JP2014025767A - Method of computing wheel load, vehicle cruise control unit using the same, and vehicle cruising device having such control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel load computation method which enables computation of a vertical load acting on each wheel without using load sensor outputs, and to provide a vehicle cruise control unit which uses such method, and a vehicle cruising device having such control unit.SOLUTION: A vehicle cruise control unit includes an acting load arithmetic section 120. The acting load arithmetic section 120 computes arithmetic acting load values eWWi representing computed values of acting vertical loads WW from; arithmetic supply current values eISi representing computed values of motor supply currents IS; torque constant setting values eKi representing setting values of torque constants K; an arithmetic friction coefficient value eμ representing a computed value of a road friction coefficient μ: rotation radius setting values eRi representing setting values of rotation radii R; and an equation "eWWi=(eKi×eISi)/(eμ×eRi)".

Description

  The present invention relates to a wheel load calculation method for calculating a vertical load acting on a wheel, a vehicle travel control device having the load calculation method, and a vehicle travel device having the control device.

  A conventional vehicle travel control device includes a load sensor that measures a vertical load acting on a wheel. Patent document 1 is disclosing an example of the vehicle travel control apparatus which has a load sensor.

JP 2010-111246 A

  The conventional vehicle travel control device cannot calculate the vertical load acting on the wheel when the load sensor cannot be used. Examples of situations where the load sensor cannot be used include a case where an abnormality has occurred in the load sensor and a case where the load sensor is not connected to the input unit of the vehicle travel control device.

  The present invention was created based on the above background, and an object of the present invention is to provide a wheel load calculation method capable of calculating a vertical load acting on a wheel without using an output of a load sensor. And Another object of the present invention is to provide a vehicle travel control device having this calculation method, and a vehicle travel device having this control device.

  The first means is the wheel load calculation method according to claim 1, that is, “a vertical load acting on a wheel driven by an in-wheel motor is defined as an acting vertical load, and a current supplied to the in-wheel motor” The acting vertical load is calculated based on the motor supply current indicating the magnitude of the wheel, the torque constant of the in-wheel motor, the road surface friction coefficient indicating the friction coefficient of the road surface on which the vehicle travels, and the turning radius indicating the radius of the wheel. Wheel load calculation method ".

  In a vehicle that has an in-wheel motor and does not have a speed reducer that decelerates the rotation of the in-wheel motor, the torque reaction force of the wheel and the motor torque have the relationship described below.

  The torque reaction force of the wheel indicates the reaction force of the torque acting on the wheel based on the friction between the wheel and the road surface. The torque reaction force of the wheel has a correlation with the applied normal load, the road surface friction coefficient, and the turning radius. Therefore, when the torque reaction force of the wheel is defined as “TW”, the applied vertical load is “WW”, the road surface friction coefficient is “μ”, and the turning radius is defined as “R”, the torque reaction force of the wheel is It can be described by (Formula A).

TW = WW × μ × R (Formula A)

The motor torque is a torque transmitted from the in-wheel motor to the wheel, and indicates a torque that rotates the wheel on which the torque reaction force acts at an arbitrary rotation speed. The motor torque has a correlation with the motor supply current and the torque constant. Therefore, when the motor torque is defined as “TM”, the torque constant is defined as “K”, and the motor supply current is defined as “IS”, the motor torque can be described by the following (formula B).

TM = K x IS (Formula B)

In the vehicle, the wheel torque reaction force and the motor torque have substantially the same magnitude. Therefore, the calculation formula “WW × μ × R = K × IS” is derived from (Formula A) and (Formula B). Therefore, it is possible to calculate the applied vertical load (WW) based on the motor supply current (IS), the torque constant (K), the road surface friction coefficient (μ), and the turning radius (R). For this reason, according to the wheel load calculation method of the first means, the applied vertical load can be calculated without using the output of the load sensor.

  The second means is the wheel load calculation method according to claim 2, that is, “the wheel load calculation method is a calculation of a supply current calculation value (eIS) indicating a calculation value of the motor supply current and a calculation of the torque constant. Torque constant calculated value (eK) indicating the value, torque constant set value (eK) indicating the set value of the torque constant, and friction coefficient calculated value (eμ) indicating the calculated value of the road surface friction coefficient, or the road surface friction A friction coefficient setting value (eμ) indicating a coefficient setting value, a rotation radius calculation value (eR) indicating the rotation radius calculation value, or a rotation radius setting value (eR) indicating the rotation radius setting value, and calculation The wheel load calculation method according to claim 1, wherein an operation load calculation value (eWW) indicating an operation value of the operation vertical load is calculated based on an expression "eWW = (eK × eIS) / (eμ × eR)". "including.

  The wheel load calculation method of the first means includes a configuration for calculating the applied load calculated value based on a map that defines the relationship between the supplied current calculated value and the applied load calculated value. When designing a calculation process based on this wheel load calculation method, an operation for adapting the relationship between the supply current calculation value and the action load calculation value in the map is required. On the other hand, the wheel load calculation method of the second means calculates the applied load calculation value based on the above formula. For this reason, when designing the arithmetic processing based on this wheel load calculation method, the operation | work for adapting the said relationship can be abbreviate | omitted. For this reason, the load concerning the design of the arithmetic processing based on the wheel load calculation method is reduced.

  The third means is the wheel load calculation method according to claim 3, that is, “the vertical load acting on the wheel driven by the in-wheel motor is defined as the acting vertical load, and the current supplied to the in-wheel motor” The motor supply current indicating the magnitude of the motor, the torque constant of the in-wheel motor, the reduction ratio of the speed reducer that decelerates the rotation of the in-wheel motor and transmits it to the wheel, and the road surface friction that indicates the friction coefficient of the road surface on which the vehicle travels A wheel load calculation method for calculating the action vertical load based on a coefficient and a rotation radius indicating a radius of the wheel.

  In a vehicle having an in-wheel motor and having a speed reducer that decelerates the rotation of the in-wheel motor, the torque reaction force of the wheel and the motor torque have the relationship described below. The torque reaction force of the wheel is described by the above (formula A).

  The motor torque is a torque transmitted from the in-wheel motor to the wheel, and indicates a torque that rotates the wheel on which the torque reaction force acts at an arbitrary rotation speed. The motor torque has a correlation with a motor supply current, a torque constant, and a reduction gear reduction ratio. Therefore, when the motor torque is defined as “TM”, the torque constant as “K”, the motor supply current as “IS”, and the reduction gear ratio as “N”, the motor torque is expressed by the following (formula C). Can be described by

TM = K x IS x N (Formula C)

In the vehicle, the wheel torque reaction force and the motor torque have substantially the same magnitude. For this reason, the calculation formula “WW × μ × R = K × IS × N” is derived from (Formula A) and (Formula C). Therefore, the applied vertical load (WW) can be calculated based on the motor supply current (IS), the torque constant (K), the reduction ratio (N), the road surface friction coefficient (μ), and the turning radius (R). . For this reason, according to the wheel load calculation method of the third means, the acting vertical load can be calculated without using the output of the load sensor.

  The fourth means is the wheel load calculation method according to claim 4, that is, “the wheel load calculation method is a calculation of a supply current calculation value (eIS) indicating a calculation value of the motor supply current and a calculation of the torque constant. A torque constant calculation value (eK) indicating a value, a torque constant setting value (eK) indicating a setting value of the torque constant, a reduction ratio calculation value (eN) indicating a calculation value of the reduction ratio, or the reduction ratio A reduction ratio setting value (eN) indicating a setting value, a friction coefficient calculation value (eμ) indicating a calculation value of the road surface friction coefficient, or a friction coefficient setting value (eμ) indicating a setting value of the road surface friction coefficient; Rotation radius calculation value (eR) indicating the calculation value of the rotation radius, or rotation radius setting value (eR) indicating the setting value of the rotation radius, and the formula “eWW = (eK × eIS × eN) / (eμ × eR) ) "Based on said action Including wheel load calculation method "described in claim 3 for calculating the applied load calculation value indicating the calculated value of the linear load (eww).

  The wheel load calculation method of the third means includes a configuration that calculates the applied load calculated value based on a map that defines the relationship between the supplied current calculated value and the applied load calculated value. When designing a calculation process based on this wheel load calculation method, an operation for adapting the relationship between the supply current calculation value and the action load calculation value in the map is required. On the other hand, the wheel load calculation method of the fourth means calculates the applied load calculation value based on the above calculation formula. For this reason, when designing the arithmetic processing based on this wheel load calculation method, the operation | work for adapting the said relationship can be abbreviate | omitted. For this reason, the load concerning the design of the arithmetic processing based on the wheel load calculation method is reduced.

  The fifth means is the wheel load calculation method according to claim 5, that is, “The wheel load calculation method uses an initial vertical load as a vertical load acting on the wheel in a state where there is no heavy object on the vehicle. The vertical load acting on the wheel based on the acceleration is defined as the dynamic vertical load, the vertical load acting on the wheel based on the weight of the vehicle weight is defined as the additional vertical load, and the vertical acting The wheel load calculation method according to any one of claims 1 to 4, wherein the additional vertical load is calculated based on a load, the dynamic vertical load, and the initial vertical load.

