JP2015095965A - Drive power controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive power controller capable of achieving acceleration and deceleration request of a vehicle and yaw moment control request while limiting a change ratio.SOLUTION: The drive power controller comprises: a vehicle controller 13, a right wheel motor controller 20, and a left wheel motor controller 30 for calculating and outputting based on driver drive operation detected by a driver input detection sensor group 11 and a vehicle behavior detection sensor group 12, and detection of vehicle behavior; same phase torque delay processing parts 24, 34 for setting torque responsiveness of both motors 42, 52 to same phase torque Ta by acceleration and deceleration control; inverse phase torque difference limitation parts 22, 32 for setting torque responsiveness of the motors 42, 52 which is control target of yaw moment control independently from the same phase torque delay processing parts 24, 34; and inverse phase torque delay processing parts 23, 33.

Description

  The present invention relates to a driving force control apparatus capable of controlling torque response of a driving source of a vehicle.

2. Description of the Related Art Conventionally, a driving force control device capable of controlling the torque response of a vehicle drive source is known (see, for example, Patent Document 1).
In addition, in this prior art, in order to suppress unexpected vibration during torque transmission interruption, a change rate limiting unit is provided in the motor controller, and the motor torque command value is set to a preset change rate that does not induce vibration ( It is described that it is limited by torque response.

JP 2012-29474 A

By the way, in the drive control device that can drive the left and right driving wheels independently, in addition to controlling the acceleration / deceleration torque of the vehicle, the yaw moment control that causes the vehicle to generate a yaw moment by changing the left and right driving wheel torques can be performed. Is possible.
However, when the common rate of change is limited between the acceleration / deceleration torque and the torque that generates the yaw moment, it is difficult to achieve both the acceleration response of the vehicle and the suppression of the vehicle behavior by the yaw moment control.
That is, when the change rate limit (torque response limit) is set so as to suppress the vehicle behavior change due to the yaw moment control, the response at the time of acceleration / deceleration of the vehicle may be inferior. On the other hand, when the change rate limit (torque response limit) is set so as to satisfy the response at the time of acceleration / deceleration of the vehicle, the vehicle behavior change due to the yaw moment control may be sensitive.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a driving force control device capable of satisfying both a vehicle acceleration / deceleration request and a yaw moment control request.

In order to achieve the above object, the present invention provides:
A left wheel drive source and a right wheel drive source that are provided in pairs on the left and right sides of the vehicle and drive the left and right drive wheels;
Acceleration / deceleration torque responsiveness setting means for setting the torque responsiveness of both drive torques by acceleration / deceleration control for determining the drive torque of the left and right drive sources according to the acceleration / deceleration of the vehicle;
The torque responsiveness of the drive torque by yaw moment control that determines the independent drive torque of at least one of the left and right drive sources to control the yaw moment of the vehicle is set independently of the acceleration / deceleration torque responsiveness setting means. A driving force control device comprising a yaw moment torque response setting unit is provided.

In the driving force control apparatus of the present invention, the torque response can be set independently by the acceleration / deceleration torque response setting means and the yaw moment torque response setting means.
Therefore, with acceleration / deceleration control and yaw moment control, it is possible to set the optimum responsiveness according to each torque requirement, and while setting the torque response, the vehicle acceleration / deceleration request and yaw moment control request And coexistence became possible.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic system diagram which shows the whole control system regarding the drive system of the electric vehicle provided with the drive force control apparatus of Embodiment 1 of this invention. 2 is a block diagram illustrating a control system of the driving force control apparatus according to Embodiment 1. FIG. 4 is a flowchart showing a flow of a calculation process of a torque command value of a vehicle controller in the driving force control apparatus of the first embodiment. 6 is a flowchart showing a flow of a setting process of a motor torque command value of the right wheel motor controller in the driving force control apparatus of the first embodiment. It is a time chart which shows the operation example of the driving force control apparatus of Embodiment 1, and its comparative example, (a) shows the change of motor torque, (b) shows the change of the wheel speed of a right-and-left wheel, c) shows the change in the yaw rate of the vehicle. 6 is a block diagram illustrating a control system of a driving force control apparatus according to Embodiment 2. FIG.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the driving force control apparatus of this invention is demonstrated based on embodiment shown in drawing.
(Embodiment 1)
First, the overall configuration of an electric vehicle provided with the drive control device of Embodiment 1 will be described.
FIG. 1 is a schematic system diagram showing an overall control system related to a braking / driving system of an electric vehicle provided with a driving force control apparatus according to Embodiment 1 of the present invention.

The electric vehicle includes a right wheel motor 42 that drives a right wheel (right rear wheel in this embodiment) RW as a driving wheel and a left wheel that drives a left wheel (left rear wheel in this embodiment) LW as a driving wheel. A motor 52 is provided.
Both motors 42 and 52 are so-called in-wheel motors, and are provided so that motor torque can be directly input to the respective wheels RW and LW by interposing a reduction mechanism (not shown). Each of the motors 42 and 52 is a motor / generator that can also function as a generator. As described above, the left and right wheels LW and RW driven by the motor can be regeneratively braked in response to a predetermined power generation load. it can.
In addition, the electric vehicle shown in FIG. 1 is connected to the control unit 10 via the right wheel inverter 41 and the left wheel inverter 51 for the motors 42 and 52, respectively.

(Control system configuration)
As shown in FIG. 2, the control unit 10 includes a vehicle controller 13, a right wheel motor controller 20, and a left wheel motor controller 30.
The motor controllers 20 and 30 can independently control the motor torques of the left and right motors 42 and 52, and can control the motor torques in phase and in reverse phase.
That is, the in-phase motor torque is the torque at the time of acceleration / deceleration of the vehicle. The motor torque of both motors 42 and 52 is simultaneously in the plus direction (power running) and minus direction (regeneration), and the torque output direction is the same direction. It is the torque that is output in line with.
On the other hand, the reverse-phase motor torque is torque that is output with the torque output direction as the reverse direction, such that one of the motor torques of both motors 42 and 52 is positive and the other is negative. When the motor torque is output in the reverse phase as described above, the yaw moment in the turning direction can be generated in the vehicle.

