JP4622686B2 - Left and right independent drive vehicle - Google Patents

Left and right independent drive vehicle Download PDF

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JP4622686B2
JP4622686B2 JP2005167188A JP2005167188A JP4622686B2 JP 4622686 B2 JP4622686 B2 JP 4622686B2 JP 2005167188 A JP2005167188 A JP 2005167188A JP 2005167188 A JP2005167188 A JP 2005167188A JP 4622686 B2 JP4622686 B2 JP 4622686B2
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driving force
force difference
turning
vehicle
value
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欣高 出口
一郎 山口
勝憲 押上
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Nissan Motor Co Ltd
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Description

本発明は、主として左右の駆動力差によって旋回挙動を実現する左右独立駆動車用に関する。   The present invention relates to a left and right independent drive vehicle that realizes a turning behavior mainly by a left and right driving force difference.

従来の左右独立駆動車両では、左右後輪を回転キャスターとし、左右前輪にそれぞれモータを設け、前輪の左右駆動力差によって車両にヨーモーメントを発生させることで、車両を旋回させている（例えば、特許文献１参照）。
特開昭４８−４４９１４号公報 In a conventional left and right independent drive vehicle, the left and right rear wheels are rotating casters, motors are provided on the left and right front wheels, respectively, and the vehicle is turned by generating a yaw moment due to the difference in the left and right driving force between the front wheels (for example, Patent Document 1).
JP-A 48-44914

しかしながら、上記従来技術にあっては、後輪が回転キャスターであるため、路面の凸凹によりキャスターの回転角が乱れ、車両挙動に影響を与えるという問題があった。また、前輪の駆動力差のみにより旋回挙動を実現するため、たとえば前輪が鉄のマンホールを通過する状況のように、前輪位置の路面摩擦係数が突然変化した場合には、十分な路面反力を受けることができず、車両の旋回挙動が乱れる可能性があるという問題があった。   However, in the above prior art, since the rear wheel is a rotating caster, there is a problem that the rotation angle of the caster is disturbed by the unevenness of the road surface and affects the vehicle behavior. In addition, in order to realize turning behavior only by the difference in driving force of the front wheels, when the road surface friction coefficient at the front wheel position suddenly changes, for example, when the front wheels pass through an iron manhole, sufficient road surface reaction force is There was a problem that the turning behavior of the vehicle may be disturbed.

本発明は、上記従来技術が抱える問題に着目してなされたもので、その目的とするところは、路面凸凹や路面摩擦係数の変化に対してロバストな車両挙動を実現できる左右独立駆動車両を提供することにある。   The present invention has been made paying attention to the problems of the above-described conventional technology, and the object of the present invention is to provide a left and right independent drive vehicle capable of realizing a vehicle behavior that is robust against changes in road surface unevenness and road surface friction coefficient. There is to do.

上記目的を達成するために、本発明の左右独立駆動車両では、
左右の車両にそれぞれ配置され、モータで車両の制駆動力を独立に調整する駆動輪と、
運転者からの旋回要求に応じた駆動力差指令値を算出する駆動力差指令値算出手段と、
前記駆動力差指令値を前記左右の駆動輪の駆動力差のみで実現可能な駆動力差の下限値と上限値との間で制限した駆動力差旋回しきい値を算出する駆動力差旋回しきい値算出手段と、
前記駆動力差旋回しきい値に基づいて前記左右の駆動輪に駆動力差を発生させる駆動力制御手段と、
前記駆動輪と別に設けられた転舵輪と、
前記転舵輪の横力がゼロのときの前記駆動力差旋回しきい値に対する車体重心位置の車体横滑り角の伝達特性と、前記車体重心位置の車体横滑り角と転舵輪左右中央位置の車体横滑り角との関係と、に基づいて、前記駆動力差旋回しきい値で実現する転舵輪左右中央位置の目標車体横滑り角を算出する目標車体横滑り角算出手段と、
前記駆動力差指令値と前記駆動力差旋回しきい値との差に応じた値を前記転舵輪左右中央位置の目標車体横滑り角に加算して前記転舵輪の転舵角目標値を算出する転舵角目標値算出手段と、
前記転舵輪の転舵角を前記転舵角目標値に一致させる転舵角調整手段と、
を備えることを特徴とする。 In order to achieve the above object, in the left and right independent drive vehicle of the present invention,
Drive wheels that are arranged on the left and right vehicles, respectively, and independently adjust the braking / driving force of the vehicle with a motor;
Driving force difference command value calculating means for calculating a driving force difference command value according to a turning request from the driver;
Driving force difference turning for calculating a driving force difference turning threshold in which the driving force difference command value is limited between a lower limit value and an upper limit value of the driving force difference that can be realized only by the driving force difference between the left and right driving wheels. Threshold calculation means;
Driving force control means for generating a driving force difference between the left and right driving wheels based on the driving force difference turning threshold;
Steered wheels provided separately from the drive wheels;
Transmission characteristics of the vehicle side slip angle at the center of gravity of the vehicle body relative to the driving force difference turning threshold when the lateral force of the steered wheel is zero, the vehicle side slip angle at the center of gravity of the vehicle body, and the vehicle side slip angle at the left and right center position of the steered wheel And a target vehicle body side slip angle calculating means for calculating a target vehicle body side slip angle at the left and right center position of the steered wheel realized by the driving force difference turning threshold value based on
A value corresponding to the difference between the driving force difference command value and the driving force difference turning threshold is added to the target vehicle body side slip angle at the left and right center position of the steered wheel to calculate the steered angle target value of the steered wheel. Turning angle target value calculating means,
A turning angle adjusting means for matching a turning angle of the turning wheel with the turning angle target value ;
It is characterized by providing.

本発明にあっては、回転キャスターに代えて転舵可能な転舵輪を設け、この転舵輪の転舵角を、転舵輪位置での目標車体横滑り角に一致させるように転舵させるため、路面凸凹があっても転舵角が乱れず、車両挙動に影響を与えることがなくなる。また、路面摩擦係数の変化などにより駆動輪に十分な左右駆動力差を発生できない場合においても、それによる車両挙動の乱れを抑えるように転舵輪にタイヤ横力が発生するため、路面摩擦係数の変化に対してロバストな車両挙動を実現できる。   In the present invention, instead of a rotating caster, a steerable steered wheel is provided, and the steered wheel is steered so that the steered angle of the steered wheel matches the target vehicle body side slip angle at the steered wheel position. Even if there are irregularities, the turning angle is not disturbed and the vehicle behavior is not affected. In addition, even when a sufficient difference between the left and right driving forces cannot be generated on the drive wheels due to changes in the road friction coefficient, etc., tire lateral force is generated on the steered wheels so as to suppress the disturbance of vehicle behavior. A vehicle behavior that is robust against changes can be realized.

以下、本発明の左右独立駆動車両を実施するための形態を、図面に示す実施例１〜３に基づいて説明する。   EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the left-right independent drive vehicle of this invention is demonstrated based on Examples 1-3 shown in drawing.

まず、構成を説明する。図１は、実施例１の左右独立駆動車両の構成を示す構成図である。実施例１の車両は、図１に示すように、駆動力発生源としての電気モータ３RL,３RRを備えており、各々の電気モータ３RL,３RRの回転軸は、減速機４RL,４RRを介して、電動車両の後輪（駆動輪）２RL,２RRに連結されている。ここで、２つの電気モータ３RL,３RRの出力特性、２つの減速機４RL,４RRの減速比、および左右の２つの後輪２RL,２RRの半径は、いずれも同じである。   First, the configuration will be described. FIG. 1 is a configuration diagram illustrating a configuration of a left and right independent drive vehicle according to a first embodiment. As shown in FIG. 1, the vehicle according to the first embodiment includes electric motors 3RL and 3RR as driving force generation sources. The rotation shafts of the electric motors 3RL and 3RR are connected to the reduction gears 4RL and 4RR, respectively. The rear wheels (drive wheels) 2RL and 2RR are connected to the electric vehicle. Here, the output characteristics of the two electric motors 3RL and 3RR, the reduction ratios of the two reduction gears 4RL and 4RR, and the radii of the two left and right rear wheels 2RL and 2RR are all the same.

前記電気モータ３RL,３RRは、いずれも永久磁石をロータに埋め込んだ三相同期モータである。リチウムイオンバッテリ６との電力授受を制御する駆動回路５RL,５RR（駆動力制御手段）が、それらの電気モータ３RL,３RRの力行および回生トルクを、統合コントローラ３０から受信するトルク指令値tTRL(左後輪)、 tTRR(右後輪)とそれぞれ一致するように調整する。 Each of the electric motors 3RL and 3RR is a three-phase synchronous motor in which a permanent magnet is embedded in a rotor. Torque command value tTRL (left ) is received by the drive circuits 5RL and 5RR (driving force control means) for controlling the power exchange with the lithium ion battery 6 from the integrated controller 30 for the power running and regenerative torque of the electric motors 3RL and 3RR. Rear wheel) and tTRR (right rear wheel) are adjusted to match each other.

