WO2011151936A1 - Véhicule électrique, programme et dispositif et procédé de commande pour véhicule électrique - Google Patents

Véhicule électrique, programme et dispositif et procédé de commande pour véhicule électrique Download PDF

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Publication number
WO2011151936A1
WO2011151936A1 PCT/JP2010/066859 JP2010066859W WO2011151936A1 WO 2011151936 A1 WO2011151936 A1 WO 2011151936A1 JP 2010066859 W JP2010066859 W JP 2010066859W WO 2011151936 A1 WO2011151936 A1 WO 2011151936A1
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Prior art keywords
braking
driving force
wheel
vehicle
wheels
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PCT/JP2010/066859
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English (en)
Japanese (ja)
Inventor
信義 武藤
忠彦 加藤
和利 村上
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株式会社ユニバンス
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Publication of WO2011151936A1 publication Critical patent/WO2011151936A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • B60W10/16—Axle differentials, e.g. for dividing torque between left and right wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/406—Torque distribution between left and right wheel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an electric vehicle, a program, and a control device and a control method for an electric vehicle in which front and rear wheels are independently driven by two electric motors.
  • the electric vehicle of Patent Document 1 includes four motors for driving the four wheels, a yaw rate sensor for detecting rotational acceleration around the Z axis, that is, a turning speed of the vehicle body, and a turning speed of the vehicle body detected by the yaw rate sensor. And a control device for controlling the torques of the four motors so as to obtain a turning acceleration corresponding to the steering angle.
  • the electric vehicle of Patent Document 2 includes a control device that controls the front and rear wheel drive torque according to the slip ratio of the front and rear wheels.
  • an object of the present invention is to provide an electric vehicle, a program, and a control device and a control method for an electric vehicle capable of ensuring stable running performance under various road surfaces and driving conditions and improving turning performance. It is in.
  • one aspect of the present invention provides a first electric motor that transmits braking / driving force to the left and right wheels on the front wheel side via the first differential, and the left and right wheels on the rear wheel side.
  • a second electric motor that transmits a braking / driving force via a second differential device; and a controller that controls the braking / driving force of the first and second electric motors.
  • At least one of the differential devices of the present invention provides an electric vehicle having a configuration in which the power distribution ratio to the left and right can be controlled by the control unit.
  • stable running performance can be ensured under various road surfaces and running conditions.
  • FIG. 1 is a block diagram conceptually showing the structure of an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is a block diagram functionally showing the control device.
  • FIG. 3 is a diagram showing the relationship between the driving force and braking force and the slip ratio.
  • FIG. 4 is a diagram for explaining a method of distributing braking force to the front wheels and the rear wheels in an electric vehicle.
  • FIG. 5 is a diagram for explaining straightness control.
  • FIG. 6A is a plan view showing a state in which the vehicle body is about to move laterally during driving.
  • FIG. 6B is a plan view showing a state in which the vehicle body is going to turn during driving.
  • FIG. 7A is a diagram for explaining turning control during driving.
  • FIG. 7B is a diagram for explaining turning control during driving.
  • FIG. 7C is a diagram for explaining the turning control during driving.
  • FIG. 1 is a block diagram conceptually showing the configuration of an electric vehicle according to an embodiment of the present invention.
  • additional symbols f, r, fr, fl, rr, rl indicating whether the position of the component is the front wheel side or the rear wheel side, the right side or the left side of the front wheel side, the right side or the left side of the rear wheel side. Is attached to the component.
  • the words “for front wheels” and “for rear wheels” indicating the additional symbols and positions may be omitted.
  • the electric vehicle 1 includes a front wheel motor 3f as a first electric motor that drives front wheels 2fr and 2fl via a front wheel differential 4f and axles 5fr and 5fl as a first differential, and a rear wheel. 2rr, 2rl as rear differential gear 4r as second differential device and rear wheel motor 3r as second electric motor driven via axles 5rr, 5rl, and drive energy source of electric vehicle 1
  • a power supply unit 7 a front wheel inverter 8 f and a rear wheel inverter 8 r that convert electric power from the power supply unit 7 into AC power, and a first drive circuit that outputs signals corresponding to the target torque to the inverters 8 f and 8 r
  • the front wheel drive circuit 9f and the rear wheel drive circuit 9r as the second drive circuit, and the front wheel motor 3f and the rear wheel motor 3 by outputting command signals to the drive circuits 9f and 9r.
  • a control unit 10 for controlling independently of each other, a wheel independent drive electric vehicles back and forth.
