WO2015002033A1 - Dispositif de commande de couple d'entraînement - Google Patents

Dispositif de commande de couple d'entraînement Download PDF

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Publication number
WO2015002033A1
WO2015002033A1 PCT/JP2014/066728 JP2014066728W WO2015002033A1 WO 2015002033 A1 WO2015002033 A1 WO 2015002033A1 JP 2014066728 W JP2014066728 W JP 2014066728W WO 2015002033 A1 WO2015002033 A1 WO 2015002033A1
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WIPO (PCT)
Prior art keywords
torque
drive
drive torque
error amount
correction
Prior art date
Application number
PCT/JP2014/066728
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English (en)
Japanese (ja)
Inventor
崇志 瀬尾
Original Assignee
日産自動車株式会社
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Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2015002033A1 publication Critical patent/WO2015002033A1/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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual 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
    • 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
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • 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
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
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    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • B60K2023/043—Control means for varying left-right torque distribution, e.g. torque vectoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2220/00—Electrical machine types; Structures or applications thereof
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    • B60L2220/42—Electrical machine applications with use of more than one motor
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    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/22—Yaw angle
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
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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
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B60W2510/087—Temperature
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a drive torque control device that controls the drive torque of left and right drive wheels independently in a vehicle.
  • a drive torque control device that controls left and right drive torques independently is known (see, for example, Patent Document 1).
  • an error may occur in the actual drive torque with respect to the torque command value depending on the state of the left and right drive units and changes in the environment.
  • the actual drive torque of the left and right wheels is detected by a torque sensor, and the target drive torque (torque command value) is based on the deviation between the two. I am trying to correct.
  • the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a drive torque control device capable of suppressing the drive torque error amount of the actual drive torque with respect to the torque command value in the drive unit even when traveling straight ahead.
  • the present invention provides: Torque control means for independently controlling at least one of left and right drive torques of the motors of the left drive unit and the right drive unit; Based on the detected value of the left driving torque change factor detected by the first detecting means and the detected value of the right driving torque change factor detected by the second detecting means, the actual driving torque of the left driving unit and the right side At least one of the two drive units is such that the left-right torque difference from the actual drive torque of the drive unit approaches the left-right torque difference when there is no error between the torque command value and the actual drive torque in the left and right drive units.
  • the driving torque control device includes a correcting unit that corrects the torque command value output to the motor.
  • the correction means detects the drive torque error amount of the actual drive torque with respect to the torque command value based on the detected value of the left and right drive torque change factors without detecting the actual drive torque.
  • the torque command value is corrected so as to decrease. Therefore, even when different torque command values are intentionally given to the left and right drive wheels, such as during vehicle attitude control other than straight running, based on the detected values of the left and right drive torque change factors, It can correct
  • FIG. 3 is a cross-sectional view showing a drive unit applied to the drive torque control device of the first embodiment.
  • FIG. 6 is a flowchart showing a flow of torque correction processing in the drive torque control apparatus of Embodiment 1, and shows a flow of processing for calculating a driving force error in the left and right drive units.
  • FIG. FIG. 6 is a flowchart showing a flow of torque correction processing in the drive torque control apparatus of Embodiment 1, and shows a flow of correction processing based on the calculated error amount.
  • Left rear wheel for explaining the relationship between torque command value, driving force error, and correction amount in the left and right driving units corresponding to the lubricating oil temperature as the driving force change factor used in the driving force control apparatus of the first embodiment They are an oil temperature-drive torque error map, a left rear wheel command current map, a right rear wheel oil temperature-drive torque error map, and a right rear wheel command current map.
  • Left rear wheel motor temperature for explaining the relationship between the torque command value, the actual drive torque, and the correction amount in the left and right drive units based on the motor temperature as the drive torque change factor used in the drive torque control apparatus of the first embodiment -A drive torque error map, a left rear wheel command current map, a right rear wheel motor temperature-a drive torque error map.
  • Left rear wheel for explaining the relationship between the torque command value, the actual drive torque, and the correction amount in the left and right drive units based on the amount of pump lubricating oil as a drive torque change factor used in the drive torque control device of the first embodiment They are a pump lubricant amount-drive torque error map, a left rear wheel command current map, a right rear wheel pump lubricant amount-drive torque error map, and a right rear wheel command current map.
