JP2007203803A - Vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simple and compact vehicle driving device capable of controlling a driving force, a toe angle, and a camber angle of a wheel, namely, the driving force, a steering angle, and a suspension damping force or the like. <P>SOLUTION: The vehicle driving device 1 is disposed for each wheel 11, and can control the driving force, the toe angle, and the camber angle of the wheel 11. The vehicle driving device 1 has a spherical rotor 2, a stator 3 which supports the spherical rotor 2 so as to cover it and is coupled with a vehicle body 10 side, and a shaft 4 which is extended from the spherical rotor 2 and coupled with the wheel 11 side. The spherical rotor 2 rotates around the shaft 4 with respect to the stator 3, and the shaft 4 and the wheel 11 are rocked. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive device for driving a vehicle, and also relates to a device capable of easily changing a toe angle and a camber angle of a vehicle.

Conventionally, in order to be able to control the camber and toe for each wheel individually by an actuator, a ball joint that supports the axle supporting the wheel at one point with respect to the vehicle body, and an upper side of the support point by the ball joint in the axle The first and second actuators that support two points in the vehicle front-rear direction, which are on the lower side, and individually displace these two support points in the vehicle width direction, and the two support points in the vehicle width direction The first and second are changed so as to change the toe of the wheel by relatively displacing the wheel and / or to change the camber of the wheel by displacing the two support points in the same direction in the vehicle width direction. There is a vehicle suspension device provided with a control means for controlling the actuator (Patent Document 1).
JP 2004-122932 A

  However, in the invention of Patent Document 1, two actuators are added to one wheel to change the toe angle and the camber angle. Therefore, the structure is complicated, the weight is increased, and high cost is required. It becomes.

  The present invention solves the above-described problem, and controls the driving force, toe angle, and camber angle of a wheel, that is, the driving force, steering angle, suspension damping force, and the like of a vehicle can be controlled with a single actuator. An object is to provide a simple and compact vehicle drive device.

  To this end, the present invention provides a vehicle drive device that is disposed for each wheel and can control the drive force, toe angle, and camber angle of the wheel. The vehicle drive device covers the spherical rotor and the spherical rotor. And a stator coupled to the vehicle body side and a shaft extending from the spherical rotor and coupled to the wheel side. The spherical rotor rotates about the shaft relative to the stator. At the same time, the shaft and the wheel swing.

  Further, in the vehicle drive device that is disposed for each wheel and can control the driving force, toe angle, and camber angle of the wheel, the vehicle drive device supports the spherical stator and the spherical stator so as to cover it, A rotor coupled to the wheel side; and a shaft extending from the spherical stator and coupled to the vehicle body side, the rotor rotating about the shaft relative to the spherical stator, and the wheels It swings.

  The vehicle drive device is supported by a suspension device connected to a vehicle body, and swings the rotor together with the swing of the suspension device.

  Accordingly, the present invention provides a structure in which the spherical rotor of the vehicle drive device rotates about the shaft relative to the stator and the shaft and wheels swing, or the rotor of the vehicle drive device is replaced with the spherical stator. On the other hand, the structure is such that the wheel rotates around the shaft and the wheel swings, and the wheel can swing back and forth in any direction, so that one drive wheel can be controlled by one actuator, It is possible to control the driving force, toe angle and camber angle of the wheel in a simple and compact manner, that is, to control the driving force, steering angle, suspension damping force and the like of the vehicle.

  Further, the vehicle drive device is supported by a suspension device connected to the vehicle body 10, and the rotor is swung together with the swing of the suspension device. Therefore, a large vibration removal is performed by the suspension, and the motor removes a fine vibration. This makes it possible to perform more precise control, such as executing the control, improving the riding comfort and improving the running stability of the vehicle. In addition, the motor can be easily designed by reducing the swing range of the motor, and the performance of rotating the wheel can be improved.

  Hereinafter, a first embodiment as an example of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic diagram of this embodiment. In the figure, 1 is a motor as an example of a vehicle drive device, 2 is a stator, 3 is a rotor, 4 is a shaft, 10 is a vehicle body, 11 is a wheel, 11a is a wheel, and 11b is a tire.

  A motor 1 is provided on a vehicle body 10 and has a stator 2 having a substantially spherical recess, a substantially spherical rotor 3 disposed in the recess of the stator 2, an extension from the rotor, and one end coupled to the rotor 3. The shaft 4 has an end coupled to the wheel 11 a of the wheel 11. A tire 11b is mounted on the outer periphery of the wheel 11a.

  FIG. 2 shows a schematic diagram of the motor of this embodiment. In the figure, 1 is a motor, 2 is a stator, 2a is a stator portion, 2b is a bearing, 2c is a stator frame, 3 is a rotor, 3a is a permanent magnet, 4 is a shaft, and 5 is a mounting portion.

