发表机构
Höhere Technische Bundeslehranstalt Braunau（布劳瑙联邦高等技术职业学院）
机构由 AI 辅助整理，请以论文原文为准。AI 中文总结
本文档将汽油卡丁车改装为电动卡丁车，采用10 kW BLDC驱动、LiFePO4电池、滑移率牵引力控制与三级再生制动，计算表明牵引力控制为必需，最高时速约65 km/h，再生制动可回收30%能量，但续航未达目标。
AI 中文摘要
本学位论文记录了将汽油动力卡丁车改装为电池电动卡丁车的过程，该车配备10 kW无刷直流（BLDC）驱动、带电池管理系统的LiFePO4牵引电池、基于滑移的牵引力控制以及再生制动。牵引力控制通过三个霍尔效应轮速传感器估算驱动后桥的滑移率，计算公式为λ = (v_R - v_F)/v_R，当车轴发生滑移时，减小油门踏板的扭矩指令。它运行在踏板与电机控制器之间信号路径中的32位ARM Cortex-M3微控制器（SAM3X8E）上，具有电气隔离和紧急停止功能。再生制动利用电机控制器的发电机模式，分为三个阶段：松开油门时的电机制动、通过方向盘按钮实现的轻制动、以及与液压制动结合的混合制动。传动系统计算表明，该卡丁车受牵引力限制。在额定扭矩下，静止时的驱动力超过可传递的牵引力1.7至2.0倍，直至约27至43公里/小时。因此，牵引力控制是传动系统的功能性要求。计算得出的最高速度约为65公里/小时。再生制动可达约0.45 g，在蜿蜒赛道上可覆盖高达约30%的能量需求。使用标称电池能量的80%，在50%电机负载下可行驶约44分钟，因此未能达到一小时的目标。初始充电测量量化了平坦的LiFePO4电压平台，每百分之一荷电状态对应0.7至1.8 mV，这使得基于电压的荷电状态估计不可靠。冷态电池在负载下出现电压骤降，触发了低压报警。通过仪表化驾驶测试对控制功能进行验证是主要待办事项。
英文摘要
This diploma thesis documents the conversion of a petrol-powered go-kart into a battery-electric kart with a 10 kW BLDC drive, a LiFePO$_4$ traction battery with battery management system, a slip-based traction control and regenerative braking. The traction control estimates the slip of the driven rear axle from three Hall-effect wheel-speed sensors as $λ= (v_R - v_F)/v_R$ and reduces the torque command of the throttle pedal when the axle slips. It runs on a 32-bit ARM Cortex-M3 microcontroller (SAM3X8E) in the signal path between pedal and motor controller, with galvanic isolation and an emergency stop. Regenerative braking uses the generator mode of the motor controller in three stages: motor brake on throttle release, light braking via a steering-wheel button, and blended braking with the hydraulic brake. Drivetrain calculations show that the kart is traction-limited. At rated torque, the drive force at standstill exceeds the transmissible traction force by a factor of 1.7 to 2.0, up to approx. 27 to 43 km/h. Traction control is therefore a functional requirement of the drivetrain. The calculated top speed is approx. 65 km/h. Regenerative braking reaches approx. 0.45 g and could cover up to about 30 % of the energy demand on a winding track. With 80 % of the nominal battery energy, approx. 44 min of driving at 50 % motor load result, so the target of one hour is missed. The initial charging measurement quantifies the flat LiFePO$_4$ voltage plateau at 0.7 to 1.8 mV per percent state of charge, which makes voltage-based state-of-charge estimation unreliable. Cold cells showed a voltage sag under load that triggered the low-voltage alarm. Validation of the control functions by instrumented driving tests is the main open point.
CommentsGerman title: Elektro-Rennkart mit BLDC-Antrieb, LiFePO4-Batteriesystem, Antischlupfregelung und Rekuperation. Diploma thesis, HTL Braunau, Austria, 2016. Third, revised English edition, 2026, revised and translated by Johannes Stockhammer. 69 pages, 36 figures, 15 tables
