JP4428063B2 - Vehicle driving force control device and vehicle driving force control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly start up a control force and a drive force. <P>SOLUTION: This drive force control device 10 includes: a torque determination part 12 that compares the magnitude of the torque of a motor and prescribed pre-load torque when an operation for avoiding a collision is prepared, or when the completion of the operation for avoiding the collision is prepared; and a torque desired value determination part 13 that determines torques of both motors so that the torque of the motor that drives front wheels and the torque of the motor that drives rear wheels reach the pre-load torque, respectively, and so that the motor that drives the rear wheels is powered by an amount that the motor that drives the front wheels is regenerated. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to driving force control of a vehicle including driving means, and more particularly to a driving force control device for a vehicle and a driving force control method for a vehicle that are excellent in braking force and rising of driving force.

  In vehicles such as automobiles, there is a technique that includes obstacle detection means and automatically operates a braking device according to the obstacle detection signal to avoid collision with an obstacle and improve safety. As such a technique, for example, in Patent Document 1, in an electric vehicle equipped with a regenerative braking device, when the presence of an obstacle is detected, the current in the field coil of the drive motor is increased to the maximum value. A technique for generating a braking force is disclosed.

JP-A-6-165304

  However, with the technique disclosed in Patent Document 1, although the braking force can be increased, the braking force is generated by regeneration of the drive motor. No braking force is generated. As a result, the rise of the braking force is delayed. Further, since the backlash of the drive system is clogged to the brake side due to braking, there is a backlash of the drive system to the drive side. As a result, when the braking is finished and the process proceeds to reacceleration, the driving force rises slowly. Furthermore, since the regeneration of the motor is started after the presence of the obstacle is detected, the rise of the braking force is delayed.

  Accordingly, the present invention has been made in view of the above, and in a vehicle capable of detecting the presence of an obstacle and executing a collision avoidance operation, the vehicle driving capable of promptly raising the braking force and the driving force. An object of the present invention is to provide a force control device and a vehicle driving force control method.

  In order to solve the above-described problems and achieve the object, a vehicle driving force control device according to the present invention is driven by at least a pair of driving means, and detects the presence of an obstacle under certain conditions. When controlling the driving force of a vehicle capable of executing a collision avoidance operation with an obstacle and preparing for the collision avoidance operation, or when preparing to end the collision avoidance operation, A torque determination unit that compares the magnitude of the torque of the driving means with a preload torque defined in advance, and when the magnitude of the torque of the driving means does not reach the preload torque, the torque of the driving means reaches the preload torque As described above, the driving hand is increased so that the torque of the other driving means is increased by the amount that the torque of the one driving means is reduced. And the torque requirement value determination unit that determines the torque, characterized in that it is configured to include.

  The vehicle driving force control device increases the torque of the other driving means by the amount that the torque of one driving means is reduced during preparation for collision avoidance operation or preparation for completion of the collision avoidance operation. A preload is applied to the drive system. Thereby, the play of one drive system can be reduced to the braking side, and the play of the other drive system can be reduced to the drive side. As a result, when shifting to the collision avoidance operation, the braking force can be quickly raised. Further, after the collision avoiding operation is completed, the driving force can be quickly raised. Note that the torque of each driving means is reduced and increased so that the torque on the driving wheels driven by each driving means becomes equal.

  A vehicle driving force control device according to the present invention is the vehicle driving force control device, wherein the vehicle includes front wheels driven by front wheel driving means and rear wheels driven by rear wheel driving means. In addition, the front wheel driving means and the rear wheel driving means constitute the pair of driving means.

  The vehicle driving force control device according to the present invention is characterized in that in the vehicle driving force control device, the torque of the rear wheels is increased by the amount corresponding to the reduction of the torque of the front wheels.

  As described above, the torque of the rear wheels is increased by the amount corresponding to the reduction of the torque of the front wheels. Therefore, when the driving force of the vehicle is controlled, the driving force of the entire vehicle is hardly changed. As a result, the braking force and the driving force can be quickly raised, and the uncomfortable feeling of acceleration / deceleration felt by the vehicle driver and the occupant when controlling the driving force of the vehicle can be reduced.

  The vehicle driving force control apparatus according to the present invention is characterized in that in the vehicle driving force control apparatus, the pair of driving means are both electric motors.

  A vehicle driving force control apparatus according to the present invention is characterized in that, in the vehicle driving force control apparatus, regeneration is performed by the front wheel driving means, and the rear wheel driving means is powered.

  In this way, since the motor is used for the pair of driving means and the power regenerated (driven) by the rear wheel driving means is regenerated by the front wheel driving means, the entire vehicle is driven when controlling the driving force of the vehicle. Little change in power. As a result, the braking force and the driving force can be quickly raised, and the power balance is established between the front wheel driving means and the rear wheel driving means, so that the driving force of the vehicle can be controlled without depending on the power source. .

  A vehicle driving force control method according to the present invention is a vehicle that is driven by at least a pair of driving means, detects the presence of an obstacle, and executes a collision avoidance operation with the obstacle under a certain condition. When controlling the driving force, when preparing for the collision avoiding operation or when preparing for the end of the collision avoiding operation, the magnitude of the torque of the driving means and a preload torque defined in advance are set. If the magnitude of the torque of the driving means does not reach the preload torque, the torque of the driving means reaches the preload torque and the one of the pair of driving means is compared. And a procedure for determining the torque of the other drive means so as to increase the torque of the other drive means by the amount of the reduced torque of the drive means. .

  This vehicle driving force control method increases the torque of the other driving means by the amount that the torque of one driving means is reduced during preparation for collision avoidance operation or preparation for completion of the collision avoidance operation. A preload is applied to the drive system. As a result, the backlash of one drive system can be reduced to the braking side, and the play of the other drive system can be reduced to the drive side. As a result, when shifting to the collision avoiding operation, the braking force can be quickly raised, and after the collision avoiding operation is completed, the driving force can be quickly raised. Note that the torque of each driving means is reduced and increased so that the torque on the driving wheels driven by each driving means becomes equal.

  In the vehicle driving force control method according to the present invention, the front wheels and the rear wheels are driven by an electric motor, and the presence of an obstacle can be detected to perform a collision avoidance operation with the obstacle under certain conditions. When controlling the driving force of the vehicle, when preparing for the collision avoidance operation, or when preparing for the end of the collision avoidance operation, the magnitude of the torque of the motor and a preload torque defined in advance If the magnitude of the torque of the motor does not reach the preload torque, the torque of the motor driving the front wheels and the torque of the motor driving the rear wheels reach the preload torque. And determining the torque of the motor so that the motor driving the rear wheel is powered by the amount of regeneration of the motor driving the front wheel. And features.

