WO2016114282A1 - 駆動装置の制御装置及び制御方法ならびに記録媒体 - Google Patents
駆動装置の制御装置及び制御方法ならびに記録媒体 Download PDFInfo
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- WO2016114282A1 WO2016114282A1 PCT/JP2016/050771 JP2016050771W WO2016114282A1 WO 2016114282 A1 WO2016114282 A1 WO 2016114282A1 JP 2016050771 W JP2016050771 W JP 2016050771W WO 2016114282 A1 WO2016114282 A1 WO 2016114282A1
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- driving force
- control
- difference
- torque
- right driving
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Definitions
- the present invention adjusts the driving force of the left and right drive units for propulsion of the transportation equipment, thereby obtaining a difference between the left and right drive force sum that is the sum of the left and right drive unit driving forces and the left and right drive unit driving forces.
- the present invention relates to a control device and a control method for a drive device and a recording medium that can change a difference between left and right drive force independently of each other.
- Patent Document 1 Conventionally, as this type of control device, for example, one disclosed in Patent Document 1 is known.
- this control device while the vehicle is turning, the torque of the left and right wheels of the vehicle is controlled so that the yaw moment (absolute value) of the vehicle increases when the vehicle speed is low / medium speed lower than a predetermined vehicle speed, When the vehicle speed is higher than a predetermined vehicle speed, control is performed so that the yaw moment (absolute value) of the vehicle decreases.
- the turning performance of the vehicle is improved.
- the torque of the left and right wheels is increased so that the yaw moment increases when the vehicle speed is low and medium, and the yaw moment decreases when the vehicle speed is high. Is controlled. For this reason, for example, when the vehicle is turning and the vehicle speed is high, the following problems occur when the vehicle speed becomes low or medium due to the operation of the vehicle brake or the like. There is a fear. That is, in this case, the yaw moment is abruptly changed by controlling the yaw moment to be increased from the state in which the torque of the left and right wheels has been controlled so as to decrease the yaw moment. As a result, the behavior of the vehicle may become unstable.
- An object of the present invention is to provide a control device and control method for a driving device, and a recording medium.
- the invention according to claim 1 is a propulsion device for transportation equipment arranged on the left side with respect to the traveling direction of transportation equipment (vehicle V in the embodiment (hereinafter, the same in this section)).
- Left driving force (left rear wheel WRL) of the left driving force and driving of the right driving portion (right rear wheel WRR) for propelling the transportation equipment arranged on the right side with respect to the traveling direction of the transportation equipment By adjusting the right driving force that is the force, the left and right driving force sum (left and right torque sum TTWLR) that is the sum of the left driving force and the right driving force and the left and right that is the difference between the left driving force and the right driving force
- a control device 1 of a drive device (rear wheel drive device DRS) that can change a drive force difference (left-right torque difference ⁇ TWLR) independently of each other, and a yaw moment in a direction opposite to the turning direction of the transport device is Left driving force through the driving device and Control means (ECU2, steps 1, 4
- the left and right driving force difference is generated by controlling the left driving force and the right driving force via the driving device so that the yaw moment in the direction opposite to the turning direction of the transporting device acts on the transporting device.
- Reverse distribution control is executed. Thereby, the behavior of the transportation equipment can be stabilized by reducing the yaw moment during the turning of the transportation equipment.
- the left driving force and the right driving force are controlled so that the change in the left / right driving force difference is smaller than the change in the left / right driving force sum when the deceleration of the transport device is acquired. Limit control is performed.
- the propulsive force for propelling the transportation device changes according to the change in the left / right driving force sum
- the yaw moment of the transportation device changes according to the change in the left / right driving force difference.
- the left driving force and the right driving force are set so that the change in the left / right driving force difference is smaller than the change in the left / right driving force sum when the deceleration of the transport device is acquired during the reverse distribution control. Is controlled. Thereby, it is possible to suppress the fluctuation of the yaw moment of the transportation device during deceleration during the turning of the transportation device, and thus it is possible to stabilize the behavior of the transportation device.
- the restriction control is not executed. Therefore, an excessive turning state of the transportation device due to the turning assist being maintained unnecessarily does not occur. Furthermore, in this case, the behavior of the transportation device can be stabilized only by controlling the left driving force and the right driving force without determining whether the behavior of the transportation device is stable.
- the “difference between the left driving force and the right driving force” in the present invention is an amount including the difference between the left driving force and the right driving force or the ratio between the left driving force and the right driving force.
- “acquisition” is a concept including detection, calculation, estimation, and prediction
- “change” is a concept including a change speed and a change amount.
- the invention according to claim 2 further comprises speed acquisition means (vehicle speed sensor 21) for acquiring the traveling speed of the transport device in the control device 1 of the drive device according to claim 1, wherein the control means is for reverse distribution control.
- the restriction control is started when the transport device deceleration is acquired. (Step 45, Step 2: YES, Step 8, Step 61: YES, Step 62).
- the restriction control is started when the deceleration of the transportation device is acquired.
- the traveling speed of the transportation device is relatively high, if the left and right wheel driving force difference is greatly changed, the behavior of the vehicle may become very unstable. Therefore, by starting the restriction control in the situation as described above, the effect of the invention according to claim 1, that is, the effect that the behavior of the transportation device can be stabilized during the deceleration during the turning of the transportation device can be effectively achieved. Obtainable.
- the left / right driving force difference can be controlled freely without starting the limit control, so that the yaw moment in the same direction as the turning direction of the transport equipment acts on the transport equipment. Can be made.
- the control means uses the left driving force and the left driving force so as to keep the left-right driving force difference substantially constant as the limiting control.
- the right driving force is controlled (step 8).
- the left driving force and the right driving force are controlled so that the left / right driving force difference is maintained substantially constant during the limit control.
- the deceleration acquisition means further acquires the end of deceleration of the transportation equipment or the acceleration of the transportation equipment, and the control means Is characterized in that the restriction control is continued until the end of deceleration of the transportation device or the acceleration of the transportation device is acquired (step 47: NO, step 72: NO, step 48).
- the restriction control is continued until the end of deceleration of the transportation device or the acceleration of the transportation device is acquired.
- the restriction control since the restriction control is continued from the start to the end of deceleration of the transport device during the turning of the transport device, the behavior of the transport device can be stabilized.
- the movement state acquisition means (vehicle speed sensor 21, steering angle sensor 22, lateral direction) for acquiring the movement state of the transport equipment.
- the acceleration sensor 23 and the yaw moment sensor 24) are further provided, and the control means performs the left driving force and the right driving after the end of the limiting control (step 47: NO, step 72: NO, steps 48, 49, step 3: YES).
- the values controlled at the end of the limit control previously value TWLOBJZ, previous value TWROBJZ
- the values the left wheel provisional target torque TWPRO, Control is made to gradually return to the right wheel provisional target torque TWRPRO (step 9).
- the left driving force and the right driving force are controlled by the normal control according to the acquired movement state of the transportation equipment from the values controlled at the end of the limit control. It is controlled not to be suddenly returned to a certain value, but to be gradually restored. Thereby, the transition from the limit control to the normal control can be smoothly performed without suddenly changing the left and right driving force difference.
- the transport device is the vehicle V
- the left and right drive units are the left and right wheels (left and right rear wheels) of the vehicle. Wheels WRL, WRR).
- the driving device is a left rotating electrical machine (first rear motor) coupled to the left driving unit and the right driving unit, respectively. 41) and a right rotating electrical machine (second rear motor 61).
- the left driving force and the right driving force can be controlled independently of each other by controlling the left rotating electric machine and the right rotating electric machine, so the effect of the invention according to claim 1, that is, the turning of the transportation equipment
- the effect that the behavior of the transportation device can be stabilized during deceleration inside can be appropriately obtained.
- the invention according to claim 8 is directed to the left side for propulsion of a transportation device arranged on the left side with respect to the traveling direction of the transportation device (vehicle V in the embodiment (hereinafter, the same applies in this section)).
- the left driving force which is the driving force of the driving unit (left rear wheel WRL), and the driving force of the right driving unit (right rear wheel WRR) for propelling the transportation equipment arranged on the right side with respect to the traveling direction of the transportation equipment
- a left / right driving force sum (left / right torque sum TTWLR) which is the sum of the left driving force and the right driving force and a left / right driving force which is a difference between the left driving force and the right driving force.
- a control device 1 for a drive device that can change the difference (left-right torque difference ⁇ TWLR) independently of each other, and at least one of a movement state of a transport device and a request of a transport device operator Control parameter to obtain the control parameter to represent Data acquisition means (vehicle speed sensor 21, steering angle sensor 22, lateral acceleration sensor 23, yaw moment sensor 24, accelerator opening sensor 25) and acquired control parameters (vehicle speed VP, steering angle ⁇ , lateral acceleration GL, Based on the yaw moment YM and the accelerator pedal opening AP), the left / right difference target value (target torque difference ⁇ TT) that is the target value of the left / right driving force difference and the left / right sum target value (target torque) that is the target value of the left / right driving force sum.
- Data acquisition means vehicle speed sensor 21, steering angle sensor 22, lateral acceleration sensor 23, yaw moment sensor 24, accelerator opening sensor 25
- acquired control parameters vehicle speed VP, steering angle ⁇ , lateral acceleration GL, Based on the yaw
- Target value calculating means (ECU2, steps 21 and 23) for calculating the sum TRT), and control means for controlling the left driving force and the right driving force in accordance with the calculated left / right difference target value and left / right sum target value ( ECU 2, steps 24 to 31, and steps 4 to 7), and the control means causes the yaw moment in the direction opposite to the turning direction of the transportation device to act on the transportation device according to the left / right difference target value.
- Reverse distribution control that causes a left / right driving force difference by controlling the left driving force and the right driving force via the driving device is executed, and the change in the left / right difference target value is performed while the reverse distribution control is being executed (step 42: YES).
- step 71 When the left and right sum target values are both obtained (step 71: YES), the left driving force and the right driving force are set so that the change in the left and right driving force difference is smaller than the change in the left and right driving force sum. Restriction control to be controlled is executed (step 45, step 2: YES, step 8, step 61: YES, step 62).
- the control parameter indicating at least one of the movement state of the transport device and the request of the transport device operator is acquired, and based on the acquired control parameter, the target value of the left-right driving force difference is obtained.
- a left / right difference target value and a left / right sum target value which is a target value of the left / right driving force sum, are calculated, and left driving force and right driving force are calculated according to the calculated left / right difference target value and left / right sum target value.