Both motor controllers 20 and 30 are connected to the vehicle controller 13.
And the vehicle controller 13 performs various vehicle control based on the signal from the driver input detection sensor group 11 which detects driver operation, and the vehicle behavior detection sensor group 12 which detects a vehicle behavior.

The driver input detection sensor group 11 includes an accelerator sensor 111 that detects an accelerator opening, a steering sensor 112 that detects a steering angle, and a brake pressure sensor 113 that detects a brake fluid pressure such as a master cylinder pressure. included.
The vehicle behavior detection sensor group 12 includes a yaw rate sensor 121 that detects a yaw rate acting on the vehicle, a lateral G sensor 122 that detects lateral acceleration acting on the vehicle, and each wheel including the left and right wheels LW and RW. A wheel speed sensor 123 that detects the speed and a motor resolver 124 that outputs a signal corresponding to the rotation angle of each of the motors 42 and 52 are included.

  The vehicle controller 13 includes an acceleration torque determination unit 131, a yaw moment torque determination unit 132, a sensor diagnosis unit 133, and a calculation abnormality diagnosis unit 134 as a configuration for executing control related to both the motors 42 and 52. Yes.

  The acceleration torque determining unit 131 is a part that executes acceleration control for determining the common-mode torque Ta that is a torque for accelerating and decelerating the left and right wheels LW and RW as drive wheels. This in-phase torque Ta is determined according to, for example, the driver's accelerator operation or brake pedal operation.

  The yaw moment torque determining unit 132 is a part that executes yaw moment control for determining a reverse phase torque Tm that is a torque for causing the vehicle to generate a yaw moment in the left and right wheels LW and RW as drive wheels. This yaw moment control is based on, for example, the steering amount, vehicle speed, lateral acceleration, yaw moment, etc., and actively generates a yaw moment according to the steering, or conversely suppresses the yaw moment generated in the vehicle. It generates a yaw moment in the direction.

  The sensor diagnosis unit 133 is a part for diagnosing whether or not each of the sensors 111 to 113, 121 to 123 and the motor resolver 124 of both the sensor groups 11 and 12 is abnormal, and is OFF when the sensor is normal when determining the sensor abnormality. Set the sensor failure flag to ON. As this abnormality diagnosis, a known diagnosis may be used. For example, whether or not the output level of the detection signal is within a preset normal range, or the change rate of the detection signal is set in advance. It can be judged by whether or not it is within the normal range.

  The calculation abnormality diagnosing unit 134 is a part for determining whether or not there is a calculation abnormality in the torque determining units 131 and 132. When the calculation abnormality is determined, the VCM failure flag that is OFF in the normal state is set to ON. In addition, what is necessary is just to use a known abnormality determination for this calculation abnormality determination. For example, when the calculation time exceeds a preset normal time, it can be determined as abnormal. Alternatively, the same calculation is executed in parallel in the two primary and secondary calculation units, and if the deviation exceeds the control range, it is determined as abnormal depending on whether or not the deviation between the calculation results of both is within the preset normal range. can do.

The acceleration torque (in-phase torque Ta) and reverse-phase torque Tm determined by the torque determination units 131 and 132 of the vehicle controller 13 are added and output to the motor controllers 20 and 30.
Since the configurations of the motor controllers 20 and 30 are the same on the left and right, the configuration of the right wheel motor controller 20 will be described on behalf of both, and the description of the configuration of the left wheel motor controller 30 will be omitted.

  The right wheel motor controller 20 includes an acceleration torque / yaw moment torque decomposing unit 21, a negative phase torque difference limiting unit 22, a negative phase torque delay processing unit 23, a common phase torque delay processing unit 24, and a right wheel motor current control unit. 25.

  Although details of each part 21 to 25 will be described later, the acceleration torque / yaw moment torque decomposing part 21 converts the motor torque command values Tr and Tl for the left and right wheel motors 42 and 52 from the vehicle controller 13 to be in phase with the in-phase torque Ta. Disassembled into torque Tm.

The negative phase torque difference limiting unit 22 applies a limit based on the decomposed negative phase torque Tm so that the left and right torque difference does not exceed a preset value.
The negative phase torque delay processing unit 23 delays the change in the direction in which the absolute value increases with respect to the torque limited by the negative phase torque difference limiting unit 22 based on the previous value, thereby reducing the responsiveness. . In the first embodiment, this absolute value increase delay is formed by limiting (limiter) the amount of change per unit time. However, the delay using a first-order lag filter or a second-order lag filter is used. You may make it give.

The in-phase torque delay processing unit 24 delays the decomposed in-phase torque Ta based on the previous value in the direction in which the absolute value increases. In this case as well, the delay in increasing the absolute value is formed by limiting the amount of change per unit time (limiter), but by using a primary delay filter, a secondary delay filter, etc. Also good.
The right wheel motor current control unit 25 directs a command to input / output a current corresponding to the final right wheel motor torque command value tTr determined by the processing units 23 and 24 to the right wheel inverter 41. Output.

  As shown in FIG. 2, the left wheel motor controller 30 includes an acceleration torque / yaw moment torque decomposing unit 31, a negative phase torque difference limiting unit 32, a negative phase torque delay processing unit 33, a common phase torque delay processing unit 34, a left wheel motor. A current control unit 35 is provided.

(Process flow)
Next, the contents of the processing in the vehicle controller 13 and the left and right wheel motor controllers 20 and 30 will be described based on the flowcharts shown in FIGS.
First, the flow of processing executed by the vehicle controller 13 will be described with reference to FIG.
In the first step S101, a signal related to vehicle behavior detection is read from the vehicle behavior detection sensor group 12, and in a next step S102, a signal related to driver operation is read from the driver input detection sensor group 11, and the process proceeds to step S103.

  In step S103, the sensor diagnosis unit 133 and the calculation abnormality diagnosis unit 134 determine whether one of the sensor failure flag and the VCM failure flag is ON. If both flags are OFF, the process proceeds to step S104. If either flag is ON (failure), the process proceeds to step S107.