  In this vehicle driving force control method, during preparation for collision avoidance operation or preparation for completion of the collision avoidance operation, the motor for driving the front wheels is regenerated and the motor for driving the rear wheels is caused to power by running. A braking preload is applied to the driving system and a driving preload is applied to the rear wheel driving system. Thereby, the play of one drive system can be reduced to the braking side, and the play of the other drive system can be reduced to the drive side. As a result, when shifting to the collision avoiding operation, the braking force can be quickly raised, and after the collision avoiding operation is completed, the driving force can be quickly raised.

  According to the vehicle driving force control device and the vehicle driving force control method of the present invention, the braking force and the driving force can be quickly raised.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the following Example. In addition, constituent elements of the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. The present invention can also be applied to a railway vehicle driven by an electric motor in addition to an automobile such as a passenger car or a truck.

  The vehicle driving force control apparatus according to the first embodiment is a vehicle that drives a front wheel and a rear wheel with a pair of driving means, and has a front monitoring device, and performs a collision avoidance operation with respect to an approach of an obstacle. During preparation for collision avoidance operation or preparation for completion of collision avoidance operation, the preload on the braking side is applied to the drive system for the front wheels or rear wheels by reducing the torque of the driving means for driving one of the front wheels or the rear wheels. It is characterized in that torque is applied and the torque of the drive means for driving the other is increased by the reduction amount, so that the other drive system is given a preload on the drive side.

  FIG. 1 is a plan view illustrating the vehicle according to the first embodiment. As shown in FIG. 1, a vehicle 100 according to the first embodiment is driven by a front wheel 11 that is driven by a front wheel motor 31 that is a front wheel drive unit, and a rear wheel motor 3t that is a rear wheel drive unit. And a rear wheel 1t. Here, the front wheel motor 31 and the rear wheel motor 3t constitute a pair of drive means. In the first embodiment, induction motors are used for the front and rear wheel motors 3l and 3t, but the present invention is not limited to this. The torque of the front wheel motor 3l is reduced by the front wheel reducer 3lt and transmitted to the front wheel 1l, and the torque of the rear wheel motor 3t is reduced by the rear wheel reducer 3tt and transmitted to the rear wheel 1t. The front wheel speed reducer 3lt and the rear wheel speed reducer 3tt are used as necessary according to the specifications of the electric motor and the vehicle.

  The vehicle 100 includes a power source 5 for driving the front and rear wheel motors 3l and 3t. The power source 5 can use a fuel cell in addition to a general storage battery. The power source 5 and the front and rear wheel motors 3l and 3t are electrically connected via a motor driving driver 7. In the first embodiment, the power source 5 is a DC power source, but the motor driving driver 7 has an inverter function for converting DC to AC and a frequency / voltage variable function, and the power supplied from the power source 5 is changed to AC. This is converted and applied to the front wheel and rear wheel motors 3l and 3t. Then, in accordance with a command from the vehicle driving force control device 10, the frequency and voltage of the AC power applied to the front and rear wheel motors 3l and 3t are varied to control the torque of the motor.

  A forward monitoring device 9 is provided in front of the vehicle 100 (in the direction indicated by the arrow Y in FIG. 1). The forward monitoring device 9 monitors the presence of a preceding vehicle or an obstacle ahead while the vehicle 100 is traveling. When the collision avoidance operation control device 2 described later determines that the traveling vehicle 100 collides with these, a collision avoidance operation is executed. Here, the collision avoiding operation refers to an operation of operating the braking device of the vehicle 100 or reducing the output of the driving means regardless of the operation of the driver. Further, the front side of the vehicle 100 refers to a direction in which a driving device of the vehicle 100 such as a steering wheel, an accelerator, a braking device, or the like of the vehicle 100 is attached.

  The distance from the preceding vehicle or the like is measured by the forward monitoring device 9, and the collision avoiding operation is executed when the distance between the vehicle 100 and the preceding vehicle or the like is equal to or less than a predetermined reference value. In determining whether to perform the collision avoidance operation, the vehicle speed of the vehicle 100 or the relative speed between the vehicle 100 and the preceding vehicle or the like may be used. As the forward monitoring device 9, for example, a laser length measuring device or an ultrasonic length measuring device may be used, or a GPS (Global Positioning System) may be used. By these means, the distance between the vehicle 100 and the preceding vehicle or the like can be measured.

FIG. 2 is a timing chart of the collision avoidance operation control. The collision avoidance operation control according to the first embodiment will be described with reference to FIG. In the collision avoidance operation control according to the first embodiment, the inter-vehicle distance L is a parameter for determining whether or not to execute the collision avoidance operation. Here, the collision avoidance operation control refers to a series of controls related to the preparation of the collision avoidance operation, the execution of the collision avoidance operation, the preparation for the end of the collision avoidance operation, and the end of the collision avoidance operation. In the timing chart of the collision avoidance operation control shown in FIG. 2, preparation for the collision avoidance operation is started when the inter-vehicle distance becomes L ₁ (θ = θ ₁ ). This is preparation before actually shifting to the collision avoidance operation.For example, it is possible to quickly shift to the collision avoidance operation by prohibiting the shift-up of the transmission or reducing the play of the braking device. To do.

When the inter-vehicle distance becomes L ₂ (θ = θ ₂ ), the collision avoidance operation is executed. When the inter-vehicle distance becomes L ₂ or less, the risk of the vehicle 100 collides with the preceding vehicle or the like is increased. Further, when the inter-vehicle distance is equal to or greater than L ₃ (θ = θ ₃ ), preparation for the end of the collision avoidance operation is started. This is to enable driving according to the driver's intention after the collision avoidance operation is completed. This allows, for example, shifting down the transmission or canceling the output control of the driving means. The collision avoidance operation (for example, braking) is continued. When the inter-vehicle distance is greater than or equal to L ₄ (θ = θ ₄ ), the risk of the vehicle 100 colliding with a preceding vehicle or the like can be avoided, so the collision avoidance operation is terminated and the normal operation is started.

  FIG. 3 is a control block diagram including the vehicle driving force control apparatus according to the first embodiment. The front monitoring device 9 is connected to the collision avoidance operation control device 2, and the collision avoidance operation control device 2 acquires information on the inter-vehicle distance from the front monitoring device 9. The collision avoidance operation control device 2 and the forward monitoring device 9 constitute a collision avoidance means. The collision avoidance operation control device 2 performs a collision avoidance operation on the braking device 4 based on the acquired information on the inter-vehicle distance. In addition, the vehicle driving force control apparatus 10 according to the first embodiment acquires information on the collision avoidance operation control from the collision avoidance operation control apparatus 2 and also detects the front and rear wheel motors 31 from the motor operation state monitoring unit 6. The operation information such as 3t torque and rotation speed is acquired. Based on the acquired information, the vehicle driving force control device 10 executes the vehicle driving force control method according to the first embodiment, and the motor driving driver 7 that drives the front and rear wheel motors 3l and 3t is provided. Drive command. Based on this drive command, the motor drive driver 7 controls the operating states of the front wheel and rear wheel motors 3l and 3t.

