WO2023032221A1 - 駆動力制御方法及び駆動力制御装置 - Google Patents
駆動力制御方法及び駆動力制御装置 Download PDFInfo
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- WO2023032221A1 WO2023032221A1 PCT/JP2021/032723 JP2021032723W WO2023032221A1 WO 2023032221 A1 WO2023032221 A1 WO 2023032221A1 JP 2021032723 W JP2021032723 W JP 2021032723W WO 2023032221 A1 WO2023032221 A1 WO 2023032221A1
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- 230000008929 regeneration Effects 0.000 description 4
- 238000011069 regeneration method Methods 0.000 description 4
- 230000001629 suppression Effects 0.000 description 3
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a driving force control method and a driving force control device.
- JP2007-118898A detects the pitch rate (pitch angular velocity) when passing through a step in the road surface when a sufficient suspension effect cannot be obtained in an in-wheel motor type vehicle, and detects the detected pitch rate (pitch direction).
- a braking/driving force control device has been proposed that applies different braking/driving forces to the front and rear wheels so as to reduce the displacement.
- an object of the present invention is to provide a driving force control method and a driving force control device that can further improve the effect of suppressing vertical displacement of a vehicle.
- a driving force control method for controlling front wheel driving force and rear wheel driving force by a front wheel motor connected to front wheels and a rear wheel motor connected to rear wheels of a vehicle.
- the adjustment of the distribution of the front wheel driving force and the rear wheel driving force and the application of the frictional braking force to at least one of the front wheels and the rear wheels are coordinated to lift up or down the vehicle body. Perform cooperative processing.
- FIG. 1 is a diagram illustrating the configuration of a vehicle in which a driving force control method according to an embodiment of the invention is executed.
- FIG. 2 is a diagram showing a schematic structure of a vehicle chassis system.
- FIG. 3 is a diagram for explaining the effect of executing cooperative processing.
- FIG. 4 is a flowchart for explaining the driving force control method of this embodiment.
- FIG. 5 is a timing chart showing an example of time-series changes in each control parameter when the control of the present embodiment is executed in an undulating road driving scene.
- 6A and 6B are diagrams for explaining actions and effects.
- FIG. 1 is a diagram illustrating the configuration of a vehicle in which a driving force control method according to an embodiment of the invention is executed.
- FIG. 2 is a diagram showing a schematic structure of a vehicle chassis system.
- FIG. 3 is a diagram for explaining the effect of executing cooperative processing.
- FIG. 4 is a flowchart for explaining the driving force control method of this embodiment.
- FIG. 5
- FIG. 1 is a diagram illustrating the configuration of a vehicle 100 in which the driving force control method of this embodiment is executed.
- vehicle 100 of the present embodiment an electric vehicle, a hybrid vehicle, or the like that includes a drive motor 10 as a drive source and can run by the drive force of the drive motor 10 is assumed.
- the drive motor 10 includes a front wheel motor 10f provided at a front position (front wheel side) of the vehicle 100 to drive the front wheels 11f, and a rear wheel motor 10r provided at a rear position (rear wheel side) to drive the rear wheels 11r. ,
- the front wheel motor 10f is configured as a three-phase AC motor. During power running, the front wheel motor 10f receives power from an onboard battery (not shown) and generates driving force. The driving force generated by the front wheel motor 10f is transmitted to the front wheels 11f via the front wheel transmission 16f and the front wheel drive shaft 21f. On the other hand, during regeneration, the front wheel motor 10f converts the regenerative braking force of the front wheels 11f into AC power and supplies the AC power to the onboard battery.
- the rear wheel motor 10r is configured as a three-phase AC motor.
- the rear wheel motor 10r receives electric power from the vehicle-mounted battery and generates driving force during power running.
- a driving force generated by the rear wheel motor 10r is transmitted to the rear wheel 11r via the rear wheel transmission 16r and the rear wheel drive shaft 21r.
- the rear wheel motor 10r converts the regenerative braking force of the rear wheel 11r into AC power and supplies the power to the vehicle-mounted battery.