統合コントローラ３０は、ステアリングハンドル１１の回転角度などに応じて前輪（転舵輪）２FL,２FRの転舵角指令値tDFを演算し（演算方法は後述）、モータ１２のトルクを調整するモータコントローラ（転舵角調整手段）１３に送信する。モータコントローラ１３は、前輪２FL,２FRの転舵角が、転舵角指令値tDFと一致するようにモータ１２のトルクを調整し、操舵機構１４を駆動する。このように、ステアリングハンドル１１と操舵機構１４とを電子的に接続することで、ステアリングハンドル１１の操作量（操舵角）と前輪２FL,２FRの転舵量（転舵角）とを自在に関係付けることができるシステムは、詳細には、特開２００３−１９９７５号公報などに開示されている構成で実現できる。
前後輪２FL,２FR,２RL,２RRには、図外のディスクブレーキが備え付けられており、ブレーキペダルの踏み込みに応じて、各輪を制動させる。 The integrated controller 30 calculates a steering angle command value tDF of the front wheels (steered wheels) 2FL and 2FR according to the rotation angle of the steering handle 11 (the calculation method will be described later), and a motor controller that adjusts the torque of the motor 12 ( (Steering angle adjusting means) 13. The motor controller 13 adjusts the torque of the motor 12 to drive the steering mechanism 14 so that the turning angles of the front wheels 2FL and 2FR coincide with the turning angle command value tDF. In this way, by electronically connecting the steering handle 11 and the steering mechanism 14, the operation amount (steering angle) of the steering handle 11 and the turning amount (steering angle) of the front wheels 2FL and 2FR can be freely related. In detail, the system that can be attached can be realized by a configuration disclosed in Japanese Patent Laid-Open No. 2003-19975.
The front and rear wheels 2FL, 2FR, 2RL, 2RR are provided with disc brakes (not shown), and each wheel is braked in response to depression of the brake pedal.

統合コントローラ３０には、アクセルペダルセンサ２３によって検出するアクセル開度信号と、ブレーキペダルセンサ２２によって検出するブレーキ踏力信号と、ステアリングハンドル１１の回転軸に取り付けられた操舵角センサ２１によって検出するステアリングハンドル１１の回転角信号と、ヨーレートセンサ８によって検出するヨーレート信号と、運転者によって操作されるシフトレバー２５の状態信号と、各輪のサスペンションに備え付けられた輪荷重センサ９によって検出する各輪の輪荷重信号と、各輪の回転軸に備え付けられた回転角速度センサ７によって検出する各輪の回転角速度と、加速度センサ２４によって検出する車両の加速度と、が入力される。ここで、前記シフトレバー２５のシフト位置としては、車両停止時のみ選択可能でパーキング時に使用する位置「Ｐ」、通常前進走行時に使用する位置「Ｄ」がある。これらのシフト位置は、シフトレバー２５の操作により運転者が選択する。   The integrated controller 30 includes an accelerator opening signal detected by the accelerator pedal sensor 23, a brake pedaling force signal detected by the brake pedal sensor 22, and a steering handle detected by a steering angle sensor 21 attached to the rotating shaft of the steering handle 11. 11, the yaw rate signal detected by the yaw rate sensor 8, the state signal of the shift lever 25 operated by the driver, and the wheel of each wheel detected by the wheel load sensor 9 provided to the suspension of each wheel. The load signal, the rotational angular velocity of each wheel detected by the rotational angular velocity sensor 7 provided on the rotational shaft of each wheel, and the vehicle acceleration detected by the acceleration sensor 24 are input. Here, the shift position of the shift lever 25 includes a position “P” that can be selected only when the vehicle is stopped and is used during parking, and a position “D” that is used during normal forward travel. These shift positions are selected by the driver by operating the shift lever 25.

統合コントローラ３０は、入力されるこれらの信号に基づいて後左輪モータ３RLへのトルク指令値tTRL、後右輪モータ３RRへのトルク指令値tTRRをそれぞれ演算し、各モータ３RL,３RRの駆動回路５RL,５RRに送信する。また、前輪２FL,２FRの転舵角指令値tDFも演算し、モータコントローラ１３に送信する。   The integrated controller 30 calculates the torque command value tTRL for the rear left wheel motor 3RL and the torque command value tTRR for the rear right wheel motor 3RR based on these signals, and drives the motors 3RL and 3RR for the drive circuit 5RL. , 5RR. Further, the steering angle command value tDF for the front wheels 2FL and 2FR is also calculated and transmitted to the motor controller 13.

ここで、後左輪モータ３RLへのトルク指令値tTRL、後右輪モータ３RRへのトルク指令値tTRRは、いずれも単位はNmで、車両を前向きに加速させる向きを正とする。また、前輪の転舵角指令値tDFは、単位はradで左に転舵する向きを正とする。   Here, the torque command value tTRL to the rear left wheel motor 3RL and the torque command value tTRR to the rear right wheel motor 3RR are both in units of Nm, and the direction in which the vehicle is accelerated forward is positive. Further, the front wheel turning angle command value tDF has a unit of rad, and the direction to turn left is positive.

次に、作用を説明する。
統合コントローラ３０で実行される演算処理について説明する。
［モード選択制御処理］
図２は、実施例１の統合コントローラ３０にて実行されるモード選択制御処理の流れを示すフローチャートで、以下、各ステップについて説明する。なお、統合コントローラ３０は、マイクロコンピュータのほかにRAM/ROMなどの周辺部品を備えており、図２のフローチャートを一定時間毎、例えば5ms毎に実行する。 Next, the operation will be described.
A calculation process executed by the integrated controller 30 will be described.
[Mode selection control processing]
FIG. 2 is a flowchart showing the flow of the mode selection control process executed by the integrated controller 30 according to the first embodiment. Each step will be described below. The integrated controller 30 includes peripheral components such as a RAM / ROM in addition to the microcomputer, and executes the flowchart of FIG. 2 at regular intervals, for example, every 5 ms.

ステップS201では、各センサ信号をRAM変数に格納する。具体的には、アクセル開度信号を変数APS（単位は%で、全開時を100%とする。）に格納し、ブレーキ踏力信号を変数BRK（単位はPa）に格納し、ステアリングハンドル１１の回転角信号を変数δ（単位はradで、反時計回りを正とする。）に格納し、車体ヨーレート信号を変数γ（図１の左旋回時の向きを正にとる）に格納し、シフトレバー信号を変数SFTに格納する。回転角速度センサ７からの回転速度信号は、変数NFL(左前輪回転速度)，NFR(右前輪回転速度)，NRL(左後輪回転速度)，NRR(右後輪回転速度)に格納する。回転角速度については、単位はrad/sで、車両が前進する向きを正とする。   In step S201, each sensor signal is stored in a RAM variable. Specifically, the accelerator opening signal is stored in a variable APS (unit is% and fully opened is 100%), the brake pedal force signal is stored in a variable BRK (unit is Pa), and the steering handle 11 The rotation angle signal is stored in the variable δ (unit is rad, counterclockwise is positive), the vehicle body yaw rate signal is stored in the variable γ (the direction when turning left in FIG. 1 is positive), and the shift is performed. Store the lever signal in the variable SFT. The rotational speed signal from the rotational angular velocity sensor 7 is stored in variables NFL (left front wheel rotational speed), NFR (right front wheel rotational speed), NRL (left rear wheel rotational speed), and NRR (right rear wheel rotational speed). As for the rotational angular velocity, the unit is rad / s, and the direction in which the vehicle moves forward is positive.

ステップS202では、車両の速度V（単位はm/sで、車両が前進する向きを正とする）を、下記の式(1)で演算し、ステップS203へ移行する。
V＝(NFL*Rf+ NFR*Rf+ NRL*Rr+ NRR*Rr)／４ …(1)
ここで、Rfは前輪の半径、Rrは後輪の半径である。 In step S202, the vehicle speed V (unit is m / s, and the direction in which the vehicle moves forward is positive) is calculated by the following equation (1), and the process proceeds to step S203.
V = (NFL * Rf + NFR * Rf + NRL * Rr + NRR * Rr) / 4 (1)
Here, Rf is the radius of the front wheel, and Rr is the radius of the rear wheel.

ステップS203では、シフトレバー位置が「Ｄ」であるか否かを判定し、「Ｄ」である場合には、ステップS210へ移行し、後述のモードＤ時の演算ルーチンを実行して本ルーチンを終了する。   In step S203, it is determined whether or not the shift lever position is “D”. If it is “D”, the process proceeds to step S210 to execute a calculation routine in mode D described later to execute this routine. finish.