  • the electric vehicle 1 includes an accelerator pedal 12 and a brake pedal 13 operated by a driver, operating means such as a shift lever 14 for designating forward and reverse, a front wheel motor 3f and a rear wheel motor 3r.
  • Encoders 16f and 16r for detecting the respective rotational speeds, mechanical brakes 18fr, 18fl, 18rr and 18rl for braking the rotation of the axles 5fr, 5fl, 5rr and 5rl, and two cameras 20fr provided on the front side of the vehicle body 25, 20rl, a camera 21 provided on the rear side of the vehicle body 25, an accelerator sensor 22 for detecting the amount of depression of the accelerator pedal 12, a brake sensor 23 for detecting the amount of depression of the brake pedal 13, and the positions of the shift lever 14
  • a shift sensor 24 to detect and an acceleration sensor to detect the acceleration of the vehicle body 25 Degree detector 26), temperature sensors 27f and 27r for detecting the temperatures of the motors 3f and 3r, wheel speed sensors 28fr, 28fl, 28rr and 28
  • an “electric vehicle” is an automobile having an electric motor for driving front wheels and rear wheels, and has both an electric motor and an engine as power sources for wheels, and can be regeneratively braked by the electric motor. It is a concept that includes a hybrid car.
  • “automobile” is a concept including not only passenger cars but also buses and freight cars, regardless of whether they are ordinary cars, large cars, and oversized cars.
  • “braking / driving force” may mean both braking force for decelerating the vehicle and driving force for accelerating the vehicle or only one of them.
  • the power supply unit 7 includes a battery 70, a front wheel smoothing capacitor 71f, a rear wheel smoothing capacitor 71r, a voltage sensor 72f for detecting the voltage (inverter input voltage) of the front wheel smoothing capacitor 71f, and a rear wheel smoothing capacitor 71r. Is provided with a voltage sensor 72r for detecting the voltage (inverter input voltage) and a battery capacity sensor 73 for detecting the storage capacity of the battery 70.
  • the battery 70 is a high voltage battery that can output electric power for driving the front wheel motor 3f and the rear wheel motor 3r.
  • a primary battery such as a dry battery, a fuel cell, or the like may be used as a drive energy source for the electric vehicle 1.
  • the front wheel motor 3f and the rear wheel motor 3r for example, various motors such as a synchronous motor and an induction motor can be used.
  • the rotation of the motor 3 is transmitted to the axle 5 via the differential device 4 on each of the front wheel side and the rear wheel side.
  • the axle 5 rotates integrally with the wheel 2. That is, the electric vehicle 1 has two torque generation sources corresponding to the front wheels 2fr and 2fl and the rear wheels 2rr and rl so that the front wheels 2fr and 2fl and the rear wheels 2rr and rl can be controlled independently of each other.
  • the output torque (motor capacity) generated by the front wheel motor 3f and the rear wheel motor 3r may or may not be equal to each other.
  • the inverter 8 converts the power from the battery 70 into AC power and outputs a current corresponding to a signal from the drive circuit 9 to the motor 3 to drive the motor 3. Further, the inverter 8 converts AC power generated by the motor 3 into DC power and charges the battery 70 via the capacitors 71f and 71r.
  • the front wheel drive circuit 9f receives current detection signals from the current sensors 15a, 15b, 15c that detect the current of the primary winding of the front wheel motor 3f.
  • the rear wheel drive circuit 9r receives current detection signals from the current sensors 17a, 17b, and 17c that detect the current of the primary winding of the rear wheel motor 3r.
  • the drive circuits 9 f and 9 r output a signal corresponding to the target torque commanded from the control device 10 to the inverter 8.
  • the differential devices 4f and 4r are mechanisms capable of controlling the braking / driving force distribution ratio to the front wheel axles 5fr and 5fl and the braking / driving force distribution ratio to the rear wheel axles 5rr and 5rl by the control device 10. It is equipped with.
  • the braking / driving force of the front wheel motor 3f is distributed to the right rear front wheel 2fr and the left front wheel 2fl by the front wheel differential device 4f at a distribution rate controlled by the control device 10.
  • the braking / driving force of the rear wheel motor 3r is distributed to the right rear wheel 2rr and the left rear wheel 2rl by the rear wheel differential device 4r at a distribution rate controlled by the control device 10.
  • the encoders 16f and 16r detect the rotational speed of the motor 3 on each of the front wheel side and the rear wheel side, and output a signal corresponding to the detected rotational speed to the control device 10.
  • the accelerator sensor 22 detects the depression amount of the accelerator pedal 12 and outputs a signal xa corresponding to the detected depression amount to the control device 10.
