JP2016052830A - Vehicle control device and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the stability of a postre of a vehicle and a riding comfort of an occupant.SOLUTION: This vehicle control device comprises: a drive source which can adjust an inclination of a vehicle by controlling a support mechanism for supporting a plurality of wheels which are arranged at the vehicle; a changeover control part which switches the first torque of the drive source necessary for torque control for stabilizing a posture of the vehicle, and the second torque of the drive source which is calculated in order to set the posture of the vehicle to an inclination which is set as a target by positional control for stabilizing the posture of the vehicle; and a control part which repeats control for changing a current value until reaching a current value which is outputted to the drive source for drive at the second torque from a current value which is outputted to the drive source for drive at the first torque when switched to the second torque from the first torque by the changeover control part.SELECTED DRAWING: Figure 7

Description

  Embodiments described herein relate generally to a vehicle control device and a program.

  2. Description of the Related Art Conventionally, a technique for controlling the inclination of a vehicle by adjusting the vertical position of wheels provided on the vehicle is known. As a conventional technique, there is a technique of adjusting the height of a wheel with respect to a vehicle body using a motor so as to quantitatively evaluate the ease of the vehicle falling and to prevent the vehicle from falling.

JP 2010-247804 A

  However, in the prior art, the ease of tilting of the vehicle changes every moment according to the environment in which the vehicle is traveling. In such a situation, the ride comfort of the occupant may be impaired when performing stabilization control of the posture of the vehicle.

  The present invention has been made in view of the above, and proposes a vehicle control device and a program that can achieve both stabilization control and ride comfort of an occupant.

  The vehicle control device according to the embodiment controls a support mechanism that supports a plurality of wheels provided in the vehicle to control a drive source that can adjust the inclination of the vehicle and torque control for stabilizing the posture of the vehicle. Switching between the necessary first torque of the driving source and the second torque of the driving source calculated to obtain the inclination targeted by the position control for stabilizing the posture of the vehicle. When the switching control unit and the switching control unit switch from the first torque to the second torque, the current value output to the drive source for driving with the first torque is And a control unit that repeats control to change the current value until the current value to be output to the drive source is reached to drive with the torque of 2. As an example, the configuration can suppress a steep change in torque, and thus has an effect of improving the ride comfort of the occupant.

  In the vehicle control device according to the embodiment, the switching control unit switches the first torque to the second torque when the motion state of the vehicle changes by a first threshold value or more. As an example, the configuration can suppress a steep change in torque, and thus has an effect of improving the ride comfort of the occupant.

  Further, in the vehicle control device of the embodiment, for a computer for vehicle control that controls a drive source that can adjust the inclination of the vehicle by controlling a support mechanism that supports a plurality of wheels provided in the vehicle. The first torque of the drive source necessary for torque control for stabilizing the attitude of the vehicle and the inclination targeted for position control for stabilizing the attitude of the vehicle are calculated. A switching control step for switching between the second torque of the drive source, and for driving with the first torque when the switching control unit switches from the first torque to the second torque. Executing a control step of repeating control for changing the current value from the current value output to the drive source until the current value output to the drive source for driving with the second torque is reached. To. As an example, the configuration can suppress a steep change in torque, and thus has an effect of improving the ride comfort of the occupant.

FIG. 1 is a front view of a single-seat three-wheel electric vehicle according to the first embodiment. FIG. 2 is a diagram showing a side view of the three-wheeled electric vehicle for single passenger according to the first embodiment. FIG. 3 is a schematic diagram illustrating an example of the internal structure of the vehicle according to the first embodiment. FIG. 4 is a diagram illustrating a case where the vehicle according to the first embodiment exists on an inclined surface. FIG. 5 is a diagram illustrating a configuration example for controlling the inclination in the left-right direction (Y-axis direction) of the vehicle according to the first embodiment. FIG. 6 is a block diagram illustrating a configuration example of the first drive ECU according to the first embodiment. FIG. 7 is a block diagram illustrating a configuration example of the switching unit according to the first embodiment. FIG. 8 is a flowchart illustrating a processing procedure of the first switching circuit in the command side switching determination unit of the first embodiment. FIG. 9 is a flowchart illustrating a processing procedure of the second switching circuit in the slew rate side switching determination unit of the first embodiment. FIG. 10 is a diagram illustrating a transition of the q-axis current command value output from the switching unit after being switched from the first switching circuit according to the first embodiment. FIG. 11 is a block diagram illustrating a configuration example of a distribution unit according to the second embodiment. FIG. 12 is a diagram illustrating the torque distribution ratio derived from the motion state of the vehicle by the torque distribution ratio calculation unit of the second embodiment.

  In the following embodiment, an example of a three-wheel electric vehicle equipped with a vehicle control device will be described. However, the embodiment described below does not limit the mounting destination of the vehicle control device to a three-wheeled electric vehicle, and may be mounted on any vehicle.

