WO2023037869A1 - 移動体、プログラム - Google Patents
移動体、プログラム Download PDFInfo
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- WO2023037869A1 WO2023037869A1 PCT/JP2022/031736 JP2022031736W WO2023037869A1 WO 2023037869 A1 WO2023037869 A1 WO 2023037869A1 JP 2022031736 W JP2022031736 W JP 2022031736W WO 2023037869 A1 WO2023037869 A1 WO 2023037869A1
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- braking
- target
- driving torque
- speed
- wheel
- Prior art date
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- 238000000034 method Methods 0.000 claims description 29
- 230000008569 process Effects 0.000 claims description 16
- 238000004364 calculation method Methods 0.000 description 104
- 238000010586 diagram Methods 0.000 description 13
- 230000001276 controlling effect Effects 0.000 description 7
- 230000007935 neutral effect Effects 0.000 description 6
- 230000000875 corresponding effect Effects 0.000 description 4
- 230000005484 gravity Effects 0.000 description 4
- 230000007704 transition Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- 238000004590 computer program Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
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- B—PERFORMING OPERATIONS; TRANSPORTING
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—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 for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
- B62D11/003—Electric or electronic control 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/22—Yaw angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/461—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/465—Slip
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/42—Control modes by adaptive correction
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present disclosure relates to mobile objects and programs.
- This vehicle includes a motor, disc brakes, and a steering device.
- the motor drives the vehicle by applying torque to the wheels according to the amount of depression of the accelerator pedal by the driver.
- Disc brakes stop the vehicle by applying braking torque to the wheels based on the driver's depression of the brake pedal.
- the steering device turns the vehicle by steering the wheels based on the operation of the steering wheel by the driver.
- An object of the present disclosure is to provide a mobile object and a program capable of simplifying the structure and improving robustness.
- a moving body includes a first braking/driving torque applying unit that applies a first braking/driving torque to the right driving wheel, and a second braking/driving torque applying unit that applies a second braking/driving torque to the left driving wheel.
- a right driven wheel and a left driven wheel which are caster wheels, and a control section that controls the first braking/driving torque applying section and the second braking/driving torque applying section.
- the control unit controls the first braking/driving torque and the second braking/driving torque, or controls the rotational speed of each of the right driving wheel and the left driving wheel to turn, move forward and backward, and brake the moving body. I do.
- the program according to one aspect of the present disclosure includes a first braking/driving torque applying section that applies a first braking/driving torque to the right driving wheel, and a second braking/driving torque applying section that applies a second braking/driving torque to the left driving wheel.
- a program for controlling a first braking/driving torque imparting section and a second braking/driving torque imparting section in a vehicle provided with a right driven wheel and a left driven wheel consisting of caster wheels the program comprising: a computer; By controlling the torque and the second braking/driving torque, or by controlling the rotational speed of each of the right driving wheel and the left driving wheel, the processing of turning, moving forward and backward, and braking of the moving body is executed.
- FIG. 1 is a diagram schematically showing the schematic configuration of the vehicle of the embodiment.
- FIG. 2 is a diagram schematically showing the side structure of the driven wheel of the embodiment.
- FIG. 3 is a block diagram showing the electrical configuration of the vehicle of the embodiment.
- FIG. 4 is a diagram schematically showing the configuration of the shift operation section of the embodiment.
- FIG. 5 is a diagram schematically showing the configuration of the traveling operation unit of the embodiment.
- FIG. 6 is a block diagram showing the configuration of the EVECU of the embodiment.
- FIG. 7 is a flow chart showing the processing procedure of the braking/driving torque calculator.
- FIG. 8 is a diagram showing an example of a driving torque calculation map.
- FIG. 9 is a diagram showing an example of a braking torque calculation map.
- FIG. 8 is a diagram showing an example of a driving torque calculation map.
- FIG. 10 is a flow chart showing a processing procedure of a speed upper limit calculator according to the embodiment.
- FIG. 11 is a diagram showing an example of an upper limit vehicle speed calculation map.
- FIG. 12 is a flow chart showing a processing procedure of a speed difference calculator according to the embodiment.
- FIG. 13 is a diagram showing an example of a running time calculation map.
- FIG. 14 is a diagram showing an example of a target yaw rate calculation map.
- FIG. 15 is a diagram showing an example of a calculation map when the vehicle is stopped.
- FIG. 16 is a diagram showing an example of a target steering angle calculation map.
- FIGS. 18A to 18F show changes in the vertical operation amount, the horizontal operation amount, the output torque of the in-wheel motor, the target rotation speed difference, the vehicle speed, and the yaw rate of the traveling operation unit of the vehicle of the embodiment. It is a timing chart.
- FIGS. 18A to 18F show changes in the vertical operation amount, the horizontal operation amount, the output torque of the in-wheel motor, the target rotation speed difference, the speed, and the yaw rate of the traveling operation unit of the vehicle of the embodiment. It is a timing chart.
- 19A to 19F show the vertical operation amount, the horizontal operation amount, the output torque of the in-wheel motor, the target rotation speed difference, the speed, and the driven wheel steering angle of the traveling operation unit of the vehicle of the embodiment. It is a timing chart showing transition.
- a vehicle 10 of the present embodiment includes driven wheels 21R and 21L, driving wheels 22R and 22L, in-wheel motors 30R and 30L, an EV (Electric Vehicle) ECU (Electronic Control Unit) 40, and and and The vehicle 10 is a so-called slow mobility that runs at a speed equal to or lower than a predetermined speed, for example.
- EV Electric Vehicle
- ECU Electronic Control Unit
- the predetermined speed is set to "20 [km/h]", "50 [km/h]", or the like.
- This vehicle 10 is not provided with a braking device and a steering device, and braking and turning of the vehicle 10 are realized by torque control of the in-wheel motors 30R and 30L.
- the vehicle 10 corresponds to a mobile object.
- the driven wheels 21R and 21L are provided on the right rear and left rear of the vehicle 10, respectively.
- the driven wheels 21R and 21L are rotatable wheels, so-called caster wheels. That is, the driven wheels 21R and 21L have fulcrums 210R and 210L fixed to the vehicle body 11, respectively. As shown in FIG. , m10L are supported so as to be rotatable by 360°.
- the driven wheels 21R and 21L rotate in the circumferential direction C around the axes m11R and m11L as the vehicle 10 travels.
- the driven wheel 21R is also referred to as the "right driven wheel 21R”
- the driven wheel 21L is also referred to as the "left driven wheel 21L”.
- drive wheels 22R and 22L are provided on the front right and front left of the vehicle 10, respectively.
- Drive torque and braking torque are applied to the drive wheels 22R and 22L from the in-wheel motors 30R and 30L.
- the drive wheel 22R is also referred to as the "right drive wheel 22R”
- the drive wheel 22L is also referred to as the "left drive wheel 22L”.
- the driving torque and the braking torque are collectively referred to as "braking/driving torque”.
- the in-wheel motor 30R corresponds to a first braking/driving torque applying section
- the braking/driving torque applied from the in-wheel motor 30R to the right driving wheel 22R corresponds to the first braking/driving torque.
- the in-wheel motor 30L corresponds to a second braking/driving torque applying section
- the braking/driving torque applied from the in-wheel motor 30L to the left driving wheel 22L corresponds to the second braking/driving torque.
- the in-wheel motors 30R, 30L are built in the drive wheels 22R, 22L, respectively.
- the in-wheel motors 30R, 30L include motor generators 31R, 31L, inverter devices 32R, 32L, MG (Motor Generator) ECUs 33R, 33L, and rotation sensors 34R, 34L. ing.
- Inverter device 32R converts DC power supplied from a battery mounted on vehicle 10 into three-phase AC power, and supplies the converted three-phase AC power to motor generator 31R.
- Motor generator 31R operates as an electric motor when vehicle 10 is driven. When operating as an electric motor, the motor generator 31R is driven based on the three-phase AC power supplied from the inverter device 32R. The drive torque of the motor generator 31R is transmitted to the right drive wheel 22R, thereby rotating the right drive wheel 22R and causing the vehicle 10 to travel forward D1 or backward D2 shown in FIG.
- the motor generator 31R shown in FIG. 3 operates as a generator when the vehicle 10 is braked.
- the motor generator 31R When operating as a generator, the motor generator 31R generates power through regenerative operation. Braking torque is applied to the right driving wheel 22R by the regenerative operation of the motor generator 31R.
- the three-phase AC power generated by the motor generator 31R is converted into DC power by the inverter device 32R, and the battery of the vehicle 10 is charged with the DC power.
- Rotation sensor 34R detects the rotational speed of the output shaft of motor generator 31R and outputs a signal corresponding to the detected rotational speed to MGECU 33R.
- the MGECU 33R is mainly composed of a microcomputer having a CPU, memory, and the like.
- the MGECU 33R controls driving of the motor generator 31R by executing a program pre-stored in its memory.
- the MGECU 33R acquires information on the rotation speed of the motor generator 31R based on the output signal of the rotation sensor 34R.