- the inverter 12 adjusts the power supplied to the front wheel motor 10f (positive during powering, negative during regeneration) and the power supplied to the rear wheel motor 10r (positive during powering, negative during regeneration). and a rear wheel inverter 12r.
- the front wheel inverter 12f has a positive or negative driving force (hereinafter also referred to as “front wheel driving force F f ”) determined with respect to the total driving force (hereinafter also referred to as “total required driving force F fr ”) required for the vehicle 100. ) is realized, the power supplied to the front wheel motor 10f is adjusted.
- the rear wheel inverter 12r controls the rear wheel motor 10r so as to realize the positive or negative driving force (hereinafter also referred to as "rear wheel driving force Fr ”) determined with respect to the total required driving force Ffr . Adjust power supply.
- the front wheel driving force Ff and the rear wheel driving force Fr of this embodiment are determined so that their sum matches the total required driving force Ffr .
- the total required driving force F fr is, for example, an operation amount (accelerator opening) for an accelerator pedal mounted on the vehicle 100, or a predetermined automatic driving system such as ADAS (Advanced Driver Assistance Systems) or AD (Autonomous Driving) It is determined based on a command from (automatic driving control device).
- the brake actuator 14 is composed of a known mechanical brake that operates with hydraulic pressure or the like . and a rear wheel friction brake 14r that provides a friction braking force (hereinafter also referred to as “rear wheel braking force B r ”).
- the vehicle 100 is provided with a controller 50 as a driving force control device that controls the front wheel driving force F f , the rear wheel driving force F r , the front wheel braking force B f , and the rear wheel braking force Br .
- the controller 50 consists of a computer having a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input/output interface (I/O interface). It is programmed to perform each process. In particular, the functions of the controller 50 are installed externally to any onboard computer and/or vehicle 100, such as a vehicle controller (VCM: Vehicle Control Module), a vehicle motion controller (VMC: Vehicle Motion Controller), and a motor controller. It can be implemented by a computer. Note that the controller 50 may be implemented by a single piece of computer hardware, or may be implemented by distributing various processes using a plurality of pieces of computer hardware.
- VCM Vehicle Control Module
- VMC Vehicle Motion Controller
- the controller 50 controls the total required driving force F fr , the detection values of the front wheel side vertical acceleration sensors 30fL and 30fR, the detection values of the rear wheel side vertical acceleration sensors 30rL and 30rR, and the suspension stroke amount S detected by sensors (not shown).
- the front wheel driving force F f , the rear wheel driving force F r , the front wheel braking force B f , and the rear wheel braking force Br are controlled using su and the like as input information. More specifically, the controller 50 controls the front wheel inverter 12f , the rear wheel inverter 12f, and the rear wheel inverter 12f so as to achieve desired front wheel driving force F f , rear wheel driving force F r , front wheel braking force B f , and rear wheel braking force Br. 12r, the front wheel friction brake 14f, and the rear wheel friction brake 14r.
- the controller 50 executes any one of basic drive control, cooperative processing, and non-cooperative processing as control that defines driving force distribution when the vehicle 100 is traveling forward (particularly during acceleration).
- the controller 50 executes basic drive control during normal driving (in this embodiment, scenes other than driving on an undulating road, which will be described later).
- the controller 50 sets the front wheel driving force Ff and the rear wheel driving force Fr to predetermined basic front wheel driving force and basic rear wheel driving force, respectively.
- the basic front-wheel driving force and the basic rear-wheel driving force are values determined by experiments, simulations, or the like so that the vehicle characteristics (particularly, electricity consumption performance) of the vehicle 100 take desired characteristics according to the driving scene.
- Specific values of the basic front wheel driving force and basic rear wheel driving force can be changed as appropriate depending on the specifications of the vehicle 100 and the driving scene.
- the distribution ratio of the basic front wheel driving force and the basic rear wheel driving force with respect to the total required driving force Ffr can be determined to be 50:50. can.
- an undulating road means a travel road on which unevenness exists over a certain distance in the traveling direction of the vehicle 100 .
