WO2015105077A1 - 電動車両の制御装置および電動車両の制御方法 - Google Patents
電動車両の制御装置および電動車両の制御方法 Download PDFInfo
- Publication number
- WO2015105077A1 WO2015105077A1 PCT/JP2015/050066 JP2015050066W WO2015105077A1 WO 2015105077 A1 WO2015105077 A1 WO 2015105077A1 JP 2015050066 W JP2015050066 W JP 2015050066W WO 2015105077 A1 WO2015105077 A1 WO 2015105077A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- torque
- target value
- motor
- value
- vehicle
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 21
- 230000001172 regenerating effect Effects 0.000 claims abstract description 15
- 230000007423 decrease Effects 0.000 claims abstract description 13
- 238000012937 correction Methods 0.000 claims description 85
- 238000001514 detection method Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 22
- 230000001133 acceleration Effects 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 238000012546 transfer Methods 0.000 description 10
- 230000008859 change Effects 0.000 description 8
- 238000012545 processing Methods 0.000 description 5
- 238000001914 filtration Methods 0.000 description 4
- 230000009194 climbing Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000004069 differentiation Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
Images
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
- 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
-
- 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
- B60L15/2009—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 braking
-
- 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
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
-
- 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
- B60L2220/50—Structural details of electrical machines
- B60L2220/58—Structural details of electrical machines with more than three phases
-
- 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
- B60L2240/421—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
-
- 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
- B60L2240/429—Current
-
- 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
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
- B60L2240/642—Slope of road
-
- 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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
-
- 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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
-
- 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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18091—Preparing for stopping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/181—Hill climbing or descending
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/20—Reducing vibrations in the driveline
-
- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the present invention relates to an electric vehicle control device and an electric vehicle control method.
- a regenerative brake control device for an electric vehicle that is provided with setting means that can arbitrarily set a regenerative braking force of an electric motor, and regenerates the electric motor with a regenerative braking force set by the setting means (see JP 8-79907A) ).
- An object of the present invention is to provide a technique for suppressing the occurrence of vibration in the front-rear direction of the vehicle body when the electric vehicle is stopped with a regenerative braking force.
- An electric vehicle control device is a control device for an electric vehicle that uses a motor as a travel drive source and decelerates by the regenerative braking force of the motor. While calculating, the 2nd torque target value which converges to zero with the fall of the speed parameter proportional to the running speed of an electric vehicle is calculated. If it is determined that the vehicle is about to stop, the first torque target value is set to the motor torque command value. If the vehicle is determined to be about to stop, the second torque target value is set to the motor torque command value. The motor is controlled based on the set motor torque command value.
- FIG. 1 is a block diagram illustrating a main configuration of an electric vehicle including an electric vehicle control apparatus according to an embodiment.
- FIG. 2 is a flowchart showing a flow of processing of motor current control performed by the motor controller.
- FIG. 3 is a diagram showing an example of an accelerator opening-torque table.
- FIG. 4 is a block diagram for explaining details of a method for setting the first torque target value Tm1 * .
- FIG. 5 is a block diagram showing a detailed configuration of the disturbance torque estimator.
- FIG. 6 is a block diagram showing a detailed configuration of the disturbance correction torque setting device.
- FIG. 7 is a diagram showing an example of a table defining the relationship between the disturbance torque estimated value Td and the gradient correction torque Td5.
- FIG. 1 is a block diagram illustrating a main configuration of an electric vehicle including an electric vehicle control apparatus according to an embodiment.
- FIG. 2 is a flowchart showing a flow of processing of motor current control performed by the motor controller.
- FIG. 3 is
- FIG. 8 is an example of a table that defines the relationship between the motor rotation speed ⁇ m and the speed correction gain K ⁇ .
- FIG. 9 is a diagram modeling a driving force transmission system of a vehicle.
- FIG. 10 is a block diagram for realizing the stop control process.
- FIG. 11 is a diagram for explaining a method of calculating the motor rotation speed F / B torque T ⁇ based on the detected motor rotation speed ⁇ m.
- FIG. 12 is a diagram illustrating a control result of stop control for stopping the electric vehicle on the uphill road.
- FIG. 13 is a diagram illustrating a control result of stop control for stopping the electric vehicle on the downhill road.
- FIG. 14 is a block diagram for realizing the stop control process when the motor rotation speed F / B torque T ⁇ is set as the second torque target value Tm2 * .
- FIG. 1 is a block diagram illustrating a main configuration of an electric vehicle including an electric vehicle control device according to one embodiment.
- the control device for an electric vehicle according to the present invention is applicable to an electric vehicle that includes an electric motor as a part or all of a drive source of the vehicle and can travel by the driving force of the electric motor.
- Electric vehicles include not only electric vehicles but also hybrid vehicles and fuel cell vehicles.
- the control device for an electric vehicle in the present embodiment can be applied to a vehicle that can control acceleration / deceleration and stop of the vehicle only by operating an accelerator pedal. In this vehicle, the driver depresses the accelerator pedal at the time of acceleration and reduces the amount of depression of the accelerator pedal at the time of deceleration or stop, or sets the depression amount of the accelerator pedal to zero.
- the motor controller 2 inputs signals indicating the vehicle state such as the vehicle speed V, the accelerator opening AP, the rotor phase ⁇ of the electric motor (three-phase AC motor) 4, the currents iu, iv, iw of the electric motor 4 as digital signals. Then, a PWM signal for controlling the electric motor 4 is generated based on the input signal. The motor controller 2 generates a drive signal for the inverter 3 in accordance with the generated PWM signal.
- the inverter 3 includes, for example, two switching elements (for example, power semiconductor elements such as IGBTs and MOS-FETs) for each phase.
- the supplied direct current is converted into alternating current, and a desired current is passed through the electric motor 4.
- the electric motor 4 generates a driving force by the alternating current supplied from the inverter 3, and transmits the driving force to the left and right driving wheels 9 a and 9 b via the speed reducer 5 and the drive shaft 8.
- the electric motor 4 collects the kinetic energy of the vehicle as electric energy by generating a regenerative driving force when the electric motor 4 rotates with the drive wheels 9a and 9b and rotates when the vehicle is traveling.
- the inverter 3 converts an alternating current generated during the regenerative operation of the electric motor 4 into a direct current and supplies the direct current to the battery 1.
- the current sensor 7 detects the three-phase alternating currents iu, iv, iw flowing through the electric motor 4. However, since the sum of the three-phase alternating currents iu, iv, and iw is 0, any two-phase current may be detected, and the remaining one-phase current may be obtained by calculation.
- the rotation sensor 6 is, for example, a resolver or an encoder, and detects the rotor phase ⁇ of the electric motor 4.
- FIG. 2 is a flowchart showing a flow of processing of motor current control performed by the motor controller 2.
- step S201 a signal indicating the vehicle state is input.
