速度，F＝施加给汽车的力，并且M＝汽车的质量。由于用于加速度的力F被摩擦系数限制，因此加速度被Cslide和Cstart限制。
滑动的车轮可以给予汽车向前的力，该向前的力等于取决于滑动摩擦系数的力，即F＝(W)X(Cslide)，其中F是所给予的用于加速度的力，Cslide是被驱动的车轮的轮胎与道路之间的滑动摩擦系数(其随着道路表面的类型、以及诸如温度、湿度等等的条件而显著变化)，以及W是轮胎在道路表面上的重量总和。
如果车轮不打滑，那么用于加速度的向前的力可以高达F＝(W)X(Cstart)。由于Cstart＞Cslide，所以只要车轮不打滑或滑动，则可能的加速度更大。因此，与当轮胎的表面相对于道路的表面滑动或打滑时相比，当轮胎的表面相对于道路的表面静止时，轮胎在道路上的牵引力明显更高。这不意味着轮胎不移动；事实上，轮胎可以以较大的速度行进，但是如果轮胎以正确的速率旋转，则轮胎的底部表面将与道路的表面接触轮胎所处于的速度相匹配；即，轮胎在道路上滚动。重要的是，轮胎和道路的两个表面在该两个表面接触时是相对于彼此瞬时静止的。因此在该情况下的牵引力由Cstart所限定。
如果轮胎和道路的两个表面是相对移动的，那么牵引力由Cslide所限定。由于Cstart＞Cslide，在第一种情形下的牵引力极大地超过第二种情形下的牵引力。该原理正是用于许多防抱死制动系统(“ABS”)的基础，该防抱死制动系统在检测到车轮打滑时减少制动作用，允许轮胎靠惯性滑行(freewheel)，并且允许轮胎重建零相对速度并且由此为Cstart提供条件。
之前的用于具有内燃机或电动机的车辆的牵引技术在各种道路条件下并且以最佳的能量效率向驱动轮施加扭矩的性能有限。
发明内容
应当理解的是，本公开的前述概述和随后的详细描述是示例性和解释性的，并且不被认为是限定本公开的范围。而且，关于本文所使用的术语，对以单数形式的元件的引用，除非特别指明，并不被认为表示“一个且仅仅一个”，而是表示“一个或多个”。术语“一些”指的是一个或多个。加下划线和/或斜体的标题及副标题仅仅为了便利的目的而采用，不对本公开进行限定，并且不与本公开的说明书的解释有关。
本公开的方面和实施例解决了用于电动车辆的先前牵引技术的先前问题，并且涉及使用固定频率、固定持续时间的脉冲流来控制用于电动车(或混合动力汽车)的电动机的动力开关。该基于脉冲的技术的优点包括比起模拟系统更好的动力效率和系统简单性。利用单个脉冲校准的能力允许该技术在任何状况下使用，并且还用于实时适应道路表面状况和加速需求的改变。这些固定频率、固定持续时间的脉冲技术通过充分利用起动(或静止)摩擦系数，能够提供比起其他电气系统更高的加速度。固定频率固定持续时间(FFFD)的脉冲在提供用于精确控制的非常准确的动力脉冲方面，优于脉宽调制(PWM)和可变频率脉冲。FFFD脉冲利用每个脉冲供应近乎准确的动力包，由此允许以近乎同样的包对车轮进行准确的动力测量，并因此在车轮从Cstart状况脱离前，充分地对车轮使用力。本公开的系统和方法可以提供不打滑的牵引力控制。脉冲流的关断状态的使用十分优于用于同样目的的ABS制动系统的使用，该ABS制动系统浪费动力并且引起机械磨损，这是因为常规的ABS利用制动力而不是加速力。
本领域技术人员将认识到，本公开的实施例和/或部分实施例可以在计算机可读存储介质(例如，硬件、软件、固件或其任意组合)中执行或利用该计算机可读存储介质来执行，且可以被分布在一个或多个网络上。本文中所描述的步骤，包括对由本公开的实施例所利用和/或产生的公式和/或数学模型进行推导、学习或计算的处理功能，可以由一个或多个诸如中央处理器(CPU)之类的适当的处理器进行处理，该处理器执行以任何适当语言(依赖于机器或不依赖于机器的)形式的适当代码/指令。
