WO2020184300A1 - Système de commande de roue et procédé de commande de roue - Google Patents

Système de commande de roue et procédé de commande de roue Download PDF

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Publication number
WO2020184300A1
WO2020184300A1 PCT/JP2020/008930 JP2020008930W WO2020184300A1 WO 2020184300 A1 WO2020184300 A1 WO 2020184300A1 JP 2020008930 W JP2020008930 W JP 2020008930W WO 2020184300 A1 WO2020184300 A1 WO 2020184300A1
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WIPO (PCT)
Prior art keywords
wheel
vehicle
steering
wheels
failure
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PCT/JP2020/008930
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English (en)
Japanese (ja)
Inventor
神尾　茂
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株式会社デンソー
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Priority to DE112020001169.0T priority Critical patent/DE112020001169T5/de
Publication of WO2020184300A1 publication Critical patent/WO2020184300A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17557—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for lane departure prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/262—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves with stepped characteristics
    • B60T8/265—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves with stepped characteristics for hydraulic brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/22—Yaw angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present disclosure relates to the control of wheels driven by an electric motor.
  • a microcontroller as a control unit that controls actuators installed in the vehicle and a microcontroller monitoring unit as a monitoring unit that monitors the occurrence of abnormalities in the microcontroller, and executes file safe when an abnormality occurs inside the microcontroller.
  • a microcontroller monitoring unit as a monitoring unit that monitors the occurrence of abnormalities in the microcontroller, and executes file safe when an abnormality occurs inside the microcontroller.
  • Patent Document 1 a technique (so-called in-wheel motor) has been proposed in which electric motors as actuators are arranged on the left and right wheels of a vehicle, and each electric motor drives the left and right wheels. Further, in such a technique, two control circuits may be used as control units for controlling the two left and right electric motors, respectively.
  • the running stability of the vehicle may be impaired.
  • a normal control circuit directs the torque to move forward to the motor to be controlled
  • a failure control circuit directs the torque to move backward to the motor to be controlled, and as a result, the vehicle spins.
  • the running stability may be impaired.
  • the measures (file-safe) to be taken when one of the control circuits fails has not been sufficiently studied. Therefore, in a configuration including two electric motors for driving two left and right wheels and two control circuits for controlling each electric motor, it is desired to realize fail-safe when one of the control circuits fails. ing.
  • an electric motor arranged on each wheel constituting at least one drive wheel of a pair of front wheels and a pair of rear wheels of the vehicle to drive the wheels, and the drive wheels are configured.
  • Wheel control that is mounted on the vehicle and has a control circuit that is arranged corresponding to each wheel and controls the electric motor that drives the wheels, and controls the operation of the pair of front wheels and the pair of rear wheels.
  • the system is provided.
  • This wheel control system controls an electric motor control device that controls the control circuit arranged corresponding to each wheel constituting the drive wheel, and brakes of the pair of front wheels and the pair of rear wheels. It is provided with a brake control device capable of communicating with an electric motor control device.
  • the electric motor control device includes a target torque indicating unit that instructs a target torque to the control circuit corresponding to each wheel constituting the drive wheel, and the control circuit corresponding to each wheel constituting the drive wheel.
  • a target torque indicating unit that instructs a target torque to the control circuit corresponding to each wheel constituting the drive wheel
  • the control circuit corresponding to each wheel constituting the drive wheel is used.
  • the failure occurrence identification unit that identifies the failure occurrence of any of the control circuits
  • the acceleration sensor mounted on the vehicle to detect the lateral acceleration.
  • the detection result acquisition unit that acquires at least one of the detection results, the vehicle speed sensor mounted on the vehicle to detect the vehicle speed, and the steering angle sensor mounted on the vehicle to detect the steering angle are used.
  • It has a target value calculation unit that calculates a target value that is at least one of a target yaw rate and a target lateral acceleration of the vehicle.
  • the target torque indicator unit instructs the failure identification control circuit, which is the control circuit in which the failure occurrence is specified, to have zero as the target torque.
  • the brake control device acquires the detection result for a wheel different from the driving wheel among the wheels constituting the pair of front wheels and the pair of rear wheels. The brake is applied so that the detection result acquired by the unit approaches the calculated target value.
  • the wheel control system of the above embodiment when a failure is identified, zero is instructed as a target torque to the failure identification control circuit, and of the pair of front wheels and the pair of wheels constituting the rear wheels. Since the brake is applied to the wheels different from the drive wheels so that the detection result acquired by the detection result acquisition unit approaches the target value, the two electric motors that drive the two left and right wheels and each electric motor are controlled. In the configuration including the two control circuits, it is possible to suppress the deterioration of the running stability of the vehicle when a failure occurs in one of the control circuits, and it is possible to realize fail-safety.
  • This disclosure can also be realized in various forms other than the wheel control system.
  • it can be realized in the form of a vehicle equipped with a wheel control system, a wheel control method, a computer program for realizing these devices and methods, a storage medium for storing the computer program, and the like.
  • FIG. 1 is an explanatory view showing a schematic configuration of a vehicle equipped with a wheel control system as an embodiment of the present disclosure.
  • FIG. 2 is a block diagram showing a functional configuration of the electric motor control device and the control circuit according to the first embodiment.
  • FIG. 3 is an explanatory diagram showing an example of the setting contents of the torque map.
  • FIG. 4 is an explanatory diagram showing a torque distribution rate determination map.
  • FIG. 5 is an explanatory diagram showing a target yaw rate map.
  • FIG. 6 is a flowchart showing the procedure of the lane deviation hazard detection process.
  • FIG. 7 is a flowchart showing the procedure of the target torque determination process at the time of failure.
  • FIG. 8 is a flowchart showing the procedure of the brake control process.
  • FIG. 9 is a flowchart showing the procedure of the brake control process.
  • FIG. 10 is an explanatory diagram showing an example of the operation of the vehicle when traveling straight when the control circuit on the right side fails.
  • FIG. 11 is an explanatory diagram showing an example of the operation of the vehicle when turning right when the control circuit on the right side fails.
  • FIG. 12 is a flowchart showing the procedure of the steering control process in the second embodiment.