シフトレバー位置が「Ｄ」で無い場合には、ステップS204へ移行し、ステップS204では、tTRL＝tTRR＝tDF＝０とし、ステップS205へ移行する。   If the shift lever position is not “D”, the process proceeds to step S204. In step S204, tTRL = tTRR = tDF = 0 is set, and the process proceeds to step S205.

ステップS205では、輪荷重センサ９からの各輪輪荷重信号を、変数WFL(左前輪輪荷重)，WFR(右前輪輪荷重)，WRL(左後輪輪荷重)，WRR(右後輪輪荷重)に格納する。それぞれ単位はNとする。   In step S205, each wheel load signal from the wheel load sensor 9 is changed to variables WFL (left front wheel load), WFR (right front wheel load), WRL (left rear wheel load), WRR (right rear wheel load). ). Each unit is N.

［モードＤ時の演算ルーチン］
次に、図２のステップS210で実行されるモードＤ時の演算処理の流れを、図３のフローチャートを用いて説明する。 [Calculation routine in mode D]
Next, the flow of calculation processing in mode D executed in step S210 of FIG. 2 will be described using the flowchart of FIG.

ステップS301では、車両の目標駆動力（要求駆動力）tTD（単位はN）を演算する。演算は、あらかじめROMに格納してあるマップMAP_tTD(V,APS)を表引きすることで行なう。マップMAP_tTD(V,APS)は、車速Vとアクセル開度APSとを軸とした特性データであり、例えば、図４に示すように、高車速時には小さく、かつアクセル開度APSが大きいほど大きくなるように設定しておく。   In step S301, a target driving force (required driving force) tTD (unit: N) of the vehicle is calculated. The calculation is performed by referring to the map MAP_tTD (V, APS) stored in advance in the ROM. The map MAP_tTD (V, APS) is characteristic data with the vehicle speed V and the accelerator opening APS as axes. For example, as shown in FIG. 4, the map MAP_tTD (V, APS) is small at high vehicle speeds and increases as the accelerator opening APS increases. Set as follows.

ステップS302では、運転者からの旋回要求値として車両の横加速度目標値tYG（単位は、m/s2であり、左旋回時の横加速度の向きを正にとる）を演算する。ステアリングハンドル１１の操舵角δおよび車速Vに応じて、あらかじめROMに格納してあるマップMAP_tYG(V,δ)を表引きすることで行なう。マップMAP_tYG(V,δ)は、車速Vと操舵角δを軸とした特性データであり、例えば、図５のように設定しておく。 In step S302, the vehicle lateral acceleration target value tYG (unit is m / s 2 and the direction of the lateral acceleration when turning left) is calculated as a turning request value from the driver. The map MAP_tYG (V, δ) stored in advance in the ROM is tabulated in accordance with the steering angle δ of the steering wheel 11 and the vehicle speed V. The map MAP_tYG (V, δ) is characteristic data with the vehicle speed V and the steering angle δ as axes, and is set as shown in FIG. 5, for example.

ステップS303では、重心位置と後輪軸との車両前後距離Lr[m]、および車両の質量M[kg]を、下記の式(2)，(3)から演算する（重心位置推定手段、質量推定手段に相当）。ここでWB[m]は車両のホイールベース長である。
Lr = (WFL+WFR)/(WFL+WFR+WRL+WRR) * WB …(2)
M = (WFL+WFR+WRL+WRR) / 9.8 …(3) In step S303, the vehicle longitudinal distance Lr [m] between the center of gravity position and the rear wheel axle and the vehicle mass M [kg] are calculated from the following equations (2) and (3) (center of gravity position estimation means, mass estimation Equivalent to means). Here, WB [m] is the wheelbase length of the vehicle.
Lr = (WFL + WFR) / (WFL + WFR + WRL + WRR) * WB… (2)
M = (WFL + WFR + WRL + WRR) / 9.8… (3)

ステップS304では、左右後輪２RL,２RRの駆動力差指令値の暫定値tU0（単位はNであり、右輪駆動力を+tU0補正し、左駆動力を-tU0補正することに対応）を演算する（駆動力差指令値算出手段）。前輪２FL,２FRに横力を発生しないタイヤ（例えば回転キャスター）を用いた場合、同じ旋回横加速度を実現するためには、Lrが長いほど大きな左右駆動力差をつける必要があること、また、車両の質量Mが大きいほど左右駆動力差をつける必要があることを考慮し、下記の式(4)で演算を行なう。
tU0=M*Lr/Lt*tYG（式：Ｘ１）…(4)
ここで、Lt[m]は後輪のトレッド長である。 In step S304, the provisional value tU0 (the unit is N, corresponding to correcting the right wheel driving force by + tU0 and correcting the left driving force by -tU0) of the driving force difference command values of the left and right rear wheels 2RL and 2RR. Calculate (driving force difference command value calculation means) . When using tires that do not generate lateral force on the front wheels 2FL and 2FR (for example, rotating casters), in order to achieve the same turning lateral acceleration, it is necessary to increase the left / right driving force difference as Lr increases. Considering that the difference between the left and right driving force needs to be increased as the vehicle mass M increases, the calculation is performed using the following equation (4).
tU0 = M * Lr / Lt * tYG (Formula: X1) (4)
Here, Lt [m] is the tread length of the rear wheel.

ステップS305では、路面摩擦係数μを演算する（路面摩擦係数推定手段に相当）。路面摩擦係数を求める方法としては、特開平６−２５８１９６号公報に開示されている方法を用いる。左右前輪２FL,２FRの振動加速度Ｇを加速度センサ２４により検出し、その結果に基づいて加速度Ｇのパワースペクトル密度PSDを算出し、そのPSD値のうち、路面摩擦係数が一方向に変化するのに対してPSD値も一方向に変化する関係が成立する周波数範囲内におけるものに基づき、路面摩擦係数μを検出する。   In step S305, a road surface friction coefficient μ is calculated (corresponding to road surface friction coefficient estimating means). As a method for obtaining the road surface friction coefficient, a method disclosed in Japanese Patent Laid-Open No. 6-258196 is used. The vibration acceleration G of the left and right front wheels 2FL and 2FR is detected by the acceleration sensor 24, and the power spectral density PSD of the acceleration G is calculated based on the result. Of the PSD values, the road surface friction coefficient changes in one direction. On the other hand, the road surface friction coefficient μ is detected based on the PSD value within a frequency range in which the relationship of changing in one direction is established.

ステップS306では、右後輪２RRで出し得る駆動力の最大値FRR_MAXおよび最小値FRR_MINを、下記の式(5)，(6)で演算する。
FRR_MAX = min(TBL_FM(V)、μ* WRR ) …(5)
FRR_MIN = -FRR_MAX …(6)
ここで、テーブルTBL_FMは、後輪駆動モータ３RL,３RRの回転速度―トルク特性に応じて定まる最大駆動力特性であり、例えば、図６のように、車速Vを入力として表引きするテーブルである。μ* WRRは、右後輪２RRが路面から受けることができる駆動反力の最大値の意味合いをもつ。 In step S306, the maximum value FRR_MAX and the minimum value FRR_MIN of the driving force that can be output from the right rear wheel 2RR are calculated by the following equations (5) and (6).
FRR_MAX = min (TBL_FM (V), μ * WRR)… (5)
FRR_MIN = -FRR_MAX… (6)
Here, the table TBL_FM is a maximum driving force characteristic determined in accordance with the rotational speed-torque characteristics of the rear wheel drive motors 3RL and 3RR. For example, as shown in FIG. . μ * WRR means the maximum value of the driving reaction force that the right rear wheel 2RR can receive from the road surface.