- portions of the undulating road that protrude from the flat surface are referred to as "mountains”, and portions that are recessed from the flat surface are referred to as "troughs”.
- the controller 50 executes either the first control mode or the second control mode in response to a request to lift up or down the vehicle body.
- the controller 50 sets the front wheel braking force Bf to a positive value, the front wheel driving force Ff to a negative value, and the rear wheel driving force Fr to a positive value. That is, the controller 50 regenerates the front wheel motor 10f (regeneratively brakes the front wheel 11f), powers the rear wheel motor 10r (powers the rear wheel 11r), and then applies friction braking force to the front wheel 11f. .
- the controller 50 sets the front wheel driving force Ff to a positive value, the rear wheel driving force Fr to a negative value, and the rear wheel braking force Br to a positive value. That is, the controller 50 powers the front wheel motor 10f (drives the front wheel 11f for power running), regenerates the rear wheel motor 10r (regeneratively brakes the rear wheel 11r), and then applies friction braking force to the rear wheel 11r. apply.
- the controller 50 executes either the third control mode or the fourth control mode in response to a request to lift up or down the vehicle body.
- the controller 50 does not apply the front wheel braking force Bf , sets the front wheel driving force Ff to a negative value, and sets the rear wheel driving force Fr to a positive value.
- the controller 50 sets the front wheel driving force Ff to a positive value and the rear wheel driving force Fr to a negative value without applying the rear wheel braking force Br . do.
- FIG. 2 is a diagram showing a schematic structure of the chassis system of vehicle 100 (in particular, a schematic suspension geometry).
- “O f” represents the virtual rotation center (instantaneous rotation center) in the pitch direction of the front part of the vehicle body
- “O r” represents the virtual rotation center (instantaneous rotation center) in the pitch direction of the rear part of the vehicle body.
- a regenerative braking force (a force in the opposite direction to the traveling direction) is applied to the front wheels 11f and a power running driving force (a force in the same direction as the traveling direction) is applied to the rear wheels 11r.
- An anti-squat force F an (a vehicle body lifting force) acts on .
- a squat force F sq (a force that causes the vehicle body to sink) acts on the vehicle body.
- the magnitude of the anti-squat force Fan or the squat force F sq obtained by the non-cooperative process depends on the anti-squat angle ⁇ (front side anti-squat angle It depends on the magnitude of the angle ⁇ f and the rear anti-scut angle ⁇ r ).
- the front-wheel driving force Ff generated by the front-wheel motor 10f and the rear-wheel driving force Fr generated by the rear-wheel motor 10r have the front-wheel drive shaft 21 and the rear-wheel drive shaft 21r as points of action, respectively. It is transmitted to the front wheels 11f and the rear wheels 11r.
- the anti-squat angles ⁇ f and ⁇ r that define the vertical component of the pitching force generated by adjusting the driving force distribution are the horizontal line and the suspension 40f. , 40r and the straight line connecting the imaginary centers of rotation O f , O r determined by the structure of , 40r.
- the inventor of the present invention utilizes the front wheel braking force Bf or the rear wheel braking force Br to exceed the adjustment range by the above non-cooperative process, thereby providing a net driving force to the front wheels 11f and the rear wheels 11r. It has been found that by adjusting the distribution, even in the vehicle 100 equipped with a suspension structure having a relatively small anti-scutt angle ⁇ , a high effect of suppressing vertical displacement of the vehicle body can be obtained.
- FIG. 3 is a diagram for explaining the effect of executing cooperative processing.
- the effects of the cooperative processing will be described with a focus on the first control mode (application of front wheel braking force Bf , regenerative braking of front wheels 11f, and power running of rear wheels 11r).
- the following description also applies to the second control mode (power running driving of the front wheels 11f, application of the rear wheel braking force Br , and regenerative braking of the rear wheels 11r).