(First embodiment)
FIG. 1 is a front view of a single-seat three-wheeled electric vehicle according to the first embodiment. FIG. 2 is a single-seat three-wheeled electric vehicle according to the first embodiment. FIG. 2 is a side view of the vehicle 10.

  The vehicle 10 includes a vehicle body 11, a right front wheel 20 supported by a support portion 21, a left front wheel 23 supported by a support portion 24, and a rear wheel 26 supported by a support portion 27.

  The vehicle body 11 is supported by the support portions 21, 24, and 27. The vehicle body 11 is provided with a seat for the occupant M1 to sit on. The occupant M1 seated on the seat operates the vehicle 10 using the operation device 13 provided on the armrest 12.

  The operation device 13 includes, for example, an operation button, a control lever, and a display device for notifying the occupant M1 of the state of the vehicle 10. When the operation device 13 is operated, the vehicle 10 performs startup (power-on), shutdown (power-off), running / stopping, and other operations.

  FIG. 3 is a schematic diagram illustrating an example of the internal structure of the vehicle 10. As shown in FIG. 3, a gear box 31, rods 22, 25 and 32, and a vehicle control device 40 are housed inside the vehicle body 11. The gear box 31 and the vehicle control device 40 are fixed inside the vehicle body 11.

  The gear box 31 rotates the rod 32 around an axis parallel to the X axis according to the torque transmitted from the vehicle control device 40 via the rotation shaft 41. The rod 32 is connected to the rods 22 and 25 so as to be rotatable. The rod 22 is fixed to the support portion 21. The rod 25 is fixed to the support portion 24. The movement of the rods 22 and 25 is restricted so that the axis thereof is parallel to the reference Dv. The reference line Dv is a line indicating the vertical direction of the vehicle body 11. The height of the right front wheel 20 and the left front wheel 23 with respect to the vehicle body 11 changes according to the rotation axis of the rotation shaft 41.

  The vehicle control device 40 controls the attitude of the vehicle 10. In the YZ plane, the vehicle control device 40 of the present embodiment has an inclination angle θy formed by the acceleration vector Av generated in the vehicle 10 based on gravity and the reference line Dv in the vertical direction of the vehicle 10 at “0” degrees. Thus, the rotating shaft 41 is rotated.

  FIG. 4 is a diagram illustrating a case where the vehicle 10 exists on an inclined surface. As shown in FIG. 4, when the vehicle 10 exists on the inclined surface, the vehicle control device 40 sets the inclination angle θy to “0”, in other words, the vertical direction of the vehicle 10 matches the gravity direction. Thus, by rotating the rotating shaft 41, the posture of the vehicle 10 can be stabilized regardless of the inclined surface.

  Returning to FIG. 3, a configuration for stabilizing the posture of the vehicle 10 will be described. The vehicle control device 40 includes a motor installation unit 42, a regulation unit 43, a first motor electrical angle sensor 44A, a second motor electrical angle sensor 44B, an acceleration sensor 45, a gyro sensor 46, and a rotation shaft angle sensor 47. A first integrated ECU (Electronic Control Unit) 50A, a second integrated ECU 50B, a first drive system ECU 51A, and a second drive system ECU 51B.

  The motor installation part 42 is provided with a first motor 42A and a second motor 42B. The first motor 42A and the second motor 42B are, for example, three-phase brushless motors. The first motor 42A is driven according to the electric power supplied from the first drive system ECU 51A, and the second motor 42B is driven according to the electric power supplied from the second drive system ECU 51B.

  The first motor 42A and the second motor 42B are connected to the rotary shaft 41 via gears (not shown). And the torque output from the 1st motor 42A and the torque output from the 2nd motor 42B are transmitted to the rotating shaft 41 via a gear (not shown), and the rotating shaft 41 rotates.

  The first motor 42 </ b> A and the second motor 42 </ b> B are arranged in the vertical direction of the right front wheel 20 and the left front wheel 23 connected from the rotation shaft 41 via the gear box 31, the rods 22, 25, 32 and the support portions 21, 24. The position can be controlled. That is, the first motor 42A and the second motor 42B control support mechanisms (rods 22, 25, 32) that support a plurality of wheels (the right front wheel 20 and the left front wheel 23) provided in the vehicle 10, The inclination of the vehicle 10 can be adjusted. Thus, the first motor 42A and the second motor 42B can control the inclination of the vehicle 10. Thereby, the first motor 42A and the second motor 42B function as a partial configuration for preventing the vehicle 10 from overturning.

  In the present embodiment, when the first motor 42A and the second motor 42B are provided in the motor installation portion 42, a failure occurs in either the first motor 42A or the second motor 42B. However, the rotation shaft 41 is rotated by driving the other motor that has not failed, and the attitude of the vehicle 10 can be controlled.

