WO2016133182A1 - 車両 - Google Patents
車両 Download PDFInfo
- Publication number
- WO2016133182A1 WO2016133182A1 PCT/JP2016/054783 JP2016054783W WO2016133182A1 WO 2016133182 A1 WO2016133182 A1 WO 2016133182A1 JP 2016054783 W JP2016054783 W JP 2016054783W WO 2016133182 A1 WO2016133182 A1 WO 2016133182A1
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- WO
- WIPO (PCT)
- Prior art keywords
- steering
- vehicle
- torque
- deviation
- force
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
- B60W10/16—Axle differentials, e.g. for dividing torque between left and right wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K2005/003—Arrangement or mounting of internal-combustion or jet-propulsion units the internal combustion or jet propulsion unit is arranged between the front and the rear axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
- B60K2023/043—Control means for varying left-right torque distribution, e.g. torque vectoring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
- B60K2023/0816—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential
- B60K2023/0833—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential for adding torque to the rear wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L2240/10—Vehicle control parameters
- B60L2240/24—Steering angle
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- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B60L2250/26—Driver interactions by pedal actuation
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/12—Lateral speed
- B60W2520/125—Lateral acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/40—Torque distribution
- B60W2720/406—Torque distribution between left and right wheel
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a vehicle capable of adjusting the driving force of left and right driving wheels.
- JP ⁇ ⁇ ⁇ 10-016599 A a steering wheel angular velocity d ⁇ h (or steering angular velocity d ⁇ h) is calculated based on a steering wheel angle (or steering angle) detected by a steering wheel angle sensor 48B.
- the steering transient response control is performed based on the steering wheel angular velocity d ⁇ h (FIG. 6, [0149] to [0154]).
- torque movement control [0117]
- JP 10-016599 A controls power transmission between the left and right wheels based on the steering angular velocity d ⁇ h (see [0001]).
- JP 2013-056636 A when the vehicle departs from or is predicted to deviate from the travel lane, a lateral vibration torque is applied to the steering wheel 2 (summary). .
- the vibration torque is generated by operating a torque actuator of the electric power steering mechanism ([0013]).
- JP-10-016599A the power transmission between the left and right wheels is controlled based on the steering angular velocity d ⁇ h.
- JP 10-016599 A there is room for improvement with respect to the control of power transmission control between the left and right wheels (or the difference between the driving forces of the left and right wheels).
- the steering transient response control of JP10-016599A is used in the state where the vibration torque is generated in JP2013-056636A, the steering angular velocity d ⁇ h changes suddenly with the vibration torque. In this case, the driver may feel uncomfortable with respect to the power transmission control between the left and right wheels (or the difference in driving force between the left and right wheels).
- the present invention has been made in consideration of the above-described problems, and is a vehicle capable of improving the attitude control or operation performance of a vehicle by suitably controlling the driving force difference between the left and right wheels during turning.
- the purpose is to provide.
- the vehicle according to the present invention is A left and right driving force that is a difference between the left driving force and the right driving force by controlling a left driving force that is a driving force of the left wheel of the vehicle and a right driving force that is a driving force of the right wheel of the vehicle.
- a drive control device for controlling the drive device;
- a rotating electrical machine that is mechanically connected to a steering wheel and applies a steering force or a steering additional force to a steering system including the steering wheel;
- a driving support device for supporting avoidance of deviation of the vehicle from the driving path,
- the travel support device includes: Traveling path recognition means for recognizing the traveling path; Deviation acquisition means for acquiring a risk of deviation or deviation of the vehicle with respect to the travel path; When the deviation acquisition means acquires the deviation or the risk of the deviation, the rotating electric machine is driven to generate a notification operation for the steering input device of the steering system, or departure avoidance assist steering for the steering system And avoidance support means for applying a steering or additional force for avoidance support for deviation avoidance,
- the vehicle further includes rotation speed acquisition means for acquiring the rotation speed of the rotating electrical machine,
- the drive control device controls the left / right driving force difference by the drive device based on the rotation speed, Further, the drive control device may be configured such that when the departure acquisition
- driving force is used to include driving wheel driving force [N] that can be calculated from driving wheel torque in addition to driving wheel torque [N ⁇ m].
- difference between the left driving force and the right driving force includes both the meaning of the difference between the left driving force and the right driving force and the meaning of the ratio of the left driving force and the right driving force.
- acquisition of “acquire rotation speed” includes any of detection, calculation, estimation, and prediction.
- the yaw moment of the vehicle is controlled using the left and right driving force difference.
- the left / right driving force difference is controlled based on the rotational speed of the rotating electrical machine that applies a steering force or a steering additional force to the steering system of the vehicle. For this reason, the yaw moment of the vehicle can be appropriately controlled by making it possible to set the left / right driving force difference in conjunction with the rotational speed of the rotating electrical machine.
- the left / right driving force difference is controlled using the rotational speed of the rotating electrical machine as the steering state.
- the rotational speed acquisition means (particularly the detection element) for acquiring the rotational speed of the rotating electrical machine is closer to the steered wheels than the steering angle acquisition means.
- the rudder angle acquisition means performs detection at a position away from the steered wheels as compared to the rotation speed acquisition means.
- the steering angle acquisition means is farther away from the steering wheel than the rotational speed acquisition means in the steering torque transmission path (steering force transmission path) connecting the steering wheel and the steering wheel.
- the steering angle acquisition means (especially its detection element) installed in the vicinity of the steering wheel is required to be as accurate as the rotation speed acquisition means, which is strictly required to control the rotating electrical machine. Absent.
- the steering angle acquisition unit may include an error more easily than the rotation speed acquisition unit.
- the rudder angle acquisition means has a phase lag and is more likely to contain errors than the rotational speed acquisition means.
- the rotational speed acquisition unit is less likely to include phase delay and error than the steering angle acquisition unit. Accordingly, it is possible to control the left / right driving force difference with higher responsiveness and higher accuracy than in the case of using the rudder angular velocity. Therefore, it becomes possible to improve the attitude control or operation performance of the vehicle.
- the control of the left / right driving force difference based on the rotational speed is prohibited or suppressed. This prevents the notification operation or the departure avoidance assist steering force or the departure avoidance assist steering additional force from interfering with the control of the left / right driving force difference based on the rotational speed, and the control of the left / right driving force difference based on the rotational speed and the notification operation or
- the departure avoidance assist steering force or the departure avoidance assist steering additional force can coexist.
- the steering system may include a steering amount acquisition unit that acquires a steering amount of a steering subject of the vehicle.
- the rotating electrical machine may be disposed closer to the steering wheel than the steering amount acquisition unit on a steering force transmission path, and the steering force or the steering additional force may be obtained based on the steering amount.
- the left / right driving force difference is controlled based on the rotational speed of the rotating electrical machine closer to the steered wheels than the steering amount acquisition means. Therefore, it is possible to control the left / right driving force difference with higher responsiveness and higher accuracy than when the left / right driving force difference is controlled based on the steering speed.
- the driving device may include a left rotating electric machine mechanically connected to the left wheel and a right rotating electric machine mechanically connected to the right wheel.
- the drive control device may execute a steering amount proportional control for controlling the left / right driving force difference based on the steering amount and the lateral acceleration of the vehicle.
- the drive control device may control the left / right driving force difference by combining the left / right driving force difference control based on the rotation speed and the steering amount proportional control.
- the drive control device may be configured such that when the departure acquisition unit acquires the departure or the risk of departure, or when the avoidance support unit causes the notification operation, or the departure avoidance support steering force or the departure avoidance support steering.
- the control of the left / right driving force difference based on the rotation speed may be prohibited or suppressed, and the control of the left / right driving force difference by the steering amount proportional control may be continued.
- the avoidance support means drives the rotating electrical machine to cause a notification input operation to the steering input device of the steering system when the deviation acquisition means acquires the deviation or the risk of the deviation, and then performs the steering operation.
- the departure avoidance assistance steering force or the departure avoidance assistance steering additional force may be applied to the system.
- the drive control device may be configured such that when the departure acquisition unit acquires the departure or the risk of departure, or when the avoidance support unit causes the notification operation, the left-right driving force difference based on the rotation speed. This control may be prohibited or suppressed. Thereby, before the departure avoidance assist steering force or the departure avoidance assist steering additional force is applied to the steering system, the control of the left / right driving force difference based on the rotational speed can be surely prohibited or suppressed.
- the vehicle according to the present invention is Controlling a left torque, which is a torque of a left rotating electrical machine mechanically connected to the left wheel of the vehicle, and a right torque, a torque of a right rotating electrical machine mechanically connected to the right wheel of the vehicle
- a drive control device for controlling the drive device
- a rotating electrical machine that is mechanically connected to a steering wheel and applies a steering force or a steering additional force to a steering system including the steering wheel
- a driving support device for supporting avoidance of deviation of the vehicle from the driving path, The driving support device drives the rotating electric machine to generate a notification operation for the steering input device of the steering system when the vehicle deviates from the driving path or there is a risk of the deviation.
- avoidance support means for providing departure avoidance support steering force or departure avoidance support steering additional force
- the vehicle further includes rotation speed acquisition means for acquiring the rotation speed of the rotating electrical machine,
- the drive control device controls the left torque and the right torque based on the rotation speed; Further, the drive control device applies the departure avoidance assist steering force or the departure avoidance assist steering additional force when the departure or the risk of departure occurs, or when the avoidance support means causes the notification operation.
- the control of the left torque and the right torque based on the rotation speed is prohibited or suppressed.
- the yaw moment of the vehicle is controlled using the left torque and the right torque in addition to the steering of the steered wheels. Further, the left torque and the right torque are controlled based on the rotation speed of the rotating electrical machine that applies a steering force or a steering additional force to the vehicle steering system. For this reason, by making it possible to set the left torque and the right torque in conjunction with the rotational speed of the rotating electrical machine, it becomes possible to appropriately control the yaw moment of the vehicle.
- the control of the left / right driving force difference based on the rotational speed is prohibited or suppressed. Accordingly, it is possible to prevent the notification operation from interfering with the control of the left / right driving force difference based on the rotation speed, and to allow the control of the left / right driving force difference based on the rotation speed and the notification operation to coexist.
- FIG. 1 is a schematic configuration diagram of a part of a vehicle according to an embodiment of the present invention. It is a block diagram which shows a part of drive system of the said vehicle of the said embodiment. It is a figure which shows an example of the torque for feedforward control about an outer wheel among right-and-left rear wheels. It is a flowchart of EPS motor speed feedforward (FF) control in the embodiment. It is a figure which shows the output example of the EPS motor speed based on the steering angular velocity as a time differential value of the steering angle which the steering angle sensor detected, and the electrical angle which the resolver detected. It is a flowchart of road deviation reduction (RDM) control in the embodiment.
