WO2022113503A1

WO2022113503A1 - Vehicle control device and vehicle control method

Info

Publication number: WO2022113503A1
Application number: PCT/JP2021/034896
Authority: WO
Inventors: 航太渡邊; 正悟宮本
Original assignee: 日立Astemo株式会社
Priority date: 2020-11-27
Filing date: 2021-09-22
Publication date: 2022-06-02
Also published as: JPWO2022113503A1

Abstract

This vehicle control device is provided with an electric mechanism having a motor and a decelerator that includes a gear making contact with an oil medium and transmits power between the motor and vehicle wheels. During braking of the vehicle, the vehicle control device corrects a regenerative torque command value for the motor in accordance with the current temperature of the oil medium.

Description

Vehicle control device and vehicle control method

The present invention relates to a vehicle control device and a vehicle control method.

A vehicle driven by a motor is equipped with a motor for traveling and a speed reducer for decelerating the motor. The reducer has a built-in gear in contact with the oil medium and transmits power between the motor and the wheels of the vehicle. The viscosity of the oil medium changes depending on the temperature. For example, when the vehicle is operated in a low temperature environment, the viscosity increases due to the low temperature and the rotational resistance of gears and the like increases, so that the efficiency of the speed reducer decreases. Therefore, the regenerative torque during braking of the vehicle also changes depending on the operating temperature environment.

In Patent Document 1, by adding an additional torque command to the torque command when driving a normal motor, the current flowing through the motor is increased to increase the heat generation of the inverter and the motor, and the temperature of the oil medium is raised. Have been described.

Japanese Patent Application Laid-Open No. 2014-75933

In Patent Document 1, it is necessary to raise the temperature of the oil medium, and there is a problem that the fluctuation of the regenerative force cannot be suppressed without raising the temperature of the oil medium.

The vehicle control device according to the present invention is a vehicle control device including a motor and an electric mechanism having a speed reducer having a built-in gear in contact with an oil medium and transmitting power between the motor and the wheels of the vehicle. When braking the vehicle, the regenerative torque command value for the motor is corrected according to the current temperature of the oil medium.
The vehicle control method according to the present invention is a vehicle control method in a vehicle control device including an electric mechanism having a motor and a speed reducer having a built-in gear in contact with an oil medium and transmitting power between the motor and the wheels of the vehicle. Therefore, when the vehicle is braking, the regenerative torque command value for the motor is corrected according to the current temperature of the oil medium.

According to the present invention, it is possible to suppress fluctuations in regenerative force due to temperature changes in the oil medium during braking of the vehicle.

It is a block diagram of the vehicle which concerns on 1st Embodiment. It is sectional drawing of the electric mechanism. It is a graph which shows the relationship between the efficiency of a speed reducer and the temperature of an oil medium. It is a flowchart which shows the processing operation of the control part in front-wheel drive. It is a flowchart which shows the processing operation of the control part in the rear wheel drive. It is a block diagram of the vehicle which concerns on 2nd Embodiment. It is a flowchart which shows the processing operation of the control part in four-wheel drive.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and are appropriately omitted and simplified for the sake of clarification of the description. The present invention can also be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

The position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the position, size, shape, range and the like disclosed in the drawings.

If there are multiple components with the same or similar functions, the same code may be described with different subscripts. However, if it is not necessary to distinguish between these plurality of components, the subscripts may be omitted for explanation.

Further, in the following description, a process performed by executing a program may be described, but the program is executed by a processor (for example, CPU, GPU) to appropriately store a predetermined process as a storage resource (a storage resource (for example). Since it is performed using, for example, a memory) and / or an interface device (for example, a communication port), the main body of processing may be a processor. Similarly, the main body of the process of executing the program may be a controller having a processor, an apparatus, a system, a computer, or a node. The main body of the processing performed by executing the program may be any arithmetic unit, and may include a dedicated circuit (for example, FPGA or ASIC) that performs a specific processing.