此外，本公开的实施例可以以信号和/或载波的形式实施，例如通过通信信道发送的控制信号。而且，实施本公开的方法、过程和/或算法的软件可以以电信号的形式实施或可以由电信号承载，例如用于从互联网上下载。尽管本文联系特定实施例描述了本公开的方面，但是应当注意的是，本领域的技术人员可以在本公开的精神内做出变型。
根据本文的说明书、附图和权利要求书，本公开的实施例的其他特征将变得清楚。
附图说明
在结合附图一起阅读下面的说明之后，可以更完全地理解本公开的方面，该附图本质上应当被看作说明性的，而不是限定性的。该附图不是必然成比例的，相反重点放在本公开的原理上。在附图中：
图1描绘了处于相对于下面表面的加载和滑动的不同状态的轮胎和车轮的示意性截面图；
图2描绘了根据本公开的实施例的对应不同加载和空转状况的车轮和轮胎的动力学的四个曲线图：(A)力-时间，(B)车轮RPM-时间，(C)所施加的扭矩，以及(D)力-时间；
图3描绘了两组图(A)-(B)，其说明了本公开的实施例如何能够通过将扭矩接通脉冲同步到车辆的四个车轮来提供加速中的最大推动力；
图4描绘了用于建立固定频率固定持续时间的脉冲流的示例性算法或流程图，该脉冲流用于控制被送往为一个或多个车轮供应动力的电动机的动力；
图5描绘了用于利用固定频率固定持续时间的脉冲流来为四轮驱动车辆供应动力的示例性算法或流程图；以及
图6描绘了根据本公开的实施例的示例性系统的矩形图。
尽管附图中描绘了特定的实施例，本领域技术人员将认识到，所描述的实施例是说明性的，并且可以在本公开的范围内设想和实践所示出的实施例的变型以及本文所描述的其他实施例。相应地，附图和详细的说明本质上将被认为是说明性的而不被认为是限制性的。
具体实施方式
在下面的详细说明中，列举多个特定细节来提供对本公开的方面和实施例的完全理解。然而，本领域技术人员将认识到，可以不利用这些特定细节中的一些来实践本公开的方面和实施例。在其他情形下，为了便于理解未详细示出已知的结构和技术。
本公开的实施例，通过测量具有车轮滑动的第一个脉冲、并且然后提供固定频率固定持续时间的脉冲流来控制电动车(或混合动力车)的电动机的动力开关，来适应并且顾及道路状况/轮胎状况中的所有变化。持续地监测所得到的车轮旋转，并且基于与所期望形式的任何不符，使用单个脉冲测量来利用新的时序值更新FFFD脉冲流。因此，可以快速并且自动地补偿道路表面的改变、由于转向所致的轮胎加载的改变、或任何其他变化。
图1描绘了处于相对于下面表面的加载和滑动的不同状态的轮胎和车轮的示意性截面图，而图2描绘了根据本公开的实施例的对应不同加载和空转状况的车轮和轮胎的动力学的四个曲线图：(A)力-时间，(B)车轮RPM-时间，(C)所施加的扭矩，以及(D)力-时间；
图1示出了相对于道路120静止并且在不同程度的应力和加载(A)-(C)下的车轮110和轮胎112。如轮胎应力状态(或应变)130所示出的，由于轮胎相对于道路不移动(注意：甚至当汽车处于运动，车轮处于靠惯性滑行模式时，这些状况也适用)，在轮胎上不存在向前的应力。如应力状态150所示出的，由于较大的加速扭矩140被施加到车轮，这使得车轮及相关的结构受到压力。按一次近似(by first approximation)，该结构如弹簧那样起作用，这意味着，用数学术语来说，变形与力之间的关系主要是线性的。