- the application point of the front wheel braking force Bf is the outer peripheral portion of the front wheel 11f. Therefore, the anti-scutt angle ⁇ Bf determined as the angle between the horizontal line and the straight line connecting the virtual center of rotation Of on the front wheel side and the point of application of the front wheel braking force B f is the anti-scutt angle ⁇ Bf becomes larger than ⁇ f . Therefore, when executing the first control mode of cooperative processing, the effect of suppressing the vertical displacement of the vehicle body can be further enhanced compared to the case of executing the third control mode of non-cooperative processing.
- FIG. 4 is a flowchart for explaining the driving force control method of this embodiment.
- Each process shown in FIG. 4 is performed by the controller 50 on the basis of information on the road provided by a predetermined internal sensor mounted on the vehicle 100 or an external server, and the like, while the vehicle 100 is traveling on an undulating road. Execution is based on the timing determined to be a scene. In particular, the controller 50 repeatedly executes each process shown in FIG. 4 for each predetermined calculation cycle in the scene.
- the controller 50 determines whether or not the pitch rate ⁇ pi and the vertical acceleration a G exceed the pitch rate threshold ⁇ piTH and the vertical acceleration threshold a GTH , respectively.
- the pitch rate ⁇ pi is a parameter defined as the time derivative of the pitch angle ⁇ pi (that is, the pitch angular velocity).
- the pitch angle ⁇ pi is defined as a displacement angle in the pitch direction with respect to the horizontal direction around the center of gravity G of the vehicle 100 (see FIG. 2).
- the sign of the pitch angle ⁇ pi is set so that the direction in which the front wheels 11f of the vehicle 100 are lifted (nose-up direction) is positive, and the direction in which the rear wheels 11r are lifted (nose-down direction) is negative.
- the vertical acceleration aG is the acceleration in vertical displacement of the vehicle 100 (the center of gravity G of the vehicle 100).
- the pitch rate ⁇ pi , the pitch angle ⁇ pi , and the vertical acceleration a G are obtained from the values detected by the vertical acceleration sensors 30fL and 30fR on the front wheel side, the values detected by the vertical acceleration sensors 30rL and 30rR on the rear wheel side, and other necessary values. can be calculated by a known method based on such parameters.
- Both the pitch rate ⁇ pi and the vertical acceleration a G are parameters representing the actual magnitude of vertical displacement of the vehicle 100 when traveling on an undulating road. In other words, it is a parameter (roughness degree parameter) that indicates the magnitude of the unevenness of the undulating road.
- the pitch rate threshold ⁇ piTH and the vertical acceleration threshold a GTH are determined as values that appropriately distinguish between the effect of suppressing vertical displacement of the vehicle 100 and high control responsiveness. More specifically, the pitch rate threshold ⁇ piTH and the vertical acceleration threshold a GTH are set to , is defined such that cooperative processing is performed. Conversely, the pitch rate threshold ⁇ piTH and the vertical acceleration threshold a GTH are set to a non-zero value when the unevenness of the undulating road is relatively small (when high control responsiveness is required but the required vertical displacement suppression effect is small). Cooperative processing is defined to be performed.
- step S130 the controller 50 executes the process of step S130 if the determination results of steps S110 and S120 are both affirmative, and otherwise executes the non-cooperative process (step S160).
- step S130 the controller 50 determines whether or not the suspension stroke amount Ssu exceeds the first stroke amount threshold value SsuTH1 .
- the suspension stroke amount S su is also an unevenness degree parameter representing the actual magnitude of vertical displacement of the vehicle 100 when traveling on an undulating road.
- the first stroke amount threshold value SsuTH1 also determines whether or not the unevenness of the undulating road is large enough to suppress the vertical displacement of the vehicle 100 by cooperative processing using the front wheel braking force Bf or the rear wheel braking force Br . It is set to a suitable value from the viewpoint of judgment.
- step S140 the controller 50 executes cooperative processing if the determination result in step S130 is affirmative (step S140), and otherwise executes non-cooperative processing (step S160).
- controller 50 selects the first control mode to cancel the force. (lift up the car body).
- the controller 50 executes the second control mode so as to cancel the force in the lift-up direction to the vehicle body (the vehicle body is lifted down) in a scene in which the vehicle 100 is running on a undulating mountain. ).