  The initial vertical load has a correlation with the structure of the vehicle. The dynamic vertical load has a correlation with the acceleration of the vehicle. The applied vertical load indicates a value reflecting a change in the vertical load based on the weight of the heavy object on the vehicle and a change in the dynamic vertical load based on the acceleration of the vehicle. Therefore, the additional vertical load can be calculated based on the initial vertical load, the dynamic vertical load, and the action vertical load as known values. The heavy vehicle weight includes at least one of a vehicle occupant and an article mounted on the vehicle.

  The sixth means is the wheel load calculation method according to claim 6, that is, “the wheel load calculation method is to determine the passenger type of the occupant based on the additional vertical load. Method ".

  In a vehicle, a working vertical load increases when a person gets on board. For this reason, the additional vertical load when the occupant is present indicates a value reflecting the increased vertical load based on at least the weight of the occupant. For this reason, a passenger | crew's boarding type can be determined based on an additional vertical load. Based on this point, the sixth means determines the occupant type of the occupant based on the additional vertical load. For this reason, it becomes possible to grasp | ascertain a passenger's riding type in the vehicle which does not have a seat sensor. The occupant riding type includes a plurality of types classified according to the occupant's boarding position.

  The seventh means is the wheel load calculation method according to claim 7, that is, "the vehicle has a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel as the wheel, and the wheel The load calculation method includes, as the initial vertical load, a right front initial vertical load indicating an initial vertical load of the right front wheel, a left front initial vertical load indicating an initial vertical load of the left front wheel, and an initial vertical load of the right rear wheel. The right rear initial vertical load indicating the left rear wheel initial vertical load indicating the initial right load of the left rear wheel is memorized, the right front operating vertical load indicating the action vertical load of the right front wheel, and the left front wheel acting vertical load. Left front acting vertical load showing the right rear wheel acting vertical load showing the right rear acting vertical load, and the left A left rear acting vertical load indicating the acting vertical load of the awheel is calculated, a right front dynamic vertical load indicating the dynamic vertical load of the right front wheel, and a left front dynamic vertical load indicating the dynamic vertical load of the left front wheel. Calculating a right rear dynamic vertical load indicating the dynamic vertical load of the right rear wheel and a left rear dynamic vertical load indicating the dynamic vertical load of the left rear wheel, and calculating the right front acting vertical load and the right forward motion. The right front additional vertical load indicating the additional vertical load of the right front wheel is calculated based on the dynamic vertical load and the right front initial vertical load, and the left front acting vertical load, the left front dynamic vertical load, and the left front initial vertical are calculated. Based on the load, a left front additional vertical load indicating an additional vertical load of the left front wheel is calculated, the right rear acting vertical load, the right rear dynamic vertical load, and the right rear initial A right rear additional vertical load indicating an additional vertical load of the right rear wheel is calculated based on the direct load, and based on the left rear acting vertical load, the left rear dynamic vertical load, and the left rear initial vertical load. Calculating a left rear additional vertical load indicating an additional vertical load of the left rear wheel, a plurality of riding types, the right front additional vertical load, the left front additional vertical load, the right rear additional vertical load, and the left rear additional load. The wheel load calculation method according to claim 6, wherein the riding type of the occupant is determined based on correspondence type information indicating a relationship with a vertical load.

  The eighth means is the wheel load calculation method according to claim 8, that is, “the vehicle has a vehicle behavior control device, and the vehicle behavior control device has a vehicle model storage unit, and the vehicle model The storage unit stores a vehicle model, the vehicle model has a vertical load set value indicating a set value of a vertical load acting on the wheel, and the wheel load calculation method uses the vertical load set value as the action. The wheel load calculation method according to any one of claims 1 to 7, which is updated by a vertical load.

  The applied vertical load while the vehicle is running changes under the influence of heavy objects on the vehicle and acceleration. For this reason, while the vehicle is traveling, the vertical load setting value of the vehicle model may show a value different from the actual applied vertical load. In the vehicle behavior control, as the difference between the vertical load setting value and the actual action vertical load increases, the control parameter of the vehicle behavior control tends to deviate from the target value. For this reason, the amount of control calculated to bring the control parameter close to the target value increases. Based on this point, the eighth means updates the vertical load setting value of the vehicle model with the applied vertical load. For this reason, the difference between the vertical load setting value and the actual working vertical load is smaller than in the configuration in which the vertical load setting value is assumed not to be updated. For this reason, it is suppressed that the controlled variable in vehicle behavior control becomes large too much.

  The ninth means is the vehicle travel control device according to claim 9, that is, “a vehicle travel control device having an action load calculation unit for calculating an action vertical load, wherein the action load calculation unit is defined in claim 1. The vehicle travel control apparatus which calculates the said action | operation normal load using the wheel load calculation method as described in any one of -8.

  The tenth means includes the vehicle travel device according to claim 10, that is, the “vehicle travel device having the in-wheel motor, the wheel, and the vehicle travel control device according to claim 9”.

  The present invention relates to a wheel load calculation method capable of calculating a vertical load acting on a wheel without using an output of a load sensor, a vehicle travel control device having the calculation method, and a vehicle having the control device. A traveling device is provided.

It is a figure regarding the vehicle travel control apparatus of 1st Embodiment, and is a block diagram which shows the structure of a vehicle provided with the apparatus. The block diagram which shows the structure of the control system in the vehicle travel control apparatus of 1st Embodiment. The block diagram which shows the structure of the integrated control unit in the vehicle travel control apparatus of 1st Embodiment. It is a graph memorize | stored in the vehicle travel control apparatus of 1st Embodiment, and is a graph which shows the relationship between the longitudinal acceleration calculated value and the longitudinal dynamic load calculated value. It is a graph memorize | stored in the vehicle travel control apparatus of 1st Embodiment, and is a graph which shows the relationship between the left-right acceleration calculated value and the left-right dynamic load calculated value. It is a riding type stored in the vehicle travel control device of the first embodiment, (a) is the eleventh riding type, (b) is the twelfth riding type, (c) is the thirteenth riding type, and (d) is the first type. 14 is a model diagram showing the 14th riding type, (e) is the 15th riding type, (f) is the 16th riding type, (g) is the 17th riding type, and (h) is the 18th riding type. It is a riding type stored in the vehicle travel control device of the first embodiment, (a) is the 21st riding type, (b) is the 22nd riding type, (c) is the 23rd riding type, (d) is the No. 24 is a model diagram showing a 24th riding type, (e) is a 25th riding type, (f) is a 26th riding type, (g) is a 27th riding type, and (h) is a 28th riding type.

(First embodiment)
With reference to FIG. 1, the structure of the vehicle 1 is demonstrated. In the following description, the right indicates the right in the vehicle width direction when the traveling direction of the vehicle 1 is used as a reference. Further, the left indicates the left in the vehicle width direction when the traveling direction of the vehicle 1 is used as a reference. Moreover, 1 set regarding a component shows the set comprised by the some component which has the same or similar function.

  The vehicle 1 has a configuration illustrated in FIG. The vehicle 1 has a vehicle travel device 10. The vehicle 1 has a four-wheel drive system in which the vehicle 1 travels by the driving force of a set of travel units 20 that constitute the vehicle travel device 10.

  The vehicle travel device 10 includes a pair of travel units 20 and a vehicle control device 30. In the vehicle travel device 10, the four travel units 20 constitute a set of travel units 20. The vehicle travel device 10 controls each travel unit 20 by the vehicle control device 30.

  The set of travel units 20 includes a first travel unit 20, a second travel unit 20, a third travel unit 20, and a fourth travel unit 20. The first traveling unit 20 is disposed in the right front portion of the vehicle 1. The second traveling unit 20 is disposed in the left front portion of the vehicle 1. The third traveling unit 20 is disposed in the right rear portion of the vehicle 1. The fourth traveling unit 20 is disposed in the left rear portion of the vehicle 1.

  The traveling unit 20 includes a wheel 21, a wheel hub 24, and a motor 25. The traveling unit 20 drives the wheel 21 by the motor 25. The traveling unit 20 forms a wheel 21 by the wheel body 22 and the tire 23. The traveling unit 20 connects the wheel body 22 to the wheel hub 24.

  The in-wheel motor as the motor 25 has a motor body 26 and a rotor shaft 27. The motor 25 connects the rotor shaft 27 to the wheel hub 24. The motor 25 is disposed outside the wheel 21 as a whole of the motor body 26. The motor 25 has a function of adjusting the magnitude of torque input to the wheel 21 independently of the other wheels. The wheel 21 of the first traveling unit 20 corresponds to an example of a right front wheel. Further, the wheel 21 of the second traveling unit 20 corresponds to an example of a left front wheel. Further, the wheel 21 of the third traveling unit 20 corresponds to an example of a right rear wheel. Further, the wheel 21 of the fourth traveling unit 20 corresponds to an example of a left rear wheel.

  The vehicle control device 30 has a configuration illustrated in FIG. The vehicle control device 30 includes a vehicle behavior control device 40, a vehicle travel control device 50, a steering angle sensor 31, a steering torque sensor 32, four current sensors 33, a longitudinal acceleration sensor 34, and a lateral acceleration sensor 35.