  FIG. 4 is an explanatory diagram illustrating the configuration of the vehicle driving force control apparatus according to the first embodiment. The configuration of the vehicle driving force control apparatus 10 according to the first embodiment will be described with reference to FIG. The vehicle driving force control method according to the first embodiment can be realized by the vehicle driving force control apparatus 10 according to the first embodiment. The vehicle driving force control apparatus 10 according to the first embodiment includes a processing unit 10p, a storage unit 10m, and an input / output port (I / O) 19. The processing unit 10p includes a collision avoidance operation control determination unit 11, a torque determination unit 12, and a torque request value determination unit 13. Here, the collision avoidance operation control determination unit 11, the torque determination unit 12, and the torque request value determination unit 13 are parts that execute the vehicle driving force control method according to the first embodiment.

  The storage unit 10m, the collision avoidance operation control determination unit 11, the torque determination unit 12, and the torque request value determination unit 13 are connected via an input / output port (I / O) 19 of the vehicle driving force control device 10. Is done. Thereby, the memory | storage part 10m, the collision avoidance operation control determination part 11, the torque determination part 12, and the torque requirement value determination part 13 are each comprised so that data can be exchanged bidirectionally. Note that data may be transmitted and received in one direction as required in the apparatus configuration (the same applies hereinafter).

  The storage unit 10m stores a computer program including processing procedures of the control method according to the first embodiment. Here, the storage unit 10m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof. The processing unit 10p included in the vehicle driving force control apparatus 10 according to the first embodiment can be configured by a memory and a CPU.

  The computer program may be capable of realizing the processing procedure of the vehicle driving force control method according to the first embodiment in combination with a computer program already recorded in the vehicle driving force control device 10. In addition, the vehicle driving force control device 10 realizes the functions of the collision avoidance operation control determination unit 11, the torque determination unit 12, and the torque request value determination unit 13 using dedicated hardware instead of the computer program. It may be a thing. Next, the processing procedure of the control method according to the first embodiment will be described using the vehicle driving force control device 10. In this description, please refer to FIGS.

  FIG. 5 is a flowchart illustrating a procedure of the vehicle driving force control method according to the first embodiment. FIG. 6 is a conceptual diagram of preloading. FIGS. 7-1 and FIGS. 7-2 are explanatory drawings showing torque changes of the front wheel and rear wheel motors. In this description, during preparation for collision avoidance operation or preparation for completion of collision avoidance operation, the front wheel motor 3l for driving the front wheel 11 is regenerated to give a braking-side preload to the drive system of the front wheel 11 and the rear wheel 1t. A description will be given of an example in which the rear-wheel motor 3l that drives the vehicle is powered to give a drive-side preload to the drive system of the rear wheel 1t. In executing the vehicle driving force control method according to the first embodiment, first, it is determined whether or not the collision avoidance operation control determination unit 11 included in the vehicle driving force control device is preparing for the collision avoiding operation, or collision avoidance. It is determined whether or not the operation is being prepared (step S101).

  When the collision avoidance operation is being prepared or when the collision avoidance operation is not being completed (step S101; No), the collision avoidance operation control determination unit 11 resets the preload torque request value and turns off the preload control flag pcs_rdy. (Step S110). Specifically, the front wheel motor preload torque request value Tmf_req = 0, the rear wheel motor preload torque request value Tmr_req = 0, and the preload control flag pcs_rdy = 0. Then, once the control routine is ended, the process returns to step S101 again to execute the vehicle driving force control method according to the first embodiment.

  When the collision avoidance operation is being prepared or when the collision avoidance operation is being completed (step S101; Yes), the collision avoidance operation control determination unit 11 sets the preload control flag pcs_rdy to ON (pcs_rdy = 1). (Step S102). Next, the collision avoidance operation control determination unit 11 determines whether or not a collision avoidance operation is being prepared (step S103). When the collision avoidance operation is being prepared (step S103; Yes), the torque determination unit 12 assumes that the preload control flag pcs_rdy is ON, and the torque Tmf of the front wheel motor is equal to or less than the preload torque −T_BCR. It is determined whether or not (step S104). At the start of control, Tmf = Tmf_ini (front wheel motor initial torque value).

  When Tmf ≦ −T_BCR (step S104; Yes), since the prescribed preload has already acted on the drive system of the front wheel 11 and the backlash of the drive system has been reduced to the braking side, the drive force Control ends. When Tmf> −T_BCR (step S104; No), the prescribed preload has not yet acted on the drive system of the front wheel 11 and the play of the drive system remains. For this reason, the front wheel motor 31 is regenerated so as to close the backlash toward the braking side, and a braking preload is given to the drive system of the front wheel 11.

In order to achieve this, the torque request value determination unit 13 determines the front wheel motor preload torque request value Tmf_req as defined in Equation (1) (step S105), and the torque of the front wheel motor is set to this value. To control.
Tmf_req = Tmf_ini−T_BCRGRD (1)
T_BCRGRD is a torque rate limiter.

Here, a state in which the backlash of the drive system of the front wheel 11 is packed to the braking side will be described. Here, as shown in FIG. 6, a description will be given by taking as an example a drive system for the front wheels 1l in which the torque of the front wheel motor 31 is transmitted to the front wheels 11 via the front wheel motor drive gear 3lg and the front wheel drive gear 11g. In the case of such a drive system, the front wheel 1 l rotates in the direction indicated by R ₁ in FIG. 6 while the vehicle 100 is traveling.

At this time, when the front wheel motor 31 is regenerated, the front wheel motor 31 is driven by the front wheel 11. As a result, apparently torque is generated in the direction indicated by R ₂ in FIG. As a result, the backlash between the front-wheel motor drive gear 3lg and the front-wheel drive gear 1lg is clogged on the braking side, and the drive shaft of the front-wheel motor 3l, the axle of the front wheel 11 and the like are twisted in advance to the braking side. This is a state in which the backlash of the drive system of the front wheel 11 is packed to the braking side. When the collision avoidance operation is executed in this state and the front wheel motor 3l is regenerated, the braking force quickly rises.

  When only the torque Tmf of the front wheel motor is reduced by regenerating the front wheel motor 31, the backlash of the drive system of the front wheel 11 can be reduced. However, since the vehicle 100 is braked by the regeneration of the front wheel motor 31, the driver of the vehicle 100 may feel uncomfortable. Thus, in the first embodiment, the driving force of the vehicle 100 as a whole is controlled so as not to change by powering the rear wheel motor 3t simultaneously with the regeneration of the front wheel motor 3l.