  In the present embodiment, when the first motor 42A and the second motor 42B have not failed, the first drive system is configured so that the torques output from the first motor 42A and the second motor 42B are equal. The ECU 51A and the second drive system ECU 51B perform control. Thereby, the heat generated from the first motor 42A and the second motor 42B can be suppressed, and the life of the first motor 42A and the second motor 42B can be extended.

  The first motor electrical angle sensor 44A is a sensor attached to the first motor 42A, and includes, for example, three Hall elements. The first motor electrical angle sensor 44A transmits a hall signal indicating the rotation angle of the first motor 42A to the first drive system ECU 51A.

  The second motor electrical angle sensor 44B is a sensor attached to the second motor 42B, and includes, for example, three Hall elements. The second motor electrical angle sensor 44B transmits a hall signal indicating the rotation angle of the second motor 42B to the second drive system ECU 51B.

  The hall signal is a signal that can be measured in the range of 0 to 360 degrees for the first motor 42A or the second motor 42B. A proportional relationship exists between the rotation angle of the first motor 42 </ b> A or the second motor 42 </ b> B and the rotation angle of the rotation shaft 41. For this reason, the change amount of the rotation angle of the rotating shaft 41 can be accurately detected from the change amount of the rotation angle (of the first motor 42A or the second motor 42B) indicated by the hall signal of the present embodiment.

  The acceleration sensor 45 is, for example, a capacitance type three-axis acceleration sensor, and detects acceleration caused by gravitational acceleration or acceleration / deceleration of the vehicle 10. For example, when the vehicle 10 is stopped, the acceleration sensor 45 detects the direction of gravity acceleration with respect to the reference line Dv. Then, the acceleration sensor 45 transmits an acceleration signal indicating the detection result to the first integrated ECU 51A and the second integrated ECU 51B.

  The gyro sensor 46 is, for example, a vibration gyroscope. The gyro sensor 46 detects the angular velocity of the vehicle 10 and transmits an angular velocity signal indicating the detection result to the first integrated ECU 51A and the second integrated ECU 51B.

  The rotation axis angle sensor 47 is a sensor for measuring the rotation angle of the rotation axis 41. The rotation angle of the rotation shaft 41 measured by the rotation shaft angle sensor 47 of the present embodiment matches the inclination angle θy formed by the acceleration vector Av and the vertical reference line Dv of the vehicle 10. That is, when the rotation angle of the rotation shaft 41 is “0” degrees, the position of the center of gravity of the vehicle 10 provided on the horizontal plane is at the center of the vehicle 10. In the present embodiment, the rotation angle measured by the rotation axis angle sensor 47 is referred to as an absolute rotation angle.

  The first integrated ECU 50A, the second integrated ECU 50B, the first drive system ECU 51A, and the second drive system ECU 51B of the present embodiment are configured to include a processor (not shown), a non-volatile memory, a RAM, and the like. The program stored in the memory is executed.

  The first integrated ECU 50A and the second integrated ECU 50B are configured to control the entire vehicle 10. The first integrated ECU 50A according to the present embodiment issues a command to drive the first motor 42A to the first drive system ECU 51A based on the acceleration signal from the acceleration sensor 45 and the angular velocity signal from the gyro sensor 46. Although omitted in FIG. 3 for the sake of simplicity, the first integrated ECU 50A also allows a command to drive the second motor 42B to the second drive system ECU 51B.

  Similarly, the second integrated ECU 50B issues a command to drive the second motor 42B to the second drive system ECU 51B based on the acceleration signal from the acceleration sensor 45 and the angular velocity signal from the gyro sensor 46. Further, the second integrated ECU 50B also allows a command to drive the first motor 42A to the first drive system ECU 51A.

  The first drive system ECU 51A determines the first motor 42A based on the command from the first integrated ECU 50A or the second integrated ECU 50B, the absolute rotation angle by the rotation shaft angle sensor 47, and the rotation angle by the first motor electrical angle sensor 44A. Control the drive.

  Based on the command from the first integrated ECU 50A or the second integrated ECU 50B, the absolute rotation angle by the rotation shaft angle sensor 47, and the rotation angle by the second motor electrical angle sensor 44B, the second drive system ECU 51B Control the drive. The second drive system ECU 51B receives the absolute rotation angle by the rotation shaft angle sensor 47 from the first drive system ECU 51A.

  The restriction unit 43 restricts the rotating shaft 41 in accordance with signals transmitted from the first drive system ECU 51A and the second drive system ECU 51B. When the regulation unit 43 receives a predetermined regulation signal, the regulation unit 43 inhibits the rotation of the rotation shaft 41 by engaging a member with a gear that rotates integrally with the rotation shaft 41. Further, when the restriction unit 43 receives the predetermined release signal after suppressing the rotation shaft, the restriction unit 43 releases the rotation suppression of the rotation shaft 41 by separating the member from the gear. Note that the method of suppressing the rotation of the rotating shaft 41 is not limited to the method of engaging the member with the gear, and various methods may be applied. For example, the regulation unit 43 may have a mechanism similar to a so-called shift lock device or gear lock device.