  • FIG. 13 is an explanatory diagram showing an example of the setting contents of the steering angle map.
  • FIG. 14 is an explanatory view showing a schematic configuration of a vehicle equipped with the wheel control system according to the third embodiment.
  • FIG. 15 is a block diagram showing a functional configuration of the electric motor control device and the control circuit according to the second embodiment.
  • FIG. 16 is a flowchart showing the procedure of the brake control process in the third embodiment.
  • FIG. 17 is a flowchart showing the procedure of the brake control process in the third embodiment.
  • the wheel control system 100 of the present embodiment is mounted on a vehicle 200, which is a four-wheeled vehicle, and constitutes a pair of front wheels 201, 202, and a driven wheel that form a driving wheel of the vehicle 200. It controls the operation of the pair of rear wheels 203 and 204.
  • the vehicle 200 uses two electric motors 30R and 30L driven by power supply from a battery (not shown) mounted on the vehicle 200 as a drive source.
  • the electric motor 30R is attached to the front wheel 201, and the electric motor 30L is a so-called in-wheel motor attached to the front wheel 202.
  • the wheel control system 100 includes an electric motor control device 10 and a brake control device 120 that can communicate with each other.
  • the electric motor control device 10 controls two control circuits 31R and 31L.
  • the control circuit 31R is arranged corresponding to the front wheel 201 and controls the electric motor 30R.
  • the control circuit 31L is arranged corresponding to the front wheel 202 and controls the electric motor 30L. The detailed configuration of the electric motor control device 10 and the two control circuits 31R and 31L will be described later.
  • the brake control device 120 controls the brakes of the pair of front wheels 201 and 202 and the pair of rear wheels 203 and 204 by controlling the operations of the four brake devices 51, 52, 53 and 54.
  • the braking device 51 realizes braking of the front wheels 201.
  • the brake device 52 brakes the front wheels 202
  • the brake device 53 brakes the rear wheels 203
  • the brake device 54 brakes the rear wheels 204.
  • Each of the four brake devices 51 to 54 has a brake rotor, a brake pad, a hydraulic actuator for operating the brake pad, and the like, and brakes each wheel 201 to 204 according to a command from the brake control device 120. To realize.
  • Both the electric motor control device 10 and the brake control device 120 are configured to be able to communicate with each other via the in-vehicle network 220.
  • the in-vehicle network 220 any type of network such as CAN (Controller Area Network), LIN (Local Interconnect Network), and Ethernet (registered trademark) may be used.
  • the vehicle 200 includes an EPS (Electronic Power Steering) control device 110 and an EPS actuator 111.
  • EPS Electronic Power Steering
  • the steering gear 211, the steering wheel 210, the accelerator opening sensor 41, the steering angle sensor 42, the range sensor 43, the vehicle speed sensor 44, and the yaw rate sensor 45 are provided.
  • the EPS (Electronic Power Steering) control device 110 controls the operation of the EPS actuator 111.
  • the EPS control device 110 is composed of an ECU.
  • the EPS control device 110 realizes so-called electric power steering.
  • the EPS actuator 111 includes a fluid (oil), an oil pump for flowing the fluid, and the like, and generates hydraulic pressure according to a command from the EPS control device 110 to assist the operation of the handle 210.
  • the steering gear 211 transmits the movement of the steering wheel 210 to the pair of front wheels 201 and 202.
  • the accelerator opening sensor 41 detects the amount of depression of the accelerator pedal (not shown) included in the vehicle 200 as the accelerator opening, that is, the rotation angle of the motor for opening and closing the throttle valve.
  • the steering angle sensor 42 is electrically connected to the EPS actuator 111 by a dedicated cable, and detects the steering angle of the vehicle 200 by the steering wheel 210 by using a signal output according to the operation of the EPS actuator 111.
  • the steering angle sensor 42 is electrically connected to the EPS control device 110 by a dedicated cable, and notifies the EPS control device 110 of the detected steering angle.
  • the range sensor 43 detects a shift range specified by a shift lever (not shown) included in the vehicle 200.
  • the range sensor 43 is electrically connected to the electric motor control device 10 by a dedicated cable, and notifies the electric motor control device 10 of the detected shift range.
  • the vehicle speed sensor 44 detects the rotational speed of each wheel 201 to 204.
  • the vehicle speed sensor 44 is electrically connected to the electric motor control device 10 by a dedicated cable.
  • the vehicle speed signal output from the vehicle speed sensor 44 is a voltage value proportional to the wheel speed or a pulse wave indicating an interval corresponding to the wheel speed, and is notified to the electric motor control device 10 via a dedicated cable.
  • the yaw rate sensor 45 detects the yaw rate when the vehicle 200 is traveling.
  • the yaw rate sensor 45 is electrically connected to the electric motor control device 10 by a dedicated cable, and notifies the electric motor control device 10 of the detected yaw rate.
  • the electric motor control device 10 includes an accelerator opening degree specifying unit 11, a vehicle speed specifying unit 12, a shift range specifying unit 13, a steering angle specifying unit 14, a yaw rate specifying unit 15, and a target torque instruction.
  • a unit 16, a monitoring unit 17, a comparator 18, a target yaw rate calculation unit 19, a comparator 20, and a failure occurrence identification unit 21 are provided.
  • the electric motor control device 10 is composed of an ECU.
  • the accelerator opening degree specifying unit 11 specifies the accelerator opening degree by receiving a signal indicating the accelerator opening degree notified from the accelerator opening degree sensor 41.
  • the vehicle speed specifying unit 12 identifies the vehicle speed of the vehicle 200 by receiving a signal indicating the vehicle speed notified from the vehicle speed sensor 44.
  • the shift range specifying unit 13 specifies the shift range by receiving a signal indicating the shift range notified from the range sensor 43.
  • the steering angle specifying unit 14 identifies the steering angle by receiving a signal indicating the steering angle notified from the steering angle sensor 42.
  • the yaw rate specifying unit 15 identifies the yaw rate by receiving a signal indicating the yaw rate notified from the yaw rate sensor 45.
  • the target torque indicating unit 16 determines the target torque and instructs the two control circuits 31R and 31L, respectively. A method for determining such a target torque will be described.