- controller 50 operates in the third control mode to cancel the force. (lift up the car body).
- the controller 50 executes the fourth control mode so as to cancel out the force in the lift-up direction to the vehicle body (the vehicle body is lifted down) in a scene in which the vehicle 100 is running on a undulating mountain. ).
- the mode of selecting the first control mode or the second control mode in the cooperative process described above and the mode of selecting the third control mode or the fourth control mode in the non-cooperative process are examples, and are limited to these. isn't it.
- the specific values of the front-wheel driving force F f , rear-wheel driving force F r , front-wheel braking force B f , and rear-wheel braking force Br that are set in cooperative processing or non-cooperative processing are set to specific numerical values. It is not limited and can be appropriately adjusted depending on the situation.
- controller 50 determines whether or not the suspension stroke amount Ssu is less than the second stroke amount threshold value SsuTH2 during execution of the cooperative process (step S150).
- the second stroke amount threshold value S suTH2 is an appropriate value from the viewpoint of judging whether or not unevenness of the undulating road has decreased to the extent that it can be judged that cooperative processing should be switched to non-cooperative processing in consideration of control responsiveness. set to the value
- step S160 the controller 50 switches the control from cooperative processing to non-cooperative processing (step S160) and ends this routine.
- the cooperative processing is switched to the non-cooperative processing.
- the suspension stroke amount S su is temporarily It is possible to prevent a situation in which a reduced state is detected and control is switched to non-cooperative processing.
- step S150 determining whether to switch from cooperative processing to non-cooperative processing
- FIG. 5 is a timing chart showing an example of time-series changes in each control parameter when the control of the present embodiment is executed in an undulating road driving scene.
- the pitch angle ⁇ pi and the pitch rate ⁇ pi are positive in the nose-up direction of the vehicle 100
- the vertical acceleration aG is positive in the upward direction with respect to the vehicle 100
- non-cooperative processing is performed with priority given to control responsiveness.
- FIG. 6 is a diagram for explaining the effect of executing the control explained in the timing chart of FIG.
- the pitch rate ⁇ pi , the vertical acceleration a G and the suspension stroke amount S su are basically the same even when traveling on an undulating road. It is reduced compared to that of the comparative example that maintains drive control (see solid line).
- the driving force control method controls the front wheel driving force Ff and the rear wheel driving force Fr by the front wheel motor 10f connected to the front wheels 11f and the rear wheel motor 10r connected to the rear wheels 11r of the vehicle 100, respectively. is provided.
- step S140 At least one of the front wheel driving force Ff and the rear wheel driving force Fr is adjusted, and at least one of the front wheels 11f and the rear wheels 11r is controlled by frictional braking force (front wheel braking force Bf or A cooperative process (step S140) is executed to lift up or down the vehicle body in cooperation with the application of the rear wheel braking force B r ).
- the effect of suppressing the vertical displacement (heave vibration) of the vehicle 100 can be further enhanced compared to the case where the vehicle body is lifted up or down by controlling only the front wheel driving force Ff and the rear wheel driving force Fr. can be done.
- the cooperative processing includes a first control mode for lifting up the vehicle body and a second control mode for lifting down the vehicle body.
- a frictional braking force front wheel braking force B f
- the front wheel motor 10f is powered and the frictional braking force (rear wheel braking force B r ) is applied to the rear wheel 11r.
- the driving force control method of the present embodiment further executes non-cooperative processing for lifting up or down the vehicle body only by adjusting the front wheel driving force Ff and the rear wheel driving force Fr (step S160).
- the non-cooperative processing includes a third control mode in which the front wheel motor 10f is regenerated and the rear wheel motor 10r is powered, and a fourth control mode in which the front wheel motor 10f is powered and the rear wheels 11r are regenerated.
- the vehicle body can be lifted up or lifted down appropriately by non-cooperative processing with high control responsiveness instead of cooperative processing.