  The vehicle behavior control device 40 performs a calculation for controlling behavior related to traveling of the vehicle 1. The vehicle behavior control device 40 includes a vehicle behavior control unit 41 and a vehicle model storage unit 42. The vehicle behavior control device 40 stores the vehicle model in the vehicle model storage unit 42.

  The vehicle behavior control unit 41 performs vehicle stabilization control for stabilizing the behavior of the vehicle 1. The vehicle behavior control unit 41 calculates the calculated value of the yaw rate of the vehicle 1 based on the vehicle model, and executes the yaw rate feedback control based on the target yaw rate and the calculated value of the yaw rate. The vehicle model has a vertical load setting value eWWA that defines the vertical load of the wheel 21. The vertical load set value eWWA is set in advance as a representative value of the vertical load acting on the wheel 21 when the vehicle 1 is traveling based on the result of the test.

  The vehicle travel control device 50 has a configuration illustrated in FIG. The vehicle travel control device 50 includes an overall control unit 100 and a set of individual control units 60. The vehicle travel control device 50 includes four individual control units 60 as independent components. The vehicle travel control device 50 connects each individual control unit 60 to the overall control unit 100 through a communication circuit.

  The set of individual control units 60 includes a first individual control unit 60, a second individual control unit 60, a third individual control unit 60, and a fourth individual control unit 60. The first individual control unit 60 directly controls the first traveling unit 20. The second individual control unit 60 directly controls the second traveling unit 20. The third individual control unit 60 directly controls the third traveling unit 20. The fourth individual control unit 60 directly controls the fourth traveling unit 20. Each individual control unit 60 is connected to the motor 25 and the current sensor 33. Each individual control unit 60 drives the motor 25 by supplying a current to the motor 25.

  The overall control unit 100 has the configuration illustrated in FIG. The overall control unit 100 includes a load calculation unit 110, an applied load reflection unit 150, and a riding type determination unit 160. The overall control unit 100 is connected to each of the steering angle sensor 31, the steering torque sensor 32, each current sensor 33, the longitudinal acceleration sensor 34, and the lateral acceleration sensor 35. The overall control unit 100 is connected to the vehicle behavior control device 40.

Details of the load calculation unit 110 will be described with reference to FIG. 3.
The load calculation unit 110 performs a calculation based on the wheel load calculation method. In the wheel load calculation method, the load calculation unit 110 defines a motor supply current IS, a torque constant K, a road surface friction coefficient μ, a rotation radius R, a longitudinal acceleration GX, and a lateral acceleration GY. In the wheel load calculation method, the load calculation unit 110 defines an action vertical load WW, an initial vertical load WB, a dynamic vertical load WG, a front-rear dynamic load WX, a left-right dynamic load WY, and an additional vertical load WH. The load calculation unit 110 performs a predetermined calculation using each specified parameter. The load calculation unit 110 associates parameters and components corresponding to each other by giving an identifier of “i” to each parameter.

  The motor supply current IS indicates the magnitude of the current supplied to the motor 25. A torque constant K indicates a torque constant of the motor 25. The road surface friction coefficient μ indicates the friction coefficient of the road surface on which the vehicle 1 travels. The rotation radius R indicates the radius of the wheel 21. The longitudinal acceleration GX indicates the acceleration acting on the vehicle 1 in the longitudinal direction of the vehicle 1. The lateral acceleration GY indicates an acceleration acting on the vehicle 1 in the lateral direction of the vehicle 1. The acting vertical load WW indicates a vertical load acting on the wheel 21. The initial vertical load WB indicates a vertical load that acts on the wheel 21 in a state where there is no heavy object on the vehicle. The dynamic vertical load WG indicates a vertical load acting on the wheel 21 based on the acceleration of the vehicle 1. The longitudinal dynamic load WX indicates a vertical load acting on the wheel 21 based on the longitudinal acceleration GX of the vehicle 1. That is, the front-rear dynamic load WX indicates a front-rear direction component of the dynamic vertical load WG. The left-right dynamic load WY indicates the acceleration acting on the wheel 21 based on the left-right acceleration GY of the vehicle 1. That is, the left-right dynamic load WY indicates a component in the left-right direction of the dynamic vertical load WG. The additional vertical load WH indicates a vertical load acting on the wheel 21 based on the weight of the heavy object on the vehicle. The on-vehicle heavy object includes at least one of an occupant of the vehicle 1 and an article mounted on the vehicle 1.

  The load calculation unit 110 has a configuration illustrated in FIG. The load calculation unit 110 includes a control information storage unit 111, a friction coefficient calculation unit 112, a supply current calculation unit 113, a longitudinal acceleration calculation unit 114, a lateral acceleration calculation unit 115, a dynamic load calculation unit 130, an applied load calculation unit 120, and An additional load calculation unit 140 is included. The load calculation unit 110 calculates an action load calculation value eWWi indicating the calculation value of the action vertical load WW for each wheel 21. The load calculation unit 110 outputs the applied load calculation value eWWi for each wheel 21 to the applied load reflection unit 150. The load calculation unit 110 calculates an additional load calculation value eWHi indicating the calculation value of the additional vertical load WH for each wheel 21. The load calculation unit 110 outputs the additional load calculation value eWHi for each wheel 21 to the ride type determination unit 160.

The control information storage unit 111 stores the following information.
The control information storage unit 111 stores an initial load setting value eWBi that is a setting value of the initial vertical load WB that acts on the wheel 21. The control information storage unit 111 stores an initial load setting value eWBi set for each wheel 21. The control information storage unit 111 assigns “eWB1” to “eBW4” as the initial load setting value eWBi to each of the wheels 21 of the first to fourth travel units 20. The control information storage unit 111 outputs an initial load setting value eWBi for each wheel 21 to the additional load calculation unit 140. The initial load set value eWBi is set based on the initial vertical load WB measured by the test.

  The initial vertical load WB of the first traveling unit 20 corresponds to an example of a right front initial vertical load. The initial vertical load WB of the second traveling unit 20 corresponds to an example of a left front initial vertical load. The initial vertical load WB of the third traveling unit 20 corresponds to an example of a right rear initial vertical load. The initial vertical load WB of the fourth traveling unit 20 corresponds to an example of a left rear initial vertical load.

  The control information storage unit 111 stores a torque constant setting value eKi that is a setting value of the torque constant K of the motor 25. The control information storage unit 111 stores a torque constant set value eKi set for each motor 25. The control information storage unit 111 assigns “eK1” to “eK4” as the torque constant setting value eKi to each of the motors 25 of the first to fourth travel units 20. The control information storage unit 111 outputs a torque constant set value eKi for each motor 25 to the applied load calculation unit 120. The torque constant set value eKi is set based on the torque constant K measured by the test.

  The control information storage unit 111 stores a rotation radius setting value eRi that is a setting value of the rotation radius R of the wheel 21. The control information storage unit 111 stores a turning radius setting value eRi set for each wheel 21. The control information storage unit 111 assigns “eR1” to “eR4” as the rotation radius setting value eRi to each of the wheels 21 of the first to fourth travel units 20. The control information storage unit 111 outputs the rotation radius setting value eRi for each wheel 21 to the applied load calculation unit 120. The turning radius set value eRi is set based on the turning radius R measured by a test in a state where the wheel 21 is not attached to the vehicle body of the vehicle 1.

  The friction coefficient calculator 112 receives a steering angle signal SA that is an output signal of the steering angle sensor 31. The friction coefficient calculation unit 112 receives a steering torque signal SB that is an output signal of the steering torque sensor 32. The friction coefficient calculation unit 112 calculates a friction coefficient calculation value eμ indicating a calculation value of the road surface friction coefficient μ based on the steering angle signal SA and the steering torque signal SB. The friction coefficient calculation unit 112 outputs the friction coefficient calculation value eμ to the applied load calculation unit 120.

  The supply current calculation unit 113 receives a current signal SC that is an output signal of the current sensor 33. The supply current calculation unit 113 calculates a supply current calculation value eISi indicating the calculation value of the motor supply current IS for each motor 25 based on the current signal SC. “EIS1” to “eIS4” are assigned to the motors 25 of the first to fourth travel units 20 as the supply current calculation values eISi. The supply current calculation unit 113 outputs a supply current calculation value eISi for each motor 25 to the applied load calculation unit 120.

  The applied load calculation unit 120 calculates the applied load calculated value eWWi for each wheel 21 based on the torque constant set value eKi, the supply current calculated value eISi, the friction coefficient calculated value eμ, the rotation radius set value eRi, and the following (Equation 1). Is calculated.

eWWi = (eKi × eISi) / (eμ × eRi) (Formula 1)

The applied load calculation unit 120 assigns “eWW1” to “eWW4” as the applied load calculated value eWWi to each of the wheels 21 of the first to fourth travel units 20. The applied load calculation unit 120 outputs an applied load calculation value eWWi for each wheel 21 to the additional load calculation unit 140. The applied load calculation unit 120 outputs an applied load calculation value eWWi for each wheel 21 to the applied load reflection unit 150.

  The action vertical load WW of the first traveling unit 20 corresponds to an example of a right front action vertical load. Further, the action vertical load WW of the second traveling unit 20 corresponds to an example of a left front action vertical load. Further, the action vertical load WW of the third traveling unit 20 corresponds to an example of a right rear action vertical load. Further, the action vertical load WW of the fourth traveling unit 20 corresponds to an example of a left rear action vertical load.