- the left and right driving force difference is controlled by controlling the left driving force and the right driving force via the driving device so that the yaw moment in the direction opposite to the turning direction of the transportation device acts on the transportation device according to the left / right difference target value.
- Reverse distribution control that causes Thereby, like the invention concerning Claim 1, the behavior of transportation equipment can be stabilized by reducing the yaw moment during turning of transportation equipment.
- the change in the left / right driving force difference is smaller than the change in the left / right driving force sum.
- limit control for controlling the left driving force and the right driving force is executed.
- the traveling speed of the equipment is changing or changing, that is, the transportation equipment is decelerating or accelerating or the transportation equipment is decelerating or accelerating.
- the yaw moment of the transportation equipment can be suppressed from changing during the deceleration of the transportation equipment during the turn, as in the invention according to claim 1, and consequently the transportation equipment.
- the behavior of can be stabilized. In this case, it is possible to stabilize the behavior of the transportation device only by controlling the left driving force and the right driving force without determining whether the behavior of the transportation device is stable.
- the invention according to claim 9 is directed to propulsion of a transportation device disposed on the left side with respect to the traveling direction of the transportation device (vehicle V in the embodiment (hereinafter, the same applies in this section)).
- the left driving force which is the driving force of the driving unit (left rear wheel WRL), and the driving force of the right driving unit (right rear wheel WRR) for propelling the transportation equipment arranged on the right side with respect to the traveling direction of the transportation equipment
- a left / right driving force sum (left / right torque sum TTWLR) which is the sum of the left driving force and the right driving force and a left / right driving force which is a difference between the left driving force and the right driving force.
- a control method for a drive device that can change the difference (left-right torque difference ⁇ TWLR) independently of each other, such that the yaw moment in the direction opposite to the turning direction of the transportation device acts on the transportation device.
- step 42: YES When reverse distribution control is being executed (step 42: YES), when the deceleration of the transport device is acquired (step 43: YES, step 71: YES), the change in the left / right driving force difference is greater than the change in the left / right driving force sum.
- step 45, step 2: YES, step 8, step 61: YES, step 62 for executing the limit control for controlling the left driving force and the right driving force so as to be reduced.
- the invention according to claim 9 is obtained by rewriting the invention of the control device according to claim 1 into the invention of the control method without substantially changing the contents. Therefore, the effect by the invention which concerns on Claim 1, ie, the effect that the behavior of the transport equipment can be stabilized during the deceleration during the turning of the transport equipment, etc. can be obtained similarly.
- the invention according to claim 10 is directed to propulsion of a transportation device arranged on the left side with respect to the traveling direction of the transportation device (vehicle V in the embodiment (hereinafter, the same applies in this section)).
- the left driving force which is the driving force of the driving unit (left rear wheel WRL), and the driving force of the right driving unit (right rear wheel WRR) for propelling the transportation equipment arranged on the right side with respect to the traveling direction of the transportation equipment
- a left / right driving force sum (left / right torque sum TTWLR) which is the sum of the left driving force and the right driving force and a left / right driving force which is a difference between the left driving force and the right driving force.
- ROM 2a Recording medium (ROM 2a) on which a program for causing a computer (ECU 2) to execute a control process for controlling a drive device (rear wheel drive device DRS) that can change the difference (left-right torque difference ⁇ TWLR) independently of each other
- control process Reverse distribution control that produces a left-right driving force difference by controlling the left driving force and the right driving force via the drive device so that the yaw moment in the direction opposite to the turning direction of the transport device acts on the transport device.
- Steps to be executed Steps 1 and 4 to 7
- steps for acquiring the deceleration of the transportation device Steps 43 and 47, Steps 71 and 72
- execution of reverse distribution control Step 42: YES).
- step 43 YES, step 71: YES
- step 45, step 2: YES, step 8, step 61: YES, step 62 a step of executing control
- the invention according to claim 10 is the one in which the invention of the control device according to claim 1 is rewritten to the invention of the recording medium of the computer program without substantially changing the contents. It is. Therefore, the effect by the invention which concerns on Claim 1, ie, the effect that the behavior of the transport equipment can be stabilized during the deceleration during the turning of the transport equipment, etc. can be obtained similarly.
- a vehicle V shown in FIG. 1 is a four-wheel vehicle having left and right front wheels WFL, WFR and left and right rear wheels WRL, WRR.
- the vehicle V includes a front wheel drive device DFS for driving the front wheels WFL, WFR, A rear wheel drive device DRS for driving the rear wheels WRL and WRR is mounted.
- DFS front wheel drive device
- DRS rear wheel drive device
- the left and right front wheels WFL, WFR and the left and right rear wheels WRL, WRR are collectively referred to as “front wheels WFL, WFR” and “rear wheels WRL, WRR”, respectively.
- the front wheel drive device DFS is the same as that disclosed in Japanese Patent No. 5362792 by the present applicant, its configuration and operation will be briefly described below.
- the front wheel drive device DFS is an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source, a front motor 4 constituted by an electric motor capable of generating electricity, and the power of the engine 3 and the front motor 4 are shifted, and the front wheels WFL, A transmission 5 for transmitting to the WFR is included.
- engine internal combustion engine
- the engine 3 is a gasoline engine having a plurality of cylinders, and the intake air amount, fuel injection amount, fuel injection timing, ignition timing, and the like are controlled by an ECU 2 described later of the control device 1 shown in FIG.
- the intake air amount is supplied via a throttle valve (not shown)
- the fuel injection amount and fuel injection timing are supplied via a fuel injection valve (not shown)
- the ignition timing is indicated by an ignition plug (not shown).
- the front motor 4 is a brushless DC motor, and has a stator composed of a three-phase coil or the like and a rotor composed of a magnet (not shown).
- the stator is electrically connected to a chargeable / dischargeable battery 7 via a power drive unit (hereinafter referred to as “PDU”) 6.
- the PDU 6 is composed of an electric circuit such as an inverter, and is electrically connected to the ECU 2 (see FIG. 3).
- the front motor 4 when electric power is supplied from the battery 7 to the stator via the PDU 6 by the control of the PDU 6 by the ECU 2, this electric power is converted into power and the rotor rotates (powering). In this case, the power of the rotor is controlled by controlling the electric power supplied to the stator. In addition, when the rotor is rotated by power input while power supply to the stator is stopped, the power input to the rotor is converted into power by the control of the PDU 6 by the ECU 2 to generate power. The generated electric power is charged in the battery 7 or supplied to first and second rear motors 41 and 61 (to be described later) of the rear wheel drive device DRS.
- the vehicle V is equipped with an auxiliary machine 8 composed of an air conditioner compressor and the like, and a 12V battery (not shown).
- the auxiliary machine 8 is connected to the PDU 6 and the 12V battery is a DC / DC converter (not shown).
- the battery 7 is electrically connected to the stator of the front motor 4 and the battery 7.
- the auxiliary machine 8 is supplied with the electric power generated by the front motor 4 and the electric power of the battery 7.
- the electric power supplied to the auxiliary machine 8 is controlled by the ECU 2 via the PDU 6.
- the transmission 5 is constituted by a so-called dual clutch transmission.
- the transmission 5 includes a first input shaft connected to the engine 3 via the first clutch, a planetary gear device disposed between the front motor 4 and the first input shaft, and a second clutch.
- a second input shaft connected to the engine 3 via the output shaft, an output shaft parallel to the first and second input shafts, a plurality of input gears rotatably provided on the first and second input shafts, and an output shaft
- a plurality of output gears meshed with the plurality of input gears one of the plurality of input gears is selectively connected to the first or second input shaft, and the input gear and the gear by the output gear meshing with the input gear It has a synchronizer that sets the stage.
- the ECU 2 controls the first and second clutches and the synchronizer, etc., so that the power of the engine 3 (hereinafter referred to as “engine power”) according to the connection / disconnection state of the first and second clutches. And / or the power of the front motor 4 is selectively input to the first input shaft or the engine power is input to the second input shaft.
- the input power is output to the output shaft in a state of being shifted at a predetermined gear ratio by the gear set by the synchronizer, and further, via the final gear 9 and the left and right front drive shafts SFL, SFR, It is transmitted to the left and right front wheels WFL, WFR.
- the rear wheel drive device DRS includes a first rear motor 41, a first planetary gear device 51, a second rear motor 61, and a second planetary gear device 71.
- the first rear motor 41, the first planetary gear device 51, the second planetary gear device 71, and the second rear motor 61 are arranged in this order from the left side between the left and right rear wheels WRL, WRR.
- the rear drive shafts SRL and SRR are provided coaxially.
- the left and right rear drive shafts SRL, SRR are rotatably supported by bearings (not shown), and one end portions thereof are coupled to the left and right rear wheels WRL, WRR, respectively.
- the first rear motor 41 is a brushless DC motor configured as a so-called motor generator, like the front motor 4, and has a stator 42 and a rotatable rotor 43.
- the stator 42 is attached to a casing CA fixed to the vehicle V, and is electrically connected to the stator of the front motor 4 and the battery 7 via the PDU 6 described above.
- the rotor 43 is integrally attached to the hollow rotating shaft 44.
- the rotation shaft 44 is relatively rotatably disposed outside the left rear drive shaft SRL and is rotatably supported by a bearing (not shown).
- the electric power from the battery 7 or the electric power generated by the front motor 4 is supplied to the stator 42 via the PDU 6 under the control of the PDU 6 by the ECU 2, the electric power is converted into power accordingly. Then, the rotor 43 rotates (power running). In this case, the power of the rotor 43 is controlled by controlling the power supplied to the stator 42. Further, when the rotor 43 is rotated by the input of power while the power supply to the stator 42 is stopped, the power input to the rotor 43 is converted into electric power by the control of the PDU 6 by the ECU 2 to generate power. At the same time (regeneration), the generated power is charged in the battery 7.
- the first planetary gear device 51 is for decelerating the power of the first rear motor 41 and transmitting it to the left rear wheel WRL.
- the first sun gear 52, the first ring gear 53, the double pinion gear 54, and the first carrier 55 are used. have.
- the first sun gear 52 is integrally attached to the rotary shaft 44 described above, and is rotatable integrally with the rotor 43 of the first rear motor 41.
- the first ring gear 53 has a larger number of teeth than the first sun gear 52 and is integrally attached to the hollow rotating shaft 81.
- the rotating shaft 81 is rotatably supported by a bearing (not shown).