  • Left rear wheel oil temperature-drive torque error map for explaining the relationship between the torque command value, the actual drive torque, and the correction amount in the left and right drive units corresponding to the lubricating oil temperature in the drive torque control apparatus of the second embodiment
  • 5 is a time chart illustrating an operation example for explaining a relationship between a basic target driving torque and a left and right target driving torque at the time of vehicle attitude control (yaw moment control) in the embodiment.
  • FIG. 1 is a schematic system diagram showing an overall control system related to a braking / driving system of an electric vehicle provided with a driving torque control apparatus according to Embodiment 1 of the present invention.
  • This electric vehicle includes left and right front wheels 1FL and 1FR and left and right rear wheels 1RL and 1RR.
  • the left and right rear wheels 1FL, 1FR are used as driving wheels and can be driven by individual electric motors 3RL, 3RR (in-wheel motor IWM) built in the respective driving units WD, and the left and right front wheels 1FL, Steering is possible by turning 1 FR.
  • the electric motors 3RL and 3RR are motor / generators that can also function as a generator, and can regeneratively brake the left and right rear wheels 1RL and 1RR that are motor-driven as described above in response to a predetermined power generation load.
  • the electric vehicle shown in FIG. 1 includes a vehicle controller 11 that performs drive control and regenerative control of the electric motors 3RL and 3RR (in-wheel motor IWM).
  • the vehicle controller 11 can execute vehicle behavior control by causing differential rotation of the left and right rear wheels 1RL and 1RR based on drive control of the electric motors 3RL and 3RR (in-wheel motor IWM).
  • the vehicle controller 11 includes an accelerator opening sensor 12, a steering angle sensor 13, a yaw rate sensor 14, a longitudinal acceleration sensor 15, a lateral acceleration sensor 16, wheel speed sensors 17RL and 17RR, an oil temperature sensor 18, a motor temperature sensor 19, and a pump P. A signal is input from.
  • the accelerator opening sensor 12 detects an accelerator opening APO that is an accelerator pedal depression amount (not shown).
  • the steering angle sensor 13 detects the steering angle ⁇ of the steering wheel.
  • the yaw rate sensor 14 detects a yaw rate ⁇ that is a behavior around the vertical axis of the vehicle.
  • the longitudinal acceleration sensor 15 detects the longitudinal acceleration Gx of the vehicle.
  • the lateral acceleration sensor 16 detects the lateral acceleration Gy of the vehicle.
  • the wheel speed sensors 17RL and 17RR detect the wheel speeds VwL and VwR of the left and right rear wheels 1RL and 1RR driven by the motor.
  • the oil temperature sensor 18 detects the lubricating oil temperature To as a left and right driving torque change factor in each drive unit WD as the first detection means and the second detection means.
  • the motor temperature sensor 19 uses a motor temperature Tmo, which is a temperature as a left / right driving torque change factor of a stator 31 (to be described later) of each of the electric motors 3RL and 3RR (in-wheel motor IWM) as first detection means and second detection means. To detect. In addition, a signal indicating a pump lubricating oil amount Ov (oil amount L / min per unit time) as a left-right driving torque change factor is input to the vehicle controller 11 from a pump P that discharges lubricating oil, which will be described later. .
  • the vehicle controller 11 Based on the input information from these sensors 12 to 16, 17RL, 17RR, 18, 19 and pump P, the vehicle controller 11 drives the target motor torques tTmL, tTmR of the electric motors 3RL, 3RR that drive the left and right rear wheels 1RL, 1RR. Ask for. Further, the vehicle controller 11 outputs these target motor torques tTML and tTmR as torque command values tTm to the inverter 20 that performs drive / regeneration control of the electric motors 3RL and 3RR, respectively.
  • the torque command value tTm is a command value of actual drive torque from the drive unit WD. Therefore, the target motor torques tTmL and tTmR based on the torque command value tTm are also motor torques for obtaining the actual driving torque.
  • the inverter 20 supplies DC-AC converted power from the battery (not shown) to the electric motors 3RL and 3RR according to the target motor torques tTML and tTmR.
  • the left and right rear wheels 1RL, 1RR are driven or regenerated by the motor torques TmL, TmR formed in the electric motors 3RL, 3RR.
  • FIG. 2 is a longitudinal sectional view of the drive unit WD, and the in-wheel motor unit is accommodated in the unit case 100.
  • the unit case 100 is configured by coupling a case main body 101 and a rear cover 102.