  The stator 2 includes a stator portion 2a, a bearing 2b, a stator frame 2c, and the like. The stator frame 2c has a shape obtained by cutting the upper part of the sphere with a plane. The cylindrical stator portion 2a is disposed toward the center of the spherical rotor 3 along the inner surface of the stator frame 2c. The bearing 2b is a hydro bearing. The rotor 3 has a spherical shape, a permanent magnet 3a is stuck on the surface, and one end of the shaft 4 is coupled to a part of the sphere. An attachment portion 5 is coupled to the shaft 4 at the other end of the shaft 4. The shaft 4 and the attachment portion 5 may be formed integrally. The motor 1 having such a structure is supported by magnetic levitation, and the rotation is controlled by the stator 2 and the rotor 3.

  FIG. 3 shows a block diagram of the present embodiment. In the figure, 1 is a motor, 2 is a stator, 3 is a rotor, 4 is a shaft, 5 is a mounting portion, 11 is a wheel, 11a is a wheel, 11b is a tire, 21 is a driver request detection means, and 22 is a vehicle travel information detection means. , 23 is a vehicle ECU as an example of a vehicle control means, 24 is a motor operation information detection means, 25 is a motor ECU as an example of a motor control means, and 26 is a motor drive circuit.

  The driver request detection means 21 is an accelerator sensor, a brake sensor, a steering sensor, or the like that detects an operation state of an accelerator or a brake that operates acceleration / deceleration, a steering that operates steering, and the like. A request is input to the vehicle ECU 23. The vehicle travel information detection means 22 is an acceleration sensor, a vehicle speed sensor, a steering sensor, or an attitude sensor that detects the attitude, speed, acceleration, etc. of the vehicle, and inputs the state of the vehicle body 10 to the vehicle control means 23. The vehicle ECU 23 sends command signals such as wheel drive torque, steering angle, and suspension damping force to the motor ECU 25 that controls each motor 1 based on inputs from the driver request detection unit 21 and the vehicle travel information detection unit 22. In addition to the signal from the vehicle ECU, a signal from the motor operation information detection means 24 is input to the motor ECU 25.

  The motor operation information detecting means 24 is a motor rotation sensor that detects a motor rotation speed, a motor angular speed, a motor angular acceleration, a rotor position sensor that detects a rotor position such as a motor front-rear vertical swing angle, and a motor acceleration. Motor acceleration sensor or the like. The motor ECU 25 accurately determines drive torque, steering angle, suspension damping force, and the like based on signals from the vehicle ECU 23 and the motor operation information detection means 24, corrects it if necessary, and supplies the wheel drive torque and steering angle to the motor drive circuit 26. The combined motor current for adjusting the suspension damping force and the like is calculated and transmitted as a motor current command signal. The motor 1 is driven and controlled by a motor drive circuit 26, and controls the vehicle speed, drive torque, and the like by changing the number of rotations that rotate around the shaft 4, and the shaft 4 is swung to produce a toe angle and camber. The steering angle, damping force, vehicle height, etc. are controlled by changing the angle.

  Note that the transmission of these signals is made by wire, so that the mountability is improved and fine control of each wheel is possible. Further, either one of the vehicle travel information detection means 22 and the motor operation information detection means 24 may be provided and used in common.

  FIG. 4 is a diagram illustrating an execution flowchart of the vehicle ECU 23 and the motor ECU 25 of the present embodiment. FIG. 4A shows a flowchart of the vehicle ECU 23, and FIG. 4B shows a flowchart of the motor ECU 25.

  First, the vehicle ECU 23 will be described. First, in step 101, initial settings are set (S101). Next, in step 102, the driver request detection means 21 detects the operation of the accelerator, brake, steering, etc., operated by the driver, respectively, and reads the detected signal as a driver request value (S102). Next, in step 103, the vehicle travel information detecting means 22 detects the vehicle travel state such as the vehicle speed, acceleration, steering angle, posture, weight, and the like, respectively, and reads the detected signal as vehicle travel information (S103). ). Next, in step 104, the drive torque of each drive wheel is determined (S104). Next, in step 105, the steering angle of each drive wheel is determined (S105), and then in step 106, the suspension damping force of each drive wheel is determined (S106). The order from step 104 to step 106 may be changed. Next, in step 107, the driving torque, steering angle and suspension damping force obtained in steps 104 to 106 are all combined to determine the driving force and driving direction of each spherical motor 1 (S107). Next, in step 108, the motor ECU 21 is instructed of the driving force required for each spherical motor 1 (S108).