- the MGECU 33R also calculates the rotation speed ⁇ RR of the right drive wheel 22R based on the rotation speed of the motor generator 31R using an arithmetic expression, map, or the like.
- the rotation speed of the right drive wheel 22R is also referred to as "right drive wheel speed ⁇ RR".
- the MGECU 33R is communicably connected to the EVECU 40 via an in-vehicle network such as a CAN installed in the vehicle 10.
- the EVECU 40 sets a first target braking/driving torque TR*, which is a target value of the braking/driving torque of the right drive wheel 22R, and transmits the set first target braking/driving torque TR* to the MGECU 33R.
- the MGECU 33R monitors the rotation speed of the motor generator 31R and controls the output torque of the motor generator 31R so that the actual torque output from the motor generator 31R becomes the first target braking/driving torque TR*.
- First target braking/driving torque TR* is set to a positive value when vehicle 10 is accelerated forward D1, that is, when motor generator 31R is operated as an electric motor. Further, the first target braking/driving torque TR* is set to a negative value when the vehicle 10 is decelerated, that is, when the motor generator 31R is regeneratively operated.
- the MGECU 33R transmits to the EVECU 40 various information that can be acquired by the MGECU 33R, such as the right driving wheel speed ⁇ RR, in response to a request from the EVECU 40 .
- the motor generator 31L, the inverter device 32L, the MGECU 33L, and the rotation angle sensor 34L of the in-wheel motor 30L operate similarly to the components of the in-wheel motor 30R.
- the MGECU 33L monitors the rotation speed of the motor generator 31L and controls the motor generator 31L so that the actual torque output from the motor generator 31L becomes the second target braking/driving torque TL*.
- the second target braking/driving torque TL* is a target value of the braking/driving torque of the left driving wheel 22L set by the EVECU 40.
- the MGECU 33L transmits to the EVECU 40 various information that can be acquired by the MGECU 33L, such as the rotational speed ⁇ RL of the left drive wheel 22L, in response to a request from the EVECU 40 .
- the rotational speed of the left drive wheel 22L is referred to as "left drive wheel speed ⁇ RL".
- the vehicle 10 further includes a shift operation unit 50 shown in FIG. 4 and a travel operation unit 60 shown in FIG. 5 as operation parts for operating the vehicle 10 .
- the shift operation unit 50 is provided with a P (parking) switch 51, an R (reverse) switch 52, and a D (drive) switch 53 as switches that can be pressed by the driver.
- the P switch 51 is operated when the shift range of the vehicle 10 is set to the P range, that is, when the vehicle 10 is stopped.
- the R switch 52 is operated when the shift range of the vehicle 10 is set to the R range, that is, when the vehicle 10 is caused to travel backward D2.
- the D switch 53 is operated when the shift range of the vehicle 10 is set to the D range, that is, when the vehicle 10 is normally driven.
- the driver can switch the shift range of the vehicle 10 by pressing one of the three switches 51 to 53 for a predetermined time. For example, when the current shift range of the vehicle 10 is the P range, if the driver presses the D switch 53 for a predetermined time, the shift range of the vehicle 10 is switched to the D range. Shift operation unit 50 outputs a signal indicating the pressing state of switches 51 to 53 to EVECU 40 .
- the travel operation unit 60 shown in FIG. 5 controls the acceleration, deceleration, right turn, and left turn of the vehicle 10 when the R switch 52 or the D switch 53 is selected, that is, when the vehicle 10 moves forward or backward. This is the part that is operated when controlling the rotation.
- a joystick 61 is provided in the travel operation unit 60 .
- the joystick 61 can be operated from the neutral position shown in FIG. 5 in the forward direction J1, the backward direction J2, the left direction J3, the right direction J4, and intermediate directions thereof.
- the driver operates the joystick 61 from the neutral position in the forward direction J1, backward direction J2, leftward direction J3, and rightward direction J4, respectively, the vehicle 10 can be accelerated, decelerated, left-turned, and right-turned.
- Travel operation unit 60 outputs a signal indicating the operation state of joystick 61 to EVECU 40 .
- the operation amount S1 from the neutral position of the joystick 61 in the forward direction J1 will be referred to as the "accelerator operation amount S1 of the travel operation unit 60", and the operation amount S2 in the rearward direction J2 will be referred to as the “brake operation amount of the travel operation unit 60. S2”.
- the operation amount S3 in the left direction J3 is referred to as “left direction operation amount S3 of the travel operation unit 60”
- the operation amount S4 in the right direction J4 is referred to as "right direction operation amount S4 of the travel operation unit 60".
- the accelerator operation amount S ⁇ b>1 and the brake operation amount S ⁇ b>2 correspond to first operation amounts performed on the vehicle 10 to accelerate or decelerate the vehicle 10 .
- the leftward operation amount S3 and the rightward operation amount S4 correspond to the second operation amount performed on the vehicle 10 to turn the vehicle 10 .
- the vehicle 10 includes a yaw rate sensor 70, rotation angle sensors 71 and 72, and wheel speed sensors 73 and 74 as sensors for detecting the running state of the vehicle.
- the yaw rate sensor 70 detects an actual yaw rate Y, which is the yaw rate actually occurring in the vehicle 10 , and outputs a signal corresponding to the detected actual yaw rate to the EVECU 40 .
- the actual yaw rate Y is the rotational speed of the vehicle 10 around the vertical axis passing through the center of gravity Gc.
- the yaw rate Y in this embodiment represents the rotational speed of the vehicle 10 in the left direction D3 with a positive value, and the rotational speed of the vehicle 10 in the right direction D4 with a negative value.
- Rotation angle sensors 71 and 72 detect rotation angles .theta.R and .theta.L of driven wheels 21R and 21L about fulcrums 210R and 210L, respectively, and send signals corresponding to the detected rotation angles .theta.R and .theta.L to EVECU 40, respectively. Output.
- the rotation angles ⁇ R, ⁇ L of the driven wheels 21R, 21L are referred to as "driven wheel steering angles ⁇ R, ⁇ L”.
- Wheel speed sensors 73 and 74 detect rotational speeds ⁇ FR and ⁇ FL of driven wheels 21R and 21L about axes m11R and m11L shown in FIG. A signal is output to the EVECU 40 respectively.
- the rotational speed ⁇ FR of the right driven wheel 21R is referred to as “right driven wheel speed ⁇ FR”
- the rotational speed ⁇ FL of the left driven wheel 21L is referred to as "left driven wheel speed ⁇ FL”.
- the EVECU 40 is mainly composed of a microcomputer having a CPU, memory, and the like.
- the EVECU 40 comprehensively controls traveling of the vehicle 10 by executing a program pre-stored in its memory.
- the EVECU 40 corresponds to the controller and the computer.
- the EVECU 40 receives output signals from the shift operation unit 50, the travel operation unit 60, the yaw rate sensor 70, the rotation angle sensors 71 and 72, and the wheel speed sensors 73 and 74.
- the EVECU 40 obtains information on the pressed state of the switches 51 to 53 in the shift operation unit 50 and the operation amounts S1 to S4 of the joystick 61 in the travel operation unit 60 based on the respective output signals of the shift operation unit 50 and the travel operation unit 60.
- the EVECU 40 determines the actual yaw rate Y of the vehicle 10, the driven wheel steering angles ⁇ R and ⁇ L, and the driven wheel speed based on output signals from the yaw rate sensor 70, rotation angle sensors 71 and 72, and wheel speed sensors 73 and 74, respectively. Information on each of ⁇ FR and ⁇ FL is acquired. The EVECU 40 also acquires information on the right driving wheel speed ⁇ RR and the left driving wheel speed ⁇ RL from the MGECUs 33R and 33L of the in-wheel motors 30R and 30L, respectively. The EVECU 40 sets the first target braking/driving torque TR* and the second target braking/driving torque TL* based on the acquired information.
- the EVECU 40 sets the first target braking/driving torque TR* and the second target braking torque TR*.
- the driving torques TL* are set to the same positive value and transmitted to the in-wheel motors 30R and 30L, respectively.
- the same positive torque is applied from the in-wheel motors 30R, 30L to the drive wheels 22R, 22L, so the vehicle 10 accelerates forward D1 shown in FIG.
- the joystick 61 of the travel operation unit 60 is operated in the rearward direction J2
- regenerative torque is applied from the in-wheel motors 30R, 30L to the drive wheels 22R, 22L, so the vehicle 10 decelerates.
- the EVECU 40 changes the first target braking/driving torque TR* and the second target braking torque TR*. It causes a difference from the driving torque TL*. Specifically, the EVECU 40 sets the second target braking/driving torque TL* larger than the first target braking/driving torque TR*, and transmits them to the in-wheel motors 30R and 30L, respectively. As a result, the torque applied from the in-wheel motor 30L to the left driving wheel 22L is greater than the torque applied from the in-wheel motor 30R to the right driving wheel 22R, so the vehicle 10 is shown in FIG. Turn right D4.