  • the unit case 100 houses the electric motor 3 and the planetary gear set 40.
  • the electric motor 3 includes an annular stator 31 fitted and fixed to the inner periphery of the case body 101, and a rotor 32 disposed concentrically with a radial gap on the inner periphery of the stator 31. .
  • the planetary gear set 40 functions as a speed reduction mechanism that couples the input shaft 51 and the output shaft 52 that are arranged to face each other in a coaxial manner, and that decelerates the rotation of the input shaft 51 and transmits it to the output shaft 52.
  • the planetary gear set 40 includes a sun gear 41, a ring gear 42, and a planetary pinion 43.
  • the sun gear 41 is provided integrally with the input shaft 51.
  • the ring gear 42 is coaxial with the sun gear 41 and is supported by the case body 101 at a position shifted in the axial direction from the sun gear 41.
  • the planetary pinion 43 has a stepped structure provided so as to mesh with the sun gear 41 and the ring gear 42, and is supported by the pinion shaft 44. Further, the pinion shaft 44 is supported by a carrier 45, and the carrier 45 rotates integrally with the output shaft 52.
  • a wheel hub 53 is coupled to the output shaft 52, and a brake drum 54 is coupled to the wheel hub 53 concentrically.
  • the wheel 60 of the wheel W is coupled to the wheel hub 53 by bolts 61.
  • the unit case 100 stores lubricating oil OIL, and the pump P forcibly supplies the lubricating oil OIL to the planetary gear set 40 and the electric motor 3 to perform lubrication and cooling. .
  • the sun gear 41 rotates the planetary pinion 43. Since the ring gear 42 fixed at this time functions as a reaction force receiver, the stepped planetary pinion 43 performs a planetary motion that rolls along the ring gear 42. Do.
  • the planetary movement of the planetary pinion 43 is transmitted to the output shaft 52 through the carrier 45, and the output shaft 52 is decelerated and rotated in the same direction as the input shaft 51. Then, the rotation of the output shaft 52 is transmitted to the wheel W through the wheel hub 53 coupled thereto, and the wheel W is driven to rotate.
  • the vehicle controller 11 controls the drive of the drive units WD of the left and right rear wheels 1RL and 1RR.
  • the torque command values tTm for the drive units WD and WD of the left and right rear wheels 1RL and 1RR are controlled independently. In this case, control is normally performed so that the drive torques of the left and right rear wheels 1RL and 1RR are equal.
  • the vehicle controller 11 also executes control for intentionally changing the driving torques of the left and right rear wheels 1RL and 1RR during well-known vehicle attitude control (yaw moment control) or the like.
  • vehicle attitude control for example, a difference is given to the driving torque of the left and right rear wheels 1RL and 1RR so that the yaw rate of the vehicle matches the target yaw rate, and the yaw rate generated in the vehicle is increased or decreased.
  • control for giving a drive torque difference to the left and right rear wheels 1RL and 1RR as described above is included.
  • the left and right drive torque control including the vehicle attitude control (yaw moment control) described above will be described.
  • the attitude control torque ⁇ T is added to one of the left and right basic target drive torques Tmo to obtain the target drive torque of the drive unit WD of this one (right rear wheel 1RR in the example of FIG. 8). decide. Further, the target drive torque of the other drive unit WD (left rear wheel 1RL in the example of FIG. 8) is determined by subtracting the attitude control torque ⁇ T from the basic target drive torque Tmo.
  • the target drive torques of the left and right drive units WD are the basic target drive torques Tmo, which are equal to the left and right.
  • the vehicle target driving torque described above is a braking / driving torque according to the driving state requested by the driver based on information on the accelerator opening, the vehicle speed, and the braking force, as is well known. Half of this is the basic target drive torque Tmo.
  • steps S1L to S4L and steps S1R to S4R are performed for the drive units WD of the left and right rear wheels 1RL and 1RR, which are drive wheels, respectively. Since the contents of the process are the same on the left and right, steps S1L to S4L, which are processes on the left rear wheel 1RL side, will be described as a representative of both.
  • step S1L a process for calculating the drive torque error amount ⁇ LTt is performed on the drive unit WD of the left rear wheel 1RL based on the lubricating oil temperature To detected by the oil temperature sensor 18.