- the vehicle speed V (km / h), the accelerator opening AP (%), the rotor phase ⁇ (rad) of the electric motor 4, the rotational speed Nm (rpm) of the electric motor 4, and the three-phase AC flowing through the electric motor 4 Currents iu, iv, iw, and a DC voltage value Vdc (V) between the battery 1 and the inverter 3 are input.
- the vehicle speed V (km / h) is acquired by communication from a vehicle speed sensor (not shown) or another controller.
- the rotor mechanical angular speed ⁇ m is multiplied by the tire dynamic radius R, and the vehicle speed v (m / s) is obtained by dividing by the gear ratio of the final gear, and unit conversion is performed by multiplying by 3600/1000 to obtain the vehicle speed.
- V (km / h) is obtained.
- Accelerator opening AP (%) is acquired from an accelerator opening sensor (not shown), or is acquired by communication from another controller such as a vehicle controller (not shown).
- the rotor phase ⁇ (rad) of the electric motor 4 is acquired from the rotation sensor 6.
- the rotational speed Nm (rpm) of the electric motor 4 is obtained by dividing the rotor angular speed ⁇ (electrical angle) by the pole pair number p of the electric motor 4 to obtain a motor rotational speed ⁇ m (rad / s) is obtained by multiplying the obtained motor rotational speed ⁇ m by 60 / (2 ⁇ ).
- the rotor angular velocity ⁇ is obtained by differentiating the rotor phase ⁇ .
- the currents iu, iv, iw (A) flowing through the electric motor 4 are acquired from the current sensor 7.
- the DC voltage value Vdc (V) is obtained from a power supply voltage value transmitted from a voltage sensor (not shown) provided on a DC power supply line between the battery 1 and the inverter 3 or a battery controller (not shown).
- a first torque target value Tm1 * is set. Specifically, first, based on the accelerator opening AP and the motor rotation speed ⁇ m input in step S201, the accelerator opening-torque table shown in FIG. Torque target value) Tm0 * is set. Subsequently, a disturbance torque estimated value Td described later is obtained, and a disturbance correction torque Td * is obtained based on the disturbance torque estimated value Td. Then, the first torque target value Tm1 * is set by adding the torque table target value Tm0 * and the disturbance correction torque Td * .
- step S203 stop control processing for controlling the electric vehicle to stop is performed. Specifically, the stop time of the electric vehicle is determined. Before the stop, the first torque target value Tm1 * calculated in step S202 is set to the motor torque command value Tm *. The second torque target value Tm2 * that converges to the disturbance torque estimated value Td as the speed decreases is set as the motor torque command value Tm * . The second torque target value Tm2 * is positive torque on an uphill road, negative torque on a downhill road, and almost zero on a flat road. Thereby, the stop state can be maintained regardless of the gradient of the road surface, as will be described later. Details of the stop control process will be described later.
- step S204 the d-axis current target value id * and the q-axis current target value iq * are obtained based on the motor torque target value Tm * , the motor rotation speed ⁇ m, and the DC voltage value Vdc calculated in step S203. For example, by preparing in advance a table that defines the relationship between the torque command value, the motor rotation speed, the DC voltage value, the d-axis current target value, and the q-axis current target value, and referring to this table, The d-axis current target value id * and the q-axis current target value iq * are obtained.
- step S205 current control is performed to match the d-axis current id and the q-axis current iq with the d-axis current target value id * and the q-axis current target value iq * obtained in step S204, respectively. For this reason, first, the d-axis current id and the q-axis current iq are obtained based on the three-phase AC current values iu, iv, iw input in step S201 and the rotor phase ⁇ of the electric motor 4.
- d-axis and q-axis voltage command values vd and vq are calculated from a deviation between the d-axis and q-axis current command values id * and iq * and the d-axis and q-axis current id and iq.
- a non-interference voltage necessary for canceling the interference voltage between the dq orthogonal coordinate axes may be added to the calculated d-axis and q-axis voltage command values vd and vq.
- three-phase AC voltage command values vu, vv, vw are obtained from the d-axis and q-axis voltage command values vd, vq and the rotor phase ⁇ of the electric motor 4.
- PWM signals tu (%), tv (%), and tw (%) are obtained from the obtained three-phase AC voltage command values vu, vv, and vw and the DC voltage value Vdc.
- the electric motor 4 can be driven with a desired torque indicated by the torque command value Tm * by opening and closing the switching element of the inverter 3 by the PWM signals tu, tv, and tw thus obtained.
- step S202 of FIG. 2 Details of the process performed in step S202 of FIG. 2, that is, the method of setting the first torque target value Tm1 * will be described with reference to FIG.
- the torque table target value setter 401 sets the torque table target value Tm0 * by referring to the accelerator opening-torque table shown in FIG. 3 based on the accelerator opening AP and the motor rotation speed ⁇ m.
- the disturbance torque estimator 402 obtains a disturbance torque estimated value Td based on the motor torque command value Tm * and the motor rotation speed ⁇ m.
- FIG. 5 is a block diagram showing a detailed configuration of the disturbance torque estimator 402.
- the disturbance torque estimator 402 includes a control block 501, a control block 502, a subtracter 503, and a control block 504.
- the control block 501 functions as a filter having a transfer characteristic of H (s) / Gp (s), and performs a filtering process by inputting the motor rotation speed ⁇ m, whereby a first motor torque estimated value is obtained. Is calculated.
- Gp (s) is a transfer characteristic from the motor torque Tm to the motor rotational speed ⁇ m, and details will be described later.
- H (s) is a low-pass filter having a transfer characteristic in which the difference between the denominator order and the numerator order is equal to or greater than the difference between the denominator order and the numerator order of the model Gr (s).
- the control block 502 functions as a low-pass filter having a transfer characteristic of H (s), and calculates a second motor torque estimated value by performing a filtering process by inputting the motor torque command value Tm *. To do.
- the subtractor 503 calculates the disturbance torque estimated value Td by subtracting the first motor torque estimated value from the second motor torque estimated value.
- the disturbance torque estimated value Td is calculated by filtering the control block 504 with respect to the deviation between the second motor torque estimated value and the first motor torque estimated value.
- the control block 504 functions as a filter having a transfer characteristic of Hz (s), and performs a filtering process by inputting a deviation between the second motor torque estimated value and the first motor torque estimated value.
- the disturbance torque estimated value Td is calculated. Details of Hz (s) will be described later.
- the disturbance correction torque setting unit 403 in FIG. 4 obtains the disturbance correction torque Td * based on the disturbance torque estimated value Td calculated by the disturbance torque estimator 402.
- FIG. 6 is a block diagram showing a detailed configuration of the disturbance correction torque setting unit 403.
- the disturbance correction torque setting unit 403 includes an uphill correction torque calculator 601, a steep uphill correction processor 602, a downhill correction torque calculator 603, a steep downhill correction processor 604, a gradient determiner 605, and a speed correction.