图2描述了根据本公开的实施例的对应不同加载和空转状况的车轮和轮胎的动力学的四个曲线图：(A)力-时间，(B)车轮RPM-时间，(C)所施加的扭矩，以及(D)力-时间。图2阐释了在如下情形中所包含的动力学：与诸如路面之类的下面表面接触的车轮和轮胎经历可获得的使该车轮旋转的扭矩高到足以克服Cstart的状况。图2A中示出了由该车轮所引起的汽车上的加速力。随着扭矩被施加到车轮上，力220被示出从0(在时刻225处)线性地增加；这将近似线性地继续，除汽车将开始加速之外，如车轮的旋转242和244所示。这多少释放了轮胎上的应力，并且曲线220开始变平。然而，由于来自电动机的可获得的扭矩大于由Cstart所允许的扭矩，250，所以在曲线220不可避免地达到值250时，车轮在时间230处将开始滑动或者打滑，其中轮胎的旋转非常快速地增加，246，而不是如所预期的248那样增加。
打滑或滑动意味着，轮胎和道路之间的摩擦由Cslide决定，并且如从曲线235所看到的，加速力相当快地降到水平255。如215所指出的，只要车轮正在打滑(或空转)，则可能的最大牵引力是水平255。然而，通过一旦检测到车轮空转就关断扭矩，车轮尽快地恢复到其非受压状态，247。恢复247的末端被标记为时刻240，该时刻240限定时间段295(恢复时间)的末端。重要的是要注意，Cstart、Cslide的值，以及因此的曲线的形状，以及因此的时刻230和240，都随着诸如湿度、道路和轮胎的温度、道路表面的类型等等的条件的变化而变化。Cstart、Cslide的值也可能随着汽车在该轮胎上的重量加载、汽车和轮胎上的空气阻力、乃至车轮同时具有的侧向的(转向、或侧面加载)力而改变。同样重要的是，在所有这些变化下，Cstart总是高于Cslide，从而总体原理保持不变。
如上文所述，本公开的实施例，通过测量具有车轮滑动的第一个脉冲，也即监测和记录持续时间292和295，能够适应和估计道路/轮胎的状况的所有变化。只要驾驶员保持指示期望速度增加，或者直到干预状况或干预命令出现(例如车轮滑动或制动出现)为止，将在该车轮的后续加速中使用的脉冲是被重复的、在给定或规定的时间域(或时间段)、通过利用时间(脉冲宽度)295和292来产生脉冲串的重复，267，由在时间段260所施加的最大扭矩ON和在时间段265的扭矩OFF来示出该脉冲串。
作为结果，如曲线290所示，加速力被施加到车轮和轮胎。注意到，该加速力的平均值处于水平275，水平275低于绝对最大水平280，但高于空转车轮水平270。
再次参考图1，可以注意到，非受压状态130并不取决于将要停止的汽车，而仅仅取决于相对于道路静止的轮胎；即，汽车可以以任何速度运动。因此，只要图2的扭矩OFF时间段265长到足以允许曲线290暂时降到Cslide水平270之下，并且在轮胎和道路表面之间建立零相对速度，那么图1的初始状况130被重新建立。应当注意的是，恢复时间不必精确为时间段T2、295。扭矩力不必降到零；其仅仅必须降到Cslide255之下，这重新建立了零滑动状况。T2、295可以被在用于恢复的系统软件中使用，或者可以比被分配用于恢复的时间段稍高或稍低，以便自定义性能“感受”。
通过利用第一个脉冲来确定T1292和T2295的时间段长度，伴随了环境状况中的所有变化。一旦T1292和T2295被确立，则脉冲串267就具有固定的频率和固定的持续时间。该系统是实时响应的。可以在期望的时刻或者连续地监测车轮的旋转，(例如，如图4中的480处以及图5的575处所示的)并且如果车轮的打滑比恢复时间295长，或者如果它完全不存在，那么该系统在紧接着的脉冲中重新初始化。这可以被实现，因为仅仅需要一个脉冲来针对变化的道路状况或随着汽车提高速度所致的系统性能的变化(更低的可获得的发动机扭矩、重量分布的改变等等)重新设置脉冲时序。