  • the calculation of the drive torque error amount ⁇ LTt based on the lubricating oil temperature To is performed by calculating the left rear wheel oil temperature-drive torque degree difference map and the right rear wheel oil temperature-drive torque error map of the left and right drive units WD shown in FIG. Based on.
  • the oil temperature-driving torque error map for each of the left and right rear wheels is determined based on the driving torque error amount of the actual driving torque (driving torque error amount ⁇ LTt) with respect to the torque command value tTm corresponding to the lubricating oil temperature To in the driving unit WD by experiment and simulation in advance. ) Is stored.
  • the driving torque error amount ⁇ LTt is generated on the minus side as the lubricating oil temperature To is lower, while the driving torque error amount ⁇ LTt is on the plus side as the temperature is higher. It is set to the characteristic that occurs.
  • step S2L a process for calculating a drive torque error amount ⁇ LTm is performed for the left wheel based on the motor temperature Tmo detected by the motor temperature sensor 19. This calculation is performed based on the left rear wheel motor temperature-drive torque error map and the right rear wheel motor temperature-drive torque error map of the left and right drive units WD shown in FIG.
  • This motor temperature-driving torque error map stores the driving torque error amount (driving torque error amount ⁇ LTm) of the actual driving torque with respect to the torque command value tTm corresponding to the motor temperature Tmo in advance through experiments and simulations.
  • the driving torque error amount ⁇ LTm is generated on the positive side as the motor temperature Tmo is lower, while the driving torque error amount ⁇ LTm is increased as the motor temperature Tmo is higher. Is set to a characteristic that occurs on the negative side.
  • step S3L a process of calculating a drive torque error amount ⁇ LTp based on the pump lubricant oil amount Ov of the drive unit WD is performed. This calculation is performed based on the left rear wheel pump lubricant amount-drive torque error map and right rear wheel lubricant amount-drive torque error map of the left and right drive units WD shown in FIG.
  • the driving torque error amount (driving torque error amount ⁇ LTp) with the actual driving torque with respect to the torque command value tTm corresponding to the pump lubricating oil amount Ov is stored in advance through experiments and simulations. Is.
  • the torque error amount ⁇ LTp is set to a characteristic that occurs on the negative side.
  • a left rear wheel total drive torque error amount ⁇ LTtotal is calculated.
  • the left rear wheel total drive torque error amount ⁇ LTtotal is a value obtained by adding the drive torque error amounts ⁇ LTt, ⁇ LTm, and ⁇ LTp calculated in steps S1L to S3L as shown in the following equation (1).
  • ⁇ LTtotal ⁇ LTt + ⁇ LTm + ⁇ LTp (1)
  • step S5 whether or not the torque command value tTm needs to be corrected is determined for each of the left and right rear wheels 1RL and 1RR.
  • This necessity determination is made by comparing each total drive torque error amount ⁇ LTtotal, ⁇ RTtotal with the necessity determination threshold value, and if both total drive torque error amounts ⁇ LTtotal, ⁇ RTtotal are below the necessity determination threshold value, the drive torque correction is unnecessary.
  • Judge. This necessity determination threshold value is set in order to eliminate unnecessary correction of a small amount of drive torque error, and the value is set as appropriate.
  • step S5 If it is determined in step S5 that driving torque correction is unnecessary, the process proceeds to step S10, and if it is determined that at least one of the total driving torque error amounts ⁇ LTtotal and ⁇ RTtotal needs to be corrected, the process proceeds to step S6. Then, in step S10, which proceeds when it is determined in step S5 that drive torque correction is unnecessary, the left rear wheel drive torque correction amount ⁇ LT and the right rear wheel drive torque correction amount ⁇ RT are set to zero.
  • step S6 and step S7 that proceed when it is determined in step S5 that drive torque correction is necessary, it is determined whether or not the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal are within the control limit value range. To do. That is, as the control limit value, a control limit torque upper limit value Tmax that is the upper limit value and a control limit torque lower limit value Tmin that is the lower limit value are set.
  • step S6 it is determined whether or not the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal are less than the control limit torque upper limit value Tmax. Then, when the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal are less than the control limit torque upper limit value Tmax, the process proceeds to step S7, and when the total drive torque error amounts ⁇ LTtotal, ⁇ RTtotal are equal to or greater than the control limit torque upper limit value Tmax, the process proceeds to step S11.