  Next, the motor ECU 22 will be described. First, in step 201, a ball motor driving current for generating the driving force requested in step 108 of the vehicle ECU 23 is calculated and commanded (S201). Next, in step 202a, it is determined whether or not the driving torque of the spherical motor 1 in operation detected by the motor operation information detecting means 24 corresponds to the commanded driving torque (S202a). As a result of step 202a, if it corresponds, the process proceeds to step 203a as it is. If not, the process corrects the driving torque of the motor 1 in step 202b (S202b), and then proceeds to step 203a.

  Next, in step 203a, it is determined whether or not the forward / backward swing angle of the operating motor 1 detected by the motor operation information detecting means 24 corresponds to the commanded steering angle (S203a). As a result of step 203a, if it corresponds, the process proceeds to step 204a as it is. If it does not correspond, the correction process of the front and rear swing angle of the motor 1 is executed in step 203b (S203b), and then the process proceeds to step 204a.

  Next, in step 204a, it is determined whether the vertical swing angle of the operating spherical motor 1 detected by the motor operation information detection means 24 and the acceleration of the motor 1 itself correspond to the commanded suspension damping force (S204a). ). As a result of step 204a, if it corresponds, the process returns to the start as it is. If not, the process of correcting the vertical swing angle of the motor 1 is executed in step 204b (S204b), and then the process returns to start.

  Next, each function achieved by the motor 1 will be described. First, the motor 1 can control the acceleration / deceleration and driving torque of the vehicle. The acceleration / deceleration and drive torque are controlled by the number of rotations around the shaft 4 of the motor 1. Since the driving torque can be freely changed in this way, the tire can be extended in life and the running stability of the vehicle can be improved by variously changing it according to the wear state of the tire and the road surface state during traveling. Can be improved.

  Second, the motor 1 can control the steering angle of the vehicle. FIG. 5 is a diagram showing a state where the toe angle of the wheels 11 is changed by the spherical motor 1 of the present embodiment to control the steering angle of the vehicle. 5 (a) is a view before the change, FIG. 5 (b) is a view at the time of front / rear wheel reverse phase steering, FIG. 5 (c) is a view at the time of front / rear wheel same phase steering, FIG. 5 (d) is a front wheel toe-in, The figure changed to rear-wheel toe-out is shown. In the front-rear wheel anti-phase steering shown in FIG. 5B, the turning radius can be reduced, and in the front-rear wheel in-phase steering shown in FIG. 5C, the lane can be changed quickly and stably during traveling. it can. Further, when the front wheel toe-in and the rear wheel toe-out shown in FIG. 5D are changed, rotation on the spot becomes possible. Since the toe angle can be freely changed in this way, it is possible to extend the life of the tire and improve the running stability of the vehicle by variously changing it according to the wear state of the tire and the road surface state during running. Can be improved.

  Third, the motor 1 can control the attitude of the vehicle. 6 to 8 are views showing a state in which the camber angle of the wheel 11 is changed and the posture of the vehicle is controlled by the motor 1 of the present embodiment.

  FIG. 6 is a view showing a state in which the turning performance of the vehicle is controlled by changing the camber angle of the wheel 11 by the motor 1 of the present embodiment. FIG. 6A is a view before the change, and FIG. 6B is a view showing a state in which the performance at the time of turning is improved. The vehicle shows a case where the vehicle turns to the left side of the page. When the vehicle turns, the camber angle of the inner wheel 11 is controlled, and the vehicle height inside the vehicle body 10 is lowered to suppress the outward roll and improve the turning performance. I have to.

  FIG. 7 is a view showing a state in which the camber angle of the wheel 11 is changed and the vehicle height is controlled by the spherical motor 1 of the present embodiment. FIG. 7 (a) is a diagram before the change, FIG. 7 (b) is a diagram showing a state in which the wheel is changed to a positive camber and raising the vehicle height, and FIG. 7 (c) is a diagram in which the wheel is changed to a negative camber. It is a figure which shows the state which lowered the vehicle height. The vehicle height can be controlled by controlling the camber angle in this way.

  FIG. 8 is a diagram illustrating a state in which the camber angle of the wheel 11 is changed and the posture of the vehicle is controlled by the motor 1 of the present embodiment. FIG. 8A is a view before the change, FIG. 8B is a front view showing a state where the wheel is controlled according to the unevenness of the ground, and FIG. 8C is a state where the wheel is controlled according to the unevenness of the ground. FIG. By controlling the camber angle in this way, the vehicle body 10 can be controlled in a constant posture even on uneven road surfaces.

  As shown in FIGS. 6 to 8, since the motor 1 can freely change the camber angle of the wheel 11, the camber angle is changed variously according to the wear state of the tire 11b, the road surface state during traveling, and the like. As a result, rolling and pitching can be suppressed and riding comfort can be improved, and vehicle running stability such as turning performance can be improved. Further, it is possible to effectively recover energy during regenerative braking and suspension damping.