尽管图2D所示的平均加速度275小于理论上的最大值280，根据本公开的使用脉冲动力的方法相对于先前的方法具有几个实用的优点。例如，根据本公开的脉冲系统能够基于所需要的加速度通过对第一个脉冲进行测量来自动地对变化的Cstart和Cslide值进行补偿；模拟系统必须以某种方式准确地并且快速地确定这些值。电子模拟动力控制系统与脉冲系统相比在动力效率上效率较低，这是在电动车被电池容量限制时的关键因素。此外，模拟动力控制系统在设计和制造上更复杂。
还有，根据本公开的脉冲系统和方法可以自校正。当汽车高速移动并且电动机以较高的RPM运转以及不再大于Cstart的扭矩能力施加影响时，那么曲线220更显著地变平，且绝不越过Cstart水平250。因此，初始脉冲没有尽头，以及从电动机可获得的最大动力在持续时间内保持接通状态。注意，仅当汽车的计算机检测到快速加速的需求，即重油门设置时，该最大加速系统才被施加；然而，同一系统可以由汽车的计算机来激活以确保存在最小的车轮滑动，由此提供有效的脉冲牵引力控制系统。
对于特定情形，需要最大的加速力。例如，在四轮驱动(4WD)的轮驱动车辆必须被从泥泞的条件移出的情形下，非常期望具有施加到车辆上的最大向前的力。对于4WD车辆，优选的是所有的四个车轮一致地加速；不仅仅是差不多一致，而是精确地一致。例如，如果四个人试图将汽车推出雪堆，那么全部四个人将理想地同步进行他们的推动，以使在被卡住的车辆上的推动力最大化；如果一个人与其他人不同步，那么他或她的推动力未被添加到其他三个人的峰值推动力上，并且最大峰值的向前的力未实现。
图3描绘了两组曲线(A)-(B)，其阐释了本公开的实施例如何能够通过将扭矩接通脉冲同步到车辆的四个车轮来提供加速中的最大推进力。
图3示出了本公开的方法实施例300如何能够通过将扭矩接通脉冲同步到全部四个车轮来提供加速中的最大推进力。310、315、320和325表示时间不同步的用于四个车轮的扭矩接通/关断状态。所得到的用于四个车轮的总扭矩由330表示。330示出了最大的总的力在该示例中是3。与此相反，340、345、350和355示出了具有类似扭矩工作周期的四个相似车轮，该类似扭矩工作周期是时间同步的。总的力360在每个脉冲周期达到值4。通过在四个车轮中的每一个处同步使用相同的固定频率/固定持续时间的脉冲，将可能的最大向前的力给予汽车。
图4描述了用于建立固定频率固定持续时间的脉冲流的示例性算法400或流程图，该脉冲流用于对向一个或多个车轮供应动力的电机的动力进行控制。
图4示出了用于建立对电机的动力进行控制的固定频率/固定持续时间的脉冲流的典型子程序逻辑。当从汽车的车载计算机接收到附加的加速需求时，系统进行初始化，410。注意到车轮旋转速度的数据，并且系统利用校准接通脉冲进行初始化，420。启动定时器来测量由420初始化的脉冲长度。针对滑动来监测车轮的旋转，430，并且如果没有检测到，则脉冲继续处于接通模式；还通过440继续监测附加的加速需求，“未完成”。该循环430、440可以持续直到车轮滑动或加速的需求完成或不再需要。
如果检测到车轮滑动，那么接通脉冲可以被终止，445，并且脉冲长度(T2，图2，292)被存储，并且关断状态被发送到引擎动力控制部。在450，针对恢复到不滑动状况来监测车轮的滑动，并且所流逝的恢复时间(图2，295)被存储。然后该系统在循环460、470、480产生固定频率/固定持续时间的脉冲的串，直到按照汽车的计算机实现加速需求，或者检测到异常的滑动条件(太长、或完全不出现)，在该时刻系统重新初始化，490。当不存在车轮滑动时，当需要最大的加速时该系统保持恒定的接通动力状态，并且当车轮旋转的状况改变时，系统重新初始化并且在单个脉冲内重新校准。车辆的车载计算机可以在不需要加速的任何时刻对该系统进行初始化，仅为了将车轮保持在非滑动状态，即有效的牵引力控制，不打滑的系统，在汽车的CPU控制下图4输入到410、440。