  The longitudinal acceleration calculation unit 114 receives a longitudinal acceleration signal SD that is an output signal of the longitudinal acceleration sensor 34. The longitudinal acceleration calculation unit 114 calculates a longitudinal acceleration calculation value eGX indicating a calculation value of the longitudinal acceleration GX based on the longitudinal acceleration signal SD. The longitudinal acceleration calculation unit 114 handles the positive longitudinal acceleration calculation value eGX as the forward acceleration. The longitudinal acceleration calculation unit 114 handles the negative longitudinal acceleration calculation value eGX as a backward acceleration. The longitudinal acceleration calculation unit 114 outputs the longitudinal acceleration calculation value eGX to the dynamic load calculation unit 130.

  The lateral acceleration calculation unit 115 receives a lateral acceleration signal SE that is an output signal of the lateral acceleration sensor 35. The left / right acceleration calculation unit 115 calculates a left / right acceleration calculation value eGY indicating a calculated value of the left / right acceleration GY based on the left / right acceleration signal SE. The lateral acceleration calculation unit 115 handles the positive lateral acceleration calculation value eGY as a rightward acceleration. The lateral acceleration calculation unit 115 handles the negative lateral acceleration calculation value eGY as leftward acceleration. The lateral acceleration calculation unit 115 outputs the lateral acceleration calculation value eGY to the dynamic load calculation unit 130.

  The dynamic load calculation unit 130 calculates a front-rear dynamic load calculation value eWX indicating a calculation value of the front-rear dynamic load WX based on the front-rear dynamic load calculation map shown in FIG. 4 and the front-rear acceleration calculation value eGX. . The dynamic load calculation unit 130 calculates a left-right dynamic load calculation value eWY indicating a calculation value of the left-right dynamic load WY based on the left-right dynamic load calculation map shown in FIG. 5 and the left-right acceleration calculation value eGY. .

  The longitudinal dynamic load calculation map of FIG. 4 has an axis that defines the longitudinal acceleration calculated value eGX as the X axis, and an axis that defines the longitudinal dynamic load calculated value eWX as the Y axis. The longitudinal dynamic load calculation value eWX increases in the positive direction as the absolute value of the longitudinal acceleration calculation value eGX increases in the positive region of the longitudinal acceleration calculation value eGX. The longitudinal dynamic load calculation value eWX increases in the negative direction as the absolute value of the longitudinal acceleration calculation value eGX increases in the negative region of the longitudinal acceleration calculation value eGX. The longitudinal dynamic load calculation value eWX indicates “0” when the longitudinal acceleration calculation value eGX is “0”. The origin of the longitudinal dynamic load calculation map indicates “0”.

  The left-right dynamic load calculation map of FIG. 5 has an axis that defines the left-right acceleration calculated value eGY as the X-axis, and an axis that defines the left-right dynamic load calculated value eWY as the Y-axis. The left-right dynamic load calculated value eWY increases in the positive direction as the absolute value of the left-right acceleration calculated value eGY increases in the positive region of the left-right acceleration calculated value eGY. The left-right dynamic load calculation value eWY increases in the negative direction as the absolute value of the left-right acceleration calculation value eGY increases in the negative region of the left-right acceleration calculation value eGY. The left-right dynamic load calculation value eWY indicates “0” when the left-right acceleration calculation value eGY is “0”. The origin of the left-right dynamic load calculation map indicates “0”.

  The dynamic load calculation unit 130 calculates the dynamic load calculation value eWGi indicating the calculation value of the dynamic vertical load WG based on the front and rear dynamic load calculation value eWX, the left and right dynamic load calculation value eWY, and the following (Equation 2). Is calculated for each wheel 21. When calculating the dynamic load calculation value eWGi of the wheel 21 as the right front wheel, the dynamic load calculation unit 130 maintains the signs of the front and rear dynamic load calculation value eWX and the left and right dynamic load calculation value eWY calculated from the map. Then, the calculation of (Equation 2) is performed. When calculating the dynamic load calculation value eWGi of the wheel 21 as the left front wheel, the dynamic load calculation unit 130 reverses the sign of the left and right dynamic load calculation value eWY calculated from the map, and calculates (Equation 2) I do. When calculating the dynamic load calculation value eWGi of the wheel 21 as the right rear wheel, the dynamic load calculation unit 130 reverses the sign of the front-rear dynamic load calculation value eWX calculated from the map, and calculates (Formula 2) I do. When calculating the dynamic load calculation value eWGi of the wheel 21 as the left rear wheel, the dynamic load calculation unit 130 inverts the signs of the front and rear dynamic load calculation value eWX and the left and right dynamic load calculation value eWY calculated from the map. Then, the calculation of (Equation 2) is performed.

eWGi = eWX + eWY (Formula 2)

The dynamic load calculation unit 130 assigns “eWG1” to “eWG4” as the dynamic load calculation value eWGi to each of the wheels 21 of the first to fourth travel units 20. The dynamic load calculation unit 130 outputs the dynamic load calculation value eWGi for each wheel 21 to the additional load calculation unit 140.

  The dynamic vertical load WG of the first traveling unit 20 corresponds to an example of a right front dynamic vertical load. The dynamic vertical load WG of the second traveling unit 20 corresponds to an example of a left front dynamic vertical load. Further, the dynamic vertical load WG of the third traveling unit 20 corresponds to an example of a right rear dynamic vertical load. Further, the dynamic vertical load WG of the fourth traveling unit 20 corresponds to an example of a left rear dynamic vertical load.

  The additional load calculation unit 140 calculates the additional load calculation value eWHi indicating the calculation value of the additional vertical load WH based on the initial load setting value eWBi, the action load calculation value eWWi, the dynamic load calculation value eWGi, and the following (Equation 3). Is calculated for each wheel 21.

eWHi = eWWi−eWGi−eWBi (Formula 3)

The additional load calculation unit 140 assigns “eWH1” to “eWH4” as the additional load calculation value eWHi to each of the wheels 21 of the first to fourth travel units 20. The additional load calculation unit 140 outputs the additional load calculation value eWHi for each wheel 21 to the riding type determination unit 160.

  The additional vertical load WH of the first traveling unit 20 corresponds to an example of a right front additional vertical load. Further, the additional vertical load WH of the second traveling unit 20 corresponds to an example of a left front additional vertical load. Further, the additional vertical load WH of the third traveling unit 20 corresponds to an example of a right rear additional vertical load. Further, the additional vertical load WH of the fourth traveling unit 20 corresponds to an example of a left rear additional vertical load.

  When receiving the applied load calculation value eWWi from the applied load calculation unit 120, the applied load reflection unit 150 updates the vertical load set value eWWA of the vehicle model storage unit 42 (see FIG. 2). The applied load reflecting unit 150 updates the vertical load set value eWWA by replacing the vertical load set value eWWA in the vehicle model storage unit 42 with a new applied load calculation value eWWi.

The ride type determination unit 160 will be described with reference to FIGS. 6 and 7.
The riding type determination unit 160 determines the riding type of the vehicle 1 based on the additional load calculation value eWHi. The riding type indicates the riding form of the occupant in each seat of the vehicle 1. The vehicle 1 has a driver seat, a passenger seat, a right rear seat, and a left rear seat. 6 (a) to 6 (h) and FIGS. 7 (a) to 7 (h) are model views of the seat of the vehicle 1, respectively. The square on the upper right of each model diagram indicates the driver's seat. The square on the upper left of each model diagram indicates the passenger seat. The lower right square in each model diagram indicates the right rear seat. The lower left square of each model diagram indicates the left rear seat. A dot portion of each model diagram indicates a seat on which an occupant is seated.

  The ride type determination unit 160 stores correspondence type information indicating the relationship between a plurality of ride types and the additional vertical load WH of each wheel 21 in advance. The correspondence type information has eleventh riding type P11 to eighteenth riding type P18 shown in FIG. 6 as riding types when a passenger is seated in the driver's seat. The correspondence type information includes the 21st riding type P21 to the 28th riding type P28 shown in FIG. 7 as the riding types when no occupant is seated in the driver's seat.

  The eleventh riding type P11 shows the riding form of the occupant shown in FIG. The eleventh passenger type P11 indicates a riding mode in which an occupant is seated in the driver's seat and no occupant is seated in the passenger seat, the right rear seat, and the left rear seat.

  The twelfth riding type P12 indicates the riding mode of the occupant shown in FIG. 6 (b). The twelfth passenger type P12 indicates a riding mode in which an occupant is seated in the driver seat and the passenger seat, and no occupant is seated in the right rear seat and the left rear seat.

  The thirteenth riding type P13 shows the riding mode of the occupant shown in FIG. The thirteenth passenger type P13 shows a riding configuration in which an occupant is seated in the driver's seat and the right rear seat and no occupant is seated in the passenger seat and the left rear seat.

  The fourteenth riding type P14 shows the riding form of the occupant shown in FIG. 6 (d). The fourteenth riding type P14 shows a riding configuration in which an occupant is seated in the driver seat and the left rear seat, and no occupant is seated in the passenger seat and the right rear seat.