- FF EPS motor speed feedforward
- RDM road deviation reduction
- FIG. 6 is a schematic configuration diagram of a part of a vehicle according to a third modification of the present invention.
- FIG. 1 is a schematic configuration diagram of a part of a vehicle 10 according to an embodiment of the present invention.
- the vehicle 10 includes a drive system 12, an electric power steering device 14 (hereinafter referred to as “EPS device 14”), and a road deviation reduction device 16 (hereinafter also referred to as “RDM device 16”).
- EPS device 14 electric power steering device 14
- RDM device 16 road deviation reduction device 16
- FIG. 2 is a block diagram showing a part of the drive system 12 of the vehicle 10 of the present embodiment.
- the drive system 12 includes an engine 20 and a first travel motor 22 arranged in series on the front side of the vehicle 10, and a second travel motor 24 and a first travel motor 24 arranged on the rear side of the vehicle 10.
- 3 traveling motor 26 high voltage battery 28 (hereinafter also referred to as “battery 28"), first to third inverters 30, 32, 34, drive system sensor group 36 (FIG. 2), and drive electronic control unit 38 (hereinafter referred to as “drive ECU 38”).
- first traveling motor 22 is also referred to as a “first motor 22” or a “front motor 22”.
- second traveling motor 24 is also referred to as a “second motor 24” or a “left motor 24”.
- third traveling motor 26 is also referred to as a “third motor 26” or a “right motor 26”.
- the engine 20 and the first motor 22 transmit driving force (hereinafter referred to as “front wheel driving force Ff”) to the left front wheel 42 a and the right front wheel 42 b (hereinafter collectively referred to as “front wheel 42”) via the transmission 40.
- the engine 20 and the first motor 22 constitute a front wheel drive device 44.
- the vehicle 10 is driven only by the first motor 22 when the load is low, the vehicle 20 is driven only by the middle load, and the engine 20 and the first motor 22 are driven when the load is high.
- the output shaft of the second motor 24 is connected to the rotation shaft of the left rear wheel 46a, and transmits the driving force to the left rear wheel 46a.
- the output shaft of the third motor 26 is connected to the rotation shaft of the right rear wheel 46b, and transmits the driving force to the right rear wheel 46b.
- the second motor 24 and the third motor 26 constitute a rear wheel drive device 48.
- the front wheel drive device 44 and the rear wheel drive device 48 are mechanically disconnected and are provided separately.
- the left rear wheel 46a and the right rear wheel 46b are collectively referred to as a rear wheel 46.
- the driving force transmitted from the rear wheel driving device 48 to the rear wheel 46 is referred to as a rear wheel driving force Fr.
- the engine 20 is, for example, a 6-cylinder engine, but may be another engine such as a 2-cylinder, 4-cylinder, or 8-cylinder type.
- the engine 20 is not limited to a gasoline engine, and may be an engine such as a diesel engine or an air engine.
- the first to third motors 22, 24, and 26 are, for example, a three-phase AC brushless type, but may be other motors such as a three-phase AC brush type, a single-phase AC type, and a DC type.
- the specifications of the first to third motors 22, 24, 26 may be the same or different.
- the first to third motors 22, 24, and 26 of the present embodiment can generate torque in the forward rotation (rotation for moving the vehicle 10 forward) direction and torque generation in the reverse rotation (rotation for moving the vehicle 10 backward) direction. is there.
- the high voltage battery 28 supplies power to the first to third motors 22, 24, 26 via the first to third inverters 30, 32, 34 and from the first to third motors 22, 24, 26.
- the regenerative power Preg is charged.
- the battery 28 is a power storage device (energy storage) including a plurality of battery cells, and for example, a lithium ion secondary battery, a nickel hydride secondary battery, or the like can be used. In this embodiment, a lithium ion secondary battery is used. In addition to the battery 28 or instead of the battery 28, another power storage device (capacitor or the like) can be used.
- a DC / DC converter (not shown) is provided between the battery 28 and the first to third inverters 30, 32, 34, and the output voltage of the battery 28 or the output voltages of the first to third motors 22, 24, 26 are supplied. It may be increased or decreased.
- the first to third inverters 30, 32, and 34 have a three-phase full bridge configuration and perform DC / AC conversion. That is, the first to third inverters 30, 32, and 34 convert direct current into three-phase alternating current and supply it to the first to third motors 22, 24, and 26. Further, the first to third inverters 30, 32, 34 supply the direct current after the AC / DC conversion accompanying the regenerative operation of the first to third motors 22, 24, 26 to the battery 28.
- the drive system sensor group 36 includes a vehicle speed sensor 50, a steering angle sensor 52, a lateral acceleration sensor 54 (hereinafter referred to as “lateral G sensor 54”), a wheel speed sensor 56, and a yaw rate. Sensor 58.
- the vehicle speed sensor 50 detects the vehicle speed V [km / h] of the vehicle 10.
- the steering angle sensor 52 detects the steering angle ⁇ st [degree] of the steering wheel 60 (steering input device).
- the lateral G sensor 54 detects a lateral acceleration Glat [m / s 2 ] applied to the vehicle 10 (vehicle body).
- the wheel speed sensor 56 detects the rotational speed of each of the wheels 42a, 42b, 46a, 46b (hereinafter referred to as “wheel speed Vwfl, Vwfr, Vwrl, Vwrr”, collectively referred to as “wheel speed Vw”).
- the yaw rate sensor 58 detects the yaw rate Yr applied to the vehicle 10 (vehicle body).
- the drive ECU 38 controls the output of the engine 20 and the first to third motors 22, 24, 26 by controlling the engine 20 and the first to third inverters 30, 32, 34.
- the drive ECU 38 includes an input / output unit, a calculation unit, and a storage unit (all not shown). Further, the drive ECU 38 may be a combination of a plurality of ECUs. For example, a plurality of ECUs provided corresponding to the engine 20 and the first to third motors 22, 24, and 26, and an ECU that manages the driving states of the engine 20 and the first to third motors 22, 24, and 26, respectively.
- the drive ECU 38 may be configured as described above. Details of the drive ECU 38 will be described later.
- the EPS device 14 performs steering assist control that assists the operation of the steering wheel 60 by the driver.
- the EPS device 14 includes an electric power steering motor 70 (hereinafter also referred to as “EPS motor 70”), a resolver 72, a steering torque sensor 74, and an electric power steering electronic control device 76 (hereinafter “EPS ECU 76 ").
- EPS motor 70 electric power steering motor 70
- EPS ECU 76 electric power steering electronic control device 76
- US 2013/0190986 A1 for example, FIG. 2 of the same publication
- the EPS motor 70 is a three-phase AC brushless type, and is connected to the steering shaft 62 via a worm gear and a worm wheel gear (both not shown).
- the EPS motor 70 applies a driving force (steering additional force Fad) to the steering shaft 62 in accordance with a command from the EPS ECU 76.
- the steering additional force Fad here is the same assisting force as the direction of rotation of the steering wheel 60 by the driver.
- the steering additional force Fad may be a reaction force opposite to the rotation direction of the steering wheel 60 by the driver.
- the EPS motor 70 of the present embodiment is disposed on the front wheels 42a, 42b side with respect to the steering angle sensor 52. For example, this is the same as the positional relationship between the steering angle sensor 92 and the EPS motor 60 in FIG. 2 of US 2013/0190986 A1.
- the resolver 72 (a part of the rotational speed acquisition means) detects an electrical angle ⁇ e [deg] that is a rotational angle of an output shaft (not shown) of the EPS motor 70 or an outer rotor.
- the steering torque sensor 74 detects torque Tst (hereinafter referred to as “steering torque Tst”) [N ⁇ m] input to the steering wheel 60 from the driver.
- the EPS ECU 76 (a part of the rotational speed acquisition means) controls the steering additional force Fad in the steering shaft 62 by controlling the EPS motor 70 based on the steering torque Tst, the yaw rate Yr, and the like.
- the EPS ECU 76 includes an input / output unit, a calculation unit, and a storage unit (all not shown).
- the EPS ECU 76 of this embodiment calculates an EPS motor speed ⁇ [rad / sec], which is a time differential value of the electrical angle ⁇ e from the resolver 72.
- the EPS ECU 76 outputs the calculated EPS motor speed ⁇ to the drive ECU 38 via the communication line 78.
- the RDM device 16 is a travel support device that supports avoidance of deviation of the vehicle 10 from the travel path 200 (FIG. 7). As shown in FIG. 1, the RDM device 16 includes a front camera 80 (hereinafter also referred to as “camera 80”), an RDM switch 82, a monitor 84, a speaker 86, a brake mechanism 88, and road deviation reduction electronic control. And a device 90 (hereinafter referred to as “RDM ECU 90”).
- Camera 80 (traveling path recognition means) is attached inside the front windshield in front of the rearview mirror.
- the RDM switch 82 When the RDM switch 82 is in the ON state, the camera 80 captures white lines 202l and 202r (road boundary lines) (FIG. 7) on both sides of the traveling road 200 ahead as images.
- the brake mechanism 88 includes a hydraulic braking device (not shown), and reduces the vehicle speed V by applying a braking force to the front wheels 42a and 42b and the rear wheels 46a and 46b.
- the RDM ECU 90 (deviation acquisition means, avoidance support means) includes an input / output unit, a calculation unit, and a storage unit (all not shown), and road deviation reduction control that reduces deviation of the vehicle 10 from the traveling road 200 ( Hereinafter, it is also referred to as “RDM control”.
- the road deviation reduction control of the present embodiment is executed when the vehicle speed V is in the range of 60 to 100 [km / h], for example.
- the RDM ECU 90 detects white lines 202l and 202r (FIG. 7) on both sides of the vehicle 10 from an image (camera image) acquired by the camera 80.
- the EPS motor 70 is controlled so as to reduce the deviation.
- FIG. 7 an example in which the vehicle 10 is on the left side is shown.
- the RDM ECU 90 operates the EPS motor 70 to cause slight vibration (warning vibration) in order to notify the driver of the future or actual deviation of the vehicle 10 with respect to the travel path 200. ) Is generated.
- the RDM ECU 90 transmits a warning vibration signal Sx for notifying the occurrence of the warning vibration to the drive ECU 38.
- FIG. 2 is a block diagram showing a part of the drive system 12 of the vehicle 10 of the present embodiment, and shows functional blocks of the drive ECU 38.
- FIG. 3 is a diagram illustrating an example of feedforward control torque for the outer wheel of the left and right rear wheels 46a and 46b.