图5描绘了利用用于四轮驱动车辆的固定频率固定持续时间的脉冲流来供应动力的示例性算法500或流程图，诸如图3中所要求的那样。尽管没有示出，但是可以得出用于2轮驱动车轮的变型，而不讨论该变型。而且，来自图4的所有原则都被假定用于图5，但是为了简化，未示出。图5中，510显示汽车的CPU要求最大的加速。如上所述，汽车的CPU可以简单地以非加速的方式激发该系统，以从最大加速系统改变到牵引力控制系统。由于车轮中的任意一个或多个可能处于例如潮湿结冰(其中Cstart非常低)之类的非常差的牵引力状态，所以建立最小脉冲持续时间段，大约15毫秒，520。可以在软件中调整该最小脉冲以适应各种汽车配置或“性能感受”。在最小脉冲时间段之后，如果车轮中的任意在打滑，530，则它们不被用于确定脉冲接通长度，540。CPU处理器以微秒为单位执行其指令，而车轮的旋转和滑动检测则是在毫秒的范围，因此，数据和软件的数字处理对于系统的机械结构来说是不重要的。
随后，550和560确定用于具有显著牵引力的车轮的固定频率、固定持续时间的脉冲长度，570使用该脉冲流来同时驱动全部四个车轮；即使一个或多个车轮可能在打滑，一旦汽车及其轻微地移动，打滑的车轮也可以获得牵引力，这对于保持同步性以获得最大的向前推进力是重要的。循环580、585和575使系统逻辑继续直到加速的需求被去除(即，汽车移动或驾驶员收油门)。
应当理解的是，算法500可以被存储在任何适当的计算机可读介质中，例如，闪存、ROM、EEPROM、RAM、硬盘等等，并且可以以任何适当的语言(依赖于机器的或不依赖于机器的)对算法500进行编码。而且，这样的算法可以是适当的软件的功能组成部分，并且可以被存储在固件和/或硬件中。此外，可以由任何适当的处理器来运行或执行这样的算法或软件。
图6描绘了根据本公开的实施例的示例性系统600的矩形图。动力可为电力的，并且可以是AC或DC的，610。该动力可以被接通或关断，620，并且该接通/关断状态应当是可以由外部信号控制的，670。被接通的动力可以使电动机630运转，电动机630顺次驱动车轮，640。应当由伺服或其他的方法以对于我们的目的来说足够的分辨率来监测车轮的旋转，650。系统的CPU，660，可以接收来自汽车的CPU的用于油门设置和牵引力控制模式的命令，680。CPU可以利用这些输入680、650来产生脉冲控制信号，670，该脉冲控制信号顺次可以接通和关断电机的动力，620。该构造的变型是可能的，包括结合混合动力(汽油辅助的)系统，在所有状况下将由本公开的第一个脉冲校准的方法来自动补偿该混合动力系统。而且，一个电动机可以利用或不利用差分的机构来向轴供应动力。对于示例性实施例，设置独立的电动机来驱动车辆的每个车轮。
图6还示出了用于代表性的车辆的附加车轮(2)-(4)的附加的各个动力开关620和电动机630。对于这样的应用，相关的感测系统将检测这些附加的车轮的车轮运动，并且控制器或附加的控制器将通过供应如前所述的固定持续时间固定频率的控制信号，来控制被供应到附加车轮的扭矩和动力。
尽管已经提供了本公开的方面和实施例的一些特定说明，但是还可以存在很多其他方式来实现本公开的各个方面和实施例。可以与所示出的那些功能和元件不同地来划分本文描述的各个功能和元件，而不脱离本公开的精神和范围。对这些实施例的各种修改对于本领域技术人员来说将是非常清楚的，且本文中所定义的通用原理也可以被应用于其他实施例。因此，本领域普通技术人员可以做出许多改变和修改，而不脱离本公开和所要求保护的实施例的精神和范围。

Claims (58)

1.一种用于控制被施加到车辆的一个或多个驱动车轮的动力的系统，该系统包括：
电动机，其被配置和布置为供应用于驱动车轮的动力；
车轮，其被配置和布置为接收来自所述电动机的动力；