  • the target torque indicator 16 calculates the target torque (hereinafter, referred to as "overall target torque") to be output by the two electric motors 30R and 30L as a whole.
  • the target torque indicating unit 16 includes an accelerator opening degree specified by the accelerator opening degree specifying unit 11, a vehicle speed specified by the vehicle speed specifying unit 12, and a shift range specified by the shift range specifying unit 13. Based on the above, the target torque is calculated with reference to the torque map shown in FIG.
  • Such a torque map is a map in which the accelerator opening degree and the target torque are associated with each vehicle speed.
  • a positive target torque means that the shift range is the drive (D) range
  • a negative target torque means that the shift range is the backward (R) range.
  • the target torque indicator 16 determines the distribution rate when distributing the calculated overall target torque to the left and right electric motors 30R and 30L, and sends a signal indicating the target torque according to the determined distribution rate. Notify the two control circuits 31R and 31L, respectively, and output to the comparator 18.
  • the target torque distribution rate is determined using the torque distribution rate determination map shown in FIG. 4 based on the vehicle speed specified by the vehicle speed specifying unit 12 and the steering angle specified by the steering angle specifying unit 14.
  • This torque distribution rate determination map is a map in which the steering angle and the torque distribution rate are associated with each vehicle speed.
  • the target torque of the electric motor 30L is indicated by a thick solid line L1
  • the target torque of the electric motor 30R is indicated by a thin solid line L2.
  • the distribution ratio is set so that the target torque of the electric motor 30L and the target torque of the electric motor 30R are 1: 1.
  • the distribution ratio is such that the target torque of the electric motor 30L and the target torque of the electric motor 30R are 1: 0.5, that is, 2: 1.
  • FIG. 4 shows only three maps when the vehicle speed V is v1, v2, and v3, but in the present embodiment, four or more maps are prepared in advance.
  • the monitoring unit 17 shown in FIG. 2 monitors the failure of the target torque indicating unit 16. If the target torque indicator 16 fails, an erroneous value may be calculated as the overall target torque, or an erroneous distribution rate may be calculated. Therefore, in the electric motor control device 10, a monitoring unit 17 is provided to monitor whether or not the target torque indicating unit 16 has a failure.
  • the monitoring unit 17 has the same configuration as the target torque indicating unit 16, determines the overall target torque and the distribution rate when distributing to the left and right electric motors 30R and 30L, and determines the distribution rate according to the determined distribution rate. Is output to the comparator 18.
  • the comparator 18 inputs signals indicating the target torque from the target torque indicating unit 16 and the monitoring unit 17, compares the target torques indicated by these two signals, and determines the comparison result, that is, the difference between the target torques, as a failure occurrence identification unit. Notify 21.
  • the target yaw rate calculation unit 19 calculates the target yaw rate with reference to the target yaw rate map shown in FIG. 5 based on the vehicle speed specified by the vehicle speed specifying unit 12 and the steering angle specified by the steering angle specifying unit 14.
  • the target yaw rate map is a map in which the steering angle and the target torque are associated with each vehicle speed.
  • the horizontal axis represents the steering angle and the vertical axis represents the target yaw rate.
  • the target yaw rate is zero when the steering angle is zero, and the curve Ly1 in which the target yaw rate gradually increases as the steering angle increases to the left or right is set as the target yaw rate map. ..
  • the target yaw rate when the steering angle is zero is the same as the target yaw rate map Ly1 and is set to zero. Further, in the target yaw rate map Lyn, similarly to the target yaw rate map Ly1, the target yaw rate is set to gradually increase as the absolute value of the steering angle increases. In the target yaw rate map Lyn when the vehicle speed V is vn, the target yaw rate map Ly1 is represented by a broken line for easy comparison.
  • the target yaw rate calculation unit 19 notifies the comparator 20 of the target yaw rate calculated using the target yaw rate map.
  • the comparator 20 inputs and compares the yaw rate specified by the yaw rate specifying unit 15 and the yaw rate calculated by the target yaw rate calculating unit 19, and compares the comparison result, that is, the difference between these two yaw rates (hereinafter, "yaw rate"). "Difference”) is notified to the failure occurrence specifying unit 21, the target torque indicating unit 16, and the monitoring unit 17.
  • the yaw rate difference is used in the lane deviation hazard detection process and the brake control process, which will be described later.
  • the failure occurrence identification unit 21 identifies the failure of the target torque indicator 16 and the failure occurrence of the two control circuits 31R and 31L. Specifically, the failure occurrence specifying unit 21 identifies the occurrence of a failure of the target torque indicating unit 16 when the difference between the target torques received from the comparator 18 is equal to or greater than a predetermined threshold value. When the shift range is backward (R), the occurrence of a failure may be specified when the magnitude (absolute value) of the target torque output from the target torque indicator 16 is equal to or greater than a predetermined threshold value. Good.
  • the failure occurrence identification unit 21 also receives at least one of the two control circuits 31R and 31L when a signal indicating the occurrence of a failure (hereinafter referred to as a “failure occurrence signal”) is received from the two control circuits 31R and 31L. Identify the occurrence of one of the failures. When the failure occurrence identification unit 21 identifies the failure occurrence as described above, the failure occurrence identification unit 21 notifies the target torque indicating unit 16 and the monitoring unit 17 of a signal indicating that the failure has occurred.
  • the target torque indicating unit 16 and the monitoring unit 17 that have received the notification of the occurrence of a failure have a torque different from the normal target torque (normal target torque described later) when there is no failure, that is, the above-mentioned.
  • a torque different from the target torque determined in this manner is notified to the two control circuits 31R and 31L as the target torque.
  • the control circuit 31R shown in FIG. 2 includes a driver IC 32R, an actual torque calculation unit 33R, a comparator 34R, and an operation monitoring unit 35R.
  • the driver IC 32R supplies the drive voltage to the electric motor 30R according to the target torque notified from the target torque indicating unit 16.
  • the actual torque calculation unit 33R detects the current value of the current flowing through the electric motor 30R and the rotation speed of the electric motor 30R, and based on these current values and the rotation speed, the torque actually output by the electric motor 30R (hereinafter, "actual torque"). ) Is calculated.