- the function of each block shown in FIG. may be replaced with an analog circuit or a digital circuit.
- the drive ECU 38 includes a steering angle proportional feedforward control unit 100 (hereinafter referred to as “steering angle proportional FF control unit 100” or “FF control unit 100”) and an EPS motor speed feedforward control unit 102. (Hereinafter referred to as “EPS motor speed FF control unit 102” or “FF control unit 102”), first adder 104, second adder 106, low-pass filter 108, and feedback control unit 110 (hereinafter referred to as “FB”). Control unit 110 ”), a first subtractor 112, and a second subtractor 114.
- the steering angle proportional FF control unit 100 executes steering angle proportional feedforward control (hereinafter referred to as “steering angle proportional FF control”).
- steering angle proportional FF control the torque (driving force) of the driving wheels (here, the rear wheels 46a and 46b) is controlled corresponding to the steering angle ⁇ st and the lateral acceleration Glat.
- the FF control unit 100 calculates the steering angle proportional torque Tff1l for the left rear wheel 46a and outputs it to the first adder 104, and calculates the steering angle proportional torque Tff1r for the right rear wheel 46b. Output to the second adder 106.
- the steering angle proportional torques Tff1l and Tff1r are collectively referred to as “steering angle proportional torque Tff1” or “torque Tff1”.
- FIG. 3 shows an example of torque Tff1 for the outer wheel among the left and right rear wheels 46a, 46b.
- the FF control unit 100 has the same configuration and configuration as the feedforward control unit (84 in FIG. 5 of US 2005/0217921 A1) in US Patent Application Publication No. 2005/0217921 (hereinafter referred to as “US 2005/0217921 A1”). Torque Tff1 is calculated by the processing.
- the FF control unit 100 performs the following based on the torque of the engine 20 (engine torque Teng) and the torques of the first to third motors 22, 24, and 26 (first to third motor torques Tmot1, Tmot2, and Tmot3).
- a wheel driving force F for the wheels 46a and 46b is calculated.
- the FF control unit 100 calculates an estimated value of the lateral acceleration Glat (estimated lateral acceleration Glat_e) based on the vehicle speed V from the vehicle speed sensor 50 and the steering angle ⁇ st from the steering angle sensor 52.
- the FF control unit 100 calculates a correction value (corrected lateral acceleration Glat_c) of the lateral acceleration Glat obtained by adding the lateral acceleration Glat (actually measured value) from the lateral G sensor 54 and the estimated lateral acceleration Glat_e.
- the FF control unit 100 determines which of the left and right rear wheels 46a and 46b is the outer wheel based on the corrected lateral acceleration Glat_c. Further, the FF control unit 100 calculates the front-rear distribution ratio and the left-right distribution ratio based on the corrected lateral acceleration Glat_c. The FF control unit 100 calculates an outer wheel / inner wheel torque distribution ratio for the rear wheels 46a and 46b based on the determined outer wheel and the calculated front / rear distribution ratio and right / left distribution ratio.
- the FF control unit 100 calculates the steering angle proportional torques Tff1l and Tff1r by multiplying the wheel driving force F for the rear wheels 46a and 46b by a ratio based on the outer wheel / inner wheel torque distribution ratio.
- EPS motor speed FF control unit 102 executes EPS motor speed feedforward control (hereinafter referred to as “EPS motor speed FF control” or “motor speed FF control”).
- EPS motor speed FF control EPS motor speed feedforward control
- the torque (driving force) of the driving wheels here, the rear wheels 46a and 46b
- the EPS motor speed ⁇ from the EPS ECU 76.
- the FF control unit 102 calculates the EPS motor speed torque Tff2l for the left rear wheel 46a and outputs it to the first adder 104, and calculates the EPS motor speed torque Tff2r for the right rear wheel 46b. Output to the second adder 106.
- the EPS motor speed torques Tff2l and Tff2r are collectively referred to as “EPS motor speed torque Tff2” or “torque Tff2”.
- FIG. 3 shows an example of the torque Tff2 for the outer wheel among the left and right rear wheels 46a, 46b.
- the FF control unit 102 calculates the torque Tff2 mainly based on the EPS motor speed ⁇ .
- the torque Tff2 is a torque for setting the torque difference ⁇ T [N ⁇ m] between the left and right rear wheels 46a and 46b according to the EPS motor speed ⁇ .
- the torque difference ⁇ T (hereinafter also referred to as “left-right torque difference ⁇ T”) is a difference in torque (here, a target value) between the left and right rear wheels 46a, 46b. Details of the EPS motor speed FF control will be described later with reference to the flowchart of FIG.
- the first adder 104 calculates the sum of the torque Tff1l from the FF control unit 100 and the torque Tff2l from the FF control unit 102 (hereinafter referred to as “feedforward total torque Tff_total_l” or “FF total torque Tff_total_l”).
- the second adder 106 calculates the sum of the torque Tff1r from the FF control unit 100 and the torque Tff2r from the FF control unit 102 (hereinafter referred to as “feedforward total torque Tff_total_r” or “FF total torque Tff_total_r”).
- FIG. 3 shows an example of torque Tff_total for the outer wheel among the left and right rear wheels 46a, 46b.
- the low-pass filter 108 passes only the low frequency component of the FF total torque Tff_total_l for the left rear wheel 46a and outputs it to the first subtractor 112. Further, the low pass filter 108 passes only the low frequency component of the FF total torque Tff_total_r for the right rear wheel 46 b and outputs it to the second subtractor 114. This makes it possible to avoid a sudden change in the FF total torque Tff_total. As a result, it is possible to avoid a driver's uncomfortable feeling with respect to a sudden increase in the FF total torque Tff_total.
- the FB control unit 110 performs feedback control (hereinafter referred to as “FB control”).
- FB control feedback control
- the torque (driving force) of the driving wheels is controlled so that the slip angle of the vehicle 10 does not become excessive when the vehicle 10 turns.
- the FB control unit 110 calculates a feedback torque Tfbl for the left rear wheel 46a (hereinafter referred to as “FB torque Tfbl”) and outputs it to the first subtractor 112 to provide feedback for the right rear wheel 46b.
- Torque Tfbr (hereinafter referred to as “FB torque Tfbr”) is calculated and output to second subtractor 114.
- FB torque Tfb the FB torques Tfbl and Tfbr are collectively referred to as “FB torque Tfb” or “torque Tfb”.
- the FB control unit 110 calculates the torque Tfb by the same configuration and processing as the feedback control unit of US 2005/0217921 A1 (86 of US 2005/0217921 A1 in FIG. 5).
- the FB control unit 110 is based on the vehicle speed V detected by the vehicle speed sensor 50, the steering angle ⁇ st detected by the steering angle sensor 52, the lateral acceleration Glat detected by the lateral G sensor 54, and the yaw rate Yr detected by the yaw rate sensor 58. Then, the slip angle of the vehicle 10 is calculated. Further, the FB control unit 110 calculates a slip angle threshold based on the vehicle speed V detected by the vehicle speed sensor 50 and the lateral acceleration Glat detected by the lateral G sensor 54.
- the FB control unit 110 calculates at least one of a rear wheel torque reduction amount, an outer wheel torque reduction amount, and an inner wheel torque increase amount. Tfbl and Tfbr are calculated. That is, the FB control unit 110 determines that the vehicle 10 is in an unstable state when the slip angle of the vehicle 10 is larger than a predetermined value. In order to eliminate this unstable state, the FB control unit 110 sets the FB torques Tfbl and Tfbr so as to realize at least one of the reduction of the rear wheel distribution torque, the reduction of the outer wheel distribution torque, and the increase of the inner ring distribution torque. calculate.
- the first subtractor 112 calculates a difference between the FF total torque Tff_total_l from the low-pass filter 108 and the FB torque Tfbl from the FB control unit 110 (hereinafter referred to as “total torque Ttotal_l” or “torque Ttotal_l”).
- the second subtractor 114 calculates a difference between the FF total torque Tff_total_r from the low-pass filter 108 and the FB torque Tfbr from the FB control unit 110 (hereinafter referred to as “total torque Ttotal_r” or “torque Ttotal_r”).
- the total torques Ttotal_l and Ttotal_r are collectively referred to as “total torque Ttotal” or “torque Ttotal”.
- FIG. 3 shows an example of the steering angle proportional torque Tff1, the EPS motor speed torque Tff2, and the FF total torque Tff_total for the outer wheels of the left and right rear wheels 46a and 46b.
- FIG. 4 is a flowchart of EPS motor speed FF control in this embodiment.
- the EPS motor speed FF control unit 102 of the drive ECU 38 determines whether warning vibration has occurred in the RDM device 16. This determination is made based on the warning vibration signal Sx from the RDM device 16.
- the warning vibration is vibration that is applied to the steering wheel 60 when it is determined that a future or actual deviation of the vehicle 10 (the host vehicle) from the traveling path 200 is determined. Further details of the warning vibration will be described later with reference to FIG.
- the FF control unit 102 ends the current process without performing the steps after step S2. As a result, it is possible to avoid the malfunction of the EPS motor speed FF control accompanying the warning vibration (details will be described later with reference to FIG. 8).
- the process proceeds to step S2.
- step S2 the FF control unit 102 acquires the EPS motor speed ⁇ from the EPS ECU 76, the steering angle ⁇ st from the steering angle sensor 52, the wheel speed Vw from the wheel speed sensor 56, and the lateral acceleration Glat from the lateral G sensor 54. .
- the FF control unit 102 selects a map based on the combination of the steering angle ⁇ st and the wheel speed Vw.
- the map here is a map that defines the relationship between the EPS motor speed ⁇ and the EPS motor speed torque Tff2.
- a plurality of maps for each combination of the steering angle ⁇ st and the wheel speed Vw are stored in a storage unit (not shown) of the drive ECU 38.
- the wheel speed Vw here is for a wheel (here, the rear wheels 46a and 46b) whose right and left driving force distribution ratios can be changed.
- an average value of the wheel speeds Vwrl and Vwrr is used. Can do.
- the larger or smaller value of the wheel speeds Vwrl and Vwrr may be used. Also, as will be described later, it is possible to use a method other than the use of a map.
- the EPS motor speed torque Tff2 when the wheel speed Vw is high is smaller than when the wheel speed Vw of the left and right rear wheels 46a and 46b is low.
- the relationship between the motor speed ⁇ and the EPS motor speed torque Tff2 is defined.
- the EPS motor speed ⁇ and the EPS are such that the EPS motor speed torque Tff2 when the steering angle ⁇ st is small is smaller than when the steering angle ⁇ st is large.
- a relationship with the motor speed torque Tff2 is defined.