控制器，其被配置和布置为：(i)接收用于所述车轮的加速命令和车轮打滑信息作为输入，以及(ii)生成用于驱动所述车轮的所述电动机的控制信号作为输出，其中所述控制信号包括时序周期，所述时序周期内具有一系列的固定持续时间和固定频率的脉冲，以使得在所述时序周期的接通部分期间，电流流到所述电动机；以及
电流开关，其被连接到所述电动机，所述电流开关包括用于接收所述控制信号的输入端，以便根据所述时序周期将所述开关设置在接通状态和关断状态中的一个。
2.根据权利要求1所述的系统，其中，所述控制器被配置和布置为调整固定频率和固定持续时间的所述脉冲的所述时序周期。
3.根据权利要求2所述的系统，其中，所述控制器被配置和布置为基于所感测的所述驱动车轮的摩擦系数来调整所述时序周期。
4.根据权利要求1所述的系统，其中，所述控制器被配置和布置为对被供应给所述车轮的所述动力提供实时调整，其中能够适应改变的牵引力状况。
5.根据权利要求1所述的系统，其中，所述系统被配置和布置用于自动测量、存储和使用用于所述接通脉冲的脉冲长度。
6.根据权利要求1所述的系统，其中，所述系统被配置和布置用于自动测量、存储和使用用于所述关断脉冲的脉冲长度。
7.根据权利要求1所述的系统，其中，所述车轮打滑信息包括起动摩擦系数和/或滑动摩擦系数。
8.根据权利要求1所述的系统，还包括第二电动机、第二车轮和第二电流开关，其中，所述控制器被配置和布置为：(i)接收用于所述第二车轮的加速命令和车轮打滑信息作为输入，以及(ii)生成用于驱动所述第二车轮的所述第二电动机的控制信号作为输出，其中所述控制信号包括时序周期，所述时序周期内具有一系列固定持续时间和固定频率的脉冲，以使得在所述时序周期的接通部分期间，电流流到所述第二电动机，并且其中所述第二电流开关被连接到所述第二电动机，并且所述第二电流开关包括用于接收所述控制信号的输入端，以便根据所述时序周期来将所述第二电流开关设置在接通状态和关断状态中的一个。
9.根据权利要求1所述的系统，还包括第三电动机、第三车轮和第三电流开关，其中，所述控制器被配置和布置为：(i)接收用于所述第三车轮的加速命令和车轮打滑信息作为输入，以及(ii)生成用于驱动所述第三车轮的所述第三电动机的控制信号作为输出，其中所述控制信号包括时序周期，所述时序周期内具有一系列固定持续时间和固定频率的脉冲，以使得在所述时序周期的接通部分期间，电流流到所述第三电动机，并且其中所述第三电流开关被连接到所述第三电动机，并且所述第三电流开关包括用于接收所述控制信号的输入端，以便根据所述时序周期来将所述第三电流开关设置在接通状态和关断状态中的一个。
10.根据权利要求1所述的系统，还包括第四电动机和第四车轮，其中，所述控制器被配置和布置为：(i)接收用于所述第四车轮的加速命令和车轮打滑信息作为输入，以及(ii)生成用于驱动所述第四车轮的所述第四电动机的控制信号作为输出，其中所述控制信号包括时序周期，所述时序周期内具有一系列固定持续时间和固定频率的脉冲，以使得在所述时序周期的接通部分期间，电流流到所述第四电动机，并且其中所述第四电流开关被连接到所述第四电动机，并且所述第四电流开关包括用于接收所述控制信号的输入端，以便根据所述时序周期来将所述第四电流开关设置在接通状态和关断状态中的一个。
11.根据权利要求1所述的系统，其中，所述电流开关控制信号的每个脉冲的持续时间等于所述时序周期内的脉冲之间的时间段。
12.根据权利要求1所述的系统，其中，所述控制信号的每个脉冲的持续时间小于或等于所述时序周期内的脉冲之间的时间段。
13.根据权利要求1所述的系统，其中，对应于所述电动机的从零到最大加速的加速水平，所述时序周期内的脉冲的数目从零变化到最大数目。