  • the value of the target torque notified from the target torque indicating unit 16 and the value of the actual torque calculated by the actual torque calculation unit 33R are input to the comparator 34R.
  • the comparator 34R compares the values of these two input torques, and outputs the comparison result, that is, the difference in torque to the operation monitoring unit 35R.
  • the operation monitoring unit 35R identifies the operation of the driver IC 32R. Specifically, the operation monitoring unit 35R identifies a failure of the driver IC 32R when the comparison result input from the comparator 34R is equal to or higher than a predetermined threshold value, and outputs a failure occurrence signal to the motor control device 10 (failure occurrence identification unit 21). ). If the comparison result is less than the threshold value, the driver IC 32R is operating normally, and the operation monitoring unit 35R does not output a failure occurrence signal.
  • the control circuit 31L has the same configuration as the control circuit 31R. That is, it includes a driver IC 32L, an actual torque calculation unit 33L, a comparator 34L, and an operation monitoring unit 35L.
  • the operation monitoring unit 35L identifies a failure of the driver IC 32L and notifies the electric motor control device 10 (failure occurrence specifying unit 21) of a failure occurrence signal.
  • a lane deviation hazard detection process In the wheel control system 100 having the above configuration, a lane deviation hazard detection process, a failure target torque determination process, and a brake control process, which will be described later, are executed, whereby one of the two control circuits 31R and 31L is executed. Even if a failure occurs, it is possible to prevent the vehicle 200 from deteriorating in running stability.
  • Lane deviation hazard detection process The lane deviation hazard detection process shown in FIG. 6 is executed when the start button of the vehicle 200 is pressed and the power of the electric motor control device 10 is turned on.
  • the lane deviation detection process is a process for detecting that a hazard that causes the vehicle 200 to deviate from the lane in which the vehicle is traveling may occur due to a failure of one of the two control circuits 31R and 31L.
  • the wheel control system 100 is first activated, the lane deviation hazard flag XF, the evacuation travel flag XR, and the normal side determination flag NF, which will be described later, are all set to "0". These flags can be set to different values after the first boot.
  • the set values of these flags XF, XR, and NF are written in a writable non-volatile memory of the motor control device 10, for example, EEPROM, and the value described in the non-volatile memory is used at the next start. Referenced. The details of these flags XF, XR, and NF will be described later.
  • the electric motor control device 10 determines whether or not the lane deviation hazard flag XF is on (step S105).
  • the target yaw rate calculation unit 19 calculates the target yaw rate Yt from the vehicle speed specified by the vehicle speed specifying unit 12 and the steering angle specified by the steering angle specifying unit 14 (step S110).
  • the comparator 20 acquires the detection result of the yaw rate sensor 45, that is, the actually measured value Y of the yaw rate via the yaw rate specifying unit 15 (step S115).
  • the failure occurrence identification unit 21 is the absolute value of the yaw rate difference notified from the comparator 20, that is, the absolute value of the difference between the target yaw rate Yt calculated in step S110 and the measured yaw rate Y acquired in step S115. Is larger than the predetermined threshold value ⁇ (step S120).
  • the threshold value ⁇ is the absolute value of the yaw rate difference when the measured value Y of the yaw rate deviates from the target yaw rate Yt because one of the two control circuits 31R and 31L has failed, and the absolute value of the yaw rate difference is obtained from the obtained value.
  • the failure of one of the two control circuits 31R and 31L is set as an estimated value.
  • the failure occurrence identification unit 21 sets the time counter C to zero (step S125).
  • the time-lapse counter C is a counter value corresponding to the elapsed time from the start of determination that the absolute value of the yaw rate difference is larger than the threshold value ⁇ .
  • the initial value of the time-lapse counter C is zero.
  • the failure occurrence identification unit 21 determines whether or not the value of the time-lapse counter C is larger than the threshold value Cth (step S135).
  • the threshold value Cth is set in advance by experiments or the like as a counter value corresponding to a time at which one of the two control circuits 31R and 31L can be estimated to have a high possibility of failure.
  • step S135: NO the process returns to step S105 described above.
  • step S135: YES the failure occurrence identification unit 21 sets the lane deviation hazard flag XF to "1" and turns it on.
  • Step S140 That is, according to steps S135 and S140 described above, the lane departure hazard flag XF is turned on when a predetermined time has elapsed since the absolute value of the yaw rate difference began to be determined to be larger than the threshold value ⁇ . After the completion of step S140, the process returns to step S105 described above.
  • the yaw rate specifying unit 15 corresponds to a subordinate concept of the detection result acquisition unit of the present disclosure.
  • the target yaw rate calculation unit 19 corresponds to a subordinate concept of the target value calculation unit of the present disclosure.
  • Target torque determination process at the time of failure The failure target torque determination process shown in FIG. 7 is executed when the start button of the vehicle 200 is pressed and the power of the electric motor control device 10 is turned on.
  • the failure target torque determination process is a process for determining a target torque to be instructed to each of the control circuits 31R and 31L when one of the two control circuits 31R and 31L has a failure.
  • the failure occurrence identification unit 21 determines whether or not the lane deviation hazard flag XF is turned on (step S205). If it is determined that the lane departure hazard flag XF is not turned on (step S205: NO), step S205 is executed again. That is, the failure occurrence identification unit 21 waits until the lane deviation hazard flag XF is turned on. On the other hand, when it is determined that the lane deviation hazard flag XF is ON (step S205: YES), the target torque indicating unit 16 specifies the accelerator opening degree and the vehicle speed specified by the accelerator opening degree specifying unit 11. The overall target torque To is calculated from the vehicle speed specified by the unit 12 and the shift range specified by the shift range specifying unit 13 (step S210). The target torque indicating unit 16 determines the torque distribution rate to the left and right wheels 201 and 202 by referring to the torque distribution rate map shown in FIG. 4 using the vehicle speed and the steering angle specified by the steering angle specifying unit 14. (Step S215).
  • the failure occurrence identification unit 21 identifies the normality of the left and right control circuits 31R and 31L (step S220). Specifically, as described above, the normality of the control circuits 31R and 31L, that is, the presence or absence of the failure occurrence can be specified by whether or not the failure occurrence signal is received from the control circuit 31R and the control circuit 31L.