- the EVECU 40 includes a speed calculation unit 41, a braking/driving torque calculation unit 42, a speed upper limit calculation unit 43, and a functional configuration realized by executing a program stored in its memory.
- a selection unit 44, a speed difference calculation unit 45, a first feedback control unit 46, a second feedback control unit 47, a first correction unit 48, a second correction unit 49, addition units 81 to 83, and a subtraction unit 84 are provided. .
- the method for calculating the vehicle speed Vb is not limited to the method using the average value of the driven wheel speeds ⁇ FR and ⁇ FL, and any method can be used.
- the vehicle speed Vb calculated by the speed calculation unit 41 is input to the braking/driving torque calculation unit 42, the speed upper limit calculation unit 43, and the speed difference calculation unit 45, respectively.
- the wheel speed ⁇ c calculated by the speed calculator 41 is input to the adder 82 and the subtractor 84 .
- the braking/driving torque calculation unit 42 sets the first basic braking/driving torque Ta based on the pressed states of the switches 51 to 53 in the shift operation unit 50, the operation amounts S1 to S4 of the joystick 61 in the traveling operation unit 60, and the vehicle speed Vb. do.
- the first basic braking/driving torque Ta is a target value of the braking/driving torque to be applied to each of the right driving wheel 22R and the left driving wheel 22L in order to accelerate or decelerate the vehicle 10 .
- the braking/driving torque calculation unit 42 determines that an operation to switch to the R range has been performed (step S11: YES). ). In this case, the braking/driving torque calculator 42 sets the shift state management flag Fs to "R" (step S12).
- step S11 determines whether the operation to switch to the D range has been performed. (step S13). If the D switch 53 of the shift operation unit 50 is pressed and this state continues for a predetermined period of time, the braking/driving torque calculation unit 42 determines that the switching operation to the D range has been performed (step S13: YES). ). In this case, the braking/driving torque calculator 42 sets the shift state management flag Fs to "D" (step S14).
- step S13 When the braking/driving torque calculation unit 42 makes a negative determination in the process of step S13 (step S13: NO), that is, when the vehicle 10 is stopped, the operation to switch the shift range between the R range and the D range is performed. If not, the process proceeds to step S15. Further, the braking/driving torque calculation unit 42 performs the process of step S15 even when the processes of steps S12 and S14 are executed, that is, when an operation is performed to switch the shift range of the vehicle 10 to the R range or the D range.
- step S10 the braking/driving torque calculation unit 42, when the vehicle speed Vb satisfies "Vb>0 [km/h]" (step S10: NO), that is, when the vehicle 10 is running, the process proceeds to step S15 without executing the processes of steps S11 to S14.
- step S10: NO the braking/driving torque calculation unit 42, when the vehicle speed Vb satisfies "Vb>0 [km/h]"
- the braking/driving torque calculation unit 42 determines whether or not the shift state management flag Fs is set to "D" as the process of step S15.
- step S15: YES that is, when the shift range of the vehicle 10 is set to the D range
- the braking/driving torque calculation unit 42 calculates the first
- the basic braking/driving torque Ta is set to the map calculation value Tm (step S16).
- the memory of the EVECU 40 stores in advance a driving torque calculation map M10 as shown in FIG. 8 and a braking torque calculation map M11 as shown in FIG.
- a driving torque calculation map M10 shown in FIG. 8 maps the relationship between the vehicle speed Vb and the map calculation value Tm.
- the graph showing the relationship between the vehicle speed Vb and the map calculation value Tm changes according to the accelerator operation amount S1 of the traveling operation unit 60, so that the map calculation value Tm changes according to the accelerator operation amount S1.
- the map calculated value Tm calculated using the drive torque calculation map M10 is a target value of drive torque to be applied to each of the right drive wheel 22R and the left drive wheel 22L in order to accelerate the vehicle 10.
- a braking torque calculation map M11 shown in FIG. 9 maps the relationship between the vehicle speed Vb and the map calculation value Tm.
- the graph showing the relationship between the vehicle speed Vb and the map calculation value Tm changes according to the brake operation amount S2 of the traveling operation unit 60, so that the map calculation value Tm changes according to the brake operation amount S2.
- the map calculated value Tm calculated using the braking torque calculation map M11 is a target value of braking torque to be applied to each of the right driving wheel 22R and the left driving wheel 22L in order to decelerate the vehicle 10.
- the braking/driving torque calculation unit 42 calculates the vehicle speed using the driving torque calculation map M10 shown in FIG.
- a map calculation value Tm is obtained from Vb and the accelerator operation amount S1 of the traveling operation unit 60 .
- the braking/driving torque calculation unit 42 uses the braking torque calculation map M11 shown in FIG. Then, the map calculation value Tm is obtained from the vehicle speed Vb and the brake operation amount S2 of the traveling operation unit 60.
- FIG. The braking/driving torque calculator 42 sets the map calculation value Tm thus calculated as the first basic braking/driving torque Ta.
- step S15 when the shift state management flag Fs is set to "R" in the process of step S15, the braking/driving torque calculation unit 42 shifts the shift range of the vehicle 10 to the R range. If it is set, a negative determination is made (step S15: NO). In this case, the braking/driving torque calculation unit 42 calculates the map calculation value Tm based on the driving torque calculation map M10 shown in FIG. 8 or the braking torque calculation map M11 shown in FIG. The map calculated value "-Tm" thus obtained is set as the first basic braking/driving torque Ta (step S17).
- the first basic braking/driving torque Ta calculated by the braking/driving torque calculation section 42 is input to the selection section 44 .
- the speed upper limit calculation unit 43 sets the second basic braking/driving torque Tb based on the vehicle speed Vb and the leftward operation amount S3 and the rightward operation amount S4 of the travel operation unit 60 .
- the second basic braking/driving torque Tb is the upper limit value of the braking/driving torque to be applied to each of the right driving wheel 22R and the left driving wheel 22L in order to limit the traveling speed of the vehicle 10 to a preset upper limit speed or less. .
- the speed upper limit calculator 43 sets the second basic braking/driving torque Tb by executing the processing shown in FIG. As shown in FIG. 10, the speed upper limit calculator 43 first calculates an upper limit speed Vmax, which is the upper limit of the running speed of the vehicle 10 (step S20). In the memory of the EVECU 40, an upper limit vehicle speed calculation map M12 as shown in FIG. 11 is stored in advance. The upper limit vehicle speed calculation map M12 maps the relationship between the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 and the upper limit speed Vmax.
- the upper limit speed Vmax is equal to the predetermined speed V1.
- the predetermined speed V1 is, for example, "20 [km/h]".
- the upper limit speed Vmax is set to a smaller value as the leftward operation amount S3 or the rightward operation amount S4 of the traveling operation unit 60 increases.
- the speed upper limit calculator 43 calculates the second basic braking/driving torque Tb (step S21), following the process of step S20. Specifically, the speed upper limit calculator 43 first calculates the speed deviation eV from the current vehicle speed Vb and the upper limit speed Vmax calculated in step S20 based on the following equation f2.
- the speed upper limit calculator 43 calculates a second basic braking/driving torque Tb from the calculated speed deviation eV using the following equation f3.
- equation f3 "Kp" and “Ki" are predetermined proportional gain and integral gain.
- the speed upper limit calculator 43 sets the second basic braking/driving torque Tb by performing feedback control based on the deviation eV between the current vehicle speed Vb and the upper limit speed Vmax.
- the second basic braking/driving torque Tb set by the speed upper limit calculator 43 is input to the selector 44 .
- the selection unit 44 selects the smaller one of the first basic braking/driving torque Ta calculated by the braking/driving torque calculation unit 42 and the second basic braking/driving torque Tb calculated by the speed upper limit calculation unit 43.
- basic braking/driving torque Tc The basic braking/driving torque Tc set by the selector 44 is input to the adders 81 and 83, respectively.
- the speed difference calculation unit 45 sets the target rotation speed difference ⁇ * based on the vehicle speed Vb and the left direction operation amount S3 and right direction operation amount S4 of the travel operation unit 60 .
- the target rotational speed difference ⁇ * is a target value of the speed difference to be generated between the right driving wheel speed ⁇ RR and the left driving wheel speed ⁇ RL in order to turn the vehicle 10 .
- the speed difference calculation unit 45 sets the target rotation speed difference ⁇ * by executing the processing shown in FIG. 12 .
- the speed difference calculator 45 first determines whether or not the vehicle speed Vb is equal to or higher than a predetermined speed V2 (step S30).
- the predetermined speed V2 is set to, for example, "3 [km/h]".
- the predetermined speed V2 may have hysteresis. That is, the predetermined speed V2 is set to "3 [km/h]+a" when the vehicle speed Vb is increasing, and is set to "3 [km/h] when the vehicle speed Vb is decreasing, using the predetermined value a. /h]-a”.
- the predetermined speed V2 is set to a value that allows it to be determined whether or not the vehicle 10 is in a running state.
- step S30 YES
- the speed difference calculation unit 45 uses the running calculation map M13 shown in FIG.