- the uphill correction torque calculator 601 calculates the uphill correction torque Td1 by multiplying the disturbance torque estimated value Td by a predetermined correction gain Kup.
- the downhill correction torque calculator 603 calculates the downhill correction torque Td3 by multiplying the disturbance torque estimated value Td by a predetermined downhill correction gain Kdown.
- the gradient determiner 605 determines the gradient of the road surface based on the sign of the disturbance torque estimated value Td.
- the climbing limiter torque Td2 is set as the gradient correction torque Td5
- the descent In the disturbance torque estimated value Td ⁇ 0
- the downhill limiter torque Td4 is set to the gradient correction torque Td5.
- a table that defines the relationship between the disturbance torque estimated value Td and the gradient correction torque Td5 is prepared in advance, and the gradient correction torque Td5 is obtained by referring to the table based on the disturbance torque estimated value Td. May be.
- FIG. 7 is a diagram showing an example of a table defining the relationship between the disturbance torque estimated value Td and the gradient correction torque Td5.
- the gradient correction torque Td5 is set to a predetermined upper limit value.
- the gradient correction torque Td5 decreases as the disturbance torque estimate value Td decreases (however, Td5> 0).
- the gradient correction torque becomes smaller as the estimated disturbance torque value Td becomes smaller (however, Td5 Set to ⁇ 0).
- the gradient correction torque is set to a smaller value (however, Td5 ⁇ 0) as the estimated disturbance torque value Td becomes smaller.
- the gradient correction torque Td5 is set to a smaller value as the estimated disturbance torque is smaller than that of a descending slope that is not a steeply descending slope.
- the speed correction torque setting processor 606 in FIG. 6 obtains the speed correction gain K ⁇ by referring to a table that defines the relationship between the motor rotation speed ⁇ m and the speed correction gain K ⁇ based on the motor rotation speed ⁇ m, and determines the gradient.
- the disturbance correction torque Td * is calculated by multiplying the correction torque Td5 by the speed correction gain K ⁇ .
- FIG. 8 is an example of a table that defines the relationship between the motor rotation speed ⁇ m and the speed correction gain K ⁇ .
- the speed correction gain K ⁇ is 1, and when the motor rotational speed ⁇ m is the predetermined rotational speed ⁇ m2 ( ⁇ 1 ⁇ 2) or higher, the speed correction gain K ⁇ is 0.
- the gradient correction torque Td5 is output as the disturbance correction torque Td * in the low speed range, and the disturbance correction torque Td * is 0 in the high speed range.
- the speed correction gain is set so that the value decreases as the motor rotational speed ⁇ m increases in the medium speed range where the motor rotational speed ⁇ m is equal to or higher than the predetermined rotational speed ⁇ m1 and less than the predetermined rotational speed ⁇ m2.
- the adder 404 adds the torque table target value Tm0 * set by the torque table target value setter 401 and the disturbance correction torque Td * set by the disturbance correction torque setter 403, thereby adding the first torque.
- a target value Tm1 * is calculated.
- the deceleration until it is determined that the vehicle is about to stop can be adjusted. Therefore, the motor torque command value Tm * is disturbed from the deceleration during deceleration. The amount of change until deceleration when the vehicle is stopped by converging on the estimated torque value Td can be suppressed, and drive feeling can be improved.
- FIG. 9 is a diagram modeling a driving force transmission system of a vehicle, and each parameter in the figure is as shown below.
- J m Inertia of electric motor
- J w Inertia of drive wheel
- M Vehicle weight
- K d Torsional rigidity of drive system
- K t Coefficient related to friction between tire and road surface
- N Overall gear ratio
- r Tire load radius
- ⁇ m the electric motor angular velocity
- T m torque target value
- T d a torque of the drive wheel
- F force applied to the vehicle
- each parameter in Formula (6) is represented by following Formula (7).
- FIG. 10 is a block diagram for realizing the stop control process.
- the motor rotation speed F / B torque setter 1001 calculates a motor rotation speed feedback torque (hereinafter referred to as a motor rotation speed F / B torque) T ⁇ based on the detected motor rotation speed ⁇ m.
- FIG. 11 is a diagram for explaining a method of calculating the motor rotation speed F / B torque T ⁇ based on the detected motor rotation speed ⁇ m.
- the motor rotation speed F / B torque setter 1001 includes a multiplier 1101 and calculates a motor rotation speed F / B torque T ⁇ by multiplying the motor rotation speed ⁇ m by a gain Kvref.
- Kvref is a negative (minus) value required to stop the electric vehicle just before the electric vehicle stops, and is appropriately set based on, for example, experimental data.
- the motor rotation speed F / B torque T ⁇ is set as a torque that provides a larger regenerative braking force as the motor rotation speed ⁇ m increases.
- the motor rotation speed F / B torque setter 1001 has been described as calculating the motor rotation speed F / B torque T ⁇ by multiplying the motor rotation speed ⁇ m by the gain Kvref.
- the motor rotation speed F / B torque T ⁇ may be calculated using a regenerative torque table that defines torque, an attenuation rate table that stores in advance the attenuation rate of the motor rotation speed ⁇ m, or the like.
- the disturbance torque estimator 1002 calculates a disturbance torque estimated value Td based on the detected motor rotation speed ⁇ m and the motor torque command value Tm * .
- the configuration of disturbance torque estimator 1002 is the same as the configuration of disturbance torque estimator 402 in FIG. 4, that is, the configuration shown in FIG.
- Hz (s) is expressed by the following equation (12). However, it is assumed that ⁇ c > ⁇ z . Also, ⁇ c > 1 is set in order to enhance the vibration suppression effect in a deceleration scene with gear backlash.
- the disturbance torque is estimated by a disturbance observer as shown in FIG. 5, but may be estimated by using a measuring instrument such as a vehicle front-rear G sensor.
- disturbances include air resistance, modeling errors due to vehicle mass fluctuations due to the number of passengers and loading capacity, tire rolling resistance, road surface gradient resistance, etc., but disturbances that are dominant immediately before stopping
- the factor is gradient resistance.
- the disturbance torque estimator 402 and the disturbance torque estimator 1002 estimate the disturbance torque based on the motor torque command value Tm * , the motor rotation speed ⁇ m, and the vehicle model Gp (s). Since the value Td is calculated, the disturbance factors described above can be estimated collectively. This makes it possible to realize a smooth stop from deceleration under any driving condition.
- the adder 1003 adds the motor rotation speed F / B torque T ⁇ calculated by the motor rotation speed F / B torque setter 1001 and the disturbance torque estimation value Td calculated by the disturbance torque estimator 1002, A second torque target value Tm2 * is calculated.