  The fifteenth riding type P15 shows the riding mode of the occupant shown in FIG. The fifteenth riding type P15 shows a riding mode in which an occupant is seated in a driver seat, a passenger seat, and a right rear seat, and no occupant is seated in a left rear seat.

  The sixteenth riding type P16 shows the riding form of the occupant shown in FIG. The sixteenth riding type P16 shows a riding form in which a passenger is seated in the driver's seat, the passenger seat, and the left rear seat, and no passenger is seated in the right rear seat.

  The seventeenth riding type P17 shows the riding mode of the occupant shown in FIG. 6 (g). The seventeenth riding type P17 shows a riding configuration in which an occupant is seated in the driver's seat, the right rear seat, and the left rear seat, and no occupant is seated in the passenger seat.

  The eighteenth riding type P18 shows the riding form of the occupant shown in FIG. 6 (h). The eighteenth riding type P18 shows a riding mode in which an occupant is seated in each of a driver seat, a passenger seat, a right rear seat, and a left rear seat.

  The twenty-first ride type P21 shows a passenger riding mode shown in FIG. 7 (a). The 21st passenger type P21 shows a riding mode in which an occupant is seated in the passenger seat and no occupant is seated in the driver seat, the right rear seat, and the left rear seat.

  The 22nd riding type P22 shows the riding form of the occupant shown in FIG. 7 (b). The 22nd passenger type P22 shows a riding configuration in which an occupant is seated in the right rear seat and no occupant is seated in the driver seat, the passenger seat, and the left rear seat.

  The 23rd riding type P23 shows the riding form of the occupant shown in FIG. The 23rd passenger type P23 shows a riding configuration in which an occupant is seated in the left rear seat and no occupant is seated in the driver seat, the passenger seat, and the right rear seat.

  The twenty-fourth riding type P24 shows the riding form of the occupant shown in FIG. The twenty-fourth riding type P24 indicates a riding configuration in which an occupant is seated in the passenger seat and the right rear seat, and no occupant is seated in the driver seat and the left rear seat.

  The 25th riding type P25 indicates the riding mode of the occupant shown in FIG. The 25th passenger type P25 indicates a riding mode in which an occupant is seated in the passenger seat and the left rear seat, and no occupant is seated in the driver seat and the right rear seat.

  The twenty-sixth riding type P26 shows the riding mode of the occupant shown in FIG. The twenty-sixth passenger type P26 shows a riding configuration in which an occupant is seated in the right rear seat and the left rear seat and no occupant is seated in the driver seat and the passenger seat.

  The twenty-seventh riding type P27 shows the riding mode of the occupant shown in FIG. The 27th passenger type P27 shows a riding configuration in which an occupant is seated in the passenger seat, the right rear seat, and the left rear seat, and no occupant is seated in the driver seat.

  The twenty-eighth riding type P28 shows the riding mode of the occupant shown in FIG. The twenty-eighth riding type P28 indicates a riding mode in which no occupant is seated in each of the driver's seat, the passenger seat, the right rear seat, and the left rear seat.

  The correspondence type information has load range information in which one riding type and the range of the additional load calculation value eWHi of each wheel 21 are associated with each other for each riding type. The load range information is information in which the range of the additional load calculation value eWH1, the range of the additional load calculation value eWH2, the range of the additional load calculation value eWH3, and the range of the additional load calculation value eWH4 are associated with one riding type. Have For example, the load range information of the eleventh riding type P11 includes the range of the calculation value eWH1 corresponding to the riding type, the range of the calculation value eWH2 corresponding to the riding type, the range of the calculation value eWH3 corresponding to the riding type, and It has a range of the calculated value eWH4 corresponding to this riding type.

  The riding type determination unit 160 determines the riding type corresponding to the additional load calculation value eWHi according to the following procedure based on the additional load calculation value eWHi for each wheel 21 received from the additional load calculation unit 140 and the corresponding type information. .

  In the first step, the ride type determination unit 160 determines a range including the additional load calculation values eWH1 to eWH4 based on the load range information. In the second step, the ride type determination unit 160 matches a combination of ranges including the additional load calculation values eWH1 to eWH4 with load range information of each ride type. When the ride type determination unit 160 confirms the ride type corresponding to the combination of the ranges including the calculated values eWH1 to eWH4 in the third step, the ride type is determined as the type of ride corresponding to the additional load calculated value eWHi. Confirmed as a judgment result. In the fourth step, the riding type determining unit 160 outputs a riding type determination value ePH indicating the determined riding type to the vehicle behavior control device 40. The vehicle behavior control device 40 reflects the riding type determination value ePH in the vehicle behavior control.

The operation of the vehicle 1 will be described.
In the vehicle 1, the torque reaction force of the wheel 21 and the motor torque have the relationship described below. The torque reaction force of the wheel 21 indicates the reaction force of the torque acting on the wheel 21 based on the friction between the wheel 21 and the road surface. The torque reaction force of the wheel 21 has a correlation with the acting vertical load WW, the road surface friction coefficient μ, and the turning radius R. For this reason, when the torque reaction force of the wheel 21 is defined as “TW”, the torque reaction force TW of the wheel 21 can be described by the following (formula A).

TW = WW × μ × R (Formula A)

The motor torque is torque that is transmitted from the motor 25 to the wheel 21 and that rotates the wheel 21 on which the torque reaction force TW acts at an arbitrary rotational speed. The motor torque has a correlation with the motor supply current IS and the torque constant K. For this reason, when the motor torque is defined as “TM”, the motor torque TM can be described by the following (formula B).

TM = K x IS (Formula B)

In the vehicle 1, the torque reaction force TW of the wheel 21 and the motor torque TM have substantially the same magnitude. Therefore, the calculation formula “WW × μ × R = K × IS” is derived from (Formula A) and (Formula B). Therefore, the applied vertical load WW can be calculated based on the motor supply current IS, the torque constant K, the road surface friction coefficient μ, and the rotation radius R. For this reason, according to the wheel load calculation method having (Expression 1), the applied vertical load WW can be calculated without using the output of the load sensor.

The vehicle 1 of this embodiment has the following effects.
(1) The vehicle 1 has a vehicle travel control device 50. The vehicle travel control device 50 includes an overall control unit 100. The overall control unit 100 includes a load calculation unit 110. The load calculation unit 110 includes an applied load calculation unit 120. The applied load calculation unit 120 calculates an applied load calculated value eWWi using (Equation 1). According to this configuration, the applied vertical load WW can be calculated without using the output of the load sensor.

  (2) The initial vertical load WB has a correlation with the structure of the vehicle 1. The dynamic vertical load WG has a correlation with the acceleration of the vehicle 1. The applied vertical load WW indicates a value reflecting a change in the vertical load based on the weight of the heavy object on the vehicle and a change in the dynamic vertical load WG based on the acceleration of the vehicle 1. Therefore, the additional vertical load WH can be calculated based on the initial vertical load WB, the dynamic vertical load WG, and the action vertical load WW as known values.

  Based on this point, the vehicle travel control device 50 calculates the additional vertical load WH based on the applied vertical load WW, the dynamic vertical load WG, and the initial vertical load WB. According to this configuration, it is possible to detect the weight of an on-vehicle heavy object in a vehicle that does not have a load sensor. Further, in a vehicle having a load sensor, it is possible to detect the weight of a heavy object on the vehicle without using an output signal of the load sensor. For this reason, it is possible to detect the weight of a heavy object on the vehicle even when an abnormality occurs in the load sensor.

  (3) In the vehicle 1, the action vertical load WW increases when a person gets on board. For this reason, the additional vertical load WH when the occupant is present indicates a value reflecting the increased vertical load based on the weight of the occupant. For this reason, a passenger | crew's boarding type can be determined based on the additional vertical load WH.

  Based on this point, the vehicle travel control device 50 determines the occupant type of the occupant based on the additional vertical load WH. According to this configuration, the occupant's riding type can be determined in a vehicle that does not have a seat sensor. Further, in a vehicle having a seat sensor, it is possible to determine the occupant type of the occupant without using the output signal of the seat sensor. For this reason, it is possible to determine the passenger type of the occupant even when the abnormality occurs in the seat sensor.

  (4) The vehicle 1 includes a vehicle behavior control device 40. The vehicle behavior control device 40 includes a vehicle model storage unit 42. The vehicle model storage unit 42 stores a vehicle model. The vehicle model has a vertical load set value eWWA indicating a set value of the vertical load acting on the wheel 21.

  On the other hand, the applied vertical load WW during the traveling of the vehicle 1 changes under the influence of heavy objects on the vehicle and acceleration. For this reason, when the vehicle 1 is traveling, the vertical load set value eWWA of the vehicle model may show a value different from the actual applied vertical load WW. In the vehicle behavior control, as the difference between the vertical load setting value eWWA and the actual action vertical load WW increases, the control parameter of the vehicle behavior control tends to deviate from the target value. For this reason, the amount of control calculated to bring the control parameter close to the target value increases.

  In consideration of this point, the vehicle travel control device 50 updates the vertical load set value eWWA with the applied load calculation value eWWi. According to this configuration, the difference between the vertical load setting value eWWA and the actual working vertical load WW is reduced as compared with the configuration in which the vertical load setting value eWWA is assumed not to be updated. For this reason, it is suppressed that the controlled variable in vehicle behavior control becomes large too much. Moreover, the responsiveness regarding the vehicle behavior in vehicle behavior control improves.