  FIG. 5 is a diagram illustrating a configuration example for controlling the inclination in the left-right direction (Y-axis direction) of the vehicle according to the present embodiment. The first integrated ECU 50A, the second integrated ECU 50B, the first drive system ECU 51A, and the second drive system ECU 51B shown in FIG. 5 are controlled to start according to the IG signal (ignition signal).

  The first integrated ECU 50A, the second integrated ECU 50B, the first drive system ECU 51A, and the second drive system ECU 51B are connected by a first can (Controller Area Network) and a second can. The first can and the second can are networks that are designed in consideration of noise resistance and are used for transmitting and receiving information between interconnected devices.

  Thereby, 1st integrated ECU50A and 2nd integrated ECU50B can perform transmission / reception of data and instruction | command with respect to both 1st drive-train ECU51A and 2nd drive-train ECU51B.

  Then, the first integrated ECU 50A and the second integrated ECU 50B are based on the signals from the gyro sensor 46 and the acceleration sensor 45 and the operation information from the operation device 13, and the first drive ECU 51A and the second drive system ECU 51B. A command for stabilizing the posture of the vehicle 10 is issued to at least one of them. In this embodiment, two types of commands are used.

  One of the two types of commands is a lean torque command. The lean torque command causes the first drive system ECU 51A (or second drive system) to drive the first motor 42A (or second motor 42B) with a torque value necessary for lean (left-right direction) torque control of the vehicle 10. The command is output to the ECU 51B).

  Specifically, the first integrated ECU 50A (or the second integrated ECU 50B) adjusts the torque of the first motor 42A and the load torque in accordance with a signal transmitted from the gyro sensor 46 or the acceleration sensor 45. The first drive system ECU 51A (or the second drive system ECU 51B) calculates the torque value of the first motor 42A (or the second motor 42B) for performing the lean torque control, and uses the torque value as a lean torque command. ). Since the lean torque command is highly responsive to the road surface, the lean torque command is used for driving on rough roads, climbing up and down steps, and the like, and improves the ride comfort of the occupant when controlling the attitude of the vehicle 10.

  The other of the two types of commands is a lean position command. The lean position command is a command that is output to the first drive system ECU 51A (or the second drive system ECU 51B) in order to obtain the target rotation angle of the rotation shaft 41 (position of the rotation shaft 41) in the position control of the vehicle 10. To do.

  Specifically, the first integrated ECU 50 </ b> A (or the second integrated ECU 50 </ b> B) sets the target rotation angle of the rotation shaft 41 at which the posture of the vehicle 10 is stable (in other words, the position of the center of gravity of the vehicle 10 comes to the center of the vehicle 10. The inclination of the vehicle 10) is calculated and output to the first drive system ECU 51A (or the second drive system ECU 51B) as a lean position command so that the target rotation angle is reached. The lean position command has higher position responsiveness than the lean torque command, and control based on the appropriate height of the wheels 20 and 23 to stabilize the posture of the vehicle 10 is performed. When the vehicle suddenly changes, the right front wheel 20 or the left front wheel 23 is quickly extended to improve posture stability. In addition, the lean position command has high position followability when one system fails.

  The first integrated ECU 50A and the second integrated ECU 50B of the present embodiment simultaneously output a lean position command and a lean torque command.

  The first drive system ECU 51A and the second drive system ECU 51B select either one of the lean position command and the lean torque command according to the motion state of the vehicle 10, and perform motor control according to the command. .

  The first drive system ECU 51A calculates a detailed rotation angle of the rotation shaft 41 from the absolute rotation angle measured by the rotation shaft angle sensor 47 and the rotation angle detected by the first motor electrical angle sensor 44A. Then, the first motor 42A is controlled based on the rotation angle.

  Similarly, the second drive system ECU 51B determines the detailed rotation angle of the rotation shaft 41 based on the absolute rotation angle measured by the rotation shaft angle sensor 47 and the rotation angle detected by the second motor electrical angle sensor 44B. The second motor 42B is controlled based on the calculated rotation angle. The absolute rotation angle measured by the rotation axis angle sensor 47 is acquired from the first drive system ECU 51A.

  The driving torque by the first motor 42 </ b> A and the second motor 42 </ b> B is transmitted to the rotating shaft 41 via the gear 501.

  Next, the first drive ECU 51A will be described. FIG. 6 is a block diagram showing a configuration example of the first drive ECU 51A. As shown in FIG. 6, the first drive ECU 51A is a processor (not shown), and executes a program stored in the nonvolatile memory, whereby a position P control unit 601, a speed PI control unit 602, A q-axis current conversion unit 603, a switching unit 604, a current PI control unit 605, a modulation unit 606, and a PWM output unit 607 are realized. Note that the description of the second drive ECU 51B is omitted because it has the same configuration as the first drive ECU 51A.