In order to achieve this, the torque request value determination unit 13 determines the rear wheel motor preload torque request value Tmr_req as defined in Equation (2) (step S105), and the rear wheel motor is set to this value. To control the torque.
Tmr_req = Tm r _ini + T_BCRGRD ··· (2)
Here, T_BCRGRD is a torque rate limiter, which is the same as that used for determining the front wheel motor preload torque request value Tmf_req. As a result, the regenerative force of the front wheel motor 3l can be controlled to be equal to the driving force of the rear wheel motor 3t, so that almost no change occurs in the driving force of the vehicle 100 as a whole. As a result, since the driver of the vehicle 100 hardly feels the feeling of braking or acceleration even during the execution of the driving force control of the first embodiment, the uncomfortable feeling during the control can be greatly reduced. Further, since the front wheel motor 3l is regenerated (power generation) and the rear wheel motor 3t is powered (discharged), a power balance is established between the two. Thereby, the driving force control of the vehicle according to the first embodiment can be realized regardless of the charge / discharge state of the power source 5.

  Here, the torque rate limiter T_BCRGRD will be described. As shown in FIG. 7A, it is necessary to reduce the torque Tmf of the front wheel motor from Tmf_ini to −T_BCR and to increase the torque Tmr of the rear wheel motor from Tmr_ini to T_BCR by regenerating the front wheel motor 3l. is there. The torque rate limiter determines how to make this change. That is, when the amount of change in the torque Tmf etc. of the front wheel motor is small, even if the torque etc. is changed by a single command as shown in T_BCRGRD1 shown in FIG. Does not give a sense of incongruity, but when the amount of change is large, the sense of incongruity perceived by the driver can be reduced by dividing the change into multiple times as in T_BCRGRD2. For this reason, the torque rate limiter T_BCRGRD is changed according to the torque change amount of the electric motor.

  Further, when the torque of the front wheel motor 3l is reduced and the torque of the rear wheel motor 3t is increased, the torques of the two motors are set so that the torque on the front wheel 1l is equal to the torque on the rear wheel 1t. To change. This is because, for example, the driving force of the vehicle 100 as a whole is not changed even when the reduction ratio of the front wheel 1 l and the reduction gear of the rear wheel 1 t are different. That is, when the torques of the front wheel motor 31 and the rear wheel motor 3t are changed, the torques of both the motors are converted and changed so that the torques on the front wheel 11 and the rear wheel 1t become equal (the same applies hereinafter).

  When the torque request value determination unit 13 determines Tmf_req and Tmr_req, these request values are given as command values to the motor drive driver 7 (step S106), and a series of processing procedures ends. The motor driving driver 7 controls the operating state of the front wheel and rear wheel motors 3l and 3t so that the torque of the front wheel and rear wheel motors 3l and 3t becomes the required value. And it returns to step S101 again and the driving force control method of the vehicle which concerns on Example 1 is performed.

  At this time, if the torques of the front and rear wheel motors 3l and 3t have not reached the preload torque -T_BCR (step S104; No), the torque request value determination unit 13 determines that the equations (1) and (2) are satisfied. Based on this, a new preload torque request value is determined. Then, the motor driving driver 7 controls the operating states of the front wheel and rear wheel motors 3l and 3t so that the required values are obtained. This procedure is repeated until the torques of the front and rear wheel motors 3l and 3t reach the preload torque −T_BCR.

Front and rear wheels for motor 3l, When torque 3t reaches the preload torque -T_BCR, waits for left collision avoidance preparation period in this state (period in FIG. ₂ t ₁ ~t 2). Already by regenerating the front wheel motor 3l, the backlash of the drive system of the front wheel 11 is packed on the braking side. As a result, when a transition is made to the collision avoidance operation, the braking force can be quickly raised. As a result, the braking distance of the vehicle 100 can be shortened and collision can be avoided more safely. On the other hand, by driving the rear wheel motor 3t, the backlash of the drive system of the rear wheel 1t is packed on the drive side. Therefore, when the collision avoidance control is finished without shifting to the collision avoidance operation, Can move to acceleration. Thereby, since acceleration according to the intention of the driver of the vehicle 100 can be performed, drivability is improved.

Here, a state where the backlash of the drive system of the rear wheel 1t is packed to the drive side will be described. Here, as shown in FIG. 6, the rear wheel 1t drive system in which the torque of the rear wheel motor 3t is transmitted to the rear wheel 1t via the rear wheel motor drive gear 3tg and the rear wheel drive gear 1tg is taken as an example. explain. For such a drive system, during traveling of the vehicle 100, the rear wheel 1t is rotated in the direction shown by R ₁ in FIG. At this time, when the power running (driving) the rear wheel motor 3t, a torque of the rear wheel motor 3t in the direction indicated by R ₃ in FIG. 6 acts. As a result, the backlash between the rear wheel motor drive gear 3tg and the rear wheel drive gear 1tg is clogged on the drive side, and the drive shaft of the rear wheel motor 3t, the axle of the rear wheel 1t, etc. are screwed to the drive side in advance. It is done. This is a state in which the backlash of the drive system of the rear wheel 1t is packed to the drive side. In this state, when the output of the rear wheel motor 3t is increased to shift to acceleration, the driving force of the rear wheel 1t quickly rises.

  When the collision avoidance operation is not being prepared, that is, when the collision avoidance operation is being completed (step S103; Yes), the torque determination unit 12 assumes that the preload control flag pcs_rdy is ON and is used for the rear wheel. It is determined whether or not the motor torque Tmr is equal to or greater than the preload torque T_BCR (step S107). Note that at the start of control, Tmr = Tmr_ini (rear wheel motor initial torque value).

  When Tmr ≧ T_BCR (step S107; Yes), the prescribed preload has already acted on the drive system of the rear wheel 1t, and the backlash of the drive system has been reduced to the drive side. Control ends. When Tmf <T_BCR (step S107; No), the prescribed preload has not yet acted on the drive system of the rear wheel 1t, and the play of the drive system remains. Therefore, the rear wheel motor 3t is powered so as to close the backlash, and a drive-side preload is applied to the drive system of the rear wheel 1t.

  In order to achieve this, the torque request value determining unit 13 determines the rear wheel motor preload torque request value Tmr_req as defined in the above equation (2) (step S108), and the torque of the rear wheel motor 3t is equal to this torque. It controls so that it may become a value (FIG. 7-2). Here, when only the torque Tmr of the rear wheel motor is increased by powering the rear wheel motor 3t, the backlash of the drive system of the rear wheel 1t can be reduced to the drive side. However, since the vehicle 100 is accelerated by the power running of the rear wheel motor 3t, the driver of the vehicle 100 may feel uncomfortable. Therefore, in the first embodiment, the driving force of the entire vehicle 100 is not changed by reducing the torque of the front wheel motor 3l by regenerating the front wheel motor 3l simultaneously with the power running (discharge) of the rear wheel motor 3t. To control.