- step S4 the FF control unit 102 selects the EPS motor speed torque Tff2 corresponding to the EPS motor speed ⁇ acquired in step S2 in the map selected in step S3.
- step S5 the FF control unit 102 specifies the turning direction of the vehicle 10 based on the lateral acceleration Glat acquired in step S2.
- the FF control unit 102 applies the EPS motor speed torque Tff2 to the outer wheel of the left and right rear wheels 46a, 46b, and applies a value ⁇ Tff2 obtained by multiplying the EPS motor speed torque Tff2 to the inner wheel by minus. Apply. That is, the FF control unit 102 outputs the EPS motor speed torque Tff2 to the first adder 104 or the second adder 106 for the outer ring, and to the first adder 104 or the second adder 106 for the inner ring. The value -Tff2 obtained by multiplying the EPS motor speed torque Tff2 by minus is output.
- FIG. 5 is a diagram illustrating an output example of the EPS motor speed ⁇ based on the steering angular speed V ⁇ st as a time differential value of the steering angle ⁇ st detected by the steering angle sensor 52 and the electrical angle ⁇ e detected by the resolver 72.
- waveforms are shown in which a low-pass filter is applied to each of the steering angular speed V ⁇ st and the EPS motor speed ⁇ .
- the EPS motor speed ⁇ is more responsive than the rudder angular speed V ⁇ st and has little fluctuation (or noise). This is due to, for example, the following.
- the resolver 72 for the EPS motor 70 is on the front wheels 42a, 42b (drive wheels) side with respect to the rudder angle sensor 52.
- the rudder angle sensor 52 performs detection at a position away from the front wheels 42a and 42b.
- the steering angle sensor 52 is farther away from the resolver 72 in the transmission route (steering force transmission route) of the steering torque Tst connecting the steering wheel 60 and the front wheels 42a, 42b than the resolver 72.
- the steering angle sensor 52 causes a phase delay and is more likely to include an error than the resolver 72.
- the resolver 72 is less likely to include a phase delay and an error than the steering angle sensor 52 in relation to the actual steering angle in the front wheels 42a and 42b.
- the phase delay mentioned here is caused by, for example, torsion of a shaft (steering shaft 62 or the like) in a steering force transmission path, play in a coupling mechanism (rack and pinion mechanism or the like), or the like.
- the steering angle sensor 52 installed in the vicinity of the steering wheel 60 is not required to be as accurate as the resolver 72 that is strictly controlled to control the EPS motor 70. Also in this respect, the rudder angle sensor 52 may be more likely to include an error (small vibration in FIG. 5) than the resolver 72.
- the EPS motor speed ⁇ is more responsive than the rudder angular speed V ⁇ st and has little fluctuation (or noise). For this reason, compared with the steering angle differential feedback control (hereinafter referred to as “steering angle differential FF control”) as a comparative example, the EPS motor speed FF control of the present embodiment can calculate the torque Tff2 with higher responsiveness. And it becomes possible to carry out with high precision.
- the steering angle differential FF control here is for calculating the torque Tff2 using the steering angular velocity V ⁇ st, which is the time differential value of the steering angle ⁇ st, instead of the EPS motor speed ⁇ in the flowchart of FIG.
- the steering assist control is performed by the EPS device 14 (EPS ECU 76), and controls the steering additional force Fad for assisting the driver's steering.
- the steering additional force Fad is shown as torque and has the same direction as the driver's steering torque Tst.
- the EPS ECU 76 calculates the target reference current Iref of the EPS motor 70 based on the steering torque Tst, the yaw rate Yr, and the like.
- the target reference current Iref is a reference value of the motor current Im for assisting the driver's steering. Basically, the absolute value increases as the absolute value of the steering torque Tst increases. In calculating the target reference current Iref, so-called inertia control, damper control, or the like may be used.
- the EPS ECU 76 sets the target reference current Iref as the target motor current Imtar as it is (Imtar ⁇ Iref).
- the EPS ECU 76 adds the correction current Icor from the RDM ECU 90 to the target reference current Iref to obtain the target motor current Imtar (Imtar ⁇ Iref + Icor). Then, the EPS ECU 76 changes the output of the EPS motor 70 so that the motor current Im matches the target motor current Imtar.
- the correction current Icor is an addition for RDM control. A part of the calculation of the correction current Icor may be performed by the EPS ECU 76.
- FIG. 6 is a flowchart of RDM control in this embodiment. The flowchart of FIG. 6 is executed when the RDM switch 82 is turned on.
- FIG. 7 is a time chart showing an example when the RDM control of this embodiment is executed.
- the RDM control reduces that the vehicle 10 deviates from the travel path 200 (ie, protrudes from one of the white lines 202l and 202r).
- the steering assist amount Dst shown in FIG. 7 is an amount [m / s 2 ] for assisting the driver's steering by RDM control.
- the deceleration support amount Dbr means the support amount [m / s 2 ] for automatic braking in RDM control.
- step S11 of FIG. 6 the RDM ECU 90 determines whether or not a road departure reduction start condition is satisfied.
- a road departure reduction start condition for example, the vehicle speed V is within the first predetermined value, the driver does not intend to operate, and the distance to any one of the white lines 202l and 202r is equal to or less than the first predetermined value and the deviation angle That is greater than or equal to the first predetermined value.
- step S11 If the start condition for road deviation reduction is not satisfied (S11: NO), the current process is terminated and restarted from step S11 after a predetermined time has elapsed.
- S11: YES When the road departure reduction start condition is satisfied (S11: YES), the process proceeds to steps S12 and S13.
- step S12 the RDM ECU 90 executes a warning vibration generation process for generating a warning vibration in the steering wheel 60 (time points t1 to t2 in FIG. 7). As described above, when the warning vibration is generated, the RDM ECU 90 transmits the warning vibration signal Sx to the drive ECU 38. In parallel with step S12, in step S13, the RDM ECU 90 executes warning display processing for displaying a warning display on the monitor 84 (time points t1 to t6 in FIG. 7).
- step S14 the RDM ECU 90 executes a steering assist process (time points t2 to t5 in FIG. 7).
- a steering assist amount Dst device avoidance assist steering additional force
- the RDM ECU 90 determines whether or not to start the automatic brake process. For example, the RDM ECU 90, for example, indicates that the vehicle speed V is within the second predetermined value, the driver does not intend to operate, and the distance to any one of the white lines 202l and 202r is equal to or less than the second predetermined value and the deviation angle. That is greater than or equal to the second predetermined value.
- step S16 the RDM ECU 90 determines whether or not to end the steering support process. For example, it is determined whether or not the vehicle 10 returns to the travel path 200 and travels along the travel path 200 with a predetermined distance from the white line 202l (between the white lines 202l and 202r). Alternatively, a maximum time threshold (for example, several seconds to several tens of seconds) for continuing the steering support process is set, and when the start time of the steering support process reaches the maximum time threshold, it is determined that the steering support process is finished. Also good.
- a maximum time threshold for example, several seconds to several tens of seconds
- step S17 the RDM ECU 90 executes the automatic brake process (time points t3 to t4 in FIG. 7).
- step S18 the RDM ECU 90 performs a warning sound generation process (time points t3 to t4 in FIG. 7).
- the brake mechanism 88 is operated to apply a braking force to the vehicle 10.
- the deceleration support amount Dbr in FIG. 7 indicates the application of the braking force by the automatic braking process.
- a warning sound for the driver is output via the speaker 86.
- the generation of the warning sound by the warning sound generation process is performed during the automatic brake process (time t3 to t4). However, it is not necessary to completely match the generation of the warning sound with the execution time of the automatic brake process.
- FIG. 8 is a diagram for explaining the relationship between warning vibration and EPS motor speed FF control in this embodiment.
- a warning vibration time t1 to t2 in FIG. 7, time t21 to t22 in FIG. 8
- Various signals and values are shown.
- the EPS motor speed torque Tff2 at time points t21 to t22 the case where step S1 in FIG. 4 is performed is indicated by a solid line, and the case where step S1 is not performed (when only S2 to S6 are performed) is indicated by a broken line.
- the alarm vibration is generated using the EPS motor 70. For this reason, the change of the EPS motor speed ⁇ becomes severe with the occurrence of the warning vibration.
- the EPS motor speed torque Tff2 is generated using the EPS motor speed ⁇ at the time of the warning vibration, the torque Tff2 accompanying the warning vibration is generated separately from the operation of the steering wheel 60 by the driver (time points t21 to t22). (Refer torque Tff2 shown with a broken line in FIG. 2) In that case, the driver or the passenger may feel uncomfortable.
- the torque Tff2 is set to zero while the warning vibration is generated (FIG. 4), so that it is possible to prevent the driver or the passenger from feeling uncomfortable as described above. It becomes.
- the yaw moment of the vehicle 10 using the torque Tff2 related to the torque difference ⁇ T (left-right driving force difference). Is controlled (FIGS. 2 and 4).
- the torque difference ⁇ T is controlled based on the EPS motor speed ⁇ (rotational speed of the rotating electric machine) of the EPS motor 70 that applies the steering additional force Fad to the steering shaft 62 of the vehicle 10 (FIGS. 2 and 4). For this reason, by making it possible to set the torque difference ⁇ T in conjunction with the EPS motor speed ⁇ , the yaw moment of the vehicle 10 can be appropriately controlled.
- the torque Tff2 related to the torque difference ⁇ T (left-right driving force difference) is controlled using the EPS motor speed ⁇ (rotational speed of the rotating electrical machine) as the steering state (FIGS. 2 and 4). .
- the resolver 72 (detection element of the rotational speed acquisition means) is located closer to the front wheels 42a and 42b (steering wheels) than the steering angle sensor 52 (steering angle acquisition means).
- the rudder angle sensor 52 performs detection at a position away from the front wheels 42a and 42b.
- the steering angle sensor 52 is farther away from the resolver 72 in the transmission route (steering force transmission route) of the steering torque Tst connecting the steering wheel 60 and the front wheels 42a, 42b than the resolver 72.
- the steering angle sensor 52 installed in the vicinity of the steering wheel 60 is not required to be as accurate as the resolver 72 that is strictly controlled to control the EPS motor 70. Also in this respect, the rudder angle sensor 52 may be more likely to include an error (small vibration in FIG. 5) than the resolver 72.
- the steering angle sensor 52 causes a phase delay and is more likely to include an error than the resolver 72.
- the resolver 72 is less likely to include a phase delay and an error than the steering angle sensor 52 in relation to the actual steering angle in the front wheels 42a and 42b. Therefore, it is possible to control the torque difference ⁇ T with high responsiveness compared to the case where the steering angular velocity V ⁇ st is used (see FIG. 5). Therefore, it becomes possible to improve the attitude control or operation performance of the vehicle 10.