  In the present embodiment, a target rotation angle targeted by a lean position command is input to the position P control unit 601, and a torque value based on the lean torque command is input to the q-axis current conversion unit 603.

  The position P control unit 601 can derive the current rotation angle of the rotation shaft 41 from the absolute rotation angle from the rotation shaft angle sensor 47 and the rotation angle from the first motor electrical angle sensor 44A. In the position P control, the rotation angle control amount is calculated from the current rotation angle 41 and the target rotation angle based on the lean position command. The rotation angle control amount is set to a rotation angle necessary to reach the target rotation angle from the current rotation angle. In the position P control, the target rotation speed of the rotation shaft 41 is derived by performing P control on the calculated rotation angle control amount.

  The speed PI control unit 602 calculates a q-axis current command value for driving the first motor 42A by performing PI control on the rotational speed derived by the position P control unit 601.

  On the other hand, the q-axis current conversion unit 603 calculates a q-axis current command value for driving the first motor 42A from the torque value based on the lean torque command.

  The switching unit 604 is one of the q-axis current command value input from the speed PI control unit 602 and the q-axis current command value input from the q-axis current conversion unit 603 according to the state of the vehicle 10. Are output to the current PI control unit 605.

  FIG. 7 is a block diagram illustrating a configuration example of the switching unit 604. As shown in FIG. 7, the switching unit 604 includes a first switching circuit 701, a slew rate control unit 702, a second switching circuit 703, and a switching control unit 704.

  The first switching circuit 701 receives a q-axis current command value (on the lean position command side) input from the speed PI control unit 602 and a q-axis current conversion unit 603 according to control from the switching control unit 704 ( The switching circuit switches between the q-axis current command value (on the lean torque command side) and outputs any q-axis current command value Iqrefo.

  When the first switching circuit 701 switches from one q-axis current command value to the other q-axis current command value, the slew rate control unit 702 determines from the q-axis current command value before switching after switching. The control for changing (increasing or decreasing) the q-axis current command value every unit time is repeated until the q-axis current command value is reached.

  When the slew rate control unit 702 is not provided as in the prior art, the switched q-axis current command is switched when the q-axis current command value based on the lean torque command is switched to the q-axis current command value based on the lean position command. By following the values, the output torques of the first motor 42A and the second motor 42B change sharply. For this reason, the ride comfort of the occupant was reduced.

  Therefore, the switching unit 604 of the present embodiment is provided with a slew rate control unit 702 so that the q-axis current command value before switching (for example, on the lean torque command side) is switched (for example, on the lean position command side). The control for changing (increasing or decreasing) the current value every unit time so as to approach the q-axis current command value is repeated. In other words, the slew rate control unit 702 of the vehicle control device 40 gradually increases the torque value from the torque indicated by the lean torque command to the torque calculated to obtain the rotation angle indicated by the lean position command. By changing, it is possible to suppress a steep change in the output torque of the first motor 42A.

  The second switching circuit 703 switches whether or not the q-axis current command value output from the first switching circuit 701 is routed through the slew rate control unit 702 according to the control from the switching control unit 704. The shaft current command value Tref (iq ref) is output to the current PI control unit 605.

  The switching control unit 704 includes a command side switching determination unit 711 and a slew rate side switching determination unit 712.

  The command side switching determination unit 711 determines which q-axis current command value to use between the lean position command side and the lean torque command side based on the state of the vehicle, and performs switching control. In the present embodiment, it is assumed that the switching control based on the motion state of the vehicle 10 derived from the vehicle state (for example, vehicle body speed, actual yaw rate, etc.) is performed.

  Which of the q-axis current command value on the lean position command side and the q-axis current command value on the lean torque command side is used by the command side switching determination unit 711 of the present embodiment based on the vehicle motion state of the vehicle 10? Judging. The vehicle motion state C shall be derived from the following equation (1).

  C = max (| v × γ |, | v × γ * (θ) |, k1 × v × dpact / dt, k1 × v × dpref / dt) (1)

  In the equation (1), the vehicle body speed v, the actual yaw rate γ, the target yaw rate γ * (θ), the steering angle θ, the constant k1, the rotation angle pact of the rotation shaft 41, and the rotation angle control amount pref of the rotation angle 41 are set. The constant k1 is determined according to the vehicle to be implemented.

  | V × γ | is a measured value of the acceleration Gy of the vehicle 10 in the y-axis direction. | V × γ * (θ) | = v * θ / ((1 + Kh * v * v) * N * L) is a command value for the acceleration Gy of the vehicle 10 in the y-axis direction. k1 × v × dpact / dt is a measured value of the change in the rotation angle 41 (rotation angle). k1 × v × dpref / dt is a command value for changing the rotation angle 41 (rotation angle). It is assumed that the stability factor Kh, the steering gear ratio N, and the wheel base L.