The program may be installed in a device such as a calculator from the program source. The program source may be, for example, a program distribution server or a computer-readable storage medium. When the program source is a program distribution server, the program distribution server includes a processor and a storage resource for storing the program to be distributed, and the processor of the program distribution server may distribute the program to be distributed to other computers. Further, in the following description, two or more programs may be realized as one program, or one program may be realized as two or more programs.

[First Embodiment]
FIG. 1 is a configuration diagram of a vehicle 1000 according to the first embodiment.
The vehicle 1000 is an electric vehicle and includes an electric mechanism 100, a control unit 200, front wheels 300F, rear wheels 300R, and a battery 400. The configuration including the electric mechanism 100 and the control unit 200 is referred to as a vehicle control device.

The electric mechanism 100 includes an inverter 110, a motor 120, and a speed reducer 130, and is provided on the front wheel 300F side. That is, the vehicle 1000 is a front wheel drive driven by an electric mechanism 100 provided on the front wheel side.

The inverter 110 converts the DC power supplied from the battery 400 into AC power and drives the motor 120. Further, when the vehicle 1000 is braked, the motor 120 is rotated by an external force, the motor 120 functions as a generator by the regenerative torque, and the inverter 110 converts AC power into DC power to charge the battery 400, so-called. Regenerate.

The rotating shaft of the motor 120 is connected to the front wheel 300F via the speed reducer 130. The speed reducer 130 has a built-in gear in contact with the oil medium and transmits power between the motor 120 and the front wheel 300F of the vehicle 1000. A temperature sensor 131 for detecting the temperature of the oil medium is provided in the speed reducer 130, and the temperature detected by the temperature sensor 131 is input to the control unit 200.

Here, the regenerative torque is the torque generated on the rotating shaft 123 (see FIG. 2) of the motor 120. In the case of regeneration, the regenerative torque of the rotary shaft 123 is such that the efficiency loss of the speed reducer 130 is added to the regenerative torque of the rotary shaft 123. Therefore, when the efficiency of the speed reducer 130 is low, the regenerative torque is reduced.

The control unit 200 includes a braking force calculation unit 210 and a torque distribution command unit 220.
The braking force calculation unit 210 inputs vehicle information such as road surface condition a, vehicle weight b, brake pedaling force c, and speed d, and when regeneration is started, the target braking force based on the input information is input. Is calculated. Then, the regenerative torque command value for the motor 120 is corrected according to the current temperature of the oil medium detected by the temperature sensor 131. That is, the difference between the efficiency of the speed reducer 130 corresponding to the current temperature of the oil medium and the efficiency of the reference speed reducer 130 is calculated, and the regenerative torque command value is corrected based on the difference.

The torque distribution command unit 220 distributes the torque on the front wheel side and the rear wheel side of the vehicle 1000 based on the deceleration of the vehicle 1000 during braking. When the electric mechanism 100 is provided on the front wheel side as in the present embodiment, the regenerative torque based on the regenerative torque command value corrected by the braking force calculation unit 210 on the front wheel side of the vehicle 1000 based on the deceleration Change the allocation.

The front wheel 300F is equipped with a disc brake 300D, and the rear wheel 300R is equipped with an electric actuator 300E. The electric actuator 300E applies a braking force to the rear wheel 300R based on a braking command from the control unit 200.

FIG. 2 is a cross-sectional view of the electric mechanism 100.
The motor 120 includes a stator 121, a coil 122 wound around the stator 121, and a rotor 124 that rotates about a rotation shaft 123. An inverter 110 is installed in the housing of the motor 120, and AC wiring (not shown) is connected from the inverter 110 to the coil 122.