- the basic rotation speed difference ⁇ b is set from the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 (step S31).
- the basic rotation speed difference ⁇ b is the basic value of the target rotation speed difference ⁇ *.
- a running-time calculation map M13 shown in FIG. 13 is stored in the memory of the EVECU 40.
- FIG. The running-time calculation map M13 maps the relationship between the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 and the basic rotational speed difference ⁇ b.
- the graph showing the relationship between the left direction operation amount S3 and the right direction operation amount S4 of the running operation unit 60 and the basic rotational speed difference ⁇ b is switched based on the vehicle speed Vb.
- the basic rotation speed difference ⁇ b is changed. Specifically, the lower the vehicle speed Vb, the larger the basic rotation speed difference ⁇ b is set. Accordingly, the slower the vehicle speed Vb, the greater the speed difference between the right driving wheel speed ⁇ RR and the left driving wheel speed ⁇ RL, so that the vehicle 10 turns at a higher rotational speed.
- the running time calculation map M13 is used to obtain the basic rotational speed difference ⁇ b when the vehicle 10 is turned while the vehicle 10 is running.
- the speed difference calculation unit 45 uses the target yaw rate calculation map M14 shown in FIG.
- a target yaw rate Y* is set from the directional operation amount S4 (step S32).
- a target yaw rate Y* is a target value of the yaw rate Y of the vehicle 10 .
- the target yaw rate calculation map M14 maps the relationship between the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 and the target yaw rate Y*.
- the target yaw rate Y* is calculated according to the vehicle speed Vb by switching the graph showing the relationship between the left direction operation amount S3 and the right direction operation amount S4 of the traveling operation unit 60 and the target yaw rate Y*.
- the yaw rate Y* is changed. Specifically, the slower the vehicle speed Vb, the larger the target yaw rate Y* is set. Thus, the slower the vehicle speed Vb, the greater the yaw rate Y of the vehicle 10, so the vehicle 10 turns at a higher rotational speed.
- the speed difference calculation unit 45 calculates the speed difference correction value ⁇ c (step S33) following the processing of step S32. Specifically, the speed difference calculator 45 first calculates a yaw rate deviation eY based on the following equation f4 from the current yaw rate Y of the vehicle 10 and the target yaw rate Y* calculated in step S32. .
- the speed difference calculator 45 calculates a speed difference correction value ⁇ c from the calculated yaw rate deviation eY based on the following equation f5.
- ⁇ c Kp ⁇ eY+Ki ⁇ eY (f5)
- the speed difference calculation unit 45 limits the speed difference correction value ⁇ c to a range from the lower limit value ⁇ min to the upper limit value ⁇ max based on the following equation f6.
- the lower limit value ⁇ min and the upper limit value ⁇ max are preset.
- step S30 NO
- the speed difference calculation unit 45 determines that the vehicle 10 is in a stopped state or in a very low speed driving state close thereto. , it is determined whether one of the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 is equal to or greater than a predetermined amount Sa (step S34).
- the predetermined amount Sa is set so that it can be determined whether or not the joystick 61 of the travel operation unit 60 is operated to the limit in the leftward direction J3 or the rightward direction J4.
- step S34 NO
- the speed difference calculation unit 45 determines that the joystick 61 of the travel operation unit 60 is moved leftward. If the J3 and right direction J4 have not been operated to the limit, the processing of steps S31 to S33 is executed. Therefore, the speed difference calculator 45 calculates the speed difference correction value ⁇ c based on the above equation f5.
- the speed difference calculation unit 45 determines whether the joystick 61 of the travel operation unit 60 is in the left direction J3 or the right direction J4 even when the vehicle 10 is in a running state, or even when the vehicle 10 is in a stopped state or a very low speed state. If the operation has not reached the limit, the speed difference correction value ⁇ c is set by performing feedback control based on the deviation eY between the actual yaw rate Y of the vehicle 10 and the target yaw rate Y*.
- the speed difference calculation unit 45 determines that the vehicle 10 is in a stopped state or in a very low speed running state close to it (step S30: NO) and the joystick 61 of the travel operation unit 60 is in the left direction J3 and the right direction. If the direction J4 has been operated to the limit (step S34: YES), the left direction operation amount S3 and the right direction operation amount S4 of the traveling operation unit 60 are calculated using the stop calculation map M15 shown in FIG. to set the basic rotation speed difference ⁇ b (step S35). A calculation map M15 when the vehicle is stopped shown in FIG. 15 is stored in the memory of the EVECU 40. FIG.
- the calculation map M15 when the vehicle is stopped is a map of the relationship between the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 and the basic rotation speed difference ⁇ b.
- the graph showing the relationship between the left direction operation amount S3 and the right direction operation amount S4 of the traveling operation unit 60 and the basic rotational speed difference ⁇ b is switched based on the vehicle speed Vb.
- the basic rotation speed difference ⁇ b is changed.
- the stop calculation map M15 is used to obtain the basic rotation speed difference ⁇ b when the vehicle 10 is turned when the vehicle 10 is stopped, in other words, when the vehicle 10 is turned on the spot.
- the speed difference calculation unit 45 uses the target steering angle calculation map M16 shown in FIG. A target steering angle ⁇ * is set from the rightward operation amount S4 (step S36).
- the target steering angle .theta.* is the target value of the driven wheel steering angles .theta.R and .theta.L.
- the target steering angle calculation map M16 maps the relationship between the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 and the target steering angle ⁇ *.
- the graph showing the relationship between the left direction operation amount S3 and the right direction operation amount S4 of the traveling operation unit 60 and the target steering angle ⁇ * is switched based on the vehicle speed Vb.
- the target steering angle ⁇ * changes. Specifically, the slower the vehicle speed Vb, the larger the target steering angle ⁇ * is set. Accordingly, the slower the vehicle speed Vb, the larger the driven wheel steering angles ⁇ R and ⁇ L of the vehicle 10, so that the vehicle 10 turns with a smaller turning radius. By reducing the turning radius of the vehicle 10, the vehicle 10 turns on the spot.
- the speed difference calculation unit 45 calculates the speed difference correction value ⁇ c (step S37) following the processing of step S36. Specifically, the speed difference calculator 45 first calculates a steering angle deviation e ⁇ based on the following equation f7 from the current driven wheel steering angle ⁇ and the target steering angle ⁇ * calculated in step S36. As the driven wheel steering angle .theta., either one of the driven wheel steering angles .theta.R and .theta.L or their average value is used.
- the speed difference calculator 45 calculates a speed difference correction value ⁇ c from the calculated steering angle deviation e ⁇ based on the following equation f8.
- ⁇ c Kp ⁇ e ⁇ +Ki ⁇ e ⁇ (f8)
- the speed difference calculation unit 45 limits the speed difference correction value ⁇ c to a range from the lower limit value ⁇ min to the upper limit value ⁇ max based on the above equation f6.
- the speed difference calculation unit 45 calculates the , the speed difference correction value ⁇ c is set by performing feedback control based on the deviation e ⁇ between the driven wheel steering angle ⁇ and the target steering angle ⁇ *.
- the speed difference calculation unit 45 makes a negative determination when the shift state management flag Fs is set to "R" in step S39 (step S39: NO). In this case, the speed difference calculation unit 45 reverses the sign of the target rotation speed difference ⁇ * calculated by the above equation f9 as shown in the following equation f10 (step S40), and converts it to the target rotation speed difference It is used as the calculation result of ⁇ *.
- the target rotational speed difference ⁇ * set by the speed difference calculator 45 is input to the adder 82 and the subtractor 84, respectively.
- the adder 82 calculates the target left drive wheel speed ⁇ RL* is set to "0".
- the target left drive wheel speed ⁇ RL* calculated by the addition section 82 is input to the second feedback control section 47 .
- the target left driving wheel speed ⁇ RL* corresponds to the second target rotation speed.
- the target right driving wheel speed ⁇ RR* calculated by the subtractor 84 is input to the first feedback controller 46 . In this embodiment, the target right driving wheel speed ⁇ RR* corresponds to the first target rotation speed.
- the first feedback control unit 46 calculates the right driving wheel correction torque ⁇ TcR by performing feedback control to cause the actual right driving wheel speed ⁇ RR to follow the target right driving wheel speed ⁇ RR*. Specifically, the first feedback control section 46 calculates the rotation speed deviation e ⁇ R based on the following equation f11.
- the first feedback control unit 46 calculates the right driving wheel correction torque ⁇ TcR from the calculated rotation speed deviation e ⁇ R based on the following equation f12.
- the first feedback control section 46 limits the right driving wheel correction torque ⁇ TcR to the range from the lower limit value ⁇ Tmin to the upper limit value ⁇ Tmax based on the following equation f13.
- the lower limit value ⁇ Tmin and the upper limit value ⁇ Tmax are preset.
- the right driving wheel correction torque ⁇ TcR calculated by the first feedback control section 46 is input to the addition section 83 .
- the right driving wheel correction torque ⁇ TcR corresponds to the first correction torque.