  Fourth, the motor 1 can control the braking performance of the vehicle. FIG. 9 is a diagram illustrating a state where the toe angle of the wheels 11 is changed and the braking performance of the vehicle is controlled by the motor 1 of the present embodiment. FIG. 9 is a diagram showing a state in which the braking performance of the vehicle is controlled by changing the camber angle of the wheel 11 by the motor 1 of the present embodiment. 9A is a diagram showing the state of all-wheel toe-in, FIG. 9B is a diagram showing the state of all-wheel toe-out, FIG. 9C is a diagram showing the state of front-wheel toe-in, and rear-wheel toe-out, FIG. (D) is a figure which shows the state of front-wheel toe-out and rear-wheel toe-in. In this way, by controlling the toe angle of the wheels 11, control that is used in combination with the regenerative brake of the motor 1 can be performed. Therefore, the regenerative brake amount and the toe angle of each wheel 11 can be adjusted in accordance with the traveling state of the vehicle, the road surface state, and the like. By changing the balance in various ways, it is possible to improve the running stability of the vehicle and to effectively recover the energy during braking.

  10 and 11 are diagrams showing another embodiment. The motor 1 shown in FIG. 10 has a stator 2 formed in a spherical shape and a rotor 3 provided with a spherical concave portion and supported. A shaft 4 extends from the spherical stator 2, and the shaft 4 is coupled to the vehicle body 10. With such a structure, the toe angle and camber angle of the wheel 11 can be changed at the approximate center of the wheel 11. FIG. 11 shows a support structure for coupling the motor 1 to the suspension device S and the tie rod T. The motor 1 is supported by a suspension device S connected to the vehicle body, and swings the rotor 3 as the suspension device S swings. In addition, when it is used for the rear wheel and does not require large steering, it is only necessary to couple the suspension device S except the tie rod T. The suspension device S is not limited to the type shown in the figure, and may be any type.

  By adopting such a structure, it is possible to perform more precise control such as performing large vibration removal with the suspension S and large steering with the tie rod T, and performing fine vibration removal and steering. The comfort can be improved and the running stability of the vehicle can be improved. Further, by reducing the swing range of the motor 1, the design of the motor 1 is facilitated, and the performance of rotating the wheels 11 can be improved.

  Thus, by using the motor 1, one drive wheel can be controlled by one actuator, and the wheel drive force, toe angle and camber angle are controlled in a simple and compact manner, that is, the vehicle drive force, Steering angle, suspension damping force, etc. can be controlled.

The figure which shows one Embodiment of this invention The figure which shows the spherical motor of this embodiment Block diagram of this embodiment The figure which shows the flowchart of this embodiment The figure which shows the steering function of this embodiment The figure which shows the turning performance of this embodiment The figure which shows the vehicle height control of this embodiment Diagram showing the stability performance of this embodiment The figure which shows the braking performance of this embodiment The figure which shows other embodiment The figure which shows other embodiment

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Motor (vehicle drive device), 2 ... Stator, 2a ... Stator part, 2b ... Bearing, 2c ... Stator frame, 3 ... Rotor, 3a ... Permanent magnet, 4 ... Shaft, 5 ... Mounting part, 10 ... Car body, 11 ... wheel, 11a ... wheel, 11b ... tire, 21 ... driver request detection means, 22 ... vehicle travel information detection means, 23 ... vehicle ECU (vehicle control means), 24 ... motor operation information detection means, 25: motor ECU (motor Control means), 26 ... motor drive circuit, S ... suspension device, T ... tie rod

Claims (3)

In the vehicle drive device arranged for each wheel and capable of controlling the driving force, toe angle and camber angle of the wheel, the vehicle drive device supports the spherical rotor and the spherical rotor so as to cover the vehicle body side. And a shaft extending from the spherical rotor and coupled to the wheel side. The spherical rotor rotates about the shaft with respect to the stator, and the shaft and the wheel. A vehicle drive device characterized by swinging. In the vehicle drive device arranged for each wheel and capable of controlling the drive force, toe angle and camber angle of the wheel, the vehicle drive device supports the spherical stator and the spherical stator so as to cover the wheel side. And a shaft extending from the spherical stator and coupled to the vehicle body side. The rotor rotates about the shaft with respect to the spherical stator, and the wheel swings. The vehicle drive device characterized by the above-mentioned. 3. The vehicle drive device according to claim 1, wherein the vehicle drive device is supported by a suspension device connected to a vehicle body and swings the rotor together with the swing of the suspension device. 4.

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