The speed reducer 130 incorporates a plurality of gears 132 directly or indirectly connected to the rotating shaft 123, and finally power is transmitted to the output shaft 134 pivotally supported by the bearing 133. An oil medium 135, which is lubricating oil, is stored in the bottom of the speed reducer 130, and the gear 132 is in contact with the oil medium 135. The viscosity of the oil medium 135 changes depending on the temperature. For example, when the vehicle is operated in a low temperature environment, the viscosity increases due to the low temperature and the rotational resistance of the gear 132 or the like increases, so that the efficiency of the speed reducer 130 decreases. ..

Inside the speed reducer 130, a temperature sensor 131 for detecting the temperature of the oil medium 135 is provided. In addition to directly detecting the temperature of the oil medium 135 with the temperature sensor 131, the temperature of the motor 120 or the inverter 110 may be detected and the temperature of the oil medium 135 may be estimated from the detected temperature.

FIG. 3 is a graph showing the relationship between the efficiency of the speed reducer 130 and the temperature of the oil medium 135. The horizontal axis is the temperature of the oil medium 135 ° C., and the vertical axis is the efficiency% of the speed reducer 130.
In the example shown in FIG. 3, when the temperature of the oil medium 135 is lower than t1, the efficiency of the speed reducer 130 decreases. For example, at a temperature t0 where the temperature of the oil medium 135 is lower than t1, the speed reducer 130 drops to an efficiency e0. When the temperature of the oil medium 135 is higher than t1, the efficiency of the speed reducer 130 is e1 and is almost constant. Data showing the relationship between the efficiency of the speed reducer 130 and the temperature of the oil medium 135 as shown in FIG. 3 is stored in advance in a storage unit (not shown). The control unit 200 refers to the data in the storage unit and executes the process shown in the flowchart described later. This storage unit may be inside the control unit 200 or outside the control unit 200. If it is outside the control unit 200, it is referred to via the network.

FIG. 4 is a flowchart showing the processing operation of the control unit 200 in the front wheel drive. The flowchart shown in FIG. 4 shows the processing at the time of braking of the vehicle 1000.
In step S401 of FIG. 4, the control unit 200 acquires vehicle information such as the road surface condition a, the vehicle weight b, the brake pedal force c, and the speed d, and recognizes the state of the vehicle 1000. In addition to the road surface condition a, vehicle weight b, brake pedal effort c, and speed d, vehicle information includes the temperature of the oil medium 135, the temperature of the motor 120, the temperature of the inverter 110, the temperature of the battery 400, the remaining amount of the battery 400, and the accelerator. It contains information such as operation, the current number of gears 132, and whether regeneration is restricted.

In the next step S402, the control unit 200 determines whether regeneration can be started. That is, based on the vehicle information acquired in step S401, the vehicle 1000 determines whether the conditions for starting regeneration are satisfied. If it is not possible to start regeneration, the process returns to step S401. If regeneration can be started, the process proceeds to step S403.

In step S403, the control unit 200 calculates the target braking force of the vehicle 1000 based on the vehicle information acquired in step S401. For example, if the road surface condition a is a slippery road surface, the target braking force is set to be weaker than usual. For the road surface condition a, the slip ratio may be calculated to estimate the slipperiness. Further, for example, the heavier the vehicle weight b, the stronger the target braking force is set. The vehicle weight b may be calculated based on the number of occupants detected by the seating sensor, or may be calculated from the displacement amount of the suspension. The target braking force may be set based on the information from the acceleration sensor (not shown), or may be estimated from the brake depression allowance and the brake depression speed in addition to the information from the acceleration sensor.

Next, in step S404, the control unit 200 calculates the regenerative torque command value based on the target braking force calculated in step S403. That is, the portion of the target braking force used as the regenerative torque is calculated.

In step S405, the control unit 200 calculates the difference between the current efficiency of the speed reducer 130 and the reference efficiency. Specifically, referring to the data showing the relationship between the efficiency of the speed reducer 130 and the temperature of the oil medium 135 shown in FIG. 3, for example, the speed reducer 130 corresponding to the current temperature t0 of the oil medium 135. Find the current efficiency e0. Then, when the reference efficiency of the speed reducer 130 is e1, the difference between the efficiency e1 and the efficiency e0 is calculated.