- the second feedback control section 47 calculates the left driving wheel correction torque ⁇ TcL by performing the same calculation as the first feedback control section 46 based on the actual left driving wheel speed ⁇ RL and the target left driving wheel speed ⁇ RL*. do.
- the left driving wheel correction torque ⁇ TcL calculated by the second feedback control section 47 is input to the addition section 81 .
- the left driving wheel correction torque ⁇ TcL corresponds to the second correction torque.
- the first target braking/driving torque TR* calculated by the addition section 83 is input to the first correction section 48 .
- the first correction section 48 performs correction processing on the first target braking/driving torque TR* calculated by the addition section 83 .
- the first correction unit 48 sets the first target braking/driving torque TR* to a preset upper limit value or Perform processing to limit to the lower limit.
- the first correction unit 48 performs filtering processing on the first target braking/driving torque TR* so as not to cause a shock or the like to the vehicle 10 .
- the first target braking/driving torque TR* corrected by the first correction section 48 is transmitted to the in-wheel motor 30R. As a result, the torque applied from the in-wheel motor 30R to the right drive wheel 22R is controlled to the first target braking/driving torque TR*.
- the second target braking/driving torque TL* calculated by the adder 81 is input to the second corrector 49 .
- the second correction section 49 performs correction processing similar to that of the first correction section 48 on the second target braking/driving torque TL*.
- the second target braking/driving torque TL* corrected by the second corrector 49 is transmitted to the in-wheel motor 30L.
- the torque applied from the in-wheel motor 30L to the left driving wheel 22L is controlled to the second target braking/driving torque TL*.
- the first target braking/driving torque TR* and the second target braking/driving torque TL* are set as the basic braking/driving torque Tc. That is, the average value of the braking/driving torques applied to the right driving wheel 22R and the left driving wheel 22L is controlled to the basic braking/driving torque Tc. Forward and reverse movement of the vehicle 10 are controlled by this first torque control.
- the basic braking/driving torque Tc is calculated based on the accelerator operation amount S1 and the brake operation amount S2 of the traveling operation unit 60 . Therefore, the user can accelerate and decelerate the vehicle 10 by operating the joystick 61 of the travel operation unit 60 shown in FIG. 5 in the forward direction J1 and the backward direction J2.
- a torque deviation occurs in the first target braking/driving torque TR* and the second target braking/driving torque TL* according to the target rotational speed difference ⁇ *. That is, a predetermined torque deviation occurs in the braking/driving torque applied to each of the right driving wheel 22R and the left driving wheel 22L.
- Right turning and left turning of the vehicle 10 are controlled by this second torque control.
- the target rotation speed difference ⁇ * is calculated based on the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 . Therefore, the user can turn the vehicle 10 to the left and right by operating the joystick 61 of the travel operation unit 60 shown in FIG. 5 in the left direction J3 and the right direction J4.
- FIGS. 17(A) to 17(F) are timing charts showing the transition of each parameter when the driver accelerates the vehicle 10 for steady straight running and then decelerates the vehicle.
- the vehicle speed Vb is equal to or higher than the predetermined speed V2 used in the determination process of step S30 shown in FIG.
- both the leftward operation amount S3 and the rightward operation amount S4 of the traveling operation unit 60 are "0" as shown in FIG. 17(B). Therefore, the target yaw rate Y* set in the process of step S32 shown in FIG. 12 is set to "0". Therefore, the target rotation speed difference ⁇ * is set to “0” as shown in FIG. 17(D), and the right drive wheel correction torque ⁇ TcR and left drive wheel correction torque A torque ⁇ TcL is set. As a result, the output torques TR and TL of the motor generators 31R and 31L are controlled so that the actual yaw rate Y of the vehicle 10 becomes "0".
- FIGS. 18A to 18F are timing charts showing the transition of each parameter when the driver accelerates the vehicle 10 and then turns the vehicle 10 at a speed equal to or higher than the predetermined speed V2.
- FIG. 18 for example, after the vehicle 10 is accelerated at time t10, if the driver operates the joystick 61 of the travel operation unit 60 in the left direction J3 at time t20, as shown in FIG.
- the left direction operation amount S3 of the traveling operation unit 60 is increased so that As the left direction operation amount S3 of the travel operation unit 60 increases, the value of the upper limit speed Vmax set by the upper limit vehicle speed calculation map M12 shown in FIG. 11 decreases.
- the left direction operation amount S3 of the traveling operation unit 60 increases, so that the target yaw rate Y* is calculated based on the target yaw rate calculation map M14 shown in FIG. Set to a positive value.
- the target rotational speed difference ⁇ * increases as shown in FIG. 18(D).
- the right driving wheel correction torque ⁇ TcR is set larger than the left driving wheel correction torque ⁇ TcL, so that the output torque of the motor generator 31R is higher than the output torque TL of the motor generator 31L, as shown in FIG. 18(C).
- TR becomes larger.
- the right driving wheel speed ⁇ RR becomes faster than the left driving wheel speed ⁇ RL as shown in FIG. 18(E), and the vehicle 10 turns to the left.
- the target yaw rate Y* is set to a predetermined value corresponding to the leftward operation amount S3a. Set to Y1*.
- yaw rate feedback control is performed to maintain the actual yaw rate Y of the vehicle 10 at the target yaw rate Y1* as shown in FIG. A state in which there is a deviation between output torque TR and output torque TL of motor generator 31L is maintained.
- the right drive wheel speed ⁇ RR is faster than the left drive wheel speed ⁇ RL as shown in FIG. 10 turns to the left direction D3.
- the vehicle speed Vb is maintained at a predetermined value.
- FIGS. 19A to 19F are timing charts showing the transition of each parameter when the driver accelerates the vehicle 10 and then turns the vehicle 10 at a speed lower than the predetermined speed V2.
- the joystick 61 of the travel operation unit 60 is moved backward J2 and in order to turn the vehicle 10 in the left direction D3 while decelerating it at time t30.
- the brake operation amount S2 and the left direction operation amount S3 of the traveling operation unit 60 increase.
- the target steering angle is calculated based on the target steering angle calculation map M16 shown in FIG. ⁇ * is set to a predetermined value ⁇ 1*, for example.
- the target rotation speed difference ⁇ * increases as shown in FIG. 19(D).
- the right driving wheel correction torque ⁇ TcR is set larger than the left driving wheel correction torque ⁇ TcL, so that the output torque of the motor generator 31R is higher than the output torque TL of the motor generator 31L, as shown in FIG. 19(C).
- TR becomes larger.
- the right driving wheel speed ⁇ RR becomes faster than the left driving wheel speed ⁇ RL as shown in FIG. 19(E), and the vehicle 10 turns leftward.
- the target steering angle ⁇ * is also maintained at the predetermined value ⁇ 1*.
- the steering angle feedback control is executed to maintain the driven wheel steering angle ⁇ of the vehicle 10 at the target steering angle ⁇ 1* as shown in FIG. 19(F).
- a state in which there is a deviation between the output torque TR of the motor generator 31R and the output torque TL of the motor generator 31L is maintained.
- the right driving wheel speed .omega.RR is higher than the left driving wheel speed .omega.RL, and the actual yaw rate Y of the vehicle 10 increases as shown in FIG. 19(F).
- the vehicle 10 turns in the left direction D3 while maintaining the target yaw rate Y1*.
- the vehicle 10 includes an in-wheel motor 30R that applies braking/driving torque to the right driving wheel 22R, an in-wheel motor 30L that applies braking/driving torque to the left driving wheel 22L, and a right driven wheel 21R made of a caster wheel.
- a left driven wheel 21L and an EVECU 40 that controls the in-wheel motor 30R and the in-wheel motor 30L are provided.
- the EVECU 40 controls the braking/driving torque applied from the in-wheel motor 30R to the right driving wheel 22R and the braking/driving torque applied from the in-wheel motor 30L to the left driving wheel 22L to control the turning and forward/backward movement of the vehicle 10. , and braking.
- This configuration eliminates the need for an electric power steering (EPS) device or a braking device such as a disc brake, thereby simplifying the structure of the vehicle 10 and improving its robustness. can be done.
- EPS electric power steering
- the EVECU 40 sets the basic braking/driving torque Tc based on the operation amount of the travel operation unit 60 and the vehicle speed Vb, and sets the target rotation speed difference ⁇ * based on the operation amount of the travel operation unit 60 .
- the EVECU 40 corrects the basic braking/driving torque Tc based on the target rotation speed difference ⁇ * to obtain a first target braking/driving torque, which is a target value of the braking/driving torque applied from the in-wheel motor 30R to the right drive wheel 22R.
- a second target braking/driving torque TL* which is a target value of the braking/driving torque applied from the in-wheel motor 30L to the left driving wheel 22L, is set. According to this configuration, it is possible to easily perform torque control of the in-wheel motors 30R and 30L capable of turning, moving forward and backward, and braking the vehicle 10 .