- the double pinion gear 54 integrally includes a first pinion gear 54a and a second pinion gear 54b, and the number thereof is three (only two are shown).
- the double pinion gear 54 is rotatably supported by the first carrier 55, and the first pinion gear 54 a meshes with the first sun gear 52 and the second pinion gear 54 b meshes with the first ring gear 53.
- the first carrier 55 is integrally attached to the other end portion of the left rear drive shaft SRL, and is rotatable integrally with the left rear drive shaft SRL.
- the second rear motor 61 and the second planetary gear unit 71 are configured in the same manner as the first rear motor 41 and the first planetary gear unit 51, the configuration will be briefly described below.
- the second rear motor 61 and the second planetary gear device 71 are provided symmetrically with the first rear motor 41 and the first planetary gear device 51 with a one-way clutch 83 described later as a center.
- the stator 62 of the second rear motor 61 is attached to the casing CA and is electrically connected to the stator of the front motor 4, the battery 7 and the stator 42 of the first rear motor 41 via the PDU 6.
- the rotor 63 of the second rear motor 61 is integrally attached to the hollow rotating shaft 64.
- the rotation shaft 64 is relatively rotatably disposed outside the right rear drive shaft SRR and is rotatably supported by a bearing (not shown).
- the electric power of the battery 7 and the electric power generated by the front motor 4 are supplied to the stator 62 through the PDU 6 by the control of the PDU 6 by the ECU 2, the electric power is converted into power accordingly.
- the rotor 63 rotates (power running). In this case, the power of the rotor 63 is controlled by controlling the power supplied to the stator 62. Further, when the rotor 63 is rotated by the input of power while the power supply to the stator 62 is stopped, the power input to the rotor 63 is converted into electric power by the control of the PDU 6 by the ECU 2 to generate power. At the same time (regeneration), the generated power is charged in the battery 7.
- the second planetary gear device 71 is for decelerating the power of the second rear motor 61 and transmitting it to the right rear wheel WRR.
- the second sun gear 72, the second ring gear 73, the double pinion gear 74, and the second carrier 75 are used. have.
- the number of teeth of second sun gear 72, second ring gear 73, and double pinion gear 74 is set to be the same as the number of teeth of first sun gear 52, first ring gear 53, and double pinion gear 54, respectively.
- the second sun gear 72 is integrally attached to the rotary shaft 64 described above, and is rotatable integrally with the rotor 63 of the second rear motor 61.
- the second ring gear 73 has a larger number of teeth than the second sun gear 72 and is integrally attached to the hollow rotating shaft 82.
- the rotating shaft 82 is rotatably supported by a bearing (not shown), and opposes the rotating shaft 81 in the axial direction with a slight gap.
- the double pinion gear 74 is rotatably supported by the second carrier 75, and the first pinion gear 74 a meshes with the second sun gear 72 and the second pinion gear 74 b meshes with the second ring gear 73.
- the second carrier 75 is integrally attached to the other end portion of the right rear drive shaft SRR, and is rotatable integrally with the right rear drive shaft SRR.
- the rear wheel drive device DRS further includes a one-way clutch 83 and a hydraulic brake 84.
- the one-way clutch 83 has an inner race 83a and an outer race 83b, and is disposed between the first and second planetary gear devices 51 and 71.
- the inner race 83a is drawn on the outer side
- the outer race 83b is drawn on the inner side.
- the inner race 83a is engaged with the rotary shafts 81 and 82 described above, whereby the inner race 83a, the rotary shafts 81 and 82, and the first and second ring gears 53 and 73 are rotatable together.
- the outer race 83b is attached to the casing CA.
- the one-way clutch 83 connects the rotary shafts 81 and 82 to the casing CA when the reverse power is transmitted to the rotary shafts 81 and 82, thereby connecting the rotary shafts 81 and 82, the first and second ring gears 53 and 73.
- the rotary shafts 81 and 82, the first and second ring gears are blocked by blocking between the rotary shafts 81 and 82 and the casing CA. 53, 73 normal rotation is allowed.
- the hydraulic brake 84 is composed of a multi-plate clutch, is attached to the casing CA and the rotary shafts 81 and 82, and is disposed on the outer periphery of the first and second planetary gear devices 51 and 71.
- the hydraulic brake 84 is controlled by the ECU 2 to select a braking operation for braking the first and second ring gears 53 and 73 and a rotation allowing operation for allowing the first and second ring gears 53 and 73 to rotate. Run it.
- the braking force of the hydraulic brake 84 is controlled by the ECU 2.
- the ECU 2 receives a detection signal representing the vehicle speed VP of the vehicle V from the vehicle speed sensor 21 and the steering angle ⁇ of the steering wheel (not shown) of the vehicle V from the steering angle sensor 22.
- a detection signal representing the lateral acceleration GL acting on the vehicle V is input from the sensor 23.
- the steering angle ⁇ is detected as a positive value during forward left turn of the vehicle V and as a negative value during forward right turn.
- the lateral acceleration GL is detected with a leftward acceleration acting on the vehicle V as a positive value and a rightward acceleration as a negative value.
- the detection signal indicating the yaw moment YM of the vehicle V from the yaw moment sensor 24 represents the accelerator opening AP which is the depression amount of the accelerator pedal (not shown) of the vehicle V from the accelerator opening sensor 25.
- the detection signal is input from the brake switch 26 as an output signal indicating ON / OFF (depression / deactivation) of a brake pedal (not shown) of the vehicle V.
- the yaw moment YM is detected with the counterclockwise yaw moment of the vehicle V as a positive value and the clockwise yaw moment as a negative value.
- the ECU 2 is composed of a microcomputer comprising an I / O interface, CPU, RAM, ROM 2a, etc., and the front wheels according to the programs recorded in the ROM 2a according to the detection signals from the various sensors and switches 21 to 26 described above.
- the operation of the vehicle V including the operations of the drive device DFS and the rear wheel drive device DRS is controlled.
- the operation modes of the front wheel drive device DFS include an ENG travel mode in which only the engine 3 is used as a power source for the vehicle V, an EV travel mode in which only the front motor 4 is used as a power source, and an assist for assisting the engine 3 with the front motor 4. Travel mode, charging travel mode in which the battery 7 is charged by the front motor 4 using a part of the engine power, and deceleration regeneration mode in which the battery 7 is charged by the front motor 4 using travel energy during deceleration travel of the vehicle V Etc. are included.
- the operation of the front wheel drive device DFS in each operation mode is controlled by the ECU 2.
- the operation mode of the rear wheel drive device DRS includes a drive mode, a regeneration mode, a drive / regeneration mode, and the like.
- the operation of the rear wheel drive device DRS in each operation mode is controlled by the ECU 2.
- these operation modes will be described in order.
- This drive mode is an operation mode in which the left and right rear wheels WRL, WRR are driven by the power of the first and second rear motors 41, 61.
- the first and second rear motors 41 and 61 perform power running and control the electric power supplied to both 41 and 61. Further, when the left and right rear wheels WRL, WRR are rotated forward, the rotors 43, 63 of the first and second rear motors 41, 61 are rotated forward, and the first and second ring gears 53, 73 are driven by the hydraulic brake 84. Brake.
- FIG. 4 shows an example of the rotational speed relationship and the torque balance relationship between the various rotating elements when the left and right rear wheels WRL, WRR are rotated forward during the drive mode.
- the rotation speed of the first sun gear 52 is equal to the rotation speed of the first rear motor 41 (rotor 43), and the rotation speed of the first carrier 55 is
- the rotational speed of the rear wheel WRL and the rotational speed of the first ring gear 53 are equal to the rotational speed of the second ring gear 73, respectively.
- the rotation speed of the second sun gear 72 is equal to the rotation speed of the second rear motor 61 (rotor 63), and the rotation speed of the second carrier 75 is equal to the rotation speed of the right rear wheel WRR.
- the rotational speed of the first sun gear 52, the rotational speed of the first carrier 55, and the rotational speed of the first ring gear 53 are in a collinear relationship that is located on the same straight line in the collinear diagram.
- the first sun gear 52 and the first ring gear 53 are located on both outer sides of the first carrier 55. This also applies to the second sun gear 72, the second carrier 75, and the second ring gear 73.
- TM1 is the output torque of the first rear motor 41 (hereinafter referred to as “first rear motor output torque”)
- TM2 is the output torque of the second rear motor 61 (hereinafter referred to as “second rear motor output torque”).
- RRL is the reaction torque of the left rear wheel
- RRR is the reaction torque of the right rear wheel WRR
- ROW is the reaction torque of the one-way clutch 83.
- the first rear motor output torque TM1 acts to cause the first sun gear 52 to rotate in the forward direction and to actuate the first ring gear 53 in the reverse direction.
- the first rear motor output torque TM1 uses the reaction force torque ROW of the one-way clutch 83 acting on the first ring gear 53 as a reaction force, and is applied to the left rear wheel WRL via the first carrier 55 and the left rear drive shaft SRL.
- the left rear wheel WRL is driven.
- the second rear motor output torque TM2 is generated by applying the reaction force torque ROW of the one-way clutch 83 acting on the second ring gear 73 as a reaction force to the right rear wheel WRR via the second carrier 75 and the right rear drive shaft SRR.
- the right rear wheel WRR is driven.
- the torque of the left and right rear wheels WRL and WRR (hereinafter referred to as “left wheel torque” and “right wheel torque”, respectively) can be freely controlled. It is.
- This regeneration mode is an operation mode in which the first and second rear motors 41 and 61 generate electric power (regeneration) using the travel energy of the vehicle V and charge the battery 7 with the regenerated electric power.
- the electric power regenerated by the first and second rear motors 41 and 61 is controlled, and the first and second ring gears 53 and 73 are braked by the hydraulic brake 84.
- FIG. 5 shows the rotational speed relationship and the torque balance relationship between the various rotary elements in the regeneration mode.
- TRL is the left wheel torque (the torque of the left rear wheel WRL)
- TRR is the right wheel torque (the torque of the right rear wheel WRR).
- RBR is a reaction torque of the hydraulic brake 84.
- the other parameters are as described with reference to FIG.
- regeneration mode regeneration is performed by the first and second rear motors 41 and 61, so the first and second rear motor output torques TM1 and TM2 are negative torques (braking torques).
- the first and second rear motor output torques TM1 and TM2 transmitted to the first and second sun gears 52 and 72, respectively, are obtained by using the reaction force torque RBR of the hydraulic brake 84 as a reaction force.