- the phrase “only the adjustment of the front wheel driving force Ff and the rear wheel driving force Fr” means that the front wheel driving force Ff and the rear wheel driving force This means that the wheel drive force Fr is included, but not the frictional braking force. Therefore, the above wording excludes from the technical scope of the present invention a form that includes control logic that uses an operation amount other than the frictional braking force for assisting the lift-up or lift-down operation of the vehicle body in the non-cooperative process. not intended to do so.
- the unevenness degree parameters pitch rate ⁇ pi , vertical acceleration a G , and Obtain the suspension stroke amount S su ). Then, when the unevenness degree parameter exceeds a predetermined first threshold (the pitch rate threshold ⁇ piTH , the vertical acceleration threshold a GTH , and/or the first stroke amount threshold S suTH1 ) during execution of the non-cooperative process, Cooperative processing is switched to cooperative processing (steps S110 to S130 and step S140).
- the present embodiment provides a controller 50 that functions as a driving force control device for executing the driving force control method described above.
- the controller 50 controls a front wheel driving force Ff and a rear wheel driving force Fr by a front wheel motor 10f connected to the front wheels 11f and a rear wheel motor 10r connected to the rear wheels 11r of the vehicle 100, respectively.
- the controller 50 adjusts at least one of the front wheel driving force Ff and/or the rear wheel driving force Fr , and the frictional braking force (front wheel braking force Bf or rear wheel braking force Bf or rear wheel
- the application of the wheel brake force B r ) is coordinated to lift up or down the vehicle body (step S140).
- the specific aspect of the unevenness degree parameter is not limited to that described in the above embodiment.
- information about the unevenness of the undulating road is obtained using any on-vehicle sensors such as a lidar camera and / or radar, and the value obtained by directly estimating the size of the unevenness from the information is used as the unevenness degree parameter.
- the parameter used for determining whether to switch from non-cooperative processing to cooperative processing is not limited to the unevenness degree parameter described above. For example, based on information obtained from an on-board or external server, etc., a parameter indicating the length of the peak-to-valley period of the unevenness of an undulating road is obtained, and switching from non-cooperative processing to cooperative processing is performed based on the parameter. A configuration for determining whether or not to perform may be adopted.
- a control mode in which the frictional braking force is applied to only one of the first control mode and the second control mode may be adopted.
- a control mode is adopted in which the front wheel braking force Bf is applied in the first control mode (lift-up control) of the cooperative processing, while the rear wheel braking force Br is not applied in the second control mode (lift-down control).
- this control logic is such that the front side anti-scutt angle ⁇ f is relatively small, while the rear side anti-scutt angle ⁇ r is relatively large. It is particularly preferable to be applied to a vehicle body structure in which a sufficient amount of lift up/down can be ensured with only one screw.
- a control mode is adopted in which the non-cooperative processing is arbitrary driving force distribution performed for purposes other than adjusting the pitch displacement (for example, basic driving control that determines the driving force distribution during normal running).
- the non-cooperative processing is arbitrary driving force distribution performed for purposes other than adjusting the pitch displacement
- basic driving control for example, basic driving control that determines the driving force distribution during normal running.
- direct switching between basic driving control and cooperative processing driving force distribution
- a control mode that realizes switching without pitch adjustment by adjustment.