  That is, in this embodiment, the actual measurement value of the acceleration Gy in the y-axis direction of the vehicle 10, the command value of the acceleration Gy in the y-axis direction of the vehicle 10, the actual measurement value of the change in the position (rotation angle) of the rotation angle 41, and the rotation angle The largest value among the command values for changing the position (rotation angle) of 41 is set as the vehicle motion state C.

  Then, the command side switching determination unit 711 determines whether or not the vehicle motion state C is greater than a predetermined threshold value Kt. Then, the command-side switching determination unit 711 performs switching control of the first switching circuit 701 as necessary based on the determination result. The predetermined threshold value Kt is set to an appropriate value according to the actual mode, and the description thereof is omitted.

  In the present embodiment, when the vehicle motion state C becomes larger than a predetermined threshold value Kt, the determination unit command side switching determination unit 711 uses the q-axis current command value on the lean position command side so as to 1 Switching circuit 701 is switched. Simultaneously with the switching of the first switching circuit 701, the slew rate side switching determination unit 712 switches the two switching circuit 703 to the side where the slew rate control unit 702 is provided. Thus, when the q-axis current command value is switched, the slew rate control unit 702 always adjusts the q-axis current value. As a result, the torque value gradually changes.

  As a result, in the present embodiment, the normal lean torque command realizes quick control of the road surface responsiveness such as ride comfort and level difference, and when the vehicle motion in the left-right direction (y-axis direction) is abrupt. By switching to the lean position command, operation coverage can be realized even if a failure occurs. A sharp change in torque value can be suppressed during the switching.

  Thereafter, the slew rate side switching determination unit 712 includes a q-axis current command value output from the slew rate control unit 702 side, a q-axis current command value output from the side where the slew rate control unit 702 is not provided, When the difference is smaller than a predetermined threshold value Kpt, the second switching circuit 703 is switched to the side where the slew rate control unit 702 is not provided.

  Returning to FIG. 6, the current PI control unit 605 performs PI control on the q-axis current command value (d-axis current command value = 0).

  The modulation unit 606 performs pulse width modulation based on the q-axis current command value (d-axis current command value) after the PI control is performed.

  The PWM output unit 607 outputs the PWM signal after the pulse width modulation is performed by the modulation unit 606 to the first motor electrical angle sensor 44A.

  The vehicle 10 according to the present embodiment has the above-described configuration, so that control according to the motion state of the vehicle is performed. With the above-described configuration, it is possible to prevent the torque from changing sharply when the command to be used is switched.

  Next, processing of the first switching circuit 701 in the command side switching determination unit 711 according to the present embodiment will be described. FIG. 8 is a flowchart showing a procedure of the above-described processing in the command side switching determination unit 711 according to the present embodiment.

  First, the command side switching determination unit 711 controls the first switching circuit 701 to set the lean torque command side q-axis current command value to flow (step S801).

  Next, the command side switching determination unit 711 calculates the vehicle motion state C of the vehicle 10 based on various signals input from various sensors, an integrated ECU (first integrated ECU 50A or second integrated ECU 50B), and the like ( Step S802).

  Then, the command side switching determination unit 711 determines whether or not the calculated vehicle motion state C is greater than a predetermined threshold value Kt (step S803). It should be noted that Kt is set to an appropriate value according to the embodiment.

  If the command side switching determination unit 711 determines that the vehicle motion state C is greater than the threshold value Kt (step S803: Yes), the command side switching determination unit 711 controls the first switching circuit 701 to determine the q-axis current command value on the lean position command side. Is set to flow (step S804). Thereafter, after a predetermined time has elapsed, the processing is performed again from step S802.

  On the other hand, when it is determined that the vehicle motion state C is less than or equal to the threshold value Kt (step S803: No), the command side switching determination unit 711 controls the first switching circuit 701 to determine the q-axis current command value on the lean torque command side. Is set to flow (step S805). If the q-axis current command value on the lean torque command side has already been set to flow, no particular processing is performed. Thereafter, after a predetermined time has elapsed, the processing is performed again from step S802.

  According to the processing procedure described above, the present embodiment can switch between the q-axis current command value on the lean torque command side and the q-axis current command value on the lean position command side according to the motion state of the vehicle 10.

  Next, processing of the second switching circuit 703 in the slew rate side switching determination unit 712 according to the present embodiment will be described. FIG. 9 is a flowchart showing a procedure of the above-described processing in the slew rate side switching determination unit 712 according to the present embodiment. The q-axis current command value Iqrefo after switching is used.

  First, the slew rate side switching determination unit 712 determines whether or not the lean position command and the lean torque command are switched by the first switching circuit 701 (step S901).