- the torque comparator 1004 compares the magnitudes of the first torque target value Tm1 * and the second torque target value Tm2 * , and sets the larger torque target value as the motor torque command value Tm * . While the vehicle is running, the second torque target value Tm2 * is smaller than the first torque target value Tm1 * , and when the vehicle decelerates and comes to a stop (the vehicle speed is equal to or less than a predetermined vehicle speed), the first torque target value Tm1 * Be bigger than. Therefore, if the first torque target value Tm1 * is larger than the second torque target value Tm2 * , the torque comparator 1004 determines that the vehicle is just before stopping and determines the motor torque command value Tm * as the first torque target value. Set to Tm1 * .
- the torque comparator 1004 determines that the vehicle is about to stop and sets the motor torque command value Tm * as the first torque target value.
- the value Tm1 * is switched to the second torque target value Tm2 * .
- the second torque target value Tm2 * converges to a positive torque on an uphill road, a negative torque on a downhill road, and approximately zero on a flat road.
- FIG. 12 is a diagram illustrating a control result of stop control for stopping the electric vehicle on the uphill road.
- FIG. 12A shows a configuration in which the torque table target value Tm0 * is not corrected when the first torque target value Tm1 * is calculated (the disturbance torque estimator 402 and the disturbance correction torque setting unit 403 in FIG. 4 are not provided).
- FIG. 12B is a control result of the electric vehicle control device according to this embodiment, and shows the wheel speed, deceleration, and motor torque command value in order from the top.
- the motor torque command value Tm * is determined from the first torque target value Tm1 * to the second torque because the motor rotational speed ⁇ m has been reduced to the predetermined rotational speed and is determined to be about to stop regardless of the road surface gradient.
- Switch to torque target value Tm2 * As a result, from time t3 to t5, the motor torque command value Tm * changes suddenly so as to coincide with the disturbance torque estimated value Td. Due to a sudden change in the motor torque command value Tm * , the driver feels a torque step at the timing of switching the motor torque command value or a shock due to a sudden torque change.
- the time until the time t0 is the high speed range of FIG. 8, and the disturbance correction torque Td * calculated by the disturbance correction torque setting unit 403 of FIG. Therefore, the vehicle is decelerated based on the torque table target value Tm0 * output from the torque table target value setter 401 until time t0.
- the section from time t0 to t1 is the middle speed range in FIG.
- the disturbance correction torque Td * is calculated by multiplying the gradient correction torque Td5 obtained based on the disturbance torque estimated value Td by the speed correction gain K ⁇ corresponding to the motor rotation speed ⁇ m (FIG. 6).
- the first torque target value Tm1 * is calculated by adding the torque table target value Tm0 * and the disturbance correction torque Td * output from the speed correction torque setting processor 606) and the torque table target value setting unit 401. . Then, the vehicle decelerates based on the calculated first torque target value Tm1 * .
- the section after time t1 is the low speed region of FIG.
- the disturbance correction torque Td * calculated by the disturbance correction torque setting unit 403 in FIG. 4 is the same as the disturbance torque estimated value Td calculated by the disturbance torque estimator 402, and the torque table target value setting unit 401
- the first torque target value Tm1 * is calculated by adding the output torque table target value Tm0 * and the disturbance correction torque Td * . Then, the vehicle decelerates based on the calculated first torque target value Tm1 * .
- the second torque target value Tm2 * is greater than the first torque target value Tm1 *, and it is determined that the vehicle is about to stop, and the motor torque command value Tm * is determined from the first torque target value Tm1 *. Switch to the second torque target value Tm2 * .
- the timing of this switching varies depending on the road surface gradient.
- the motor torque command value Tm * changes smoothly so as to converge to the disturbance torque estimated value Td.
- the motor torque command value Tm * converges asymptotically to the disturbance torque estimated value Td, and the motor rotational speed ⁇ m converges asymptotically to zero. Thereby, a smooth stop without acceleration vibration is possible. After time t5, the stopped state is maintained.
- the disturbance correction torque Td * is calculated based on the estimated disturbance torque value, and the vehicle is about to stop in consideration of the calculated disturbance correction torque Td *.
- the motor torque command value Tm * is switched from the first torque target value Tm1 * to the second torque target value Tm2 * . Therefore, smooth deceleration equivalent to a flat road on the uphill road and A stop can be realized.
- FIG. 13 is a diagram illustrating a control result of stop control for stopping the electric vehicle on the downhill road.
- FIG. 13A shows a configuration in which the torque table target value Tm0 * is not corrected when the first torque target value Tm1 * is calculated (the disturbance torque estimator 402 and the disturbance correction torque setting unit 403 in FIG. 4 are not provided).
- FIG. 13B is a control result of the electric vehicle control apparatus according to the present embodiment, and represents the wheel speed, deceleration, and motor torque command value in order from the top.
- the vehicle is decelerated based on the torque table target value Tm0 * calculated based on the accelerator opening and the motor rotation speed until time t3.
- the motor rotational speed ⁇ m is reduced to a predetermined rotational speed, so that it is determined that the vehicle is about to stop, and the motor torque command value Tm * is changed from the first torque target value Tm1 * to the second time. Switch to torque target value Tm2 * .
- the time to stop and the stop distance become longer, the drive feeling deteriorates, and the smooth stop is impaired.
- the section from time t0 to t1 is the middle speed range in FIG.
- the disturbance correction torque Td * is calculated by multiplying the gradient correction torque Td5 obtained based on the disturbance torque estimated value Td by the speed correction gain K ⁇ corresponding to the motor rotation speed ⁇ m (FIG. 6).
- the first torque target value Tm1 * is calculated by adding the torque table target value Tm0 * and the disturbance correction torque Td * output from the speed correction torque setting processor 606) and the torque table target value setting unit 401. . Then, the vehicle decelerates based on the calculated first torque target value Tm1 * .
- the section after time t1 is the low speed region of FIG.
- the disturbance correction torque Td * calculated by the disturbance correction torque setting unit 403 in FIG. 4 is the same as the disturbance torque estimated value Td calculated by the disturbance torque estimator 402, and the torque table target value setting unit 401
- the first torque target value Tm1 * is calculated by adding the output torque table target value Tm0 * and the disturbance correction torque Td * . Then, the vehicle decelerates based on the calculated first torque target value Tm1 * .
- the second torque target value Tm2 * becomes larger than the first torque target value Tm1 *, and it is determined that the vehicle is about to stop, and the motor torque command value Tm * is changed from the first torque target value Tm1 *. Switch to the second torque target value Tm2 * .
- the timing of this switching varies depending on the road surface gradient.
- the motor torque command value Tm * converges asymptotically to the disturbance torque estimated value Td, and the motor rotational speed ⁇ m converges asymptotically to zero. Thereby, a smooth stop without acceleration vibration is possible. After time t5, the stopped state is maintained.
- the disturbance correction torque Td * is calculated based on the estimated disturbance torque value, and the vehicle is about to stop in consideration of the calculated disturbance correction torque Td *.