  In step S104 that proceeds when the failure determination is not made, the acceleration torque determination unit 131 calculates the common-mode torque Ta according to the driver's operation, and then proceeds to step S105. This common-mode torque Ta is torque that is output in the left and right in-phase in the left and right wheel motors 42 and 52 in response to the driver's acceleration operation (accelerator depression operation) or deceleration operation (accelerator depression operation or brake operation). The common-mode torque Ta is positive during acceleration (powering) and negative during deceleration (regeneration).

In the subsequent step S105, the yaw moment torque determination unit 132 calculates the reverse phase torque Tm, and the process proceeds to the next step S106. The reverse phase torque Tm generates a yaw moment in the vehicle by generating torque in the reverse direction in the left and right wheels LW and RW as described above. Therefore, in the first embodiment, the sign of the reverse phase torque Tm is minus the sign of the torque that gives the moment in the turning direction during the right turn, and the torque that gives the moment in the turning direction during the left turn. The sign is positive.
Further, the reverse-phase torque Tm is set based on well-known vehicle behavior control (for example, VDC control). For example, when the vehicle turns, an oversteer state in which the turning amount is excessive with respect to the steering amount is set. It is set to generate a yaw moment in a direction to suppress the amount. Alternatively, it is set so that the yaw moment is generated in the direction in which the turning amount is increased when the vehicle is turning into an understeer state where the turning amount is insufficient with respect to the steering amount.

Next, in step S106, based on the in-phase torque Ta and the reverse-phase torque Tm, the left wheel motor torque command value Tl for the left wheel motor 52 and the right wheel motor torque command value Tr for the right wheel motor 42 are respectively expressed by the following equations. (1) Calculate and output according to (2).
Tr = Ta + Tm (1)
Tl = Ta−Tm (2)
Here, if a case where a moment is applied in the turning direction when turning right is described as an example, the sign of the reverse phase torque Tm in this case is negative as described above. Therefore, the right wheel motor torque command value Tr in the expression (1) adds the negative negative phase torque Tm to the common phase torque Ta, that is, subtracts the absolute value of the negative phase torque Tm. On the other hand, the left wheel motor torque command value Tl in Expression (2) is a value obtained by subtracting the negative negative phase torque Tm from the common phase torque Ta, that is, adding the absolute value of the negative phase torque Tm. Therefore, in the left and right wheels LW and RW, the torque in the forward direction of the left wheel LW is relatively increased, and a yaw moment that causes the vehicle to turn in the right turn direction is generated.

  Next, in step S103, when the failure flag is ON in step S103, the ON continuation time of the same flag is counted. Then, the process proceeds to step S108, and this ON continuation time is set to a preset diagnosis time. It is determined whether or not tα is exceeded. In step S108, if the ON duration does not exceed the diagnosis time tα, the process proceeds to step S104. On the other hand, if the ON duration exceeds the diagnosis time tα, the process proceeds to step S109, where it is determined that there is a failure, and the left wheel motor torque command value Tl and the right wheel motor torque command value Tr are each set to “0”.

Next, processing in each motor controller 20 and 30 will be described. Since each motor controller 20 and 30 performs the same processing except that the sign of the reverse phase torque Tm is different, the processing in the right wheel motor controller 20 will be described with reference to the flowchart of FIG.
In step S201, the acceleration torque / yaw moment torque decomposition unit 21 decomposes the in-phase / reverse-phase components of the left and right wheel motor torque command values Tl and Tr determined by the vehicle controller 13 using the following equations (3) and (4). ).
The in-phase torque Ta is obtained by removing the anti-phase torque component from the motor torque command values Tr and Tl by the equation (3).
(Tr + Tl) / 2 = Ta (3)
Tr-Ta = Tm (4)
In the next step S202, the in-phase torque Ta as the acceleration / deceleration component is compared with the previous value to determine whether or not the absolute value is on the increasing side. That is, in the present embodiment, when the absolute value of the torque of each motor 42, 52 is increased to the plus side (power running) or minus side (regeneration), the torque response is reduced as necessary. . Therefore, in this step S202, it is determined whether or not the absolute value of the in-phase torque Ta obtained this time is larger than the absolute value of the previous value, and the presence or absence of the torque response reduction setting is determined.
When the absolute value of the in-phase torque Ta is on the increase side and the torque response is set to decrease, the process proceeds to step S203, where the absolute value of the in-phase torque Ta is not on the increase side and the setting of the torque response decrease is set. If not necessary, the process proceeds to step S204.

In step S204, whether the in-phase torque Ta has changed between 0 and the current value, i.e., a change from acceleration to deceleration, and vice versa, a control change from deceleration to acceleration, It is determined whether or not the error occurred. That is, it is determined whether or not the absolute value of the in-phase torque Ta has changed from the decreasing side to the increasing side, and if there is a change from a decrease in the absolute value to an increase across 0 of the in-phase torque Ta, the torque response The process proceeds to step S203 to set the decrease, and if there is no change, the process proceeds to step S207.
In step S207, since it is not necessary to set the torque response reduction, the current common-mode torque Ta obtained in step S201 is set as the final common-mode torque tTa.

  In step S202, when the absolute value of the in-phase torque Ta is on the increasing side, or in step S203 that proceeds when the in-phase torque Ta changes across 0 in step S204, the in-phase torque Ta is “positive”. It is determined whether or not. If the in-phase torque Ta is “positive” and power running, the process proceeds to step S205. If the in-phase torque Ta is not “positive” and regeneration, the process proceeds to step S206.

In step S205, the in-phase torque delay processing unit 24 (see FIG. 1) performs a power-running in-phase component rate limiter process for reducing the response during power running (acceleration) with respect to the in-phase torque Ta, and the process proceeds to step S208. .
The power running side in-phase component rate limiter process is a process of limiting to the late limit value RateA when the increase amount per control cycle, which is an increase rate of the in-phase torque Ta, exceeds a preset rate limit value RateA. is there. That is, the power running side common-mode component rate limiter Ta (inc), which is the torque subjected to this limit processing, is set to the common-mode torque Ta by the following equation (5), and this is set as the final common-mode torque tTa. The late limit value RateA is a value set in advance in a range that does not give the driver a sense of incongruity based on the acceleration feeling of the vehicle.
tTa = Ta (inc) = min (Ta previous value + Rate A, Ta) (5)
In other words, this limiter process is a process for limiting the rising of the motor torque during acceleration with the rate limit value RateA in the increasing direction.