  • the control limit torque upper limit value Tmax a preset motor rated torque of the electric motor 3 can be used. Alternatively, the maximum output power that can be output from the electric motor 3 can be calculated and used at this time by adding the battery charge amount, motor temperature, inverter temperature, and the like to the motor rated torque.
  • step S7 it is determined whether each total drive torque error amount ⁇ LTtotal, ⁇ RTtotal is larger than the control limit torque lower limit value Tmin. If it is larger than the control limit torque lower limit value Tmin, the process proceeds to step S8, and if it is less than the control limit torque lower limit value Tmin, the process proceeds to step S12.
  • the control limit torque lower limit value Tmin is the minimum controllable output value of the electric motor 3.
  • step S8 the left rear wheel drive torque correction amount ⁇ LT is set to the left rear wheel total drive torque error amount ⁇ LTtotal, and the right rear wheel drive torque correction amount ⁇ RT is set to the right rear wheel total drive torque error amount ⁇ RTtotal.
  • step S9 values obtained by adding initial variation correction amounts ⁇ and ⁇ to the left rear wheel drive torque correction amount ⁇ LT and right rear wheel drive torque correction amount ⁇ RT set in step S8, respectively.
  • the drive torque correction amounts are ⁇ LT and ⁇ RT.
  • the torque command current map is corrected according to the drive torque correction amounts ⁇ LT and ⁇ RT finally obtained in this way. That is, each drive unit WD has initial variations due to component variations and assembly variations at the time of manufacture. Therefore, the error (variation) of the actual drive torque with respect to the torque command value tTm at the completion of the drive unit WD is measured and set (stored) in advance as initial variation correction amounts ⁇ and ⁇ .
  • the initial variation correction amounts ⁇ and ⁇ are added to the left rear wheel drive torque correction amount ⁇ LT and the right rear wheel drive torque correction amount ⁇ RT.
  • the left rear wheel oil temperature-driving force error map of FIG. 4 when the driving torque error amount ⁇ LTt is generated on the plus side based on the lubricating oil temperature to1 in the left rear wheel 1RL, the left rear wheel The value indicated by the arrow in the command current map is the left rear wheel drive torque correction amount ⁇ LT.
  • the current value A corresponding to the torque command value tTm is corrected to be lowered. That is, the torque command current map showing the relationship between the torque command value tTm and the current value A shown on the lower side of FIG. 4 is obtained from the current value characteristic indicated by the dotted line used at that time, and the left rear wheel drive torque correction amount ⁇ LT. Only shift as shown by the solid line in the figure. As a result, the driving torque error amount ⁇ LTt at the lubricating oil temperature To1 can be reduced.
  • the right rear wheel driving torque correction amount ⁇ RT is generated on the plus side at the lubricating oil temperature to2.
  • the command current map shown on the lower side of FIG. 4 is minus the right rear wheel drive torque correction amount ⁇ RT from the current value characteristic shown by the dotted line used at that time to the current value characteristic shown by the solid line in FIG. Shift to the side.
  • the correction of the current value A is performed based on the total driving torque error amounts ⁇ LTtotal and ⁇ RTtotal instead of the driving torque error amounts ⁇ LTt and ⁇ RTt.
  • the correction is also performed on the left and right rear wheel command currents on the lower side of FIG. As shown in the map, each is performed independently.
  • step S6 when the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal of the left and right rear wheels 1RL and 1RR are outside the control limit value range in steps S6 and S7 will be described.
  • step S6 when the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal of the left and right rear wheels 1RL, 1RR are larger than the control limit torque upper limit value Tmax, the process proceeds to step S11.
  • step S11 correction is performed so that the corrected left and right drive torque error amounts ⁇ LTt, ⁇ RTt are the same while the drive torque correction amounts ⁇ LT, ⁇ RT are set to the control limit torque upper limit value Tmax.
  • the left rear wheel total drive torque error amount ⁇ LTtotal exceeds the control limit torque upper limit value Tmax.
  • the right rear wheel drive torque correction amount ⁇ RT is obtained by the following equation (2) so that the corrected left and right drive torque error amounts ⁇ LTt and ⁇ RTt are the same.
  • step S7 if the left and right rear wheel total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal are smaller than the control limit torque lower limit value Tmin, the process proceeds to step S12. In this step S12, the left and right rear wheel drive torque correction amounts ⁇ LT, ⁇ RT are within the control limit value range, and the left and right drive torque error amounts are corrected to be the same.