14.根据权利要求1所述的系统，还包括处理系统，所述处理系统用于生成被供应到所述电流开关的所述电流开关控制信号，并且用于安排所述时序周期内的每个脉冲的开始和结束的时间。
15.根据权利要求1所述的系统，其中，所述时序周期的长度是恒定的，并且通过改变从一个时序周期到另一个时序周期的脉冲的数目来使所述车辆的加速度变化。
16.根据权利要求10所述的系统，其中，所述控制器被配置和布置为提供对被提供给所述四个电动机的脉冲的同步，来用于同步的四轮驱动操作。
17.根据权利要求8所述的系统，其中，所述控制器被配置和布置为检测哪些车轮具有包括在被提供给所述车轮的同步的动力脉冲中的最小可接受牵引力。
18.根据权利要求17所述的系统，其中，最小可接受牵引力的检测是基于滑动开始出现之前的最小时间。
19.根据权利要求18所述的系统，其中，所述最小时间大约是15毫秒。
20.根据权利要求10所述的系统，其中，所述控制器被配置和布置为检测哪些车轮具有包括在被提供给所述车轮的同步的动力脉冲中的最小可接受牵引力。
21.根据权利要求20所述的系统，其中，最小可接受牵引力的检测是基于滑动开始出现之前的最小时间。
22.根据权利要求21所述的系统，其中，所述最小时间大约是15毫秒。
23.一种用于控制被施加到一个或多个电动机的动力的方法，所述一个或多个电动机耦合到电动车辆的一个或多个车轮，所述方法包括：
提供时序周期；
确定由一个或多个电驱动车轮提供动力的车辆的期望加速速率；
生成控制信号，所述控制信号包括与所述期望加速速率对应的位于所述时序周期内的一系列固定持续时间和固定频率的脉冲；以及
将控制信号供应给与各连接到所述一个或多个车轮中的相应车轮的一个或多个电动机连接的电流开关的输入端，以便将所述开关设置在每个脉冲期间的接通状态和每个脉冲之后的关断状态中的一个，以使得电流在接通状态期间流动到与每个电驱动车轮连接的相应电动机，并且使得所述相应电动机在所述时序周期中向每个电驱动车轮提供期望的动力。
24.根据权利要求23所述的方法，其中，所述一个或多个电驱动车轮包括两个车轮。
25.根据权利要求23所述的方法，其中，所述一个或多个电驱动车轮包括四个车轮。
26.根据权利要求23所述的方法，其中，提供时序周期包括建立恒定长度的时序周期，并且通过改变从一个时序周期到另一个时序周期的所产生的脉冲的数目来使被施加到每个车轮上的所述动力变化。
27.根据权利要求24所述的方法，其中，所述控制信号的每个脉冲的持续时间等于所述时序周期内的脉冲之间的时间段。
28.根据权利要求24的方法，其中，所述控制信号的每个脉冲的持续时间小于或等于所述时序周期内的脉冲之间的时间段。
29.根据权利要求24所述的方法，其中，对应于电动机的从零到最大动力水平的动力水平，所述时序周期内的脉冲的数目从零变化到最大数目。
30.根据权利要求23所述的方法，还包括调整固定频率和固定持续时间的所述脉冲的所述时序周期。
31.根据权利要求30所述的方法，其中，调整所述时序周期是基于所感测的所述驱动车轮的摩擦系数。
32.根据权利要求31所述的方法，其中，调整所述时序周期包括实时调整，其中能够适应改变的牵引力状况。
33.根据权利要求23所述的方法，还包括自动测量、存储和使用用于所述接通脉冲的脉冲长度。
34.根据权利要求23所述的方法，还包括自动测量、存储和使用用于所述接通脉冲的脉冲长度。
35.根据权利要求23所述的方法，还包括感测车轮打滑信息，其中，所述车轮打滑信息包括起动摩擦系数和/或滑动摩擦系数。
36.根据权利要求23所述的方法，其中，供应控制信号包括提供对被提供给两个或更多的电动机的脉冲的同步，来用于同步的两轮驱动或四轮驱动操作。