In step S206, which proceeds when the in-phase torque Ta is not "positive" in step S203, a regeneration-side in-phase component rate limiter process for reducing the response at the time of regeneration (deceleration) is performed on the in-phase torque Ta. Proceed to step S208.
In this regeneration side in-phase component rate limiter process, the increase amount of the absolute value to the minus side per control cycle, which is the rate of increase of the in-phase torque Ta to the minus side, exceeds the preset rate limit value RateA. In this case, the processing is limited to the rate limit value RateA. That is, the regeneration-side common-mode component rate limiter Ta (dec), which is the torque subjected to this limit processing, is set to the common-mode torque Ta by the following equation (6), and this is set as the final common-mode torque tTa. The late limit value RateA is a value set in advance within a range that does not give the driver a sense of incongruity based on the deceleration feeling of the vehicle. In the present embodiment, the late limit value RateA is the acceleration limit value in step S205. Although they are common, they may be set independently.
tTa = Ta (dec) = max (Ta previous value−Rate A, Ta) (6)
In other words, this limiter process is a process for limiting the falling of the motor torque during deceleration by the rate limit value RateA.

  In step S208, which proceeds after setting the final in-phase torque tTa in any of steps S205, S206, S207, it is determined whether or not the reverse phase torque Tm is “positive”. If it is “positive”, the process proceeds to step S209. If it is not “positive”, the process proceeds to step S211. That is, in step S208, the turning direction based on the reverse phase torque Tm is determined. If the turning direction is left (the sign is plus), the process proceeds to step S209. If the turning direction is right (the sign is minus), the process proceeds to step S211. .

  In step S209 that proceeds when the reverse phase torque Tm is “normal” (turning to the left) and the subsequent step S210, the final reverse is the amount of torque that is required to power the right wheel motor 42 by yaw moment control during the left turn. The phase torque tTm is calculated.

Therefore, first, in step S209, the left-right torque difference limit value Tm (lim1) on the power running side that limits the torque response of the reverse-phase torque Tm is calculated by the reverse-phase torque difference limiting unit 22 (see FIG. 1). The process proceeds to step S210.
The power running side left-right torque difference limit value Tm (lim1) is calculated by the following equation (7).
Tm (lim1) = min (TLim, Tm) (7)
That is, in step S209, the reverse phase torque Tm is set to a smaller value between the preset reverse phase torque upper limit value TLim and the current reverse phase torque Tm obtained in step S201. The difference limit value Tm (lim1) is selected. Thereby, the negative phase torque Tm is suppressed to the negative phase torque upper limit value TLim or less.

  TLim is a preset upper limit value of the reverse phase torque Tm during power running, and by suppressing the left-right torque difference within a predetermined range, the turning performance of the vehicle by yaw moment control is not given to the driver. And it is an upper limit set in the range where the vehicle behavior is not disturbed. Furthermore, a constant value may be used as the anti-phase torque upper limit value TLim, but in the first embodiment, a variable corresponding to the left-right torque difference is used. That is, the left-right torque difference is an interval of ± Tm. Therefore, based on the negative phase torque Tm, the negative phase torque upper limit value TLim is smaller when the negative phase torque Tm is relatively large than when the negative phase torque Tm is relatively small. Is set. That is, when the reverse phase torque Tm (left-right torque difference) is relatively large, the inclination of the reverse-phase torque Tm is suppressed to be smaller than when the reverse phase torque Tm (left-right torque difference) is relatively small, and the vehicle behavior. It is set to suppress changes (disturbances). This setting can be performed by using, for example, a negative phase torque upper limit value TLim map corresponding to the negative phase torque Tm.

Next, in step S210, after performing a power running side reverse phase component rate limiter process, it progresses to step D213. In the power running side reverse phase component rate limiter process, the power running side reverse phase component rate limiter Tm (lim2) for reducing the torque response in the reverse phase torque delay processing unit 23 (see FIG. 1) is expressed by the following equation (8). This is set as the final reverse phase torque tTm.
tTm = Tm (lim2)
= Min (Tm (lim1) previous value + RateM, Tm (lim1)) (8)
That is, in step S210, the anti-phase component rate limit value RateM is added to the previous value of the left and right torque difference limit value Tm (lim1) on the power running side to calculate an upper limit value as torque response. Then, the smaller value of the upper limit value and the current power running side left-right torque difference limit value Tm (lim1) obtained in step S209 is selected as the final reverse-phase torque tTm.

RateM is an anti-phase torque rate limiter value set to suppress the vehicle behavior (turning) by yaw moment control within a predetermined range as an upper limit value of torque response at the time of yaw moment control, and from rate limit value RateA Is also set to a small value.
Furthermore, a constant value may be used as the reverse-phase component rate limit value RateM, but in the first embodiment, the variable is a variable corresponding to the wheel speed (VwR, VwL). That is, according to the wheel speed, when the wheel speed is relatively high, the wheel speed is set to a smaller value than when the wheel speed is relatively low. That is, at high wheel speeds, the gradient of the reverse phase torque Tm is set smaller than at low wheel speeds to suppress changes in vehicle behavior. Further, this setting can be performed by using, for example, a reverse phase component rate limit value RateM map corresponding to the wheel speed.

  On the other hand, in step S208, the right wheel motor 42 is driven in the regeneration direction by yaw moment control at the time of right turn in step S211 that proceeds when the reverse phase torque Tm is not “positive” (turning to the left). The final reverse phase torque tTm is calculated as a torque amount necessary for the above.

Therefore, first, in step S211, the left and right torque difference limit value Tm (lim1) on the regeneration side, which limits the torque response of the negative phase torque Tm by the negative phase torque difference limiting unit 22 (see FIG. 1), (9) and the process proceeds to step S212.
Tm (lim1) = max (−TLim, Tm) (9)
That is, in step S211, a larger value (a value having a smaller absolute value) of the preset reverse phase torque upper limit value −TLim and the current reverse phase torque Tm obtained in step S201 is regenerated. The left and right torque difference limit value Tm (lim1) is selected.
-TLim is a preset upper limit value of the reverse phase torque during regeneration, and restrains the difference in torque between the left and right within a predetermined range, so that the turning performance of the vehicle by yaw moment control is not given to the driver. This is the upper limit value set for the range. In the first embodiment, the upper limit value and sign used in step S209 during power running are changed and the absolute value is made common, but different absolute values can be used during power running and regeneration.