- the EVECU 40 sets the basic braking/driving torque Tc so that the vehicle speed Vb is equal to or lower than a predetermined upper limit speed Vmax. According to this configuration, a slow mobility configuration can be easily realized.
- the EVECU 40 sets the target yaw rate Y* based on the operation amount of the traveling operation unit 60 and the vehicle speed Vb, and sets the target rotational speed by feedback control based on the deviation between the set target yaw rate Y* and the actual yaw rate Y. Set the difference ⁇ *. Also, the EVECU 40 sets the target right driving wheel speed ⁇ RR* and the target left driving wheel speed ⁇ RL* based on the target rotational speed difference ⁇ *.
- the EVECU 40 sets the right driving wheel correction torque ⁇ TcR by feedback control based on the deviation between the target right driving wheel speed ⁇ RR* and the right driving wheel speed ⁇ RR, and sets the basic braking/driving torque Tc to the right driving wheel correction torque ⁇ TcR.
- a first target braking/driving torque TR* is set by the correction.
- the EVECU 40 sets the left driving wheel correction torque ⁇ TcL by feedback control based on the deviation between the target left driving wheel speed ⁇ RL* and the left driving wheel speed ⁇ RL, and also sets the basic braking/driving torque Tc to the left driving wheel correction torque ⁇ TcL. , to set the second target braking/driving torque TL*.
- the steering angle of the tires and the rotation angle of the vehicle about the center of gravity are the same.
- the steering angle of the tires does not match the rotation angle of the vehicle about the center of gravity.
- the rotation angle about the center of gravity is smaller than the steering angle of the tire. That is, a slip angle occurs in the tire.
- control is required to correct the attitude of the vehicle in consideration of the tire slip angle.
- the vehicle 10 of the present embodiment is of slow mobility in which the vehicle speed Vb is limited to the upper limit speed Vmax or less. It coincides with the rotation angle of the vehicle 10 about the point Gc.
- vehicle posture correction control that takes into account the slip angle of the tires, and it is possible to ensure the turning stability of the vehicle 10 by yaw rate feedback control that matches the actual yaw rate Y of the vehicle 10 with the target yaw rate Y*. is.
- the yaw rate feedback control of this embodiment is the most suitable control for slow mobility limited to low speed running.
- the EVECU 40 sets the target steering angle ⁇ * based on the operation amount of the traveling operation unit 60 and the vehicle speed Vb, and based on the deviation between the set target steering angle ⁇ * and the actual driven wheel steering angle ⁇ .
- a target rotation speed difference ⁇ * is set by feedback control. If the target rotational speed difference ⁇ * is set using the steering angle feedback control in this manner, the vehicle 10 can be turned while controlling the driven wheel steering angle ⁇ of the vehicle 10 to the target steering angle ⁇ *. Special turns can be achieved that rotate the vehicle 10 in place.
- the EVECU 40 sets the target rotation speed difference ⁇ * using the yaw rate feedback control when the vehicle speed Vb is equal to or higher than the predetermined speed V2, and sets the target rotation speed difference ⁇ * when the vehicle speed Vb is less than the predetermined speed V2.
- a target rotation speed difference ⁇ * is set using the steering angle feedback control described above. According to this configuration, it is possible to realize more appropriate turning of the vehicle 10 according to the vehicle speed Vb.
- the above embodiment can also be implemented in the following forms.
- the speed calculation unit 41 may set the target yaw rate Y* based only on the left direction operation amount S3 and the right direction operation amount S4 of the traveling operation unit 60 without using the vehicle speed Vb.
- the EVECU 40 of the above-described embodiment achieves turning, forward/backward movement, and braking of the vehicle 10 by torque control of the in-wheel motors 30R and 30L.
- Turning, forward/backward movement, and braking of the vehicle 10 may be realized by controlling the rotational speeds of the motors 30R and 30L.
- This rotation speed control can be realized by a control procedure similar to the control procedure shown in FIG.
- the vehicle 10 can use devices other than the in-wheel motors 30R and 30L as long as they can apply braking/driving torque to the drive wheels 22R and 22L.
- the EVECU 40 and control method thereof described in the present disclosure are provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may also be implemented by a dedicated computer.
- the EVECU 40 and control methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring a processor that includes one or more dedicated hardware logic circuits.
- the EVECU 40 and its control method described in the present disclosure are configured by a combination of a processor and memory programmed to perform one or more functions and a processor including one or more hardware logic circuits.
- the computer program may be stored as computer-executable instructions on a computer-readable non-transitional tangible storage medium.