- the left and right rear wheels WRL, WRR are braked.
- the left wheel torque and the right wheel torque can be freely controlled by changing the first and second rear motor output torques TM1 and TM2.
- This drive / regeneration mode is an operation mode in which power is performed by one of the first and second rear motors 41, 61 and regeneration is performed by the other of the motors 41, 42.
- the electric power supplied to the one motor and the electric power regenerated by the other motor are controlled, and the first and second ring gears 53 and 73 are braked by the one-way clutch 83 or the hydraulic brake 84.
- FIG. 6 shows the rotational speed relationship and the torque balance relationship between the various types of rotating elements when the first rear motor 41 performs power running and the second rear motor 61 performs regeneration.
- Various parameters in the figure are as described with reference to FIGS. 4 and 5.
- the first rear motor output torque TM1 (drive torque) is transmitted to the left rear wheel WRL via the first planetary gear unit 51, whereby the left rear wheel WRL. Is driven, and the second rear motor output torque TM2 (braking torque) is transmitted to the right rear wheel WRR via the second planetary gear unit 71, whereby the right rear wheel WRR is braked.
- TM1 drive torque
- TM2 braking torque
- the ECU 2 executes a motor control process shown in FIG. 7 and a flag setting process shown in FIG. 9 in order to control the first and second rear motor output torques TM1 and TM2 in order to control the left wheel torque and the right wheel torque. To do. These processes are repeatedly executed every predetermined time (for example, 100 msec).
- step 1 of FIG. 7 (illustrated as “S1”, the same applies hereinafter), provisional target value calculation processing is executed.
- FIG. 8 shows this provisional target value calculation processing, and this processing is for calculating provisional values of the target values of the left wheel torque and the right wheel torque.
- a target torque sum TRT is calculated by searching a predetermined map (not shown) based on the detected vehicle speed VP and accelerator pedal opening AP.
- This target torque sum TRT is a provisional value of the target value of the sum of the left wheel torque and the right wheel torque. In the above map, the larger the accelerator pedal opening AP is, the larger the value is set.
- a target yaw moment YMOBJ which is a target value of the yaw moment YM
- a target torque difference ⁇ TT is calculated based on the calculated target yaw moment YMOBJ (step 23).
- This target torque difference ⁇ TT is a provisional value of the target value of the difference between the left wheel torque and the right wheel torque, and is specifically calculated by the following equation (1).
- ⁇ TT 2 ⁇ r ⁇ YMOBJ / Tr (1)
- r is the radius of each of the left and right rear wheels WRL, WRR, and Tr is the tread width (the distance between the left and right rear wheels WRL, WRR).
- the left wheel temporary target torque TTL and the right wheel temporary target torque TTR are calculated by a calculation method similar to the calculation method described in paragraphs [0113] to [0118] of International Publication WO2013 / 005783 by the present applicant ( Step 24). That is, based on the target torque sum TRT and the target torque difference ⁇ TT calculated in Steps 21 and 23, the left wheel temporary target torque TTL and the right wheel temporary target torque TTR are calculated using the following equations (2) and (3). Is calculated. These temporary target torques TTL and TTR for the left wheel and the right wheel are temporary target values for the left wheel torque and the right wheel torque, respectively.
- TTL + TTR TRT (2)
- TTL ⁇ TTR ⁇ TT (3)
- the left wheel temporary target torque TTL is calculated by dividing the sum of the target torque sum TRT and the target torque difference ⁇ TT by 2 ((TRT + ⁇ TT) / 2).
- the right wheel temporary target torque TTR is calculated by dividing the difference between the target torque sum TRT and the target torque difference ⁇ TT by 2 ((TRT ⁇ TT) / 2).
- the first left motor temporary target torque TM1PRO is calculated by multiplying the calculated left wheel temporary target torque TTL by a predetermined first reduction ratio, and the calculated right wheel temporary target torque TTR is set to a predetermined second.
- a second rear motor provisional target torque TM2PRO is calculated by multiplying the reduction ratio (step 25).
- These first and second rear motor provisional target torques TM1PRO and TM2PRO are provisional values of the target values of the first and second rear motor output torques TM1 and TM2, respectively.
- the first and second reduction ratios are determined by various gears of the first and second planetary gear devices 51 and 71, and are equal to each other.
- the left wheel rudder angle proportional torque TFFL, the right wheel rudder angle proportional torque TFFR, the left wheel FB torque TFBL and the right wheel FB torque TFBR are calculated, respectively.
- These parameters TFFL, TFFR, TFBL, and TFBR are basically described in Japanese Patent Application No. 2013-159612, paragraphs [0046] to [0052], [0060] to [0064] and FIG.
- the calculation method is the same as the calculation method described above.
- the calculation of the steering angle proportional torques TFFL and TFFR of the left and right wheels in steps 26 and 27 is specifically performed as follows. First, target torques of the engine 3 and the front motor 4 are calculated by searching a predetermined map (not shown) according to the detected vehicle speed VP and accelerator opening AP. Next, on the basis of the calculated target torque of the engine 3 and the front motor 4 and the first and second rear motor provisional target torques TM1PRO and TM2PRO calculated in the step 25, wheel driving for the left and right rear wheels WRL and WRR is performed. The force F is calculated. Next, an estimated value GLEST of the lateral acceleration GL of the vehicle V is calculated based on the vehicle speed VP and the steering angle ⁇ . Next, the sum of the detected lateral acceleration GL and the calculated estimated value GLEST is calculated as a corrected lateral acceleration GLCOR.
- the left and right rear wheels WRL and WRR is the outer wheel, and the front-rear distribution ratio and the left-right distribution ratio are calculated.
- the outer / inner ring torque distribution ratio for the left and right rear wheels WRL, WRR is calculated.
- the steering angle proportional torques TFFL and TFFR of the left wheel and the right wheel are respectively calculated.
- the calculation of the left wheel and right wheel FB torques TFBL and TFBR in the steps 28 and 29 is specifically performed as follows. First, the slip angle of the vehicle V is calculated based on the vehicle speed VP, the steering angle ⁇ , the lateral acceleration GL, and the detected yaw moment YM. Next, a slip angle threshold value is calculated based on the vehicle speed VP and the lateral acceleration GL. Next, based on the difference between the calculated slip angle and the slip angle threshold value, when the slip angle is larger than a predetermined value, it is determined that the vehicle V is in an unstable state, and this state is resolved. The left wheel and right wheel FB torques TFBL and TFBR are calculated so as to reduce the torque distributed to the rear wheels WRL and WRR and reduce the torque distributed to the outer wheels.
- step 30 the left wheel provisional target torque TWLPRO is calculated.
- This left wheel provisional target torque TWLPRO is a provisional value of the target value of the left wheel torque, and is calculated as the sum of the left wheel steering angle proportional torque TFFL calculated in step 26 and the left wheel FB torque TFBL calculated in step 28.
- the right wheel provisional target torque TWRPRO is calculated (step 31), and this process ends.
- This right wheel provisional target torque TWRPRO is a provisional value of the right wheel torque target value, and is the sum of the right wheel steering angle proportional torque TFFR calculated in step 27 and the right wheel FB torque TFBR calculated in step 29. Is calculated.
- step 2 following step 1 it is determined whether or not the holding control flag F_HOLDC is “1”.
- This holding control flag F_HOLDC indicates that the holding control described later is being executed by “1”, and is set by the flag setting process shown in FIG. Details thereof will be described later.
- step 3 it is determined whether or not the transition control flag F_TRANC is “1” (step 3).
- This transition control flag F_TRANC indicates that execution of transition control, which will be described later, is being performed by “1”, and is set by the flag setting process described above. Details thereof will be described later.
- the wheel temporary target torque TWRPRO is set as a left wheel target torque TWLOBJ and a right wheel target torque TWROBJ, respectively.
- These target torques TWLOBJ and TWROBJ for the left wheel and the right wheel are target values for the left wheel torque and the right wheel torque, respectively.
- Step 6 following Step 5 the first rear motor target torque TM1OBJ is calculated by multiplying the calculated (set) left wheel target torque TWLOBJ by the above-described first reduction ratio, and the calculated (set) right wheel is calculated.
- a second rear motor target torque TM2OBJ is calculated by multiplying the wheel target torque TWROBJ by the second reduction ratio described above.
- These first and second rear motor target torques TM1OBJ and TM2OBJ are the target values of the first and second rear motor output torques TM1 and TM2, respectively.
- step 7 a control signal based on the calculated first and second rear motor target torques TM1OBJ and TM2OBJ is output to the PDU 6, and this process ends.
- the first and second rear motor output torques TM1 and TM2 are controlled via the PDU 6 so that the first and second rear motor target torques TM1OBJ and TM2OBJ are respectively obtained.
- the left wheel torque and the right wheel torque are Control is performed so that the target torques TWLOBJ and TWROBJ of the left wheel and the right wheel are respectively obtained.
- normal control the control of the left wheel torque and the right wheel torque in steps 1 and 4 to 7 will be referred to as “normal control”.
- the left wheel torque and the right wheel torque are controlled so as to cause a torque difference between the left and right rear wheels WRL, WRR.
- reverse distribution control the control that causes a torque difference between the left and right rear wheels WRL and WRR so that the yaw moment in the direction opposite to the turning direction acts on the vehicle V during the turning of the vehicle V.
- This holding control is a control for holding the difference between the left wheel torque and the right wheel torque (hereinafter referred to as “left-right torque difference”) at the same value as that immediately before the start of the holding control.
- the left wheel target torque TWLOBJ and the right wheel target torque TWROBJ are calculated by performing delta hold processing.
- Step 6 and the subsequent steps are then executed, whereby first and second rear motor target torques TM1OBJ and TM2OBJ are calculated based on the calculated target torques TWLOBJ and TWROBJ for the left and right wheels, respectively, and the former TM1OBJ and the latter A control signal based on TM2OBJ is output to PDU 6, and this process is terminated.
- the target torques TWLOBJ and TWROBJ for the left wheel and the right wheel are specifically calculated as follows. That is, first, the deviation between the previous value TWLOBJZ of the left wheel target torque and the previous value TWROBJZ of the right wheel target torque is calculated as the previous value of the left and right target torque difference, and the left wheel temporary target torque TWLPRO and the right wheel temporary target torque TWRPRO Is calculated as the left-right provisional target torque difference.