Next, in step S212, regeneration side reverse phase component rate limiter processing is performed, and the process proceeds to step S213. In this regeneration-side reverse-phase component rate limiter process, the reverse-phase torque delay processing unit 23 (see FIG. 1) calculates a regeneration-side reverse-phase component rate limiter Tm (lim2) that reduces the torque responsiveness by the following formula (10 This is set as the final reverse phase torque tTm.
tTm = Tm (lim2)
= Max (Tm (lim1) previous value-RateM, Tm (lim1)) (10)
That is, in step S212, the lower limit value is calculated as the torque response on the regeneration side by subtracting the negative phase component rate limit value RateM from the previous value of the left and right torque difference limit value Tm (lim1) on the regeneration side. Then, the larger value of the lower limit value and the current regeneration-side left-right torque difference limit value Tm (lim1) obtained in step S211 is selected as the final reverse-phase torque tTm.

In the next step S213, the final right wheel motor torque command value tTr is calculated by the following equation (11), and the process proceeds to step S214.
tTr = tTa + tTm (11)
That is, the final in-phase torque tTa obtained in any of steps S205, S206, and S207 and the final reverse-phase torque tTm obtained in any of steps S210 and S212 are added, and this is added to the right wheel motor 42. The final right wheel motor torque command value tTr is used.
In step S214, the right wheel motor current control unit 25 (see FIG. 1) converts the final right wheel motor torque command value tTr and the rotational speed into a necessary current command value and outputs it.

(Operation of Embodiment 1)
Next, the operation of the first embodiment will be described.
FIG. 5 shows an operation example in the case where control for generating reverse-phase torque in the left and right wheels LW and RW is executed due to a failure such as a yaw rate sensor 121 or a calculation abnormality.
In other words, in a vehicle that controls the yaw moment of the vehicle by controlling the driving force difference between the left and right wheels LW and RW, for example, when the yaw rate sensor 121 fails, the yaw moment control based on the failure is performed and the vehicle behavior is disturbed. May occur.
As a countermeasure, for example, as in the above-described prior art, the change rate limit is set to the command value to the drive source, and the yaw moment control torque is determined until the torque is actually output from the drive source. It is possible to delay the time. As a result, failure diagnosis of components such as sensors can be completed before the disturbance of vehicle behavior becomes large, and yaw moment control can be stopped based on the result.

However, when the rate of change restriction is set on the command value to the drive source as in the above-described prior art, the following problems occur.
That is, if the rate of change with a large degree of delay is limited to the value obtained by adding the acceleration / deceleration control torque and the yaw moment control torque, it is possible to prevent the occurrence of a large disturbance in vehicle behavior due to the yaw moment control torque at the time of component failure. However, in this case, the acceleration response of the vehicle is lowered, and there is a possibility that the driver feels uncomfortable.

  On the other hand, if acceleration responsiveness that does not give the driver a sense of incongruity is ensured, a failure occurs in the yaw rate sensor 121, and the vehicle behavior is disturbed during the diagnosis time tα until the failure is diagnosed and control is stopped. There is a fear.

(Operation of comparative example)
Therefore, before explaining the operation of the embodiment, in the comparative example in which the torque responsiveness setting process of the present embodiment is not executed, the operation when the vehicle behavior is disturbed due to the failure of the yaw rate sensor 121 occurs. explain.

In this comparative example, the yaw rate due to the failure of the yaw rate sensor 121 is detected at time t1 in FIG. Further, after the time point t4 when the diagnosis time tα has elapsed, a failure is diagnosed, and the torques of the motors 42 and 52 are controlled to “0”.
Therefore, in the comparative example, the in-phase torque and the motors 42 and 52 are generated so that the yaw rate is generated in a direction to suppress the yaw rate detected by the failure from the time t1 to the time t4 when the failure diagnosis is performed. Control for generating reverse phase torque is executed.
In the example of FIG. 5A, the dotted line hTr represents the right wheel motor torque of the comparative example, and the two-dot chain line hTl represents the left wheel motor torque of the comparative example. At this time, the right wheel motor is regeneratively driven to generate torque on the braking side, and the left wheel motor is power-driven to generate torque on the acceleration side, thereby generating a yaw moment in the right turn direction in the vehicle. .
In this comparative example, since there is no limit on the response of the drive torque of the motor that generates the yaw moment for vehicle behavior control, each motor torque hTr, hTl is based on the in-phase torque and the reverse-phase torque. As shown in the figure, it fluctuates rapidly.

FIG. 5B shows the wheel speed change at this time, and the right wheel speed hVr of the comparative example suddenly decreases due to the above torque fluctuation, and the absolute value of the left wheel speed hVl of the comparative example is right. Although it is less than the wheel speed hVr, it can be seen that the wheel speed is rising.
Due to such changes in the left and right wheel speeds, in the comparative example, the yaw rate fluctuates as shown by the alternate long and short dash line hYo in FIG.

(Operation of Embodiment 1)
Next, the operation of the first embodiment when the same failure as that in the comparative example occurs at time t1 will be described.
Even in the present embodiment, in response to the detection of the yaw rate due to the failure, the vehicle that generates the yaw rate in the direction in which the detected yaw rate is suppressed until the time t4 when the diagnosis time tα elapses and the failure diagnosis is performed. Behavior control is executed. Then, after the failure diagnosis, the torque of both motors 42 and 52 is controlled to “0” as in the comparative example.
At this time, since it is not determined to be a failure at the time t1, the in-phase torque Ta corresponding to the driver's operation is calculated (S104), and the reverse phase torque Tm corresponding to the vehicle behavior is calculated (S105).