  Therefore, the torque request value determination unit 13 determines the front wheel motor preload torque request value Tmf_req as defined in the above equation (1) (step S108), and controls the torque of the front wheel motor to be this value. To do. Since the torque rate limiter T_BCRGRD used in the above equations (1) and (2) is the same value, the torque of the rear wheel motor 3t and the regenerative force of the front wheel motor 3l can be controlled to be equal. As a result, the torque of the vehicle 100 as a whole hardly changes. As a result, since the driver of the vehicle 100 hardly feels the feeling of braking or acceleration even during the execution of the driving force control of the first embodiment, the uncomfortable feeling during the main control can be greatly reduced.

  When the torque request value determination unit 13 determines Tmr_req and Tmf_req, these request values are given to the motor drive driver 7 (step S109), and a series of processing procedures is completed. The motor driving driver 7 controls the operating state of the front and rear wheel motors 3l and 3t so that the torques of the front and rear wheel motors 3l and 3t become the required command values. Then, the process returns to step S101 again, and the vehicle driving force control method according to the first embodiment is executed until the torques of the front and rear wheel motors 3l and 3t reach the preload torque T_BCR.

When the front and rear wheels for motor 3l, torque 3t reaches the preload torque T_BCR, it waits for leaving the collision avoidance end preparation period for this state (period in FIG. 2 t ₃ ~t _4). In the first embodiment, since the play of the drive system of the rear wheel 1t is already packed on the drive side by powering the rear wheel motor 3t, the collision acceleration control is promptly accelerated when the collision avoidance control is finished. Can be migrated. Thereby, since acceleration according to the intention of the driver of the vehicle 100 can be performed, drivability is improved. In addition, since the play of the driving system of the front wheels 1l is packed on the braking side by regenerating the front wheel motor 31, when the transition to the collision avoidance operation is resumed during the collision avoidance completion preparation period, the braking force is promptly applied. Can stand up. As a result, the braking distance of the vehicle 100 can be shortened and collision can be avoided more safely.

  In the above description, the torque of the front wheel 1l is reduced by regenerating the front wheel motor 3l, and the torque of the rear wheel 1t is increased by powering (discharging) the rear wheel motor 3t. However, the torque of the rear wheel 1t may be reduced by regenerating the rear wheel motor 3t, and the torque of the front wheel 1l may be increased by powering (discharging) the front wheel motor 3l.

  As described above, in the vehicle driving force control device and the vehicle driving force control method according to the first embodiment, the front wheel motor is regenerated to reduce the torque of the front wheel motor during the collision avoidance operation preparation or the collision avoidance operation completion preparation. As a result, a preload of braking is applied, and the backlash of the front wheel drive system is reduced to the braking side. Then, by driving the rear-wheel motor and increasing the torque of the front-wheel motor, a preload for driving is applied, and the back-wheel drive system rattle is reduced to the driving side. Thereby, when it transfers to collision avoidance operation | movement, since braking force can be raised quickly, the braking distance of a vehicle can be shortened and collision avoidance can be aimed at more safely. On the other hand, the back wheel drive system rattle is packed on the drive side, so if the collision avoidance control ends without transitioning to the collision avoidance operation, or after the collision avoidance operation end preparation period ends, it will accelerate immediately. Can be migrated. Thereby, since acceleration according to the intention of the driver of the vehicle can be performed, drivability is improved.

  Further, since the amount of torque reduction due to braking preload is equal to the amount of torque increase due to driving preload, there is almost no change in the driving force of the entire vehicle even during execution of driving force control. As a result, the driver of the vehicle hardly feels the feeling of braking or acceleration even during the execution of the driving force control of the first embodiment, so that the uncomfortable feeling during the main control can be greatly reduced. Further, in the first embodiment, when an electric motor is used as a driving means of the vehicle, electric power generated by regeneration when the driving force control is executed can be used for driving. That is, since a power balance between regeneration and power running (driving) is established between the front wheels and the rear wheels, the driving force control of the vehicle according to the first embodiment can be realized without depending on the state of the power source. Note that the configuration disclosed in the first embodiment can be appropriately applied to the following embodiments, and if the same configuration as the configuration disclosed in the first embodiment is provided, There is an effect.

  The vehicle driving force control device according to the second embodiment has substantially the same configuration as the vehicle driving force control device according to the first embodiment, but drives the front wheels on one side of the internal combustion engine or the electric motor and rears on the other side. The difference is that the wheels are driven. Since other configurations are the same as those of the first embodiment, the description thereof is omitted and the same components are denoted by the same reference numerals.

  8A and 8B are plan views of the vehicle according to the second embodiment. As shown in FIG. 8A, a vehicle 101 according to the second embodiment includes a front wheel 11 driven by an internal combustion engine 20 as a front wheel drive unit and a rear wheel driven by a rear wheel motor 3t which is also a drive unit. 1t. The internal combustion engine 20 and the rear wheel motor 3t constitute a pair of drive means. The driving force of the internal combustion engine 20 that is the front wheel drive means is decelerated by the transmission 21 and transmitted to the front wheels 1l. On the other hand, the driving force of the rear wheel motor 3t, which is the rear wheel drive means, is decelerated by the rear wheel reducer 3tt and transmitted to the rear wheel 1t. Note that, as in the vehicle 101 ′ shown in FIG. 8B, the front wheel motor 31 may be used as the front wheel driving means, and the internal combustion engine 20 may be used as the rear wheel driving means.

  The vehicle 101 includes a power source 5 for driving the rear wheel motor 3t, and the output and the rotational speed are controlled by the motor driving driver 7. As the internal combustion engine 20, either a spark ignition type or a diesel type can be used. The internal combustion engine 20 is operated by being supplied with gasoline, light oil, LNG (Liquid Natural Gas), or the like.

  FIG. 9 is a control block diagram including the vehicle driving force control apparatus according to the second embodiment. In the second embodiment, an engine ECU (Electronic Control Unit) 8 is connected to the vehicle driving force control device 10, and when the vehicle driving force control method according to the second embodiment is executed, the vehicle driving force is controlled. Based on a command from the control device 10, the output of the internal combustion engine 20 is controlled. Note that during normal operation, the engine ECU 8 controls the operation of the internal combustion engine 20 based on information from an airflow sensor, a crank angle sensor, a water temperature sensor, an accelerator opening sensor, and other various sensors. The motor driving driver 7 controls the operating state of the rear wheel motor 3t. Next, a processing procedure of the vehicle driving force control method according to the second embodiment will be described. In the following description, please refer to FIGS. 4, 8, and 9 as appropriate.

  FIG. 10 is a flowchart illustrating a processing procedure of the vehicle driving force control method according to the second embodiment. In this description, in the collision avoidance operation control, an example in which braking preload is applied by reducing the driving force of the internal combustion engine 20 that drives the front wheel 11 and the motor 3t that drives the rear wheel 1t is subjected to power running to provide the preload is described. To do. In executing the vehicle driving force control method according to the second embodiment, first, it is determined whether or not the collision avoidance operation control determination unit 11 included in the vehicle driving force control device is preparing for the collision avoiding operation, or collision avoidance. It is determined whether or not the operation is being prepared (step S201).