  • the target torque indicator 16 obtains the target torque (hereinafter referred to as “right target torque”) TR instructed to the control circuit 31R in step S210.
  • the target torque determined by applying the torque distribution rate determined in step S215 to the overall target torque (hereinafter referred to as “normal target torque") is set, and the target torque instructed to the control circuit 31L (hereinafter, ""
  • the TL (referred to as “left side target torque") is set to zero, and the normal side determination flag NF is set to "-1" (step S225).
  • the normal side determination flag is a flag indicating which of the control circuit 31R and the control circuit 31L is normal, "-1" is the right side (control circuit 31R), and "+1” is the left side (control). Circuit 31L) indicates that both "0 (zero)" are not normal.
  • the target torque indicator 16 sets the right target torque to zero, sets the left target torque to the normal target torque, and sets the normal side determination flag to "+1". "(Step S230).
  • the target torque indicator 16 sets the right target torque to zero, sets the left target torque to zero, and determines the normal side. “0 (zero)” is set in the flag (step S235).
  • the target torques determined in steps S225, S230, and S235 described above are instructed by the control circuits 31R and 31L, respectively. Therefore, for at least one of the pair of front wheels 201 and 202, which are the driving wheels, the target torque becomes zero, so that the vehicle speed gradually decreases.
  • the failure occurrence identification unit 21 determines whether or not the evacuation travel flag XR is on (step S240).
  • the evacuation running flag XR is a flag indicating whether or not the evacuation running should be performed, and when it is on, it indicates that the evacuation running should be performed.
  • the evacuation running is a running different from the running in a situation where the control circuit 31R or the control circuit 31L is not abnormal (hereinafter, referred to as "normal running"), and is a running that suppresses the deterioration of the running stability of the vehicle 200. Means.
  • the failure occurrence identification unit 21 determines whether or not the vehicle speed is zero (step S245).
  • the failure occurrence identification unit 21 sets the evacuation travel flag XR to "1" and turns it on (step S250).
  • step S235 After executing the above-mentioned step S235, the process returns to the above-mentioned step S205. Further, when it is determined that the evacuation running flag XR is ON in step S240 described above (step S240: YES), and when it is determined that the vehicle speed is not zero in step S245 described above (step S245: NO). In each case, the process returns to step S205 described above. Therefore, when at least one of the control circuits 31R and 31L becomes abnormal while the evacuation travel flag XR is off, the evacuation travel flag XR is turned on when the vehicle speed decreases and becomes zero. It becomes.
  • Brake control process The brake control process shown in FIGS. 8 and 9 is executed when the start button of the vehicle 200 is pressed and the power of the brake control device 120 is turned on.
  • the brake control process is a process of controlling the operation of the brake devices 51 to 54.
  • the brake control device 120 acquires the set values of three types of flags, the lane deviation hazard flag XF, the evacuation running flag XR, and the normal side determination flag NF, from the electric motor control device 10 via the vehicle-mounted network 220 (step S305). ..
  • the brake control device 120 determines whether or not the lane departure hazard flag XF is on (step S310). When it is determined that the lane departure hazard flag XF is not on (step S310: NO), the brake control device 120 executes brake control according to the normal brake operation amount by the driver for the brake devices 51 to 54. (Step S315).
  • step S310: YES When it is determined that the lane departure hazard flag XF is ON (step S310: YES), the brake control device 120 determines whether or not the evacuation travel flag XR is ON (step S320). If it is determined that the evacuation running flag XR is not on (step S310: NO), the above-mentioned step S315 is executed. The case where it is determined that the evacuation running flag XR is not on means that the steps S225 to S230 of the above-mentioned failure target torque determination process are being executed and the vehicle 200 has not stopped yet. .. In this case, brake control is executed according to the amount of brake operation by the driver.
  • step S320 when it is determined that the evacuation travel flag XR is ON (step S320: YES), the brake control device 120 acquires the vehicle speed and steering angle from the electric motor control device 10 via the vehicle-mounted network 220, and obtains the vehicle speed and the steering angle.
  • the target yaw rate Yt is calculated from the steering angle (step S325).
  • the target yaw rate Yt which is the result calculated in step S110 of the lane deviation hazard detection process, may be acquired from the electric motor control device 10 via the in-vehicle network 220.
  • the brake control device 120 acquires the detection result of the yaw rate sensor 45 from the electric motor control device 10 via the in-vehicle network 220, that is, the measured value Y of the yaw rate (step S330).
  • the brake control device 120 calculates an absolute value (
  • the brake control device 120 determines whether or not the vehicle 200 is traveling straight from the vehicle speed and steering angle acquired in step S325 (step S340). When it is determined that the vehicle 200 is traveling straight (step S340: YES), the brake control device 120 identifies the normal side determination flag NF (step S345) as shown in FIG.
  • the brake control device 120 When the normal side determination flag NF is "+1", that is, when the control circuit 31R is abnormal and the control circuit 31L is normal, the brake control device 120 operates the brake device 54 of the left rear wheel 204 (step S350). ). At this time, the braking force is a positive value obtained by multiplying the absolute value (
  • the coefficient k is a coefficient derived from a braking force obtained in advance by an experiment or the like so that the measured value Y of the yaw rate approaches the target yaw rate Yt when the braking device 53 is operated. is there.
  • the brake control device 120 is set on the right rear wheel 203.
  • the brake device 53 is operated (step S355).
  • the braking force is a positive value obtained by multiplying the absolute value (
  • step S340 When it is determined in step S340 described above that the vehicle 200 is not traveling straight (step S340: NO), as shown in FIG. 9, the brake control device 120 is located on the inner wheel side of the pair of rear wheels 203 and 204.
  • the wheel braking device is activated (step S360).
  • the braking force is a positive value obtained by multiplying the absolute value (
  • the control circuit 31R fails when the vehicle 200 turns to the right, the target torque of the front wheels 201 becomes zero, so that the left side of the two front wheels 201 and 202 that are the driving wheels Only the front wheels 202 of the vehicle are driven, and the vehicle 200 is suppressed from turning right around the center of gravity C1, which may cause so-called understeer.