  When it is determined that the slew rate side switching determination unit 712 has been switched (step S901: Yes), the slew rate side switching determination unit 712 controls the second switching circuit 703 to switch to the side where the slew rate control unit 702 is provided (step S902). Thereafter, the slew rate side switching determination unit 712 sets “ON” in the switching flag (step S903). Thereafter, the process proceeds to step S905.

  On the other hand, if the slew rate side switching determination unit 712 determines that switching has not been performed (step S901: No), it determines whether or not the switching flag is “ON” (switching flag == “ON”) (step S901: No). S904). If the switch flag is not “ON” (step S904: No), the process is terminated. On the other hand, when the switch flag is “ON” (step S904: Yes), the process proceeds to step S905. If the switching flag is not set, it is considered “OFF”.

Next, the slew rate side switching determination unit 712 determines whether or not | q-axis current command value Iqrefo _n −Tref (iq ref) _n−1 | is smaller than the threshold value Kpt (step S905). Tref (iq ref) _n−1 is the q-axis current command value output from the switching unit 604 last time. The variable n is the current calculated value, and the variable n-1 is the previous calculated value. In addition, Tref (iq ref) _n−1 is stored in a storage unit (not shown) in the slew rate control unit 702.

When the slew rate side switching determination unit 712 determines that | q-axis current command value Iqrefo _n −Tref (iq ref) _n−1 | is greater than or equal to the threshold value Kpt (step S905: No), (q-axis current command value _{Iqrefo n -Tref (iq ref) n} -1) to derive the sign of the variable Kspt from (step S908). The variable Kspt is a parameter indicating a width for gradually changing the q-axis current command value output from the switching unit 604, and an appropriate value is set according to the embodiment.

After that, the slew rate control unit 702 calculates Tref (iq ref) _n = Tref (iq ref) _n-1 + variable Kspt (step S909). Note that the code derived in step S908 is set in the variable Kspt in step S909. In this calculation, the variable Kspt is added to the previously output q-axis current command value Tref (iq ref) _n−1 to calculate the q-axis current command value Tref (iq ref) _n output this time.

Then, the slew rate control unit 702 outputs a q-axis current command value Tref (iq ref) _n (step S910).

On the other hand, the slew rate side switching determination unit 712, at step S905, | q-axis current command value _{Iqrefo n -Tref (iq ref) n} -1 | if is determined that the threshold Kpt smaller (step S905: Yes), through The rate side switching determination unit 712 sets “OFF” in the switching flag (step S906). Thereafter, the slew rate side switching determination unit 712 controls the second switching circuit 703 to switch to the side without the slew rate control unit 702 (step S907).

That is, since the last outputted q-axis current command value Tref (iq ref) _n-1 is close to the q-axis current command value Iqrefo _n, processing using the slew rate control unit 702 as the no longer needed, the slew rate Switching to a route not via the control unit 702 ends the processing.

In the present embodiment, the process shown in FIG. 9 is repeatedly performed every predetermined unit time, so that the output q-axis current command value Tref (iq ref) _n−1 is changed. It gradually approaches the q-axis current command value Iqrefo. As a result, the q-axis current command value Tref (iq ref) _n-1 shows a transition as shown in FIG.

  FIG. 10 is a diagram illustrating a transition of the q-axis current command value Tref (iq ref) output from the switching unit 604 after being switched by the first switching circuit 701. The q-axis current command value Tref (iq ref) indicates a transition as shown in FIG. 10, and when the command is switched, the torques of the first motor 42A and the second motor 42B gradually change.

(Second Embodiment)
In the first embodiment, the example in which the torque of the first motor 42A and the second motor 42B is gradually changed using the slew rate control unit 702 after switching between the lean torque command and the lean position command has been described. However, the present invention is not limited to a method of controlling the lean position command to use the lean position command when the motion state of the vehicle 10 becomes large. Therefore, in the second embodiment, an example in which the torque indicated by the lean torque command and the torque calculated from the rotation angle indicated by the lean position command are distributed according to the motion state of the vehicle 10 will be described.

  In the second embodiment, a distribution unit 1000 is provided instead of the switching unit 604 provided in the first drive system ECU 51A and the second drive system ECU 51B. In addition, about another structure, it is the same as that of 1st Embodiment, and description is abbreviate | omitted.

  FIG. 11 is a block diagram illustrating a configuration example of the distribution unit 1000. As shown in FIG. 11, the distribution unit 1000 includes a torque distribution ratio calculation unit 1001, a first multiplication unit 1002, a second multiplication unit 1003, a calculation unit 1004, and an addition unit 1005. .

  The torque distribution ratio calculation unit 1001 calculates the motion state of the vehicle 10 as in the first embodiment. Thereafter, the torque distribution ratio calculation unit 1001 calculates the torque distribution ratio Kr according to the calculated movement state of the vehicle 10. The torque distribution ratio Kr is a ratio that uses torque based on the lean torque command, and takes a value within a range of 0 to 1.