37.根据权利要求23所述的方法，还包括，检测哪些车轮具有包括在被提供给所述车轮的同步的动力脉冲中的最小可接受牵引力。
38.根据权利要求37所述的方法，其中，检测所述最小可接受牵引力是基于滑动开始出现之前的最小时间。
39.根据权利要求38所述的方法，其中，所述最小时间大约是15毫秒。
40.一种存在于计算机可读存储介质上的计算机程序产品，所述计算机可读存储介质具有多个存储于其上的指令，当所述指令由处理系统执行时，使得处理系统：
提供时序周期；
确定由一个或多个电驱动车轮提供动力的车辆的期望加速速率；
产生控制信号，所述控制信号包括与所述期望加速速率对应的位于所述时序周期内的一系列固定持续时间和固定频率的脉冲；以及
将控制信号供应给与各连接到所述一个或多个车轮中的相应车轮的一个或多个电动机连接的电流开关的输入端，以便将所述开关设置在每个脉冲期间的接通状态和每个脉冲之后的关断状态中的一个，以使得电流在接通状态期间流动到与每个电驱动车轮连接的相应电动机，并且使得所述相应电动机在所述时序周期中向每个电驱动车轮提供期望的动力。
41.根据权利要求40所述的计算机程序产品，其中，所述计算机可读存储介质包括闪存。
42.根据权利要求40所述的计算机程序产品，其中，所述计算机可读存储介质包括ROM存储器。
43.根据权利要求40所述的计算机程序产品，其中，所述一个或多个电驱动车轮包括两个车轮。
44.根据权利要求40所述的计算机程序产品，其中，所述一个或多个电驱动车轮包括四个车轮。
45.根据权利要求40所述的计算机程序产品，其中，提供时序周期包括建立恒定长度的时序周期，并且通过改变从一个时序周期到另一个时序周期的所产生的脉冲的数目来使被施加到每个车轮上的所述动力变化。
46.根据权利要求40所述的计算机程序产品，其中，所述控制信号的每个脉冲的持续时间等于所述时序周期内的脉冲之间的时间段。
47.根据权利要求40所述的计算机程序产品，其中，所述控制信号的每个脉冲的持续时间小于或等于所述时序周期内的脉冲之间的时间段。
48.根据权利要求40所述的计算机程序产品，其中，对应于电动机的从零到最大动力水平的动力水平，所述时序周期内的脉冲的数目从零变化到最大数目。
49.根据权利要求40所述的计算机程序产品，还包括用于调整固定频率和固定持续时间的所述脉冲的所述时序周期的指令。
50.根据权利要求40所述的计算机程序产品，还包括用于基于所感测的所述驱动车轮的摩擦系数来调整所述时序周期的指令。
51.根据权利要求40所述的计算机程序产品，还包括用于实时调整所述时序周期的指令，其中能够适应改变的牵引力状况。
52.根据权利要求40所述的计算机程序产品，还包括用于自动测量、存储和使用用于所述接通脉冲的脉冲长度的指令。
53.根据权利要求40所述的计算机程序产品，还包括用于自动测量、存储和使用用于所述关断脉冲的脉冲长度的指令。
54.根据权利要求40所述的计算机程序产品，其中，所述车轮打滑信息包括起动摩擦系数和/或滑动摩擦系数。
55.根据权利要求40所述的计算机程序产品，还包括用于提供对被提供给用两个或多个电动机的脉冲的同步，来用于同步的两轮驱动或四轮驱动操作。
56.根据权利要求40所述的计算机程序产品，还包括用于检测哪些车轮具有包括在被提供给所述车轮的同步的动力脉冲中的最小可接受牵引力的指令。
57.根据权利要求56所述的计算机程序产品，其中，检测所述最小可接受牵引力是基于滑动开始出现之前的最小时间。
59.根据权利要求57所述的计算机程序产品，其中，所述最小时间大约是15毫秒。
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Application publication date: 20121226