(Second Embodiment)
The vehicle 1 of the second embodiment differs from the vehicle 1 of the first embodiment in part of the configuration of the traveling unit 20 and the load calculation unit 110. The vehicle 1 of the second embodiment has the same configuration as the vehicle 1 of the first embodiment in other parts. In addition, about the structure which is common in the vehicle 1 of 1st Embodiment, the same code | symbol is attached | subjected and the one part or all part of the description is abbreviate | omitted. Moreover, in the following description, each component to which the code | symbol was attached | subjected has shown each component of the vehicle 1 described in FIGS. 1-3.

  The traveling unit 20 of the second embodiment includes a speed reducer (not shown) in addition to the wheel 21, the wheel hub 24, the motor 25, and the rotor shaft 27. The traveling unit 20 decelerates the rotation of the motor 25 by the speed reducer and transmits it to the wheel 21.

  The load calculation unit 110 performs a calculation based on the wheel load calculation method. The load calculation unit 110 further defines a reduction ratio N in the wheel load calculation method. The load calculation unit 110 performs a predetermined calculation using each specified parameter. The reduction ratio N indicates the reduction ratio of the reduction gear.

  The control information storage unit 111 stores a reduction ratio setting value eNi that is a setting value of the reduction ratio N. The control information storage unit 111 stores a reduction ratio set value eNi set for each reduction gear. The control information storage unit 111 assigns “eN1” to “eN4” as the reduction ratio setting value eNi to each of the reduction gears of the first to fourth travel units 20. The control information storage unit 111 outputs a reduction ratio setting value eNi for each reduction gear to the applied load calculation unit 120. The reduction ratio set value eNi is set based on the reduction ratio measured by the test.

  The applied load calculating unit 120 is configured for each wheel 21 based on the torque constant set value eKi, the supply current calculated value eISi, the reduction ratio set value eNi, the friction coefficient calculated value eμ, the turning radius set value eRi, and the following (Formula 4). The applied load calculation value eWWi is calculated.

eWWi = (eKi × eISi × eNi) / (eμ × eRi) (Formula 4)

The applied load calculation unit 120 assigns “eWW1” to “eWW4” as the applied load calculated value eWWi to each of the wheels 21 of the first to fourth travel units 20. The applied load calculation unit 120 outputs an applied load calculation value eWWi for each wheel 21 to the additional load calculation unit 140. The applied load calculation unit 120 outputs an applied load calculation value eWWi for each wheel 21 to the applied load reflection unit 150.

The operation of the vehicle 1 will be described.
In the vehicle 1, the torque reaction force TW of the wheel 21 and the motor torque TM have the relationship described below. The motor torque TM has a correlation with the motor supply current IS, the torque constant K, and the reduction gear reduction ratio N. For this reason, the motor torque TM can be described by the following (formula C).

TM = K x IS x N (Formula C)

In the vehicle 1, the torque reaction force TW of the wheel 21 and the motor torque TM have substantially the same magnitude. For this reason, the calculation formula “WW × μ × R = K × IS × N” is derived from (Formula A) and (Formula C). Therefore, the applied vertical load WW can be calculated based on the motor supply current IS, the torque constant K, the reduction ratio N, the road surface friction coefficient μ, and the rotation radius R. For this reason, according to the wheel load calculation method having (Equation 4), the applied vertical load WW can be calculated without using the output of the load sensor.

  The vehicle 1 of the present embodiment can calculate the action vertical load WW without using the effects according to the effects (1) to (4) produced by the vehicle 1 of the first embodiment, that is, without using the output of the load sensor. There are effects to the effect and various other effects.

(Other embodiments)
The present invention includes embodiments other than the first and second embodiments. Hereinafter, modifications of the first and second embodiments as other embodiments of the present invention will be described. The following modifications can be combined with each other.

  The load calculation unit 110 of the first and second embodiments stores information on the torque constant K used for the calculation of the applied load calculation unit 120 in the control information storage unit 111 as the torque constant set value eKi. However, the acquisition method of the information regarding the torque constant K in the load calculation part 110 is not restricted to the content illustrated by embodiment. For example, the load calculation unit 110 of the modification has a torque constant calculation unit. The torque constant calculation unit calculates a torque constant calculation value eKi indicating a calculation value of the torque constant K based on the motor supply current IS and the motor torque. The torque constant calculation unit outputs the calculated torque constant calculation value eKi to the applied load calculation unit 120.

  The load calculation unit 110 according to the first and second embodiments stores information regarding the rotation radius R used for calculation by the applied load calculation unit 120 in the control information storage unit 111 as the rotation radius set value eRi. However, the acquisition method of the information regarding the rotation radius R in the load calculation unit 110 is not limited to the content exemplified in the embodiment. For example, the load calculation unit 110 of the modification has a turning radius calculation unit. The turning radius calculation unit calculates a turning radius calculation value eRi indicating a calculation value of the turning radius R by correcting the turning radius set value eRi based on the additional load calculation value eWHi. The turning radius calculation unit outputs the calculated turning radius calculation value eRi to the applied load calculation unit 120.

  In the first and second embodiments, the load calculation unit 110 calculates information regarding the road surface friction coefficient μ used for the calculation of the applied load calculation unit 120 as the friction coefficient calculation value eμ in the friction coefficient calculation unit 112. However, the acquisition method of the information regarding the road surface friction coefficient μ in the load calculation unit 110 is not limited to the content exemplified in the embodiment. For example, the load calculation unit 110 of the modified example stores a friction coefficient setting value eμ that is a setting value of the road surface friction coefficient μ in the control information storage unit 111, and sets the friction coefficient from the control information storage unit 111 to the applied load calculation unit 120. The value eμ is output. The friction coefficient set value eμ is set in advance based on the road surface friction coefficient μ measured by the test. In addition, in the load calculating part 110 of this modification, the friction coefficient calculating part 112 can be abbreviate | omitted.

  -The load calculation part 110 of 2nd Embodiment memorize | stores the information regarding the reduction ratio N used for the calculation of the applied load calculation part 120 in the control information storage part 111 as the reduction ratio setting value eNi. However, the acquisition method of the information regarding the reduction ratio N in the load calculation part 110 is not restricted to the content illustrated by embodiment. For example, the load calculation unit 110 according to the modification has a reduction ratio calculation unit. The reduction ratio calculation unit calculates a reduction ratio calculation value eNi indicating the calculation value of the reduction ratio by correcting the reduction ratio set value eNi based on the motor supply current IS or the like. The reduction ratio calculation unit outputs the calculated reduction ratio calculation value eNi to the applied load calculation unit 120.

  The control information storage unit 111 of the first and second embodiments stores a torque constant set value eKi for each motor 25. However, the method of storing the torque constant set value eKi is not limited to the content exemplified in the embodiment. For example, the control information storage unit 111 of the modification stores one torque constant setting value eK common to each motor 25.

  The control information storage unit 111 of the first and second embodiments stores the rotation radius setting value eRi for each wheel 21. However, the method of storing the rotation radius setting value eRi is not limited to the content exemplified in the embodiment. For example, the control information storage unit 111 according to the modification stores one rotation radius setting value eR common to each wheel 21.

  The control information storage unit 111 of the first and second embodiments stores an initial load setting value eWBi for each wheel 21. However, the method for storing the initial load set value eWBi is not limited to the content exemplified in the embodiment. For example, the control information storage unit 111 according to the modification stores one initial load setting value eWB common to each wheel 21.

  -Control information storage part 111 of a 2nd embodiment memorizes reduction ratio setting value eNi for every reduction gear. However, the method of storing the reduction ratio set value eNi is not limited to the content exemplified in the embodiment. For example, the control information storage unit 111 of the modification stores one reduction ratio setting value eN that is common to each reduction gear.

  The control information storage unit 111 of the first and second embodiments stores a preset turning radius setting value eRi. The turning radius set value eRi is set based on the turning radius R measured in a state where the wheel 21 is not attached to the vehicle body of the vehicle 1. However, the setting method of the rotation radius setting value eRi is not limited to the content exemplified in the embodiment. For example, the rotation radius setting value eRi of the modified example is set based on the rotation radius R measured in a state where the wheel 21 is attached to the vehicle body of the vehicle 1 and a vehicle weight is present. Further, the turning radius set value eRi of another modified example is set based on the turning radius R measured in a state where the wheel 21 is attached to the vehicle body of the vehicle 1 and there is no heavy object on the vehicle. The

  The friction coefficient calculation unit 112 of the first and second embodiments calculates a friction coefficient calculation value eμ based on the steering angle signal SA and the steering torque signal SB. However, the calculation method of the friction coefficient calculation value eμ is not limited to the content exemplified in the embodiment. For example, the friction coefficient calculation unit 112 of the modified example calculates the friction coefficient based on the steering torque signal SB, the output signal of the sensor that detects the traveling speed of the vehicle 1, and the output signal of the sensor that detects the lateral acceleration of the wheel 21. The value eμ is calculated.