- Dedicated hardware logic circuits and hardware logic circuits may be implemented by digital circuits containing multiple logic circuits or by analog circuits.
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Abstract
Description
はじめに、本実施形態の車両の概略構成について説明する。図1に示されるように、本実施形態の車両10は、従動輪21R,21Lと、駆動輪22R,22Lと、インホイールモータ30R,30Lと、EV(Electric Vehicle)ECU(Electronic Control Unit)40とを備えている。車両10は、例えば所定速度以下の速度で走行する、いわゆるスローモビリティである。所定速度は「20[km/h]」や「50[km/h]」等に設定される。この車両10には制動装置及び操舵装置が設けられておらず、車両10の制動及び旋回がインホイールモータ30R,30Lのトルク制御により実現される。本実施形態では、車両10が移動体に相当する。
モータジェネレータ31Rは車両10の駆動時に電動機として動作する。モータジェネレータ31Rは、電動機として動作する場合、インバータ装置32Rから供給される三相交流電力に基づいて駆動する。モータジェネレータ31Rの駆動トルクが右駆動輪22Rに伝達されることにより右駆動輪22Rが回転して車両10が図1に示される前方D1又は後方D2に走行する。
MGECU33Rは、CPUやメモリ等を有するマイクロコンピュータを中心に構成されている。MGECU33Rは、そのメモリに予め記憶されているプログラムを実行することによりモータジェネレータ31Rの駆動を制御する。
インホイールモータ30Lのモータジェネレータ31L、インバータ装置32L、MGECU33L、及び回転角センサ34Lはインホイールモータ30Rの各構成要素と同様に動作する。例えば、MGECU33Lは、モータジェネレータ31Lの回転速度を監視しつつ、モータジェネレータ31Lから出力される実際のトルクが第2目標制駆動トルクTL*となるようにモータジェネレータ31Lを制御する。第2目標制駆動トルクTL*は、EVECU40により設定される左駆動輪22Lの制駆動トルクの目標値である。また、MGECU33Lは、EVECU40からの要求に応じて左駆動輪22Lの回転速度ωRL等、MGECU33Lにより取得可能な各種情報をEVECU40に送信する。以下では、左駆動輪22Lの回転速度を「左駆動輪速ωRL」と称する。
図4に示されるように、シフト操作部50には、運転者が押圧操作可能なスイッチとして、P(パーキング)スイッチ51、R(リバース)スイッチ52、及びD(ドライブ)スイッチ53が設けられている。Pスイッチ51は、車両10のシフトレンジをPレンジに設定する場合、すなわち車両10を停車させる場合に操作する部分である。Rスイッチ52は、車両10のシフトレンジをRレンジに設定する場合、すなわち車両10を後方D2に走行させる場合に操作する部分である。Dスイッチ53は、車両10のシフトレンジをDレンジに設定する場合、すなわち車両10を通常走行させる場合に操作する部分である。運転者は、3つのスイッチ51~53のうちのいずれかを所定時間だけ押圧操作することにより車両10のシフトレンジを切り替えることができる。例えば車両10の現在のシフトレンジがPレンジであるときに運転者がDスイッチ53を所定時間だけ押圧操作すると、車両10のシフトレンジがDレンジに切り替わる。シフト操作部50は、そのスイッチ51~53の押圧状態を示す信号をEVECU40に出力する。
ヨーレートセンサ70は、車両10に実際に発生しているヨーレートである実ヨーレートYを検出するとともに、検出された実ヨーレートに応じた信号をEVECU40に出力する。図1に示されるように、実ヨーレートYは、車両10の重心点Gcを通る鉛直軸まわりの回転速度である。本実施形態のヨーレートYは、車両10の左方向D3への回転速度を正の値で表し、車両10の右方向D4への回転速度を負の値で表す。
図6に示されるように、EVECU40は、そのメモリに記憶されたプログラムを実行することにより実現される機能的な構成として、速度演算部41、制駆動トルク演算部42、速度上限演算部43、選択部44、速度差演算部45、第1フィードバック制御部46、第2フィードバック制御部47、第1補正部48、第2補正部49、加算部81~83、及び減算部84を備えている。
図8に示される駆動トルク演算マップM10は、車速Vbとマップ演算値Tmとの関係をマップ化したものである。駆動トルク演算マップM10では、車速Vbとマップ演算値Tmとの関係を示すグラフが走行操作部60のアクセル操作量S1に応じて切り替わることにより、アクセル操作量S1に応じてマップ演算値Tmが変化するようになっている。駆動トルク演算マップM10を用いて演算されるマップ演算値Tmは、車両10を加速させるために右駆動輪22R及び左駆動輪22Lにそれぞれ付与すべき駆動トルクの目標値である。
速度上限演算部43は、車速Vb、走行操作部60の左方向操作量S3、及び右方向操作量S4に基づいて第2基本制駆動トルクTbを設定する。第2基本制駆動トルクTbは、車両10の走行速度を、予め設定された上限速度以下に制限するために右駆動輪22R及び左駆動輪22Lにそれぞれ付与すべき制駆動トルクの上限値である。
続いて、速度上限演算部43は、演算された速度偏差eVから以下の式f3を用いて第2基本制駆動トルクTbを演算する。なお、式f3において、「Kp」及び「Ki」は、予め設定されている所定の比例ゲイン及び積分ゲインである。
このように、速度上限演算部43は、現在の車速Vbと上限速度Vmaxとの偏差eVに基づくフィードバック制御を行うことにより第2基本制駆動トルクTbを設定する。
選択部44は、制駆動トルク演算部42により演算される第1基本制駆動トルクTa、及び速度上限演算部43により演算される第2基本制駆動トルクTbのうち、いずれか小さい方を最終的な基本制駆動トルクTcに設定する。選択部44により設定された基本制駆動トルクTcは加算部81,83にそれぞれ入力される。
続いて、速度差演算部45は、演算されたヨーレート偏差eYから以下の式f5に基づいて速度差補正値Δωcを演算する。
Δωc=Kp×eY+Ki×∫eY (f5)
但し、速度差演算部45は、速度差補正値Δωcを以下の式f6に基づいて下限値Δωminから上限値Δωmaxの範囲に制限する。下限値Δωmin及び上限値Δωmaxは予め設定されている。
一方、速度差演算部45は、ステップS30の処理において、車速Vbが所定の速度V2未満である場合(ステップS30:NO)、すなわち車両10が停車状態であるか、あるいはそれに近い極低速走行状態である場合、走行操作部60の左方向操作量S3及び右方向操作量S4のいずれか一方が所定量Sa以上であるか否かを判断する(ステップS34)。所定量Saは、走行操作部60のジョイスティック61が左方向J3又は右方向J4の限度まで操作されているか否かを判断することができるように設定されている。速度差演算部45は、走行操作部60の左方向操作量S3及び右方向操作量S4が共に所定量Sa未満である場合(ステップS34:NO)、すなわち走行操作部60のジョイスティック61が左方向J3及び右方向J4の限度まで操作されていない場合には、ステップS31~S33の処理を実行する。したがって、速度差演算部45は、上記の式f5に基づいて速度差補正値Δωcを演算する。
続いて、速度差演算部45は、演算された舵角偏差eθから以下の式f8に基づいて速度差補正値Δωcを演算する。
Δωc=Kp×eθ+Ki×∫eθ (f8)
但し、速度差演算部45は、速度差補正値Δωcを上記の式f6に基づいて下限値Δωminから上限値Δωmaxの範囲に制限する。
Δω*=Δωb+Δωc (f9)
続いて、速度差演算部45は、シフト状態管理フラグFsが「D」に設定されているか否かを判断して(ステップS39)、シフト状態管理フラグFsが「D」に設定されている場合には(ステップS39:YES)、図12に示される処理をそのまま終了する。この場合、速度上限演算部43は、上記の式f9により演算された目標回転速度差Δω*を演算結果として用いる。
図6に示されるように、速度差演算部45により設定された目標回転速度差Δω*は加算部82及び減算部84にそれぞれ入力される。
加算部82は、速度差演算部45により設定された目標回転速度差Δω*を車輪速ωcに加算することにより目標左駆動輪速ωRL*(=ωc+Δω*)を演算する。なお、加算部82は、目標左駆動輪速ωRL*が「ωRL*<0」を満たす場合、すなわち目標左駆動輪速ωRL*が負の値である場合には、目標左駆動輪速ωRL*を「0」に設定する下限ガード処理を実行する。加算部82により演算された目標左駆動輪速ωRL*は第2フィードバック制御部47に入力される。本実施形態では、目標左駆動輪速ωRL*が第2目標回転速度に相当する。
続いて、第1フィードバック制御部46は、演算された回転速度偏差eωRから以下の式f12に基づいて右駆動輪補正トルクΔTcRを演算する。
但し、第1フィードバック制御部46は、右駆動輪補正トルクΔTcRを以下の式f13に基づいて下限値ΔTminから上限値ΔTmaxの範囲に制限する。下限値ΔTmin及び上限値ΔTmaxは予め設定されている。
第1フィードバック制御部46により演算された右駆動輪補正トルクΔTcRは加算部83に入力される。本実施形態では、右駆動輪補正トルクΔTcRが第1補正トルクに相当する。
図17(A)~(F)は、運転者が車両10を加速させて定常直進を行った後、減速させた場合における各パラメータの推移を示したタイミングチャートである。
図18に示されるように、例えば時刻t10で車両10を加速させた後、時刻t20で運転者が走行操作部60のジョイスティック61を左方向J3に操作したとすると、図18(B)に示されるように走行操作部60の左方向操作量S3が増加する。走行操作部60の左方向操作量S3が増加することにより、図11に示される上限車速演算マップM12により設定される上限速度Vmaxの値が小さくなる。これにより、現在の車速Vbよりも上限速度Vmaxが小さくなると上記の式f2で示される速度偏差eVが負の値に設定されるため、第2基本制駆動トルクTbが負の値に設定される。結果的に、図18(C)に示されるように、モータジェネレータ31R,31Lから負のトルクが出力される。すなわち、右駆動輪22R及び左駆動輪22Lに制動トルクが付与される。これにより、図18(E)に示されるように、時刻t20以降、車速Vbが減少する。
右駆動輪補正トルクΔTcRが大きく設定されるため、図18(C)に示されるように、モータジェネレータ31Lの出力トルクTLよりもモータジェネレータ31Rの出力トルクTRの方が大きくなる。結果的に、図18(E)に示されるように左駆動輪速ωRLよりも右駆動輪速ωRRが速くなることにより、車両10が左方向に旋回する。
図19に示されるように、例えば時刻t10で車両10を加速させた後、時刻t30で車両10を減速させつつ左方向D3に旋回させるために、走行操作部60のジョイスティック61を後方向J2且つ左方向J3に操作したとする。この場合、図19(A),(B)に示されるように、走行操作部60のブレーキ操作量S2及び左方向操作量S3が増加する。走行操作部60の左方向操作量S3が増加した後、時刻t31で左方向操作量S3が所定量Sa以上操作されると、図16に示される目標舵角演算マップM16に基づいて目標舵角θ*が例えば所定値θ1*に設定される。この目標舵角θ1*と車両10の従動輪舵角θとの偏差に基づくフィードバック制御に基づいて、図19(D)に示されるように目標回転速度差Δω*が増加する。これにより、左駆動輪補正トルクΔTcLよりも右駆動輪補正トルクΔTcRが大きく設定されるため、図19(C)に示されるように、モータジェネレータ31Lの出力トルクTLよりもモータジェネレータ31Rの出力トルクTRの方が大きくなる。結果的に、図19(E)に示されるように左駆動輪速ωRLよりも右駆動輪速ωRRが速くなることにより、車両10が左方向に旋回する。