  • the brake sensor 23 detects the depression amount of the brake pedal 13, and outputs a signal xb corresponding to the detected depression amount to the control device 10.
  • the shift sensor 24 detects the position of the shift lever 14 and outputs it to the signal S control device 10 according to the detected position.
  • the acceleration sensor 26 is a three-axis acceleration sensor that detects accelerations a Y , a X , and a ⁇ in three directions of the vehicle body 25 in the front-rear direction, the lateral direction, and the rotational direction (turning direction) around the center of gravity axis.
  • the signals corresponding to the accelerations a Y , a X , and a ⁇ are output to the control device 10.
  • Wheel speed sensors 28fr, 28fl, 28rr, 28rl detect the rotational speed ⁇ of the wheel and output a signal corresponding to the detected rotational speed ⁇ to the control device 10.
  • the steering angle sensor 29 detects the steering angle ⁇ of the steering wheel 19 and outputs a signal corresponding to the detected steering angle ⁇ to the control device 10.
  • the voltage sensors 72f and 72r detect the voltage (inverter input voltage) of the capacitors 71f and 71r, and output a signal corresponding to the detected inverter input voltage to the control device 10.
  • Battery capacity sensor 73 detects the storage capacity (remaining capacity) of battery 70 and outputs a signal corresponding to the detected storage capacity to control device 10.
  • the battery capacity sensor 73 is obtained by, for example, a method based on the battery terminal voltage (open voltage), a method based on the battery internal resistance, a method based on the integrated value of the battery charge / discharge current, or a combination of these. Thus, the storage capacity of the battery 70 is detected.
  • an electric brake and a mechanical brake are used in combination. That is, in the electric vehicle 1, a braking force can be generated by the motor 3 as a drive source.
  • the electric brake is, for example, a power generation brake that converts braking energy into heat energy, and a regenerative brake that regenerates electricity generated by braking.
  • a regenerative brake is mainly used, but a power generation brake may be used in a low speed region. The regenerative brake regenerates the electric power generated by the motor 3 to the battery 70 via the capacitor 71, thereby generating a braking force.
  • the mechanical brake 18 is, for example, a drum brake or a disc brake, and presses a brake shoe against a member to be braked by pressurized liquid from the pressure adjustment unit 11 to obtain friction braking by a friction force.
  • the operation of the mechanical brake 18 is controlled independently for each wheel 2 by the control device 10.
  • the brake shoe may be pressed against the member to be braked by an actuator such as a motor.
  • the pressure adjustment unit 11 is configured to be able to apply a different braking force to each mechanical brake 18 by distributing pressurized liquid to the mechanical brake 18 according to a signal from the control device 10.
  • the pressure adjusting unit 11 and the mechanical brake 18 constitute a friction brake mechanism.
  • the front cameras 20 fr and 20 fl capture the road surface in front of the electric vehicle 1 and output the captured image to the control device 10.
  • the control device 10 detects a change in the road surface based on the images acquired from the cameras 20fr and 20fl, and executes processing related to braking / driving.
  • the imaging regions of the front cameras 20fr and 20fl overlap at least partially with each other.
  • the cameras 20fr and 20fl are constituted by, for example, a CCD (Charge Coupled Device) camera.
  • the rear camera 21 images the road surface behind the electric vehicle 1 and outputs the captured image to the control device 10.
  • the control device 10 detects a change in the road surface based on the image acquired from the camera 21 and executes processing related to braking / driving.
  • the camera 21 is constituted by a CCD camera, for example.
  • FIG. 2 is a block diagram functionally showing the control device 10.
  • the control device 10 is configured by a computer, for example, and includes a CPU 100 and a storage unit 110 such as a semiconductor memory or a hard disk.
  • the control device 10 issues an operation command for performing an operation such as acceleration and deceleration according to operation input information generated by the driver operating the operating means such as the accelerator pedal 12 and the brake pedal 13.
  • the rear wheel drive circuit 9r and the mechanical brake 18 are output to control the driving torque (driving force) and braking torque (braking force) of the front wheel driving system and the rear wheel driving system.
  • the electric vehicle 1 can drive
  • the control device 10 calculates the target torque of the front wheel motor 3f and the target torque of the rear wheel motor 3r in accordance with signals from the sensors 22, 23, 24, 26, 29, etc., respectively, and the front wheel drive circuit 9f, Output to the rear wheel drive circuit 9r.
  • the drive circuit 9 outputs a signal corresponding to the target torque commanded from the control device 10 to the inverter 8.