  When the collision avoidance operation is not being prepared or when the collision avoidance operation is not being completed (step S201; No), the collision avoidance operation control determination unit 11 resets the preload torque request value and turns off the preload control flag pcs_rdy. (Step S210). Then, once the control routine is ended, the process returns to step S201 again to execute the vehicle driving force control method according to the second embodiment.

  When either the collision avoidance operation is being prepared or the collision avoidance operation is being completed (step S201; Yes), the collision avoidance operation control determination unit 11 sets the preload control flag pcs_rdy to ON (pcs_rdy = 1). (Step S202). Next, the collision avoidance operation control determination unit 11 determines whether or not a collision avoidance operation is being prepared (step S203). When the collision avoidance operation is being prepared (step S203; Yes), the torque determination unit 12 determines that the torque Tef of the internal combustion engine is equal to or less than the preload torque −T_BCR on the assumption that the preload control flag pcs_rdy is ON. It is determined whether or not (step S204). Note that Tef = Tef_ini (internal combustion engine initial torque value) at the start of control.

  When Tef ≦ −T_BCR (step S204; Yes), the prescribed preload has already acted on the driving system of the front wheel 11 and the driving system has been loosened, so the driving force control is finished. To do. When Tef> −T_BCR (step S204; No), the prescribed preload has not yet acted on the drive system of the front wheel 11 and the play of the drive system remains. For this reason, the torque of the internal combustion engine 20 is reduced so as to reduce the backlash toward the braking side, and a braking preload is applied to the drive system of the front wheels 1l.

In order to realize this, the torque request value determination unit 13 determines the internal combustion engine preload torque request value Tef_req as defined in Equation (3) (step S205), and sets the torque of the internal combustion engine 20 to be this value. Control.
Tef_req = Tef_ini-T_BCRGRD (3)
Here, T_BCRGRD is a torque rate limiter.

  At the same time, the torque request value determining unit 13 determines the rear wheel motor preload torque request value Tmr_req as defined in the above equation (2) (step S205), and controls the torque of the front wheel motor to be this value. To do. Here, T_BCRGRD in the equation (2) is a torque rate limiter, which is the same as that used for determining the internal combustion engine preload torque request value Tef_req. As a result, the torque of the internal combustion engine 20 to be reduced can be controlled to be equal to the torque of the rear wheel motor 3t to be increased, so that the driving force of the vehicle 101 as a whole hardly changes. As a result, the driver of the vehicle 101 hardly feels a feeling of braking or acceleration even during the execution of the driving force control of the second embodiment, so that the uncomfortable feeling during the control can be greatly reduced.

  When the torque of the internal combustion engine 20 is reduced and the torque of the rear wheel motor 3t is increased, the torque on the front wheel 11 and the torque on the rear wheel 1t are made equal to each other. The torque of the electric motor 3t is changed. This is because, for example, the driving force of the vehicle 100 as a whole is not changed even when the reduction ratio of the front wheel 1 l is different from the reduction ratio of the rear wheel 1 t. That is, when the torques of the internal combustion engine 20 and the rear wheel motor 3t are changed, the torques of the internal combustion engine 20 and the rear wheel motor 3t are converted so that the torques on the front wheels 11 and the rear wheels 1t become equal. Change.

  When the torque request value determination unit 13 determines Tef_req and Tmr_req, these request values are given to the motor drive driver 7 as command values (step S206), and a series of processing procedures ends. The engine ECU 8 and the motor drive driver 7 control the operating states of the internal combustion engine 20 and the rear wheel motor 3t so that the torques of the internal combustion engine 20 and the rear wheel motor 3t become the required values. And it returns to step S201 again and the driving force control method of the vehicle which concerns on Example 2 is performed. At this time, when the torques of the internal combustion engine 20 and the rear wheel motor 3t have not reached the preload torque −T_BCR (step S204; No), the torque request value determination unit 13 determines the expressions (3) and (2). Based on this, a new preload torque request value is determined. Then, the engine ECU 8 and the motor driving driver 7 control the operating states of the internal combustion engine 20 and the rear wheel motor 3t so that the required values are obtained. This procedure is repeated until the torque of the internal combustion engine 20 and the rear wheel motor 3t reaches the preload torque −T_BCR.

When torque of the internal combustion engine 20 and the rear wheel motor 3t reaches the preload torque -T_BCR, waits for left collision avoidance preparation period in this state (period in FIG. ₂ t ₁ ~t 2). By reducing the torque of the internal combustion engine 20, the backlash of the drive system of the front wheels 1l is already close to the braking side. Therefore, when the operation shifts to the collision avoidance operation, the braking force can be quickly raised. . On the other hand, by driving the rear wheel motor 3t, the backlash of the drive system of the rear wheel 1t is packed on the drive side. Therefore, when the collision avoidance control is finished without shifting to the collision avoidance operation, Can move to acceleration.

  When the collision avoidance operation is not being prepared, that is, when the collision avoidance operation is being completed (step S203; Yes), the torque determination unit 12 assumes that the preload control flag pcs_rdy is ON and is used for the rear wheel. It is determined whether or not the motor torque Tmr is equal to or greater than the preload torque T_BCR (step S207). Note that at the start of control, Tmr = Tmr_ini (rear wheel motor initial torque value).

  When Tmr ≧ T_BCR (step S207; Yes), the prescribed preload has already acted on the drive system of the rear wheel 1t, and the backlash of the drive system has been reduced to the drive side. Control ends. When Tmf <T_BCR (step S207; No), the torque request value determining unit 13 determines the rear wheel motor preload torque request value Tmr_req as defined in the above equation (2) (step S208). The torque of the rear wheel motor is controlled so as to reach this value. At this time, the driving force of the vehicle 101 as a whole is controlled so as not to change by reducing the torque of the internal combustion engine 20 simultaneously with the power running (discharge) of the rear wheel motor 3t.

  For this reason, the torque request value determination unit 13 determines the internal combustion engine preload torque request value Tef_req as defined in the above equation (3) (step S208), and controls the torque of the internal combustion engine 20 to be this value. . Here, since the torque rate limiter T_BCRGRD used in the above equations (2) and (3) is the same value, the torque of the rear wheel motor 3t and the reduced torque of the internal combustion engine 20 can be controlled to be equal. As a result, the driving force of the vehicle 101 as a whole hardly changes. As a result, the driver of the vehicle 101 hardly feels a feeling of braking or acceleration even during the execution of the driving force control of the second embodiment, so that the uncomfortable feeling during the control can be greatly reduced.