- the timing for switching the motor torque command value Tm * from the first torque target value Tm1 * to the second torque target value Tm2 * is determined), so that the downhill road is equivalent to the flat road. Smooth deceleration and stopping can be realized.
- the second torque target value Tm2 * is calculated by adding the motor rotation speed F / B torque T ⁇ and the disturbance torque estimated value Td, but the motor rotation speed F / B torque T ⁇ is calculated. May be set as the second torque target value Tm2 * .
- FIG. 14 is a block diagram for realizing the stop control process when the motor rotation speed F / B torque T ⁇ is set as the second torque target value Tm2 * .
- the same components as those shown in FIG. 10 are denoted by the same reference numerals.
- the disturbance torque estimated value Td is calculated as zero (FIG. 4).
- the control device for an electric vehicle in one embodiment is a control device for an electric vehicle that uses the electric motor 4 as a travel drive source and decelerates by the regenerative braking force of the electric motor 4, and is based on vehicle information.
- a torque target value Tm1 * of 1 is calculated, and a second torque target value Tm2 * that converges to zero as the motor rotational speed ⁇ m decreases is calculated. If it is determined that the vehicle is about to stop, the first torque target value Tm1 * is set to the motor torque command value Tm *. If it is determined that the vehicle is about to stop, the second torque target value Tm2 * is set .
- the electric motor 4 can be regenerated even immediately before the stop, thereby improving the power consumption. be able to. Furthermore, since acceleration / deceleration and stopping of the vehicle can be realized only by the accelerator operation, it is not necessary to switch between the accelerator pedal and the brake pedal, and the burden on the driver can be reduced.
- acceleration vibration occurs in the front-rear direction of the vehicle when the vehicle stops.
- any driver can realize smooth deceleration and stop by only the accelerator operation as described above.
- the motor torque command value Tm * is set to the first torque target value Tm1 without generating a torque step immediately before stopping. It is possible to switch from * to the second torque target value Tm2 * .
- the torque target value is switched at any timing. A torque step does not occur and smooth deceleration can be realized.
- the disturbance torque estimated value Td is obtained, and the torque target value that converges to the disturbance torque estimated value Td as the motor rotational speed ⁇ m decreases is set to the second torque target value Tm2. Since it is calculated as * , smooth deceleration without acceleration vibration in the front-rear direction can be realized just before the stop regardless of the uphill road, the flat road, or the downhill road, and the stop state can be maintained.
- the vehicle can smoothly stop on a slope and can maintain a stopped state without requiring a foot brake. Further, since the estimated value Td of the disturbance torque is estimated as zero on a flat road, the vehicle can be stopped smoothly on the flat road, and the stopped state can be maintained without requiring a foot brake.
- the first torque target value Tm1 * is calculated by calculating the torque table target value Tm0 * based on the vehicle information and correcting the calculated torque table target value Tm0 * based on the estimated disturbance torque Td. Therefore, the deceleration until it is determined that the vehicle is about to stop can be adjusted based on the estimated disturbance torque Td. As a result, the torque change amount from the motor torque command value Tm * immediately before stopping to the disturbance torque estimated value Td where the motor torque command value Tm * converges when the vehicle stops can be suppressed, and the shock due to the torque change can be suppressed. Drive feeling can be improved.
- the disturbance correction torque Td * is calculated by multiplying the disturbance torque estimated value Td by a predetermined gain (Kup, Kdown), and the torque table target value Tm0 * and the disturbance correction torque Td * are added to obtain the first since calculating a first torque target value Tm1 *, and correcting the linear torque table target value Tm0 * according to the disturbance, it is possible to calculate the first torque target value Tm1 *.
- the disturbance torque estimated value Td is multiplied by a predetermined gain (Kup, Kdown), and then multiplied by a speed correction gain K ⁇ corresponding to the motor rotation speed ⁇ m, thereby calculating a disturbance correction torque Td * and a speed correction gain.
- K ⁇ is 1 if the motor rotational speed ⁇ m is smaller than the first predetermined rotational speed ⁇ m1, 0 if the motor rotational speed ⁇ m is larger than the second predetermined rotational speed ⁇ m2 larger than the first predetermined rotational speed ⁇ m1, and the motor rotational speed ⁇ m.
- the disturbance torque in the high speed range is dominated by air resistance, and as the motor rotational speed ⁇ increases, the disturbance correction torque Td * can be reduced to match the acceleration / deceleration feeling in the high speed range with the drive feeling. .
- the present invention is not limited to the embodiment described above.
- the second torque target value Tm2 * is described as the torque target value that converges to the disturbance torque estimated value Td as the motor rotational speed ⁇ m decreases.
- the speed parameters such as the wheel speed, the vehicle body speed, and the rotational speed of the drive shaft are proportional to the rotational speed of the electric motor 4
- the second torque is reduced with a decrease in the speed parameter proportional to the rotational speed of the electric motor 4.
- the target value Tm2 * may be converged to the disturbance torque estimated value Td (or zero).