同様に、ステップS307では、左後輪２RLで出し得る駆動力の最大値FRL_MAXおよび最小値FRL_MINを、下記の式(7)，(8)で演算する。
FRL_MAX = min(TBL_FM(V)、μ* WRL ) …(7)
FRL_MIN = -FRL_MAX …(8) Similarly, in step S307, the maximum value FRL_MAX and the minimum value FRL_MIN of the driving force that can be output from the left rear wheel 2RL are calculated by the following equations (7) and (8).
FRL_MAX = min (TBL_FM (V), μ * WRL)… (7)
FRL_MIN = -FRL_MAX… (8)

ステップS308では、ステップS306，S307で演算したFRR_MAX,FRR_MIN,FRL_MAX,FRL_MINを考慮し、車両の目標駆動力tTDを実現するという前提の上で、出し得る左右後輪２RL,２RRの駆動力差指令値の最大値tU_MAXおよび最小値tU_MINを、下記の式(9)，(10)から演算する。tU_MAXおよびtU_MINが、旋回限界値に相当する。
tU_MIN＝max(-FRL_MAX+tTD/2,FRR_MIN-TD/2)…(9)
tU_MAX＝min(-FRL_MIN+tTD/2,FRR_MAX-TD/2)…(10)
そして、ステップS304で算出した左右後輪２RL,２RRの駆動力差指令値の暫定値tU0が、最大値tU_MAXおよび最小値tU_MINの間に制限されるように、下記の式(11)から左右後輪２RL,２RRの駆動力差指令値（駆動力差旋回しきい値）tU（単位はN）を演算する（駆動力差旋回しきい値算出手段）。
tU=min(max(tU,tU_MIN),tU_MAX)…(11) In step S308, the driving force difference command for the left and right rear wheels 2RL and 2RR that can be output on the premise that the target driving force tTD of the vehicle is realized in consideration of FRR_MAX, FRR_MIN, FRL_MAX, and FRL_MIN calculated in steps S306 and S307. The maximum value tU_MAX and the minimum value tU_MIN are calculated from the following equations (9) and (10). tU_MAX and tU_MIN correspond to the turning limit value.
tU_MIN = max (-FRL_MAX + tTD / 2, FRR_MIN-TD / 2) ... (9)
tU_MAX = min (-FRL_MIN + tTD / 2, FRR_MAX-TD / 2)… (10)
Then, from the following equation (11), the left and right rear sides are set so that the provisional value tU0 of the driving force difference command value of the left and right rear wheels 2RL and 2RR calculated in step S304 is limited between the maximum value tU_MAX and the minimum value tU_MIN. A driving force difference command value (driving force difference turning threshold) tU (unit: N) of the wheels 2RL and 2RR is calculated (driving force difference turning threshold calculating means) .
tU = min (max (tU, tU_MIN), tU_MAX)… (11)

このように演算したtUは、下記の式(12)，(13)を満たし、したがって左右後輪２RL,２RRのみで出力可能な左右駆動力差に制限される。
FRR_MIN≦tTD/2+tU≦FRR_MAX …(11)
FRL_MIN≦tTD/2-tU≦FRL_MAX …(12) The calculated tU satisfies the following equations (12) and (13), and is thus limited to the left / right driving force difference that can be output only by the left and right rear wheels 2RL and 2RR.
FRR_MIN ≦ tTD / 2 + tU ≦ FRR_MAX… (11)
FRL_MIN ≦ tTD / 2-tU ≦ FRL_MAX… (12)

ステップS309では、左右駆動力差tUで実現しきれない横加速度量cpstYGを転舵で補償する横加速度として、下記の式(13)で演算する。
cpstYG = (tU0-tU)/M/Lr*Lt …(13) In step S309, the lateral acceleration amount cpstYG that cannot be realized with the left / right driving force difference tU is calculated as the lateral acceleration that is compensated by turning by the following equation (13).
cpstYG = (tU0-tU) / M / Lr * Lt… (13)

ステップS310では、前輪として横力を発生しないタイヤ（例えば回転キャスター）を用いた場合に、左右駆動力差tUで実現する前輪左右中央位置における目標車体横滑り角βaを演算する（目標車体横滑り角算出手段に相当）。   In step S310, when a tire that does not generate lateral force (for example, a rotating caster) is used as a front wheel, a target vehicle side slip angle βa at the front wheel left and right center position realized by the left and right driving force difference tU is calculated (target vehicle side slip angle calculation). Equivalent to means).

［目標車体横滑り角演算ロジック］
目標車体横滑り角βaの具体的演算方法を示す前に、まずその演算原理について説明する。「自動車の運動と制御」（山海堂）には、前輪舵角δf[rad]を操作量とし、車両のヨーレートγ[rad/s]および車体重心位置の車体滑り角β[rad]を状態量としたときの運動方程式が示されている。この運動方程式は、車速V[m/s]は一定(dV＝0)かつV≠0かつ滑り角(β[rad])は微少(|β|<<1、sinβ≒β、cosβ≒1)などの前提で導出している。 [Target body side slip angle calculation logic]
Before showing a specific calculation method of the target vehicle body side slip angle βa, the calculation principle will be described first. In "Automobile motion and control" (Sankaido), the front wheel rudder angle δf [rad] is the manipulated variable, and the vehicle yaw rate γ [rad / s] and the vehicle body slip angle β [rad] at the center of gravity of the vehicle are state variables. The equation of motion is shown. This equation of motion shows that the vehicle speed V [m / s] is constant (dV = 0), V ≠ 0, and the slip angle (β [rad]) is very small (| β | << 1, sinβ ≒ β, cosβ ≒ 1) Derived on the premise of.

本運動方程式は、実施例１の車両にも拡張して適用できる。すなわち、右後輪２RRの駆動力tU [N]、左後輪２RLの駆動力- tU [N] を操作量とし、前輪２FL,２FRをキャスター形式とすることによる作用として、前輪２FL,２FRで発生する横力がほぼ０とすると、左右後輪２RL,２RRの駆動力差tUに対する、車体重心位置の車体滑り角β[rad]の伝達特性は、微分演算子sを用いて、下記の式(14)のように導出することができる。
β＝{-Lt(mV2−2LrKr)}/{mV2Iγs2＋2VKr(mLr2＋Iγ)s＋2mV2LrKr}・tU …(14)
ここで、Lrは後輪軸と重心との前後距離[m]、Ltは後輪のトレッドベース距離[m]、mは車重[kg]、Iγはヨー慣性モーメント[Nmss]である。また、Krは後輪タイヤコーナリングスティッフネス[N/rad] であり、後輪ステアリング剛性の影響によるステアリング角に対するコーナリングパワーの低下分も加味した値である。Vは車速[m/s]である。 This equation of motion can be extended and applied to the vehicle of the first embodiment. That is, the driving force tU [N] of the right rear wheel 2RR and the driving force -tU [N] of the left rear wheel 2RL are manipulated and the front wheels 2FL and 2FR are caster-type. Assuming that the generated lateral force is almost zero, the transfer characteristic of the vehicle body slip angle β [rad] at the center of gravity of the vehicle body relative to the driving force difference tU between the left and right rear wheels 2RL and 2RR is expressed by the following equation: It can be derived as in (14).
β = {-Lt (mV 2 −2LrKr)} / {mV 2 I γ s 2 + 2VKr (mLr 2 + I γ ) s + 2 mV 2 LrKr} · tU (14)
Here, Lr is a longitudinal distance [m] between the rear wheel shaft and the center of gravity, Lt is a tread base distance [m] of the rear wheel, m is a vehicle weight [kg], and I γ is a yaw inertia moment [Nmss]. Kr is the rear wheel tire cornering stiffness [N / rad], which takes into account the decrease in cornering power with respect to the steering angle due to the influence of the rear wheel steering stiffness. V is the vehicle speed [m / s].

そして、車体重心位置の車体滑り角β[rad]と前輪左右中央位置における滑り角βaとの間には、下記の式(15)の関係がある。
βa = β + Lf/V*γ …(15)
Lfは前輪軸と重心との前後距離[m]である。 The following equation (15) is established between the vehicle body slip angle β [rad] at the center of gravity of the vehicle body and the slip angle βa at the front wheel left and right center position.
βa = β + Lf / V * γ (15)
Lf is the longitudinal distance [m] between the front wheel axle and the center of gravity.

以上の関係式を用い、前輪として横力を発生しないタイヤ（例えば回転キャスター）を用いた場合の、前輪左右中央位置における目標車体横滑り角βaを下記の式(16)から演算する。
βa = {-Lt(mV2−2LrKr)}/{mV2Iγs2＋2VKr(mLr2＋Iγ)s＋2mV2LrKr}・tU
+ Lf/V*γ …(16) Using the above relational expression, the target vehicle body side slip angle βa at the left and right center position of the front wheel when a tire that does not generate lateral force (for example, a rotating caster) is used as the front wheel is calculated from the following expression (16).
βa = {-Lt (mV 2 −2LrKr)} / {mV 2 I γ s 2 + 2VKr (mLr 2 + I γ ) s + 2 mV 2 LrKr} · tU
+ Lf / V * γ (16)

ステップS311では、左右駆動力差tUで実現できない旋回横加速度量を実現するための転舵角目標値tDFを演算する（転舵角目標値算出手段）。tDFは、図８に示すテーブルTBL_TDF(cpstYG)の表引き値を用いて、下記の式(17)から演算する。
tDF=βa+TBL_TDF(cpstYG)…(17) In step S311, a turning angle target value tDF for realizing a turning lateral acceleration amount that cannot be realized with the left / right driving force difference tU is calculated ( turning angle target value calculation means ). tDF is calculated from the following equation (17) using the table lookup value of the table TBL_TDF (cpstYG) shown in FIG.
tDF = βa + TBL_TDF (cpstYG)… (17)

ステップS312では、左右後輪２RL,２RRのモータトルク指令値tTRL(左後輪)、tTRR(右後輪)を、下記の式(18)，(19)を用いて演算し、駆動回路５RL,５RRにそれぞれ送信する（駆動力制御手段に相当）。
tTRL = (tTD/2 - tU)*Rr/GG …(18)
tTRR = (tTD/2 + tU)*Rr/GG …(19)
ここでGGは、減速機４RL,４RRの減速比である。 In step S312, the motor torque command values tTRL (left rear wheel) and tTRR (right rear wheel) of the left and right rear wheels 2RL and 2RR are calculated using the following equations (18) and (19), and the drive circuit 5RL, Each is transmitted to 5RR (corresponding to driving force control means).
tTRL = (tTD / 2-tU) * Rr / GG… (18)
tTRR = (tTD / 2 + tU) * Rr / GG… (19)
Here, GG is a reduction ratio of the reducers 4RL and 4RR.