- the left wheel provisional target torque TWLPRO and the right wheel provisional target torque TWRPRO are respectively set as the left wheel target torque TWLOBJ and the right wheel target torque TWROBJ. Set.
- the sum of the previous value TWLOBJZ of the left wheel target torque and the previous value TWROBJZ of the right wheel target torque is used as the previous value of the left and right target torque sum.
- the sum of the left wheel provisional target torque TWLPRO and the right wheel provisional target torque TWRPRO is calculated as the left and right provisional target torque sum.
- the absolute value of the deviation between the calculated left-right provisional target torque sum and the previous value of the left-right target torque sum is calculated as the left-right sum temporary change amount.
- a value obtained by subtracting 1/2 of the left-right sum temporary change amount from the previous value TWLOBJZ of the left wheel target torque (TWLOBJZ ⁇ left-right sum temporary change amount / 2) is calculated as the left wheel target torque TWLOBJ.
- a value (TWROBJZ ⁇ left-right sum provisional change amount / 2) obtained by subtracting 1 ⁇ 2 of the left-right sum provisional change amount from the previous value TWROBJZ of the right wheel target torque is calculated as the right wheel target torque TWROBJ.
- the left wheel target torque TWLOBJ and the right wheel target torque TWROBJ are set so that the left / right target torque difference, which is the deviation between the former TWLOBJ and the latter TWROBJ, is held at the value immediately before the start of the holding control. Is calculated.
- the left wheel torque and the right wheel torque are controlled so as to hold the left-right torque difference (the difference between the left wheel torque and the right wheel torque) at the same value as that immediately before the start of the holding control.
- the left and right torque sum is set to a value based on the provisional target torques TWPRO and TWRPRO for the left and right wheels, that is, the vehicle V travels.
- the left wheel torque and the right wheel torque are controlled so as to change to values according to the state.
- This shift control is a control for preventing the left wheel torque and the right wheel torque from changing suddenly when shifting from the holding control described above to the normal control. Specifically, first, in step 9, by performing rate limit processing on the temporary target torques TWLPRO and TWRPRO for the left and right wheels calculated in steps 30 and 31 of FIG. Torques TWLOBJ and TWROBJ are calculated respectively.
- the left wheel target torque TWLOBJ is calculated as follows. That is, when the previous value TWLOBJZ of the left wheel target torque is larger than the left wheel provisional target torque TWPRO, and the absolute value of the deviation between the former TWLOBJZ and the latter TWLPRO is larger than a predetermined value (positive value) (when the degree of deviation is large). Calculates a value obtained by subtracting a predetermined subtraction term (positive value) from the previous value TWLOBJZ as the left wheel target torque TWLOBJ.
- a predetermined addition term ( A value obtained by adding (positive value) is calculated as the left wheel target torque TWLOBJ.
- the absolute value of the deviation between the previous value TWLOBJZ of the left wheel target torque and the left wheel provisional target torque TWLPRO is equal to or less than a predetermined value, the left wheel provisional target torque TWPRO is set as the left wheel target torque TWLOBJ.
- the right wheel target torque TWROBJ is calculated as follows. That is, when the previous value TWROBJZ of the right wheel target torque is larger than the right wheel temporary target torque TWRPRO, and the absolute value of the deviation between the former TWROBJZ and the latter TWRPRO is larger than the predetermined value (when the degree of deviation is large). The value obtained by subtracting the subtraction term from the previous value TWROBJZ is calculated as the right wheel target torque TWROBJ.
- the above addition term is added to the previous value TWROBJZ.
- the added value is calculated as the right wheel target torque TWROBJ.
- the right wheel temporary target torque TWRPRO is set as the right wheel target torque TWROBJ.
- step 10 it is determined whether or not a predetermined end condition is satisfied.
- This end condition is that the absolute value of the deviation between the previous value TWLOBJZ of the left wheel target torque and the left wheel provisional target torque TWLPRO is not more than a predetermined value, and the deviation between the previous value TWROBJZ of the right wheel target torque and the right wheel provisional target torque TWRPRO. It is a condition that the absolute value of is not more than a predetermined value. If the answer to step 10 is NO and the end condition is not satisfied, the above-described step 6 and the subsequent steps are executed, so that the first (based) calculated left wheel and right wheel target torques TWLOBJ and TWROBJ are used as the first. The second rear motor target torques TM1OBJ and TM2OBJ are calculated, and control signals based on both TM1OBJ and TM2OBJ are output to the PDU 6, and this process is terminated.
- step 10 determines whether the answer to step 10 is YES and the end condition is satisfied. If it is approaching, the transition control flag F_TRANC is reset to “0” in order to end the transition control (step 11). Next, Step 6 and the subsequent steps are executed, and this process is terminated.
- the left wheel torque and the right wheel torque are controlled by the normal control from the values controlled at the end of the holding control (previous values TWLOBJZ, TWROBJZ). Control is performed so as to gradually return to the target torque TWLPRO and the right wheel provisional target torque TWRPRO).
- This reverse distribution control flag indicates that the above-described reverse distribution control (control of the left wheel torque and the right wheel torque to generate a yaw moment in the direction opposite to the turning direction during turning of the vehicle V) is being executed. This is represented by “1”, and is set based on the steering angle ⁇ , the first and second rear motor target torques TM1OBJ, TM2OBJ, and the like.
- step 44 when the answer to step 44 is YES, that is, when the holding pedal is not being executed, and the reverse distribution control is being executed and the vehicle V is in a high speed running state,
- the holding control flag F_HOLDC is set to “1” (step 45).
- the transition control flag F_TRANC is set to “0” (step 46), and this process is terminated. Note that the holding control flag F_HOLDC is reset to “0” when the engine 3 is started.
- step 47 it is determined whether or not the brake flag F_BRAKE is “1” (step 47).
- the transition control flag F_TRANC is set to “1” (step 49), and this process is terminated.
- the transition control flag F_TRANC is reset to “0” when the engine 3 is started and when the vehicle V is stopped.
- FIG. 10 shows an operation example (solid line) of the motor control process (FIG. 7) and flag setting process (FIG. 9) together with a comparative example (broken line).
- ⁇ TWLR is the left-right torque difference (the difference between the left wheel torque and the right wheel torque).
- the comparative example is an example in which only the normal control in steps 1 and 4 to 7 is executed without executing both the holding control in step 8 and the like in FIG. 7 and the shift control in step 9 and the like. is there.
- the comparative example corresponds to the left-right torque difference ⁇ TWLR controlled based on the left-wheel target torque TWLOBJ set to the left-wheel provisional target torque TWLPRO and the right-wheel target torque TWROBJ set to the right-wheel provisional target torque TWRPRO. .
- the left and right wheel target torques TWLOBJ and TWROBJ are calculated so as to hold the left / right target torque difference (deviation between TWLOBJ and TWROBJ) at the same value as that immediately before the holding control is started.
- the left-right torque difference ⁇ TWLR according to the comparative example shown by the broken line changes with the passage of time, and in particular, immediately before time t1 to time t2 and immediately before time t7 to time t8 in FIG.
- F_BRAKE 1
- transition control flag F_TRANC is set to “1” when the holding control is terminated by releasing the depression of the brake pedal (step 49 in FIG. 9), and thereby the transition control is started (FIG. 9). 7 step 3: YES, step 9).
- the left wheel target torque TWOBJ Light wheel target torque TWROBJ
- the transition control flag F_TRANC is satisfied when the above-described termination conditions (both the absolute value of the deviation between TWLOBJZ and TWLPRO and the absolute value of the deviation between TWROBJZ and TWRPRO are less than or equal to a predetermined value) are satisfied (step 10 in FIG. 7: YES), it is reset to “0” (step 11), whereby the control for transition is completed.
- FIG. 11 shows an example of transition of the left-right torque difference ⁇ TWLR and the left-right torque sum TTWLR (the sum of the left wheel torque and the right wheel torque) from the start of the holding control to the start of the normal control (with a thick solid line).
- a comparative example an arrow with a two-dot chain line. Similar to the comparative example shown in FIG. 10, this comparative example is an example in which only the normal control is executed without executing both the holding control and the shift control.
- the left-right torque difference ⁇ TWLR and the left-right torque sum TTWLR are the first torque difference ⁇ T1 and the first torque sum TT1, which are positive values, respectively. Further, during the holding control, as shown by a thick solid line with an arrow in FIG. 11, the left-right torque sum TTWLR decreases while the left-right torque difference ⁇ TWLR is constant.
- the left-right torque difference ⁇ TWLR is the first torque difference ⁇ T1 as at the start of the holding control
- the left-right torque sum TTWLR is a second torque sum TT2 that is smaller than the first torque sum TT1. It has become.
- the left-right torque difference ⁇ TWLR decreases, and is indicated by a white circle C in FIG. 11 at the start of the normal control.
- the second torque difference ⁇ T2 is a negative value.
- the left-right torque difference ⁇ TWLR and the left-right torque sum TTTLR are respectively the first torque difference ⁇ T1 and the first torque sum TT1 (white circle A).
- the change speed (change amount per unit time) of the left-right torque difference ⁇ TWLR is larger than the change speed (change amount per unit time) of the left-right torque sum TTWLR (
- FIG. 12 shows an operation example (solid line) according to the present embodiment when the brake pedal is depressed during execution of reverse distribution control while the vehicle V is traveling at a high speed together with a comparative example (two-dot chain line).
- This comparative example controls the left wheel torque and right wheel torque so that the absolute value of the yaw moment YM decreases when the vehicle speed VP is equal to or higher than the predetermined vehicle speed VPREF, as in the conventional control device described above.
- the left-right torque difference ⁇ TWLR is held at the same value as that just before the start of the holding control, and changes in a constant state.
- the absolute values of the lateral acceleration GL and the yaw moment YM are reduced in a stable state without greatly changing as the vehicle speed VP decreases due to depression of the brake pedal.
- the left-right torque difference ⁇ TWLR is set to a positive value when the vehicle speed VP is equal to or higher than the predetermined vehicle speed VPREF (before time t12), and the vehicle speed VP is depressed by depressing the brake pedal. Is less than the predetermined vehicle speed VPREF (time t12), the negative value is thereafter controlled.
- the lateral acceleration GL and the yaw moment YM are repeatedly performed from the time t12 when the left-right torque difference ⁇ TWLR becomes a negative value to the subsequent time t13 due to the sudden change in the left-right torque difference ⁇ TWLR from the positive value to the negative value.
- VSA Vehicle was controlled by (Stability Assist).