Next, in step S406, the control unit 200 corrects the regenerative torque command value based on the difference calculated in step S405. Specifically, the relationship between the difference of the speed reducer 130 and the correction value of the regenerative torque command value is stored in a storage unit (not shown) in advance, and the correction value corresponding to the difference calculated in step S405 is read out. Then, the correction value is subtracted from the regenerative torque command value. That is, the amount of torque generated in the rotating shaft 123 of the motor 120 is corrected so as to be equivalent to the case of the reference efficiency e1 regardless of the temperature of the oil medium 135. In the example shown in FIG. 3, since the reference efficiency e1 is set as the upper limit of the efficiency of the speed reducer 130, the correction value is subtracted from the regenerative torque command value, but the reference efficiency is set low. In that case, a correction value may be added to the regenerative torque command value. The corrected regenerative torque command value is the command value of the regenerative torque in the front wheels in the case of front wheel drive.

In step S407, the control unit 200 determines whether the deceleration of the vehicle 1000 during braking is smaller than a predetermined value. The deceleration of the vehicle 1000 is obtained from the target braking force calculated in step S403 and the vehicle weight b. If the deceleration of the vehicle 1000 is smaller than the predetermined value, the process proceeds to step S408, and if the deceleration of the vehicle 1000 is greater than or equal to the predetermined value, the process proceeds to step S409. Then, by the process described below, the regenerative torque or the braking force is distributed on the front wheel side and the rear wheel side of the vehicle 1000 based on the deceleration of the vehicle 1000.

In step S408, the control unit 200 makes the braking force on the rear wheel side larger than the regenerative torque on the front wheel side. As a result, when the deceleration of the vehicle 1000 is small, the braking of the vehicle 1000 is stably performed by applying a larger braking to the rear wheel side.

In step S409, the control unit 200 makes the braking force on the rear wheel side smaller than the regenerative torque on the front wheel side. As a result, when the deceleration of the vehicle 1000 is large, the braking of the vehicle 1000 is stably performed by applying a larger braking to the front wheel side. That is, when the deceleration is large, it corresponds to the case where strong braking is performed, and the load on the rear wheel side is reduced. If the braking force on the rear wheel side is increased in this state, the tire on the rear wheel side is locked and dangerous. Therefore, the braking force on the front wheel side is larger than that on the rear wheel side. In this case as well, the regenerative torque command value is corrected according to the temperature of the oil medium 135, so that the pitch angle of the vehicle 1000 can be made closer to a flat state by accurately distributing the braking force. Is.

Further, in steps S408 and S409, since the corrected regenerative torque command value is used, the pitching behavior at the time of braking of the vehicle 1000 is stable regardless of the temperature of the oil medium 135 of the speed reducer 130. After steps S408 and S409, the process proceeds to step S410.

In step S410, the control unit 200 determines whether the ABS (anti-lock braking system) is in a non-operating state. If it is in the non-operating state, the process proceeds to step S411, and if it is in the operating state, the process proceeds to step S412.

In step S411, the control unit 200 continues regeneration and ends the process. In step S412, the control unit 200 determines whether the ABS is operating on one of the front wheels and the rear wheels, and if it is operating, goes to step S413, if it is operating on both the front wheels and the rear wheels. , Step S414.

In step S413, the control unit 200 reduces the torque of the front wheel or the rear wheel on which the ABS is operating. When ABS is operating on the front wheels, the regenerative torque of the front wheels is reduced. When ABS is operating on the rear wheels, the braking force on the rear wheels is reduced. In step S414, the control unit 200 stops regeneration. After the regeneration is stopped, braking may be started by friction braking. Alternatively, the ABS may be returned to non-operation. Further, the process may return to the process of step S402.

The braking force calculation unit 210 of the control unit 200 executes the processes of steps S403 to S406, and the torque distribution command unit 220 executes the processes of steps S407 to S414.