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)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Jm:電動モータのイナーシャ
Jw:駆動輪のイナーシャ
M:車両の重量
Kd:駆動系の捻り剛性
Kt:タイヤと路面の摩擦に関する係数
N:オーバーオールギヤ比
r:タイヤの荷重半径
ωm:電動モータの角速度
Tm:トルク目標値
Td:駆動輪のトルク
F:車両に加えられる力
V:車両の速度
ωw:駆動輪の角速度
Claims (9)
- モータを走行駆動源とし、前記モータの回生制動力により減速する電動車両の制御装置であって、
前記アクセル操作量を検出するアクセル操作量検出手段と、
車両情報に基づいて、第1のトルク目標値を算出する第1のトルク目標値算出手段と、
電動車両の走行速度に比例する速度パラメータの低下とともにゼロに収束する第2のトルク目標値を算出する第2のトルク目標値算出手段と、
車両が停車間際であるか否かを判定する停車間際判定手段と、
車両が停車間際以前であると判定すると、前記第1のトルク目標値をモータトルク指令値に設定し、車両が停車間際であると判定すると、前記第2のトルク目標値を前記モータトルク指令値に設定するモータトルク指令値設定手段と、
前記モータトルク指令値に基づいて、前記モータを制御するモータ制御手段と、
を備える電動車両の制御装置。 - 請求項1に記載の電動車両の制御装置において、
前記停車間際判定手段は、前記第1のトルク目標値が前記第2のトルク目標値より大きければ停車間際以前であると判定し、前記第2のトルク目標値が前記第1のトルク目標値より大きければ停車間際であると判定する、
電動車両の制御装置。 - 請求項1または請求項2に記載の電動車両の制御装置において、
外乱トルクを推定する外乱トルク推定手段をさらに備え、
前記第2のトルク目標値算出手段は、前記速度パラメータの低下とともに前記外乱トルクに収束するトルク目標値を前記第2のトルク目標値として算出する、
電動車両の制御装置。 - 請求項3に記載の電動車両の制御装置において、
前記外乱トルク推定手段は、前記外乱トルクを、登坂路では正の値、降坂路では負の値として推定する、
電動車両の制御装置。 - 請求項3または請求項4に記載の電動車両の制御装置において、
前記外乱トルク推定手段は、平坦路では前記外乱トルクをゼロとする、
電動車両の制御装置。 - 請求項3から請求項5のいずれか一項に記載の電動車両の制御装置において、
前記第1のトルク目標値算出手段は、車両情報に基づいて基本トルク目標値を算出し、算出した基本トルク目標値を前記外乱トルクに基づいて補正することにより、前記第1のトルク目標値を算出する、
電動車両の制御装置。 - 請求項6に記載の電動車両の制御装置において、
前記第1のトルク目標値算出手段は、前記外乱トルクに所定のゲインを乗算することによって外乱補正トルクを算出し、前記基本トルク目標値と前記外乱補正トルクとを加算することによって、前記第1のトルク目標値を算出する、
電動車両の制御装置。 - 請求項7に記載の電動車両の制御装置において、
前記第1のトルク目標値算出手段は、前記外乱トルクに前記所定のゲインを乗算した後、前記速度パラメータに応じた速度補正ゲインを乗算することにより、前記外乱補正トルクを算出し、
前記速度補正ゲインは、前記速度パラメータが第1の所定値より小さければ1、前記速度パラメータが前記第1の所定値より大きい第2の所定値より大きければ0、前記速度パラメータが前記第1の所定値以上であって、かつ、前記第2の所定値以下の場合には、0以上1以下であって、かつ、前記速度パラメータが大きくなるほど0に近い値である、
電動車両の制御装置。 - モータを走行駆動源とし、前記モータの回生制動力により減速する電動車両の制御方法であって、
前記アクセル操作量を検出するステップと、
車両情報に基づいて、第1のトルク目標値を算出するステップと、
電動車両の走行速度に比例する速度パラメータの低下とともにゼロに収束する第2のトルク目標値を算出するステップと、
車両が停車間際であるか否かを判定するステップと、
車両が停車間際以前であると判定すると、前記第1のトルク目標値をモータトルク指令値に設定し、車両が停車間際であると判定すると、前記第2のトルク目標値を前記モータトルク指令値に設定するステップと、
前記モータトルク指令値に基づいて、前記モータを制御するステップと、
を備える電動車両の制御方法。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201580003837.4A CN105899397B (zh) | 2014-01-10 | 2015-01-05 | 电动车辆的控制装置以及电动车辆的控制方法 |
MX2016008869A MX351785B (es) | 2014-01-10 | 2015-01-05 | Dispositivo de control para vehículo de motor eléctrico y método de control para vehículo de motor eléctrico. |
JP2015556794A JP6135775B2 (ja) | 2014-01-10 | 2015-01-05 | 電動車両の制御装置および電動車両の制御方法 |
RU2016127685A RU2666072C2 (ru) | 2014-01-10 | 2015-01-05 | Устройство управления для электромоторного транспортного средства и способ управления для электромоторного транспортного средства |
EP20203691.9A EP3798044B1 (en) | 2014-01-10 | 2015-01-05 | Control device for electric motor vehicle and control method for electric motor vehicle |
BR112016016127-0A BR112016016127B1 (pt) | 2014-01-10 | 2015-01-05 | Dispositivo de controle para veículo de motor elétrico e método de controle para veículo de motor elétrico |
EP15735402.8A EP3093185A4 (en) | 2014-01-10 | 2015-01-05 | Control device for electric-powered vehicle and control method for electric-powered vehicle |
US15/110,603 US9919617B2 (en) | 2014-01-10 | 2015-01-05 | Control device for electric motor vehicle and control method for electric motor vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014-003179 | 2014-01-10 | ||
JP2014003179 | 2014-01-10 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2015105077A1 true WO2015105077A1 (ja) | 2015-07-16 |
Family
ID=53523903
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2015/050066 WO2015105077A1 (ja) | 2014-01-10 | 2015-01-05 | 電動車両の制御装置および電動車両の制御方法 |
Country Status (8)
Country | Link |
---|---|
US (1) | US9919617B2 (ja) |
EP (2) | EP3798044B1 (ja) |
JP (1) | JP6135775B2 (ja) |
CN (1) | CN105899397B (ja) |
BR (1) | BR112016016127B1 (ja) |
MX (1) | MX351785B (ja) |
RU (1) | RU2666072C2 (ja) |
WO (1) | WO2015105077A1 (ja) |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106945568A (zh) * | 2016-01-04 | 2017-07-14 | 马格纳斯泰尔汽车技术两合公司 | 抗颤动方法 |
JP2018085901A (ja) * | 2016-11-25 | 2018-05-31 | 日産自動車株式会社 | 電動車両の制御方法、及び、電動車両の制御装置 |
KR20180078302A (ko) * | 2015-11-09 | 2018-07-09 | 닛산 지도우샤 가부시키가이샤 | 제구동력 제어 방법 및 제구동력 제어 장치 |
WO2018138781A1 (ja) * | 2017-01-24 | 2018-08-02 | 日産自動車株式会社 | 電動車両の制御方法、及び、制御装置 |
WO2018138780A1 (ja) * | 2017-01-24 | 2018-08-02 | 日産自動車株式会社 | 電動車両の制御方法、及び、制御装置 |
KR20180119692A (ko) * | 2016-04-19 | 2018-11-02 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법 및 전동 차량의 제어 장치 |
JP2018186627A (ja) * | 2017-04-25 | 2018-11-22 | アイシン精機株式会社 | 回転電機制御装置 |
JP2019022339A (ja) * | 2017-07-18 | 2019-02-07 | 日産自動車株式会社 | 電動車両の制御装置及び電動車両の制御方法 |
KR20190100401A (ko) * | 2017-01-24 | 2019-08-28 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 전동 차량의 제어 장치 |
KR20190138700A (ko) * | 2017-06-01 | 2019-12-13 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법 및 제어 장치 |
WO2021199863A1 (ja) * | 2020-04-02 | 2021-10-07 | 株式会社デンソー | 車両の制御装置 |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101684538B1 (ko) * | 2015-06-18 | 2016-12-08 | 현대자동차 주식회사 | 하이브리드 차량의 인버터 제어 방법 |