  When the torque request value determination unit 13 determines Tmr_req and Tef_req, these request values are given to the motor drive driver 7 and the engine ECU 8 (step S209), and a series of processing procedures is completed. The motor driving driver 7 and the engine ECU 8 control the operating states of the rear wheel motor 3t and the internal combustion engine 20 so that the torques of the rear wheel motor 3t and the internal combustion engine 20 become the required command values. Then, the process returns to step S201 again, and the vehicle driving force control method according to the second embodiment is executed until the torque of the rear wheel motor 3t and the internal combustion engine 20 reaches the preload torque T_BCR.

Torque of the rear wheel motor 3t and internal combustion engine 20 reaches the pre-load torque T_BCR, waits for leaving the collision avoidance end preparation period for this state (period in FIG. 2 t ₃ ~t _4). In the second embodiment, since the play of the driving system of the rear wheel 1t is already packed on the drive side by powering the rear wheel motor 3t, the collision acceleration control is promptly accelerated when the collision avoidance control is finished. Can be migrated. Thereby, since acceleration according to the intention of the driver of the vehicle 101 can be performed, drivability is improved. Further, since the backlash of the drive system of the front wheels 11 is reduced to the braking side by reducing the torque of the internal combustion engine 20, when the transition to the collision avoidance operation is resumed during the collision avoidance completion preparation period, the braking force is promptly reduced. Can stand up. Thereby, a braking distance can be shortened and collision can be avoided more safely.

  In the above description, the torque of the front wheel 1l is reduced by reducing the torque of the internal combustion engine, and the torque of the rear wheel 1t is increased by powering the rear wheel motor 3t. However, the torque of the rear wheel 1t may be reduced by regenerating the rear wheel motor 3t, and the torque of the front wheel 1l may be increased by increasing the torque of the internal combustion engine 20.

  As described above, in the vehicle driving force control device and the vehicle driving force control method according to the second embodiment, braking preloading is performed by reducing the torque of the front wheel driving means during preparation for collision avoidance operation or preparation for completion of collision avoidance operation. By acting, the play of the front wheel drive system is reduced to the braking side. Then, the preload of the drive is applied by increasing the torque of the rear wheel drive means, and the backlash of the rear wheel drive system is reduced to the drive side. Thereby, when it transfers to collision avoidance operation | movement, since braking force can be raised quickly, the braking distance of a vehicle can be shortened and collision avoidance can be aimed at more safely. On the other hand, the back wheel drive system rattle is packed on the drive side, so if the collision avoidance control ends without transitioning to the collision avoidance operation, or after the collision avoidance operation end preparation period ends, it will accelerate immediately. Can be migrated. Thereby, since acceleration according to the intention of the driver of the vehicle can be performed, drivability is improved.

  Further, since the amount of torque reduction due to braking preload is equal to the amount of torque increase due to driving preload, there is almost no change in the driving force of the entire vehicle even during execution of driving force control. As a result, since the driver of the vehicle hardly feels the feeling of braking or acceleration even during the execution of the driving force control of the second embodiment, the uncomfortable feeling during the main control can be greatly reduced. Note that the configuration disclosed in the second embodiment can be appropriately applied to the following embodiments, and if the same configuration as the configuration disclosed in the second embodiment is provided, There is an effect.

  The third embodiment has substantially the same configuration as the first and second embodiments, but the vehicle of the third embodiment drives the same output shaft by an internal combustion engine that is a driving means and an electric motor that is also the driving means. An HV drive device is provided. At the time of collision avoidance operation control, one of the torques of the electric motor or the internal combustion engine is reduced, and the other torque is increased by the reduced amount to prepare for braking during the collision avoidance operation and preparation for completion of the collision avoidance operation. is there. Since other configurations are the same as those of the first and second embodiments, the description thereof is omitted.

  FIG. 11 is a plan view illustrating the vehicle according to the third embodiment. The vehicle 102 is a so-called HV vehicle in which the torque of the internal combustion engine 20 that is driving means and the torque of the electric motor 3 that is also driving means are combined by the speed reduction mechanism 24. The internal combustion engine 20 and the electric motor 3 constitute a pair of drive means. The vehicle 102 is a so-called FF driving method, but the driving method to which the third embodiment can be applied is not limited to this. The internal combustion engine 20 and the electric motor 3 included in the vehicle 102 each transmit power to the speed reduction mechanism 24. Then, both powers are combined to drive the front wheel 1l.

  A power source 5 is connected to the motor drive driver 7, and after the direct current supplied from the power source 5 is converted into alternating current, the frequency and voltage are changed and supplied to the electric motor 3. Further, a generator 23 is attached to the power split mechanism 22 and is driven by taking out the internal combustion engine 20 by the power split mechanism 22 to generate electric power. After this electric power is supplied to the motor driving driver 7, the frequency and voltage are changed by this driver and supplied to the electric motor 3 to drive it. The power split mechanism 22 can be configured by combining a planetary gear and a one-way clutch, for example.

  Next, the collision avoidance operation control of the vehicle 102 will be described. During preparation for collision avoidance operation or preparation for completion of collision avoidance operation, the motor 3 is regenerated to reduce the torque of the electric motor 3 and apply a preload on the brake side to the output shaft 25. At this time, the preload on the driving side is given to the output shaft 25 by increasing the torque of the internal combustion engine 20 by the amount reduced by the electric motor 3. As a result, there is no change in the driving force of the vehicle 102 as a whole, so that the driver hardly feels an unnatural deceleration feeling even during preparation for a collision avoidance operation. In the third embodiment, the torque between the internal combustion engine 20 and the electric motor 3 is adjusted so that the torque on the output shaft 25 becomes equal.

  On the other hand, the play of the drive system on the motor 3 side (M side in FIG. 11) is packed on the braking side. As a result, when the collision avoiding operation is being prepared or the collision avoiding operation is being completed, the braking force can be quickly raised and the braking distance of the vehicle 102 can be shortened. Further, the play of the drive system on the internal combustion engine 20 side (the E side in FIG. 11 and including the power split mechanism 22 in this example) is packed on the drive side. Thereby, when collision operation avoidance control is terminated without shifting to the collision avoidance operation, or when collision avoidance operation control is terminated, acceleration can be promptly performed. As a result, acceleration intended by the driver can be obtained, so that drivability is improved. During the above control, the electric power obtained by regenerating the electric motor 3 can be stored in the power source 5.

  In the case where the torque of the internal combustion engine 20 is reduced instead of the electric motor 3 and a braking preload is applied to the drive system on the internal combustion engine 20 side, even if the electric motor 3 applies a torque equal to the reduced torque, the same as above There are effects and effects.

  As described above, in the third embodiment, when the same axle is driven by combining the torques of different driving means, braking is performed by reducing the torque of one driving means during preparation for collision avoidance operation or preparation for completion of collision avoidance operation. The preload of the driving means side is made closer to the braking side. Then, the preload of the drive is applied by increasing the torque of the other drive means, and the backlash of the drive system is reduced to the drive side. Thereby, when it transfers to collision avoidance operation | movement, since braking force can be raised quickly, the braking distance of a vehicle can be shortened and collision avoidance can be aimed at more safely. On the other hand, the backlash of the other drive system is packed on the drive side, so when the collision avoidance control ends without shifting to the collision avoidance operation or after the collision avoidance operation end preparation period ends, the shift immediately proceeds to acceleration. it can. Thereby, since acceleration according to the intention of the driver of the vehicle can be performed, drivability is improved.