ステップS313では、前輪舵角指令値tDFをモータコントローラ１３に送信し、本ルーチンを終了する。   In step S313, the front wheel steering angle command value tDF is transmitted to the motor controller 13, and this routine is terminated.

［キャスター付き左右独立駆動車両の特長］
主として左右の駆動力差によって旋回挙動を実現する車両としては、例えば、図９の形態のものが考えられる。前輪４２FL,４２FRは、左右ともに回転キャスターであり、車両横向きに力を発生させない。後輪２RL,２RRは、左右それぞれにモータ３RL,３RRで駆動できるようになっており、左右の駆動力差によって車両にヨーモーメントを発生させ、主にそのモーメントで車両を旋回させるというものである。 [Features of left and right independent drive vehicle with casters]
As a vehicle that realizes the turning behavior mainly by the difference between the left and right driving forces, for example, the vehicle shown in FIG. 9 can be considered. The front wheels 42FL and 42FR are rotating casters on both the left and right sides, and do not generate force in the lateral direction of the vehicle. The rear wheels 2RL and 2RR can be driven by motors 3RL and 3RR on the left and right sides, respectively, and a yaw moment is generated in the vehicle by the difference in driving force between the left and right, and the vehicle is mainly turned at that moment. .

図９の車両は、前輪操舵機構により旋回を実現する従来の車両に対し、優れた特性をもつ。その一つは、旋回時において、より車両旋回方向内側に車両姿勢が保たれることである。すなわち、同じ旋回横加速度で旋回する場合、前輪４５FL,４５FRが回転キャスターで後輪２RL,２RRの左右駆動力差で旋回する車両（図１０(a)）の車体滑り角βは、前輪操舵機構により旋回を実現する従来の車両（図１０(b)）の車体滑り角β'よりも旋回内向きに大きく保たれる。したがって、旋回時に、より前方視認性が良く、またドリフトフィーリングを実現でき運転の楽しさを演出できる等の特長を有する（特長１）。   The vehicle shown in FIG. 9 has superior characteristics to the conventional vehicle that achieves turning by the front wheel steering mechanism. One of them is that the vehicle posture is maintained more inside the vehicle turning direction during turning. That is, when turning with the same turning lateral acceleration, the vehicle body slip angle β of the vehicle (FIG. 10 (a)) that turns with the front wheels 45FL and 45FR turning on the casters and the left and right driving force difference between the rear wheels 2RL and 2RR is the front wheel steering mechanism. By this, the vehicle body slip angle β ′ of the conventional vehicle (FIG. 10 (b)) that realizes turning is kept larger inward of turning. Therefore, when turning, it has features such as better forward visibility, drift feeling, and the enjoyment of driving (feature 1).

さらに、前輪操舵機構により旋回を実現する従来の車両（図１０(b)）では、高速走行における操舵過渡時に車体滑り角β'がアンダーシュートを起こすことが知られているが、前輪が回転キャスターで後輪の左右駆動力差で旋回する車両（図１０(a)）では、どんな車速においても車体滑り角βがアンダーシュートせず、車両がより自然に挙動するという特長も有する（特長２）。   Further, in the conventional vehicle (FIG. 10 (b)) that realizes turning by the front wheel steering mechanism, it is known that the vehicle body slip angle β ′ causes an undershoot at the time of a steering transition in high speed traveling. The vehicle that turns with the difference between the left and right driving forces of the rear wheels (Fig. 10 (a)) has the feature that the vehicle slip angle β does not undershoot at any vehicle speed and the vehicle behaves more naturally (Feature 2). .

［キャスター付き左右独立駆動車両の問題点］
しかしながら、上記従来技術にあっては、前輪が回転キャスターであるため、路面の凸凹によりキャスターの回転角が乱れ、車両挙動に影響を与えるという課題があった。また、後輪の駆動力差のみにより旋回挙動を実現するため、たとえば後輪が鉄のマンホールを通過する状況のように、後輪位置の路面摩擦係数が突然変化した場合には、十分な路面反力を受けることができなくなり、車両の旋回挙動が乱れる可能性がある。
さらに、前輪で車両横力を発生させることができないため、車両が実現できる旋回横加速度の限界値が小さく、大きな旋回力を実現できないという課題があった。 [Problems of independent left and right vehicles with casters]
However, in the above prior art, since the front wheels are rotary casters, there is a problem that the rotation angle of the casters is disturbed by the unevenness of the road surface, which affects the vehicle behavior. Also, in order to achieve turning behavior only by the difference in driving force of the rear wheels, for example, when the road surface friction coefficient at the rear wheel position suddenly changes, such as when the rear wheels pass through an iron manhole, sufficient road surface The reaction force cannot be received, and the turning behavior of the vehicle may be disturbed.
Further, since the vehicle lateral force cannot be generated at the front wheels, there is a problem that the limit value of the turning lateral acceleration that can be realized by the vehicle is small and a large turning force cannot be realized.

［旋回要求値に応じた前輪転舵角制御作用］
これに対し、実施例１の左右独立駆動車両では、図１に示した構成を用い、図３に示した演算ルーチンを実行することで、以下のような作用効果を奏する。 [Front wheel turning angle control function according to turning required value]
On the other hand, in the left and right independent drive vehicle of the first embodiment, by using the configuration shown in FIG. 1 and executing the calculation routine shown in FIG.

1) 旋回要求値が小さく、tU=tU0である場合には、転舵により補償する横加速度量cpstYGは０となり、したがって、前輪舵角δfは、前輪として横力を発生しないタイヤ（例えば回転キャスター）を用いた車両の挙動における前輪左右中央位置の目標車体横滑り角βaに一致する。よって、基本的に前輪２FL,２FRではタイヤ横力を発生せず、上述した特長１，２の車両挙動を実現できる。ただし、路面摩擦係数μの変化などの影響で、左右駆動力差のみで実現しようとする車両挙動が実現できない場合には、その挙動乱れを抑える向きに前輪横力が発生し、車両挙動の乱れを抑制する効果がある。   1) When the required turning value is small and tU = tU0, the lateral acceleration amount cpstYG compensated by turning is 0, and therefore the front wheel steering angle δf is a tire that does not generate a lateral force as a front wheel (for example, a rotating caster). ) To match the target vehicle body side slip angle βa at the center position of the left and right front wheels in the behavior of the vehicle. Therefore, basically, the front wheels 2FL and 2FR do not generate tire lateral force, and the vehicle behavior of the above-described features 1 and 2 can be realized. However, if the vehicle behavior that is to be realized only by the difference between the left and right driving forces cannot be realized due to the change in the road surface friction coefficient μ, etc., the front wheel lateral force is generated in the direction to suppress the behavior disturbance, and the vehicle behavior is disturbed. There is an effect to suppress.

2) 旋回要求値が大きく、左右駆動力差で旋回要求値を実現できない場合にはtU<tU0となり、tU0とtUとの差に応じて前輪２FL,２FRが目標車体横滑り角βaに対して転舵し、前輪２FL,２FRで横力を発生するように作用するため、大きな旋回要求値を実現できるようになる。   2) When the required turning value is large and the required turning value cannot be realized due to the difference in the left and right driving force, tU <tU0, and the front wheels 2FL and 2FR will rotate with respect to the target vehicle side slip angle βa according to the difference between tU0 and tU. It steers and acts to generate a lateral force on the front wheels 2FL and 2FR, so that a large turning required value can be realized.

3) 特に、左右駆動力差を発生できる限界まで、cpstYGを０として前輪２FL,２FRで横力を発生させないようにしているため、できる限り多くの機会で特長１，２の車両挙動を実現できる。   3) Especially, since the cpstYG is set to 0 to prevent the lateral force from being generated on the front wheels 2FL and 2FR, the vehicle behavior of features 1 and 2 can be realized at as many opportunities as possible to the extent that the difference between the left and right driving force can be generated. .