CN107848423B (zh) * | 2015-07-29 | 2020-08-18 | 日产自动车株式会社 | 电动车辆的控制装置以及电动车辆的控制方法 |
US10158303B2 (en) * | 2016-09-15 | 2018-12-18 | The Boeing Company | Methods and apparatus to perform torque balance control of co-shafted motors |
JP7056219B2 (ja) * | 2018-02-23 | 2022-04-19 | 日産自動車株式会社 | 電動車両の制御方法および電動車両の制御装置 |
WO2020230302A1 (ja) * | 2019-05-15 | 2020-11-19 | 日産自動車株式会社 | 電動車両制御方法及び電動車両制御システム |
CN110356246A (zh) * | 2019-06-14 | 2019-10-22 | 上海伊控动力系统有限公司 | 一种纯电动物流车基于驾驶习惯的电机扭矩调整方法 |
KR20210076489A (ko) * | 2019-12-16 | 2021-06-24 | 현대자동차주식회사 | 전기자동차의 회생제동토크 제어 장치 및 그 방법 |
KR20220040548A (ko) * | 2020-09-23 | 2022-03-31 | 현대자동차주식회사 | 전기 모터를 구비한 자동차 및 그를 위한 자세 제어 방법 |
JP7569228B2 (ja) * | 2021-01-29 | 2024-10-17 | 株式会社Subaru | 車両用制御装置 |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0879907A (ja) | 1994-09-01 | 1996-03-22 | Mitsubishi Motors Corp | 電気自動車用回生ブレーキ制御装置 |
JP2005269793A (ja) * | 2004-03-19 | 2005-09-29 | Daihatsu Motor Co Ltd | ハイブリッド車両 |
JP2007143350A (ja) * | 2005-11-22 | 2007-06-07 | Hitachi Ltd | 電気駆動車両 |
JP2008092683A (ja) * | 2006-10-03 | 2008-04-17 | Nissan Motor Co Ltd | 車両の駆動トルク制御装置 |
JP2011259645A (ja) * | 2010-06-11 | 2011-12-22 | Hitachi Constr Mach Co Ltd | 電動車両のピッチング制御装置 |
JP2013158178A (ja) * | 2012-01-31 | 2013-08-15 | Nissan Motor Co Ltd | 電動車両の回生ブレーキ制御装置 |
JP2013187959A (ja) * | 2012-03-06 | 2013-09-19 | Toyota Motor Corp | 車両 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2061316C1 (ru) * | 1994-04-27 | 1996-05-27 | Акционерное общество закрытого типа "Синхропривод-М" | Устройство для управления движением транспортного средства с тяговым электроприводом |
JP3541621B2 (ja) * | 1997-06-10 | 2004-07-14 | トヨタ自動車株式会社 | 車両用制動装置 |
JP3639170B2 (ja) * | 2000-02-04 | 2005-04-20 | 財団法人鉄道総合技術研究所 | 電気ブレーキの制御方法及びその装置 |
JP4800861B2 (ja) * | 2006-06-21 | 2011-10-26 | 三菱電機株式会社 | 交流回転機の制御装置 |
JP4396717B2 (ja) * | 2007-03-07 | 2010-01-13 | トヨタ自動車株式会社 | 車両の制御装置、制御方法、その方法を実現させるプログラムおよびそのプログラムを記録した記録媒体 |
AU2009345453B2 (en) * | 2009-04-27 | 2013-11-21 | Mitsubishi Electric Corporation | Power conversion device |
JP6001932B2 (ja) | 2012-06-19 | 2016-10-05 | 東京エレクトロン株式会社 | プラズマ処理装置及びフィルタユニット |
-
2015
- 2015-01-05 MX MX2016008869A patent/MX351785B/es active IP Right Grant
- 2015-01-05 EP EP20203691.9A patent/EP3798044B1/en active Active
- 2015-01-05 BR BR112016016127-0A patent/BR112016016127B1/pt active IP Right Grant
- 2015-01-05 EP EP15735402.8A patent/EP3093185A4/en not_active Ceased
- 2015-01-05 JP JP2015556794A patent/JP6135775B2/ja active Active
- 2015-01-05 RU RU2016127685A patent/RU2666072C2/ru active
- 2015-01-05 US US15/110,603 patent/US9919617B2/en active Active
- 2015-01-05 WO PCT/JP2015/050066 patent/WO2015105077A1/ja active Application Filing
- 2015-01-05 CN CN201580003837.4A patent/CN105899397B/zh active Active
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0879907A (ja) | 1994-09-01 | 1996-03-22 | Mitsubishi Motors Corp | 電気自動車用回生ブレーキ制御装置 |
JP2005269793A (ja) * | 2004-03-19 | 2005-09-29 | Daihatsu Motor Co Ltd | ハイブリッド車両 |
JP2007143350A (ja) * | 2005-11-22 | 2007-06-07 | Hitachi Ltd | 電気駆動車両 |
JP2008092683A (ja) * | 2006-10-03 | 2008-04-17 | Nissan Motor Co Ltd | 車両の駆動トルク制御装置 |
JP2011259645A (ja) * | 2010-06-11 | 2011-12-22 | Hitachi Constr Mach Co Ltd | 電動車両のピッチング制御装置 |
JP2013158178A (ja) * | 2012-01-31 | 2013-08-15 | Nissan Motor Co Ltd | 電動車両の回生ブレーキ制御装置 |
JP2013187959A (ja) * | 2012-03-06 | 2013-09-19 | Toyota Motor Corp | 車両 |
Non-Patent Citations (1)
Title |
---|
See also references of EP3093185A4 |
Cited By (37)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101986472B1 (ko) | 2015-11-09 | 2019-06-05 | 닛산 지도우샤 가부시키가이샤 | 제구동력 제어 방법 및 제구동력 제어 장치 |
KR20180078302A (ko) * | 2015-11-09 | 2018-07-09 | 닛산 지도우샤 가부시키가이샤 | 제구동력 제어 방법 및 제구동력 제어 장치 |
CN108349399A (zh) * | 2015-11-09 | 2018-07-31 | 日产自动车株式会社 | 制动驱动力控制方法以及制动驱动力控制装置 |
US11358477B2 (en) | 2015-11-09 | 2022-06-14 | Nissan Motor Co., Ltd. | Braking/driving force control method and braking/driving force control device |
EP3375656A4 (en) * | 2015-11-09 | 2018-12-05 | Nissan Motor Co., Ltd. | Braking/driving force control method and braking/driving force control device |
JP2017189088A (ja) * | 2016-01-04 | 2017-10-12 | マグナ ステアー ファールゾイヒテクニーク アーゲー ウント コ カーゲー | アンチジャーク方法 |
DE102016200006B4 (de) | 2016-01-04 | 2024-11-07 | Magna Steyr Fahrzeugtechnik Gmbh & Co Kg | Verfahren zur Dämpfung von Ruckeln im Antriebsstrang eines Fahrzeugs |
US10118625B2 (en) | 2016-01-04 | 2018-11-06 | Magna Steyr Fahrzeugtechnik Ag & Co Kg | Anti-jerk method |
CN106945568A (zh) * | 2016-01-04 | 2017-07-14 | 马格纳斯泰尔汽车技术两合公司 | 抗颤动方法 |
KR20180119692A (ko) * | 2016-04-19 | 2018-11-02 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법 및 전동 차량의 제어 장치 |
KR102019003B1 (ko) | 2016-04-19 | 2019-09-05 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법 및 전동 차량의 제어 장치 |