  The supply current calculation unit 113 of the first and second embodiments calculates a supply current calculation value eISi for each motor 25 based on the current signal SC. However, the method of obtaining the supply current calculation value eISi in the supply current calculation unit 113 is not limited to the content exemplified in the embodiment. For example, the supply current calculation unit 113 of the modified example acquires the supply current calculation value eISi calculated by the individual control unit 60 and outputs the supply current calculation value eISi to the applied load calculation unit 120.

  -The applied load calculating part 120 of 1st and 2nd embodiment calculates the applied load calculated value eWWi using (Formula 1) or (Formula 4). However, the calculation method of the applied load calculation value eWWi is not limited to the content exemplified in the embodiment. For example, the modified working load calculation unit 120 calculates a working load calculation value eWWi using a working load calculation map. An example of the applied load calculation map includes information in which the motor supply current IS, the torque constant K, the road surface friction coefficient μ, the rotation radius R, and the applied load calculated value eWWi are associated with each other. Another example of the applied load calculation map includes information in which the motor supply current IS, the torque constant K, the reduction ratio N, the road surface friction coefficient μ, the rotation radius R, and the applied load calculation value eWWi are associated with each other. .

  The dynamic load calculation unit 130 according to the first and second embodiments calculates the dynamic load calculation value eWGi using (Expression 2). However, the calculation method of the dynamic load calculation value eWGi is not limited to the content exemplified in the embodiment. For example, the modified dynamic load calculation unit 130 calculates the dynamic load calculation value eWGi using a dynamic load calculation map. The dynamic load calculation map includes information in which the longitudinal dynamic load calculation value eWX, the left and right dynamic load calculation value eWY, and the dynamic load calculation value eWGi are associated with each other.

  The dynamic load calculation unit 130 of the first and second embodiments calculates the front / rear dynamic load calculation value eWX using the front / rear dynamic load calculation map of FIG. However, the calculation method of the longitudinal dynamic load calculation value eWX is not limited to the content exemplified in the embodiment. For example, the dynamic load calculation unit 130 of the modified example calculates the longitudinal dynamic load calculation value eWX using a function having the longitudinal acceleration GX as a variable.

  The dynamic load calculation unit 130 of the first and second embodiments calculates the left and right dynamic load calculation value eWY using the left and right dynamic load calculation map of FIG. However, the calculation method of the left-right dynamic load calculation value eWY is not limited to the content exemplified in the embodiment. For example, the dynamic load calculation unit 130 of the modified example calculates the left and right dynamic load calculation value eWY using a function having the left and right direction acceleration GY as a variable.

  The additional load calculation unit 140 of the first and second embodiments calculates the additional load calculation value eWHi using (Equation 3). However, the calculation method of the additional load calculation value eWHi is not limited to the content exemplified in the embodiment. For example, the modified additional load calculation unit 140 calculates the additional load calculation value eWHi using the additional load calculation map. The additional load calculation map has information in which the initial load calculation value eWBi, the action load calculation value eWWi, the dynamic load calculation value eWGi, and the additional load calculation value eWHi are associated with each other.

  The applied load reflecting unit 150 of the first and second embodiments reflects the applied load calculation value eWWi on the vehicle model of the vehicle behavior control device 40. However, the reflection target of the applied load calculation value eWWi in the applied load reflection unit 150 is not limited to the content exemplified in the embodiment. For example, the modified working load reflecting unit 150 reflects the working load calculation value eWWi in the assist control executed by the control device of the electric power steering apparatus.

  The ride type determination unit 160 of the first and second embodiments stores the ride type of the vehicle 1 having four seats in advance. However, the content of the riding type stored in the riding type determination unit 160 is not limited to the content exemplified in the embodiment. For example, the riding type determination unit 160 of the modified example stores in advance the riding type of the vehicle 1 having any number of one to three, or any number of five or more.

  The ride type determination unit 160 according to the first and second embodiments preliminarily determines a plurality of ride types when an occupant is seated in the driver's seat and a plurality of ride types when no occupant is seated in the driver's seat. Remember. However, the content of the ride type stored in advance by the ride type determination unit 160 is not limited to the content exemplified in the embodiment. For example, the passenger type determination unit 160 of the modified example stores a plurality of passenger types when an occupant is seated in the driver's seat and does not store a plurality of passenger types when no occupant is seated in the driver's seat. Further, the passenger type determination unit 160 of another modification stores a plurality of passenger types when no occupant is seated in the driver's seat, and stores a plurality of passenger types when the occupant is seated in the driver's seat. do not do.

  The overall control unit 100 of the first and second embodiments includes a dynamic load calculation unit 130, an additional load calculation unit 140, an applied load reflection unit 150, and a ride type determination unit 160. However, the configuration related to each functional part of the overall control unit 100 is not limited to the content exemplified in the embodiment. For example, the overall control unit 100 of the modified example has a configuration in which at least one functional part of the dynamic load calculating unit 130, the additional load calculating unit 140, the applied load reflecting unit 150, and the riding type determining unit 160 is omitted.

  The vehicle travel control device 50 according to the first and second embodiments includes the applied load calculation unit 120 in the overall control unit 100. However, the structure regarding the applied load calculating part 120 is not restricted to the content illustrated by embodiment. For example, the vehicle travel control device 50 according to the modified example calculates the applied load to each individual control unit 60 in place of the applied load calculating unit 120 of the overall control unit 100 or in addition to the applied load calculating unit 120 of the integrated control unit 100. Part 120. The individual control unit 60 includes a control information storage unit 111 and a friction coefficient calculation unit 112 in addition to the presence of the applied load calculation unit 120.

  The vehicle travel control device 50 according to the first and second embodiments includes the dynamic load calculation unit 130 in the overall control unit 100. However, the structure regarding the dynamic load calculating part 130 is not restricted to the content illustrated by embodiment. For example, the vehicle travel control device 50 according to the modified example moves to each individual control unit 60 in place of the dynamic load calculation unit 130 of the overall control unit 100 or in addition to the dynamic load calculation unit 130 of the overall control unit 100. A dynamic load calculator 130. The individual control unit 60 includes a longitudinal acceleration calculation unit 114 and a lateral acceleration calculation unit 115 in addition to the presence of the dynamic load calculation unit 130.

  The vehicle travel control device 50 according to the first and second embodiments includes the additional load calculation unit 140 in the overall control unit 100. However, the structure regarding the additional load calculating part 140 is not restricted to the content illustrated by embodiment. For example, the vehicle travel control apparatus 50 according to the modified example may calculate the additional load in each individual control unit 60 in place of the additional load calculation unit 140 of the overall control unit 100 or in addition to the additional load calculation unit 140 of the overall control unit 100. Part 140. The individual control unit 60 includes an applied load calculation unit 120 and a dynamic load calculation unit 130 in addition to the presence of the additional load calculation unit 140.

  The vehicle travel control device 50 according to the first and second embodiments includes the applied load reflecting unit 150 in the overall control unit 100. However, the structure regarding the applied load reflection part 150 is not restricted to the content illustrated by embodiment. For example, the vehicle travel control device 50 according to the modified example reflects the applied load on each individual control unit 60 in place of the applied load reflecting unit 150 of the overall control unit 100 or in addition to the applied load reflecting unit 150 of the integrated control unit 100. Part 150. The individual control unit 60 includes an applied load calculating unit 120 in addition to the presence of the applied load reflecting unit 150.

  The vehicle control device 30 of the first and second embodiments includes a steering angle sensor 31, a steering torque sensor 32, current sensors 33, a longitudinal acceleration sensor 34, and a lateral acceleration sensor 35, and includes a load sensor. Absent. However, the kind of sensor which the vehicle control apparatus 30 has is not restricted to the content illustrated by embodiment. For example, the vehicle control device 30 according to the modification has a load sensor. The vehicle control device 30 has a second applied load calculation unit in addition to the presence of the load sensor. The second applied load calculation unit calculates an applied load calculated value eWWi based on the output signal of the load sensor. In other words, the vehicle control device 30 of this modification can calculate the applied load calculation value eWWi by at least one of the applied load calculation unit 120 and the second applied load calculation unit.

  The vehicle control device 30 of the first and second embodiments includes a steering angle sensor 31, a steering torque sensor 32, current sensors 33, a longitudinal acceleration sensor 34, and a lateral acceleration sensor 35, and includes a seat sensor. Absent. However, the kind of sensor which the vehicle control apparatus 30 has is not restricted to the content illustrated by embodiment. For example, the vehicle control apparatus 30 of a modification has a seat sensor. The vehicle control device 30 includes a second riding type determining unit in addition to the presence of the seat sensor. The second riding type determining unit determines the riding type based on the output signal of the seat sensor. In other words, the vehicle control device 30 of this modification can determine the riding type by at least one of the riding type determination unit 160 and the second riding type determination unit.

  The vehicle control device 30 of the first and second embodiments has a configuration in which a set of individual control units 60 as independent components are connected to the overall control unit 100 by a communication circuit. However, the configuration of the vehicle control device 30 is not limited to the content exemplified in the embodiment. For example, the vehicle control device 30 according to the modified example has a configuration in which one set of individual control units 60 is incorporated in one control unit.