  • the brake device 53 of the right rear wheel 203 which is the brake device on the inner wheel side, is activated, the right turning operation of the vehicle 200 is promoted. Therefore, even after the control circuit 31R is generated, it is possible to suppress the deterioration of the running stability of the vehicle 200, and the measured value Y of the yaw rate approaches the target yaw rate Yt.
  • step S345 the value of the normal side determination flag NF specified in step S345 described above is other than "+1" and "-1", that is, when it is "0 (zero)"
  • step S315 described above is executed. Brake control is executed according to the normal amount of brake operation.
  • the wheel control system 100 of the first embodiment described above zero is instructed as the target torque for the control circuit in which the failure occurrence is specified, and one of the pair of rear wheels 203 and 204 that are the driven wheels.
  • the brake is applied so that the measured value Y of the yaw rate approaches the target yaw rate Yt, the two electric motors 30R and 30L for driving the two front wheels 201 and 202 on the left and right and the electric motors 30R and 30L are controlled.
  • the configuration including the two control circuits 31R and 31L it is possible to suppress the deterioration of the running stability of the vehicle 200 when a failure occurs in one of the control circuits, and it is possible to realize fail-safety.
  • a control circuit in which the failure is identified across the center of gravity C1 of the vehicle 200 among the pair of rear wheels 203 and 204. Since the brake is applied to the wheel arranged at a position symmetrical to the wheel corresponding to the above, the vehicle 200 is caused by driving only one of the pair of front wheels 201 and 202, which are the driving wheels. Can be suppressed from turning.
  • the brake is applied to the inner wheel side of the pair of rear wheels 203 and 204, so that the vehicle is driven. Since only one of the pair of front wheels 201 and 202, which are wheels, is driven, the turning operation is hindered and so-called understeer can be suppressed.
  • Second embodiment Since the device configuration of the wheel control system 100 of the second embodiment is the same as that of the wheel control system 100 of the first embodiment, the same components are designated by the same reference numerals, and detailed description thereof will be omitted. Further, the wheel control system 100 of the second embodiment executes a lane deviation hazard detection process, a failure target torque determination process, and a brake control process by the same procedure as the wheel control system 100 of the first embodiment. The wheel control system 100 of the second embodiment is different from the wheel control system 100 of the first embodiment in that steering control processing is additionally executed.
  • the steering control process according to the second embodiment shown in FIG. 12 is executed when the start button of the vehicle 200 is pressed and the power of the EPS control device 110 is turned on.
  • the operation control process is a process for controlling the steering of the vehicle 200.
  • the EPS control device 110 acquires the set values of three types of flags, the lane deviation hazard flag XF, the evacuation running flag XR, and the normal side determination flag NF, from the electric motor control device 10 via the vehicle-mounted network 220 (step S405). ..
  • the control device 110 determines whether or not the lane departure hazard flag XF is on (step S410). When it is determined that the lane departure hazard flag XF is not on (step S410: NO), the EPS control device 110 executes operation control according to the normal steering amount by the driver (step S415).
  • step S410: YES When it is determined that the lane departure hazard flag XF is ON (step S410: YES), the EPS control device 110 determines whether or not the evacuation travel flag XR is ON (step S420). If it is determined that the evacuation running flag XR is not on (step S410: NO), the above-mentioned step S415 is executed. The case where it is determined that the evacuation running flag XR is not on means that the steps S225 to S230 of the above-mentioned failure target torque determination process are being executed and the vehicle 200 has not stopped yet. .. In this case, steering control according to the steering amount by the driver is executed.
  • the EPS control device 110 acquires the set value of the normal side determination flag NF from the electric motor control device 10 via the in-vehicle network 220. (Step S425).
  • the EPS control device 110 controls the steering angle on the wheel side corresponding to the control circuit in which the failure has been identified to an angle obtained by reducing the offset amount from the normal steering angle (hereinafter referred to as "normal steering angle"). (Step S430). Such control is realized by determining the steering angle with reference to the steering angle map described later based on the normal side determination flag NF identified in step S425 and controlling the steering angle. Such control will be described with reference to FIG.
  • FIG. 13 shows two steering angle maps Lsr1 and Lsl1 as steering angle maps when the vehicle speed V is v1, and two steering angle maps Lsrn and Lsln as steering angle maps when the vehicle speed V is vn. Is represented.
  • the steering angle map Ls0 in the normal state that is, the steering angle map referred to when the failure occurrence is not specified in any of the two control circuits 31R and 31L is represented by a thin solid line. ..
  • the horizontal axis represents the amount of steering of the steering wheel 210 by the driver
  • the vertical axis represents the steering angle.
  • the steering angle map Ls0 when the steering amount is zero, the steering angle is set to zero. Therefore, in the normal state, when the steering amount is zero, the vehicle 200 goes straight.
  • the steering angle map Lsl1 when the vehicle speed V represented by the thick solid line is v1 is a steering angle map referred to when the control circuit 31R is abnormal and the control circuit 31L is normal.
  • the steering angle map Lsr1 when the vehicle speed V represented by the thick broken line is v1 is a steering angle map referred to when the control circuit 31R is normal and the control circuit 31L is abnormal.
  • the angle in the right direction is reduced by a predetermined offset amount and the angle in the left direction is increased when the steering amount is the same as compared with the steering angle map Ls0.
  • the vehicle 200 tries to perform a right-turning operation centered on its own center of gravity C1, so that the steering amount is higher than in the normal state.
  • the rightward angle is reduced and set in the same case so that the vehicle 200 can go straight when the steering amount, that is, the operation amount of the steering wheel 210 is zero.
  • the angle in the left direction is reduced by a predetermined offset amount and the angle in the right direction is increased when the steering amount is the same as compared with the steering angle map Ls0.
  • the vehicle 200 tries to perform a left-turning operation centered on its own center of gravity C1, so that the steering amount is larger than in the normal state.
  • the leftward angle is reduced and set so that the vehicle 200 can go straight when the steering amount, that is, the operation amount of the steering wheel 210 is zero.
  • the larger the vehicle speed the larger the offset amount is set.
  • the larger the vehicle speed V the larger the vehicle 200 is likely to turn due to a slight change in the steering amount.