FIG. 5 is a flowchart showing the processing operation of the control unit 200 in the rear wheel drive. The flowchart shown in FIG. 5 shows the processing at the time of braking of the vehicle 1000.
The configuration diagram of the vehicle 1000 in the case of rear wheel drive is the configuration diagram of the vehicle 1000 in the case of front wheel drive shown in FIG. 1 in which the electric mechanism 100 is arranged on the rear wheel side, and thus the illustration is omitted. Further, the electric mechanism 100 is the same as the cross-sectional view shown in FIG. 2, and the relationship between the efficiency of the speed reducer 130 and the temperature of the oil medium 135 is the same as the graph shown in FIG.

In the flowchart shown in FIG. 5, the same processes as those in the steps of the flowchart shown in FIG. 4 are designated by the same reference numerals, and the description thereof will be simplified.
In FIG. 5, steps S401 to S407 are the same as steps S401 to S407 in the flowchart of FIG. In step S406 of FIG. 5, the corrected regenerative torque command value becomes the command value of the regenerative torque in the rear wheels in the case of rear wheel drive.

In step S408'in FIG. 5, the control unit 200 makes the braking force on the front wheel side smaller than the regenerative torque on the rear wheel side. As a result, when the deceleration of the vehicle 1000 is small, the braking of the vehicle 1000 is stably performed by applying a larger braking to the rear wheel side.

In step S409', the control unit 200 makes the braking force on the front wheel side larger than the regenerative torque on the rear wheel side. As a result, when the deceleration of the vehicle 1000 is large, the braking of the vehicle 1000 is stably performed by applying a larger braking to the front wheel side.

In steps S408'and S409', the corrected regenerative torque command value is used, so that the pitching behavior during braking of the vehicle 1000 is stable regardless of the temperature of the oil medium 135 of the speed reducer 130.

In FIG. 5, steps S410 to S414 are the same as steps S410 to S414 in the flowchart of FIG. In FIG. 5, in step S413, the control unit 200 reduces the torque of the front wheels or the rear wheels on which the ABS is operating. When ABS is operating on the front wheels, the braking force on the front wheels is reduced. When ABS is operating on the rear wheels, the regenerative torque of the rear wheels is reduced.

According to the first embodiment, the efficiency of the speed reducer 130 is obtained from the temperature of the oil medium 135, and the regenerative torque of the front wheels or the rear wheels is corrected so as to compensate for the difference from the reference efficiency. , The fluctuation of the regenerative force due to the temperature change of the oil medium 135 can be suppressed. Further, since it is controlled by the regenerative torque based on the corrected regenerative torque command value, it is possible to accurately distribute the braking of the front wheels or the rear wheels, the pitching behavior of the vehicle can be suppressed, and the riding comfort can be improved.

[Second embodiment]
FIG. 6 is a block diagram of the vehicle 1000'related to the second embodiment.
The vehicle 1000'is an electric vehicle as in the first embodiment shown in FIG. 1, but in the second embodiment, the electric mechanism 100 is provided on the front wheel side and the rear wheel side, so-called four-wheel drive. The difference is that. Other configurations are the same as those of the first embodiment described with reference to FIG.

The braking force calculation unit 210 of the control unit 200 calculates the difference between the efficiency of the speed reducer 130 corresponding to the current temperature of the oil medium of the electric mechanism 100 on the front wheel side and the rear wheel side and the efficiency of the reference speed reducer 130. Then, the regenerative torque command values on the front wheel side and the rear wheel side are corrected based on the difference. The torque distribution command unit 220 changes the distribution of regenerative torque based on the regenerative torque command value corrected by the braking force calculation unit 210 on the front wheel side and the rear wheel side of the vehicle 1000'based on the deceleration of the vehicle 1000'. ..