  The traveling unit 20 of the first and second embodiments has a configuration in which the entire motor body 26 is disposed outside the wheel 21. However, the hardware configuration of the traveling unit 20 is not limited to the content exemplified in the embodiment. For example, the traveling unit 20 of the modified example has a configuration in which the entire motor body 26 is disposed inside the wheel 21. Further, the traveling unit 20 of another modified example has a configuration in which a part of the motor body 26 is disposed inside the wheel 21 and the remaining part of the motor body 26 is disposed outside the wheel 21.

  -The vehicle 1 of 1st and 2nd embodiment has the four wheels 21 as a driving wheel, and does not have the wheel as a driven wheel. However, the structure regarding the wheel of the vehicle 1 is not restricted to the content illustrated by embodiment. For example, the vehicle 1 according to the modified example has one or more driven wheels.

  The vehicle 1 according to the first and second embodiments has four traveling units 20. However, the structure regarding the traveling unit 20 of the vehicle 1 is not restricted to the content illustrated by embodiment. For example, the vehicle 1 according to the modified example includes any one to three traveling units 20 or any number of five or more traveling units 20.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 10 ... Traveling apparatus for vehicles 20 ... Traveling unit, 21 ... Wheel, 22 ... Wheel main body, 23 ... Tire, 24 ... Wheel hub, 25 ... Motor, 26 ... Motor main body, 27 ... Rotor shaft 30 ... Vehicle control device 31 ... Steering angle sensor, 32 ... Steering torque sensor, 33 ... Current sensor, 34 ... Longitudinal acceleration sensor, 35 ... Left / right acceleration sensor 40 ... Vehicle behavior control device, 41 ... Vehicle behavior control unit, 42 ... Vehicle model storage unit 50 DESCRIPTION OF SYMBOLS ... Vehicle travel control apparatus 60 ... Individual control unit 100 ... Overall control unit 110 ... Load calculation part, 111 ... Control information storage part, 112 ... Friction coefficient calculation part, 113 ... Supply current calculation part, 114 ... Longitudinal acceleration calculation part, 115 ... right / left acceleration calculation unit, 120 ... acting load calculation unit, 130 ... dynamic load calculation unit, 140 ... additional load calculation unit, 150 ... work Load reflection unit 160 ... Ride type determination unit SA ... Steering angle signal, SB ... Steering torque signal, SC ... Current signal, SD ... Longitudinal acceleration signal, SE ... Left / right acceleration signal WB ... Initial vertical load, WW ... Working vertical load, WG: dynamic vertical load, WX: longitudinal dynamic load, WY: lateral dynamic load, WH: additional vertical load, GX: longitudinal acceleration, GY: lateral acceleration, IS: motor supply current, K: torque constant, N: Reduction ratio, R: Radius of rotation, μ: Road surface friction coefficient eWWi: Applied load calculation value, eWBi: Initial load setting value, eWGi: Dynamic load calculation value, eWHi: Additional load calculation value, eWX: Front-rear dynamic load Calculation value, eWY: Left / right dynamic load calculation value, eGX ... Longitudinal acceleration calculation value, eGY ... Left / right acceleration calculation value, eISi ... Supply current calculation value, eKi ... Torque constant setting value, eKi ... Torque constant calculation value, Ni: Reduction ratio setting value, eNi: Reduction ratio calculation value, eRi: Turning radius setting value, eRi: Turning radius calculation value, eμ: Friction coefficient setting value, eμ: Friction coefficient calculation value, ePH: Ride type determination value, eWWA ... Vertical load setting value

Claims (10)

The vertical load acting on the wheel driven by the in-wheel motor is defined as the working vertical load, the motor supply current indicating the magnitude of the current supplied to the in-wheel motor, the torque constant of the in-wheel motor, and the vehicle running A wheel load calculation method for calculating the action vertical load based on a road surface friction coefficient indicating a road surface friction coefficient and a rotation radius indicating a radius of the wheel. The wheel load calculation method is:
Supply current calculation value (eIS) indicating the calculation value of the motor supply current;
A torque constant calculation value (eK) indicating a calculation value of the torque constant, or a torque constant setting value (eK) indicating a setting value of the torque constant;
A friction coefficient calculation value (eμ) indicating a calculation value of the road surface friction coefficient, or a friction coefficient setting value (eμ) indicating a setting value of the road surface friction coefficient;
A rotation radius calculation value (eR) indicating a calculation value of the rotation radius, or a rotation radius setting value (eR) indicating a setting value of the rotation radius;
Based on the following calculation formula, an operation load calculation value (eWW) indicating an operation value of the operation vertical load is calculated.

eWW = (eK × eIS) / (eμ × eR)

The wheel load calculation method according to claim 1. A vertical load acting on a wheel driven by an in-wheel motor is defined as a working vertical load, a motor supply current indicating a magnitude of a current supplied to the in-wheel motor, a torque constant of the in-wheel motor, and the in-wheel. Based on the reduction ratio of the speed reducer that decelerates the rotation of the motor and transmits it to the wheel, the road surface friction coefficient that indicates the friction coefficient of the road surface on which the vehicle travels, and the rotation radius that indicates the radius of the wheel, the action vertical load is Calculate Wheel load calculation method. The wheel load calculation method is:
Supply current calculation value (eIS) indicating the calculation value of the motor supply current;
A torque constant calculation value (eK) indicating a calculation value of the torque constant, or a torque constant setting value (eK) indicating a setting value of the torque constant;
A reduction ratio calculation value (eN) indicating the calculation value of the reduction ratio, or a reduction ratio setting value (eN) indicating the setting value of the reduction ratio;
A friction coefficient calculation value (eμ) indicating a calculation value of the road surface friction coefficient, or a friction coefficient setting value (eμ) indicating a setting value of the road surface friction coefficient;
A rotation radius calculation value (eR) indicating a calculation value of the rotation radius, or a rotation radius setting value (eR) indicating a setting value of the rotation radius;
Based on the following calculation formula, an operation load calculation value (eWW) indicating an operation value of the operation vertical load is calculated.

eWW = (eK × eIS × eN) / (eμ × eR)

The wheel load calculation method according to claim 3. In the wheel load calculation method, a vertical load acting on the wheel is defined as an initial vertical load in the absence of a heavy object on the vehicle, and a vertical load acting on the wheel based on acceleration is defined as a dynamic vertical load. A vertical load acting on the wheel based on the weight of a heavy article on the vehicle is defined as an additional vertical load, and the additional vertical load is determined based on the acting vertical load, the dynamic vertical load, and the initial vertical load. The wheel load calculation method according to any one of claims 1 to 4. The wheel load calculation method according to claim 5, wherein the wheel load calculation method determines an occupant riding type based on the additional vertical load. The vehicle is
The wheel includes a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel,
The wheel load calculation method is:
As the initial vertical load, a right front initial vertical load indicating an initial vertical load of the right front wheel, a left front initial vertical load indicating an initial vertical load of the left front wheel, and a right rear initial vertical indicating an initial vertical load of the right rear wheel. Storing a load and a left rear initial vertical load indicating an initial vertical load of the left rear wheel;
Right front action vertical load indicating the action vertical load of the right front wheel, Left front action vertical load indicating the action vertical load of the left front wheel, Right rear action vertical load indicating the action vertical load of the right rear wheel, and the left rear Calculate the left rear working vertical load indicating the working vertical load of the wheel,
Right front dynamic vertical load indicating the dynamic vertical load of the right front wheel, Left front dynamic vertical load indicating the dynamic vertical load of the left front wheel, Right rear dynamic vertical indicating the dynamic vertical load of the right rear wheel A left rear dynamic vertical load indicating a load and a dynamic vertical load of the left rear wheel;
Based on the right front acting vertical load, the right front dynamic vertical load, and the right front initial vertical load, a right front additional vertical load indicating an additional vertical load of the right front wheel is calculated,
Based on the left front acting vertical load, the left front dynamic vertical load, and the left front initial vertical load, a left front additional vertical load indicating an additional vertical load of the left front wheel is calculated,
Based on the right rear working vertical load, the right rear dynamic vertical load, and the right rear initial vertical load, a right rear additional vertical load indicating an additional vertical load of the right rear wheel is calculated,
Based on the left rear working vertical load, the left rear dynamic vertical load, and the left rear initial vertical load, a left rear additional vertical load indicating an additional vertical load of the left rear wheel is calculated,
Based on correspondence type information indicating a relationship between a plurality of vehicle types and the right front additional vertical load, the left front additional vertical load, the right rear additional vertical load, and the left rear additional vertical load, the passenger type of the occupant is determined. The wheel load calculation method according to claim 6. The vehicle has a vehicle behavior control device,
The vehicle behavior control device has a vehicle model storage unit,
The vehicle model storage unit stores a vehicle model,
The vehicle model has a vertical load setting value indicating a vertical load setting value acting on the wheel,
The wheel load calculation method according to any one of claims 1 to 7, wherein the wheel load calculation method updates the vertical load setting value with the action vertical load. A vehicle travel control device having an action load calculation unit for calculating an action vertical load,
The said operation load calculating part calculates the said operation | movement vertical load using the wheel load calculation method as described in any one of Claims 1-8. An in-wheel motor,
Wheels,
A vehicle travel device comprising: the vehicle travel control device according to claim 9.