(1)車両10は、右駆動輪22Rに制駆動トルクを付与するインホイールモータ30Rと、左駆動輪22Lに制駆動トルクを付与するインホイールモータ30Lと、キャスター輪からなる右従動輪21R及び左従動輪21Lと、インホイールモータ30R及びインホイールモータ30Lを制御するEVECU40とを備える。EVECU40は、インホイールモータ30Rから右駆動輪22Rに付与される制駆動トルク、及びインホイールモータ30Lから左駆動輪22Lに付与される制駆動トルクを制御することにより、車両10の旋回、前後進、及び制動を制御する。この構成によれば、電動パワーステアリング(EPS:Electric Power Steering)装置や、ディスクブレーキ等の制動装置が不要となるため、車両10の構造を簡素化することができるとともに、ロバスト性を向上させることができる。
(4)EVECU40は、走行操作部60の操作量及び車速Vbに基づいて目標ヨーレートY*を設定するとともに、設定された目標ヨーレートY*と実ヨーレートYとの偏差に基づくフィードバック制御により目標回転速度差Δω*を設定する。また、EVECU40は目標回転速度差Δω*に基づいて目標右駆動輪速ωRR*及び目標左駆動輪速ωRL*を設定する。そして、EVECU40は、目標右駆動輪速ωRR*と右駆動輪速ωRRとの偏差に基づくフィードバック制御により右駆動輪補正トルクΔTcRを設定するとともに、基本制駆動トルクTcを右駆動輪補正トルクΔTcRで補正することにより第1目標制駆動トルクTR*を設定する。同様に、EVECU40は、目標左駆動輪速ωRL*と左駆動輪速ωRLとの偏差に基づくフィードバック制御により左駆動輪補正トルクΔTcLを設定するとともに、基本制駆動トルクTcを左駆動輪補正トルクΔTcLで補正することにより第2目標制駆動トルクTL*を設定する。このようにヨーレートフィードバック制御を用いて目標回転速度差Δω*を設定すれば、車両10の実ヨーレートYを目標ヨーレートY*に制御しつつ車両10を旋回させることができるため、車両10の旋回時の安定性を向上させることができる。
・速度演算部41は、車速Vbを用いることなく、走行操作部60の左方向操作量S3及び右方向操作量S4のみに基づいて目標ヨーレートY*を設定してもよい。
・図6に示されるように上記実施形態のEVECU40はインホイールモータ30R,30Lのトルク制御により車両10の旋回、前後進、及び制動を実現するものであったが、これに代えて、インホイールモータ30R,30Lの回転速度制御により車両10の旋回、前後進、及び制動を実現するものであってもよい。この回転速度制御は、図6に示される制御手順と類似の制御手順で実現可能である。
・本開示に記載のEVECU40及びその制御方法は、コンピュータプログラムにより具体化された1つ又は複数の機能を実行するようにプログラムされたプロセッサ及びメモリを構成することによって提供された1つ又は複数の専用コンピュータにより、実現されてもよい。本開示に記載のEVECU40及びその制御方法は、1つ又は複数の専用ハードウェア論理回路を含むプロセッサを構成することによって提供された専用コンピュータにより、実現されてもよい。本開示に記載のEVECU40及びその制御方法は、1つ又は複数の機能を実行するようにプログラムされたプロセッサ及びメモリと1つ又は複数のハードウェア論理回路を含むプロセッサとの組み合わせにより構成された1つ又は複数の専用コンピュータにより、実現されてもよい。コンピュータプログラムは、コンピュータにより実行されるインストラクションとして、コンピュータ読み取り可能な非遷移有形記録媒体に記憶されていてもよい。専用ハードウェア論理回路及びハードウェア論理回路は、複数の論理回路を含むデジタル回路、又はアナログ回路により実現されてもよい。
・本開示は上記の具体例に限定されるものではない。上記の具体例に、当業者が適宜設計変更を加えたものも、本開示の特徴を備えている限り、本開示の範囲に包含される。前述した各具体例が備える各要素、及びその配置、条件、形状等は、例示したものに限定されるわけではなく適宜変更することができる。前述した各具体例が備える各要素は、技術的な矛盾が生じない限り、適宜組み合わせを変えることができる。
Claims (8)
- 右駆動輪(22R)に第1制駆動トルクを付与する第1制駆動トルク付与部(30R)と、
左駆動輪(22L)に第2制駆動トルクを付与する第2制駆動トルク付与部(30L)と、
キャスター輪からなる右従動輪(21R)及び左従動輪(21L)と、
前記第1制駆動トルク付与部及び前記第2制駆動トルク付与部を制御する制御部(40)と、を備え、
前記制御部は、前記第1制駆動トルク及び前記第2制駆動トルクを制御することにより、又は前記右駆動輪及び前記左駆動輪のそれぞれの回転速度を制御することにより、移動体の旋回、前後進、及び制動を行う
移動体。 - 前記制御部は、
前記移動体を加速又は減速させるために前記移動体に対して行われる第1操作量及び前記移動体の走行速度に基づいて、前記第1制駆動トルク及び前記第2制駆動トルクの目標値である基本制駆動トルクを設定し、
前記移動体を旋回させるために前記移動体に対して行われる第2操作量に基づいて、前記右駆動輪及び前記左駆動輪のそれぞれの回転速度の差の目標値である目標回転速度差を設定し、
前記目標回転速度差に基づいて前記基本制駆動トルクを補正することにより、前記第1制駆動トルクの目標値である第1目標制駆動トルク、及び前記第2制駆動トルクの目標値である第2目標制駆動トルクを設定する
請求項1に記載の移動体。 - 前記制御部は、
前記移動体の走行速度が所定の上限速度以下となるように前記基本制駆動トルクを設定する
請求項2に記載の移動体。 - 前記制御部は、
前記第2操作量のみに基づいて、又は前記第2操作量及び前記移動体の走行速度に基づいて、前記移動体のヨーレートの目標値である目標ヨーレートを設定し、
前記移動体の実際のヨーレートと前記目標ヨーレートとの偏差に基づいて、前記右駆動輪の回転速度と前記左駆動輪の回転速度との差の目標値である目標回転速度差を設定し、
前記目標回転速度差に基づいて、前記右駆動輪の回転速度の目標値である第1目標回転速度、及び前記左駆動輪の回転速度の目標値である第2目標回転速度を設定し、
前記右駆動輪の実際の回転速度と前記第1目標回転速度との偏差に基づくフィードバック制御により第1補正トルクを設定し、
前記基本制駆動トルクを前記第1補正トルクで補正することにより前記第1目標制駆動トルクを設定し、
前記左駆動輪の実際の回転速度と前記第2目標回転速度との偏差に基づくフィードバック制御により第2補正トルクを設定し、
前記基本制駆動トルクを前記第2補正トルクで補正することにより前記第2目標制駆動トルクを設定する
請求項2又は3に記載の移動体。 - 前記制御部は、
前記移動体の走行速度が所定速度以上であることに基づいて、前記移動体の実際のヨーレートと前記目標ヨーレートとの偏差に基づいて前記目標回転速度差を設定する
請求項4に記載の移動体。 - 前記制御部は、
前記第2操作量のみに基づいて、又は前記第2操作量及び前記移動体の走行速度に基づいて、右従動輪及び左従動輪の回転角度の目標値である目標舵角を設定し、
前記右従動輪及び前記左従動輪の実際の回転角度と前記目標舵角との偏差に基づいて、前記右駆動輪の回転速度と前記左駆動輪の回転速度との差の目標値である目標回転速度差を設定し、
前記目標回転速度差に基づいて、前記右駆動輪の回転速度の目標値である第1目標回転速度、及び前記左駆動輪の回転速度の目標値である第2目標回転速度を設定し、
前記右駆動輪の実際の回転速度と前記第1目標回転速度との偏差に基づくフィードバック制御により第1補正トルクを設定し、
前記基本制駆動トルクを前記第1補正トルクで補正することにより前記第1目標制駆動トルクを設定し、
前記左駆動輪の実際の回転速度と前記第2目標回転速度との偏差に基づくフィードバック制御により第2補正トルクを設定し、
前記基本制駆動トルクを前記第2補正トルクで補正することにより前記第2目標制駆動トルクを設定する
請求項2又は3に記載の移動体。 - 前記制御部は、
前記移動体の走行速度が所定速度未満であることに基づいて、前記右従動輪及び前記左従動輪の実際の回転角度と前記目標舵角との偏差に基づいて前記目標回転速度差を設定する
請求項6に記載の移動体。 - 右駆動輪(22R)に第1制駆動トルクを付与する第1制駆動トルク付与部(30R)と、左駆動輪(22L)に第2制駆動トルクを付与する第2制駆動トルク付与部(30L)と、キャスター輪からなる右従動輪(21R)及び左従動輪(21L)とを備える移動体において、前記第1制駆動トルク付与部及び前記第2制駆動トルク付与部を制御するプログラムであって、
コンピュータに、
前記第1制駆動トルク及び前記第2制駆動トルクを制御することにより、又は前記右駆動輪及び前記左駆動輪のそれぞれの回転速度を制御することにより、移動体の旋回、前後進、及び制動を行う処理を実行させる
プログラム。
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Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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JPS59141405U (ja) * | 1983-03-09 | 1984-09-21 | 日産自動車株式会社 | 電気自動車 |
JPH09117016A (ja) * | 1995-10-17 | 1997-05-02 | Meidensha Corp | 電気自動車の駆動システム |
JP2006341656A (ja) | 2005-06-07 | 2006-12-21 | Nissan Motor Co Ltd | 左右独立駆動車両 |
JP2011115006A (ja) * | 2009-11-30 | 2011-06-09 | Kanzaki Kokyukoki Manufacturing Co Ltd | 乗用型対地作業車両 |
JP2021147626A (ja) | 2020-03-17 | 2021-09-27 | 本田技研工業株式会社 | 焼入れ方法及びその装置 |
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Publication number | Priority date | Publication date | Assignee | Title |
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JPS59141405U (ja) * | 1983-03-09 | 1984-09-21 | 日産自動車株式会社 | 電気自動車 |
JPH09117016A (ja) * | 1995-10-17 | 1997-05-02 | Meidensha Corp | 電気自動車の駆動システム |
JP2006341656A (ja) | 2005-06-07 | 2006-12-21 | Nissan Motor Co Ltd | 左右独立駆動車両 |
JP2011115006A (ja) * | 2009-11-30 | 2011-06-09 | Kanzaki Kokyukoki Manufacturing Co Ltd | 乗用型対地作業車両 |
JP2021147626A (ja) | 2020-03-17 | 2021-09-27 | 本田技研工業株式会社 | 焼入れ方法及びその装置 |
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