The electric mechanism 100 is the same as the cross-sectional view of the first embodiment shown in FIG. 2, and the relationship between the efficiency of the speed reducer 130 and the temperature of the oil medium 135 is the same as that of the first embodiment shown in FIG. Similar to the graph.
FIG. 7 is a flowchart showing the processing operation of the control unit 200 in the four-wheel drive. The flowchart shown in FIG. 7 shows the processing at the time of braking of the vehicle 1000'.
In the flowchart shown in FIG. 7, the same processes as those in the steps of the flowchart of the first embodiment shown in FIG. 4 are designated by the same reference numerals, and the description thereof will be simplified.

In FIG. 7, steps S401 to S407 are the same as steps S401 to S407 in the flowchart of FIG. In step S406 of FIG. 7, the corrected regenerative torque command value becomes the command value of the regenerative torque on the front wheel side and the rear wheel side.

In step S408 "in FIG. 7, the control unit 200 makes the regenerative torque on the front wheel side smaller than the regenerative torque on the rear wheel side. By applying it, the vehicle 1000'is braked stably.

In step S409, the control unit 200 increases the regenerative torque on the front wheel side to be larger than the regenerative torque on the rear wheel side. Stable braking of vehicle 1000'.

In steps S408 "and S409", the regenerative torque is controlled using the corrected regenerative torque command value, so that the pitching behavior during braking of the vehicle 1000'is stable regardless of the temperature of the oil medium 135 of the speed reducer 130. do.

In FIG. 7, steps S410 to S414 are the same as steps S410 to S414 in the flowchart of FIG. In FIG. 7, in step S413, the control unit 200 reduces the torque of the front wheels or the rear wheels on which the ABS is operating. When ABS is operating on the front wheels, the regenerative torque of the front wheels is reduced. When ABS is operating on the rear wheels, the regenerative torque of the rear wheels is reduced.

Generally, when the vehicle is braked, the riding comfort deteriorates due to the pitching of the vehicle that occurs. In vehicles that are not electric vehicles, the distribution of braking force of the brakes on the front and rear wheels is adjusted to suppress the pitching behavior of the vehicle. However, when this is achieved by the regenerative braking of an electric vehicle, it is difficult to appropriately control the regenerative torque of the front wheels and the rear wheels because the efficiency of the reducer differs depending on the temperature of the oil medium in the reducer. Therefore, in the electric vehicle, pitching behavior occurs during braking depending on the operating temperature environment, and the riding comfort is deteriorated.

According to the second embodiment, the efficiency of the speed reducer 130 is obtained from the temperature of the oil medium 135, and the regenerative torque of the front wheels and the rear wheels is corrected so as to compensate for the difference from the reference efficiency, so that the regenerative torque of the front wheels and the rear wheels is corrected during braking of the vehicle. , The fluctuation of the regenerative force due to the temperature change of the oil medium 135 can be suppressed. Further, since it is controlled by the regenerative torque based on the corrected regenerative torque command value, it is possible to accurately distribute the braking of the front wheels and the rear wheels, the pitching behavior of the vehicle can be suppressed, and the riding comfort can be improved.

According to the embodiment described above, the following effects can be obtained.
(1) The vehicle control device (electric mechanism 100 and control unit 200) incorporates a motor 120 and a gear 132 in contact with the oil medium 135 to transmit power between the motor 120 and the wheels of the vehicles 1000 and 1000'. An electric mechanism 100 having a speed reducer 130 is provided, and when braking the vehicles 1000 and 1000', the regenerative torque command value for the motor 120 is corrected according to the current temperature of the oil medium 135. As a result, it is possible to suppress fluctuations in the regenerative force due to changes in the temperature of the oil medium during braking of the vehicle.

(2) The vehicle control method is an electric mechanism 100 having a motor 120 and a speed reducer 130 having a built-in gear 132 in contact with the oil medium 135 and transmitting power between the motor 120 and the wheels of the vehicles 1000 and 1000'. It is a vehicle control method in the vehicle control device (electric mechanism 100 and control unit 200) provided with the above, and when braking the vehicles 1000 and 1000', the regenerative torque command value for the motor 120 is set according to the current temperature of the oil medium 135. to correct. As a result, it is possible to suppress fluctuations in the regenerative force due to changes in the temperature of the oil medium during braking of the vehicle.