  • the right rear wheel drive torque correction amount ⁇ RT is obtained by the following equation (4) so that the corrected left and right drive torque error amounts ⁇ LTt and ⁇ RTt are the same.
  • each drive torque error amount ⁇ LTt, ⁇ RTt, ⁇ LTm, ⁇ RTm, ⁇ LTp, ⁇ RTp is added to the left and right to calculate a left rear wheel total drive torque error amount ⁇ LTtotal and a right rear wheel total drive torque error amount ⁇ RTtotal.
  • a total driving torque error amount with respect to the torque command value tTm is estimated (steps S4L and S4R) in which the influences of the plurality of driving torque change factors are summed and canceled.
  • both drive torque correction amounts ⁇ LT and ⁇ RT are set to 0 (step S10).
  • the left rear wheel total drive torque error amount ⁇ LTtotal and the right rear wheel total drive torque error amount ⁇ RTtotal corresponding to the basic correction amount are within the control limit value range. To do. If the corrected control amount is within the range of the control limit value, the total drive torque error amounts ⁇ LTtotal, ⁇ RTtotal are corrected as the drive torque correction amounts ⁇ LT, ⁇ RT, and when the control limit value is exceeded, Correction is performed with the drive torque correction amounts ⁇ LT and ⁇ RT as control limit values.
  • the left rear wheel drive torque correction amount ⁇ LT is limited to the control limit torque upper limit value Tmax
  • the control limit is determined from the left rear wheel total drive torque error amount ⁇ LTtotal.
  • a drive torque error amount that is the amount obtained by subtracting the torque upper limit value Tmax remains. Therefore, the right rear wheel drive torque correction amount ⁇ RT is not the right rear wheel total drive torque error amount ⁇ RTtotal, but is a value obtained by subtracting the remaining drive torque error amount ( ⁇ LTtotal ⁇ Tmax).
  • a drive torque error amount similar to that of the rear wheel 1RL is generated.
  • the correction amount is increased to the control limit lower limit value to perform correction.
  • the driving torque error amount remains in the torque command value tTm and the actual driving torque by raising the correction amount. Therefore, the other drive wheel is corrected so that the same drive torque error amount occurs.
  • the left rear wheel drive torque correction amount ⁇ LT is limited to the control limit torque lower limit value Tmin
  • the control limit is determined from the left rear wheel total drive torque error amount ⁇ LTtotal.
  • a drive torque error amount that is an amount obtained by subtracting the torque lower limit value Tmin is generated in reverse. Therefore, the right rear wheel drive torque correction amount ⁇ RT is not the right rear wheel total drive torque error amount ⁇ RTtotal, but is a value obtained by adding the remaining drive torque error amount ( ⁇ LTtotal ⁇ Tmin).
  • a drive torque error amount similar to that of the rear wheel 1RL is generated. Note that initial variation correction amounts ⁇ and ⁇ generated due to variations at the time of manufacture are finally added to the drive torque correction amounts ⁇ LT and ⁇ RT.
  • the drive torque control apparatus of Embodiment 1 is A left-side drive unit WD and a right-side drive unit WD that are mounted on the vehicle in a pair on the left and right sides and that drive the left and right rear wheels 1RL and 1RR by the electric motor 3, A vehicle controller 11 as torque control means for independently controlling at least one of left and right drive torques of the electric motor 3; As a first detection means for detecting the lubricating oil temperature To, the motor temperature Tmo, and the pump lubricating oil amount Ov as left driving torque change factors that cause an error between the target driving torque and the actual driving torque in the left driving unit WD.
  • Oil temperature sensor 18, motor temperature sensor 19 and drive signal from pump P As second detection means for detecting the lubricating oil temperature To, the motor temperature Tmo, and the pump lubricating oil amount Ov as the right driving torque change factors causing an error between the target driving torque and the actual driving torque in the right driving unit WD.
  • Oil temperature sensor 18, motor temperature sensor 19 and drive signal from pump P The left-right torque difference between the actual drive torque of the left drive unit WD and the actual drive torque of the right drive unit WD based on the detection values To, Tmo, Ov of the first detection means and the second detection means Is output to at least one of the electric motors 3 of both drive units WD and WD so as to approach the left-right torque difference when there is no error between the target drive torque and the actual drive torque in the left and right drive units WD and WD.