  • the higher the vehicle speed the more certain that the vehicle 200 will perform a turning operation, in other words, it will not go straight if a larger value is set as the offset amount described above. This is because it can be suppressed.
  • the wheel control system 100 of the second embodiment described above has the same effect as the wheel control system 100 of the first embodiment.
  • the target steering angle is set to an angle obtained by reducing the offset amount from the steering angle with respect to the steering amount (steering wheel steering amount) in the normal state, so that the steering amount is zero.
  • the steering of the vehicle since the steering of the vehicle is controlled so that the vehicle travels straight, it is possible to suppress the vehicle 200 from turning even though the steering amount is zero.
  • the vehicle speed V is large, a larger value is set as the offset amount as compared with the case where the vehicle speed V is small. Therefore, since the vehicle speed V is large, the vehicle 200 becomes large due to a slight change in the steering amount. Even in a situation where it is easy to turn, it is possible to more reliably suppress the vehicle 200 from turning when the steering amount is zero.
  • the vehicle 200a of the third embodiment is provided with the acceleration sensor 46 instead of the yaw rate sensor 45 and the wheel control system 100a instead of the wheel control system 100. It is different from the vehicle 200 of the form. Since the other configurations of the vehicle 200a are the same as those of the vehicle 200, the same components are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the acceleration sensor 46 detects the lateral acceleration of the vehicle 200 (hereinafter, referred to as “lateral acceleration”), in other words, the lateral acceleration.
  • the acceleration sensor 46 is composed of a three-axis sensor.
  • the wheel control system 100a is different from the wheel control system 100 of the first embodiment in that the electric motor control device 10a is provided in place of the electric motor control device 10. Since the other configurations in the wheel control system 100a are the same as those in the wheel control system 100, the same components are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the electric motor control device 10a of the third embodiment shown in FIG. 15 is provided with an acceleration specifying unit 15a instead of the yaw rate specifying unit 15 and a target acceleration calculating unit 19a instead of the target yaw rate calculating unit 19. It is different from the electric motor control device 10 of the first embodiment. Since the other configurations of the electric motor control device 10a are the same as those of the electric motor control device 10, the same components are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the acceleration specifying unit 15a identifies the lateral acceleration by receiving a signal indicating the lateral acceleration notified from the acceleration sensor 46.
  • the target acceleration calculation unit 19a sets a target value of lateral acceleration (hereinafter, referred to as “target acceleration”) based on the vehicle speed specified by the vehicle speed specifying unit 12 and the steering angle specified by the steering angle specifying unit 14. calculate.
  • target acceleration a target value of lateral acceleration
  • a map similar to the target yaw rate map shown in FIG. 5 may be set in advance, and the lateral acceleration may be specified based on the vehicle speed and the steering angle with reference to the map.
  • the lane deviation hazard detection process and the failure target torque determination process are executed by the same procedure as that of the first embodiment.
  • the procedure of the brake control process of the third embodiment is different from that of the brake control process of the first embodiment.
  • the brake control process of the third embodiment replaces steps S325, S330, S335, S350, and S355 with steps S325a, S330a, S335a, S350a, and It differs from the brake control process of the first embodiment in that S355a is executed. Since the other procedures of the brake control process of the third embodiment are the same as those of the brake control process of the first embodiment, the same procedures are designated by the same reference numerals and detailed description thereof will be omitted.
  • step S320 when it is determined in step S320 that the retracted travel flag XR is ON (step S320: YES), the brake control device 120 is subjected to vehicle speed and vehicle speed from the electric motor control device 10 via the vehicle-mounted network 220.
  • the steering angle is acquired, and the target acceleration Gt in the lateral direction is calculated from the vehicle speed and the steering angle (step S325a).
  • the brake control device 120 acquires the detection result of the acceleration sensor 46 from the electric motor control device 10 via the vehicle-mounted network 220, that is, the measured value G of the lateral acceleration (step S330a).
  • the brake control device 120 calculates an absolute value (
  • the brake control device 120 is the brake device of the left rear wheel 204. 54 is operated (step S350a).
  • the braking force is a positive value obtained by multiplying the absolute value (
  • the coefficient m is derived from the braking force obtained in advance by experiments or the like so that the measured value G of the lateral acceleration approaches the target acceleration Gt when the braking device 54 is operated. It is a coefficient.
  • the brake control device 120 When the normal side determination flag NF is "-1", that is, when the control circuit 31R is normal and the control circuit 31L is abnormal, the brake control device 120 operates the brake device 53 of the rear wheel 203 on the right side ( Step S355a). At this time, the braking force is a positive value obtained by multiplying the absolute value (
  • step S340 When it is determined in step S340 described above that the vehicle 200 is not traveling straight (step S340: NO), as shown in FIG. 17, the brake control device 120 is located on the inner wheel side of the pair of rear wheels 203 and 204.
  • the wheel braking device is activated (step S360a).
  • the braking force is a positive value obtained by multiplying the absolute value (
  • step S345 When the value of the normal side determination flag NF specified in step S345 described above is other than "+1" and "-1", that is, when it is "0 (zero)", step S315 described above is executed. Brake control is executed according to the normal amount of brake operation.
  • steps S350, S355, S360, and S350a, S355a, S360a are executed. It was premised that the evacuation running flag XR was turned on. That is, these processes were executed after the lane departure hazard flag XF was turned on and the vehicle speed became zero, but the present disclosure is not limited to this. For example, these processes may be executed only on the condition that the lane departure hazard flag XF is turned on. In this case, these processes are executed even during the period from the occurrence of the failure to the time when the vehicle speed becomes zero.
  • the target torque determined in steps S225, S230, and S235 is immediately applied, but the present disclosure is not limited to this.
  • the target torques of the two control circuits 31R and 31L are both zero. May be instructed.
  • the target torques determined in steps S225, S230, and S235 are instructed to the two control circuits 31R and 31L. You may try to do it.
  • steps S340 and S360 may be omitted.
  • steps S340 and S360a may be omitted.
  • steps S340, S360a may be omitted.
  • steps S340, S350, and S355 may be omitted.