  • various data such as a road surface pattern 111, a ⁇ -SrLimit table 112, relational information on braking / driving force and slip ratio as shown in FIG. 3 to be described later, and various programs such as a braking / driving program 113 are stored.
  • various data such as a road surface pattern 111, a ⁇ -SrLimit table 112, relational information on braking / driving force and slip ratio as shown in FIG. 3 to be described later, and various programs such as a braking / driving program 113 are stored.
  • the CPU 100 operates in accordance with the braking / driving program 113, so that the road surface friction coefficient ⁇ estimating unit (estimating unit) 101, the slip ratio upper limit setting unit (setting unit) 102, the slip ratio calculating unit (calculating unit) 103, the braking / driving force It functions as the control means (control unit) 104 and the like.
  • the road surface friction coefficient ⁇ estimation means 101 is based on an image captured by the front cameras 20fr and fl (the rear camera 21 when the vehicle is reverse), and the road surface on which the automobile 1 travels is a dry road surface, a wet road surface, a frozen / snow surface. It is determined whether the road surface condition or the like, and the friction coefficient ⁇ of the road surface is estimated. These road surfaces are typical road surfaces with greatly different friction coefficients ⁇ . The determination is performed by pattern matching between the captured image and the road surface pattern 111 captured in advance in each road surface condition. The road surface pattern 111 is stored in the storage unit 110 in association with the friction coefficient ⁇ of the road surface. In addition, you may perform using the well-known technique suitably, such as performing the said determination by determination whether the brightness
  • FIG. 3 is a diagram showing the relationship between the driving force and braking force and the slip ratio.
  • a solid line L1 indicates a dry road surface
  • a solid line L2 indicates a wet road surface
  • a solid line L3 indicates a frozen / snow road surface.
  • Each of these road surfaces is a typical road surface having a significantly different friction coefficient.
  • the coefficient of friction is, for example, 0.75 on a dry road surface, 0.4 on a wet road surface, and 0.2 on a frozen / snow road surface.
  • the storage unit 110 stores a ⁇ -SrLimit table 112 indicating the relationship between the road friction coefficient ⁇ and the slip ratio upper limit value SrLimit.
  • the slip ratio upper limit value SrLimit1 (
  • 0.14) is stored, and the slip ratio upper limit value SrLimit3 (
  • the slip ratio upper limit value setting means 102 refers to the ⁇ -SrLimit table 112 in the storage unit 110 based on the road surface friction coefficient estimated by the road surface friction coefficient ⁇ estimation means 101, and determines the slip ratio upper limit value as a predetermined value.
  • Set SrLimit The slip ratio upper limit value SrLimit is set to a value in the vicinity of the maximum value of the braking force that can be exhibited according to each road surface condition in FIG. 3, for example, but is not limited to a value in the vicinity of the maximum value.
  • the slip ratio upper limit value SrLimit can be set to a slip ratio at which a braking force higher than 70 to 90% of the maximum braking force that can be exhibited according to the friction coefficient of the road surface, for example.
  • the slip ratio upper limit setting means 102 is a timing at which the front cameras 20fr and 20fl (the rear camera 21 when the vehicle is moving backward) images the road surface, and the front wheels 2fr and 2fl and the rear wheels 2rr and 2rl enter the imaged road surface.
  • the slip ratio upper limit values of the front wheels 2fr and 2fl and the rear wheels 2rr and 2rl are respectively set.
  • a slip ratio upper limit value for example,
  • 0.14
  • corresponding to the wet road surface is set for the front wheels 2fr and 2fl.
  • a slip ratio upper limit value (for example,
  • 0.16) corresponding to the dry road surface is set.
  • the friction coefficient estimated from the images captured by the front cameras 20fr and 20fl and the friction coefficient estimated from the images captured by the rear camera 21 are used as the friction coefficient and slip ratio of the rear wheels. It may be used as an upper limit value, or an intermediate value thereof may be used as a front wheel friction coefficient or a slip ratio upper limit value when the vehicle is moving backward.
  • the slip ratio calculating means 103 integrates the acceleration a Y in the longitudinal direction of the vehicle body 25 based on a signal corresponding to the acceleration a Y in the longitudinal direction of the vehicle body 25 from the acceleration sensor 26 to obtain the vehicle body speed V. Ask. Further, the slip ratio calculating means 103 obtains the rotational speed ⁇ of the wheel 2 based on a signal corresponding to the rotational speed ⁇ of the wheel 2 from the wheel speed sensor 28.