- the correspondence between various elements in the present embodiment and various elements in the present invention is as follows. That is, the vehicle V in the present embodiment corresponds to the transportation device in the present invention, the left rear wheel WRL in the present embodiment corresponds to the left drive unit and the left wheel in the present invention, and the right rear wheel in the present embodiment. WRR corresponds to the right drive unit and the right wheel in the present invention. Further, the rear wheel drive device DRS in the present embodiment corresponds to the drive device in the present invention, and the first and second rear motors 41 and 61 in the present embodiment correspond to the left rotating electric machine and the right rotating electric machine in the present invention, respectively. To do.
- the ECU 2 in the present embodiment corresponds to the control means, the target value calculation means, and the computer in the present invention.
- the brake switch 26 and the ECU 2 in the present embodiment correspond to the deceleration acquisition means in the present invention.
- the vehicle speed sensor 21 corresponds to the speed acquisition means in the present invention.
- the vehicle speed sensor 21, the steering angle sensor 22, the lateral acceleration sensor 23, and the yaw moment sensor 24 in the present embodiment correspond to the motion state acquisition unit and the control parameter acquisition unit in the present invention, and the accelerator opening in the present embodiment.
- the sensor 25 corresponds to the control parameter acquisition means in the present invention
- the ROM 2a in the present embodiment corresponds to the recording medium in the present invention.
- the left-right torque difference ⁇ TWLR is generated by controlling the left wheel torque and the right wheel torque so that the yaw moment in the direction opposite to the turning direction of the vehicle V acts on the vehicle V.
- Reverse distribution control is executed. Thereby, the behavior of the vehicle V can be stabilized by reducing the yaw moment during the turning of the vehicle V.
- the holding control is executed while the reverse distribution control is being executed and the vehicle V is being decelerated, whereby the left-right torque difference ⁇ TWLR is held at the same value as that just before the start of the holding control.
- the behavior of the vehicle V can be reliably stabilized.
- the left-right torque difference ⁇ TWLR is generated so that the yaw moment in the same direction as the turning direction of the vehicle V acts on the vehicle V, that is, when the turning of the vehicle V is assisted, the holding control is not executed. Therefore, an excessive turning state of the vehicle V due to the unnecessary turning assist being maintained is not generated. Further, in this case, the behavior of the vehicle V can be stabilized only by controlling the left wheel torque and the right wheel torque without determining whether the behavior of the vehicle V is stable.
- the holding control is started when the vehicle V decelerates. Therefore, the above-described effect, that is, the effect that the behavior of the vehicle V can be stabilized during deceleration while the vehicle V is turning can be effectively obtained. Further, when the vehicle speed VP is lower than the high vehicle speed VPHI, the left-right torque difference ⁇ TWLR can be freely controlled without starting the holding control, so that the yaw moment in the same direction as the turning direction of the vehicle V is applied to the vehicle V. Can do.
- the holding control is continued until the depression of the brake pedal is released and the deceleration of the vehicle V is completed.
- the holding control is continued from the start to the end of deceleration of the vehicle V during the turning of the vehicle V, the behavior of the vehicle V can be stabilized.
- the left wheel torque and the right wheel torque are values (the left wheel provisional target torque TWPRO) controlled by the normal control from the values (the previous values TWLOBJZ and TWROBJZ) that were controlled at the time of the holding control being finished.
- Right wheel provisional target torque TWRPRO is controlled not to be suddenly returned but gradually returned.
- the left wheel torque and the right wheel torque can be controlled independently of each other by controlling the first and second rear motors 41 and 61, the above-described effect, that is, during deceleration of the vehicle V while turning, The effect that the behavior can be stabilized can be appropriately obtained.
- step 61 it is determined whether or not the limiting control flag F_LIMITC is “1”.
- This control control in-progress flag F_LIMITC indicates that the limit control is being executed by “1” and is set by the same setting method (see FIG. 9) as the holding control flag F_HOLDC. Is omitted.
- step 61 When the answer to step 61 is NO, the above step 3 and subsequent steps are executed.
- step 62 and steps 6 and 7 are executed, thereby executing the limit control.
- the process ends.
- the change speed of the left-right torque difference ⁇ TWLR absolute value, hereinafter referred to as “left-right torque difference change speed”
- the change speed of the left-right torque sum TTWLR absolute value, hereinafter referred to as “left-right torque sum change speed”. It is control to do.
- step 62 the target torques TWLOBJ and TWROBJ for the left and right wheels are calculated by performing the delta limit process.
- the target torques TWLOBJ and TWROBJ for the left and right wheels are calculated so that the left-right torque difference change rate is smaller than the left-right torque sum change rate while maintaining reverse distribution control.
- the absolute value of the deviation between the current value of the left / right target torque difference (TWLOBJ-TWROBJ) and the previous value of the left / right target torque difference (TWLOBJZ-TWROBJZ) is the rate of change in the left / right torque difference (the left-right torque difference ⁇ TWLR per unit time) Change amount).
- the absolute value of the deviation between the current value of the left / right target torque sum (TWLOBJ + TWROBJ) and the previous value of the left / right target torque sum (TWLOBJZ + TWROBJZ) is the above-mentioned left-right torque sum change speed (the left-right torque sum TTWLR per unit time). Change amount).
- the target torques TWLOBJ and TWROBJ for the left and right wheels may be calculated so that the following equation (4) is satisfied.
- > (4)
- the limit control flag F_LIMITC is set in the same manner as the holding control flag F_HOLDC, the delta limit process in step 62 is executed during deceleration of the vehicle V.
- TWLOBJ ⁇ TWROBJ When (TWLOBJ ⁇ TWROBJ) ⁇ (TWLOBJZ ⁇ TWROBJZ) is a positive value, TWLOBJ ⁇ TWLOBJZ is established from Equation (4), and when it is negative, TWROBJ ⁇ TWROBJZ is established from Equation (4).
- the target torques TWLOBJ and TWROBJ for the left wheel and the right wheel may be calculated.
- the target torques TWLOBJ and TWROBJ for the left and right wheels are calculated as follows. That is, first, similarly to the delta hold process described above, the previous value of the left and right target torque difference is calculated (TWLOBJZ-TWROBJZ), and the left and right provisional target torque difference is calculated (TWLPRO-TWRPRO). Next, when the calculated previous value of the left and right target torque difference and the left and right provisional target torque difference are equal to each other, the left and right wheel provisional target torques TWLPRO and TWRPRO are set as the left and right wheel target torques TWLOBJ and TWROBJ, respectively. To do.
- TWLOBJ ⁇ TWLOBJZ is a positive value when the previous value of the left / right target torque difference and the left / right provisional target torque difference are different from each other.
- TWLOBJ ⁇ TWLOBJZ is based on the above viewpoint.
- the target torques TWLOBJ and TWROBJ for the left wheel and the right wheel are calculated so as to be established.
- the left wheel target torque TWLOBJ is calculated by subtracting the subtraction term SUB from the previous value TWLOBJZ of the left wheel target torque.
- the subtraction term SUB is calculated by searching a predetermined map (not shown) according to the left-right torque sum change amount, the steering angle ⁇ , and the like. In this map, the subtraction term SUB is set to a value that maintains the magnitude relationship between the previous value TWLOBJZ of the left wheel target torque and the previous value TWROBJZ of the right wheel target torque in order to maintain reverse distribution control. .
- the left-right torque sum change amount is calculated as an absolute value of the deviation between the left-right provisional target torque sum and the previous value of the left-right target torque sum (TWLOBJZ + TWROBJZ).
- the left-right provisional target torque sum is calculated as the left wheel provisional target torque TWPRO.
- the correction addition term ADCR is calculated, and the calculated correction addition term ADCR is added to the right wheel provisional target torque TWRPRO.
- the right wheel target torque TWROBJ is calculated.
- TWROBJ ⁇ TWROBJZ is based on the above viewpoint.
- the target torques TWLOBJ and TWROBJ for the left wheel and the right wheel are calculated so as to be established.
- the right wheel target torque TWROBJ is calculated by subtracting the subtraction term SUB calculated as described above from the previous value TWROBJZ of the right wheel target torque.
- the correction addition term ADCL is calculated by subtracting the calculated right wheel target torque TWROBJ from the right wheel provisional target torque TWRPRO, and the calculated correction addition term ADCL is added to the left wheel provisional target torque TWPRO. To calculate the left wheel target torque TWLOBJ.
- the left and right target torques TWLOBJ and TWROBJ have the same left / right target torque sum as the left / right provisional target torque sum (TWPRO + TWRPRO), and the left / right torque difference change rate is smaller than the left / right torque sum change rate. It is calculated so that it becomes. That is, the target torques TWLOBJ and TWROBJ for the left wheel and the right wheel maintain the change in the left and right target torque sum according to the running state of the vehicle V, so that the left and right torque difference change speed becomes smaller than the left and right torque sum change speed. Is calculated.
- FIG. 15 shows an example of transition of the left-right torque difference ⁇ TWLR and the left-right torque sum TTWLR (the sum of the left wheel torque and the right wheel torque) during execution of the above-described limit control (arrow with a thick solid line) as a comparative example ( It is shown together with an arrow with a two-dot chain line).
- This comparative example is an example in which only the normal control is executed without executing both the restriction control and the transition control.
- the left-right torque difference ⁇ TWLR and the left-right torque sum TTWLR become the positive third torque difference ⁇ T3 and third torque sum TT3, respectively. ing. Further, during execution of the limit control, as the predetermined time elapses from the first timing, the left-right torque difference ⁇ TWLR and the left-right torque sum TTWLR change as shown by a thick solid line with an arrow in FIG. As indicated by a white circle Y in FIG.
- the left-right torque difference ⁇ TWLR when a predetermined time elapses from the first timing is a positive value and becomes a fourth torque difference ⁇ T4 that is slightly smaller than the third torque difference ⁇ T3. Therefore, the left-right torque sum TTTLR is a fourth torque sum TT4 that is a negative value.
- the angle ⁇ formed by the line connecting the white circle X and the white circle Y and the horizontal line representing the magnitude of the left-right torque difference ⁇ TWLR is larger than 45 °.
- the changing speed of the left-right torque difference ⁇ TWLR is smaller than the changing speed of the left-right torque sum TTWLR (
- the change speed of the left-right torque difference ⁇ TWLR and the change speed of the left-right torque sum TTWLR are constant, and the line connecting the white circle X and the white circle Y is a straight line, but the change of each parameter ⁇ TWLR, TTWLR Also when the speed changes and the line connecting the white circle X and the white circle Y becomes a curve, the change speed of the left-right torque difference ⁇ TWLR is smaller than the change speed of the left-right torque sum TTWLR as described above.