4) 左右駆動力差の限界値は、モータ３RL,３RRの回転速度−最大トルク特性のほか、路面摩擦係数μ、前後重心位置（Lf,Lr）、車両質量M、制駆動力（-tTD）に応じて求めている。まず、式(4)にて、車両質量Mが多いほど、また、前後重心位置Ltが前寄りにあるほど、左右後輪２RL,２RRの駆動力差指令値の暫定値tU0を大きな値として演算するようにしている。本演算により、左右駆動力差の暫定値tU0が大きいほど、より小さな横加速度目標値tYGで制限値（式(9)，式(10)）に制限されることになるので、より小さい横加速度目標値から前輪２FL,２FRの転舵補正量TBL_TDF(cpstYG)が０でない値をもつ作用を実現している。また、路面摩擦係数μが小さいほど、左右駆動力差の暫定値tU0がより狭い範囲に制限される作用を、式(9)，式(10)で実現している。さらに、要求駆動力tTDが大きいほど、式(9)，式(10)における最大値制限の制約を受け易くなり、要求駆動力tTDが負に大きいほど、式(9)，式(10)最小値制限の制約を受け易くなる作用を実現している。これらの作用により、路面摩擦経係数μが小さいほど、要求駆動力tTDが大きいほど、要求駆動力tTDが負に大きいほど（制動力が大きいほど）、より小さい横加速度目標値から前輪２FL,２FRの転舵補正量TBL_TDF(cpstYG)が０でない値をもつ作用を実現している。   4) In addition to the rotational speed-maximum torque characteristics of the motors 3RL and 3RR, the limit values of the left and right driving force difference include road surface friction coefficient μ, front and rear center of gravity (Lf, Lr), vehicle mass M, braking / driving force (-tTD) Depending on. First, in equation (4), the larger the vehicle mass M is, the larger the provisional value tU0 of the driving force difference command value for the left and right rear wheels 2RL, 2RR is calculated as the front / rear center of gravity position Lt is closer to the front. Like to do. As the provisional value tU0 for the left / right driving force difference increases, the lateral acceleration target value tYG is limited to the limit value (Equation (9), Equation (10)). From the target value, the steering correction amount TBL_TDF (cpstYG) of the front wheels 2FL and 2FR has a non-zero value. Further, as the road surface friction coefficient μ is smaller, the function that the provisional value tU0 of the left-right driving force difference is limited to a narrower range is realized by Expressions (9) and (10). Furthermore, the larger the required driving force tTD, the more likely it is subject to the restrictions on the maximum value in the equations (9) and (10), and the smaller the required driving force tTD, the smaller the equations (9) and (10) It realizes the function that makes it easy to be restricted by the value restriction. By these actions, the smaller the road surface friction coefficient μ, the larger the required driving force tTD, and the negatively the required driving force tTD (the larger the braking force), the smaller the front acceleration 2FL, 2FR from the smaller lateral acceleration target value. The steering correction amount TBL_TDF (cpstYG) has a non-zero value.

次に、効果を説明する。
実施例１の左右独立駆動車両にあっては、以下に列挙する効果が得られる。 Next, the effect will be described.
In the left and right independent drive vehicle of the first embodiment, the effects listed below can be obtained.

(1) 車両の左右にそれぞれ配置され、モータ３RL,３RRで車両の制駆動力を独立に調整する後輪２RL,２RRと、運転者からの旋回要求（横加速度目標値tYG）に応じた駆動力差指令値の暫定値tU0を算出する駆動力差指令値算出手段（ステップS304）と、駆動力差指令値の暫定値tU0を後輪２RL,２RRの駆動力差のみで実現可能な駆動力差の最小値tU_MINと最大値tU_MAXとの間で制限した駆動力差旋回しきい値tUを算出する駆動力差旋回しきい値算出手段（ステップS308）と、駆動力差旋回しきい値tUに基づいて後輪２RL,２RRに駆動力差を発生させる駆動回路５RL,５RRと、後輪２RL,２RRと別に設けられた前輪２FL,２FRと、前輪２FL,２FRの横力がゼロのときの駆動力差旋回しきい値tUに対する車体重心位置の車体横滑り角βの伝達特性と、車体重心位置の車体横滑り角βと後輪左右中央位置の車体横滑り角βaとの関係と、に基づいて、駆動力差旋回しきい値tUで実現する後輪左右中央位置の目標車体横滑り角βaを算出する目標車体横滑り角算出手段（ステップS310）と、駆動力差指令値の暫定tU0と駆動力差旋回しきい値tUとの差に応じた値TBL_TDF(cpstYG)を転舵輪左右中央位置の目標車体横滑り角βaに加算して前輪２FL,２FRの転舵角目標値tDFを算出する転舵角目標値算出手段（ステップS311）と、前輪２FL,２FRの転舵角を転舵角目標値tDFに一致させるモータコントローラ１３と、を備える。よって、路面凹凸があっても前輪２FL,２FRの転舵角δfが乱れず、車両挙動に影響を与えない。また、路面摩擦係数μの変化などにより後輪２RL,２RRに十分な左右駆動力差を発生できない場合においても、それによる車両挙動の乱れを抑えるように前輪２FL,２FRにタイヤ横力が発生するため、路面摩擦係数μの変化に対してロバストな車両挙動を実現できる。また、左右駆動力差をつけられる限界まで、転舵により補償する横加速度量cpstYGを０として前輪２FL,２FRで横力を発生させないようにしているため、前輪２FL,２FRをキャスター特性とした場合の旋回挙動の特長を最大限保ちつつ、大きな旋回力が必要とされる場合には、その旋回力を実現できる。さらに、左右駆動力差のみにより実現できない旋回横加速度が要求された場合でも、前輪２FL,２FRの転舵角により旋回力を向上させることができる。 (1) are arranged on the left and right of the vehicle, the motor 3RL, driving in accordance with the wheel 2RL after adjusting independently longitudinal force of the vehicle, and 2RR, turning request from the driver (lateral acceleration target value TYG) in 3RR Driving force difference command value calculating means (step S304) for calculating the temporary value tU0 of the force difference command value, and the driving force that can realize the temporary value tU0 of the driving force difference command value only by the driving force difference between the rear wheels 2RL and 2RR. A driving force difference turning threshold value calculating means (step S308) for calculating a driving force difference turning threshold value tU limited between the minimum value tU_MIN and the maximum value tU_MAX, and a driving force difference turning threshold value tU. Based on the driving circuits 5RL and 5RR for generating a driving force difference between the rear wheels 2RL and 2RR, the front wheels 2FL and 2FR provided separately from the rear wheels 2RL and 2RR, and driving when the lateral force of the front wheels 2FL and 2FR is zero Transfer characteristics of vehicle side slip angle β at the center of gravity position of vehicle to force difference turning threshold tU Based on the relationship with the vehicle body side slip angle βa at the left and right center position, target vehicle body side slip angle calculating means for calculating the target vehicle body side slip angle βa at the rear wheel left and right center position realized by the driving force difference turning threshold value tU (step S310) and a value TBL_TDF (cpstYG) corresponding to the difference between the driving force difference command value provisional tU0 and the driving force difference turning threshold value tU is added to the target vehicle body side slip angle βa at the left and right center position of the steered wheel to add the front wheel 2FL. , 2FR turning angle target value tDF calculating means (step S311), and the front wheel 2FL, 2FR the motor controller 13 for matching the turning angle to the turning angle target value tDF. . Therefore, even if the road surface is uneven, the turning angle δf of the front wheels 2FL and 2FR is not disturbed and does not affect the vehicle behavior. In addition, even when a sufficient difference between the left and right driving forces cannot be generated on the rear wheels 2RL and 2RR due to changes in the road surface friction coefficient μ, tire lateral forces are generated on the front wheels 2FL and 2FR so as to suppress the disturbance of vehicle behavior caused by the difference. Therefore, a vehicle behavior that is robust against changes in the road surface friction coefficient μ can be realized. In addition, the lateral acceleration amount cpstYG compensated by turning is set to 0 to the extent that the difference in the left and right driving force can be applied, so that no lateral force is generated on the front wheels 2FL, 2FR, so that the front wheels 2FL, 2FR have caster characteristics When a large turning force is required while maintaining the features of the turning behavior to the maximum, the turning force can be realized. Furthermore, even when a turning lateral acceleration that cannot be realized only by the difference between the left and right driving forces is required, the turning force can be improved by the turning angles of the front wheels 2FL and 2FR.

(2) 駆動力差旋回しきい値算出手段は、要求駆動力tTDが大きいほど、駆動力差旋回しきい値tUをより小さな値とするため、要求駆動力tTDの大きさにかかわらず、かつ、駆動力に影響を与えることなく、要求駆動力tTDを旋回要求値に応じた旋回力が得られ、駆動力変化に対してロバストな車両挙動を実現できる。 ( 2 ) The driving force difference turning threshold value calculation means sets the driving force difference turning threshold value tU to a smaller value as the required driving force tTD is larger. The turning force corresponding to the requested turning value can be obtained from the requested driving force tTD without affecting the driving force, and a vehicle behavior that is robust against changes in the driving force can be realized.