  • the braking / driving force control means 104 determines whether or not the slip ratio Sr calculated by the slip ratio calculating means 103 is equal to or less than the slip ratio upper limit value SrLimit. In addition, when the braking / driving force control means 104 compares the slip ratio, the absolute value is used. Then, the braking / driving force control means 104 is configured to control the slip ratio to a certain target value based on the ⁇ -SrLimit table 112, the relation information between the braking / driving force and the slip ratio as shown in FIG.
  • Wheel lock accompanying movement wheel spin suppression control, straightness control to maintain straightness, disturbance suppression control to suppress the influence of disturbances such as cross wind, turning control to improve turning performance, and the like are performed.
  • those controls will be described.
  • these controls may be performed independently and some controls may be performed simultaneously.
  • ⁇ Slip rate control> When the slip rate of each wheel 2 is equal to or less than the slip rate upper limit value SrLimit, the braking / driving force control means 104 exerts the driving force of the motor 3 according to the depression amount of the accelerator pedal 12 and sets the depression amount of the brake pedal 13. Accordingly, both the braking force by the mechanical brake 18 and the braking force of the electric brake by the drive circuit 9 are exhibited. Further, the braking / driving force control means 104, for example, on a low ⁇ road with a small friction coefficient, one of the slip ratios of each wheel 2 (including the case where a plurality of wheels 2 are simultaneously used) sets the slip ratio upper limit value SrLimit.
  • the driving force of the motor 3 is controlled so that the slip ratio exceeding the slip ratio upper limit value SrLimit is equal to or less than the slip ratio upper limit value SrLimit regardless of the depression amount of the accelerator pedal 12, and the brake pedal 13 is depressed.
  • the braking force by the electric brake and the braking force by the mechanical brake 18 are controlled so that the slip rate exceeding the slip rate upper limit value SrLimit is equal to or less than the slip rate upper limit value SrLimit.
  • the braking / driving force control means 104 may determine the braking / driving force control based on the larger slip ratio by determining which of the slip ratios of the left and right wheels is larger.
  • FIG. 4 is a diagram for explaining a method of distributing braking force to the front wheels 2fr, 2fl and the rear wheels 2rr, 2rl in the electric vehicle 1.
  • M is the mass (body mass) of the entire electric vehicle 1.
  • the load movement amount Z at that time is obtained by the following equation (4) in which the moment around the center of gravity G of the electric vehicle 1 generated by the braking force Fcar is converted to the vertical load at the contact point of the front wheels 2fr and 2fl and the rear wheels 2rr and 2rl. It is done.
  • Z Fcar ⁇ Hcar / Lcar (4)
  • Hcar is the height of the center of gravity G of the electric vehicle 1 from the ground contact surface
  • Lcar is the wheel base of the electric vehicle 1.
  • the operation of the motor 3 and the mechanical brake 18 is controlled so that the braking force by the motor 3 and the mechanical brake 18 on the front wheel side and the rear wheel side becomes the maximum braking force Ffmax and the maximum braking force Frmax, respectively.
  • the entire vehicle 1 has the largest braking force, and wheel lock can be suppressed.
  • the above is the explanation about the deceleration, but the same applies to the acceleration, and the wheel spin can be suppressed by controlling so as to obtain an optimum driving force based on the load movement.
  • FIG. 5 is a diagram for explaining straightness control.
  • reference numerals 25a, 25b, 25c, and 25d indicate that the vehicle body goes straight from the bottom to the top of the page.
  • the braking / driving force control means 104 controls the braking / driving force of the motor 3 and the power distribution ratio of the differential device 4 so that the direction of the vehicle body 25 corresponds to the detected steering angle when performing straightness control. To do. The same applies to the turning control.
  • the braking / driving force control means 104 determines whether the vehicle body 25 is traveling straight or turning based on a signal corresponding to the steering angle ⁇ from the steering angle sensor 29. For example, when the detected steering angle ⁇ is within a certain angle range (for example, within ⁇ 2 °), it is determined that the vehicle is traveling straight, and otherwise, it is determined that the vehicle is turning. When it is determined that the vehicle is traveling straight ahead, straightness control is performed as described below.
  • the braking / driving force control means 104 determines that the wheel 2 (for example, the right wheel 2fr) While reducing the braking / driving force, control is performed to increase the braking / driving force of the opposite wheel 2 (for example, the left wheel 2fl) within a range where the slip ratio does not exceed a predetermined value, for example, the slip ratio upper limit value SrLimit. Thereby, a wheel spin and a wheel lock can be prevented and a propulsive force can be ensured.