- the left-right torque difference ⁇ TWLR and the left-right torque sum TTTLR are respectively the third torque difference ⁇ T3 and the third torque sum TT3 (white circle X).
- the white circle Z like the white circle Y, represents the left-right torque difference ⁇ TWLR and the left-right torque sum TTWLR when the predetermined time elapses from the first timing during the limit control.
- the angle ⁇ formed by the line connecting the white circle X and the white circle Z and the horizontal line indicating the magnitude of the left-right torque difference ⁇ TWLR is smaller than 45 °.
- the changing speed of the left-right torque difference ⁇ TWLR is larger than the changing speed of the left-right torque sum TTWLR (
- the limit control is executed while the reverse distribution control is being executed and the vehicle V is being decelerated (steps 62, 6 and 7), thereby the left-right torque difference ⁇ TWLR.
- the left wheel torque and the right wheel torque are controlled such that the change rate of the left and right torques becomes smaller than the change rate of the left-right torque sum TTWLR. Therefore, similarly to the above-described embodiment, the yaw moment of the vehicle V can be suppressed from changing during deceleration of the vehicle V while turning, and thus the behavior of the vehicle V can be stabilized. In addition, the effect by embodiment mentioned above can be acquired similarly.
- step 71 is executed to determine whether or not a predetermined condition is satisfied.
- the predetermined condition is that the change of the target torque sum TRT (change amount per unit time) is not less than a first predetermined value, and the change of the target torque difference ⁇ TT (change amount per unit time) is not less than a second predetermined value. It is a condition that The change in the target torque sum TRT is calculated as the absolute value of the deviation between the current value and the previous value, and the change in the target torque difference ⁇ TT is calculated as the absolute value of the deviation between the current value and the previous value.
- the first and second predetermined values are respectively set to a change in the target torque sum TRT and a change in the target torque difference ⁇ TT during normal deceleration or acceleration of the vehicle V.
- step 71 When the answer to step 71 is NO, the present process is terminated as it is. On the other hand, when YES and the predetermined condition described above is satisfied, it is determined that the deceleration or acceleration of the vehicle V has been started, and the processing after step 44 is executed. To do.
- step 72 is executed to determine whether or not a predetermined condition is satisfied as in step 71 described above.
- step 48 the subsequent steps are executed (F_HOLDC ⁇ 0).
- the deceleration of the vehicle V is acquired based on the output signal of the brake switch 26.
- the deceleration may be acquired based on the detection signal of the acceleration sensor that detects the acceleration of the vehicle V. It may be acquired based on a detection signal of a sensor that detects the amount of operation of the sensor, or may be acquired based on a decrease in the amount of operation of the accelerator pedal detected by a sensor or the like.
- deceleration of the vehicle V is predicted based on a detection signal of a gradient sensor that detects the gradient of the traveling road surface of the vehicle, or is predicted based on data stored in a car navigation system provided in the vehicle. Also good.
- the holding control and the limiting control are started, the holding control and the limiting control may be started when the deceleration of the vehicle V is acquired during the execution of the reverse distribution control regardless of the vehicle speed VP. Furthermore, in the embodiment, the holding control and the limiting control are finished when the deceleration of the vehicle V is finished, but may be finished when the vehicle speed VP becomes very low. Further, in the embodiment, the holding control and the limiting control are ended when the deceleration of the vehicle V is ended, but may be ended when the acceleration of the vehicle V is started.
- the left wheel torque and the right wheel torque are controlled such that the left-right torque difference ⁇ TWLR is held at the same value as that just before the start of the holding control. Control may be performed so that the difference ⁇ TWLR is held substantially constant.
- the holding control and limit control methods described in the embodiments are merely examples, and other appropriate control methods may be employed.
- the target torque difference ⁇ TT is set to the same value as the value immediately before the start of the holding control, and the calculation method according to the steps 24 to 31, 4 and 5 according to the set target torque difference ⁇ TT.
- the left wheel torque and the right wheel torque may be controlled so that the calculated left-right torque difference change speed is smaller than the left-right torque sum change speed.
- the left wheel torque and the right wheel torque are changed from the values controlled at the end of the holding control and the limiting control to normal use. Although it is calculated so as to gradually return to the value controlled by the control, it may be calculated so as to return immediately.
- the left / right driving force difference in the present invention is the left / right torque difference ⁇ TWLR (difference between the left wheel torque and the right wheel torque), but may be a ratio of the left wheel torque to the right wheel torque.
- the left driving force and the right driving force in the present invention are a left wheel torque and a right wheel torque, respectively, but may be a left wheel driving force and a right wheel driving force that can be calculated from these torques.
- the embodiment uses the rear wheel drive device DRS having the first and second rear motors 41 and 61 as the drive device in the present invention
- the left and right drive force is adjusted by adjusting the left drive force and the right drive force.
- Other suitable drive devices that can change the sum and the left / right driving force difference independently of each other may be used.
- a drive device having a hydraulic motor and a planetary gear device disclosed in JP-A-8-207542 by the present applicant a drive device having two brakes and a planetary gear device disclosed in Japanese Patent No. 3104157
- a drive device having a clutch that connects the left and right wheels to each other via a planetary gear device may be used.
- the left and right wheels in the present invention are the left and right rear wheels WRL and WRR, but may be left and right front wheels WFL and WFR.
- the embodiment is an example in which the control device according to the present invention is applied to an all-wheel drive (AWD) type vehicle V, but a vehicle in which some of a plurality of wheels are driven, for example, two wheels
- AWD all-wheel drive
- the present invention may be applied to a drive (2WD) type vehicle.
- the number of wheels is not limited to four and is arbitrary.
- the transportation device in the present invention is the vehicle V, but may be a ship or an aircraft.
- the left and right drive units are the left and right screws for propelling the ship when the transport device is a ship, and the left and right propellers for propelling the aircraft when the transport device is an aircraft.