JP2018085901A (ja) * | 2016-11-25 | 2018-05-31 | 日産自動車株式会社 | 電動車両の制御方法、及び、電動車両の制御装置 |
CN110234533B (zh) * | 2017-01-24 | 2020-09-15 | 日产自动车株式会社 | 电动车辆的控制方法以及控制装置 |
KR102121872B1 (ko) | 2017-01-24 | 2020-06-11 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 제어 장치 |
KR20190097290A (ko) * | 2017-01-24 | 2019-08-20 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 제어 장치 |
CN110167784A (zh) * | 2017-01-24 | 2019-08-23 | 日产自动车株式会社 | 电动车辆的控制方法以及控制装置 |
KR20190100401A (ko) * | 2017-01-24 | 2019-08-28 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 전동 차량의 제어 장치 |
WO2018138781A1 (ja) * | 2017-01-24 | 2018-08-02 | 日産自動車株式会社 | 電動車両の制御方法、及び、制御装置 |
CN110234533A (zh) * | 2017-01-24 | 2019-09-13 | 日产自动车株式会社 | 电动车辆的控制方法以及控制装置 |
JPWO2018138780A1 (ja) * | 2017-01-24 | 2019-11-07 | 日産自動車株式会社 | 電動車両の制御方法、及び、制御装置 |
JPWO2018138781A1 (ja) * | 2017-01-24 | 2019-11-07 | 日産自動車株式会社 | 電動車両の制御方法、及び、制御装置 |
US11878592B2 (en) | 2017-01-24 | 2024-01-23 | Nissan Motor Co., Ltd. | Control method for electric vehicle and control device for electric vehicle |
KR102097929B1 (ko) | 2017-01-24 | 2020-04-06 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 제어 장치 |
KR102097930B1 (ko) | 2017-01-24 | 2020-04-06 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 전동 차량의 제어 장치 |
RU2720227C1 (ru) * | 2017-01-24 | 2020-04-28 | Ниссан Мотор Ко., Лтд. | Способ управления электромотором электротранспортного средства и устройство управления электромотором электротранспортного средства |
KR20190092596A (ko) * | 2017-01-24 | 2019-08-07 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법, 및 제어 장치 |
CN110167784B (zh) * | 2017-01-24 | 2022-11-29 | 日产自动车株式会社 | 电动车辆的控制方法以及控制装置 |
WO2018138780A1 (ja) * | 2017-01-24 | 2018-08-02 | 日産自動車株式会社 | 電動車両の制御方法、及び、制御装置 |
US10858010B2 (en) | 2017-01-24 | 2020-12-08 | Nissan Motor Co., Ltd. | Control method for electric vehicle and control device for electric vehicle |
JP2018186627A (ja) * | 2017-04-25 | 2018-11-22 | アイシン精機株式会社 | 回転電機制御装置 |
KR102131729B1 (ko) | 2017-06-01 | 2020-07-08 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법 및 제어 장치 |
KR20190138700A (ko) * | 2017-06-01 | 2019-12-13 | 닛산 지도우샤 가부시키가이샤 | 전동 차량의 제어 방법 및 제어 장치 |
JP6992298B2 (ja) | 2017-07-18 | 2022-01-13 | 日産自動車株式会社 | 電動車両の制御装置及び電動車両の制御方法 |
JP2019022339A (ja) * | 2017-07-18 | 2019-02-07 | 日産自動車株式会社 | 電動車両の制御装置及び電動車両の制御方法 |
WO2021199863A1 (ja) * | 2020-04-02 | 2021-10-07 | 株式会社デンソー | 車両の制御装置 |
JP2021164355A (ja) * | 2020-04-02 | 2021-10-11 | 株式会社デンソー | 車両の制御装置 |
JP7409202B2 (ja) | 2020-04-02 | 2024-01-09 | 株式会社デンソー | 車両の制御装置、プログラム |
Also Published As
Publication number | Publication date |
---|---|
EP3093185A1 (en) | 2016-11-16 |
CN105899397B (zh) | 2019-05-07 |
EP3798044B1 (en) | 2023-04-19 |
RU2016127685A3 (ja) | 2018-03-06 |
BR112016016127B1 (pt) | 2022-04-19 |
MX2016008869A (es) | 2016-10-04 |
US9919617B2 (en) | 2018-03-20 |
JPWO2015105077A1 (ja) | 2017-03-23 |
MX351785B (es) | 2017-10-30 |
EP3093185A4 (en) | 2017-01-25 |
EP3798044A1 (en) | 2021-03-31 |
CN105899397A (zh) | 2016-08-24 |
RU2666072C2 (ru) | 2018-09-05 |
US20160347202A1 (en) | 2016-12-01 |
JP6135775B2 (ja) | 2017-05-31 |
BR112016016127A2 (ja) | 2017-08-08 |
RU2016127685A (ru) | 2018-02-16 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6135775B2 (ja) | 電動車両の制御装置および電動車両の制御方法 | |
JP6330820B2 (ja) | 電動車両の制御装置および電動車両の制御方法 | |
CN110234533B (zh) | 电动车辆的控制方法以及控制装置 | |
JP6402782B2 (ja) | 電動車両の制御装置および電動車両の制御方法 | |
JP6402783B2 (ja) | 電動車両の制御装置および電動車両の制御方法 | |
US9902272B2 (en) | Control device for electric motor vehicle and control method for electric motor vehicle | |
CN110191818B (zh) | 电动车辆的控制方法以及电动车辆的控制装置 | |
JP6492399B2 (ja) | 電動車両の制御装置および電動車両の制御方法 | |
CN110167784B (zh) | 电动车辆的控制方法以及控制装置 | |
JP6540716B2 (ja) | 車両の制御装置および車両の制御方法 | |
JP6237789B2 (ja) | 電動車両の制御装置および電動車両の制御方法 | |
JP2017175853A (ja) | 電動車両の制御方法、及び、電動車両の制御装置 | |
CN114599544A (zh) | 电动车辆的控制方法及电动车辆的控制装置 | |
JP6880674B2 (ja) | 電動車両の制御方法、及び、電動車両の制御装置 | |
WO2015079574A1 (ja) | 電動車両の制御装置および電動車両の制御方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 15735402 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2015556794 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: MX/A/2016/008869 Country of ref document: MX |
|
WWE | Wipo information: entry into national phase |
Ref document number: 15110603 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REEP | Request for entry into the european phase |
Ref document number: 2015735402 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2015735402 Country of ref document: EP |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112016016127 Country of ref document: BR |
|
ENP | Entry into the national phase |
Ref document number: 2016127685 Country of ref document: RU Kind code of ref document: A |
|
ENP | Entry into the national phase |
Ref document number: 112016016127 Country of ref document: BR Kind code of ref document: A2 Effective date: 20160711 |