  • the turning acceleration A.theta On the basis of the signals corresponding to the turning acceleration A.theta. From the acceleration sensor 26, the turning acceleration A.theta. It is determined whether or not exceeding the threshold A.theta. Th. If the threshold is exceeded A.theta. Th, as in turn acceleration A.theta. Is suppressed, it controls the braking and driving forces of the left and right wheels in the front-rear direction of the opposite side of the axle (e.g. right wheel 2rr, left wheel 2RL). That is, control is performed to increase the braking / driving force of the right wheel 2rr and reduce the braking / driving force of the left wheel 2rl. Thereby, turning is suppressed and straight running can be continued.
  • the threshold A.theta. Th
  • ⁇ Disturbance suppression control> 6A is a plan view showing a state in which the vehicle body 25 is about to move laterally during driving
  • FIG. 6B is a plan view showing a state in which the vehicle body 25 is about to turn during driving.
  • the braking / driving force control unit 104 suppresses the lateral displacement or turning when a lateral displacement or turning occurs due to a disturbance while performing the straightness control. Note that disturbance suppression control may be performed even when turning control is performed.
  • k X and k ⁇ are coefficients, and g is the gravitational acceleration.
  • the coefficients k X and k ⁇ can be determined from the viewpoint of stable running.
  • the braking / driving force control means 104 performs control as follows. Determines the direction of the lateral acceleration a X, when the direction of the lateral acceleration a X of the right, for example, as shown in Figure 6A, the predetermined as the right wheel torque is greater than the left wheel torque slip rate, For example, control is performed within a range not exceeding the slip ratio upper limit value SrLimit. That is, the braking / driving force distribution ratio of the front wheel differential device 4f is controlled so that the right wheel torque is larger than the left wheel torque, or the braking / driving force distribution ratio of the rear wheel differential device 4r is set to a predetermined slip. The right wheel torque is controlled to be greater than the left wheel torque within a range that does not exceed the ratio, for example, the slip ratio upper limit value SrLimit.
  • the left wheel torque is controlled to be larger than the right wheel torque.
  • the distribution ratio of the braking / driving force of the front wheel differential device 4f is controlled so that the left wheel torque is larger than the right wheel torque, or the braking / driving force distribution ratio of the rear wheel differential device 4r is controlled by the left wheel torque. Control to be greater than the right wheel torque.
  • the braking / driving force control means 104 performs the following control.
  • the direction of the turning acceleration a ⁇ is determined, and when the direction of the turning acceleration a ⁇ is clockwise, for example, as shown in FIG. 6B, control is performed so that the right wheel torque is larger than the left wheel torque.
  • the distribution ratio of braking / driving force of the front wheel differential device 4f is controlled so that the right wheel torque is larger than the left wheel torque, or the distribution ratio of braking / driving force of the rear wheel differential device 4r is set to the right wheel torque. Is controlled to be larger than the left wheel torque.
  • control is performed so that the left wheel torque is larger than the right wheel torque.
  • the distribution ratio of the braking / driving force of the front wheel differential device 4f is controlled so that the left wheel torque is larger than the right wheel torque, or the braking / driving force distribution ratio of the rear wheel differential device 4r is controlled by the left wheel torque.
  • the above is the control at the time of driving, but the control opposite to that at the time of driving is performed at the time of braking.
  • the front and rear differential devices 4f and 4r may be controlled in the same manner.
  • ⁇ Turning control> 7A to 7C are diagrams for explaining the turning control during driving.
  • the braking / driving force control means 104 controls the braking / driving force of the motor 3 and the power distribution ratio of the differential device 4 so that the direction of the vehicle body 25 corresponds to the detected steering angle when performing turning control. .
  • the braking / driving force control means 104 determines whether the vehicle body 25 is traveling straight or turning based on a signal corresponding to the steering angle ⁇ from the steering angle sensor 29. For example, when the detected steering angle ⁇ is within a certain angle range (for example, within ⁇ 2 °), it is determined that the vehicle is traveling straight, and otherwise, it is determined that the vehicle is turning. When it is determined that the vehicle is turning, turning control is performed as described below.
  • any one of the controls shown in FIGS. 7A to 7C can be performed.
  • control is performed so as to increase the braking / driving force of the left wheel 2fl on the front wheel side and decrease the braking / driving force of the right wheel 2fr on the front wheel side.
  • control is performed such that the braking / driving force of the rear wheel side left wheel 2rl is increased and the braking / driving force of the rear wheel side right wheel 2rr is decreased.