- the EPS motor speed FF control can be executed also in the vehicle 10 having the RDM device 16.
- the steering system in this embodiment includes a steering angle sensor 52 (steering amount acquisition means) that acquires the steering angle ⁇ st of the vehicle 10 (the steering amount of the driver (steering subject)) (FIG. 2).
- the EPS motor 70 is disposed closer to the front wheels 42a and 42b (steering wheels) than the steering angle sensor 52 on the steering torque Tst transmission path (steering force transmission path).
- the steering additional force Fad is obtained based on the steering angle ⁇ st (steering amount).
- the torque difference ⁇ T (right and left driving force difference) is related.
- the torque Tff2 is controlled. Accordingly, the torque difference ⁇ T can be controlled with higher responsiveness and higher accuracy than when the torque Tff2 is controlled based on the steering angular velocity V ⁇ st calculated from the steering angle ⁇ st detected by the steering angle sensor 52.
- the rear wheel drive device 48 (drive device) includes the left motor 24 (left rotating electric machine) mechanically connected to the left rear wheel 46a and the right mechanically connected to the right rear wheel 46b. And a motor 26 (right-rotating electric machine) (FIG. 1).
- the left-right torque difference ⁇ T left-right driving force difference
- the yaw moment of the vehicle 10 associated therewith can be quickly compared with a second modification (FIG. 10) and a third modification (FIG. 11) described later.
- the drive ECU 38 controls the steering angle proportional FF control (steering amount) that controls the left-right torque difference ⁇ T (left-right driving force difference) corresponding to the steering angle ⁇ st (steering amount) and the lateral acceleration Glat. Proportional control) is executed (FIG. 2). Further, the drive ECU 38 controls the torque difference ⁇ T by combining EPS motor speed FF control (control of the left / right driving force difference based on the rotational speed) and steering angle proportional FF control (FIG. 2).
- the drive ECU 38 prohibits the EPS motor speed FF control and continues the steering angle proportional FF control when the RDM ECU 90 (deviation acquisition means) acquires the risk of the departure or departure of the vehicle 10 from the travel path 200. (FIGS. 2 and 4).
- the RDM ECU 90 (avoidance support means) drives the EPS motor 70 (rotating electric machine) to drive the steering wheel 60 (steering system steering wheel 60 (A warning vibration (notification operation) is generated in the steering input device (S12 in FIG. 6, time points t1 to t2 in FIG. 7). Thereafter, the RDM ECU 90 gives a steering assistance amount Dst (deviation avoidance assistance steering additional force) to the steering system (S14 in FIG. 6, time points t2 to t5 in FIG. 7).
- Dst device avoidance assistance steering additional force
- the drive ECU 38 (drive control device) receives the warning vibration signal Sx from the RDM ECU 90 (in other words, when the RDM ECU 90 (deviation acquisition means) acquires a deviation or a risk of deviation, or the RDM ECU 90 (evasion support)).
- the means generates the warning vibration
- the control of the torque difference ⁇ T based on the EPS motor speed ⁇ (rotational speed) is prohibited when S1: NO in FIG.
- the vehicle 10 that is an automobile is described (FIG. 1).
- the torque difference ⁇ T left-right driving force difference
- the left rear wheel 46a left driving wheel
- the right rear wheel 46b right driving wheel
- ⁇ the torque difference between the left rear wheel 46a (left driving wheel) and the right rear wheel 46b (right driving wheel) based on the EPS motor speed ⁇
- any of an automatic tricycle and an automatic hexacycle may be used.
- the vehicle 10 has one engine 20 and three traveling motors 22, 24, and 26 as driving sources (prime movers) (FIG. 1), but the driving sources are not limited to this combination.
- the vehicle 10 may have one or more traveling motors for the front wheels 42 and one or more traveling motors for the rear wheels 46 as drive sources.
- only one traveling motor can be used for the front wheel 42 or the rear wheel 46.
- the driving force may be distributed to the left and right wheels using a differential device.
- the structure which allocates an individual driving motor (a so-called in-wheel motor is included) to each of all the wheels is also possible.
- the front wheels 42 are driven by the front wheel drive device 44 having the engine 20 and the first motor 22, and the rear wheels 46 are driven by the rear wheel drive device 48 having the second and third motors 24 and 26.
- the present invention is not limited to this.
- the target for adjusting the torque difference ⁇ T (power difference) is the left and right rear wheels 46a and 46b.
- the torque difference ⁇ T between the front wheels 42a and 42b may be adjusted. Is possible.
- FIG. 9 is a schematic configuration diagram of a part of a vehicle 10A according to a first modification of the present invention.
- the configurations of the front wheel drive device 44 and the rear wheel drive device 48 of the vehicle 10 according to the above embodiment are reversed. That is, the front wheel drive device 44a of the vehicle 10A includes second and third travel motors 24a and 26a disposed on the front side of the vehicle 10A.
- the rear wheel drive device 48a of the vehicle 10A includes an engine 20a and a first travel motor 22a arranged in series on the rear side of the vehicle 10A. 9, illustration of the EPS device 14 and the RDM device 16 is omitted (the same applies to FIGS. 10 and 11 described later).
- FIG. 10 is a schematic configuration diagram of a part of a vehicle 10B according to a second modification of the present invention.
- driving force Feng the driving force from the engine 20
- the front wheels 42a and 42b the rear wheels 46a and 46b.
- the rear wheels 46a and 46b sub drive wheels
- a motor 22 may be connected to the engine 20 as in the above-described embodiment (FIG. 1).
- the vehicle 10B includes a transfer clutch 150, a propeller shaft 152, a differential gear 154, a differential gear output shaft 156a and 156b (hereinafter also referred to as “output shafts 156a and 156b”), a first clutch 158, and a left output shaft. 160, a second clutch 162, and a right output shaft 164.
- the transfer clutch 150 adjusts the driving force Feng from the engine 20 distributed to the rear wheels 46a and 46b via the propeller shaft 152 based on a command from the drive ECU 38.
- the differential gear 154 equally distributes the driving force Feng transmitted to the rear wheels 46a and 46b via the propeller shaft 152 to the left and right output shafts 156a and 156b.
- the first clutch 158 adjusts the degree of engagement based on a command from the drive ECU 38 and transmits the driving force from the output shaft 156a to the left output shaft 160 connected and fixed to the left rear wheel 46a.
- the second clutch 162 adjusts the degree of engagement based on a command from the drive ECU 38 and transmits the driving force from the output shaft 156b to the right output shaft 164 connected and fixed to the right rear wheel 46b.
- the driving force (torque) of the rear wheels 46a and 46b can be individually adjusted.
- the engine 20 (prime mover) and the left rear wheel 46a (left drive wheel) are connected via a first clutch 158 (first power transmission mechanism).
- the engine 20 and the right rear wheel 46b (right drive wheel) are connected via a second clutch 162 (second power transmission mechanism).
- the first clutch 158 and the second clutch 162 can not only be simply switched between a connected state and a disconnected state, but also can be switched between a connected state and a disconnected state in a plurality of stages by adjusting the degree of slip.
- the drive ECU 38 controls the first clutch 158 and the second clutch 162 based on the EPS motor speed ⁇ of the EPS motor 70 to obtain the torque difference ⁇ T between the left rear wheel 46a and the right rear wheel 46b. adjust.
- the first clutch 158 can switch between a connected state in which power is transmitted between the engine 20 and the left rear wheel 46a and a disconnected state in which power is cut off between the engine 20 and the left rear wheel 46a.
- the second clutch 162 can switch between a connected state in which power is transmitted between the engine 20 and the right rear wheel 46b and a disconnected state in which power is cut off between the engine 20 and the right rear wheel 46b. is there.
- the drive ECU 38 changes the torque difference ⁇ T between the left rear wheel 46a and the right rear wheel 46b by switching between the connected state and the disconnected state of the first clutch 158 and the second clutch 162 based on the EPS motor speed ⁇ . adjust.
- the drive ECU 38 adjusts the torque difference ⁇ T between the left and right rear wheels 46a, 46b by connecting / disconnecting the first clutch 158 and the second clutch 162.
- the torque difference ⁇ T between the left and right rear wheels 46a and 46b can be adjusted by connecting and disconnecting the first clutch 158 and the second clutch 162. For this reason, it is possible to generate the torque difference ⁇ T with high responsiveness.
- FIG. 11 is a schematic configuration diagram of a part of a vehicle 10C according to a third modification of the present invention. Similar to the driving system 12b of the vehicle 10B according to the second modification, the driving system 12c of the vehicle 10C transmits the driving force (driving force Feng) from the engine 20 to the front wheels 42a and 42b and the rear wheels 46a and 46b. Thereby, in addition to the front wheels 42a and 42b (main drive wheels), the rear wheels 46a and 46b (sub drive wheels) are used as drive wheels.
- the same components as those of the vehicle 10B are denoted by the same reference numerals and description thereof is omitted.
- a motor 22 may be connected to the engine 20 as in the above-described embodiment (FIG. 1).
- the vehicle 10C includes a first redistribution mechanism 170, a transfer clutch 150, a propeller shaft 152, a differential gear 154, a differential gear output shafts 156a and 156b (output shafts 156a and 156b), a left output shaft 160 and a right output shaft 164.
- a second redistribution mechanism 172 is included.
- the first redistribution mechanism 170 transmits a part or all of the driving force distributed or branched from the differential gear 154 for the left rear wheel 46a to the right rear wheel 46b when the vehicle 10C makes a left turn.
- the first redistribution mechanism 170 includes a left turning clutch, a sun gear for the left rear wheel 46a, a triple pinion gear, and a sun gear for the right rear wheel 46b (all not shown).
- the second redistribution mechanism 172 transmits a part or all of the driving force distributed or branched from the differential gear 154 for the right rear wheel 46b to the left rear wheel 46a when the vehicle 10C turns right.
- the second redistribution mechanism 172 includes a right turning clutch, a right rear wheel 46b sun gear, a triple pinion gear, and a left rear wheel 46a sun gear (all not shown).
- the left turn clutch of the first redistribution mechanism 170 and the right turn clutch of the second redistribution mechanism 172 are not only simply switched between the connected state and the disconnected state, but also adjusted in the degree of slipping to be in the connected state or the disconnected state. It is possible to switch to multiple stages.
- the driving force of the rear wheels 46a and 46b can be individually adjusted in the vehicle 10C.
- first to third traveling motors 22, 24, and 26 are three-phase AC brushless types, but are not limited thereto.
- the first to third travel motors 22, 24, 26 may be a three-phase AC brush type, a single-phase AC type, or a DC type.