  • steps S360 and S360a will be executed after the completion of steps S335 and S335a.
  • the steering angle is not zero and the driver tries to turn the vehicles 200 and 200a.
  • the steering angle map is set with a larger value as the offset amount when the vehicle speed V is large than when it is small, but the present disclosure is not limited to this. Regardless of the size of the vehicle speed V, only one map may be set as the steering angle map. Further, the steering angle maps Lsl1, Lsr1, Lsln, and Lsrn are set so that the steering angle changes continuously as the steering amount changes, but they may be set to change stepwise. ..
  • the driving wheels of the vehicles 200 and 200a were a pair of front wheels 201 and 202, but instead of the pair of front wheels 201 and 202, or a pair of front wheels 201 and 202.
  • the pair of rear wheels 203, 204 may be drive wheels.
  • electric motors are attached to the pair of rear wheels 203 and 204, respectively, and control circuits are installed corresponding to the electric motors.
  • the target torque is set for the control circuit in which the failure occurrence (abnormality) is specified among the two control circuits 31R and 31L.
  • the present disclosure is not limited to this. For example, by disconnecting the relay provided in the power supply circuit connecting the failure identification control circuit and the battery to cut off the power supply from the battery to the failure identification control circuit, the operation of the corresponding electric motor 30R or 30L can be performed. You may stop it.
  • the configurations of the wheel control systems 100 and 100a of each embodiment are merely examples and can be changed in various ways.
  • at least one of the two motors 30R and 30L may be a motor generator.
  • the motor generator corresponds to the subordinate concept of the generator in the present disclosure.
  • the vehicles 200 and 200a are configured to be equipped with both the yaw rate sensor 45 and the acceleration sensor 46, and the brake control process is executed using the detection results of the two sensors 45 and 46. May be good.
  • the braking force operated in steps S350, S355, S360, and S350a, S355a, S360a is multiplied by a predetermined coefficient by the value obtained by multiplying the absolute value of the yaw rate difference and the absolute value of the acceleration difference. You may ask for it.
  • the failure of the two control circuits 31R and 31L means the failure of the driver ICs 32R and 32L, but the present disclosure is not limited to this.
  • it may be a failure of any component constituting the control circuits 31R and 31L, such as the actual torque calculation units 33R and 33L, the comparators 34R and 34L, and the operation monitoring units 35R and 35L.
  • the two control circuits 31R and 31L are configured to periodically notify the motor control devices 10 and 10a of the normality, respectively, and when an abnormality is notified in such communication or when such notification does not arrive, 2 It may be configured to identify the failure of the two control circuits 31R and 31L. According to such a configuration, the electric motor control devices 10 and 10a can identify the occurrence of a failure of any component constituting the control circuits 31R and 31L, not limited to the failure of the driver ICs 32R and 32L.
  • the motor control devices 10, 10a, brake control device 120, and methods thereof described in the present disclosure include a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by a dedicated computer provided by configuring. Alternatively, the motor control devices 10, 10a, brake control device 120 and methods thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Good. Alternatively, the motor control devices 10, 10a, brake control device 120 and methods thereof described in the present disclosure include a processor and memory programmed to perform one or more functions and one or more hardware logic circuits. It may be realized by one or more dedicated computers configured in combination with a processor configured by. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.
  • the present disclosure is not limited to the above-described embodiments, and can be realized with various configurations without departing from the spirit of the present disclosure.
  • the technical features in each embodiment corresponding to the technical features in the embodiments described in the column of the outline of the invention may be used to solve some or all of the above-mentioned problems, or one of the above-mentioned effects. It is possible to replace or combine as appropriate to achieve a part or all. Further, if the technical feature is not described as essential in the present specification, it can be appropriately deleted.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un système de commande de roue (100) comprenant : un dispositif de commande de moteur (10) qui commande des circuits de commande ; et un dispositif de commande de frein (120) qui commande un frein de chaque roue. Le dispositif de commande de moteur comprend : une unité d'instruction de couple cible (16) qui ordonne un couple cible aux circuits de commande ; une unité d'identification d'occurrence de défaillance (21) qui identifie une occurrence de défaillance dans l'un quelconque des circuits de commande ; une unité d'acquisition de résultat de détection qui acquiert un résultat de détection d'au moins l'une d'un taux de lacet et d'une accélération latérale ; et une unité de calcul de valeur cible (19, 19a) qui calcule une valeur cible à l'aide des résultats de détection d'un capteur de vitesse de véhicule (44) et d'un capteur d'angle de direction (42). Si une occurrence de défaillance a été identifiée, l'unité d'instruction de couple cible ordonne zéro en tant que couple cible au circuit de commande dans lequel la défaillance a été identifiée et le dispositif de commande de frein applique le frein à une roue différente d'une roue d'entraînement de telle sorte que les résultats de détection approchent de la valeur cible.
PCT/JP2020/008930 2019-03-11 2020-03-03 Système de commande de roue et procédé de commande de roue WO2020184300A1 (fr)

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DE112020001169.0T DE112020001169T5 (de) 2019-03-11 2020-03-03 Radsteuerungssystem und Radsteuerungsverfahren

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JP2019043265A JP7287011B2 (ja) 2019-03-11 2019-03-11 車輪制御システムおよび車輪制御方法
JP2019-043265 2019-03-11

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FR3136058B1 (fr) * 2022-05-24 2024-04-12 Psa Automobiles Sa Procede de surveillance d’un couple moteur d’une machine electrique de traction

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011120390A (ja) * 2009-12-04 2011-06-16 Sak:Kk 電動車両の制御装置及びその制御装置を備えた電動車両
JP5893486B2 (ja) * 2012-04-13 2016-03-23 Ntn株式会社 電気自動車

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007147585A (ja) 2005-03-17 2007-06-14 Kagoshima Univ 液体屈折率測定装置
JP2019043265A (ja) 2017-08-31 2019-03-22 シロキ工業株式会社 リクライニング装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011120390A (ja) * 2009-12-04 2011-06-16 Sak:Kk 電動車両の制御装置及びその制御装置を備えた電動車両
JP5893486B2 (ja) * 2012-04-13 2016-03-23 Ntn株式会社 電気自動車

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