  FIG. 12 is a diagram showing the torque distribution ratio Kr derived from the motion state of the vehicle 10 by the torque distribution ratio calculation unit 1001. As shown in FIG. 12, the torque distribution ratio Kr decreases from ‘1’ to ‘0’ like a linear function as the motion state of the vehicle 10 increases. As described above, as the motion state of the vehicle 10 increases, the torque ratio based on the lean torque command is decreased while the torque ratio based on the lean position command is increased.

  The second multiplication unit 1003 multiplies the torque distribution ratio Kr calculated by the torque distribution ratio calculation unit 1001 by the q-axis current command value of the lean torque command.

  The calculation unit 1004 subtracts the torque distribution ratio Kr from “1”.

  The first multiplication unit 1002 multiplies ‘1-Kr’ calculated by the calculation unit 1004 by the q-axis current command value of the lean position command.

  Then, the addition unit 1005 adds the value multiplied by the first multiplication unit 1002 and the value multiplied by the second multiplication unit 1003, and uses the addition result as a q-axis current command value for the motor (first motor). 42A or the second motor 42B).

  In the present embodiment, torque control according to the motion state of the vehicle 10 can be realized by distributing the torque based on the lean torque command and the torque based on the lean position command with the above-described configuration.

  In the embodiment described above, the torque based on the lean torque command and the torque based on the lean position command can be smoothly switched based on the motion state of the vehicle 10. Thereby, the stabilization control of the vehicle 10 and the ride comfort of the occupant can both be achieved.

[Appendix]
A driving source capable of adjusting a tilt of the vehicle by controlling a support mechanism for supporting a plurality of wheels provided in the vehicle;
The first torque of the drive source necessary for torque control for stabilizing the attitude of the vehicle and the inclination targeted for position control for stabilizing the attitude of the vehicle are calculated. A distribution control unit that distributes the second torque of the drive source based on a motion state of the vehicle;
A vehicle control device comprising:

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Vehicle body, 12 ... Armrest, 13 ... Operating device, 20 ... Right front wheel, 21 ... Support part, 22 ... Rod, 23 ... Front left wheel, 24 ... Support part, 25 ... Rod, 26 ... Rear wheel, 27: Supporting part, 31 ... Gear box, 32 ... Rod, 40 ... Vehicle control device, 41 ... Rotating shaft, 42 ... Motor installation part, 42A ... First motor, 42B ... Second motor, 43 ... Regulatory unit, 44A ... First motor electrical angle sensor, 44B ... second motor electrical angle sensor, 45 ... acceleration sensor, 46 ... gyro sensor, 47 ... rotating shaft angle sensor, 50A ... first integrated ECU, 50B ... second integrated ECU, 51A ... first 1 drive ECU, 51B ... 2nd drive ECU, 501 ... gear, 601 ... position P control unit, 602 ... speed PI control unit, 603 ... q-axis current conversion unit, 604 ... switching unit, 605 ... current PI control unit 606: Modulation unit, 607 ... PWM output unit, 701 ... First switching circuit, 702 ... Slew rate control unit, 703 ... Second switching circuit, 704 ... Switching control unit, 711 ... Command side switching determination unit, 712 ... Slew rate Side switching determination unit, 1000 ... distribution unit, 1001 ... torque distribution ratio calculation unit, 1002 ... first multiplication unit, 1003 ... second multiplication unit, 1004 ... calculation unit, 1005 ... addition unit.

Claims (3)

A driving source capable of adjusting a tilt of the vehicle by controlling a support mechanism for supporting a plurality of wheels provided in the vehicle;
The first torque of the drive source necessary for torque control for stabilizing the attitude of the vehicle and the inclination targeted for position control for stabilizing the attitude of the vehicle are calculated. A switching control unit for switching between the second torque of the drive source;
When the switching control unit switches from the first torque to the second torque, the second torque is driven from the current value output to the drive source for driving with the first torque. A control unit that repeats control to change the current value until the current value to be output to the drive source is reached,
A vehicle control device comprising: The switching control unit switches from the first torque to the second torque when the motion state of the vehicle changes by a first threshold value or more.
The vehicle control device according to claim 1. Controlling a support mechanism that supports a plurality of wheels provided in a vehicle and controlling a drive source capable of adjusting the inclination of the vehicle, a vehicle control computer
The first torque of the drive source necessary for torque control for stabilizing the attitude of the vehicle and the inclination targeted for position control for stabilizing the attitude of the vehicle are calculated. A switching control step for switching between the second torque of the drive source;
When switching from the first torque to the second torque by the switching control step, the second torque is driven from the current value output to the drive source to drive the first torque. A control step of repeating control to change the current value until the current value to be output to the drive source is reached,
A program for running

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