- the first to third traveling motors 22, 24 and 26 are supplied with electric power from the high voltage battery 28, but in addition to this, electric power may be supplied from the fuel cell.
- the EPS device 14 of the above embodiment has a configuration (a so-called column assist type EPS device) in which the EPS motor 70 transmits the steering additional force Fad to the steering shaft 62 (FIG. 1).
- the configuration of the EPS device 14 is not limited to this as long as it generates the steering additional force Fad.
- any of a pinion assist type EPS device, a dual pinion assist type EPS device, a rack assist type EPS device, and an electrohydraulic power steering device may be used.
- hydraulic pressure is generated by an electric pump, and a steering additional force Fad is generated by the hydraulic pressure.
- the steering torque Tst by the driver is directly transmitted to the front wheels 42a and 42b (hereinafter also referred to as “direct transmission method”), but the present invention can also be applied to a steer-by-wire type EPS device.
- the driver's steering torque Tst is not transmitted to the steered wheels (front wheels 42a, 42b), and the EPS device generates the steering force itself.
- a steering force (steering torque Tst) itself is applied to the steering system of the vehicle 10 instead of the steering additional force Fad.
- the EPS motor 70 was made into the three-phase alternating current brushless type, it is not restricted to this.
- the motor 70 may be a three-phase AC brush type, a single-phase AC type, or a DC type.
- the present invention is not limited to this.
- the present invention can be applied to a configuration in which the torque of the front wheel drive device 44 and the rear wheel drive device 48 in the vehicle 10 is automatically controlled (a configuration in which so-called automatic driving is performed).
- the automatic driving is not limited to the torque of the front wheel driving device 44 and the rear wheel driving device 48, and may be automatically performed for steering.
- the present invention can also be applied to a configuration in which the driver remotely operates from the outside of the vehicle 10.
- the drive ECU 38 performs control for calculating the torques of the front wheel drive device 44 and the rear wheel drive device 48 (FIG. 2).
- the present invention is not limited to this.
- the drive ECU 38 can perform control with an output or driving force that can be converted into torque as a calculation target.
- the map based on the steering angle ⁇ st and the wheel speed Vw and the EPS motor speed ⁇ are used for calculation (selection) of the EPS motor speed torque Tff2 (S3 and S4 in FIG. 4).
- the present invention is not limited to this.
- a single map that defines the relationship between the EPS motor speed ⁇ and the torque Tff2 may be provided, and the torque Tff2 may be selected or calculated using the single map.
- step S3 can be omitted and step S4 can be left.
- the torque Tff2 is applied to the outer wheel of the left and right rear wheels 46a, 46b, and the torque Tff2 is subtracted from the inner wheel (in other words, -Tff2 is added).
- ⁇ T power difference
- the torque difference ⁇ T power difference
- the left rear wheel 46a left drive wheel
- the right rear wheel 46b right drive wheel
- a configuration in which only the torque Tff2 is applied to the outer ring or a configuration in which only the torque Tff2 is subtracted from the inner ring may be employed.
- warning vibration when the road departure reduction start condition is satisfied (S11 of FIG. 6: YES), in other words, when there is a possibility of deviation or departure of the vehicle 10 from the travel path 200, warning vibration as repetitive vibration is generated. (S12 in FIG. 6, FIG. 7).
- a notification operation other than warning vibration may be used. For example, it is possible to use a notification operation in which the amplitude changes only once.
- the EPS motor 70 is used as a component that generates a warning vibration (S12 in FIG. 6).
- a vibration generating device may be provided in the steering wheel 60, and a warning vibration may be generated by the vibration generating device.
- the warning vibration signal Sx is output while the warning vibration is generated (time t21 to t22 in FIG. 8).
- the present invention is not limited to this.
- the drive ECU 38 determines that the warning vibration is generated for the predetermined time after receiving the warning vibration signal Sx. May be.
- the torque Tff2 is set to zero while the alarm vibration is generated (FIGS. 4 and 8).
- the torque Tff2 does not have to be zero immediately.
- the torque Tff2 may be decreased with a predetermined decrease degree. In other words, the EPS motor speed FF control can be suppressed when a warning vibration is generated.
- the EPS motor speed ⁇ [rad / sec] is calculated directly from the electrical angle ⁇ e detected by the resolver 72.
- the mechanical angle of the EPS motor 70 may be obtained from the electrical angle ⁇ e, and the EPS motor speed ⁇ may be calculated from the mechanical angle.
- the EPS motor speed FF control for changing the torque Tff2 according to the EPS motor speed ⁇ is used as it is (FIG. 4).
- the present invention is not limited to this.
- the torque Tff2 calculated based on the EPS motor speed ⁇ can be corrected according to the time differential value (motor acceleration) of the EPS motor speed ⁇ .
- the torque difference ⁇ T between the left and right rear wheels 46a and 46b is changed according to the EPS motor speed ⁇ (S4 in FIG. 4).
- the present invention is not limited to this.
- the FF total torque Tff_total eg, torque Tff2
- the FF total torque Tff_total can be increased or decreased according to the EPS motor speed ⁇ .
- the FF total torque Tff_total can be increased.
- the rear wheel drive device 48 (drive device) of the above embodiment can control the left-right torque difference ⁇ T as the left-right drive force difference, which is the difference between the left drive force and the right drive force, but is not limited thereto.
