Wheel stability control based on the moment of an electrical motor

• US 9,248,745 B1
• Filed: 09/16/2014
• Issued: 02/02/2016
• Est. Priority Date: 09/16/2014
• Status: Active Grant

• Current Assignee: Robert Bosch GmbH, Robert Bosch LLC (Robert Bosch GmbH)
• Original Assignee: Robert Bosch GmbH
• Inventors: Bachmann, Markus
• Primary Examiner(s): Nguyen, Cuong H
• Application Number:
  US14/487,956
• Time in Patent Office: 504 Days
• Field of Search: 701/22, 701/70, 701/82, 701/84, 290/48, 475/5
• US Class Current: 1/1
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 15/2036 Electric differentials, e.g. for supporting steering vehicles
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/14 Acceleration
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/427 Voltage
• CPC Class Codes: B60L 2240/429 Current
• CPC Class Codes: B60L 2240/461 Speed
• CPC Class Codes: B60L 3/10 Indicating wheel slip ; Correction of wheel slip
• CPC Class Codes: B60L 3/102 of individual wheels
• CPC Class Codes: B60L 3/104 by indirect measurement of vehicle speed
• CPC Class Codes: B60L 3/106 for maintaining or recovering the adhesion of the drive wheels
• CPC Class Codes: B60L 3/108 whilst braking, i.e. ABS
• CPC Class Codes: B60L 3/12 Recording operating variables ; Monitoring of operating variables
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A wheel stability control system for an electric vehicle including an electric motor, a drive inverter, and an electronic control unit (ECU) including a computer readable, non-transitory memory (memory) and an electronic processing unit (EPU). The memory stores information including an optimal acceleration and deceleration curve and the electrical characteristics of the electric motor. The EPU calculates the electrical moment of the electric motor from inputs from the drive inverter and the electrical characteristics of the electric motor. The ECU compares the electrical moment and the angular speed of the motor with the optimal acceleration and deceleration curve, and if the acceleration or deceleration of the electric motor is out of a predetermined range when compared to the optimal acceleration and the optimal deceleration, it reduces the electrical moment applied by the electric motor.

Claims

1. A wheel stability control system for an electric vehicle, the system comprising:

a power system comprising an electric motor having electrical characteristics, the power system configured to determine an angular speed, an input current, an input voltage, and a phase angle between the input current and the input voltage to the electric motor;

an electronic control unit (ECU) including a computer readable, non-transitory memory, the memory storing information including an optimal acceleration and deceleration curve of the vehicle and the electrical characteristics of the electric motor, and an electronic processing unit (EPU), wherein the ECU is configured to;

calculate an electrical moment of the electric motor based on the angular speed, the input current, the input voltage, and the phase angle of the electric motor provided by the power system and on the electrical characteristics of the electric motor,

determine the acceleration or deceleration of the electric motor from the angular speed of the electric motor,

calculate the optimal acceleration and the optimal deceleration of the electric motor based on the angular speed of the electric motor and based on the optimal acceleration and deceleration curve,

determine if the acceleration or the deceleration of the electric motor exceeds the optimal acceleration or the optimal deceleration of the electric motor, and

when the acceleration or the deceleration of the electric motor exceeds the optimal acceleration or the optimal deceleration, reduce the electrical moment of the electric motor until the acceleration or the deceleration of the electric motor matches the optimal acceleration or the optimal deceleration.

2. The system of claim 1, wherein the ECU configured to determine if the acceleration or the deceleration of the electric motor exceeds the optimal acceleration or the optimal deceleration of the electric motor further comprises configuring the ECU to:

determine whether the angular speed of the electric motor exceeds a predetermined range when accelerating, wherein an optimal acceleration curve determines the predetermined range, and

determine whether the angular speed of the electric motor is below a predetermined range when decelerating, wherein an optimal deceleration curve determines the predetermined range.

3. The system of claim 1, wherein the wheel stability control system is free from a wheel angular speed sensor.

4. The system of claim 1, further comprising an acceleration sensor that determines an acceleration of the vehicle and provides a value of the acceleration of the vehicle to the ECU, wherein the ECU adjusts the optimal acceleration and deceleration curve in response to the information from the acceleration sensor.

5. The system of claim 1, wherein the electric motor comprises a synchronous motor.

6. The system of claim 1, wherein the optimal acceleration and deceleration curves are determined and preloaded into the memory prior to delivery of the vehicle to a customer.

7. The system of claim 1, further comprising a second electric motor, wherein the electric motor is coupled to and powers a first drive wheel and the second electric motor is coupled to and powers a second drive wheel.

8. The system of claim 1, further comprising:

a differential, wherein the differential transmits power from the electric motor to a first drive wheel and to a second drive wheel; and

a first wheel angular speed sensor located proximal to the first drive wheel and a second wheel angular speed sensor located proximal to the second drive wheel, wherein the first wheel angular speed sensor and the second wheel angular speed sensor transmit information to the ECU, and wherein the ECU determines a tire slip of the first drive wheel and the second drive wheel based on the first wheel angular speed sensor and the second wheel angular speed sensor.

9. The system of claim 1, wherein the power system includes a drive inverter configured to determine the angular speed, the input current, the input voltage, and the phase angle between the input current and the input voltage to the electric motor.

10. A method for controlling drive wheel stability in a vehicle powered by an electric motor, the method comprising:

determining electrical characteristics of the electric motor;

determining an input current, an input voltage, a phase angle between the input voltage and the input current, and an angular speed of the electric motor; and

storing information about the input current, the input voltage, the phase angle, the angular speed, and the electrical characteristics of the electric motor into a computer readable, non-transitory memory for use by an electronic control unit (ECU) to

calculate an electrical moment of the electric motor based on the input current, the input voltage, the phase angle, the angular speed, and the electrical characteristics of the electric motor,

calculate an acceleration or a deceleration of the electric motor based on the angular speed of the electric motor,

determine an optimal acceleration or optimal deceleration of the electric motor based on an optimal acceleration and deceleration curve and the angular speed of the electric motor,

compare the acceleration or deceleration of the electric motor to the optimal acceleration or optimal deceleration, and

when the acceleration or the deceleration of the electric motor exceeds the optimal acceleration or the optimal deceleration, adjust the electrical moment of the electric motor to bring the acceleration or the deceleration to the optimal acceleration or the optimal deceleration.

11. The method of claim 10, further comprising:

determining whether the angular speed of the electric motor exceeds a predetermined range when accelerating, wherein an optimal acceleration curve determines the predetermined range, and

determining whether the angular speed of the electric motor is below a predetermined range when decelerating, wherein an optimal deceleration curve determines the predetermined range.

12. The method of claim 10, wherein the method is free from a wheel angular speed sensor.

13. The method of claim 10, further comprising the steps of:

determining an acceleration of the vehicle by using a vehicle acceleration sensor and

transmitting information from the vehicle acceleration sensor to the ECU, wherein the ECU adjusts the optimal acceleration and deceleration curve in response to the vehicle acceleration sensor.

14. The method of claim 10, wherein the electric motor is a synchronous motor.

15. The method of claim 10, wherein the optimal acceleration and deceleration curve is determined and preloaded into a computer readable, non-transitory memory prior to delivery of the vehicle to a customer.

16. The method of claim 10, further comprising:

transferring power from the electric motor via a differential to two drive wheels;

determining an angular speed for each of the two drive wheels by using a wheel angular speed sensor located proximal to each of the two drive wheels; and

transmitting information from each wheel angular speed sensor to the ECU, wherein the ECU determines a tire slip of each of the two drive wheels.