  • the braking / driving force of the left wheel 2fl on the front wheel side is increased and the braking / driving force of the right wheel 2fr on the front wheel side is decreased, and the braking / driving force of the left wheel 2rl on the rear wheel side is further increased.
  • control to reduce the braking / driving force of the right wheel 2rr on the rear wheel side is the control at the time of driving, but the control opposite to that at the time of driving is performed at the time of braking.
  • the braking / driving force control means 104 controls the braking / driving force applied to the front wheels 2fr, 2fl according to the road surface friction coefficient in order to ensure the lateral force of the front wheels 2fr, 2fl, and the braking / driving force applied to each wheel 1 is controlled.
  • the change in braking / driving force applied to the front wheels 2fr and 2fl may be compensated by the braking / driving force applied to the rear wheels 2rr and 2rl so that the sum does not change.
  • the braking / driving force control means 104 determines whether the vehicle is traveling straight or turning based on the detected steering angle. If it is determined that the vehicle is turning, the turning acceleration depends on the steering angle.
  • the braking / driving force to the inner and outer wheels of the front and rear wheels is increased / decreased within a range where the slip ratio does not exceed the predetermined value, and the braking / driving force to the outer and outer wheels of the front and rear wheels is increased / decreased.
  • the braking / driving force to the inner and outer wheels of the front and rear wheels is controlled by the slip ratio. Control may be performed in which the driving force of the outer wheels of the front and rear wheels is increased or decreased within a range that does not exceed the value and the slip rate does not exceed a predetermined value.
  • the braking / driving force to the front and rear wheels is controlled by the front and rear motors 3f and 3r based on the slip ratio and acceleration, and the braking / driving force distribution to the left and right wheels is controlled by the front / rear differential device 4f.
  • the front and rear motors 3f and 3r based on the slip ratio and acceleration
  • the braking / driving force distribution to the left and right wheels is controlled by the front / rear differential device 4f.
  • each of the means 101 to 104 is realized by the CPU 100 and the braking / driving program 113, but may be realized by hardware such as an ASIC (Application Specific IC).
  • ASIC Application Specific IC
  • the braking / driving program 113 may be taken into the control device 10 from a computer-readable recording medium such as a CD-ROM on which the braking / driving program 113 is recorded, or may be taken into the control device 10 from a server device or the like via a network.
  • one of the front and rear differential devices 4f and 4r may be configured such that the power distribution ratio to the left and right can be controlled.
  • the present invention also provides an electric vehicle control device, an electric vehicle control method, and a computer-readable recording medium that records a braking / driving program according to the following other embodiments. it can.
  • An electric vehicle control device includes a first electric motor that transmits braking / driving force to the left and right wheels on the front wheel side via the first differential device, and a first electric motor on the left and right wheels on the rear wheel side. And a second electric motor that transmits braking / driving force via two differential devices, and at least one of the first and second differential devices has a power distribution ratio to the left and right controlled.
  • An apparatus for controlling an electric vehicle having a possible configuration, capable of controlling the braking / driving force and power distribution ratio of the first and second electric motors so that the direction of the vehicle body corresponds to the steering angle.
  • a control unit for controlling the power distribution ratio of the at least one differential device.
  • An electric vehicle control method includes a first electric motor that transmits braking / driving force to the left and right wheels on the front wheel side via the first differential device, and a first electric motor on the left and right wheels on the rear wheel side. And a second electric motor that transmits braking / driving force via two differential devices, and at least one of the first and second differential devices has a power distribution ratio to the left and right controlled.
  • a computer-readable recording medium includes a first electric motor that transmits braking / driving force to the left and right wheels on the front wheel side via the first differential, and the left and right wheels on the rear wheel side. And a second electric motor that transmits braking / driving force via the second differential device, and at least one of the first and second differential devices has a power distribution ratio to the left and right.
  • a computer included in an electric vehicle having a controllable configuration can control the braking / driving force and power distribution ratio of the first and second electric motors so that the direction of the vehicle body corresponds to the steering angle.
  • a program for executing the step of controlling the power distribution ratio of the at least one differential device is recorded.
  • SYMBOLS 1 Electric vehicle, 2 ... Wheel, 2fr, 2fl ... Front wheel, 2rr, rl ... Rear wheel, 3f ... Front wheel motor, 3r ... Rear wheel motor, 4f, 4r ... Differential gear, 5fr, 5fl, 5rr, 5rl ... Axle, 7 ... Power supply, 8f ... Inverter for front wheel, 8r ... Inverter for rear wheel, 9f ... Drive circuit for front wheel, 9r ... Drive circuit for rear wheel, 10 ... Control device, 11 ... Pressure adjustment unit, 12 ... Accelerator Pedal, 13 ... Brake pedal, 14 ... Shift lever, 15a-15c ...