- the rear wheel drive device 48 can control the left and right driving force sum that is the sum of the left driving force and the right driving force in addition to the left and right driving force difference.
- Resolver (part of rotation speed acquisition means) 76 ... EPS ECU (part of rotation speed acquisition means) 80 ... Front camera (traveling path recognition means) 90 ... RDM ECU (deviation acquisition means, avoidance support means) 200 ... Runway Glat ... Lateral acceleration Fad ... Steering additional force Sx: Warning vibration signal Tst: Steering torque (steering force) ⁇ T: Left-right torque difference (left-right driving force difference) ⁇ st ... rudder angle (steering amount) ⁇ : EPS motor speed (rotational speed)
Abstract
Description
車両の左車輪の駆動力である左駆動力と、前記車両の右車輪の駆動力である右駆動力とを制御することによって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を制御可能な駆動装置と、
前記駆動装置を制御する駆動制御装置と、
操舵輪に機械的に接続されると共に前記操舵輪を含む操舵系に操舵力又は操舵付加力を付与する回転電気機械と、
走行路に対する前記車両の逸脱の回避を支援する走行支援装置と
を備えるものであって、
前記走行支援装置は、
前記走行路を認識する走行路認識手段と、
前記走行路に対する前記車両の逸脱又は逸脱のおそれを取得する逸脱取得手段と、
前記逸脱取得手段が前記逸脱又は前記逸脱のおそれを取得したとき、前記回転電気機械を駆動させて前記操舵系の操舵入力装置に対し報知動作を生じさせる又は前記操舵系に対して逸脱回避支援操舵力若しくは逸脱回避支援操舵付加力を付与する回避支援手段と
を備え、
前記車両は、前記回転電気機械の回転速度を取得する回転速度取得手段をさらに備え、
前記駆動制御装置は、前記回転速度に基づいて前記駆動装置による前記左右駆動力差を制御し、
さらに、前記駆動制御装置は、前記逸脱取得手段が前記逸脱若しくは前記逸脱のおそれを取得したとき、又は前記回避支援手段が前記報知動作を生じさせるとき若しくは前記逸脱回避支援操舵力若しくは前記逸脱回避支援操舵付加力を付与するとき、前記回転速度に基づく前記左右駆動力差の制御を禁止又は抑制する
ことを特徴とする。
車両の左車輪に機械的に接続される左回転電気機械のトルクである左トルクと、前記車両の右車輪に機械的に接続される右回転電気機械のトルクである右トルクとを制御することによって、前記左車輪のトルクと前記右車輪のトルクとを制御可能な駆動装置と、
前記駆動装置を制御する駆動制御装置と、
操舵輪に機械的に接続されると共に前記操舵輪を含む操舵系に操舵力又は操舵付加力を付与する回転電気機械と、
走行路に対する前記車両の逸脱の回避を支援する走行支援装置と
を備えるものであって、
前記走行支援装置は、前記走行路に対する前記車両の逸脱又は前記逸脱のおそれがあるとき、前記回転電気機械を駆動させて前記操舵系の操舵入力装置に対し報知動作を生じさせる又は前記操舵系に対して逸脱回避支援操舵力若しくは逸脱回避支援操舵付加力を付与する回避支援手段を備え、
前記車両は、前記回転電気機械の回転速度を取得する回転速度取得手段をさらに備え、
前記駆動制御装置は、前記回転速度に基づいて前記左トルク及び前記右トルクを制御し、
さらに、前記駆動制御装置は、前記逸脱若しくは前記逸脱のおそれがあるとき、又は前記回避支援手段が前記報知動作を生じさせるとき若しくは前記逸脱回避支援操舵力若しくは前記逸脱回避支援操舵付加力を付与するとき、前記回転速度に基づく前記左トルク及び前記右トルクの制御を禁止又は抑制する
ことを特徴とする。
A.構成
[A-1.車両10の全体構成]
図1は、本発明の一実施形態に係る車両10の一部の概略構成図である。図1に示すように、車両10は、駆動系12と、電動パワーステアリング装置14(以下「EPS装置14」という。)と、道路逸脱軽減装置16(以下「RDM装置16」ともいう。)とを有する。
(A-2-1.駆動系12の全体構成)
図2は、本実施形態の車両10の駆動系12の一部を示すブロック図である。図1及び図2に示すように、駆動系12は、車両10の前側に直列配置されたエンジン20及び第1走行モータ22と、車両10の後ろ側に配置された第2走行モータ24及び第3走行モータ26と、高電圧バッテリ28(以下「バッテリ28」ともいう。)と、第1~第3インバータ30、32、34と、駆動系センサ群36(図2)と、駆動電子制御装置38(以下「駆動ECU38」という。)とを含む。
エンジン20及び第1モータ22は、トランスミッション40を介して左前輪42a及び右前輪42b(以下「前輪42」と総称する。)に駆動力(以下「前輪駆動力Ff」という。)を伝達する。エンジン20及び第1モータ22は、前輪駆動装置44を構成する。例えば、車両10が低負荷のときに第1モータ22のみによる駆動を行い、中負荷のときにエンジン20のみによる駆動を行い、高負荷のときにエンジン20及び第1モータ22による駆動を行う。
高電圧バッテリ28は、第1~第3インバータ30、32、34を介して第1~第3モータ22、24、26に電力を供給すると共に、第1~第3モータ22、24、26からの回生電力Pregを充電する。
図2に示すように、駆動系センサ群36には、車速センサ50と、舵角センサ52と、横加速度センサ54(以下「横Gセンサ54」という。)と、車輪速センサ56と、ヨーレートセンサ58とが含まれる。
駆動ECU38は、エンジン20及び第1~第3インバータ30、32、34を制御することにより、エンジン20及び第1~第3モータ22、24、26の出力を制御する。駆動ECU38は、入出力部、演算部及び記憶部(いずれも図示せず)を有する。また、駆動ECU38は、複数のECUを組み合わせたものであってもよい。例えば、エンジン20及び第1~第3モータ22、24、26それぞれに対応して設けた複数のECUと、エンジン20及び第1~第3モータ22、24、26の駆動状態を管理するECUとにより駆動ECU38を構成してもよい。駆動ECU38の詳細については後述する。
EPS装置14は、運転者によるステアリングホイール60の操作を補助する操舵アシスト制御を行う。図1に示すように、EPS装置14は、電動パワーステアリングモータ70(以下「EPSモータ70」ともいう。)と、レゾルバ72と、操舵トルクセンサ74と、電動パワーステアリング電子制御装置76(以下「EPS ECU76」という。)とを有する。EPS装置14の構成としては、例えば、米国特許出願公開第2013/0190986号公報(以下「US 2013/0190986 A1」という。)(例えば同公報の図2)に記載のものを用いることができる。
RDM装置16は、走行路200(図7)に対する車両10の逸脱の回避を支援する走行支援装置である。図1に示すように、RDM装置16は、前方カメラ80(以下「カメラ80」ともいう。)と、RDMスイッチ82と、モニタ84と、スピーカ86と、ブレーキ機構88と、道路逸脱軽減電子制御装置90(以下「RDM ECU90」という。)とを有する。
(A-5-1.駆動ECU38の全体構成(機能ブロック))
上記の通り、図2は、本実施形態の車両10の駆動系12の一部を示すブロック図であり、駆動ECU38の機能ブロックが示されている。図3は、左右後輪46a、46bのうち外輪についてのフィードフォワード制御用トルクの一例を示す図である。駆動ECU38では、図2に示す各ブロックの機能をプログラム処理する。但し、必要に応じて、駆動ECU38の一部をアナログ回路又はデジタル回路に置換してもよい。
舵角比例FF制御部100は、舵角比例フィードフォワード制御(以下「舵角比例FF制御」という。)を実行する。舵角比例FF制御では、舵角θst及び横加速度Glatに対応して駆動輪(ここでは、後輪46a、46b)のトルク(駆動力)を制御する。
EPSモータ速度FF制御部102は、EPSモータ速度フィードフォワード制御(以下「EPSモータ速度FF制御」又は「モータ速度FF制御」という。)を実行する。モータ速度FF制御では、EPS ECU76からのEPSモータ速度ωに対応して駆動輪(ここでは、後輪46a、46b)のトルク(駆動力)を制御する。
第1加算器104は、FF制御部100からのトルクTff1lとFF制御部102からのトルクTff2lとの和(以下「フィードフォワード合計トルクTff_total_l」又は「FF合計トルクTff_total_l」という。)を算出する。
ローパスフィルタ108は、左後輪46a用のFF合計トルクTff_total_lのうち低周波数成分のみを通過させて第1減算器112に出力する。また、ローパスフィルタ108は、右後輪46b用のFF合計トルクTff_total_rのうち低周波数成分のみを通過させて第2減算器114に出力する。これにより、FF合計トルクTff_totalの急激な変化を避けることが可能となる。その結果、FF合計トルクTff_totalの急激な増加に対する運転者の違和感を避けることが可能となる。
FB制御部110は、フィードバック制御(以下「FB制御」という。)を実行する。FB制御では、車両10の旋回時に車両10のスリップ角が過大となることを避けるように駆動輪のトルク(駆動力)を制御する。
第1減算器112は、ローパスフィルタ108からのFF合計トルクTff_total_lとFB制御部110からのFBトルクTfblとの差(以下「合計トルクTtotal_l」又は「トルクTtotal_l」という。)を算出する。第2減算器114は、ローパスフィルタ108からのFF合計トルクTff_total_rとFB制御部110からのFBトルクTfbrとの差(以下「合計トルクTtotal_r」又は「トルクTtotal_r」という。)を算出する。以下では、合計トルクTtotal_l、Ttotal_rを「合計トルクTtotal」又は「トルクTtotal」と総称する。
図3には、左右後輪46a、46bのうち外輪についての舵角比例トルクTff1、EPSモータ速度トルクTff2及びFF合計トルクTff_totalの一例が示されている。図3からわかるように、ステアリングホイール60が操作されると、舵角比例トルクTff1及びEPSモータ速度トルクTff2が増加する。この際、舵角比例トルクTff1は、比較的立ち上がりが遅い。このため、舵角比例トルクTff1よりも立ち上がりが速いEPSモータ速度トルクTff2を加えることで、FF合計トルクTff_total全体としての立ち上がりを速めることが可能となる。
[B-1.EPSモータ速度FF制御の流れ]
図4は、本実施形態におけるEPSモータ速度FF制御のフローチャートである。ステップS1において、駆動ECU38のEPSモータ速度FF制御部102は、RDM装置16において警告振動が発生していないか否かを判定する。当該判定は、RDM装置16からの警告振動信号Sxに基づいて行う。上記のように、警告振動は、走行路200に対する車両10(自車)の将来的な又は実際の逸脱の発生が判定されたときにステアリングホイール60に付与される振動である。警告振動の更なる詳細は、図7を参照して後述する。
図5は、舵角センサ52が検出した舵角θstの時間微分値としての舵角速度Vθstと、レゾルバ72が検出した電気角θeに基づくEPSモータ速度ωの出力例を示す図である。図5の例では、舵角速度Vθst及びEPSモータ速度ωそれぞれに、ローパスフィルタを適用した波形が示されている。
上記の通り、操舵アシスト制御は、EPS装置14(EPS ECU76)により行われるものであり、運転者の操舵をアシストするための操舵付加力Fadを制御する。操舵付加力Fadは、トルクとして示され、運転者の操舵トルクTstと同じ方向である。
図6は、本実施形態におけるRDM制御のフローチャートである。図6のフローチャートは、RDMスイッチ82がオンにされている場合に実行される。図7は、本実施形態のRDM制御を実行した場合の一例を示すタイムチャートである。上記の通り、RDM制御は、車両10が走行路200から逸脱すること(白線202l、202rのいずれかからはみ出ること)を軽減する。なお、図7で示す操舵支援量Dstは、RDM制御により運転者の操舵を支援する量[m/s2]である。減速支援量Dbrは、RDM制御における自動ブレーキでの支援量[m/s2]を意味する。
図8は、本実施形態における警告振動とEPSモータ速度FF制御との関係を説明するための図である。図8では、車両10が定速走行(車速Vが一定)をしているときに、RDM制御により警告振動(図7の時点t1~t2、図8の時点t21~t22)を行った場合の各種の信号及び値が示されている。なお、時点t21~t22におけるEPSモータ速度トルクTff2については、図4のステップS1を行う場合が実線で示されており、ステップS1を行わない場合(S2~S6のみを行う場合)が破線で示されている。
以上のように、本実施形態によれば、前輪42a、42b(操舵輪)の操舵に加え、トルク差ΔT(左右駆動力差)に関するトルクTff2を用いて車両10のヨーモーメントを制御する(図2及び図4)。また、トルク差ΔTは、車両10のステアリング軸62に操舵付加力Fadを付与するEPSモータ70のEPSモータ速度ω(回転電気機械の回転速度)に基づいて制御する(図2、図4)。このため、トルク差ΔTをEPSモータ速度ωに連動させて設定可能とすることで、車両10のヨーモーメントを適切に制御することが可能となる。