  Further, since the amount of torque reduction due to braking preload is equal to the amount of torque increase due to driving preload, there is almost no change in the driving force of the entire vehicle even during execution of driving force control. As a result, since the driver of the vehicle hardly feels the feeling of braking or acceleration even during the execution of the driving force control of the third embodiment, the uncomfortable feeling during the control can be greatly reduced.

  As described above, the vehicle driving force control device and the vehicle driving force control method according to the present invention are useful for driving force control of a vehicle having a collision avoidance function with an obstacle, and in particular, collision with an obstacle. During preparation for avoidance operation or preparation for collision avoidance operation, the braking force can be quickly raised and is suitable for vehicle driving force control that can promptly shift to acceleration.

1 is a plan view showing a vehicle according to a first embodiment. It is a timing chart of collision avoidance operation control. 1 is a control block diagram including a vehicle driving force control apparatus according to a first embodiment. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram illustrating a configuration of a vehicle driving force control apparatus according to a first embodiment. 3 is a flowchart illustrating a procedure of a vehicle driving force control method according to the first embodiment. FIG. 6 is a conceptual diagram of preloading. It is explanatory drawing which shows the torque change of the motor for front wheels and rear wheels. It is explanatory drawing which shows the torque change of the motor for front wheels and rear wheels. FIG. 6 is a plan view showing a vehicle according to a second embodiment. FIG. 6 is a plan view showing a vehicle according to a second embodiment. FIG. 5 is a control block diagram including a vehicle driving force control apparatus according to a second embodiment. 7 is a flowchart illustrating a processing procedure of a vehicle driving force control method according to a second embodiment. FIG. 6 is a plan view showing a vehicle according to a third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1l Front wheel 1t Rear wheel 2 Collision avoidance operation control device 3 Electric motor 3l Front wheel motor 3lt Front wheel speed reducer 3t Rear wheel motor 3tt Rear wheel speed reducer 4 Braking device 5 Power supply 6 Motor operation state monitoring part 7 Motor drive driver 8 Engine ECU
DESCRIPTION OF SYMBOLS 9 Front monitoring apparatus 10 Driving force control apparatus 11 Collision avoidance operation control determination part 12 Torque determination part 13 Torque request value determination part 20 Internal combustion engine 21 Transmission 22 Power split mechanism 25 Output shaft 100, 101, 102 Vehicle

Claims (7)

Driving power of a vehicle that is driven by driving means that is at least a pair of driving means , at least one of which is an electric motor, and that can detect the presence of an obstacle and execute a collision avoidance operation with the obstacle under a certain condition. Control,
When preparing for the collision avoidance operation, the magnitude of the torque of one of the pair of drive means is compared with a first preload torque defined in advance, and the end of the collision avoidance operation is completed. When preparing, a torque determination unit that compares the magnitude of the torque of the other driving means with a pre-defined second preload torque;
A When preparing the collision avoidance operation, when the size is larger than said first preload torque of the torque of the one of the drive means, the magnitude of the torque of the one drive means the second determining the torque of the one of the drive means so as to reach one preload torque, and, before Symbol the other to increase the torque of one minute only the other with reduced torque of the driving means of the driving means When the torque of the driving means is determined and the end of the collision avoidance operation is prepared, and the magnitude of the torque of the other driving means is smaller than the second preload torque, the other driving The torque of the other driving means is determined so that the magnitude of the torque of the means reaches the second preload torque, and the torque of the other driving means is increased. And the torque requirement value determination unit that determines the torque of the other driving means to reduce the torque of one of the drive means,
A vehicle driving force control apparatus comprising:   The vehicle includes front wheels driven by front wheel drive means and rear wheels driven by rear wheel drive means, and the front wheel drive means and the rear wheel drive means constitute the pair of drive means. The vehicle driving force control device according to claim 1.   3. The vehicle driving force control apparatus according to claim 2, wherein the torque of the rear wheel driving means is increased by an amount corresponding to a reduction in the torque of the front wheel driving means.   The vehicle driving force control apparatus according to claim 2 or 3, wherein both of the pair of driving means are electric motors.   The vehicle driving force control device according to claim 4, wherein the front wheel driving means regenerates and the rear wheel driving means is caused to power. Driving power of a vehicle that is driven by driving means that is at least a pair of driving means , at least one of which is an electric motor, and that can detect the presence of an obstacle and execute a collision avoidance operation with the obstacle under a certain condition. In controlling
When preparing for the collision avoidance operation, the magnitude of the torque of one of the pair of drive means is compared with a first preload torque defined in advance, and the end of the collision avoidance operation is completed. When preparing, a procedure for comparing the magnitude of the torque of the other driving means with a pre-defined second preload torque,
A When preparing the collision avoidance operation, when the size is larger than said first preload torque of the torque of the one of the drive means, the magnitude of the torque of the one drive means the second determining the torque of the one of the drive means so as to reach one preload torque, and, before Symbol the other to increase the torque of one minute only the other with reduced torque of the driving means of the driving means When the torque of the driving means is determined and the end of the collision avoidance operation is prepared, and the magnitude of the torque of the other driving means is smaller than the second preload torque, the other driving The torque of the other driving means is determined so that the magnitude of the torque of the means reaches the second preload torque, and the torque of the other driving means is increased. A procedure for determining the torque of the other driving means to reduce the torque of one of the drive means,
A driving force control method for a vehicle, comprising: When the front wheels and the rear wheels are driven by an electric motor, and the presence of an obstacle is detected to control the driving force of the vehicle that can execute a collision avoidance operation with the obstacle under a certain condition,
When preparing for the collision avoidance operation, when comparing the magnitude of the torque of one of the regenerative motors with the first preload torque defined in advance and preparing for the end of the collision avoidance operation Is a procedure for comparing the magnitude of the torque of the other motor with a second preload torque defined in advance,
In the case are preparing for the collision avoidance operation, the magnitude of the torque of the one motor of the first when the preload torque greater than the magnitude of the torque of the one of the motor the first wherein determining the torque of one of the electric motor so as to reach the pre-load torque, and only the other electric motor min obtained by regenerating said one electric motor so as to power running, to determine the torque of the other motor, the collision avoidance When the end of the operation is prepared and the magnitude of the torque of the other motor is smaller than the second preload torque, the magnitude of the torque of the other motor is the second preload torque. The torque of the other motor is determined so that the other motor is reached, and the other motor is regenerated so that the other motor is repowered by the amount of powering. And the procedure for determining the torque of the machine,
A driving force control method for a vehicle, comprising:

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