The present invention is not limited to the above-described embodiment, and other embodiments considered within the scope of the technical idea of the present invention are also included within the scope of the present invention as long as the features of the present invention are not impaired. .. Further, the configuration may be a combination of the above-described embodiments.

100 ... Electric mechanism, 110 ... Inverter, 120 ... Motor, 121 ... Stator, 122 ... Coil, 123 ... Rotating shaft, 124 ... Rotor, 130 ... Reducer , 131 ... temperature sensor, 132 ... gear, 134 ... output shaft, 135 ... oil medium, 200 ... control unit, 210 ... braking force calculation unit, 220 ... torque distribution Command unit, 300D ... Disc brake, 300E ... Electric actuator, 300F ... Front wheel, 300R ... Rear wheel, 400 ... Battery, 1000, 1000'... Vehicle.

Claims

A vehicle control device including an electric mechanism having a motor and a speed reducer having a built-in gear in contact with an oil medium and transmitting power between the motor and the wheels of the vehicle.
A vehicle control device that corrects a regenerative torque command value for the motor according to the current temperature of the oil medium when the vehicle is braking.
In the vehicle control device according to claim 1,
A vehicle control device that calculates a difference between the efficiency of the speed reducer corresponding to the current temperature of the oil medium and the efficiency of the speed reducer as a reference, and corrects the regenerative torque command value based on the difference.
In the vehicle control device according to claim 1 or 2.
A vehicle control device that distributes regenerative torque based on the corrected regenerative torque command value to the front wheel side or the rear wheel side of the vehicle based on the deceleration of the vehicle during braking.
In the vehicle control device according to claim 3,
The electric mechanism is provided on the front wheel side of the vehicle, and when the deceleration is smaller than a predetermined value, the regenerative torque on the front wheel side is made smaller than the braking force on the rear wheel side of the vehicle, and the deceleration is the deceleration. When the value is equal to or higher than a predetermined value, the vehicle control device increases the regenerative torque on the front wheel side to be larger than the braking force on the rear wheel side.
In the vehicle control device according to claim 3,
The electric mechanism is provided on the rear wheel side of the vehicle, and when the deceleration is smaller than a predetermined value, the braking force on the front wheel side of the vehicle is made smaller than the regenerative torque on the rear wheel side, and the deceleration is reduced. When the value is equal to or higher than the predetermined value, the vehicle control device increases the braking force on the front wheel side to be larger than the regenerative torque on the rear wheel side.
In the vehicle control device according to claim 3,
The electric mechanism is provided on the front wheel side and the rear wheel side of the vehicle, and when the deceleration is smaller than a predetermined value, the regenerative torque on the front wheel side is made smaller than the regenerative torque on the rear wheel side, and the deceleration is reduced. A vehicle control device that increases the regenerative torque on the front wheel side to be larger than the regenerative torque on the rear wheel side when the speed is equal to or higher than the predetermined value.
In the vehicle control device according to claim 1 or 2.
A vehicle control device that calculates a target braking force of the vehicle based on the weight of the vehicle and calculates the regenerative torque command value with respect to the calculated target braking force.
In the vehicle control device according to claim 1 or 2.
A vehicle control device that calculates a target braking force of the vehicle based on the road surface condition on which the vehicle is traveling, and calculates the regenerative torque command value with respect to the calculated target braking force.
A vehicle control method in a vehicle control device including an electric mechanism having a motor and a speed reducer having a built-in gear in contact with an oil medium and transmitting power between the motor and the wheels of the vehicle.
A vehicle control method for correcting a regenerative torque command value for the motor according to the current temperature of the oil medium when the vehicle is braking.