(3) 駆動力差旋回しきい値算出手段は、要求制動力（-tTDの絶対値）が大きいほど、駆動力差旋回しきい値tUをより小さな値とするため、要求制動力にかかわらず、かつ、制動力に影響を与えることなく、旋回要求値に応じた旋回力が得られ、制動力変化に対してロバストな車両挙動を実現できる。 ( 3 ) The driving force difference turning threshold value calculation means sets the driving force difference turning threshold value tU to a smaller value as the required braking force (absolute value of -tTD) increases, so regardless of the required braking force. In addition, a turning force corresponding to the turning request value is obtained without affecting the braking force, and a vehicle behavior that is robust against changes in the braking force can be realized.

(4) 路面摩擦係数を推定する路面摩擦係数推定手段（ステップS305）を備え、駆動力差旋回しきい値算出手段は、推定した路面摩擦係数μが小さいほど、駆動力差旋回しきい値 tUをより小さな値とするため、路面摩擦係数μの値にかかわらず、旋回要求値に応じた旋回力が得られ、路面摩擦係数μの変化に対してロバストな車両挙動を実現できる。 ( 4 ) A road surface friction coefficient estimating means (step S305) for estimating the road surface friction coefficient is provided, and the driving force difference turning threshold value calculating means decreases the driving force difference turning threshold value tU as the estimated road surface friction coefficient μ decreases. Therefore, a turning force corresponding to the required turning value can be obtained regardless of the value of the road surface friction coefficient μ, and a vehicle behavior that is robust against changes in the road surface friction coefficient μ can be realized.

(5) 車両の前後重心位置を推定する重心位置推定手段（ステップS303）を備え、駆動力差指令値算出手段は、推定した重心位置が車両前寄りにあるほど、すなわち、重心位置と後輪軸との車両前後距離Lrが長いほど、旋回要求に応じた駆動力差指令値の暫定値tU0をより大きな値とする。よって、旋回要求に応じた駆動力差指令値の暫定値tU0が駆動力差旋回しきい値tU以下の場合には、重心位置にかかわらず、前輪２FL,２FRをキャスター特性とした場合の旋回挙動の特長が得られる。 ( 5 ) It is provided with a center-of-gravity position estimating means (step S303) for estimating the front-rear center-of-gravity position of the vehicle, and the driving force difference command value calculating means is arranged so that the estimated center-of-gravity position is closer to the front of the vehicle. As the vehicle longitudinal distance Lr increases, the provisional value tU0 of the driving force difference command value corresponding to the turning request is set to a larger value. Therefore, when the provisional value tU0 of the driving force difference command value corresponding to the turning request is equal to or less than the driving force difference turning threshold value tU, the turning behavior when the front wheels 2FL and 2FR are caster characteristics regardless of the center of gravity position. The features of can be obtained.

(6) 車両の質量Mを推定する質量推定手段（ステップS303）を備え、駆動力差指令値算出手段は、推定した質量Mが大きいほど、旋回要求に応じた駆動力差指令値の暫定値tU0をより大きな値とする。よって、旋回要求に応じた駆動力差指令値の暫定値tU0が駆動力差旋回しきい値tU以下の場合には、車両の質量Mにかかわらず、前輪２FL,２FRをキャスター特性とした場合の旋回挙動の特長が得られる。

( 6 ) Mass estimation means (step S303) for estimating the mass M of the vehicle is provided, and the driving force difference command value calculation means calculates the provisional value of the driving force difference command value according to the turning request as the estimated mass M increases. Let tU0 be a larger value. Therefore, when the provisional value tU0 of the driving force difference command value corresponding to the turning request is equal to or less than the driving force difference turning threshold value tU, regardless of the vehicle mass M, the front wheels 2FL and 2FR are caster characteristics. Features of turning behavior.

図１１は、実施例２の左右独立駆動車両を示す図である。実施例２の左右独立駆動車両は、実施例１と同様、左右後輪２RL,２RRをモータ３RL,３RRにて独立に駆動するが、前輪２Fを一輪だけ設けた点で実施例１と異なり、前輪２Fの舵角を図外のモータにより転舵することができる。
上記実施例２の構成に対し、実施例１に示した制御ロジックを適用することで、実施例１と同様の作用効果が得られる。 FIG. 11 is a diagram illustrating a left and right independent drive vehicle according to a second embodiment. The left and right independent drive vehicle of the second embodiment, like the first embodiment, drives the left and right rear wheels 2RL and 2RR independently by the motors 3RL and 3RR, but differs from the first embodiment in that only one front wheel 2F is provided. The steering angle of the front wheel 2F can be steered by a motor outside the figure.
By applying the control logic shown in the first embodiment to the configuration of the second embodiment, the same effects as those of the first embodiment can be obtained.

図１２は、実施例３の左右独立駆動車両を示す図である。実施例３の左右独立駆動車両は、車輪がひし形に配置されたものであり、前輪２Fおよび後輪２Rを図外のモータにより転舵することができる。他の２輪２CL,２CRは、モータ３CL,３CRにて独立に駆動する。   FIG. 12 is a diagram illustrating a left and right independent drive vehicle according to a third embodiment. The left and right independent drive vehicle of the third embodiment has wheels arranged in a diamond shape, and can steer the front wheels 2F and the rear wheels 2R by a motor (not shown). The other two wheels 2CL and 2CR are driven independently by motors 3CL and 3CR.

次に、作用を説明する。
実施例３では、図３のステップS310にて、後輪２Rの位置の目標車体横滑り角βa2を、下記の式(20)で演算する。
βa2= {-Lt(mV2−2LrKr)}/{mV2Iγs2＋2VKr(mLr2＋Iγ)s＋2mV2LrKr}・tU
・ Lrb/V*γ …(20)
ここでLrbは、重心位置と後輪２Rとの前後距離である。 Next, the operation will be described.
In Example 3, in step S310 in FIG. 3, the target vehicle body side slip angle βa2 at the position of the rear wheel 2R is calculated by the following equation (20).
βa2 = {-Lt (mV 2 −2LrKr)} / {mV 2 I γ s 2 + 2VKr (mLr 2 + I γ ) s + 2 mV 2 LrKr} · tU
・ Lrb / V * γ (20)
Here, Lrb is the front-rear distance between the center of gravity position and the rear wheel 2R.

そして、下記の式(21)で求めた後輪舵角指令値tDRを、後輪転舵用のモータコントローラに送信し、モータコントローラで後輪舵角をtDRに一致させるようにすればよい。
tDR =βa2 + TBL_TDF(cpstYG) …(21)
このとき、前輪２Fおよび後輪２Rの転舵により横力を発生するため、その分を考慮してテーブルTBL_TDF(cpstYG)の特性を決めておく。 Then, the rear wheel steering angle command value tDR obtained by the following equation (21) may be transmitted to the rear wheel steering motor controller so that the rear wheel steering angle coincides with tDR.
tDR = βa2 + TBL_TDF (cpstYG)… (21)
At this time, since a lateral force is generated by turning the front wheel 2F and the rear wheel 2R, the characteristics of the table TBL_TDF (cpstYG) are determined in consideration of the amount.

実施例３にあっては、上記の制御ロジックにより前輪２Fと後輪２Rの転舵角を制御することで、実施例１と同様の作用効果が得られる。   In the third embodiment, the same effects as those of the first embodiment can be obtained by controlling the turning angles of the front wheels 2F and the rear wheels 2R by the control logic.

（他の実施例）
以上、本発明の左右独立駆動車両を、実施例１〜３に基づいて説明したが、本発明の具体的な構成は、実施例１〜３に限定されるものではなく、発明の要旨を逸脱しない設計変更や追加等も、本発明に含まれる。 (Other examples)
As mentioned above, although the left-right independent drive vehicle of this invention was demonstrated based on Examples 1-3, the specific structure of this invention is not limited to Examples 1-3, and deviates from the summary of invention. Design changes or additions that are not made are also included in the present invention.