  In this case, in the first embodiment, the in-phase torque Ta is decreased, that is, the current value is smaller than the previous value, and after time t2, the change exceeds zero. For this reason, the regeneration-side common-mode component late limit process is performed based on the processes of steps S202 → S203 → S206, and the final common-mode torque tTa decreases with a slope limited by the late limit value RateA from the previous value of the final common-mode torque tTa. To do. In addition, after the time t3 when the in-phase torque Ta becomes constant and becomes the same value as the previous value, the decrease in torque response due to the rate limiter is cancelled.

On the other hand, the reverse phase torque Tm is a mode in which a right turning moment is generated, and has a minus sign. Therefore, the right wheel motor controller 20 executes the regeneration side left / right torque difference limiting process (S211) and the regeneration side reverse phase component rate limiter process (S212) based on the processes of S208 → S211 → S212.
Here, in the regeneration side left and right torque difference limiting process, the reverse phase torque Tm of the right wheel motor 42 decreases as the regeneration side left and right torque difference limit value Tm (lim1) limited by the upper limit value -TLim of the reverse phase torque. . As a result, in the regeneration-side reverse phase component rate limiter process, the final reverse-phase torque tTm is determined by the reverse-phase component late limit value RateM with respect to the previous value of the limited regeneration-side left-right torque difference limit value Tm (lim1). Decrease at the limited value.

Therefore, from the time t1 when the failure occurs until the time t3 when the common-mode torque Ta becomes constant, the final right wheel motor torque command value tTr is the limited final common-mode torque tTa and the limited final reverse-phase torque. It decreases with a slope obtained by adding tTm. Then, from the point of time t3 when the in-phase torque Ta becomes constant, the final right wheel motor torque command value tTr decreases with the gradient of the final reverse phase torque tTm.
As in the comparative example, the torque command values tTr and tTl to the motors 42 and 52 are controlled to “0” after the time t4 when the failure is diagnosed.
At this time, since the common-mode torque Ta is on the decreasing side and does not change across “0”, the common-mode torque Ta quickly goes to “0” by the processing of steps S202 → S204 → S207.
At this time, when the absolute value of the negative phase torque Tm decreases, the negative phase torque Tm becomes smaller than the negative phase torque upper limit value TLim. Change quickly.

On the other hand, the left wheel motor controller 30 also executes a process for setting torque response similar to the above.
That is, in the left wheel motor controller 30, the in-phase torque Ta is the same as the process in the right wheel motor controller 20 described above.
In the left wheel motor controller 30, the sign of the reverse phase torque Tm is opposite to that of the right wheel motor controller 20, and the sign is plus. Based on the processing of S 208 → S 209 → S 210, S209) and the power running side reverse phase component rate limiter process are executed (S210).

  At this time, in the power running side left and right torque difference limiting process, the reverse phase torque Tm of the left wheel motor 52 increases as a power running side left and right torque difference limit value Tm (lim1) limited by the reverse phase torque upper limit value TLim. In the power running side reverse phase component rate limiter process, the final reverse phase torque tTm is limited by the reverse phase component rate limit value RateM with respect to the previous value of the limited left and right torque difference limit value Tm (lim1) on the power running side. Ascends at the value.

  Therefore, from the time t1 when the failure occurs until the time t3 when the common-mode torque Ta becomes constant, the final left wheel motor torque command value tTl is limited to the limited final common-mode torque tTa and the limited final reverse-phase torque tTm. Decrease with the slope of adding and. That is, the final in-phase torque tTa has decreased to the time point t3, and the value obtained by adding the final reverse-phase torque tTm to this time has also slightly decreased. From the point of time t3 when the in-phase torque Ta becomes constant, the final left wheel motor torque command value tTl increases with the gradient of the final reverse-phase torque tTm.

  As described above, as a result of the decrease in the torque responsiveness of both the motor torque command values Tr and Tl, as shown in FIG. 5B, the left and right wheel speeds Vl and Vr of the first embodiment are suppressed. As a result, as shown in FIG. 5C, the change in the yaw rate Yo suppresses the disturbance of the vehicle posture as compared with the change in the yaw rate hYo in the comparative example.

(Effect of Embodiment 1)
In the torque detection device of the first embodiment, the effects listed below can be obtained.
1) The driving force control apparatus of Embodiment 1 is
A left wheel LW as a drive wheel, a left wheel motor 52 as a left wheel drive source for driving a right wheel RW, and a right wheel motor 42 as a right wheel drive source;
The final right wheel motor torque command value tTr and the final left wheel motor torque command value tTl as torque command values for the motors 42 and 52 as the drive sources are used as a driver input detection sensor group 11 and a vehicle behavior detection sensor group as detection means. A vehicle controller 13, a right wheel motor controller 20, a left wheel motor controller 30 as control means for calculating and outputting based on the driving operation of the driver detected by the vehicle 12 and the detection of the vehicle behavior;
Both motors 42, which are included in any one of these controllers 13, 20, 30 as control means, and which serve as both drive sources according to the acceleration / deceleration of the vehicle based on detection of both sensor groups 11, 12 as detection means, An acceleration torque determination unit 131 as an acceleration / deceleration control unit that executes acceleration / deceleration control for determining the in-phase torque Ta as the motor torque of 52;
A yaw that is included in any of the controllers 13, 20, and 30 as control means and determines a reverse phase torque Tm as an independent motor torque of at least one of the motors 42 and 52 in order to control the yaw moment of the vehicle. A yaw moment torque determination unit 132 as a yaw moment control unit that executes moment control;
In-phase torque delay processing units 24 and 34 as acceleration / deceleration torque response setting means for setting torque response of both motors 42 and 52 by acceleration / deceleration control;
Yaw moment torque responsiveness setting means for setting the torque responsiveness of both motors 42 and 52 to be controlled by the yaw moment control independently of the in-phase torque lag processing units 24 and 34 as acceleration / deceleration torque responsiveness setting means. The anti-phase torque difference limiting units 22 and 32 and the anti-phase torque delay processing units 23 and 33 are provided.
Therefore, it is possible to set an optimum responsiveness according to each torque requirement between the in-phase torque Ta by acceleration / deceleration control and the reverse-phase torque Tm by yaw moment control. This makes it possible to satisfy both the vehicle acceleration / deceleration request and the yaw moment control request while limiting the rate of change of the motor torque.