  • Road surface friction coefficient ⁇ estimation means 102 ... Slip ratio upper limit setting means, 103 ... Slip ratio calculation means, 104 ... Braking / driving force control means, 105 ... Failure detection means, 110 ... Memory 111, road surface pattern, 112, ⁇ -SrLimit table, 113, braking / driving program

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Regulating Braking Force (AREA)
  • Retarders (AREA)

Abstract

L'invention porte sur les véhicules électriques. Pour garantir une performance de marche stable dans différentes conditions de surface de route et de marche, afin de permettre d'obtenir une amélioration des performances en virage, l'invention concerne un véhicule électrique (1) équipé d'un premier moteur électrique (3f) destiné à transmettre une force de freinage/propulsion aux roues droite et gauche sur le côté roues avant par l'intermédiaire d'un premier différentiel (4f), un second moteur électrique (3r) destiné à transmettre une force de freinage/propulsion à des roues gauche et droite sur le côté roues arrière par l'intermédiaire d'un second différentiel (4r), et une unité de commande destinée à commander la force de freinage/propulsion des premier et second moteurs électriques (3f, 3r), au moins un différentiel (4, 4r) des premier et second différentiels (4f, 4r) ayant une configuration dans laquelle le rapport de distribution d'énergie à droite et à gauche peut être commandé par l'unité de commande.
PCT/JP2010/066859 2010-05-31 2010-09-28 Véhicule électrique, programme et dispositif et procédé de commande pour véhicule électrique WO2011151936A1 (fr)

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US9566861B2 (en) 2012-06-22 2017-02-14 Toyota Jidosha Kabushiki Kaisha Vehicle control device
WO2018064258A1 (fr) * 2016-09-28 2018-04-05 Polaris Industries Inc. Systèmes et procédés de commande de deux groupes propulseurs indépendants dans un véhicule
WO2024024333A1 (fr) * 2022-07-29 2024-02-01 株式会社デンソー Dispositif de commande et programme

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CN104960435A (zh) * 2015-05-25 2015-10-07 陆杰 车辆驱动/制动一体系统
US9566963B2 (en) * 2015-06-25 2017-02-14 Robert Bosch Gmbh Method of decreasing braking distance
JP6714351B2 (ja) * 2015-11-30 2020-06-24 株式会社Ｓｕｂａｒｕ 車両制御装置
JP7196801B2 (ja) * 2019-09-09 2022-12-27 トヨタ自動車株式会社 電動車両

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JP2003240024A (ja) * 2002-02-14 2003-08-27 Fuji Heavy Ind Ltd 車両の駆動力伝達制御装置
JP2006232100A (ja) * 2005-02-24 2006-09-07 Nissan Motor Co Ltd 車両の駆動力配分制御装置

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JP2003240024A (ja) * 2002-02-14 2003-08-27 Fuji Heavy Ind Ltd 車両の駆動力伝達制御装置
JP2006232100A (ja) * 2005-02-24 2006-09-07 Nissan Motor Co Ltd 車両の駆動力配分制御装置

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9566861B2 (en) 2012-06-22 2017-02-14 Toyota Jidosha Kabushiki Kaisha Vehicle control device
WO2018064258A1 (fr) * 2016-09-28 2018-04-05 Polaris Industries Inc. Systèmes et procédés de commande de deux groupes propulseurs indépendants dans un véhicule
CN109789758A (zh) * 2016-09-28 2019-05-21 北极星工业有限公司 用于控制车辆中的两个独立动力传动系的系统和方法
AU2017335774B2 (en) * 2016-09-28 2019-10-31 Polaris Industries Inc. Systems and methods for control of two independent powertrains in a vehicle
US10647324B2 (en) 2016-09-28 2020-05-12 Polaris Industries Inc. Systems and methods for control of two independent powertrains in a vehicle
AU2020200714B2 (en) * 2016-09-28 2021-07-15 Polaris Industries Inc. Systems and methods for control of two independent powertrains in a vehicle
AU2021204163B2 (en) * 2016-09-28 2023-02-23 Polaris Industries Inc. Systems and methods for control of two independent powertrains in a vehicle
WO2024024333A1 (fr) * 2022-07-29 2024-02-01 株式会社デンソー Dispositif de commande et programme

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