  • a portion of the vehicle controller 11 that performs the processing of the flowchart of FIG. 3B as correction means for correcting the torque command value tTm to be It is characterized by having.
  • the actual drive torque of the left drive unit WD is based on a drive torque change factor that causes an error between the target drive torque and the actual drive torque, such as a change in the state of the drive unit WD or a change in the environment. So that the left and right torque difference between the right drive unit WD and the actual drive torque of the right drive unit WD approaches the left and right torque difference when there is no error between the target drive torque and the actual drive torque in the left and right drive units WD and WD.
  • the torque command value tTm is corrected. Therefore, even when different torque command values tTm are intentionally given to the left and right drive wheels, such as during vehicle attitude control, the drive torque error amount of the actual drive torque with respect to the torque command value tTm can be reduced.
  • the drive torque control device of the first embodiment is In the portions where the processes of steps S1L to S4L and S1R to S4R are performed as the drive torque error amount estimation means, the drive torque error amount characteristic which is the characteristic of the drive torque error amount with respect to the drive torque change factor is shown in FIGS.
  • the map is set in advance as a map, and the drive torque error amount is estimated based on the drive torque error amount characteristic and the detected value.
  • the estimation of the drive torque error amount is performed because the estimation of the drive torque error amount is performed based on the characteristics of the drive torque error amount with respect to the preset drive torque change factor and the detected value of the drive torque change factor. It is possible to simplify. As a result, it is possible to improve the in-vehicle performance while suppressing the calculation load.
  • the drive torque control apparatus of the first embodiment is The portion that performs the processing of steps S5 to S20 as the correcting means is characterized in that correction is executed when the amount of driving torque error is larger than a preset necessity determination threshold value (step S5). As described above, when the drive torque error amount is smaller than the necessity determination threshold value, the correction is not executed. For this reason, for example, it is possible not to execute correction for a minute driving torque error amount that may occur even during normal straight traveling depending on the road surface condition, and the control load can be reduced accordingly.
  • the drive torque control apparatus of Embodiment 1 is The detecting means detects a plurality of driving torque change factors (lubricating oil temperature To, motor temperature Tmo, pump lubricating oil amount Ov),
  • the part that performs the processing of steps S1L to S4L and S1R to S4R as the drive torque error amount estimation means estimates the drive torque error amount for each drive torque change factor, adds the drive torque error amounts, and adds up the total drive torque error amount.
  • ⁇ LTtotal, ⁇ RTtotal are obtained,
  • the portion that performs the processing of steps S5 to S20 as the correction means is characterized in that the correction is executed based on the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal.
  • the estimation is based on one drive torque change factor.
  • the estimation accuracy can be improved. Accordingly, the correction accuracy of the driving torque can be improved.
  • the drive torque change based on the drive resistance of the drive portion due to the difference in the lubricating oil temperature To can be detected for each of the left and right drive units WD and WD. Can be estimated.
  • the drive torque change due to the difference of the motor temperature Tmo can be estimated by each of the drive units WD and WD.
  • the pump lubricant oil amount Ov of the left and right drive units WD and WD respectively, the drive torque change due to the difference in the lubrication performance due to the difference in the pump lubricant oil amount Ov is estimated in each of the drive units WD and WD. can do.
  • the drive torque control device of Embodiment 1 The part that performs the processing of steps S5 to S20 as the correction means is that the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal corresponding to the correction amount of the torque command value tTm based on the drive torque error amount are preliminarily set on one of the left and right drive units WD.
  • the drive unit WD on the limited side may not be able to sufficiently suppress the drive torque error amount.
  • the drive torque error amount of one drive unit WD that does not limit the correction is significantly reduced. It is possible to prevent the drive torque error amounts from becoming different.
  • the drive torque control apparatus is different from the first embodiment in the content of the setting process of each drive torque correction amount ⁇ LT, ⁇ RT. That is, in the first embodiment, correction is performed so as to eliminate the error between the torque command value tTm and the actual drive torque on the left and right sides, but in the second embodiment, only the side on which the left and right drive torque error amounts are large is corrected. This is an example in which correction is made to match the amount of drive torque error on the smaller side. That is, even if there is an error amount between the torque command value tTm and the actual drive torque on the left and right, there is no problem as long as the drive torque error amount is the same.
  • the difference ⁇ LRt is used as the right rear wheel drive torque correction amount ⁇ RT to reduce the error amount.