2) The driving force control apparatus of Embodiment 1
The negative phase torque difference limiting units 22 and 32 and the negative phase torque delay processing units 23 and 33 as yaw moment torque response setting means are the negative phase torques determined by the yaw moment torque determination unit 132 as the yaw moment control unit. The torque responsiveness of Tm is reduced (delayed) below the torque responsiveness to the in-phase torque Ta of the acceleration / deceleration torque responsiveness reduction setting unit.
If the torque response of the yaw moment torque control is lowered (delayed) within a range in which acceleration / deceleration performance can be ensured, the vehicle behavior due to yaw moment control at the time of failure may increase. Therefore, by reducing the torque response of the reverse phase torque Tm by the yaw moment control to be lower than the torque response of the in-phase torque Ta by the acceleration / deceleration control, the vehicle by the yaw moment control at the time of failure while ensuring the acceleration / deceleration performance. The behavior can be suppressed. As a result, it is possible to suppress the disturbance of the vehicle behavior due to the yaw moment and acceleration / deceleration unintended by the driver.

3) The driving force control apparatus of Embodiment 1
The yaw moment torque responsiveness setting means includes reverse-phase torque difference limiting units 22 and 32 as left and right torque difference limiting units that limit the drive torque difference between both motors 42 and 52 as both drive sources. And
By restricting the torque difference between the left and right wheel motors 42 and 52 as the left and right drive sources, it is possible to prevent a large reverse phase torque from being generated at the time of failure, and to reduce the torque response. Therefore, it is possible to suppress the disturbance of the vehicle behavior due to the yaw moment and acceleration / deceleration unintended by the driver.

4) The driving force control apparatus of Embodiment 1 is
The anti-phase torque difference limiting units 22 and 32 as the yaw moment torque response setting means correspond to the anti-phase torque Tm which is the difference between the left and right motor torques. The larger the anti-phase torque Tm, the more the torque response. It is characterized in that the degree of decrease (delay) is set large.
When the reverse phase torque Tm is relatively large, the yaw moment of the vehicle is larger than when the reverse phase torque Tm is relatively small. As described above, when the reverse phase torque Tm is relatively large, the sudden change of the vehicle behavior at the time of failure can be suppressed by setting the degree of decrease (delay) in the torque response.

5) The driving force control apparatus of Embodiment 1
The anti-phase torque delay processing units 23 and 33 serving as yaw moment torque response setting means reduce the torque response in response to the wheel speed as the vehicle speed at a higher wheel speed than at a lower wheel speed. Is set to be large.
When the vehicle speed is high, the vehicle behavior due to the reverse phase torque Tm is greater than when the vehicle speed is low. Therefore, the higher the vehicle speed (the higher the wheel speed), the lower the torque response, that is, by increasing the degree of delay, it is possible to suppress the vehicle behavior change at high vehicle speed, It can be further suppressed.

6) The driving force control apparatus of Embodiment 1
The in-phase torque delay processing units 24 and 34 as acceleration / deceleration torque response setting means, the anti-phase torque difference limiting units 22 and 32 and the anti-phase torque delay processing units 23 and 33 as yaw moment torque response setting means The torque response is reduced when the absolute values of the in-phase torque Ta and the reverse-phase torque Tm as the torque increase.
Therefore, by reducing (delaying) the torque response when the absolute values of the in-phase torque Ta and the reverse-phase torque Tm are increased, the vehicle behavior caused by the yaw moment or acceleration / deceleration unintended by the driver at the time of the above-described failure is reduced. Disturbance can be suppressed. On the other hand, when the absolute values of the in-phase torque Ta and the reverse-phase torque Tm are increased, the torque response is not reduced (not delayed), thereby executing the control for reducing the absolute value of the torque from the viewpoint of component protection. Therefore, the protection of parts can be secured.

7) The driving force control apparatus of Embodiment 1
The in-phase torque delay processing units 24 and 34 as acceleration / deceleration torque response setting means, the anti-phase torque difference limiting units 22 and 32 and the anti-phase torque delay processing units 23 and 33 as yaw moment torque response setting means Even when the absolute values of Ta and reverse-phase torque Tm are decreased, if the absolute value changes over zero, the torque response is reduced.
That is, when the absolute value of the in-phase torque Ta is decreased, if it crosses “0”, it shifts to the absolute value increasing side. In this case, by allowing the torque responsiveness to be reduced (delayed), failure occurs. The sudden torque change at the time can be suppressed.

8) The driving force control apparatus of Embodiment 1 is
Both motor torque command values Tr and Tl as drive torques determined by an acceleration torque determination unit 131 as an acceleration / deceleration control unit and a yaw moment torque determination unit 132 as a yaw moment control unit are input and both motors 42 and 52 are input. A right wheel motor controller 20 and a left wheel motor controller 30 as drive source control units for controlling the drive of
Both motor controllers 20, 30 have in-phase torque lag processing units 24, 34 as acceleration / deceleration torque response setting means, anti-phase torque difference limiting units 22, 32 as yaw moment torque response setting means, and anti-phase torque delay processing. The parts 23 and 33 are provided.
As described above, the in-phase torque lag processing units 24 and 34, the anti-phase torque difference limiting units 22 and 32, and the anti-phase torque lag processing units 23 and 33 that set the torque responsiveness with respect to both the motors 42 and 52 are replaced with the both determining units 131. , 132 provided separately from the vehicle controller 13.
As a result, even if an abnormality occurs in both the sensor groups 11 and 12 and the vehicle controller 13 and an abnormality signal is output from the vehicle controller 13, the torque responsiveness can be set in both the motor controllers 20 and 30. Therefore, it is possible to more reliably suppress the disturbance of the vehicle behavior due to the yaw moment and acceleration / deceleration unintended by the driver.

(Other embodiments)
Next, another embodiment will be described.
Since the other embodiment is a modification of the first embodiment, the same reference numerals as those in the first embodiment are assigned to the same components as those in the first embodiment, and the description thereof is omitted. Only the differences will be described.