実施例１の左右独立駆動車両の構成を示す構成図である。It is a block diagram which shows the structure of the left-right independent drive vehicle of Example 1. FIG. 実施例１の統合コントローラ３０にて実行されるモード選択制御処理の流れを示すフローチャートである。3 is a flowchart illustrating a flow of mode selection control processing executed by the integrated controller 30 of the first embodiment. 実施例１でのモードＤ時の演算ルーチンを示すフローチャートである。6 is a flowchart illustrating a calculation routine in mode D according to the first embodiment. 実施例１でのモードＤ時の演算ルーチンにて使用する目標駆動力tTDのROMデータ特性図である。6 is a ROM data characteristic diagram of a target driving force tTD used in a calculation routine in mode D in Embodiment 1. FIG. 実施例１でのモードＤ時の演算ルーチンにて使用する横加速度目標値tYGのROMデータ特性図である。FIG. 6 is a ROM data characteristic diagram of a lateral acceleration target value tYG used in a calculation routine in mode D in the first embodiment. 実施例１でのモードＤ時の演算ルーチンにて使用する、モータにて実現できる最大駆動力のROMデータ特性図である。FIG. 6 is a ROM data characteristic diagram of a maximum driving force that can be realized by a motor used in a calculation routine in mode D in the first embodiment. 左右駆動力差と車体滑り角βとの関係について説明する図である。It is a figure explaining the relationship between the left-right driving force difference and the vehicle body slip angle β. 実施例１でのモードＤ時の演算ルーチンにて使用する目標前輪舵角指令値tDFのROMデータ特性図である。FIG. 6 is a ROM data characteristic diagram of a target front wheel steering angle command value tDF used in a calculation routine in mode D in the first embodiment. 回転キャスターを用いた従来技術の構成を説明する図である。It is a figure explaining the structure of the prior art using a rotation caster. 回転キャスターを用いた従来技術の特長を説明する図である。It is a figure explaining the feature of the prior art using a rotation caster. 実施例２の左右独立駆動車両の構成を示す構成図である。It is a block diagram which shows the structure of the left-right independent drive vehicle of Example 2. FIG. 実施例３の左右独立駆動車両の構成を示す構成図である。FIG. 10 is a configuration diagram illustrating a configuration of a left and right independent drive vehicle according to a third embodiment.

符号の説明Explanation of symbols

２RL,２RR 後輪
３RL,３RR 電気モータ
４RL,４RR 減速機
５RL,５RR 駆動回路
６ リチウムイオンバッテリ
７ 回転角速度センサ
８ ヨーレートセンサ
９ 輪荷重センサ
１１ ステアリングハンドル
１２ モータ
１３ モータコントローラ
１４ 操舵機構
２１ 操舵角センサ
２２ ブレーキペダルセンサ
２３ アクセルペダルセンサ
２４ 加速度センサ
２５ シフトレバー
３０ 統合コントローラ 2RL, 2RR Rear wheel 3RL, 3RR Electric motor 4RL, 4RR Reducer 5RL, 5RR Drive circuit 6 Lithium ion battery 7 Rotational angular velocity sensor 8 Yaw rate sensor 9 Wheel load sensor 11 Steering handle 12 Motor 13 Motor controller 14 Steering mechanism 21 Steering angle sensor 22 Brake pedal sensor 23 Accelerator pedal sensor 24 Acceleration sensor 25 Shift lever 30 Integrated controller

Claims (6)

左右の車両にそれぞれ配置され、モータで車両の制駆動力を独立に調整する駆動輪と、
運転者からの旋回要求に応じた駆動力差指令値を算出する駆動力差指令値算出手段と、
前記駆動力差指令値を前記左右の駆動輪の駆動力差のみで実現可能な駆動力差の下限値と上限値との間で制限した駆動力差旋回しきい値を算出する駆動力差旋回しきい値算出手段と、
前記駆動力差旋回しきい値に基づいて前記左右の駆動輪に駆動力差を発生させる駆動力制御手段と、
前記駆動輪と別に設けられた転舵輪と、
前記転舵輪の横力がゼロのときの前記駆動力差旋回しきい値に対する車体重心位置の車体横滑り角の伝達特性と、前記車体重心位置の車体横滑り角と転舵輪左右中央位置の車体横滑り角との関係と、に基づいて、前記駆動力差旋回しきい値で実現する転舵輪左右中央位置の目標車体横滑り角を算出する目標車体横滑り角算出手段と、
前記駆動力差指令値と前記駆動力差旋回しきい値との差に応じた値を前記転舵輪左右中央位置の目標車体横滑り角に加算して前記転舵輪の転舵角目標値を算出する転舵角目標値算出手段と、
前記転舵輪の転舵角を前記転舵角目標値に一致させる転舵角調整手段と、
を備えることを特徴とする左右独立駆動車両。 Drive wheels that are arranged on the left and right vehicles, respectively, and independently adjust the braking / driving force of the vehicle with a motor;
Driving force difference command value calculating means for calculating a driving force difference command value according to a turning request from the driver;
Driving force difference turning for calculating a driving force difference turning threshold in which the driving force difference command value is limited between a lower limit value and an upper limit value of the driving force difference that can be realized only by the driving force difference between the left and right driving wheels. Threshold calculation means;
Driving force control means for generating a driving force difference between the left and right driving wheels based on the driving force difference turning threshold;
Steered wheels provided separately from the drive wheels;
Transmission characteristics of the vehicle side slip angle at the center of gravity of the vehicle body relative to the driving force difference turning threshold when the lateral force of the steered wheel is zero, the vehicle side slip angle at the center of gravity of the vehicle body, and the vehicle side slip angle at the left and right center position of the steered wheel And a target vehicle body side slip angle calculating means for calculating a target vehicle body side slip angle at the left and right center position of the steered wheel realized by the driving force difference turning threshold value based on
A value corresponding to the difference between the driving force difference command value and the driving force difference turning threshold is added to the target vehicle body side slip angle at the left and right center position of the steered wheel to calculate the steered angle target value of the steered wheel. Turning angle target value calculating means,
A turning angle adjusting means for matching a turning angle of the turning wheel with the turning angle target value ;
A left and right independent drive vehicle comprising: 請求項１に記載の左右独立駆動車両において、
前記駆動力差旋回しきい値算出手段は、要求駆動力が大きいほど、前記駆動力差旋回しきい値をより小さな値とすることを特徴とする左右独立駆動車両。 The left and right independent drive vehicle according to claim 1,
The left and right independent drive vehicle characterized in that the driving force difference turning threshold value calculation means sets the driving force difference turning threshold value to a smaller value as the required driving force is larger. 請求項１または請求項２に記載の左右独立駆動車両において、
前記駆動力差旋回しきい値算出手段は、要求制動力が大きいほど、前記駆動力差旋回しきい値をより小さな値とすることを特徴とする、左右独立駆動車両。 In the left-right independent drive vehicle according to claim 1 or 2,
The left / right independent drive vehicle according to claim 1, wherein the driving force difference turning threshold value calculation means sets the driving force difference turning threshold value to a smaller value as the required braking force increases. 請求項１ないし請求項３のいずれか１項に記載の左右独立駆動車両において、
路面摩擦係数を推定する路面摩擦係数推定手段を備え、
前記駆動力差旋回しきい値算出手段は、推定した路面摩擦係数が小さいほど、前記駆動力差旋回しきい値をより小さな値とすることを特徴とする左右独立駆動車両。 In the right and left independent drive vehicle according to to claim 1, claim 3,
A road surface friction coefficient estimating means for estimating a road surface friction coefficient;
The left and right independently driven vehicle characterized in that the driving force difference turning threshold value calculation means sets the driving force difference turning threshold value to a smaller value as the estimated road friction coefficient is smaller. 請求項１ないし請求項４のいずれか１項に記載の左右独立駆動車両において、
車両の前後重心位置を推定する重心位置推定手段を備え、
前記駆動力差指令値算出手段は、推定した重心位置が車両前寄りにあるほど、前記駆動力差指令値をより大きな値とすることを特徴とする左右独立駆動車両。 In the right and left independent drive vehicle according to any one of claims 1 to 4,
A center-of-gravity position estimating means for estimating a front-rear center-of-gravity position of the vehicle;
The left and right independent driving vehicle characterized in that the driving force difference command value calculation means sets the driving force difference command value to a larger value as the estimated center of gravity position is closer to the front of the vehicle. 請求項１ないし請求項５のいずれか１項に記載の左右独立駆動車両において、
車両の質量を推定する質量推定手段を備え、
前記駆動力差指令値算出手段は、推定した質量が大きいほど、前記駆動力差指令値をより大きな値とすることを特徴とする左右独立駆動車両。 In the right and left independent drive vehicle according to any one of claims 1 to 5,
Comprising mass estimation means for estimating the mass of the vehicle;
The left and right independent drive vehicle characterized in that the driving force difference command value calculation means sets the driving force difference command value to a larger value as the estimated mass is larger.
JP2005167188A 2005-06-07 2005-06-07 Left and right independent drive vehicle Expired - Fee Related JP4622686B2 (en)

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WO2014002129A1 (en) * 2012-06-25 2014-01-03 トヨタ自動車株式会社 Vehicle control apparatus
CN104057954B (en) * 2014-06-25 2017-01-11 徐州重型机械有限公司 Road condition self-adaptation system of crane and crane
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