  • the difference ⁇ LRt may be the difference between the total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal.
  • initial variation correction amounts ⁇ and ⁇ may be added to both total drive torque error amounts ⁇ LTtotal and ⁇ RTtotal, respectively.
  • the drive torque control device of the present invention has been described based on the embodiments. However, the specific configuration is not limited to these embodiments, and the invention according to each claim of the claims is described. Design changes and additions are allowed without departing from the gist.
  • the drive unit is applied to an electric vehicle that drives the left and right rear wheels.
  • the drive wheels driven by the drive unit and the number of wheels are not limited to this, and can be applied not only to driving left and right front wheels but also to driving four or more wheels.
  • the lubricating oil temperature, the motor temperature, and the pump lubricating oil amount are shown as the driving torque change factors, but the factors are not limited to these.
  • the driving torque error amount estimating means calculates the driving torque error amount for the driving torque change factor based on the map.
  • the driving torque error amount estimating means is calculated by other means such as an arithmetic expression. Also good.
  • the initial variation error amount is added to the correction of the driving torque error has been shown. However, based on this initial variation error amount, the current value characteristic with respect to the torque command value is corrected in advance. Also good.
  • the drive torque of the electric motor is controlled independently on the left and right, but only one of the target drive torques of both motors is increased or decreased independently of the target drive torque. Control may be performed.
  • the correction unit estimates the torque command value based on the drive torque error amount estimated by the drive torque error estimation amount estimation unit.
  • the torque command value may be corrected directly from the torque change factor. In this case, for example, in the example as shown in FIG. 4, the relationship between the oil temperature and the command current map is obtained in advance, and the command current map is directly corrected from the detected value of the oil temperature, so that the drive torque error is calculated from the oil temperature. It is possible to correct the driving torque without obtaining the amount.

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Abstract

La présente invention concerne un dispositif de commande de couple d'entraînement pouvant supprimer une erreur de couple d'entraînement dans le couple d'entraînement réel par rapport à la valeur de commande de couple dans une unité d'entraînement même pendant une période autre que celle d'un déplacement en ligne droite. Le dispositif de commande de couple d'entraînement est caractérisé en ce qu'un dispositif de commande (11) de véhicule est pourvu d'une partie qui exécute un processus illustré sur un organigramme présenté sur la figure 3B pour corriger une valeur de commande de couple (tTm) à sortir sur le moteur électrique (3) d'au moins une des unités d'entraînement gauche et droite (WD, WD) sur la base de la température de lubrifiant (To), de la température de moteur ((Tmo) et de la quantité de lubrifiant pour pompe (Ov), qui sont des facteurs de changement de couple d'entraînement amenant le couple d'entraînement réel à bouger depuis le couple d'entraînement cible pour les unités d'entraînement droite et gauche (WD, WD), ladite correction étant réalisée de sorte que la différence de couple entre le couple d'entraînement réel de l'unité d'entraînement gauche (WD) et le couple d'entraînement réel de l'unité d'entraînement droite (WD) se rapproche de la différence de couple entre les unités d'entraînement droite et gauche (WD, WD) lorsqu'il n'existe aucune différence de couple entre le couple d'entraînement cible et le couple d'entraînement réel dans les unités d'entraînement droite et gauche (WD, WD).
PCT/JP2014/066728 2013-07-04 2014-06-24 Dispositif de commande de couple d'entraînement WO2015002033A1 (fr)

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CN110605973A (zh) * 2019-09-18 2019-12-24 北京理工大学 一种基于分层结构的多轴分布式电驱动车辆操纵稳定性控制方法
CN111251902A (zh) * 2020-02-18 2020-06-09 吉利汽车研究院（宁波）有限公司 一种分布式车桥电驱动系统及其控制方法
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WO2020143978A1 (fr) * 2019-01-08 2020-07-16 Bayerische Motoren Werke Aktiengesellschaft Dispositif d'étalonnage de deux moteurs électriques disposés sur un essieu dans des véhicules à moteur à deux essieux
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CN111251902A (zh) * 2020-02-18 2020-06-09 吉利汽车研究院（宁波）有限公司 一种分布式车桥电驱动系统及其控制方法
WO2022253498A1 (fr) * 2021-05-31 2022-12-08 Bernward Welschof Entraînement à barbotin et véhicule à chenilles avec entraînement à barbotin

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