(Embodiment 2)
The driving force control apparatus of the second embodiment is an example in which the arrangement of the acceleration / deceleration torque responsiveness setting means and the yaw moment torque responsiveness setting means is different from that of the first embodiment.

  That is, in the second embodiment, as shown in FIG. 6, the vehicle controller 213 is provided with an in-phase torque delay processing unit 224 as acceleration / deceleration torque response setting means. The vehicle controller 213 is also provided with a negative phase torque difference limiting unit 222 and a negative phase torque delay processing unit 223 as yaw moment torque response setting means.

Further, the right wheel motor controller 220 receives the right wheel motor torque command value Tr obtained by adding the outputs from the both delay processing units 223 and 224, and outputs the final right wheel motor torque command value tTr to the right wheel inverter 41. A right wheel motor current control unit 225 is provided.
Similarly, the left wheel motor controller 230 receives the left wheel motor torque command value Tl obtained by adding the outputs from the both delay processing units 223 and 224, and outputs the final left wheel motor torque command value tTl to the left wheel inverter 51. A current control unit 235 is provided.

Since other configurations are the same as those of the first embodiment, description thereof is omitted.
Therefore, even in the second embodiment, the effects 1) to 7) described in the first embodiment are produced.

The embodiments of the present invention have been described above. However, the specific configuration is not limited to these embodiments, and it does not depart from the gist of the invention according to each claim of the claims. Design changes and additions are allowed.
For example, in the embodiment, the one applied to an electric vehicle that drives the left and right rear wheels is exemplified. However, the drive wheels driven by the drive source and the number of the wheels are not limited to this, and the present invention can be applied not only to driving left and right front wheels but also to driving four or more wheels. Further, the drive source is not limited to an electric motor, and a drive source other than an electric motor such as an internal combustion engine can be used.
Furthermore, even when an electric motor is used, the in-wheel motor in which the motor is provided on the wheel is illustrated, but the present invention can also be applied to a structure in which the motor is provided on the vehicle body.
In the embodiment, the yaw rate control is shown in which the driving force of the electric motor is controlled independently on the left and right, but only one of the target driving torques of both motors is independently controlled. You may make it perform control to increase / decrease with respect to.

  In the embodiment, the torque responsiveness is set according to the delay limit of the rate limiter in the delay processing unit. However, instead of the delay processing unit (rate limiter), a generally used delay filter (primary filter) is used. A delay filter, a second-order delay filter, etc.) may also be used.

10 Control unit (control means)
11 Driver input detection sensor group (detection means)
12 Vehicle behavior detection sensor group (detection means)
13 Vehicle controller (control means)
20 Right wheel motor controller (control means: drive source controller)
22 Reverse phase torque difference limiter (yaw moment torque response setting means: left and right torque difference limiter)
23 Reverse phase torque delay processing section (yaw moment torque response setting means)
24 In-phase torque delay processing section (acceleration / deceleration torque response setting means)
25 Right wheel motor current controller (drive source controller)
30 Left wheel motor controller (control means: drive source controller)
32 Reverse-phase torque difference limiter (yaw moment torque response setting means: left and right torque difference limiter)
33 Reverse phase torque delay processing section (yaw moment torque response setting means)
34 In-phase torque delay processing section (acceleration / deceleration torque response setting means)
35 Left wheel motor current controller (drive source controller)
42 Right wheel motor (right wheel drive source)
52 Left wheel motor (left wheel drive source)
131 Acceleration torque determination unit (acceleration / deceleration control unit)
132 Yaw moment torque determination unit (yaw moment control unit)
LW Left wheel (drive wheel)
RW Right wheel (drive wheel)

Claims (8)

A left wheel drive source and a right wheel drive source that are provided in pairs on the left and right sides of the vehicle and drive the left and right drive wheels;
Control means for calculating and outputting a torque command value for each drive source based on the driving operation and vehicle behavior of the driver detected by the detection means,
An acceleration / deceleration control unit that is included in the control unit and executes acceleration / deceleration control that determines drive torques of both drive sources in accordance with acceleration / deceleration of the vehicle based on detection of the detection unit;
A yaw moment control unit included in the control means for executing yaw moment control for determining independent drive torques of at least one of the two drive sources to control the yaw moment of the vehicle;
Acceleration / deceleration torque responsiveness setting means for setting torque responsiveness of both drive torques by the acceleration / deceleration control;
Yaw moment torque response setting means for setting the torque response of the drive torque by the yaw moment control independently of the acceleration / deceleration torque response setting means;
A driving force control device comprising: The driving force control apparatus according to claim 1,
The yaw moment torque responsiveness setting means reduces the torque responsiveness determined by the yaw moment control unit to be lower than the torque responsiveness set by the acceleration / deceleration torque responsiveness setting means. Driving force control device. In the driving force control device according to claim 1 or 2,
The yaw moment torque responsiveness setting means includes a left-right torque difference limiting unit that limits the drive torque difference between the two drive sources. In the driving force control device according to claim 1 or 2,
The yaw moment torque responsiveness setting means sets the torque responsiveness in accordance with the drive torque difference, and sets the degree of decrease in the torque responsiveness as the drive torque difference increases. apparatus. In the driving force control device according to any one of claims 1 to 4,
The yaw moment torque responsiveness setting means sets the torque responsiveness to a greater degree of decrease as the vehicle speed increases at higher vehicle speeds than at low vehicle speeds. In the driving force control device according to any one of claims 1 to 5,
The acceleration / deceleration torque responsiveness setting means and the yaw moment torque responsiveness setting means reduce the torque responsiveness when the absolute value of each drive torque increases. In the driving force control apparatus according to claim 6,
The acceleration / deceleration torque responsiveness setting means and the yaw moment torque responsiveness setting means are configured so that, even when the absolute value of each driving torque is decreased, the torque is changed when the absolute value changes over zero. A driving force control device that reduces responsiveness. The driving force control apparatus according to claim 1,
A drive source control unit that controls the drive of the drive source by inputting the drive torque determined by the acceleration / deceleration control unit and the yaw moment control unit;
The driving force control apparatus according to claim 1, wherein the acceleration / deceleration torque response setting unit and the yaw moment torque response setting unit are provided in the drive source control unit.