なお、本発明は、上記実施形態に限らず、本明細書の記載内容に基づき、種々の構成を採り得ることはもちろんである。例えば、以下の構成を採用することができる。
上記実施形態では、自動四輪車である車両10について説明した(図1)。しかしながら、例えば、EPSモータ速度ωに基づいて左後輪46a(左駆動輪)及び右後輪46b(右駆動輪)のトルク差ΔT(左右駆動力差)を調整する観点からすれば、これに限らない。例えば、自動三輪車及び自動六輪車のいずれであってもよい。
図9は、本発明の第1変形例に係る車両10Aの一部の概略構成図である。車両10Aの駆動系12aでは、上記実施形態に係る車両10の前輪駆動装置44及び後輪駆動装置48の構成が反対になっている。すなわち、車両10Aの前輪駆動装置44aは、車両10Aの前側に配置された第2及び第3走行モータ24a、26aを備える。また、車両10Aの後輪駆動装置48aは、車両10Aの後ろ側に直列配置されたエンジン20a及び第1走行モータ22aを備える。なお、図9では、EPS装置14及びRDM装置16の図示を省略している(後述する図10及び図11も同様である。)。
図10は、本発明の第2変形例に係る車両10Bの一部の概略構成図である。車両10Bの駆動系12bでは、エンジン20からの駆動力(以下「駆動力Feng」という。)を前輪42a、42b及び後輪46a、46bに伝達する。これにより、前輪42a、42b(主駆動輪)に加え、後輪46a、46b(副駆動輪)を駆動輪とする。なお、前記実施形態(図1)と同様、エンジン20にモータ22が接続されてもよい。
図11は、本発明の第3変形例に係る車両10Cの一部の概略構成図である。第2変形例に係る車両10Bの駆動系12bと同様、車両10Cの駆動系12cでは、エンジン20からの駆動力(駆動力Feng)を前輪42a、42b及び後輪46a、46bに伝達する。これにより、前輪42a、42b(主駆動輪)に加え、後輪46a、46b(副駆動輪)を駆動輪とする。車両10Bと同一の構成要素については、同一の参照符号を付して説明を省略する。なお、前記実施形態(図1)と同様、エンジン20にモータ22が接続されてもよい。
上記実施形態では、第1~第3走行モータ22、24、26を3相交流ブラシレス式としたが、これに限らない。例えば、第1~第3走行モータ22、24、26を3相交流ブラシ式、単相交流式又は直流式としてもよい。
[C-1.EPS装置14の全体構成]
上記実施形態のEPS装置14は、EPSモータ70がステアリング軸62に操舵付加力Fadを伝達する構成(いわゆるコラムアシスト式EPS装置)であった(図1)。しかしながら、操舵付加力Fadを発生するものであれば、EPS装置14の構成はこれに限らない。例えば、ピニオンアシスト式EPS装置、デュアルピニオンアシスト式EPS装置、ラックアシスト式EPS装置及び電動油圧パワーステアリング装置のいずれかであってもよい。なお、電動油圧パワーステアリング装置では、電動ポンプで油圧をつくり、その油圧で操舵付加力Fadを生成する。
上記実施形態では、EPSモータ70を3相交流ブラシレス式としたが、これに限らない。例えば、モータ70を3相交流ブラシ式、単相交流式又は直流式としてもよい。
[D-1.全体]
上記実施形態では、舵角比例FF制御、EPSモータ速度FF制御及びFB制御のそれぞれを行った(図2参照)。しかしながら、例えば、EPSモータ速度FF制御に着目すれば、舵角比例FF制御及びFB制御の一方又は両方を省略することも可能である。
上記実施形態では、舵角θst及び車輪速Vwに基づくマップとEPSモータ速度ωとをEPSモータ速度トルクTff2の算出(選択)に用いた(図4のS3、S4)。しかしながら、例えば、トルクTff2の利用に着目すれば、これに限らない。例えば、EPSモータ速度ωとトルクTff2との関係を規定した単一のマップを設けておき、当該単一のマップを用いてトルクTff2を選択又は算出してもよい。換言すると、図4において、ステップS3を省略して、ステップS4を残すことも可能である。
上記実施形態では、レゾルバ72が検出した電気角θeから直接的にEPSモータ速度ω[rad/sec]を算出した。しかしながら、例えば、EPSモータ70の回転速度を用いる観点からすれば、これに限らない。例えば、電気角θeからEPSモータ70の機械角を求め、機械角からEPSモータ速度ωを算出してもよい。
上記実施形態では、EPSモータ速度ωに応じてトルクTff2を変化させるEPSモータ速度FF制御をそのまま用いた(図4)。しかしながら、例えば、EPSモータ速度ωに基づいてトルクTff2(左右トルク差ΔTを規定するトルク)を設定する観点からすれば、これに限らない。例えば、EPSモータ速度ωに基づいて算出したトルクTff2を、EPSモータ速度ωの時間微分値(モータ加速度)に応じて補正させることも可能である。
10、10A、10B、10C…車両
16…RDM装置(走行支援装置)
24、24a…左モータ(左回転電気機械)
26、26a…右モータ(右回転電気機械)
38…駆動ECU(駆動制御装置)
42a…左前輪(操舵輪)
42b…右前輪(操舵輪)
44a…前輪駆動装置(駆動装置)
46a…左後輪
46b…右後輪
48…後輪駆動装置(駆動装置)
52…舵角センサ(操舵量取得手段)
60…ステアリングホイール(操舵入力装置)
70…EPSモータ(回転電気機械)
72…レゾルバ(回転速度取得手段の一部)
76…EPS ECU(回転速度取得手段の一部)
80…前方カメラ(走行路認識手段)
90…RDM ECU(逸脱取得手段、回避支援手段)
200…走行路
Glat…横加速度
Fad…操舵付加力
Sx…警告振動信号
Tst…操舵トルク(操舵力)
ΔT…左右トルク差(左右駆動力差)
θst…舵角(操舵量)
ω…EPSモータ速度(回転速度)
Claims (6)
- 車両(10、10A、10B、10C)の左車輪(42a、46a)の駆動力である左駆動力と、前記車両(10、10A、10B、10C)の右車輪(42b、46b)の駆動力である右駆動力とを制御することによって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を制御可能な駆動装置(48)と、
前記駆動装置(48)を制御する駆動制御装置(38)と、
操舵輪(42a、42b)に機械的に接続されると共に前記操舵輪(42a、42b)を含む操舵系に操舵力又は操舵付加力を付与する回転電気機械(70)と、
走行路(200)に対する前記車両(10、10A、10B、10C)の逸脱の回避を支援する走行支援装置(16)と
を備える車両(10、10A、10B、10C)であって、
前記走行支援装置(16)は、
前記走行路(200)を認識する走行路認識手段(80)と、
前記走行路(200)に対する前記車両(10、10A、10B、10C)の逸脱又は逸脱のおそれを取得する逸脱取得手段(90)と、
前記逸脱取得手段(90)が前記逸脱又は前記逸脱のおそれを取得したとき、前記回転電気機械(70)を駆動させて前記操舵系の操舵入力装置(60)に対し報知動作を生じさせる又は前記操舵系に対して逸脱回避支援操舵力若しくは逸脱回避支援操舵付加力を付与する回避支援手段(90)と
を備え、
前記車両(10、10A、10B、10C)は、前記回転電気機械(70)の回転速度を取得する回転速度取得手段(72、76)をさらに備え、
前記駆動制御装置(38)は、前記回転速度に基づいて前記駆動装置(48)による前記左右駆動力差を制御し、
さらに、前記駆動制御装置(38)は、前記逸脱取得手段(90)が前記逸脱若しくは前記逸脱のおそれを取得したとき、又は前記回避支援手段(90)が前記報知動作を生じさせるとき若しくは前記逸脱回避支援操舵力若しくは前記逸脱回避支援操舵付加力を付与するとき、前記回転速度に基づく前記左右駆動力差の制御を禁止又は抑制する
ことを特徴とする車両(10、10A、10B、10C)。 - 請求項1に記載の車両(10、10A、10B、10C)において、
前記操舵系は、前記車両(10、10A、10B、10C)の操舵主体の操舵量を取得する操舵量取得手段(52)を有し、
前記回転電気機械(70)は、操舵力伝達経路上で、前記操舵量取得手段(52)よりも前記操舵輪(42a、42b)寄りに配置され、
前記操舵力又は前記操舵付加力は、前記操舵量に基づいて求められる
ことを特徴とする車両(10、10A、10B、10C)。 - 請求項1又は2に記載の車両(10、10A、10B、10C)において、
前記駆動装置(48)は、前記左車輪(42a、46a)に機械的に接続される左回転電気機械(24、24a)と、前記右車輪(42b、46b)に機械的に接続される右回転電気機械(26、26a)とを含む
ことを特徴とする車両(10、10A、10B、10C)。 - 請求項2又は請求項2に従属する請求項3に記載の車両(10、10A、10B、10C)において、
前記駆動制御装置(38)は、
前記操舵量及び前記車両(10、10A、10B、10C)の横加速度に基づいて前記左右駆動力差を制御する操舵量比例制御を実行し、
前記回転速度に基づいた前記左右駆動力差の制御と前記操舵量比例制御とを組み合わせて前記左右駆動力差を制御し、
前記逸脱取得手段(90)が前記逸脱若しくは前記逸脱のおそれを取得したとき、又は前記回避支援手段(90)が前記報知動作を生じさせるとき若しくは前記逸脱回避支援操舵力若しくは前記逸脱回避支援操舵付加力を付与するとき、前記回転速度に基づいた前記左右駆動力差の制御を禁止又は抑制すると共に、前記操舵量比例制御による前記左右駆動力差の制御を継続する
ことを特徴とする車両(10、10A、10B、10C)。 - 請求項1~4のいずれか1項に記載の車両(10、10A、10B、10C)において、
前記回避支援手段(90)は、前記逸脱取得手段(90)が前記逸脱又は前記逸脱のおそれを取得したとき、前記回転電気機械(70)を駆動させて前記操舵系の操舵入力装置(60)に対し前記報知動作を生じさせ、その後、前記操舵系に対して前記逸脱回避支援操舵力又は前記逸脱回避支援操舵付加力を付与し、
さらに、前記駆動制御装置(38)は、前記逸脱取得手段(90)が前記逸脱若しくは前記逸脱のおそれを取得したとき、又は前記回避支援手段(90)が前記報知動作を生じさせるとき、前記回転速度に基づいた前記左右駆動力差の制御を禁止又は抑制する
ことを特徴とする車両(10、10A、10B、10C)。 - 車両(10、10A、10B、10C)の左車輪(42a、46a)に機械的に接続される左回転電気機械(24、24a)のトルクである左トルクと、前記車両(10、10A、10B、10C)の右車輪(42b、46b)に機械的に接続される右回転電気機械(26、26a)のトルクである右トルクとを制御することによって、前記左車輪(42a、46a)のトルクと前記右車輪(42b、46b)のトルクとを制御可能な駆動装置(48)と、
前記駆動装置(48)を制御する駆動制御装置(38)と、
操舵輪(42a、42b)に機械的に接続されると共に前記操舵輪(42a、42b)を含む操舵系に操舵力又は操舵付加力を付与する回転電気機械(70)と、
走行路(200)に対する前記車両(10、10A、10B、10C)の逸脱の回避を支援する走行支援装置(16)と
を備える車両(10、10A、10B、10C)であって、
前記走行支援装置(16)は、前記走行路(200)に対する前記車両(10、10A、10B、10C)の逸脱又は逸脱のおそれがあるとき、前記回転電気機械(70)を駆動させて前記操舵系の操舵入力装置(60)に対し報知動作を生じさせる又は前記操舵系に対して逸脱回避支援操舵力若しくは逸脱回避支援操舵付加力を付与する回避支援手段(90)を備え、
前記車両(10、10A、10B、10C)は、前記回転電気機械(70)の回転速度を取得する回転速度取得手段(72、76)をさらに備え、
前記駆動制御装置(38)は、前記回転速度に基づいて前記左トルク及び前記右トルクを制御し、
さらに、前記駆動制御装置(38)は、前記逸脱若しくは前記逸脱のおそれがあるとき、又は前記回避支援手段(90)が前記報知動作を生じさせるとき若しくは前記逸脱回避支援操舵力若しくは前記逸脱回避支援操舵付加力を付与するとき、前記回転速度に基づく前記左トルク及び前記右トルクの制御を禁止又は抑制する
ことを特徴とする車両(10、10A、10B、10C)。
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JP7146703B2 (ja) | 2019-06-28 | 2022-10-04 | 株式会社クボタ | 作業機 |
JP7214581B2 (ja) | 2019-06-28 | 2023-01-30 | 株式会社クボタ | 作業機 |
JP7301632B2 (ja) | 2019-06-28 | 2023-07-03 | 株式会社クボタ | 作業機 |
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Also Published As
Publication number | Publication date |
---|---|
CA2976968A1 (en) | 2016-08-25 |
MY177665A (en) | 2020-09-23 |
US20160362102A1 (en) | 2016-12-15 |
US10220836B2 (en) | 2019-03-05 |
JPWO2016133182A1 (ja) | 2017-11-30 |
JP6612840B2 (ja) | 2019-11-27 |
EP3260343A1 (en) | 2017-12-27 |
CN107249948A (zh) | 2017-10-13 |
KR20170118194A (ko) | 2017-10-24 |
CN107249948B (zh) | 2020-09-25 |
EP3260343A4 (en) | 2019-01-16 |
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