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Abstract
Description
Claims (6)
- 車両の前輪に接続された前輪モータ及び後輪に接続された後輪モータにより前輪駆動力及び後輪駆動力をそれぞれ制御する駆動力制御方法であって、
前記前輪駆動力及び前記後輪駆動力の少なくとも何れか一方に対する調節と、前記前輪及び前記後輪の少なくとも何れか一方に対する摩擦制動力の印加と、を協調させて車体をリフトアップ又はリフトダウンさせる協調処理を実行する、
駆動力制御方法。 - 請求項1に記載の駆動力制御方法であって、
前記協調処理は、前記車体をリフトアップさせる第1制御モード及び前記車体をリフトダウンさせる第2制御モードを含み、
前記第1制御モードでは、前記前輪に摩擦制動力を印加して前記後輪モータを力行させ、
前記第2制御モードでは、前記前輪モータを力行させ、且つ前記後輪に摩擦制動力を印加するか、又は前記後輪を回生させる、
駆動力制御方法。 - 請求項1又は2に記載の駆動力制御方法であって、
さらに、前記前輪駆動力及び前記後輪駆動力の調節のみによって前記車体をリフトアップ又はリフトダウンさせる非協調処理を実行し、
前記非協調処理は、前記前輪モータを回生させて前記後輪モータを力行させる第3制御モードと、前記前輪モータを力行させて前記後輪モータを回生させる第4制御モードを含む、
駆動力制御方法。 - 請求項3に記載の駆動力制御方法であって、
前記車両がうねり路を走行している場合に、
前記うねり路の凹凸の大きさを示唆する凹凸度合パラメータを取得し、
前記非協調処理の実行中に、
前記凹凸度合パラメータが所定の第1閾値を超えると、前記非協調処理を前記協調処理に切り替える、
駆動力制御方法。 - 請求項4に記載の駆動力制御方法であって、
前記協調処理の実行中に、
前記凹凸度合パラメータが所定の第2閾値を下回ると、前記協調処理を前記非協調処理に切り替える、
駆動力制御方法。 - 車両の前輪に接続された前輪モータ及び後輪に接続された後輪モータにより前輪駆動力及び後輪駆動力をそれぞれ制御する駆動力制御装置であって、
前記前輪駆動力及び前記後輪駆動力の少なくとも何れか一方に対する調節と、前記前輪及び前記後輪の少なくとも何れか一方に対する摩擦制動力の印加と、を協調させて車体をリフトアップ又はリフトダウンさせる協調処理部を有する、
駆動力制御装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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PCT/JP2021/032723 WO2023032221A1 (ja) | 2021-09-06 | 2021-09-06 | 駆動力制御方法及び駆動力制御装置 |
CN202180101912.6A CN117916115A (zh) | 2021-09-06 | 2021-09-06 | 驱动力控制方法以及驱动力控制装置 |
JP2023544995A JPWO2023032221A1 (ja) | 2021-09-06 | 2021-09-06 | |
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JPH11115745A (ja) * | 1997-10-13 | 1999-04-27 | Toyota Motor Corp | 回生ブレーキシステム |
JP2007118898A (ja) | 2005-10-31 | 2007-05-17 | Toyota Motor Corp | 車両の制駆動力制御装置 |
WO2013069126A1 (ja) * | 2011-11-10 | 2013-05-16 | トヨタ自動車株式会社 | 車両挙動制御装置 |
JP2013154800A (ja) * | 2012-01-31 | 2013-08-15 | Nissan Motor Co Ltd | 車両の制御装置 |
JP2015071362A (ja) * | 2013-10-03 | 2015-04-16 | トヨタ自動車株式会社 | 車両の制駆動力制御装置 |
JP2021011133A (ja) * | 2019-07-04 | 2021-02-04 | Ntn株式会社 | 車両の旋回制御装置 |
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- 2021-09-06 EP EP21955278.3A patent/EP4400354A1/en active Pending
- 2021-09-06 WO PCT/JP2021/032723 patent/WO2023032221A1/ja active Application Filing
- 2021-09-06 CN CN202180101912.6A patent/CN117916115A/zh active Pending
Patent Citations (6)
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JPH11115745A (ja) * | 1997-10-13 | 1999-04-27 | Toyota Motor Corp | 回生ブレーキシステム |
JP2007118898A (ja) | 2005-10-31 | 2007-05-17 | Toyota Motor Corp | 車両の制駆動力制御装置 |
WO2013069126A1 (ja) * | 2011-11-10 | 2013-05-16 | トヨタ自動車株式会社 | 車両挙動制御装置 |
JP2013154800A (ja) * | 2012-01-31 | 2013-08-15 | Nissan Motor Co Ltd | 車両の制御装置 |
JP2015071362A (ja) * | 2013-10-03 | 2015-04-16 | トヨタ自動車株式会社 | 車両の制駆動力制御装置 |
JP2021011133A (ja) * | 2019-07-04 | 2021-02-04 | Ntn株式会社 | 車両の旋回制御装置 |
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