- the variations related to the above embodiments may be combined as appropriate.
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Abstract
Description
この駆動モードは、左右の後輪WRL、WRRを第1及び第2リヤモータ41、61の動力で駆動する動作モードである。駆動モードでは、第1及び第2リヤモータ41、61で力行を行うとともに、両者41、61に供給される電力を制御する。また、左右の後輪WRL、WRRを正転させる場合には、第1及び第2リヤモータ41、61のロータ43、63を正転させるとともに、油圧ブレーキ84で第1及び第2リングギヤ53、73を制動する。図4は、駆動モード中、左右の後輪WRL、WRRを正転させた場合における各種の回転要素の間の回転数の関係及びトルクの釣合関係の一例を示している。
この回生モードは、車両Vの走行エネルギを用いて第1及び第2リヤモータ41、61で発電(回生)を行うとともに、回生した電力をバッテリ7に充電する動作モードである。回生モードでは、第1及び第2リヤモータ41、61で回生する電力を制御するとともに、油圧ブレーキ84で第1及び第2リングギヤ53、73を制動する。図5は、回生モードにおける各種の回転要素の間の回転数の関係及びトルクの釣合関係を示している。同図において、TRLは、左輪トルク(左後輪WRLのトルク)であり、TRRは、右輪トルク(右後輪WRRのトルク)である。また、RBRは、油圧ブレーキ84の反力トルクである。その他のパラメータについては、図4を参照して説明したとおりである。なお、回生モード中には、第1及び第2リヤモータ41、61で回生が行われるので、第1及び第2リヤモータ出力トルクTM1、TM2は、負のトルク(制動トルク)である。
この駆動・回生モードは、第1及び第2リヤモータ41、61の一方で力行を行い、両モータ41、42の他方で回生を行う動作モードである。駆動・回生モード中、この一方のモータに供給される電力と、他方のモータで回生する電力を制御するとともに、ワンウェイクラッチ83又は油圧ブレーキ84で第1及び第2リングギヤ53、73を制動する。図6は、第1リヤモータ41で力行を行うとともに、第2リヤモータ61で回生を行った場合における各種の回転要素の間の回転数の関係及びトルクの釣合関係を示している。同図における各種のパラメータは、図4及び図5を参照して説明したとおりである。
ΔTT=2・r・YMOBJ/Tr ……(1)
ここで、rは、左右の後輪WRL、WRRの各々の半径であり、Trは、トレッド幅(左右の後輪WRL、WRRの間の距離)である。
TTL+TTR=TRT ……(2)
TTL-TTR=ΔTT ……(3)
|(TWLOBJ-TWROBJ)-(TWLOBJZ-TWROBJZ)|
<|(TWLOBJ+TWROBJ)-(TWLOBJZ+TWROBJZ)| ……(4)
前述したように、制限制御フラグF_LIMITCが保持制御フラグF_HOLDCと同様に設定されることから明らかなように、ステップ62によるデルタリミット処理は、車両Vの減速中に実行される。このため、この式(4)の右辺における(TWLOBJ+TWROBJ)-(TWLOBJZ+TWROBJZ)は負値になる一方、左辺における(TWLOBJ-TWROBJ)-(TWLOBJZ-TWROBJZ)は、正値になる場合と負値になる場合がある。
WRL 左後輪(左駆動部、左車輪)
WRR 右後輪(右駆動部、右車輪)
DRS 後輪駆動装置(駆動装置)
1 制御装置
2 ECU(制御手段、目標値算出手段、減速取得手段、コン
ピュータ)
2a ROM(記憶媒体)
21 車速センサ(速度取得手段、運動状態取得手段、制御用パ
ラメータ取得手段)
22 操舵角センサ(運動状態取得手段、制御用パラメータ取得
手段)
23 横加速度センサ(運動状態取得手段、制御用パラメータ取
得手段)
24 ヨーモーメントセンサ(運動状態取得手段、制御用パラメ
ータ取得手段)
25 アクセル開度センサ(制御用パラメータ取得手段)
26 ブレーキスイッチ(減速取得手段)
41 第1リヤモータ(左回転電機)
61 第2リヤモータ(右回転電機)
VP 車速(輸送機器の進行速度、輸送機器の運動状態、制御用
パラメータ)
θ 操舵角(輸送機器の運動状態、制御用パラメータ)
GL 横加速度(輸送機器の運動状態、制御用パラメータ)
YM ヨーモーメント(輸送機器の運動状態、制御用パラメータ)
AP アクセル開度(制御用パラメータ)
TRT 目標トルク和(左右和目標値)
ΔTT 目標トルク差(左右差目標値)
TWLPRO 左輪暫定目標トルク(通常用制御で制御される値)
TWRPRO 右輪暫定目標トルク(通常用制御で制御される値)
TWLOBJZ 前回値(制限制御の終了時に制御されていた値)
TWROBJZ 前回値(制限制御の終了時に制御されていた値)
VPHI 高車速(所定速度)
TTWLR 左右トルク和(左右駆動力和)
ΔTWLR 左右トルク差(左右駆動力差)
Claims (10)
- 輸送機器の進行方向に対して左側に配置された該輸送機器の推進用の左駆動部の駆動力である左駆動力と、前記輸送機器の進行方向に対して右側に配置された該輸送機器の推進用の右駆動部の駆動力である右駆動力とを調整することによって、前記左駆動力と前記右駆動力との和である左右駆動力和と、前記左駆動力と前記右駆動力との差異である左右駆動力差とを互いに独立して変更可能な駆動装置の制御装置であって、
前記輸送機器の旋回方向と逆方向のヨーモーメントが該輸送機器に作用するように、前記駆動装置を介して前記左駆動力及び前記右駆動力を制御することで前記左右駆動力差を生じさせる逆配分制御を実行する制御手段と、
前記輸送機器の減速を取得する減速取得手段と、を備え、
前記制御手段は、前記逆配分制御の実行中、前記輸送機器の減速が取得されたときに、前記左右駆動力差の変化が前記左右駆動力和の変化よりも小さくなるように、前記左駆動力及び前記右駆動力を制御する制限制御を実行することを特徴とする駆動装置の制御装置。 - 前記輸送機器の進行速度を取得する速度取得手段をさらに備え、
前記制御手段は、前記逆配分制御の実行中、前記取得された前記輸送機器の進行速度が所定速度以上である場合において、該輸送機器の減速が取得されたときに、前記制限制御を開始することを特徴とする請求項1に記載の駆動装置の制御装置。 - 前記制御手段は、前記制限制御として、前記左右駆動力差がほぼ一定に保持されるように、前記左駆動力及び前記右駆動力を制御することを特徴とする、請求項1又は2に記載の駆動装置の制御装置。
- 前記減速取得手段は、前記輸送機器の減速の終了又は前記輸送機器の加速をさらに取得し、
前記制御手段は、前記輸送機器の減速の終了又は前記輸送機器の加速が取得されるまで、前記制限制御を継続することを特徴とする、請求項1ないし3のいずれかに記載の駆動装置の制御装置。 - 前記輸送機器の運動状態を取得する運動状態取得手段をさらに備え、
前記制御手段は、前記制限制御の終了後、前記左駆動力及び前記右駆動力を、該制限制御の終了時に制御されていた値から、前記取得された輸送機器の運動状態に応じて通常用制御で制御される値に徐々に戻すように制御することを特徴とする、請求項1ないし4のいずれかに記載の駆動装置の制御装置。 - 前記輸送機器は車両であり、
前記左右の駆動部は、前記車両の左右の車輪であることを特徴とする、請求項1ないし5のいずれかに記載の駆動装置の制御装置。 - 前記駆動装置は、前記左駆動部及び前記右駆動部にそれぞれ連結された左回転電機及び右回転電機を有することを特徴とする、請求項1ないし6のいずれかに記載の駆動装置の制御装置。
- 輸送機器の進行方向に対して左側に配置された該輸送機器の推進用の左駆動部の駆動力である左駆動力と、前記輸送機器の進行方向に対して右側に配置された該輸送機器の推進用の右駆動部の駆動力である右駆動力とを調整することによって、前記左駆動力と前記右駆動力との和である左右駆動力和と、前記左駆動力と前記右駆動力との差異である左右駆動力差とを互いに独立して変更可能な駆動装置の制御装置であって、
前記輸送機器の運動状態及び前記輸送機器の操縦者の要求の少なくとも一方を表す制御用パラメータを取得する制御用パラメータ取得手段と、
該取得された制御用パラメータに基づいて、前記左右駆動力差の目標値である左右差目標値と、前記左右駆動力和の目標値である左右和目標値とを算出する目標値算出手段と、
該算出された左右差目標値及び左右和目標値に応じて、前記左駆動力及び前記右駆動力を制御する制御手段と、を備え、
該制御手段は、前記左右差目標値に応じ、前記輸送機器の旋回方向と逆方向のヨーモーメントが該輸送機器に作用するように、前記駆動装置を介して前記左駆動力及び前記右駆動力を制御することで前記左右駆動力差を生じさせる逆配分制御を実行し、
該逆配分制御の実行中、前記左右差目標値の変化及び前記左右和目標値の変化の双方が取得されたときに、前記左右駆動力差の変化が前記左右駆動力和の変化よりも小さくなるように、前記左駆動力及び前記右駆動力を制御する制限制御を実行することを特徴とする駆動装置の制御装置。 - 輸送機器の進行方向に対して左側に配置された該輸送機器の推進用の左駆動部の駆動力である左駆動力と、前記輸送機器の進行方向に対して右側に配置された該輸送機器の推進用の右駆動部の駆動力である右駆動力とを調整することによって、前記左駆動力と前記右駆動力との和である左右駆動力和と、前記左駆動力と前記右駆動力との差異である左右駆動力差とを互いに独立して変更可能な駆動装置の制御方法であって、
前記輸送機器の旋回方向と逆方向のヨーモーメントが該輸送機器に作用するように、前記駆動装置を介して前記左駆動力及び前記右駆動力を制御することで前記左右駆動力差を生じさせる逆配分制御を実行するステップと、
前記輸送機器の減速を取得するステップと、
前記逆配分制御の実行中、前記輸送機器の減速が取得されたときに、前記左右駆動力差の変化が前記左右駆動力和の変化よりも小さくなるように、前記左駆動力及び前記右駆動力を制御する制限制御を実行するステップと、
を含むことを特徴とする駆動装置の制御方法。 - 輸送機器の進行方向に対して左側に配置された該輸送機器の推進用の左駆動部の駆動力である左駆動力と、前記輸送機器の進行方向に対して右側に配置された該輸送機器の推進用の右駆動部の駆動力である右駆動力とを調整することによって、前記左駆動力と前記右駆動力との和である左右駆動力和と、前記左駆動力と前記右駆動力との差異である左右駆動力差とを互いに独立して変更可能な駆動装置を制御するための制御処理をコンピュータに実行させるプログラムが記録された記録媒体であって、
前記制御処理は、
前記輸送機器の旋回方向と逆方向のヨーモーメントが該輸送機器に作用するように、前記駆動装置を介して前記左駆動力及び前記右駆動力を制御することで前記左右駆動力差を生じさせる逆配分制御を実行するステップと、
前記輸送機器の減速を取得するステップと、
前記逆配分制御の実行中、前記輸送機器の減速が取得されたときに、前記左右駆動力差の変化が前記左右駆動力和の変化よりも小さくなるように、前記左駆動力及び前記右駆動力を制御する制限制御を実行するステップと、
を含むことを特徴とする記録媒体。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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JP2016569468A JP6546199B2 (ja) | 2015-01-13 | 2016-01-13 | 駆動装置の制御装置及び制御方法ならびに記録媒体 |
EP16737353.9A EP3246221B1 (en) | 2015-01-13 | 2016-01-13 | Control system, control method and recording medium for a driving device |
US15/120,639 US10065527B2 (en) | 2015-01-13 | 2016-01-13 | Control system and control method for driving device, and recording medium |
CN201680005558.6A CN107107908B (zh) | 2015-01-13 | 2016-01-13 | 驱动装置的控制装置及控制方法以及记录介质 |
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EP (1) | EP3246221B1 (ja) |
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JP2018039344A (ja) * | 2016-09-07 | 2018-03-15 | Ntn株式会社 | 左右輪駆動装置の制御装置 |
WO2023209816A1 (ja) * | 2022-04-26 | 2023-11-02 | ジーケーエヌ オートモーティブ リミテッド | 駆動システム |
WO2024121888A1 (ja) * | 2022-12-05 | 2024-06-13 | 日産自動車株式会社 | 制駆動方法及び制駆動装置 |
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US11161403B2 (en) * | 2012-02-03 | 2021-11-02 | Ge Hybrid Technologies, Llc | Apparatus and method for delivering power in a hybrid vehicle |
CN109416112B (zh) * | 2016-06-30 | 2022-01-04 | 本田技研工业株式会社 | 驱动装置 |
JP6617723B2 (ja) * | 2017-01-26 | 2019-12-11 | トヨタ自動車株式会社 | 制動装置 |
CN108528269B (zh) | 2017-02-21 | 2021-05-14 | 丰田自动车株式会社 | 驱动力控制装置 |
JP6841078B2 (ja) * | 2017-02-21 | 2021-03-10 | トヨタ自動車株式会社 | 駆動力制御装置 |
JP6445091B2 (ja) * | 2017-05-26 | 2018-12-26 | 本田技研工業株式会社 | 動力装置 |
JP6844500B2 (ja) * | 2017-10-30 | 2021-03-17 | トヨタ自動車株式会社 | 車両の挙動制御装置 |
US10737680B2 (en) * | 2018-05-03 | 2020-08-11 | Ford Global Technologies, Llc | Speed control of super positioning torque vectoring differential |
CN109050228A (zh) * | 2018-08-23 | 2018-12-21 | 广州汽车集团股份有限公司 | 纯电动汽车及动力总成系统 |
DE102020118923A1 (de) * | 2020-07-17 | 2022-01-20 | Audi Aktiengesellschaft | Kraftfahrzeug |
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- 2016-01-13 US US15/120,639 patent/US10065527B2/en active Active
- 2016-01-13 JP JP2016569468A patent/JP6546199B2/ja not_active Expired - Fee Related
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Also Published As
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CN107107908B (zh) | 2020-02-07 |
US10065527B2 (en) | 2018-09-04 |
EP3246221B1 (en) | 2019-12-04 |
EP3246221A1 (en) | 2017-11-22 |
JP6546199B2 (ja) | 2019-07-17 |
EP3246221A4 (en) | 2019-02-27 |
US20170008422A1 (en) | 2017-01-12 |
JPWO2016114282A1 (ja) | 2017-11-09 |
CN107107908A (zh) | 2017-08-29 |
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